Gearbox assembly and gearbox

Abstract

The utility model relates to a gearbox assembly and a gearbox. In one example, a transmission assembly is provided that includes a transmission at least partially enclosed in a housing. The gearbox includes a planetary gear set coupled to a multi-speed secondary gearbox. The planetary gear set is configured to couple with the first electric machine and the engine on a first side and configured to couple with the second electric machine on a second side, where the first side and the second side are defined by a vertical plane perpendicular to a rotational center axis of the planetary gear set. The first electric machine, the second electric machine, and the engine are disposed outside the housing.

Description

Technical Field

[0001] This disclosure relates to an electric continuously variable transmission (CVT). Background Technology

[0002] A hydraulic continuously variable transmission (CVT) is a transmission that uses hydraulic components to continuously change the gear ratio. Typically, a prime mover such as an engine is connected to the input gear of the CVT via an output shaft. One advantage of this type of transmission is increased power output by decoupling input and output speeds. Another advantage is increased efficiency, as the engine can operate at a more efficient revolutions per minute (RPM). These performance advantages are invaluable for agricultural vehicles and other work vehicles and / or off-road vehicles. However, as with general hydraulic systems, hydraulic CVT systems can experience efficiency losses due to fluid friction and pumping losses. Furthermore, the presence of hydraulic oil and hydraulic system components can make such transmissions bulky, further impacting efficiency.

[0003] Compared to hydraulic continuously variable transmission (CVT) systems, electric continuously variable transmission (EVC) systems may offer several advantages, including higher efficiency, lighter weight, smaller package size, fewer moving parts (potentially requiring less maintenance), and integration into battery hybrid systems. In particular, EVC systems enhance control over the speed and torque output of the electromechanical components. However, an EVC configuration for one setup may not be optimal for another. To provide an additional range of control, the transmission is often modified to offer different gear ratios, or multiple electric motor options may be offered for customer selection. In either case, stakeholders must anticipate customer needs and provide a range of transmissions suitable for various applications. Utility Model Content

[0004] The inventors recognized the aforementioned challenges and developed systems and methods for electric continuously variable transmissions (CVTs) to address at least some of them. In one example, a transmission assembly is provided, comprising a transmission at least partially enclosed within a housing. The transmission includes a planetary gear set coupled to a multi-speed auxiliary transmission. The planetary gear set is configured to couple to a first motor and an engine on a first side and to a second motor on a second side, wherein the first and second sides are defined by a vertical plane perpendicular to the rotational axis of the planetary gear set. The first motor, the second motor, and the engine are all arranged outside the housing. Thus, the motors are not integrated but rather additional, allowing stakeholders to select off-the-shelf motors suitable for the application.

[0005] It should be understood that the foregoing summary is intended to present the concepts further described in the detailed description in a simplified form. It is not intended to identify the key or essential features of the claimed subject matter, the scope of which is uniquely determined by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to embodiments that address any of the shortcomings pointed out in the foregoing or any part of this disclosure. Attached Figure Description

[0006] Figure 1 It was a car equipped with the first electric continuously variable transmission (CVT).

[0007] Figure 2 This is the second example of an electric continuously variable transmission (EV).

[0008] Figure 3 This is the third example of an electric continuously variable transmission (CVT).

[0009] Figure 4 This is the fourth example of an electric continuously variable transmission (EV).

[0010] Figure 5A The first table shows the clutch configuration for different operating gear modes.

[0011] Figure 5B The second table shows the clutch configuration for different operating gear modes.

[0012] Figure 6 Displayed in the first operating mode via Figure 2 The power path of the transmission example described in [the document].

[0013] Figure 7 Shown by Figure 2 The transmission example described herein is a power path in the second operating mode.

[0014] Figure 8 Displayed in the third operating mode, via Figure 2 The power path of the transmission example described in [the document].

[0015] Figure 9 Displayed in the fourth operating mode, via Figure 2 The power path of the transmission example described in [the document]. Detailed Implementation

[0016] This paper discloses an electric continuously variable transmission (CVT). The ECVT is an input-split gearbox system configured to couple with two motors, each equipped with an inverter or dual inverter. A first motor is coupled to a carrier of a planetary gear set, and a second motor is coupled to the sun gear of the planetary gear set. The motor is directly connected to the ring gear of the planetary gear set via the transmission input shaft. The ECVT is at least partially enclosed in a housing, but the motors are not enclosed within the housing but are attached to it. Therefore, readily available motors can be selected, reducing costs and increasing customer flexibility. Conversely, ECVT systems with one or more integrated motors require extensive custom design, which can significantly increase costs for low-volume markets such as agricultural applications. In addition to increased selectivity and adaptability to various applications, the disclosed ECVT provides speed control, smooth acceleration, and efficient power delivery under varying loads and terrain conditions without manual shifting—advantages highly desirable in agricultural and off-road environments.

[0017] For agricultural vehicles, a power take-off (PTO) system is an ideal feature. The PTO described here is a clutch-type PTO, meaning it can be engaged or disengaged for both functionality and efficiency. The PTO is directly connected to the input of an electric CVT. The continuously variable transmission allows the driver to independently select the input (PTO) speed and output speed (e.g., to the drive axle), thus improving productivity by calibrating the appropriate ratio between the PTO implements and the driving speed or power output. A second set of gears can be optionally added to the PTO system, further reducing dependence on engine speed and allowing the engine to operate at a higher efficiency speed.

[0018] Furthermore, the electric continuously variable transmission (EVCT) can be configured with high / low gear groups for shifting while driving or under load. The EVCT can also be configured as a hybrid electric system by adding a battery to the DC bus of the electromechanical components (such as a motor and inverter). As a hybrid electric system, the disclosed EVCT can recover energy through regenerative braking and provide additional torque when needed, thereby further improving the transmission's efficiency and performance.

[0019] Figure 1 A vehicle system including an electric continuously variable transmission (CVT) with PTO was demonstrated. Figure 2 This is the second example of an electric continuously variable transmission (CVT) with PTO. Figure 3 This is the third example of an electric continuously variable transmission (CVT) with another PTO. Figure 4 This is the fourth example of an electric continuously variable transmission (CVT) with an additional high / low gear arrangement. Figure 5A The first table describes the gears available by applying the clutch of the exemplary transmission described herein. Figure 5BThe second table shows the gears available by applying the clutch of the exemplary gearbox described herein. Figure 6 Shown by Figure 2 The first power path of the example gearbox. Figure 7 Shown by Figure 2 The second power path of the example gearbox. Figure 8 Showing the passage Figure 2 The third power path of the example transmission device. Figure 9 The message indicates that the message has been successfully passed. Figure 2 Example of a reverse power path for transmission (e.g., a fourth power path).

[0020] Figure 1 A vehicle system 10 with an electric continuously variable transmission (e-CVT) system 12 is schematically depicted, including a transmission 14 with a first power output (PTO) system 80. The transmission 14 includes a planetary gear set 24 connected to a multi-speed auxiliary transmission 40. The planetary gear set 24 is configured to couple with an engine (ICE) 16 and a first motor 20 on a first side 13. The planetary gear set 24 is configured to couple with a second motor 22 on a second side 17. The first side 13 and the second side 17 may be defined by a vertical plane 15 perpendicular to the rotational axis 29 of the planetary gear set 24. For example, the multi-speed auxiliary transmission 40 is coupled to the planetary gear set 24 on the second side 17. The transmission 14 may be enclosed by a housing 90, while the integrated circuit 16, the first motor 20, and the second motor 22 may not be integrated into the housing 90. In other words, the integrated circuit 16, the first motor 20, and the second motor 22 may be arranged outside the housing 90. The exemplary transmission described herein can be used in industrial machines or other systems requiring gear shifting.

[0021] The integrated electric drive unit 16 engages with the gearbox 14 via a gearbox input shaft 18. In one example, the gearbox input shaft 18 may be a first gearbox input shaft. A first motor 20 may be connected to the gearbox 14 via a first motor (EM1) gearbox input shaft 32. In one example, the EM1 gearbox input shaft 32 may be a second gearbox input shaft. A second motor 22 may be connected to the gearbox 14 via a second motor (EM2) gearbox input shaft 36. In one example, the EM2 gearbox input shaft 36 may be a third gearbox input shaft. The first motor 20 and the second motor 22 may include conventional components such as stators, rotors, rotor shafts, etc., to enable the motors to generate mechanical power and electrical energy when designed for regeneration. The first motor 20 and the second motor 22 may be selected for the gearbox 14 based on the intended application and / or customer requirements (such as size, speed, power, load, etc.). The integrated circuit 16 may rotate about a rotation axis 74. The first motor 20 may rotate about a rotation axis 76. The second motor may rotate about a rotation axis 78. In some examples, the first electric mechanism 20 and the second electric mechanism 22 can receive power from a power source (such as battery 72) to provide torque to the transmission 14 and its associated mechanical components (such as wheels 52). In some examples, the first motor 20 and the second motor 22 can provide power to the battery 72 through a regenerative process (e.g., during a circuit breaker) or as a generator. By adding battery 72 to the DC bus of the first motor 20 and the second motor 22, the transmission 14 can become a hybrid transmission, further improving the vehicle's efficiency and performance by recovering energy from the battery pack where possible, while providing additional torque when needed.

[0022] Planetary gear set 24 is driven to engage with engine vehicle 16 via transmission input shaft 18. Planetary gear set 24 may include planet carrier gear 28 that is fixedly rotatably coupled to transmission input shaft 18. In one example, planet carrier gear 28 may be mounted on a bracket of planetary gear set 24 (e.g., see...). Figure 2-4 The planetary gear set 24 may include a gear 31 that is fixedly rotatably coupled to the planetary output shaft 30. In one example, gear 31 may include a sun gear, while the planetary output shaft 30 may include a carrier output shaft of the planetary gear set 24 (see, for example, see...). Figure 2-4 The gears described herein all include multiple teeth whose profiles can mate with adjacent gears. The type of gears arranged on the drive shaft can specifically be helical gears and / or spur gears. Furthermore, meshing gear pairs can also be designed with similar gear types. The multi-speed auxiliary gearbox 40 may include multiple clutches 42 for selectively controlling multiple gears to achieve multiple operating modes (e.g., see...). Figure 2-5BFor example, a multi-speed auxiliary transmission may include at least two clutches for achieving at least two speed ratios. The first speed ratio may include an operating range having forward and reverse directions.

[0023] The gearbox 14 can be an input-split gearbox system (also known as an output-coupled gearbox system). As an input-split design, one motor can be connected to the output of the planetary gear set 24, and another motor can be connected to a third component of the planetary gear set 24, such as the sun gear. For example, the input gear 34 of the first motor (EM1) gearbox can be fixedly rotatably coupled to the input shaft 32 of the EM1 gearbox. The input gear 34 of the EM1 gearbox can mesh with the planetary carrier gear 28. The input gear 38 of the second motor (EM2) gearbox can be fixedly rotatably coupled to the input shaft 36 of the EM2 gearbox. The input gear 38 of the EM2 gearbox can mesh with gear 31. Gear 31 can be connected to the multi-speed auxiliary gearbox 40 via the planetary output shaft 30. It is understood that the input shafts 32 and 36 of the EM1 and EM2 gearboxes receive mechanical power from upstream components. However, during regenerative operation, one or both shafts can transmit mechanical power to upstream components. It should be noted that in the absence of a battery, the power output by the first motor may be the same as the power absorbed by the second motor (and vice versa). With batteries available, both motors can simultaneously output or absorb electrical energy.

[0024] The differential system 50 may include a gear 56 that meshes with gear 58. In one example, gear 56 may be a pinion, and gear 58 may be a ring gear. A second shaft 48 may be rotatably coupled to gear 58 or other suitable downstream components via gear 56. Alternatively, gear 58 may be coupled to a drivetrain or to other suitable types of mechanical interfaces. For example, gear 56 may be a bevel gear. However, various suitable output gears (such as helical gears, spur gears) are also considered. Gear 58 may mesh with wheel 52 via shaft 54, which in some examples may include a first shaft half-shaft and a second shaft half-shaft. Wheel 52 and shaft 54 ​​may rotate about a rotation shaft 86.

[0025] An input coupling gear 26 can be mounted on the transmission input shaft 18. A PTO gear 82 can be mounted on the PTO shaft 84. As shown by dashed line 88, the PTO gear 82 can mesh with the input coupling gear 26. In this way, the engine vehicle 16 can drive the first PTO system 80. Furthermore, the CVT-first PTO system 80 may include at least a first PTO clutch, which allows the ICE 16 to selectively drive the PTO shaft 84 and the devices coupled thereto (e.g., see exemplary PTO clutch). Figure 2-4The continuously variable transmission (CVT) system disclosed herein allows the driver to select independent input (PTO) and output speeds, thereby enabling the selection of an appropriate ratio between the implement and drive speeds, or in other words, optimizing the distribution between the implement and drive forces.

[0026] like Figure 1 As shown, the vehicle system 10 may further include a control system 60 with a controller 62. The controller 62 may include a microcomputer whose components include a processor 64 (e.g., a microprocessor unit), input / output ports, and an electronic storage medium 66 (e.g., a read-only memory chip, random access memory, keep-alive memory, data bus, etc.) for executing programs and calibration values. The storage medium may be programmed with computer-readable data representing processor-executable instructions for performing the methods, control techniques, etc., described herein, as well as other contemplated but not specifically listed variations. Thus, instructions may be stored in the electronic storage medium 66 that, when executed by the processor 64, cause the controller 62 to perform the various method steps described herein.

[0027] The controller 62 can receive various signals from sensors 68 that are coupled to different areas of the vehicle system 10, particularly the transmission 14. For example, sensors 68 may include motor speed sensors, shaft / gear speed sensors, wheel speed sensors, etc. Input devices 69 (e.g., accelerator pedal, brake pedal, gear selector, combinations thereof, etc.) may further provide input signals indicating the operator's vehicle control intentions.

[0028] Upon receiving from Figure 1 After receiving signals from various sensors 68, the controller 62 processes the received signals and, based on the received signals and instructions stored in the controller 62's memory, adjusts the components using various actuators 70 of the system components. For example, the controller 62 may receive an accelerator pedal signal indicating that the operator requests adjustment of vehicle acceleration. In response, the controller 62 may command operation of one or more of the first electric actuator 20, the second electric actuator 22, and the engine 16 to increase the power delivered to the transmission 14. Under certain operating conditions, the controller 62 may be designed to send commands to multiple clutches 42 of the transmission 14 (e.g., see...). Figure 2-4 In response, these clutches 42 use multiple clutch actuators 44 to engage or disengage selected gears. For example, other controllable components in a vehicle can regulate sensor signals, control commands, and actuators in a similar manner.

[0029] For example, controller 62 can receive a signal from input device 69 indicating that the operator requests adjustment of vehicle acceleration. In response, controller 62 can command operation of one or both of the first electric actuator 20 and the second electric actuator 22 to increase power delivered to axle 54. Under certain operating conditions, controller 62 can be designed to send instructions to multiple clutches 42 and responsively use clutch actuators 44 to engage or disengage selected gears. For example, the control system can store instructions in the memory of controller 62, which, when executed, select an operating mode, such as gear shifting, and depending on the selected operating mode, the instructions can include the controller adjusting one or more of the multiple clutches 42 of the multi-speed dual-clutch transmission 40. Controller 62 can detect clutch position via signals from multiple clutch position sensors 46. For example, other controllable components in vehicle system 10 can function similarly in terms of sensor signals, control commands, and actuator adjustments. As another example, instructions can include controller 62 automatically adjusting one or more of the multiple clutch actuators 44 based on signals from one or more traction sensors to monitor wheel traction.

[0030] Figure 2 A second example of an electric continuously variable transmission (e-CVT) 100 is shown, which can be included in a vehicle system, for example... Figure 1 The vehicle system 10 described in the text. The second electric continuously variable transmission 100 may include a second transmission 114 (which may be... Figure 1 (An example of the transmission 14 shown), a first motor 20 and a second motor 22 coupled to a second transmission 114, and an engine 16. Components previously described are similarly numbered in this and subsequent figures. For example, the second electronic continuously variable transmission 100 may include a first PTO system 80 driven coupled to the engine 16.

[0031] The housing 190 can accommodate the planetary gear set 24, the multi-speed auxiliary gearbox 40, the input coupling gear 26, the EM1 gearbox input gear 34, the EM2 gearbox input gear 38, gear 56, and components of the first PTO system 80, including the PTO clutch 136, the PTO gear 82, and the PTO shaft 84. The housing 190 can also accommodate the gearbox input shaft 18, the EM1 gearbox input shaft 32, the EM2 gearbox input shaft 36, the bracket output shaft 105, and portions of the second shaft 48. The first motor 20, the second motor 22, and the integrated circuit 16 can be located outside the housing 190.

[0032] The planetary gear set 24 includes a sun gear 106, a carrier 104, a ring gear 102, and multiple planetary gears 108. In this example, the gearbox input shaft 18 and the integrated circuit 16 connected thereto are directly connected to the ring gear 102. The first motor 20 is connected to the carrier 104 via the EM1 gearbox input gear 34, which meshes with the planetary carrier gear 28. The second motor 22 is connected to the sun gear 106 via the EM2 gearbox input gear 38. In one example, the sun gear 106 may be a reference... Figure 1 An example of the gear 31. The bracket 104 is connected to the multi-speed auxiliary gearbox 40 via a bracket output shaft 105. The bracket output shaft 105 may be a reference... Figure 1 An example of the planetary gear output shaft 30. In one example... Figure 2 The various gears shown may include teeth that mesh with other gears (e.g., interlock).

[0033] In one example, the disclosed transmission includes a three-speed sub-assembly or auxiliary transmission, comprising a first shaft and a second shaft directly connected to the bracket output shaft, at least one first clutch and a second clutch to achieve at least one first forward speed and a second forward speed, and at least one reverse clutch with an idler gear to achieve at least one reverse speed. For example, a multi-speed auxiliary transmission 40 includes a first shaft 146, a second shaft 48, a first clutch 115, a second clutch 120, a third clutch 126 directly connected to the bracket output shaft 105, and a reverse clutch 132 with an idler gear 134 mounted on an idler shaft 135. Operation of the first clutch 115, the second clutch 120, and the third clutch 126 achieves three forward speeds, and operation of the reverse clutch 132 achieves one reverse speed. The first clutch 115 and the reverse clutch 132 can be coupled to the second shaft 48 and selectively operate the gear mounted thereon. The second clutch 120 and the reverse clutch 132 can be coupled to the first shaft 146 and selectively operate the gear mounted thereon. In one example, the first shaft 146 may be continuous with the bracket output shaft 105.

[0034] The first shaft 146 is arranged parallel to the second shaft 48. An idler shaft 135 is located between the first shaft 146 and the second shaft 48. One or more gears of the multi-speed auxiliary gearbox 40 can mesh with gears arranged on opposing shafts. For example, a first gear 112, selectively rotatably coupled to the second shaft 48 by operation of a first clutch 115, meshes with a second fixed gear 116, rotatably coupled to the first shaft 146. A second gear 118, selectively rotatably coupled to the first shaft 146 by operation of a second clutch 120, meshes with a first fixed gear 110, rotatably coupled to the first shaft 146. A third gear 124, selectively rotatably coupled to the second shaft 48 by operation of a third clutch 126, meshes with a reverse fixed gear 128, rotatably coupled to the first shaft 146. A reverse gear 130, selectively rotatably coupled to the first shaft 146 by operation of a reverse clutch 132, meshes with an idler gear 134, rotatably coupled to the idler shaft 135. The idler gear 134 meshes with the third fixed gear 122, and the third fixed gear 122 is fixedly and rotatably coupled to the second shaft 48. The fixed gear can be fixed to the first shaft 146 or the second shaft 48 by splines, press fits, keyways, bolts, welding, direct integration, or other similar methods.

[0035] In one example, the clutch operates automatically and sequentially. For example, disengaging the first clutch 115 and engaging the second clutch 120, third clutch 126, and reverse clutch 132 allows engagement with the first gear 112 to achieve a first operating mode or speed. Disengaging the second clutch 120 and engaging the first clutch 115, third clutch 126, and reverse clutch 132 allows engagement with the second gear 118 to achieve a second operating mode. Disengaging the third clutch 126 and engaging the first clutch 115, second clutch 120, and reverse clutch 132 allows engagement with the third gear 124 to achieve a third operating mode. Disengaging the reverse clutch 132 and engaging the first clutch 115, second clutch 120, and third clutch 126 allows engagement with the reverse gear 130 to achieve a reverse operating mode. To achieve this functionality, the clutch can be a wet clutch. In one example, the clutches can have a similar design to simplify manufacturing and maintenance. However, in other examples, the clutches can be a combination of different designs. Furthermore, the clutches can be (but are not limited to) hydraulic, pneumatic, and / or electromechanical driven (in one example), or a combination thereof.

[0036] During operation, the planetary output shaft 30 transmits torque to the first shaft 146. The first shaft 146 transmits torque to the second shaft 48 via one of the second fixed gear 116, the second gear 118, the reverse fixed gear 128, and the reverse gear 130, and then to the opposing gears arranged on the second shaft 48. For example, torque can be transmitted from one of the gears arranged on the first shaft 146 by meshing with one of the first gear 112, the first fixed gear 110, the third gear 124, and the third fixed gear 122 arranged on the second shaft 48. Torque can then be transmitted from the second shaft 48 to the shaft 54 ​​via gear 56 meshing with gear 58. An example operating mode of the electric continuously variable transmission (EVV), such as the second EVV 100, including clutch engagement and corresponding gears, will be referred to... Figure 5A Provide a detailed description.

[0037] First inverter 140 changes the power supply from battery (e.g., battery 72) to / from first motor 20, and second inverter 142 changes the power supply from battery to / from second motor 22. In one example, first inverter 140 and second inverter 142 can communicate electronically with the controller of the control system, for example, referring to... Figure 1 The control system 60 includes a controller 62. The controller can adjust the inverter's power to control the motor's output speed, thereby achieving seamless and continuous changes in output speed, for example... Figure 1 Wheel 52 in the middle.

[0038] The first PTO system 80 includes a PTO shaft 84, a PTO gear 82 selectively rotatably coupled to the PTO shaft 84, a PTO clutch 136, and a PTO output 138. As shown by dashed line 144, the PTO gear 82 meshes with an input coupling gear 26. Engaging the PTO clutch 136 fixes the PTO gear 82 to the PTO shaft 84 for rotational coupling, thereby transmitting torque along a power path 150 from the engine 16 to the PTO shaft 84, and from the PTO shaft 84 to the PTO output 138 and the drive unit mounted thereon. When the PTO clutch 136 is disengaged, the PTO gear 82 rotates in engagement with the engine 16 without transmitting torque to the PTO shaft 84. In one example, the PTO clutch 136 is a wet clutch.

[0039] Figure 3 A third example of an electric continuously variable transmission (e-CVT) 200 is shown, which can be included in a vehicle system, for example, as part of... Figure 1 The vehicle system 10 described herein. The third type of electric continuously variable transmission 200 may include a third transmission 214, which may be Figure 1The diagram shows an example of a gearbox 14, a first motor 20 and a second motor 22 coupled to a third gearbox 214, and an engine 16. The third gearbox 214 may be encapsulated in a housing 290.

[0040] The third electronic continuously variable transmission 200 includes an example of a second PTO system 201 disclosed herein. Similar to the first PTO system 80, the second PTO system 201 includes a PTO shaft 84 that engages with the transmission input shaft 18 and is selectively engaged with the transmission input shaft 18 via at least one PTO clutch. Furthermore, the second PTO system 201 is configured with a second gear to further reduce dependence on engine speed and allow the engine 16 to operate at a higher efficiency speed.

[0041] The second PTO system 201 includes a PTO shaft 84, a first PTO gear 202 fixedly rotatably coupled to the PTO shaft 84, a second PTO clutch 212, and a second PTO gear 204 selectively fixedly rotatably coupled to the PTO shaft 84. The second PTO system 201 also includes a first input coupling gear 206 and a second input coupling gear 208 selectively fixedly rotatably coupled to the transmission input shaft 18. As shown by dashed line 215, the first PTO gear 202 meshes with the first input coupling gear 206. As shown by dashed line 216, the second PTO gear 204 meshes with the second input coupling gear 208. Engaging the first PTO clutch 210 while disengaging the second PTO clutch 212 fixes the first input coupling gear 206 to the transmission input shaft 18, thereby transmitting torque along a first power path 218 from the ICE 16 to the PTO shaft 84, and then from the PTO shaft 84 to the PTO output 138 and the drive unit mounted thereon. Engaging the second PTO clutch 212 while disengaging the first PTO clutch 210, the second PTO gear 204 is fixedly and rotatably coupled to the PTO shaft 84, thereby transmitting torque along the second power path 220 from the engine vehicle 16 to the PTO shaft 84, from the PTO shaft 84 to the PTO output 138, and to the drive unit mounted thereon. In one example, the first PTO clutch 210 and the second PTO clutch 212 are wet clutches.

[0042] Figure 4 The fourth example shown is an electric continuously variable transmission (e-CVT) 300, which can be included in a vehicle system, for example, as part of... Figure 1 In the vehicle system 10 described herein, the fourth electric continuously variable transmission 300 may include a fourth transmission 314, which may be... Figure 1The diagram shows an example of a gearbox 14, a first motor 20 and a second motor 22 coupled to a fourth gearbox 314, and an engine 16. The fourth gearbox 314 may be enclosed in a housing 390.

[0043] The fourth electronic continuously variable transmission 300 includes a high / low speed gear set 303, which, according to this disclosure, can be selectively added to a multi-speed auxiliary transmission 301. The multi-speed auxiliary transmission 301 may be configured in other respects with reference to [reference needed]. Figure 2-3 The multi-speed auxiliary transmission 40 is the same as or similar to the one described above. In this example, the high / low speed gear set 303 is included in a configuration where the PTO system includes one PTO clutch. However, it is understood that the high / low speed gear set 303 can be included in examples of the disclosed electronic continuously variable transmission (CVT) where the PTO system is configured with two PTO clutches, as referenced. Figure 3 As described above. In some examples, the disclosed electronic continuously variable transmission (CVT) includes high / low gear sets to enable shifting while driving or under load. This allows the vehicle operator to experience smooth acceleration, deceleration, and shifting, while reducing wear on mechanical components.

[0044] The high / low speed gear set 303 includes a second shaft 48, a low speed gear 302 selectively and fixedly rotatably coupled to the second shaft 48, a high speed gear 304 selectively and fixedly rotatably coupled to the second shaft 48, and a high / low speed clutch 306. The high / low speed gear set 303 selectively transmits torque from the fourth gearbox 314 to coupled mechanical components, such as wheels 52, via a second differential system 350. The second differential system 350 may include a shaft 352, and a first gear 354 and a second gear 356 fixedly and rotatably coupled to the shaft 352. The first gear 354 may mesh with the low speed gear 302, and the second gear 356 may mesh with the high speed gear 304.

[0045] In one example, the high / low clutch 306 can selectively rotatably couple one of the low-speed gear 302 and the high-speed gear 304 to the second shaft 48. For example, with the low-speed gear 302 rotatably coupled to the second shaft 48, torque is transmitted from the second shaft 48 to the axle 352 via a low-speed gear power path 312, which engages with the first gear 354. With the high-speed gear 304 rotatably coupled to the second shaft 48, torque is transmitted from the second shaft 48 to the axle axle 352 via a high-speed gear power path 315, which engages with the second gear 356. In one example, the high / low clutch 306 is a dog clutch. In other examples, the high / low clutch 306 can be a wet or dry clutch.

[0046] exist Figure 4In the example given, the multi-speed auxiliary transmission 301 is a multi-speed auxiliary assembly consisting of a first clutch 115, a second clutch 120, a third clutch 126, a reverse clutch 132, and a high / low speed clutch 306. However, in other examples, the disclosed transmission may be configured with two clutches to achieve two forward speeds, and at least one clutch with an idler gear to achieve at least one reverse speed. As another example, Figure 4 The multi-speed auxiliary transmission 301 shown can be modified by omitting the first clutch 115, first gear 112, first fixed gear 110, second clutch 120, second gear 118, and second fixed gear 116. In this configuration, two forward speeds can be achieved by engaging the third clutch 126 to fix and rotatably couple the third gear 124 to the second shaft 48, while simultaneously operating the high / low clutch 306 to couple one of the low-speed gear 302 and the high-speed gear 304 to the second shaft 48. Similarly, two reverse speeds can be achieved by engaging the reverse clutch 132 to fix and rotatably couple the reverse gear 130 to the first shaft 146, while simultaneously operating the high / low clutch 306 to couple one of the low-speed gear 302 and the high-speed gear 304 to the second shaft 48. In this way, the disclosed electronic continuously variable transmission is suitable for a variety of applications.

[0047] Figure 5A and Figure 5B Tables 510 and 520, respectively, illustrate exemplary operating modes that can be achieved by at least one of a clutch, which may be included in one example of the disclosed electric continuously variable transmission (EVV) system. For example, Table 510 describes the application of... Figure 1-3 The example gearbox's clutches offer the available operating modes. Table 520 in the second section describes the operating modes achieved through application... Figure 1 and Figure 4 The example transmission allows for one or more operating modes via its clutches. Each operating mode represents a different discrete working gear with a corresponding gear ratio. The transmission switches between gear ratios by operating the first clutch 115, the second clutch 120, the third clutch 126, or the reverse clutch 132. When a gear is engaged, the power path is through that gear. Furthermore, referring to the second table, the transmission shifts gear ratios by operating the high / low clutch 306.

[0048] Different modes can produce four different gear ratios. The range of gear ratios and the step distance between gear ratios in different operating modes can be selected based on various factors, such as the expected operating speed range of the motor, the expected load range of the gearbox, and the required vehicle speed range. The specific dimensions of the gears are a combination of selecting the required gear ratio and determining the gear geometry in each different operating mode, thereby enabling two radially aligned gears to mesh and meeting the gear design objectives. In the above use case, the gear ratio values ​​in the second and third operating modes are relatively close.

[0049] Each column of the first table 510 and the second table 520 can display the engageable clutches. Each row of the first table 510 and the second table 520 can display the engagement method for the corresponding mode listed in that row. Referring to the second table 520, the operating modes using the high / low clutches can be used to provide higher speeds and greater traction, respectively.

[0050] Table 510 first illustrates the positions of the first clutch, second clutch, third clutch, and fourth clutch or reverse clutch, such as first clutch 115, second clutch 120, third clutch 126, and reverse clutch 132. When a clutch is marked "on" in Table 510, the clutch is in the disengaged and open position. When a clutch is marked "off" in Table 510, the clutch is in the engaged and closed position.

[0051] Table 520 secondly illustrates the positions of the first, second, third, and fourth clutches or reverse clutches, such as first clutch 115, second clutch 120, third clutch 126, and reverse clutch 132. Table 520 also illustrates the positions of the high / low clutches of the first clutch, such as high / low clutch 306. When a clutch is marked "Open" in Table 520, the clutch is in the disengaged / open state. When a clutch is marked "Closed" in Table 520, the clutch is in the engaged state, in the closed configuration.

[0052] Looking at it now Figure 5A Here we will refer to respectively Figure 1-3 The operating modes of the vehicle system 10, the second electronic continuously variable transmission 100, and the third electronic continuously variable transmission 200 are discussed.

[0053] In one example, the operating mode of gear 1 includes actuating the first clutch 115 to couple the first gear 112 to the second shaft 48, while keeping the second clutch 120, the third clutch 126, and the reverse clutch 132 open or closed. In gearbox 1, the power path extends from the gearbox input shaft 18 and one or both of the EM1 gearbox input shaft 32 and the EM2 gearbox input shaft 36 to the bracket output shaft 105. The power path extends from the bracket output shaft 105 to the first shaft 146, from the first shaft 146 to the second fixed gear 116, and then from the second fixed gear 116 to the first gear 112. The power path extends from the first gear 112 to the second shaft 48. Subsequently, the power path extends through the differential, axle axles, to the drive wheels, such as the differential system 50, axle axle 54, and wheels 52.

[0054] In one example, the gear 2 operating mode includes actuating the second clutch 120 to engage the second gear 118 with the first shaft 146, while keeping the first clutch 115, the third clutch 126, and the reverse clutch 132 open or actuated. In gear 2, the power path is from the transmission input shaft 18, and optionally from one or both of the EM1 transmission input shaft 32 and the EM2 transmission input shaft 36, to the carrier output shaft 105. The power path is from the carrier output shaft 105 to the first shaft 146, from the first shaft 146 to the second gear 118, and from the second gear 118 to the first fixed gear 110. The power path is from the first fixed gear 110 to the second shaft 48. Subsequently, the power path can reach the drive wheels, such as the differential system 50, the axle axle 54, and the wheels 52, via the differential and axle shafts.

[0055] In one example, the gear 3 operating mode includes actuating the third clutch 126 to engage the third gear 124 with the second shaft 48, while keeping the first clutch 115, the second clutch 120, and the reverse clutch 132 open or actuated. In gearbox 3, the power path extends from the gearbox input shaft 18, optionally from one or both of the EM1 gearbox input shaft 32 and the EM2 gearbox input shaft 36, to the bracket output shaft 105. The power path then extends from the bracket output shaft 105 to the first shaft 146, from the first shaft 146 to the reverse fixed gear 128, and from the reverse fixed gear 128 to the third gear 124. The power path then extends from the third gear 124 to the second shaft 48. Subsequently, the power path may extend to the drive wheels via the differential, axle axles, such as the differential system 50, axle axle 54, and wheels 52.

[0056] In one example, the reverse operating mode (or fourth operating mode) includes actuating the reverse clutch 132 to engage the reverse gear 130 with the first shaft 146, while keeping the first clutch 115, second clutch 120, and third clutch 126 open or actuated. In gear 3, the power path extends from the transmission input shaft 18, and optionally from one or both of the EM1 transmission input shaft 32 and the EM2 transmission input shaft 36, to the carrier output shaft 105. The power path extends from the carrier output shaft 105 to the first shaft 146, from the first shaft 146 to the reverse gear 130, from the reverse gear 130 to the idler gear 134, and from the idler gear 134 to the third fixed gear 122. The power path extends from the third fixed gear 122 to the second shaft 48. Subsequently, the power path extends through the differential, axles, to the drive wheels, such as the differential system 50, axle 54, and wheel 52.

[0057] In one example, the neutral mode allows the first clutch 115, the second clutch 120, the third clutch 126, and the reverse clutch 132 to be engaged. With each clutch engaged, the first gear 112 and the third gear 124 can rotate freely about the second shaft 48, and the second gear 118 and the reverse gear 130 can rotate freely about the first shaft 146.

[0058] Looking at it now Figure 5B Here we will refer to respectively Figure 1 and Figure 4 The operating modes of vehicle system 10 and the fourth electronic continuously variable transmission 300 are discussed.

[0059] In one example, the operating modes of gears 1a and 1b include actuating the first clutch 115 to couple the first gear 112 to the second shaft 48, while keeping the second clutch 120, the third clutch 126, and the reverse clutch 132 open or actuating them. To achieve the gear 1a operating mode, the method further includes actuating the high / low clutch 306 to couple the low-speed gear 302 to the second shaft 48. To achieve the gear 1b operating mode, the method further includes driving the high / low clutch 306 to connect the high-speed gear 304 to the second shaft 48. In gears 1a and 1b, the power path is from the transmission input shaft 18, optionally from one or both of the EM1 transmission input shaft 32 and the EM2 transmission input shaft 36, to... Figure 1 and Figure 4The power path is from the bracket output shaft 105 to the first shaft 146, from the first shaft 146 to the second fixed gear 116, and then from the second fixed gear 116 to the first gear 112. The power path is from the first gear 112 to the second shaft 48. In gear 1a, the power path is from the low-speed gear 302 to the first gear 354. In gear 1b, the power path is from the high-speed gear 304 to the second gear 356. Subsequently, the power path can reach the drive wheels, such as axle 54 and wheel 52, via axles.

[0060] In one example, the gear 2a and gear 2b operating modes include actuating the second clutch 120 to couple the second gear 118 to the first shaft 146, while keeping the first clutch 115, the third clutch 126, and the reverse clutch 132 open or actuating them. To achieve gear 2a operating mode, the method further includes actuating the high / low clutch 306 to couple the low-speed gear 302 to the second shaft 48. To achieve gear 2b operating mode, the method further includes driving the high / low clutch 306 to couple the high-speed gear 304 to the second shaft 48. In gears 2a and 2b, the power path extends from the transmission input shaft 18, and optionally from one or both of the EM1 transmission input shaft 32 and the EM2 transmission input shaft 36, to the carrier output shaft 105. The power path extends from the carrier output shaft 105 to the first shaft 146, from the first shaft 146 to the second gear 118, and from the second gear 118 to the first stationary gear 110. The power path runs from the first fixed gear 110 to the second shaft 48. In gear 2a, the power path runs from the low-speed gear 302 to the first gear 354. In gear 2b, the power path runs from the high-speed gear 304 to the second gear 356. Subsequently, the power path can reach the drive wheels, such as axle 352 or wheel 52, via axles.

[0061] In one example, the operating modes of gears 3a and 3b include actuating a third clutch 126 to couple a third gear 124 to a second shaft 48, while keeping the first clutch 115, the second clutch 120, and the reverse clutch 132 open or actuated open. To achieve the operating mode of gear 3a, the method further includes actuating a high / low clutch 306 to couple a low-speed gear 302 to the second shaft 48. To achieve the operating mode of gear 3b, the method further includes driving a high / low clutch 306 to connect a high-speed gear 304 to the second shaft 48. In gears 3a and 3b, the power path extends from the transmission input shaft 18, optionally from one or both of the EM1 transmission input shaft 32 and the EM2 transmission input shaft 36, to the carrier output shaft 105. The power path extends from the carrier output shaft 105 to the first shaft 146, from the first shaft 146 to the reverse fixed gear 128, and then from the reverse fixed gear 128 to the third gear 124. The power path runs from the third gear 124 to the second shaft 48. In gear 3a, the power path runs from the low-speed gear 302 to the first gear 354. In gear 3b, the power path runs from the high-speed gear 304 to the second gear 356. Subsequently, the power path can reach the drive wheels, such as axle 54 and wheel 52, via axles.

[0062] In one example, the reverse-a and reverse-b operating modes include actuating the reverse clutch 132 to couple the reverse gear 130 to the first shaft 146, while keeping the first clutch 115, the second clutch 120, and the third clutch 126 open or actuating them closed. To achieve the reverse-a operating mode, the method further includes driving the high / low clutch 306 to couple the low gear 302 to the second shaft 48. To achieve the reverse-b operating mode, the method further includes driving the high / low clutch 306 to couple the high gear 304 to the second shaft 48. In both reverse-a and reverse-b modes, the power path extends from the transmission input shaft 18, optionally from one or both of the EM1 transmission input shaft 32 and the EM2 transmission input shaft 36, to the carrier output shaft 105. The power path runs from the bracket output shaft 105 to the first shaft 146, from the first shaft 146 to the reverse gear 130, from the reverse gear 130 to the idler gear 134, and from the idler gear 134 to the third fixed gear 122. The power path then runs from the third fixed gear 122 to the second shaft 48. In reverse gear (-a), the power path runs from the low-speed gear 302 to the first gear 354. In reverse gear (b), the power path runs from the high-speed gear 304 to the second gear 356. Subsequently, the power path can reach the drive wheels via axles, such as axle 54 and wheel 52.

[0063] In one example, neutral mode allows each of the following clutches—first clutch 115, second clutch 120, third clutch 126, and reverse clutch 132—to be disengaged. Furthermore, high / low gear clutch 306 can be engaged, disengaging low gear 302 and high gear 304 from rotational coupling with the second shaft 48. With each clutch disengaged, first gear 112 and third gear 124 can rotate freely about the second shaft 48, second gear 118 and reverse gear 130 can rotate freely about the first shaft 146, and low gear 302 and high gear 304 can rotate freely about the second shaft 48.

[0064] Figure 6-9 Describes reference Figure 1 , Figure 2 and Figure 5A The power path via the second continuously variable transmission 100 is described.

[0065] First look Figure 6 The figure shows a first power path 602, a second power path 604, a third power path 606, and a shared power path 608, depicting a first operating mode, for example, referring to... Figure 5A The gear 1. The shared power path 608 is indicated by a thicker line and a directional arrow. The shared power path 608 indicates the convergence point of power flows from integrated circuit 16, first motor 20, and second motor 22.

[0066] In gear 1, the first power path 602 runs from ICE 16 to the gearbox input shaft 18, from the gearbox input shaft 18 to the ring gear 102, from the ring gear 102 to multiple planetary gears 108, and from the multiple planetary gears 108 to the carrier output shaft or carrier output shaft 105. The second power path 604 runs from the first motor 20 to the EM1 gearbox input shaft 32, from the EM1 gearbox input shaft 32 to the EM1 gearbox input gear 34, and from the EM1 gearbox input gear 34 to the carrier 104. Starting from the carrier 104, the second power path 604 passes through the multiple planetary gears 108 and merges with the first power path 602, which runs from the multiple planetary gears 108 to the carrier output shaft 105. The third power path 606 runs from the second motor 22 to the EM2 gearbox input shaft 36, from the EM2 gearbox input shaft 36 to the EM2 gearbox input gear 38, and from the EM2 gearbox input gear 38 to the sun gear 106. The third power path 606 extends from the sun gear 106 to the bracket output shaft 105, where it merges with the first power path 602 and the second power path 604. The shared power path 608 flowing from the bracket output shaft 105 extends from the first shaft 146 to the second fixed gear 116, from the second fixed gear 116 to the first gear 112, and then from the first gear 112 to the second shaft 48. From the second shaft 48, the shared power path 608 can reach the axle 54 via the differential system 50, and then to the wheel 52 connected to the axle 54 (e.g., see...). Figure 1 ).

[0067] First look Figure 7 The figure shows the first power path 702, the second power path 704, the third power path 706, and the shared power path 708, depicting a first operating mode, for example, referring to... Figure 5A The gear 1. The shared power path 708 is indicated by a thicker line and a directional arrow. The shared power path 708 indicates the point where the power flows from the integrated circuit 16, the first motor 20, and the second motor 22 converge.

[0068] In gear 2, the first power path 702 runs from ICE 16 to the transmission input shaft 18, from the transmission input shaft 18 to the ring gear 102, from the ring gear 102 to multiple planetary gears 108, and from the multiple planetary gears 108 to the carrier output shaft or carrier output shaft 105. The second power path 704 runs from the first motor 20 to the EM1 transmission input shaft 32, from the EM1 transmission input shaft 32 to the EM1 transmission input gear 34, and from the EM1 transmission input gear 34 to the carrier 104. Starting from the carrier 104, the second power path 704 passes through the multiple planetary gears 108 and merges with the first power path 702, which runs from the multiple planetary gears 108 to the carrier output shaft 105. The third power path 706 runs from the second motor 22 to the EM2 transmission input shaft 36, from the EM2 transmission input shaft 36 to the EM2 transmission input gear 38, and from the EM2 transmission input gear 38 to the sun gear 106. The third power path 706 extends from the sun gear 106 to the bracket output shaft 105, where it merges with the first power path 702 and the second power path 704. The shared power path 708 flowing from the bracket output shaft 105 runs from the second gear 118 on the first shaft 146 to the first fixed gear 110, and then from the first fixed gear 110 to the second shaft 48. From the second shaft 48, the shared power path 708 can reach the axle 54 via the differential system 50, and then to the wheel 52 connected to the axle 54 (e.g., see...). Figure 1 ).

[0069] In gear 3, the first power path 802 runs from ICE 16 to the gearbox input shaft 18, from the gearbox input shaft 18 to the ring gear 102, from the ring gear 102 to multiple planetary gears 108, and from the multiple planetary gears 108 to the carrier output shaft or carrier output shaft 105. The second power path 804 runs from the first motor 20 to the EM1 gearbox input shaft 32, from the EM1 gearbox input shaft 32 to the EM1 gearbox input gear 34, and from the EM1 gearbox input gear 34 to the carrier 104. Starting from the carrier 104, the second power path 804 passes through the multiple planetary gears 108 and merges with the first power path 802, which runs from the multiple planetary gears 108 to the carrier output shaft 105. The third power path 806 runs from the second motor 22 to the EM2 gearbox input shaft 36, from the EM2 gearbox input shaft 36 to the EM2 gearbox input gear 38, and from the EM2 gearbox input gear 38 to the sun gear 106. The third power path 806 extends from the sun gear 106 to the bracket output shaft 105, where it merges with the first power path 802 and the second power path 704. The shared power path 808 flows from the bracket output shaft 105, through the reverse fixed gear 128 on the first shaft 146 to the third gear 124, and then from the third gear 124 to the second shaft 48. From the second shaft 48, the shared power path 808 can reach the axle 54 via the differential system 50, and then to the wheel 52 connected to the axle 54 (e.g., see...). Figure 1 ).

[0070] In reverse gear, the first power path 902 runs from ICE 16 to the transmission input shaft 18, from the transmission input shaft 18 to the ring gear 102, from the ring gear 102 to multiple planetary gears 108, and from the multiple planetary gears 108 to the carrier output shaft or carrier output shaft 105. The second power path 904 runs from the first motor 20 to the EM1 transmission input shaft 32, from the EM1 transmission input shaft 32 to the EM1 transmission input gear 34, and from the EM1 transmission input gear 34 to the carrier 104. Starting from the carrier 104, the second power path 904 passes through the multiple planetary gears 108 and merges with the first power path 902, which runs from the multiple planetary gears 108 to the carrier output shaft 105. The third power path 906 runs from the second motor 22 to the EM2 transmission input shaft 36, from the EM2 transmission input shaft 36 to the EM2 transmission input gear 38, and from the EM2 transmission input gear 38 to the sun gear 106. The third power path 906 extends from the sun gear 106 to the bracket output shaft 105, where it merges with the first power path 902 and the second power path 704. The shared power path 908 flows from the bracket output shaft 105, from the reverse gear 130 on the first shaft 146 to the idler gear 134 on the idler shaft 135, from the idler shaft 135 to the third fixed gear 122, and from the third fixed gear 122 to the second shaft 48. From the second shaft 48, the shared power path 908 can reach the axle 54 via the differential system 50, and then to the wheel 52 connected to the axle 54 (e.g., see...). Figure 1 ).

[0071] Reference Figure 6-9 The controller 62 may include instructions that, when executed, cause the controller 62 to operate one of the first clutch 115, the second clutch 120, the third clutch 126, and the reverse clutch 132 to switch between three forward speed ratios and reverse speed ratios according to one or more operating conditions. Furthermore, the instructions may also cause the controller 62 to operate one of the aforementioned clutches according to one or more operating conditions to couple one of the first gear 112, the second gear 118, the third gear 124, and the reverse gear 130 to their respective shafts, such as the first shaft 146 or the second shaft 48. In examples including the disclosed high / low speed clutches, see, for example, reference... Figure 4The fourth electronic continuously variable transmission 300, as described above, allows the controller 62 to operate the high / low speed clutch, either additionally or alternatively, to shift gears between low and high speeds, based on one or more operating conditions. Furthermore, commands can cause the controller 62 to adjust control parameters of one or more of the first inverter 140, the second inverter 142, and the ICE 16 based on one or more operating conditions. For example, one or more operating conditions may include vehicle operating conditions such as input device positions (e.g., shift lever position, accelerator pedal position, etc.), engine speed, vehicle speed, vehicle load, transmission load, motor speed, engine / motor temperature, etc.

[0072] For example, controller 62 can transition from gear 1 to gear 2 based on one or both of the first electric machine 20 and the second electric machine 22 exceeding a first threshold. Controller 62 can transition from gear 2 to gear 3 based on one of the electric machines exceeding a second threshold. In one example, both the first and second thresholds are non-zero positive threshold electric machine speeds, with the second threshold being greater than the first threshold. Similarly, controller 62 can transition from gear 3 to gear 2 when one or both of the first electric machine 20 and the second electric machine 22 decreases below the second threshold, and from gear 2 to gear 1 when one or both of the electric machines decreases below the first threshold. Controller 62 can transition from one of gear 1, gear 2, and gear 3 to reverse gear based on the position of the shift lever. In any of gears 1, 2, 3, and reverse, controller 62 can adjust the power of one or both of the first inverter 140 and the second inverter 142 to regulate the torque output of the first electric machine 20 and the second electric machine 22, respectively. In one example of a hybrid motor, including a battery, controller 62 can increase the power of the first inverter 140 and the second inverter 142 in response to an accelerator pedal position greater than a threshold (e.g., depressed more than 50%).

[0073] Therefore, the disclosed electric continuously variable transmission (EVCT) additional design increases options for low-volume markets (such as agricultural applications) without requiring custom designs. Since the EVCT can be implemented using readily available electric motors, stakeholders can relatively easily produce a range of vehicles to meet diverse applications. The technical advantage of the disclosed system is that it is an e-CVT system applicable to a variety of electric motors.

[0074] This disclosure also provides support for an assembly including a gearbox at least partially enclosed in a housing, the gearbox including a planetary gear set coupled to a multi-speed auxiliary gearbox, the planetary gear set being configured to couple to a first motor and an engine on a first side and to couple to a second motor on a second side, the first and second sides being defined by a vertical plane perpendicular to the rotational axis of the planetary gear set, wherein the first motor, the second motor, and the engine are arranged outside the housing. In a first example of the system, the planetary gear set includes a sun gear, a ring gear, a carrier, and a carrier output shaft, the carrier being configured to mesh with the first motor, the sun gear being configured to mesh with the second motor, the ring gear being configured to directly couple to the engine, and the carrier output shaft coupling the planetary gear set to the multi-speed auxiliary gearbox. In a second example of the system (optionally including the first example), the multi-speed auxiliary gearbox includes a first shaft directly connected to the carrier output shaft of the planetary gear set, a second shaft coupled to the first shaft via a plurality of gears, at least two clutches for achieving two forward speeds, and at least one reverse clutch with an idler gear for achieving at least one reverse speed. In a third example of the system, one or both of the first and second examples can be selected. The multi-speed auxiliary transmission includes a first shaft directly connected to the bracket output shaft of the planetary gear set, a second shaft coupled to the first shaft via multiple gears, a first clutch and a high / low speed clutch for achieving two forward speeds, and a first reverse clutch with an idler gear and a high / low speed clutch for achieving two reverse speeds. In a fourth example of the system, one or more or each of the first to third examples can be selected. The multi-speed auxiliary transmission includes a first shaft directly connected to the bracket output shaft of the planetary gear set, a second shaft coupled to the first shaft via multiple gears, a first clutch, a second clutch, and a third clutch for achieving three forward speeds, and a first reverse clutch with an idler gear for achieving one reverse speed. In a fifth example of the system, one or more of the first to fourth examples may be optionally included, and the system further includes: a power output (PTO) system including a first transmission input shaft configured to be coupled to an engine, a PTO shaft meshing with the first transmission input shaft, a first PTO gear coupled to the PTO shaft, a first input coupling gear coupled to the first transmission input shaft and meshing with the first PTO gear, and at least a first PTO clutch for selectively and fixedly rotatingly coupling the first PTO gear to the PTO shaft.In a sixth example of the system, one or more of the first to fifth examples may be optionally included. The system further includes a first power output (PTO) system, including a first transmission input shaft configured to couple to an engine, a PTO shaft meshing with the first transmission input shaft, a first PTO gear coupled to the PTO shaft, a first input coupling gear coupled to the first transmission input shaft and meshing with the first PTO gear, a first PTO clutch for selectively fixing the rotational coupling of the first PTO gear to the PTO shaft; a second PTO gear coupled to the PTO shaft; a second input coupling gear coupled to the first transmission input shaft and meshing with the second PTO gear; and a second PTO clutch for selectively fixing the rotational coupling of the first PTO gear to the PTO shaft. In a seventh example of the system, one or more of the first to sixth examples may be optionally included, and the system further includes: a high / low speed gear set including a second shaft directly coupled to a multi-speed auxiliary gearbox, a low-speed gear selectively fixed to the second shaft, a high-speed gear selectively fixed to the second shaft, and a high / low speed clutch for selectively fixing one of the low-speed and high-speed gears selectively coupled to the second shaft. In an eighth example of the system, one or more of the first to seventh examples may be optionally included, with the multi-speed auxiliary gearbox coupled to a planetary gear set on a second side. In a ninth example of the system, one or more of the first to eighth examples may be optionally included, and the system further includes: a battery configured to be coupled to a first motor and a second motor.

[0075] This disclosure also provides support for a transmission comprising a planetary gear set including a sun gear, a carrier, a ring gear, and a carrier output shaft; a first transmission input shaft directly connected to the ring gear, the first transmission input shaft being configured to be connected to an engine; a second transmission input shaft engaging with the carrier, the second transmission input shaft being configured to be connected to a first motor; a third transmission input shaft engaging with the sun gear, the third transmission input shaft being configured to be connected to a second motor; a PTO shaft engaging with the first transmission input shaft and selectively engaging with the first transmission input shaft via at least a first PTO clutch; a multi-speed auxiliary transmission directly connected to the carrier output shaft and the second shaft; and a housing comprising the multi-speed auxiliary transmission and the planetary gear set, wherein at least a portion of the first transmission input shaft, the second transmission input shaft, and the third transmission input shaft are disposed outside the housing. In a first example of the system, the multi-speed auxiliary transmission includes a first shaft directly connected to the carrier output shaft of the planetary gear set, a second shaft coupled to the first shaft via a plurality of gears, at least two clutches for achieving two forward speeds, and at least one reverse clutch with an idler gear for achieving at least one reverse speed. In a second embodiment of the system, which optionally includes the first embodiment, the system further includes: a first PTO gear coupled to the PTO shaft, and a first input coupling gear coupled to and meshing with the first PTO gear on the first transmission input shaft, wherein at least one first PTO clutch selectively fixes the first PTO gear to the PTO shaft for rotatable coupling. In a third example of the system, which optionally includes one or both of the first and second examples, the system further includes: a second PTO gear coupled to the PTO shaft, a second input coupling gear coupled to and meshing with the second PTO gear on the first transmission input shaft, and a second PTO clutch for selectively fixing the second input coupling gear to the first transmission input shaft for rotatable coupling. In a fourth example of the system, which optionally includes one or more of the first to third examples, the system further includes: a high / low speed gear set, including a low-speed gear selectively fixing rotatably coupled to a second shaft, a high-speed gear selectively fixing rotatably coupled to the second shaft, and a high / low speed clutch for selectively fixing rotatably coupling one of the low-speed gear and the high-speed gear to the second shaft.

[0076] This disclosure also provides support for a method of a transmission including a planetary gear set coupled to a multi-speed auxiliary transmission, wherein the multi-speed auxiliary transmission selectively couples a power path between a carrier output shaft and a second shaft of the planetary gear set, wherein the planetary gear set is configured to couple to a first motor and an engine on a first side and to couple to a second motor on a second side, the first and second sides being defined by a vertical plane perpendicular to the rotational axis of the planetary gear set, the method including receiving one or more operating conditions, selecting an operating mode according to the one or more operating conditions, and adjusting at least one of a plurality of clutches according to the operating mode. In a first example of the method, the plurality of clutches includes at least a first clutch and a second clutch for achieving two forward speeds, and at least one reverse clutch with an idler gear for achieving at least one reverse speed. In a second example of the method, optionally including the first example, the plurality of clutches includes a first clutch for achieving two forward speeds and a high / low speed clutch, and a reverse clutch with an idler gear and a high / low speed clutch for achieving two reverse speeds. In a third example of the method, one or both of the first and second examples may be optionally included, with multiple clutches including a first clutch, a second clutch, and a third clutch to achieve three forward speeds, and a reverse clutch with an idler wheel to achieve one reverse speed. In a fourth embodiment of the method, one or more or each of the first to third embodiments may be optionally included. In a first operating mode, a first clutch in a closed position, a second clutch in an open position, a third clutch in an open position, and a reverse clutch in an open position are included. A first power path couples the bracket output shaft to a second shaft via a second gear arranged on a first shaft coupled to the bracket output shaft. The second gear meshes with a first fixed gear arranged on the second shaft. In a second operating mode, a second clutch in a closed position, a first clutch in an open position, a third clutch in an open position, and a reverse clutch in an open position are included. A second power path couples the bracket output shaft to a second shaft via a second gear arranged on a first shaft coupled to the bracket output shaft. The second gear meshes with a first fixed gear arranged on the second shaft. A first gear on the shaft meshes with a second fixed gear arranged on the first shaft, coupling the bracket output shaft to the second shaft. In the third operating mode, the third clutch is in the closed position, the first clutch is in the open position, the second clutch is in the open position, and the reverse clutch is in the open position. In the reverse operating mode, which includes the reverse clutch in the closed position, the first clutch in the open position, the second clutch in the open position, and the reverse clutch in the open position, the third power path couples the bracket output shaft to the second shaft through a reverse fixed gear arranged on the first shaft that meshes with the third gear arranged on the second shaft. The reverse power path couples the bracket output shaft to the second shaft through a reverse gear arranged on the first shaft.

[0077] In another embodiment, the component includes a planetary gear set including a sun gear, a ring gear, a carrier, and a carrier output shaft, the carrier being configured to mesh with a first motor and the sun gear being configured to mesh with a second motor; a multi-speed auxiliary gearbox directly coupled to the carrier output shaft, including at least one first clutch to achieve at least one first forward speed, a second clutch to achieve a second forward speed, and at least one reverse clutch with an idler gear to achieve a first reverse speed; a housing including the planetary gear set and the multi-speed auxiliary gearbox; and an engine directly connected to the ring gear; wherein the first and second motors are not integrated into the housing.

[0078] Figure 1-4 and Figure 6-9 Examples of configurations showing the relative positioning of various components are shown. If the components shown in the figure are in direct contact or directly coupled to each other, then in at least one example, these components may be referred to as being in direct contact or directly coupled, respectively. Similarly, in at least one example, components shown as being adjacent or adjacent to each other may be referred to as being adjacent or adjacent to each other, respectively. For example, components that are in face-to-face contact with each other may be referred to as face-to-face contact components. Another example is that, in at least one example, components are placed apart from each other, with only space between them and no other components, which may be referred to as being placed apart from each other. Furthermore, components shown above / below each other, to the sides of each other, or to the left / right of each other relative to each other may be referred to as such components. Additionally, as shown in the figure, in at least one example, the topmost component or component point may be referred to as the "top" of the component, and the bottommost component or component point may be referred to as the "bottom" of the component. The terms top / bottom, upper / lower, and above / below used herein may be relative to the vertical axis in the figure to describe the positioning of the elements in the figure relative to each other. Thus, in one example, an element shown above other elements is vertically positioned above the other elements. For example, the shapes of the elements depicted in the diagram can be described as having these shapes (such as circles, straight lines, planar shapes, curved shapes, rounded corners, chamfered corners, beveled corners, or similar shapes). Furthermore, in one example, elements that are coaxial with each other can be called coaxial elements. Additionally, in at least one example, elements shown as intersecting each other can be called intersecting elements or intersecting with each other. Furthermore, in one example, elements shown inside or outside another element can be called intersecting elements. In other examples, elements that are offset from each other can also be called "offset elements."

[0079] Please note that the control and estimation routine examples contained herein can be used in various powertrain, electric drive, and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-transitory memory and can be executed by a control system, including controllers combined with electronic controllers, various sensors, actuators, and other transmission and / or vehicle hardware. Therefore, the described actions, operations, and / or functions can be graphically represented as code programmed into a computer-readable storage medium in a non-transitory memory within a vehicle and / or drivetrain control system. Furthermore, some methods may be physical operations performed in the real world to change the state of equipment. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, etc. Therefore, the various actions, operations, and / or functions illustrated can be performed in the illustrated order, in parallel, or in some cases omitted. Similarly, the processing order is not necessarily necessary to achieve the features and advantages of the examples described herein, but is merely for ease of illustration and description. Depending on the specific strategy used, one or more of the illustrated actions, operations, and / or functions can be repeated. One or more method steps described herein may be omitted if necessary.

[0080] While various embodiments have been described above, it should be understood that these embodiments are merely examples and not limitations. It will be apparent to those skilled in the art that the disclosed subject matter can be embodied in other specific forms without departing from the spirit of the subject matter. Therefore, the embodiments described above should be considered illustrative rather than restrictive in all respects. Consequently, the configurations and routines disclosed herein are exemplary in nature, and these specific examples should not be considered limiting, as many variations are possible. For example, the above-described technology can be applied to power systems containing different types of propulsion sources, including different types of electric motors, engines, and / or transmissions. This technology can be used alone or in combination with other powertrain systems, such as, but not limited to, tandem axles, electric tag axles, P4 axles, hybrid electric vehicles (HEVs), battery electric vehicles, agricultural vehicles, marine vehicles, motorcycles, recreational vehicles, and mechanical and propulsion systems for on-road and off-road vehicles. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of various systems and configurations, as well as other features, functions, and / or characteristics disclosed herein.

[0081] The following claims specifically point to certain combinations and sub-combinations considered novel and non-obvious. These claims may refer to an "a" element or a "first" element or an equivalent element. These claims should be understood to include one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or characteristics may be claimed by amending these claims or by filing new claims in this application or related applications. These claims, whether broader or narrower in scope, identical or different from the original claims, are also considered to be included in the subject matter of this disclosure.

Claims

1. A gearbox assembly characterized by, The transmission includes: a transmission housing at least partially enclosed within a housing, the transmission including a planetary gearset coupled to a multi-speed sub-transmission, the planetary gearset coupled on a first side to a first electric motor and an engine and on a second side to a second electric motor, the first and second sides defined by a vertical plane perpendicular to a center axis of rotation of the planetary gearset, wherein the first electric motor, second electric motor and engine are disposed outside the housing; wherein the planetary gearset includes a sun gear, an annulus, a carrier and a carrier output shaft, the carrier engaged with the first electric motor, the sun gear engaged with the second electric motor, the annulus directly coupled to the engine, and the carrier output shaft coupling the planetary gearset to the multi-speed sub-transmission.

2. The transmission assembly of claim 1, wherein the multi-speed sub-transmission includes a first shaft directly connected to the carrier output shaft of the planetary gearset, a second shaft coupled to the first shaft by a plurality of gears, at least two clutches to achieve two forward speeds, and at least one reverse clutch with an idler to achieve at least one reverse speed.

3. The transmission assembly of claim 1, wherein the multi-speed sub-transmission includes a first shaft directly connected to the carrier output shaft of the planetary gearset, a second shaft coupled to the first shaft by a plurality of gears, a first clutch and a high / low clutch to achieve two forward speeds, and a first reverse clutch with an idler and a high / low clutch to achieve two reverse speeds.

4. The transmission assembly of claim 1, wherein the multi-speed sub-transmission includes a first shaft directly connected to the carrier output shaft of the planetary gearset, a second shaft coupled to the first shaft by a plurality of gears, a first clutch, a second clutch and a third clutch to achieve three forward speeds, and a first reverse clutch with an idler to achieve one reverse speed.

5. The gearbox assembly of claim 1, wherein, a power take-off (PTO) system including a first transmission input shaft coupled to the engine, a PTO shaft engaged with the first transmission input shaft, a first PTO gear coupled to the PTO shaft, a first input coupling gear coupled to the first transmission input shaft and engaged with the first PTO gear, and at least one first PTO clutch for selectively fixedly rotatingly coupling the first PTO gear to the PTO shaft.

6. The gearbox assembly of claim 1, wherein, Further comprising a first power take off (PTO) system including a first transmission input shaft coupled to the engine, a PTO shaft engaged with the first transmission input shaft, a first PTO gear coupled to the PTO shaft, a first input coupling gear coupled to the first transmission input shaft and engaged with the first PTO gear, a first PTO clutch for selectively rotationally fixing the first PTO gear to the PTO shaft, a second PTO gear coupled to the PTO shaft, a second input coupling gear coupled to the first transmission input shaft and engaged with the second PTO gear, and a second PTO clutch for selectively rotationally fixing the first PTO gear to the PTO shaft.

7. The gearbox assembly of claim 1, wherein, Further comprising a high / low range gear set including a second shaft directly connected to the multi-speed sub-transmission, a low range gear selectively rotationally fixedly connected to the second shaft, a high range gear selectively rotationally fixedly connected to the second shaft, and a high / low range clutch selectively rotationally fixedly connecting one of the low range gear and the high range gear to the second shaft.

8. The transmission assembly of claim 1, wherein the multi-speed sub-transmission is connected to the planetary gear set on a second side.

9. The gearbox assembly of claim 1, wherein, Further comprising a battery connected to the first motor and the second motor.

10. A gearbox characterized in that, Comprising: a planetary gear set including a sun gear, a carrier, a ring gear, and a carrier output shaft; a first transmission input shaft directly connected to the ring gear, the first transmission input shaft connected to an engine; a second transmission input shaft engaged with the carrier, the second transmission input shaft connected to a first motor; a third transmission input shaft engaged with the sun gear, the third transmission input shaft connected to a second motor; a PTO shaft engaged with the first transmission input shaft, the PTO shaft selectively engaged with the first transmission input shaft via at least one first PTO clutch; a multi-speed sub-transmission directly connected to the carrier output shaft and a second shaft; and a housing including the multi-speed sub-transmission and the planetary gear set; wherein at least a portion of the first transmission input shaft, the second transmission input shaft, and the third transmission input shaft are disposed outside of the housing.

11. The transmission of claim 10, wherein the multi-speed sub-transmission includes a first shaft directly connected to the carrier output shaft of the planetary gear set, a second shaft coupled to the first shaft via a plurality of gears, at least two clutches to achieve two forward speeds, and at least one reverse clutch with an idler to achieve at least one reverse speed. Further comprising a first PTO gear coupled to the PTO shaft, a first input coupling gear coupled to the first transmission input shaft and engaged with the first PTO gear, wherein at least one of the first PTO clutches selectively rotationally fixes the first PTO gear to the PTO shaft.

12. The gearbox of claim 10, wherein, Further comprising a first PTO gear coupled to the PTO shaft, a first input coupling gear coupled to the first transmission input shaft and engaged with the first PTO gear, wherein at least one of the first PTO clutches selectively rotationally fixes the first PTO gear to the PTO shaft.

13. The gearbox of claim 12, wherein, A second PTO gear is also included that is coupled to the PTO shaft, a second input coupling gear that is coupled to the first transmission input shaft and that is in meshing engagement with the second PTO gear, and a second PTO clutch that selectively fixedly rotationally couples the second input coupling gear to the first transmission input shaft.

14. The gearbox of claim 10, wherein, A high / low range gear set is also included that includes a low range gear that is selectively fixedly rotationally coupled to the second shaft, a high range gear that is selectively fixedly rotationally coupled to the second shaft, and a high / low range clutch that selectively fixedly rotationally couples one of the low range gear and the high range gear to the second shaft.

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