Multi-mode drivetrain for work vehicles for selective power distribution between axles and method for operating a multi-mode drivetrain

Abstract

Work vehicle (100), including: a motor configured to generate power to rotate a drive shaft (109); a rear axle (112; 1112); a front axle (114; 1114), wherein the front axle (114; 1114) is connected to a front axle shaft (160); and a multi-mode power distribution arrangement (122; 1122) with a plurality of modes, wherein the power distribution arrangement (122; 1122) is configured to selectively distribute power from the drive shaft (109) between the rear axle (112; 1112) and the front axle (114; 1114) into the plurality of modes, wherein the power distribution arrangement (122, 1122) comprises: a plurality of couplings (126, 1126; 128, 1128; 130, 1130), wherein each coupling (126, 1126; 128, 1128; 130, 1130) is movable between a locked position and a released position, wherein the plurality of couplings (126, 1126; 128, 1128; 130, 1130) includes at least one coupling (126, 1126; 128, 1128; 130, 1130) configured to switch between the respective locked position and the respective released position in order to selectively switch the power distribution arrangement (122, 1122) between the plurality of modes; wherein the plurality of couplings comprises a first coupling (126, 1126), a second coupling (128, 1128) and a third coupling (130; 1130), and a planetary gear (144, 1144) with a first component (146, 1146), a second component (148, 1148) and a third component (150, 1150); an intermediate gear train (151); wherein the intermediate gear train (151) comprises a first gear (152) which is attached to the third component (150) of the planetary gear (144) for rotation; wherein the intermediate gear train (151) includes a second gear (154) which is attached to the front axle (114) for rotation; wherein the second gear (154) is meshed with the first gear (152), and wherein the intermediate gear train (151) is configured to apply a predetermined gear ratio to a power transmitted from the third component (150) to the front axle (114), wherein the second gear (154; 1154) is attached to first links (142) of the third coupling (130), so that the second gear (154) rotates as a unit with the first links (142) about a common axis, the common axis being the axis of the second gear (154), wherein the second gear (154) can be selectively coupled to and uncoupled from the front axle shaft (160) by means of the third clutch (130), where the multitude of modes includes a first operating mode, a second operating mode and a third operating mode; wherein in the first operating mode the power from the drive shaft (109) is configured such that it is input into the first component (146; 1146) and passed on to the second and third components (148, 1148; 150, 1150) for transmission to the rear axle (112, 1112) and the front axle (114, 1114), and wherein the rear and front axles (112, 1112; 114, 1114) are attached to each other for rotation at a fixed speed ratio in the first operating mode; wherein in the second operating mode the power from the drive shaft (109) is configured such that it is input to the first component (146; 1146) and is divided between the second and third components (148, 1148; 150, 1150) for delivery to the rear axle (112, 1112) and the front axle (114, 1114), wherein the rear and front axles (112, 1112; 114, 1114) are configured to rotate with a varying speed ratio in the second mode; and wherein in the third operating mode the power from the drive shaft (109) is configured such that it is input via an input element (124; 1124) into the first component (146, 1146), output via the second component (148, 1148) to the rear axle (112, 1112) and is prevented from being transmitted via the third component (150, 1150) to the front axle (114, 1114), wherein an input speed of the input element (124, 1124) is less than an output speed of the front axle (114; 1114).

Description

CROSS-REFERENCE TO RELATED PATENT APPLICATIONS: Not applicable. DECLARATION OF GOVERNMENT-FUNDED RESEARCH AND DEVELOPMENT: Not applicable. AREA OF DISCLOSURE

[0001] This disclosure relates to a multi-mode powertrain and, in particular, a multi-mode powertrain for a work vehicle configured to provide selective power distribution between multiple axles. BACKGROUND OF THE REVELATION

[0002] Work vehicles can be designed to operate in a wide variety of conditions. For example, tractors and other work vehicles are often driven at low speeds on muddy, icy, or otherwise slippery surfaces. These same work vehicles may, at other times, be driven at higher speeds on paved roads, firm ground surfaces, or other surfaces with good traction. In some cases, the work vehicle's drivetrain may be effective for operation in one condition but less effective in another. More specifically, limitations in the drivetrain may cause the wheels to lose traction in some conditions, and / or drivetrain weaknesses may worsen the work vehicle's fuel economy in other conditions.

[0003] Many powertrains can also be relatively complex and / or comprise a large number of parts. Consequently, the powertrain can take up a lot of space, increase the vehicle's weight, and be difficult to manufacture and assemble. DE 10 2014 206 489 A1 describes a transfer case. In this case, the drive from an engine is first transmitted to a gearbox with a coupled shift mechanism. From the gearbox, the drive is transmitted via the transfer case to a planetary gear set via a rotatable shaft. For power transmission to the transfer case for onward transmission to the front axle system in all-wheel-drive modes, a hollow shaft is arranged coaxially to the central part of a gearbox output shaft and couples a sun gear to an intermediate gear in the transfer case.The intermediate gear engages with a transfer case gear, which in turn engages with a hub located in the transfer case in a coaxial relationship to a front drive shaft. The hub contains an all-wheel-drive coupling that can be engaged to transmit power from the hub to the front drive shaft. Furthermore, DE 10 2014 206 489 A1 discloses a device for a motor vehicle drivetrain that selectively produces two-wheel drive, four-wheel drive, all-wheel drive, and operation of the drivetrain in neutral. US 5,301,769 A also discloses a vehicle power distribution and control system that controls and distributes the power supplied to the wheels of a motor vehicle with at least two driven axles. One of the axles has an axle differential.German patent application DE 100 29 819 C1 discloses a vehicle which has a rear axle designed as a drive axle and a front axle that can also be used as a drive axle. The rear axle serves permanently as the drive axle, while the front axle is designed as a drive axle that can be engaged as needed. SUMMARY OF THE REVELATION

[0004] This disclosure provides a multi-mode power distribution arrangement for a work vehicle.

[0005] In one aspect, the disclosure provides a working vehicle comprising a power unit configured to generate power for rotating a drive shaft, a first axle, and a second axle. The working vehicle further includes a power distribution arrangement with a plurality of modes. The power distribution arrangement is configured to selectively distribute power from the drive shaft between the first and second axles into the plurality of modes. The power distribution arrangement includes a plurality of clutches, each movable between an engaged position and a disengaged position. The plurality of clutches includes at least one clutch configured to switch between the respective engaged and disengaged positions to selectively switch the power distribution arrangement between the plurality of modes.The power distribution arrangement also includes a planetary gearbox comprising a first component, a second component, and a third component. The multiple operating modes include a first mode, a second mode, and a third mode. In the first operating mode, the power from the drive shaft is configured to enter the first component and be distributed to the second and third components for transmission to the first and second axes. The first and second axes are coupled together to rotate at a fixed speed ratio in the first operating mode. In the second operating mode, the power from the drive shaft is configured to enter the first component and is split between the second and third components for delivery to the first and second axes.The first and second axes are configured for rotation with a varying speed ratio in the second operating mode. In the third operating mode, the power from the drive shaft is configured to be input to the first component via an input element, output to the first axis via the second component, and prevented from being transmitted to the second axis via the third component. In the third operating mode, the input speed of the input element is lower than the output speed of the second axis.

[0006] In another aspect, the disclosure provides a method for operating a multi-mode power distribution arrangement comprising a plurality of clutches and a planetary gear set. The clutches are independently movable between an engaged position and a disengaged position. The planetary gear set comprises a first component, a second component, and a third component. The method includes switching the power distribution arrangement between a first mode, a second mode, and a third mode by moving at least one of the plurality of clutches between the engaged and disengaged positions. The method also includes operating the power distribution arrangement in the first mode, with power being input from a drive shaft into the first component and then passed to the second and third components for transmission to a first and second axis, respectively.The first and second axes are connected for rotation at a fixed speed ratio in the first operating mode. The method also includes operating the power distribution arrangement in the second mode, wherein power is input from the drive shaft into the first component and split between the second and third components for delivery to the first and second axes. The first and second axes are configured for rotation at a varying speed ratio in the second operating mode. The method further includes operating the power distribution arrangement in the third operating mode, wherein power is input from the drive shaft into an input element of the power distribution arrangement to rotate the first component and is delivered to the first axis via the second component.This prevents power from being transferred from the drive shaft to the second axis via the third component in the third operating mode. The input speed of the input element is lower than the output speed of the second axis in the third operating mode.

[0007] The details of one or more embodiments are set out in the accompanying drawings and the following description. Further features and advantages will become apparent from the description, the drawings, and the claims. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a side view of a work vehicle with a power distribution arrangement of the present schematically depicted disclosure; Fig. Figure 2 is a schematic view of the performance distribution arrangement according to an example implementation of the present disclosure; Fig. Figure 3 is a schematic view of the power flow through the power distribution arrangement. Fig. 2 in a first transmission mode; Fig. Figure 4 is a schematic view of the power flow through the power distribution arrangement. Fig. 2 in a second transmission mode; Fig. Figure 5 is a schematic view of the power flow through the power distribution arrangement. Fig. 2 in a third transmission mode; Fig. Figure 6 is a schematic view of the performance distribution arrangement according to an additional example implementation of the present disclosure; Fig. Figure 7 is a schematic view of the power flow through the power distribution arrangement. Fig. 6 in a first transmission mode; Fig. Figure 8 is a schematic view of the power flow through the power distribution arrangement. Fig. 6 in a second transmission mode; and Fig. Figure 9 is a schematic view of the power flow through the power distribution arrangement. Fig. 6 in a third transmission mode.

[0008] Identical reference symbols in the different drawings denote the same elements. DETAILED DESCRIPTION

[0009] The following describes one or more example embodiments of the disclosed power distribution arrangement, as illustrated in the accompanying figures of the drawings briefly described above. Various modifications to the example embodiments may be considered by a person skilled in the art.

[0010] As used here, unless otherwise restricted or modified, lists of elements separated by conjunctive terms (for example, "and") and preceded by the phrase "one or more of" or "at least one of" indicate configurations or arrangements that may include individual elements of the list or any combination thereof. For example, "at least one of A, B, and C" or "one or more of A, B, and C" indicate the possibilities of only A, only B, only C, or any combination of two or more of A, B, and C (e.g., A and B, B and C, A and C, or A, B, and C).

[0011] Furthermore, directional terms such as "forward," "backward," "lateral," "horizontal," and "vertical" may be used when describing the disclosure. Such terms are defined, at least in part, in relation to the direction in which the vehicle or device moves during use. The term "forward" and the abbreviated term "front" (and all derivatives and variants) refer to a direction corresponding to the direction of travel of the working vehicle, while the term "backward" (and derivatives and variants) refers to an opposite direction. The term "forward-backward axis" may also refer to an axis extending in both forward and backward directions. In contrast, the term "transverse axis" may refer to an axis perpendicular to the forward-backward axis and extending in a horizontal plane; that is, a plane encompassing both the forward-backward and transverse axes.The term “vertical”, as it appears here, refers to an axis or direction perpendicular to the horizontal plane, which includes the forward-backward axes and the transverse axes.

[0012] The following discussion describes various exemplary configurations of shafts, gears, and other power transmission elements. It is understood that other configurations are possible within the meaning of this disclosure. For example, various configurations may use multiple shafts instead of a single shaft (or a single shaft instead of multiple shafts), may include one or more idler wheels between different shafts or gears for transmitting rotational force, etc.

[0013] For the sake of clarity, the term "component" can be used here, particularly in the context of a planetary gear set, to denote a power-transmitting element, such as a sun gear, a ring gear, or a plurality of planetary gear sets connected by a carrier. Similarly, the term "between" can be used in reference to a particular sequence or order of power-transmitting elements, rather than the physical orientation or arrangement of the elements. For example, a coupling device can be considered to be "between" a motor and an output component if power is transferred to the output component via the coupling device, regardless of whether the motor and output component are on physically opposite sides of the coupling device.

[0014] Additionally, various rotatable parts (e.g., gears, shafts, coupling elements, etc.) are discussed. For clarity, two rotatable parts are considered "connected for rotation," "rotationally fixed," and the like when these parts are attached to one another to rotate as a unit at a fixed speed ratio (e.g., a fixed 1:1 ratio or another fixed ratio). Furthermore, two rotatable parts are considered "coupled for rotation," "coupled for rotation," and the like when these parts are attached to rotate together, but not necessarily at a fixed speed ratio.

[0015] The following describes one or more example implementations of a power distribution arrangement for a work vehicle, as illustrated in the accompanying figures. The disclosed power distribution arrangement, its mode of operation, and the associated different work vehicles provide selective power transfer between multiple axles of the work vehicle. The power distribution arrangement has several operating modes for different working and driving conditions compared to conventional systems. By switching between different modes, power and torque can flow along different paths through the arrangement to be delivered to one or more of the axles. Furthermore, at least one operating mode can provide increased fuel savings compared to conventional systems. Additionally, the power distribution arrangement can be relatively compact and can have a relatively low number of parts.Accordingly, the arrangement can provide certain manufacturing efficiencies.

[0016] In general, the work vehicle may include a propulsion unit, such as an engine, that generates power and rotates a drive shaft. Power from the drive shaft can be directed to the power distribution assembly. The power distribution assembly may include a variety of clutches. The clutches may be movable between an engaged and a disengaged position. By changing the position of at least one clutch between its engaged and disengaged positions, the operating mode of the power distribution assembly can be changed. Furthermore, the power distribution assembly may include a planetary gear set. Power flowing from the drive shaft can be distributed by the planetary gear set in various ways for transmission to a rear axle and / or a front axle of the work vehicle, depending on the current operating mode setting.

[0017] In some embodiments, an operating mode of the power distribution arrangement can effectively link a front axle and a rear axle for rotation such that power from the drive shaft rotates the front and rear axles together at a fixed speed ratio. This first operating mode can, in some embodiments, define a four-wheel drive mode. Additionally, another operating mode can allow power from the drive shaft to be transmitted to both the front and rear axles, but with a varying speed ratio. This second operating mode can, in some embodiments, define an all-wheel drive mode. Furthermore, in some embodiments, another operating mode can allow power from the drive shaft to be transmitted to only one of the axles, with the input speed to the power distribution arrangement being lower than the output speed from the power distribution arrangement (i.e., lower than the input speed).an overdrive operating mode).

[0018] Furthermore, in some embodiments, the power distribution arrangement can provide a parking mode for the work vehicle. In some embodiments, the parking mode can be achieved by engaging each of the couplings. In this respect, the couplings can be tensioned in the direction of the engaged position. To enter the parking mode, the forces used to disengage the couplings can be reduced, allowing the restoring forces to engage the couplings and park the vehicle.

[0019] These features can provide a high degree of versatility for the work vehicle. For example, the different modes can enable the work vehicle to operate effectively under a wide variety of working conditions. Furthermore, at least one operating mode can increase fuel efficiency. Additionally, the power distribution system can be relatively compact and / or the number of parts can be relatively low.

[0020] With reference to the drawings, one or more example implementations of a work vehicle with a power distribution arrangement for distributing power between a first axle and a second axle are now described. While a tractor is illustrated and described here as an example work vehicle, a person skilled in the art will recognize that the principles of the power distribution arrangement and its operation can easily be adapted for use in other types of work vehicles.

[0021] Fig. Figure 1 shows a work vehicle 100, such as a tractor 102, with a chassis 104 and a driver's cab 106, supported by the chassis 104. The work vehicle 100 may further include a drive unit such as an engine 108, which is shown schematically in Figure 1. Fig. 1 and Fig. 2.

[0022] In some embodiments, the engine 108 can be an internal combustion engine 108, such as a diesel engine, for generating mechanical energy and rotating a drive shaft 109. In other embodiments, the drive of the work vehicle 100 can comprise an electric motor instead of the engine 108. In further embodiments, the work vehicle 100 can comprise several drive units (e.g., an internal combustion engine with an operational, connected electric motor) that rotate the drive shaft 109.

[0023] The drive shaft 109 can be effectively connected to a gearbox 110. The gearbox 110 can include a cardan shaft 124. The gearbox 110 can comprise a transmission with a plurality of gears arranged in at least one transmission train extending between the drive shaft 109 and the cardan shaft 124, providing a predetermined gear ratio when power is transmitted from the motor 108. Accordingly, rotational force and torque can be input from the rotating drive shaft 109 into the gearbox 110, the gearbox 110 can apply the predetermined gear ratio, and the gearbox 110 can output the power via the cardan shaft 124.

[0024] The work vehicle 100 can additionally include a rear axle 112 and a front axle 114. A variety of rear wheels 116 (one of which is in Fig. 1 shown), can be mounted on the rear axle 112. A variety of front wheels 118 (one of which is in Fig. (as shown in Figure 1) can be mounted on the front axle 114. In Fig. Figure 2 shows a schematic representation of the rear axle 112 and the front axle 114. The wheels 116 and 118 can provide traction on a ground surface 120. In some embodiments, the front axle 114 and the front wheels 118 can be steerable relative to the chassis 104 (i.e., configured to rotate for steering the work vehicle 100 while driving over the ground surface 120).

[0025] Furthermore, the work vehicle 100 can include a power distribution arrangement 122. The power distribution arrangement 122 can have various gears, shafts, and other features, which are discussed in detail below according to example embodiments. In general, the power distribution arrangement 122 can receive power generated by the engine 108 and distribute this power between the rear axle 112 and the front axle 114. The power distribution arrangement 122 can have a variety of different modes. The power distribution arrangement 122 can distribute power between the rear and front axles 112 and 114 differently, depending on the current operating mode of the power distribution arrangement 122. Accordingly, the power distribution arrangement 122 can provide selective power distribution between the rear and front axles 112 and 114.

[0026] In some embodiments, the power distribution arrangement 122 can comprise a plurality of couplings. In the embodiment of Fig. For example, the power distribution arrangement 122 can comprise a first clutch 126, a second clutch 128, and a third clutch 130. In the illustrated embodiment, the first clutch 126 can be referred to as a "direct clutch," the second clutch 128 can be referred to as an overdrive clutch (O / D), and the third clutch 130 can be referred to as a mechanical front-wheel drive (MFWD) clutch.

[0027] Each clutch 126, 128, 130 can have a variety of links (e.g., alternately arranged clutch discs, friction plates, etc.) configured to engage and disengage alternately. When these links are engaged (i.e., the clutch is in the engaged position), power and torque can be transmitted through the clutch. Conversely, when these links are disengaged (i.e., the clutch is in the disengaged position), power and torque can be prevented from being transmitted through the clutch.

[0028] The couplings 126, 128, and 130 can be actuated in any suitable manner (between the engaged and disengaged positions). For example, the couplings 126, 128, and 130 can be actuated hydraulically, pneumatically, by an electric motor, or otherwise.

[0029] In some embodiments, one or more of the couplings 126, 128, 130 can be biased in the direction of the engaged position, and the coupling(s) can be positively actuated to release. In some embodiments, for example, each of the couplings 126, 128, 130 can be spring-biased in the direction of the engaged position and can be individually actuated (via hydraulics, pneumatics, motors, etc.) to move the couplings 126, 128, 130 into the respective released position against the bias force.

[0030] As discussed, the plurality of couplings 126, 128, 130 can collectively define a plurality of coupling arrangements. In a coupling arrangement, some of the couplings 126, 128, 130 can be engaged while others are disengaged, and to change the coupling arrangement, at least one coupling is switched between its respective engaged position and its respective disengaged position. By changing the coupling arrangement, the operating mode of the power distribution arrangement 122 can be selectively changed, as discussed in more detail below.

[0031] The work vehicle 100 can additionally include a control system 131. The control system 131 can be configured to control various components of the work vehicle 100. For example, the control system 131 can be configured to control the actuation of the clutches 126, 128, 130. In the case of hydraulically actuated clutches 126, 128, 130, the control system 131 can be connected to one or more pumps, and a flow can be directed from the pumps through various control valves via various lines (e.g., flexible hoses) to actuate the clutches 126, 128, 130. In further embodiments, the control system 131 can be configured as a computing device with associated processor facilities and memory architectures, as a hard-wired computing circuit (or circuits), as a programmable circuit, as a hydraulic, electrical, or electrohydraulic control system, or in another configuration.Thus, the control system 131 can be configured to perform various calculation and control functions with respect to the couplings 126, 128, and 130. In some embodiments, the control system 131 can be configured to receive input signals in various formats (e.g., hydraulic signals, voltage signals, current signals, etc.) and to output command signals in various formats (e.g., hydraulic signals, voltage signals, current signals, mechanical movements, etc.). In some embodiments, the control system 131 (or a part thereof) can be configured as an arrangement of hydraulic components (e.g., valves, flow lines, pistons, and cylinders, etc.) so that the control of various devices (e.g., pumps or motors) can be performed and based on hydraulic, mechanical, or other signals and movements.The control system 131 can thus send control signals to the actuators to change and control the position of the couplings 126, 128, 130. In other words, the control system 131 can control whether one or more of the couplings 126, 128, 130 are in their respective engaged or disengaged positions.

[0032] It is understood that the control system 131 can also send control signals to the engine 108, an accelerator pedal, a braking system, and the like to change the speed of the work vehicle 100. Furthermore, the control system 131 can send control signals to a steering system, which is connected, for example, to the front axle 114 and the front wheels 118, to change the steering direction of the work vehicle 100.

[0033] The control system 131 can communicate electronically, hydraulically, mechanically, or otherwise with the clutches 126, 128, 130 and / or other systems or devices of the work vehicle 100. The control system 131 can communicate with other systems or devices of the work vehicle 100 in various known ways, including via a CAN bus (not shown) of the work vehicle 100, via wireless communication, hydraulic communication means, or otherwise.

[0034] The power distribution arrangement 122 can include one or more gear trains configured to provide different power flow paths to the rear axle 112 and the front axle 114. For example, in some embodiments, the power distribution arrangement 122 can include a planetary gear set 144 with a first component, a second component, and a third component. More precisely, in some embodiments, the planetary gear set 144 can be embodied by a single planetary gear set comprising a plurality of planet gears 146 mounted by a carrier 147, a ring gear 148, and a sun gear 150. It is understood that the planet gears 146 are arranged between the ring gear 148 and the sun gear 150 and can mesh with both. The planetary gear set 144 can have a plurality of configurations, gear ratios, dimensions, etc., without deviating from the scope of this disclosure.

[0035] In some embodiments, the carrier 147 (and thus the planet gears 146) can be attached to the cardan shaft 124 for rotation. Furthermore, the carrier 147 can be attached to the first elements 132 (e.g., first clutch discs, friction plates, etc.) of the first clutch 126 for rotation. Accordingly, in some embodiments, the cardan shaft 124, the carrier 147, and the first elements 132 of the first clutch 126 can be attached to one another to rotate as a unit about a common axis (e.g., the axis of the cardan shaft 124).

[0036] Additionally, second links 134 (e.g., second clutch discs, friction plates, etc.) of the first clutch 126 can be attached to the ring gear 148. These second links 134 can also be connected to a rear axle shaft 158, which is coupled to the rear axle 112, for rotation. Accordingly, in some embodiments, the ring gear 148, the rear axle shaft 158, and the second links 134 of the first clutch 126 can be connected to each other to rotate as a unit about a common axis (e.g., the axis of the ring gear 148).

[0037] The sun gear 150 can be attached to the first links 138 (e.g., first clutch discs, friction plates, etc.) of the second clutch 128. Accordingly, the sun gear 150 and the first links 138 can rotate as a unit around a common axis (e.g., the axis of the sun gear 150). Additionally, the second links 136 (e.g., second clutch discs, friction plates, etc.) of the second clutch 128 can be attached to and grounded relative to the chassis 104 of the work vehicle 100.

[0038] The power distribution arrangement 122 can further comprise one or more intermediate gears coupled to the planetary gear set 144. In other embodiments, the intermediate gear or gears can be arranged in an intermediate gear train 151. One or more gears of the intermediate gear train 151 can be designed as idle gears that transmit power supplied by the planetary gear set 144 to one of the axles 112, 114. In the embodiment of Fig. 2 For example, the intermediate gear train 151 can transmit an input power from the planetary gear 144 to the front axle 114.

[0039] In some embodiments, the intermediate gear train 151 can include a first intermediate gear 152. The first intermediate gear 152 can be attached to the sun gear 150 for rotation. In some embodiments, the first intermediate gear 152 can be arranged coaxially with a common shaft 155 and on it with the sun gear 150 and the first links 138 of the second coupling 128. In the embodiment of Fig. 2 For example, the intermediate gear 152 can be arranged between the sun gear 150 and the first links 138 along the axis of the common shaft 155.

[0040] The intermediate gear train 151 can further include a second intermediate gear 154. The axis of the second intermediate gear 154 can be substantially parallel to, but spaced apart from, the axis of the first intermediate gear 152. The second intermediate gear 154 can mesh with the first intermediate gear 152. The second intermediate gear 154 can be attached to first links 142 (e.g., first clutch discs, friction plates, etc.) of the third clutch 130. Thus, the second intermediate gear 154 can rotate as a unit with the first links 142 about a common axis (e.g., the axis of the second intermediate gear 154).

[0041] The third clutch 130 can additionally comprise second elements 140 (e.g., second clutch discs, friction plates, etc.). The second elements 140 can be attached to a front axle shaft 160. In other embodiments, the front axle shaft 160 can be connected to the front axle 114. In some embodiments, the second intermediate gear 154 can be coupled to the front axle shaft 160 for rotation. In some embodiments, the third clutch 130 can allow the second intermediate gear 154 and the front axle shaft 160 to selectively engage and disengage from the front axle shaft 160.

[0042] It is understood that the intermediate gear train 151 can provide a predetermined gear ratio and / or reduction for torque and power transmission between the planetary gear set 144 and the front axle 114. Similarly, the planetary gear set 144 can provide a predetermined gear ratio and / or reduction for torque and power transmission through the planetary gear set 144. These gear ratios can have any suitable value without deviating from the scope of this disclosure.

[0043] As mentioned, the first coupling 126 can have an engaged position in which the first and second links 132, 134 are engaged and locked together for rotation. This causes the ring gear 148 and the rear axle shaft 158 ​​to rotate as a unit (i.e., at the same rotational speed) about the axis of the rear axle shaft 158. The first coupling 126 can also have a disengaged position in which the first and second links 132, 134 are disengaged. This allows the ring gear 148 and the rear axle shaft 158 ​​to disengage and allow independent rotation.

[0044] Furthermore, the second coupling 128 can have a locked position in which the first and second links 136, 138 are engaged. This causes the sun gear 150 to be grounded and attached to the chassis 104 of the work vehicle 100. The second coupling 128 can also have a disengaged position in which the first and second links 136, 138 are disengaged. This allows the sun gear 150 to be detached from the chassis 104 and rotate relative to the chassis 104.

[0045] Additionally, the third coupling 130 can have an engaged position in which the first and second links 140, 142 are engaged. This causes the second intermediate gear 154 and the front axle shaft 160 to be fixed as a unit for rotation around the axis of the front axle shaft 160. The third coupling 130 can also have a disengaged position in which the first and second links 140, 142 are disengaged. This allows the second intermediate gear 154 and the front axle shaft 160 to be disengaged, enabling independent rotation of the second intermediate gear 154 and the front axle shaft 160.

[0046] The power distribution arrangement 122 can have a variety of modes. At least two of these operating modes can be driving modes for transferring power from the motor 108 to the rear axle 112 and / or the front axle 114. In some embodiments, the power distribution arrangement 122 can also include a parking mode that keeps the rear axle 112 and / or the front axle 114 stationary.

[0047] The modes of the power distribution arrangement 122 can be controlled by the control system 131. More precisely, the control system 131 can provide control signals to change one or more of the couplings 126, 128, 130 between their respective engaged and disengaged positions to change the operating mode of the power distribution arrangement 122.

[0048] Power can flow through the 144 planetary gear along different paths in different modes, as in the Fig. 3, Fig. 4 and Fig. 5 shown. Fig. 3 can represent a power flow through the planetary gear 144 in a first operating mode, which is explained in detail below. Fig. 4 can represent a second operating mode, and Fig. 5 can represent a third operating mode, each of which will be discussed in detail. It is understood that the planetary gears in Fig. 3-5 are designated 146, the ring gear 148, and the sun gear 150. It should also be noted that the vertical distance between the planet gears 146 and the ring gear 148 in Fig. 3-5 indicates the number of gear teeth and the associated gear ratio between the planet gears 146 and the ring gear 148. Similarly, the vertical distance between the planet gears 146 and the sun gear 150 indicates the number of gear teeth and the associated gear ratio between the planet gears 146 and the sun gear 150.

[0049] In some embodiments, the power distribution arrangement 122 can include the first operating mode, as shown in Fig. 2 and Fig. 3. This operating mode can be referred to as a “four-wheel drive (4WD) mode.” In this mode, the first clutch 126 can be in the engaged position, the second clutch 128 can be in the disengaged position, and the third clutch 130 can be in the engaged position. This effectively locks (i.e., rotationally fixes) the rear axle 112 and the front axle 114 for rotation according to a fixed speed ratio. More precisely, power can be transmitted from the motor 108 through the transmission 110 to the carrier 147 and the planet gears 146 of the planetary gear set 144. The ring gear 148 can be locked to rotate with the carrier 147 and planet gears 146. Accordingly, power and torque can be transmitted via the ring gear 148 to the rear axle shaft 158 ​​and the rear axle 112.Similarly, power can flow from the planet gears 146 to rotate the sun gear 150 and thus the gears 152, 154 of the intermediate gear train 151. Accordingly, power can be transmitted via the rotation of the second intermediate gear 154 to the front axle shaft 160 and the front axle 114. In some embodiments, the rear and front axles 112, 114 can receive a constant torque in this first operating mode of the power distribution arrangement 122. Additionally, the power distribution arrangement 122 can be configured (e.g., by means of one or more gear ratios) to provide a fixed speed ratio between the rear and front axles 112, 114 in this first operating mode. For example, in some embodiments, the power distribution arrangement 122 can be geared to cause the front axle 114 to rotate faster than the rear axle 112.This fixed, unequal rotational speed ratio can improve the steering capabilities of the front axle 114. This first operating mode can be useful for providing traction even when the ground surface 120 is relatively slippery (low coefficient of friction of the ground surface 120). Furthermore, the first operating mode can be useful for heavy tillage operations (e.g., using scrapers, rippers, ploughs, etc.), for turning at the headland, and / or in other situations.

[0050] Additionally, in some embodiments, the power distribution arrangement 122 can include a second operating mode, as shown in Fig. 2 and Fig. 4. This operating mode can be referred to as an “all-wheel drive mode (AWD mode)”. In this operating mode, the first clutch 126 can be in the disengaged position, the second clutch 128 can be in the disengaged position, and the third clutch 130 can be in the engaged position. This can result in a differential between the rear axle 112 and the front axle 114, allowing axles 112 and 114 to rotate according to varying speed ratios. More precisely, power can be transmitted from the motor 108 through the transmission 110 to the carrier 147 and the planet gears 146 of the planetary gear set 144. The ring gear 148 can be locked to rotate with the carrier 147 and planet gears 146. Accordingly, power and torque can be transmitted via the ring gear 148 to the rear axle shaft 158 ​​and the rear axle 112.Similarly, power can flow from the planet gears 146 to rotate the sun gear 150 and thus the gears 152 and 154 of the intermediate gear train 151. Accordingly, power can be transmitted via the rotation of the second intermediate gear 154 to the front axle shaft 160 and the front axle 114. It is understood that power from the motor 108 can be distributed between the sun gear 150 and the ring gear 148. The torque can be distributed to each wheel 116 and 118 against the ground surface 120 according to the available traction. The second operating mode can be useful for light to medium field work, including baling, planting, mowing, cutting, fertilizer application, light tillage, or light loading. Furthermore, the second operating mode can be useful for high-speed transport of the work vehicle 100 when the ground surface 120 is slippery.Additionally, in the second operating mode, the power distribution arrangement 122 can bias torque towards the rear axle 112. In particular, in some embodiments, the gear ratio between the ring gear 148 and the sun gear 150 can cause torque to be biased towards the rear axle 112. For example, in some embodiments, 40% of the torque can be supplied to the front axle 114, while 60% of the torque can be supplied to the rear axle 112.

[0051] The power distribution arrangement 122 can also include the third mode, as shown in Fig. 2 and Fig. 5. This operating mode can be referred to as the "overdrive mode." In this mode, the first clutch 126 can be in the disengaged position, the second clutch 128 can be in the engaged position, and the third clutch 130 can be in the disengaged position. This can result in power being supplied to the rear axle 112 and preventing power from being supplied to the front axle 114. More precisely, power can be transmitted from the motor 108 through the transmission 110 to the carrier 147 and the planet gears 146 of the planetary gear set 144. The sun gear 150 can be grounded to the chassis 104 (e.g., locked in a fixed position) due to the second engaged clutch 128. Likewise, power and torque can be transmitted from the planet gears 146 through the ring gear 148 and ultimately to the rear axle shaft 158 ​​and the rear axle 112.The gear ratio of the planetary gear 144 can be such that the output speed of the rear axle shaft 158 ​​is greater than the input speed of the cardan shaft 124. For example, in some embodiments, the gear ratio through the power distribution arrangement 122 can be between approximately 0.7 and approximately 0.8 to provide an overdrive. This third operating mode can be useful for driving the work vehicle 100 at relatively high ground speeds when the ground surface 120 offers relatively high traction (i.e., a high coefficient of friction). Thus, the third operating mode can be useful for transportation, driving on road surfaces, and the like. Additionally, the overdrive of the third operating mode can allow the engine 108 to operate at a lower engine speed at top vehicle speeds, thereby improving fuel efficiency and reducing engine noise.

[0052] Furthermore, in some embodiments, the power distribution arrangement 122 can provide a parking mode for the work vehicle 100. The parking mode can lock the rear axle 112 and / or the front axle 114, so that the work vehicle 100 remains stationary relative to the ground surface 120. In some embodiments, the parking mode can be achieved by engaging one or more of the clutches 126, 128, 130. For example, in some embodiments, the parking mode can be provided when the first clutch 126 is in the engaged position, the second clutch 128 is in the engaged position, and the third clutch 130 is in the engaged position. Accordingly, the rear axle 112 and the front axle 114 can be locked relative to the chassis 104.Thus, the couplings 126, 128, and 130 can have different arrangements to provide the various operating modes of the power distribution assembly 122, as discussed above, and the couplings 126, 128, and 130 can have a different arrangement to provide the parking mode. Therefore, a separate parking coupling, brake, and / or lock may not be required. Additionally, the power distribution assembly 122 can be relatively compact, have a relatively low number of parts, and / or offer manufacturing efficiencies.

[0053] Additionally, the power distribution arrangement 122 can provide advantages with regard to switching between the different operating modes. For example, when switching between the first operating mode (4WD mode) and the second operating mode (AWD mode), only one clutch needs to be moved between its respective engaged and disengaged positions. Specifically, when switching from the first operating mode (4WD mode) to the second operating mode (AWD mode), the first clutch 126 is moved from its engaged position to its disengaged position, the second clutch 128 remains in its disengaged position, and the third clutch 130 remains in its engaged position. In contrast, when switching from the second operating mode (AWD mode) to the first operating mode (4WD mode), the first clutch 126 can be moved from its disengaged position to its engaged position. The other clutches can remain in the same position.Accordingly, these switches between the first operating mode and the second operating mode can be achieved smoothly and in a way that is imperceptible to the operator.

[0054] In some embodiments, the power distribution arrangement 122 can be in the second AWD mode. The control system 131 can be configured to detect wheel slip or differential speed between the rear and front axles 112, 114. When the control system 131 detects either of these two conditions, it can provide a control signal to move the first clutch 126 from the disengaged position to the engaged position. Thus, the rear and front axles 112, 114 (and the rear wheels 116, 118) can be locked together for maximum traction under slippery conditions. Conversely, the control system 131 can provide a control signal to engage and disengage the first clutch 126, for example, when a predetermined speed threshold is reached on the road or in the field.

[0055] Furthermore, switching to the third overdrive mode can typically be achieved from the second, AWD mode. Specifically, the second clutch 128 can be moved from the disengaged position to the engaged position, and the third clutch 130 can be moved from the engaged position to the disengaged position.

[0056] Switching to park mode can be relatively simple, especially considering that the work vehicle 100 would likely be stationary relative to the ground surface 120 (i.e., ground speed of zero). For example, if the power distribution arrangement 122 is in the first operating mode, the second clutch 128 can be moved to the engaged position to switch to park mode. Conversely, to switch from park mode to the first operating mode, the second clutch 128 can be moved from the engaged position to the disengaged position.

[0057] To switch from the second operating mode to park mode, the first and second clutches 126, 128 can be moved from the released position to the engaged position. Conversely, when switching from park mode to the second operating mode, the first and second clutches 126, 128 can be moved from the released position to the engaged position.

[0058] To switch from the third operating mode to park mode, the first clutch 126 and the third clutch 130 can be moved from their released position to the engaged position. Conversely, when switching from park mode to the third operating mode, the first and third clutches 126, 130 can be moved from their engaged position to the released position.

[0059] With reference to Fig. Figure 6 shows additional embodiments of the power distribution arrangement 1122. The power distribution arrangement 1122 and other features of the vehicle may be substantially similar to those discussed above and those described in Figure 6. Fig. 2-5, except as listed below, are shown. Components that correspond to those of the embodiments of Fig. Numbers 2-5 correspond to reference numbers increased by 1000.

[0060] As shown, the planetary gear 1144 can differ from the embodiments of the Fig. 2-5 can be distinguished. Here, the rear axle 1112 can be attached to the sun gear 1150 for rotation. The front axle 1114 can also be selectively coupled (via the third clutch 1130, the second intermediate gear 1154, and the first intermediate gear 1152) to the ring gear 1148 of the planetary gear set 1144. The cardan shaft 1124 can be attached to the carrier 1147 and planet gears 1146 for rotation.

[0061] The first coupling 1126 can also selectively engage to fasten the planet gears 1146 and the carrier 1147 to the sun gear 1150. The first coupling 1126 can also selectively disengage to detach the planet gears 1146 and the carrier 1147 from the sun gear 1150.

[0062] Furthermore, the second coupling 1128 can selectively engage to ground the ring gear 1148 to the chassis 1104. Conversely, the second coupling 1128 can selectively engage to release the ring gear 1148 from the chassis 1104.

[0063] Furthermore, the third clutch 1130 can selectively engage to transmit power between the front axle 1114 and the second intermediate gear 1154, which engages with the first intermediate gear 1152 and is fixed to the ring gear 1148 for rotation. Thus, the third clutch 1130 can selectively engage to couple the front axle 1114 and the ring gear 1148 for common rotation. Conversely, the third clutch 1130 can selectively disengage to decouple the front axle 1114 and the ring gear 1148 for independent rotation.

[0064] Fig. Figures 7-9 can represent the planetary gear set 1144 in the various driving modes of the power distribution arrangement 1122. The clutches 1126, 1128, and 1130 can be arranged in the same clutch arrangements discussed above to achieve the different modes of the power distribution arrangement 1122. In other words, the first clutch 1126 and the third clutch 1130 can be engaged, and the second clutch 1128 can be disengaged to achieve the first operating mode (e.g., a 4WD mode). Furthermore, the first and second clutches 1126 and 1128 can be disengaged, and the third clutch 1130 can be engaged to provide the second operating mode (e.g., an AWD mode). Additionally, the first and third clutches 1126, 1130 can be disengaged, and the second clutch 1128 can be engaged to provide the third operating mode (e.g. an O / D mode).Additionally, the couplings 1126, 1128, 1130 can be pre-tensioned in the direction of the locked operating mode, according to the embodiments discussed above.

[0065] Fig. Figure 7 can represent the planetary gear 1144 in the first operating mode. As the embodiments of Fig. 2 and Fig. 3. The power distribution arrangement 1122 can lock the rear and front axles 1112, 1114 together. Input power to the planet gears 1146 can reach the ring gear 1148 and the sun gear 1150 and cause the rear and front axles 1112, 1114 to rotate at a substantially fixed speed ratio.

[0066] Fig. Figure 8 shows the planetary gear set 1144 in the second operating mode. As shown, the input power to the planet gears 1146 can be divided between the ring gear 1148 (for supply to the front axle 1114) and the sun gear 1150 (for supply to the rear axle 1112).

[0067] Fig. Figure 9 can represent the planetary gear 1144 in the third operating mode (e.g., an O / D mode), which may be essentially similar to the third operating mode described above with reference to Fig. 2 and Fig. As discussed in section 5, the second clutch 1128 can lock the ring gear 1148 to the chassis 1104. Accordingly, input power to the planet gears 1146 can be transmitted via the sun gear 1150 to the rear axle 1112.

[0068] In summary, the power distribution arrangement 122, 1122 of the present disclosure provides a number of modes (e.g., 4WD, AWD, O / D, and park modes) for use in a number of different scenarios. Thus, work vehicles can be useful and effective in a variety of conditions. Certain modes can offer high fuel efficiency for the work vehicle. The power distribution arrangement 122, 1122 can also be configured in a relatively simple design with relatively few parts. This allows the power distribution arrangement 122, 1122 to be relatively compact. Manufacturing costs can also be relatively low due to the small number of parts. Furthermore, switching between certain modes can be done simply, for example, by changing the position of a single clutch. Accordingly, mode changes can be smooth and imperceptible to the operator.

[0069] The terminology used herein serves only to describe certain embodiments and is not intended to limit the disclosure. As used herein, the singular forms "a," "an," and "the," "a," and "a" also include the plural forms unless otherwise indicated by the context. It is further understood that the terms "includes" and / or "comprehensive," when used in this description, indicate the presence of the aforementioned features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other properties, integers, steps, operations, elements, components, or groups thereof.

Claims

[1] Work vehicle (100), comprising: a motor configured to generate power to rotate a drive shaft (109); a rear axle (112; 1112); a front axle (114; 1114), wherein the front axle (114; 1114) is connected to a front axle shaft (160); and a multi-mode power distribution arrangement (122; 1122) with a plurality of modes, wherein the power distribution arrangement (122; 1122) is configured to selectively distribute power from the drive shaft (109) between the rear axle (112; 1112) and the front axle (114; 1114) into the plurality of modes, wherein the power distribution arrangement (122, 1122) comprises: a plurality of couplings (126, 1126; 128, 1128; 130, 1130), wherein each coupling (126, 1126; 128, 1128; 130, 1130) is movable between a locked position and a released position, wherein the plurality of couplings (126, 1126; 128, 1128; 130, 1130) includes at least one coupling (126, 1126; 128, 1128; 130, 1130) configured to switch between the respective locked position and the respective released position in order to selectively switch the power distribution arrangement (122, 1122) between the plurality of modes; wherein the plurality of couplings comprises a first coupling (126, 1126), a second coupling (128, 1128) and a third coupling (130; 1130), and a planetary gear (144, 1144) with a first component (146, 1146), a second component (148, 1148) and a third component (150, 1150); an intermediate gear train (151); wherein the intermediate gear train (151) comprises a first gear (152) which is attached to the third component (150) of the planetary gear (144) for rotation; wherein the intermediate gear train (151) includes a second gear (154) which is attached to the front axle (114) for rotation; wherein the second gear (154) is meshed with the first gear (152), and wherein the intermediate gear train (151) is configured to apply a predetermined gear ratio to a power transmitted from the third component (150) to the front axle (114), wherein the second gear (154; 1154) is attached to first links (142) of the third coupling (130), so that the second gear (154) rotates as a unit with the first links (142) about a common axis, the common axis being the axis of the second gear (154), wherein the second gear (154) can be selectively coupled to and uncoupled from the front axle shaft (160) by means of the third clutch (130), where the multitude of modes includes a first operating mode, a second operating mode and a third operating mode; wherein in the first operating mode the power from the drive shaft (109) is configured such that it is input into the first component (146; 1146) and passed on to the second and third components (148, 1148; 150, 1150) for transmission to the rear axle (112, 1112) and the front axle (114, 1114), and wherein the rear and front axles (112, 1112; 114, 1114) are attached to each other for rotation at a fixed speed ratio in the first operating mode; wherein in the second operating mode the power from the drive shaft (109) is configured such that it is input to the first component (146; 1146) and is divided between the second and third components (148, 1148; 150, 1150) for delivery to the rear axle (112, 1112) and the front axle (114, 1114), wherein the rear and front axles (112, 1112; 114, 1114) are configured to rotate with a varying speed ratio in the second mode; and wherein in the third operating mode the power from the drive shaft (109) is configured such that it is input via an input element (124; 1124) into the first component (146, 1146), output via the second component (148, 1148) to the rear axle (112, 1112) and is prevented from being transmitted via the third component (150, 1150) to the front axle (114, 1114), wherein an input speed of the input element (124, 1124) is less than an output speed of the front axle (114; 1114). [2] Work vehicle (100) according to claim 1, wherein the first clutch (126) rotatably connects the first and second components (146; 148) of the planetary gear (144) in the engaged position; wherein the first clutch (126) in the released position releases the first and second components (146; 148) for independent rotation; wherein the second clutch (128) in the engaged position grounds the third component (150) of the planetary gear on a chassis (104) of the work vehicle (100); wherein the second coupling (128) in the released position releases the third component (150) from the chassis (104) for a rotation relative to the chassis (104); wherein the third coupling (128) in the engaged position rotatably attaches the second axis (114) to the third component (150) of the planetary gear unit; and wherein the third coupling (128) in the released position rotatably releases the second axis (114) from the third component (150). [3] Work vehicle (100) according to claim 2, wherein the power distribution arrangement (122) further includes a parking mode; wherein the first, second and third clutches (126; 128; 130) are in the engaged position in parking mode. [4] Work vehicle (100) according to one of claims 1 to 3, wherein in the first operating mode the first and third clutches (126; 130) are in the engaged position and the second clutch (128) is in the released position, whereby power can be transferred from the drive shaft (109) via the second component (148) to the first axle (112) and to the second axle (114) via the third component (150) and the third clutch (130); wherein in the second operating mode the first and second clutches (126, 128) are in the released position and the third clutch (130) is in the engaged position, whereby power from the drive shaft (109) is divided between the rear axle (112) and the front axle (114), the power divided to the rear axle (112) being transmitted via the second component (148), and the power divided to the front axle (114) being transmitted via the third component (150). [5] Working vehicle (100) according to any one of claims 1 to 4, further comprising a transmission (110) which is functionally connected to both the drive shaft (109) and the first component (146) of the planetary gear set (144); wherein the transmission (110) is configured to apply a predetermined gear ratio when power is transferred from the drive shaft (109) to the input element (124) of the power distribution arrangement (122). [6] Working vehicle (100) according to one of claims 1 to 5, wherein the plurality of couplings (126, 1126; 128, 1128; 130, 1130) is configured such that only one of the plurality of couplings (126, 1126; 128, 1128; 130, 1130) is switched between the respective engaged position and the respective released position in order to switch the power distribution arrangement (122, 1122) between the first and the second operating mode. [7] Method for operating a multi-mode power distribution arrangement (122, 1122) of a work vehicle (100) according to one of the preceding claims, wherein the multi-mode power distribution arrangement (122, 1122) comprises a plurality of clutches (126, 1126; 128, 1128; 130, 1130), a planetary gear set (144, 1144) and an intermediate gear train (151), wherein the plurality of clutches (126, 1126; 128, 1128; 130, 1130) are independently movable between an engaged position and a disengaged position, wherein the plurality of clutches comprises a first clutch (126, 1126), a second clutch (128, 1128) and a third clutch (130; 1130), wherein the planetary gear set (144, 1144) comprises a first component (146, 1146), a second component (148, 1148) and a third component (150, 1150), , wherein the intermediate gear train (151) comprises a first gear (152) which is attached to the third component (150) of the planetary gear (144) for rotation; wherein the intermediate gear train (151) includes a second gear (154) which is attached to the front axle (114) for rotation; wherein the second gear (154) is meshed with the first gear (152), and wherein the intermediate gear train (151) is configured to apply a predetermined gear ratio to a power transmitted from the third component (150) to the front axle (114), wherein the second gear (154; 1154) is attached to first links (142) of the third coupling (130), so that the second gear (154) rotates as a unit with the first links (142) about a common axis, the common axis being the axis of the second gear (154), wherein the second gear (154) can be selectively coupled to and uncoupled from the front axle shaft (160) by means of the third clutch (130), the procedure includes: Changing the power distribution arrangement (122, 1122) between a first operating mode, a second operating mode and a third operating mode by moving at least one of the plurality of couplings (126, 1126; 128, 1128; 130, 1130) between the engaged position and the released position; Operating the power distribution arrangement (122, 1122) in the first operating mode, wherein power is input from a drive shaft (109) to the first component (146, 1146) and transmitted to the second and third components (148, 1148; 150, 1150) for transmission to a rear axle (112, 1112) and a front axle (114, 1114), wherein the rear and front axles (112, 1112; 114, 1114) are attached to each other for rotation at a fixed speed ratio in the first operating mode; Operating the power distribution arrangement (122, 1122) in the second operating mode, wherein power is input from the drive shaft (109) to the first component (146, 1146) and is divided between the second and third components (148, 1148; 150, 1150) for provision to the rear axle (112, 1112) and the front axle (114, 1114), wherein the rear and front axles (112, 1112; 114, 1114) are configured in the second operating mode to rotate at a varying speed ratio; and Operating the power distribution arrangement (122, 1122) in the third operating mode, wherein power is input from the drive shaft (109) into an input element (124) of the power distribution arrangement (122, 1122) to rotate the first component (146, 1146) and is output via the second component (148, 1148) to the rear axle (112, 1112), wherein the power of the drive shaft (109) is prevented from being transmitted to the front axle (114, 1114), wherein an input speed of the input element (124) is lower than an output speed of the front axle (114, 1114) in the third operating mode. [8] Method according to claim 7, wherein changing the power distribution arrangement (122, 1122) comprises moving only one of the plurality of couplings (126, 1126; 128, 1128; 130, 1130) to switch between the first operating mode and the second operating mode. [9] Method according to claim 7 or 8, further comprising: switching the power distribution arrangement (122, 1122) into a parking mode by moving each of the multiple couplings (126, 1126; 128, 1128; 130, 1130) into the locked position.

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