Variable Vertical Drop Powertrain Transmission
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Solution Overview
Problem
Existing continuously variable transmissions (CVTs) in powertrains for work vehicles face issues such as insufficient power delivery, decreased efficiency, complexity, and packaging challenges, leading to inefficient manufacturing and maintenance.
Innovation Solution
A powertrain system with a transmission that connects an engine and a continuously variable power source (CVP) to an output shaft, featuring a multi-mode configuration allowing selection between engine, CVP, and combined power transmission modes, with a compact and adaptable design that adjusts orientation to accommodate different vehicle requirements.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If a traditional CVT design is used, then power transmission is provided, but the device becomes bulky and packaging on work vehicles becomes difficult
Solution Approach 1:
The patent reconfigures the transmission components from a conventional horizontal arrangement to a vertical arrangement, with the input assembly, variator assembly, countershaft assembly, and output assembly stacked vertically. This dimensional change allows the transmission to fit within the vertical clearance of work vehicles while maintaining all necessary power transmission functions, effectively solving the packaging problem without sacrificing power transmission capability.
2Adaptability or versatility
If a multi-mode transmission system is implemented, then power delivery flexibility is improved, but device complexity increases
Solution Approach 1:
The variator assembly serves multiple functions: it can operate in direct drive mode, in reduction mode, and can handle both engine power and CVP power independently or in combination. This multi-functionality is achieved through a single integrated assembly with selectable engagement paths, eliminating the need for separate transmission systems for each mode and thereby reducing overall device complexity while maintaining adaptability.
Solution Approach 2:
The transmission is divided into distinct functional assemblies (input assembly, variator assembly, countershaft assembly, output assembly) that can be independently configured and engaged. This segmentation allows each assembly to be optimized for its specific function while enabling flexible combination of modes through selective engagement, managing complexity through modular design.
3Power
If engine power and CVP power are combined, then useful power output is increased, but manufacturing and maintenance complexity increases
Solution Approach 1:
The input assembly merges engine power and CVP power into a single combined power stream that feeds into the variator assembly. This merging is achieved through a unified power path with selective engagement mechanisms, allowing both power sources to be combined when needed while maintaining a single, integrated transmission system that is easier to manufacture and maintain than separate parallel systems.
Data Source
AI summary
A powertrain for a work vehicle includes an engine, a continuously variable power source (CVP), an output shaft, and a transmission. The transmission operably connects the engine and the CVP to the output shaft. The transmission is configured to provide selection between a plurality of transmission modes in which the transmission transmits power from at least one of the engine and the CVP to the output shaft. The transmission includes an input assembly defining an input axis, a variator assembly defining a variator axis, a countershaft assembly defining a countershaft axis, and an output assembly defining an output axis. The input assembly, the variator assembly, the countershaft assembly, and the output assembly are the same in different orientations. A vertical drop distance from the input axis to the output axis varies between the different ones of the plurality of orientations.