CN107709073B - Vehicle, drive system for vehicle, and method of operating a multi-mode transmission - Google Patents

Abstract

The invention relates to a vehicle, a drive system for a vehicle and a method of operating a multi-mode transmission. A vehicle includes: an engine; a drive axle; a multi-mode transmission selectively coupled to the engine and the transaxle; and a controller, the multi-mode transmission comprising: a first gear set having a first planet gear carrier and a second gear set having a second planet gear carrier, wherein the first gear set is coupled to the engine, and wherein the first planet gear carrier and the second planet gear carrier are rotationally coupled; a first motor/generator coupled to the first gear set; and a second motor/generator electrically coupled to the first motor/generator, to the second gear set, and selectively coupled to the engine with a bus.

Description

Vehicle, drive system for vehicle, and method of operating a multi-mode transmission

Cross-references to related patent applications

This application claims priority to US Application No. 14/792,532, filed July 6, 2015. Application No. 14/792,532 is a continuation-in-part of US Application No. 14/624,285, filed February 17, 2015, which is hereby incorporated by reference in its entirety.

technical field

The present invention relates to a vehicle, a drive system for the vehicle, and a method of operating a multi-mode transmission.

Background technique

Internal combustion engine vehicles, hybrid and electric vehicles, and other types of vehicles include transmissions. Conventional vehicle transmissions use gears and gear trains to provide speed and torque conversion from a rotating power source (eg, engine, electric motor, etc.) to another device (eg, driveshaft, wheels, etc.). The transmission includes a plurality of gear ratios that are selectively coupled to a source of rotational power using a mechanism that can also selectively couple the output to various gear ratios.

SUMMARY OF THE INVENTION

An exemplary embodiment relates to a vehicle comprising: an engine; a transaxle; a multi-mode transmission selectively coupled to the engine and the transaxle; and a controller coupled to the multi-mode transmission, and is configured to selectively configure the multi-mode transmission to an active neutral start operating mode in response to an engine start request. The multi-mode transmission includes: a first gear set having a first planetary gear carrier and a second gear set having a second planetary gear carrier; a first motor/generator coupled to the first gear and a second motor/generator electrically coupled to the first motor/generator using the bus, coupled to the second gear set, and selectively coupled to the engine. The first gear set is coupled to the engine, and the first and second planetary gear carriers are rotationally coupled.

Another exemplary embodiment relates to a drive system for a vehicle having a transaxle. The drive system includes a first gear set including a first sun gear, a first ring gear, a plurality of first planet gears coupling the first sun gear to the first ring gear, and rotatably supporting a plurality of a first carrier of first planetary gears; a second gear set including a second sun gear, a second ring gear, a plurality of second planet gears coupling the second sun gear to the second ring gear, and a second carrier rotatably supporting a plurality of second planetary gears, the first carrier being directly coupled to the second carrier; a first motor coupled to the first gear set; and a second motor coupled to the second a motor coupled to the second gear set; a connecting shaft coupling the engine to the first gear set; a brake positioned to selectively limit rotational movement of the second ring gear when engaged; and a clutch, the clutch The second electric machine is selectively rotationally coupled to the connecting shaft and the engine when engaged. The drive system is selectively reconfigurable to an active neutral launch mode of operation in response to rotational input from the engine, whereby at least one of the first electric machine and the second electric machine provides launch power.

Another exemplary embodiment relates to a method of operating a multi-mode transmission, the method comprising the steps of: receiving an engine start request associated with an engine coupled to a first electromagnetic device via a first gear set; engaging a clutch to The second electromagnetic device and the second gear set are selectively rotationally coupled to the engine; the brake is engaged to selectively limit rotational movement of the ring gear of the second gear set, the carrier of the second gear set is coupled to the first gear set generating activation power by providing rotational input to the first electromagnetic device with the engine; and activating, with the controller, at least one of the first electromagnetic device and the second electromagnetic device to a desired operating state in response to the activation power exceeding a threshold level.

The invention is capable of other embodiments and of being carried out in various ways. Alternative exemplary embodiments relate to other features and combinations of features as may be enumerated herein.

Description of drawings

The present disclosure will be more fully understood from the following detailed description taken in conjunction with the accompanying drawings, in which like reference numerals refer to like elements, and in the drawings:

FIG. 1 is a schematic diagram of a drive train for a vehicle, according to an exemplary embodiment;

FIG. 2 is a detailed schematic diagram of the drive train of FIG. 1 according to an exemplary embodiment;

FIG. 3 is a schematic diagram of a control system for the powertrain of FIG. 1 according to an exemplary embodiment;

4 is a detailed schematic diagram of a powertrain configured to initiate an operating mode, according to an exemplary embodiment;

5 is a detailed schematic diagram of a powertrain configured in a low range mode of operation, according to an exemplary embodiment;

6 is a detailed schematic diagram of a powertrain configured in a mid range mode of operation, according to an exemplary embodiment;

7 is a detailed schematic diagram of a powertrain configured for a high range mode of operation, according to an exemplary embodiment;

8 is a detailed schematic diagram of a powertrain configured for an intermediate shift operating mode, according to an exemplary embodiment;

FIG. 9 is a detailed schematic diagram of a powertrain configured for a low speed reverse mode of operation, according to an exemplary embodiment; and

10 is a detailed schematic diagram of a powertrain configured for a high speed reverse mode of operation, according to an exemplary embodiment.

Detailed ways

Before turning to the drawings, which illustrate in detail exemplary embodiments, it is to be understood that the application is not limited to the details or methodologies set forth in the specification or illustrated in the drawings. It is also to be understood that the terminology is for the purpose of description only and should not be regarded as limiting.

According to an exemplary embodiment, a multi-mode electromechanically variable transmission is provided as part of a vehicle and selectively reconfigurable into one of a plurality of operating modes. The vehicle may also include an engine, a first electromagnetic device, and a second electromagnetic device. In one embodiment, at least one of the first electromagnetic device and the second electromagnetic device provides rotational mechanical energy for starting the engine. In another embodiment, the engine provides a rotational mechanical energy input to both the first electromagnetic device and the second electromagnetic device such that each of the first electromagnetic device and the second electromagnetic device operates as a generator that generates electrical power. In yet other embodiments, one of the first electromagnetic device and the second electromagnetic device is configured to receive rotational mechanical energy output from at least one of the engine and the multi-mode electromechanically variable transmission and provide to the control system and/or the other The electromagnetic device provides the powered electrical output.

According to the exemplary embodiment shown in FIGS. 1-2 , vehicle 10 includes engine 20 coupled to a transmission shown as transmission 30 . In one embodiment, the engine 20 is configured to burn fuel and provide a mechanical energy input to the transmission 30 . For example, engine 20 may be configured to provide a rotational mechanical energy input to transmission 30 . As shown in FIGS. 1-2 , a first electrical machine, electromagnetic device and/or motor/generator, shown as a first electromagnetic device 40 , and a second electrical machine, electromagnetic device and/or a second electromagnetic device 50 , and /or motor/generator coupled to transmission 30 .

Referring again to the exemplary embodiment shown in FIG. 1 , vehicle 10 includes a front axle, shown as front axle 60 , and a rear axle, shown as rear axle 70 . As shown in FIG. 1 , the front axle 60 includes a pair of traction elements, shown as tires 62 , coupled to a front differential, shown as a front differential 64 . Rear axle 70 includes, according to an exemplary embodiment, a pair of traction elements, shown as tires 72 , coupled to a rear differential, shown as rear differential 74 . According to the exemplary embodiment shown in FIG. 1 , front differential 64 is coupled to transmission 30 with front axle driveshaft 66 and rear differential 74 is coupled to transmission 30 with rear axle driveshaft 76 . Although shown coupled to tires 62 and 72, front differential 64 and rear differential 74 may be coupled to various other types of traction elements (eg, tracks, etc.) according to alternative embodiments. As shown in FIG. 1 , the front axle driveshaft 66 and the rear axle driveshaft 76 are configured to deliver power from the first electromagnetic device 40 , the second electromagnetic device 50 , and the engine 20 to tires 62 and 72 , respectively. The vehicle 10 may include a plurality of front differentials 64 that may be coupled or a plurality of rear differentials 74 that may be coupled according to various alternative embodiments.

Engine 20 may be any source of rotational mechanical energy derived from a stored energy source. The stored energy source is provided on the vehicle 10 according to an exemplary embodiment. The stored energy source may comprise liquid fuel or gaseous fuel according to other alternatives. In one embodiment, the engine 20 includes an internal combustion engine configured to be powered by at least one of gasoline, natural gas, and diesel fuel. According to various alternative embodiments, the engine 20 includes at least one of a turbine, a fuel cell, an electric motor, or yet another device. According to one exemplary embodiment, engine 20 includes a twelve-liter diesel engine capable of providing approximately 400 to approximately 600 horsepower and approximately 400 to approximately 2000 foot-pounds of torque. In one embodiment, the engine 20 has a rotational speed (eg, rotational operating range, etc.) of 0 to 2100 rpm. Engine 20 may operate at a relatively constant speed (eg, 1600 rpm, etc.). In one embodiment, the relatively constant speed is selected based on the operating conditions of the engine 20 (eg, operating speed associated with an improved fuel efficiency point, etc.).

In one embodiment, at least one of the first electromagnetic device 40 and the second electromagnetic device 50 provides a mechanical energy input to the transmission 30 . For example, at least one of the first electromagnetic device 40 and the second electromagnetic device 50 may be configured to provide a rotational mechanical energy input to the transmission 30 (ie, at least one of the first electromagnetic device 40 and the second electromagnetic device 50 may act as a motor operation, etc.). At least one of the first electromagnetic device 40 and the second electromagnetic device 50 may receive mechanical energy output from at least one of the engine 20 and the transmission 30 . For example, at least one of first electromagnetic device 40 and second electromagnetic device 50 may be configured to receive rotational mechanical energy output from at least one of engine 20 and transmission 30 and provide electrical energy output (ie, first electromagnetic device 40 ). and at least one of the second electromagnetic devices 50 may operate as a generator, etc.). According to an exemplary embodiment, the first electromagnetic device 40 and the second electromagnetic device 50 can both provide mechanical energy and convert the mechanical energy input into electrical energy output (ie, operate as a motor and generator, etc.). The operating conditions of the first electromagnetic device 40 and the second electromagnetic device 50 (eg, as a motor, as a generator, etc.) may vary based on the operating mode associated with the transmission 30 .

According to the exemplary embodiment shown in FIG. 2 , a drive system for a vehicle (shown as drive system 100 ) includes an engine 20 , a transmission 30 , a first electromagnetic device 40 , a second electromagnetic device 50 , a front axle drive shaft 66 and rear axle drive shaft 76 . As shown in FIG. 2 , transmission 30 includes a first gear set, shown as power split planetary 110 , and a second gear set, shown as output planetary gear 120 . In one embodiment, the power splitting planetary gear 110 and the output planetary gear 120 are disposed between the first electromagnetic device 40 and the second electromagnetic device 50 . In alternative embodiments, one or both of the power splitting planet gears 110 and the output planet gears 120 are positioned outside the first electromagnetic device 40 and the second electromagnetic device 50 (ie, not between them, etc.). As shown in FIG. 2 , the power split planetary gears 110 are directly coupled to the engine 20 .

Referring to the exemplary embodiment shown in FIG. 2 , the power split planetary gear 110 is a planetary gear set including a sun gear 112 , a ring gear 114 , and a plurality of planet gears 116 . A plurality of planet gears 116 couple the sun gear 112 to the ring gear 114 according to an exemplary embodiment. As shown in FIG. 2 , the carrier 118 rotatably supports the plurality of planet gears 116 . In one embodiment, the first electromagnetic device 40 is directly coupled to the sun gear 112 such that the power split planet gears 110 are directly coupled to the first electromagnetic device 40 . For example, the first electromagnetic device 40 may include a shaft (eg, a first shaft, an input shaft, an output shaft, etc.) coupled directly to the sun gear 112 .

Still referring to the exemplary embodiment shown in FIG. 2 , the output planet gear 120 is a planetary gear set including a sun gear 122 , a ring gear 124 , and a plurality of planet gears 126 . A plurality of planet gears 126 couple the sun gear 122 to the ring gear 124 according to an exemplary embodiment. As shown in FIG. 2 , the carrier 128 rotatably supports the plurality of planet gears 126 . In one embodiment, the second electromagnetic device 50 is directly coupled to the sun gear 122 such that the output planet gears 120 are coupled to the second electromagnetic device 50 . For example, the second electromagnetic device 50 may include a shaft (eg, a second shaft, an input shaft, an output shaft, etc.) coupled directly to the sun gear 122 . Carrier 118 is directly coupled to carrier 128 according to the exemplary embodiment shown in FIG. 2 , thereby coupling power split planetary gears 110 to output planetary gears 120 . In one embodiment, coupling carrier 118 directly to carrier 128 synchronizes the rotational speeds of carrier 118 and carrier 128 .

According to an exemplary embodiment, transmission 30 includes a first clutch shown as power split coupled clutch 130 . In one embodiment, the power split coupling clutch 130 is positioned downstream of the power split planetary gears 110 (eg, between the power split planet gears 110 and the front axle drive shaft 66 or rear axle drive shaft 76 , etc.). In an alternative embodiment, the power split coupling clutch 130 is coupled directly to the engine 20 . As shown in FIG. 2 , a power split coupling clutch 130 is positioned to selectively couple the power split planet gears 110 and the output planet gears 120 with a shaft shown as output shaft 32 . In one embodiment, the power split coupling clutch 130 allows the vehicle to be towed without rotating gears within the transmission 30 (eg, the power split planet gears 110 , the output planet gears 120 , etc.). The output shaft 32 may be coupled to a rear axle driveshaft 76 and to the front axle driveshaft using a split clutch assembly shown as a front split clutch sleeve shifter 34 . A front declutch collarshift 34 may be engaged and disengaged to selectively couple the front axle driveshaft 66 to the output shaft 32 of the transmission 30 (eg, to facilitate the vehicle in rear-wheel drive only) mode, all-wheel drive mode, four-wheel drive mode, etc.).

As shown in FIG. 2 , transmission 30 includes a second clutch shown as input coupling clutch 140 . The input coupling clutch 140 is positioned to selectively couple the second electromagnetic device 50 with the engine 20 according to an exemplary embodiment. Thus, the input coupling clutch 140 may selectively couple the engine 20 to the output planetary gears 120 . As shown in FIG. 2 , transmission 30 includes a shaft shown as connecting shaft 36 . According to an exemplary embodiment, the connecting shaft 36 extends from the engine 20 through the second electromagnetic device 50 and through the output planet gears 120 to the power split planet gears 110 . The connecting shaft 36 couples the engine 20 with the power split planetary gears 110 according to the exemplary embodiment shown in FIG. 2 . In one embodiment, the connecting shaft 36 directly couples the engine 20 with the ring gear 114 of the power split planetary gears 110 . The input coupling clutch 140 may selectively couple the second electromagnetic device 50 with the connecting shaft 36 . According to an exemplary embodiment, the shaft of the first electromagnetic device 40 (eg, input/output shaft, etc.) and the shaft of the second electromagnetic device 50 (eg, input/output shaft, etc.) are associated with the power split planetary gear 110 , the output planetary gear 120 . and the connecting shafts 36 are aligned (eg, their centerlines are aligned, etc.). As shown in FIG. 2 , transmission 30 includes a third clutch shown as output coupling clutch 150 . The output coupling clutch 150 is positioned to selectively couple the output planet gears 120 with the output shaft 32 according to an exemplary embodiment. In one embodiment, the output shaft 32 is radially offset (eg, radially offset from their centerlines, etc.) from the power split planet gears 110 , the output planet gears 120 , and the connecting shaft 36 .

Referring again to the exemplary embodiment shown in FIG. 2 , transmission 30 includes a brake shown as output brake 170 . Output brake 170 is positioned to selectively inhibit movement of at least a portion of output planet gear 120 (eg, ring gear 124 , etc.) according to an exemplary embodiment. In one embodiment, the output brake 170 is biased (eg, by a spring, etc.) to an engaged position and selectively disengaged (eg, by application of pressurized hydraulic fluid, etc.). In other embodiments, the output brake 170 is hydraulically biased and spring released. In still other embodiments, components of the transmission 30 are still otherwise engaged and disengaged (eg, pneumatically, etc.). For example, the output brake 170 and the output coupling clutch 150 may be engaged simultaneously to act as a driveline brake (eg, a braking mechanism to slow the vehicle, etc.).

As shown in FIG. 2 , the transmission 30 includes a gear set 180 that couples the carrier 118 and the carrier 128 to the output shaft 32 . In one embodiment, gear set 180 includes a first gear, shown as gear 182 , that meshes with a second gear, shown as gear 184 . As shown in FIG. 2 , gear 182 is rotationally coupled to carrier 118 and carrier 128 . For example, gear 182 may be secured to a component (eg, shaft, tube, etc.) that couples bracket 118 and bracket 128 . As shown in FIG. 2 , the power split coupling clutch 130 is positioned to selectively couple the gear 184 with the output shaft 32 when engaged. With the power split coupling clutch 130 disengaged, relative motion (eg, rotation, etc.) may occur between the gear 184 and the output shaft 32 .

According to the exemplary embodiment, transmission 30 includes a gear set, shown as gear set 190 , that couples output planet gears 120 to output shaft 32 . As shown in FIG. 2 , gear set 190 includes a first gear, shown as gear 192 , coupled to ring gear 124 of output planet gear 120 . Gear 192 meshes with a second gear shown as gear 194 according to the exemplary embodiment. As shown in FIG. 2 , gear 194 is coupled to a third gear shown as gear 196 . In other embodiments, gear 192 is directly coupled with gear 196 . For example, gear set 190 may not include gear 194, and gear 192 may be directly coupled to gear 196 (eg, meshed with gear 196, etc.). As shown in FIG. 2 , the output coupling clutch 150 is positioned to selectively couple the gear 196 with the output shaft 32 when engaged. With the output coupling clutch 150 disengaged, relative motion (eg, rotation, etc.) may occur between the gear 196 and the output shaft 32 . For example, the output coupling clutch 150 may be engaged to couple the ring gear 124 to the output shaft 32 . Output brake 170 is positioned to selectively limit movement of gear 192 when engaged to thereby also limit movement of ring gear 124 , gear 194 , and gear 196 .

According to the exemplary embodiment shown in FIG. 3 , the control system 200 for a vehicle includes a controller 210 . In one embodiment, the controller 210 is configured to selectively engage, selectively disengage, or otherwise communicate with components of the vehicle according to various operating modes. As shown in FIG. 3 , the controller 210 is coupled to the engine 20 . In one embodiment, the controller 210 is configured to selectively engage the engine 20 (eg, interface with a throttle valve of the engine, etc.) such that the output of the engine 20 rotates at a target rate. The controller 210 is coupled to the first electromagnetic device 40 and the second electromagnetic device 50 according to an exemplary embodiment, and can transmit and receive signals with the first electromagnetic device 40 and the second electromagnetic device 50 . For example, the controller 210 may send a command signal related to at least one of a target rotational speed and a target rotational direction for the first electromagnetic device 40 and the second electromagnetic device 50 . As shown in FIG. 3 , the first electromagnetic device 40 and the second electromagnetic device 50 are electrically coupled. For example, the power generated by the first electromagnetic device 40 may be used by the second electromagnetic device 50 (eg, to provide output torque as a motor, etc.), or the power generated by the second electromagnetic device 50 may be used by the first electromagnetic device 40 Use (eg, to provide output torque as a motor, etc.).

According to the exemplary embodiment shown in FIG. 3 , the control system 200 includes a user interface 220 coupled to the controller 210 . In one embodiment, the user interface 220 includes a display and operator input. The display may be configured to display a graphical user interface, images, icons, or other information. In one embodiment, the display includes a graphical user interface configured to provide basic information about the vehicle (eg, vehicle speed, fuel level, warning lights, etc.). The graphical user interface may also be configured to display the current operating mode, various potential operating modes, or other information also related to the transmission 30 or drive system 100 . For example, the graphical user interface may be configured to provide specific information related to the operation of drive system 100 (eg, whether power split coupling clutch 130 , input coupling clutch 140 , output coupling clutch 150 , and output brake 170 are engaged or disengaged on, power split coupling clutch 130 , input coupling clutch 140 , output coupling clutch 150 , and output brake 170 fail to engage or disengage in response to a fault condition, etc.).

The operator input may be used by the operator to provide commands to at least one of the engine 20 , the transmission 30 , the first electromagnetic device 40 , the second electromagnetic device 50 , and the drive system 100 or another component of the vehicle. Operator input may include one or more buttons, knobs, touchscreens, switches, levers, or handles. In one embodiment, the operator may press a button to change at least one of the transmission 30 and the drive system 100 and the operating mode of the vehicle. The operator may be able to manually control some or all aspects of the operation of the transmission 30 using the display and operator input. It should be understood that any type of display or input controller may be implemented using the systems and methods described herein.

The controller 210 may be implemented as a general purpose processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGA), a digital signal processor (DSP), a circuit containing one or more processing elements , a circuit for supporting a microprocessor, a set of processing components, or other suitable electronic processing components. According to the exemplary embodiment shown in FIG. 3 , the controller 210 includes a processing circuit 212 and a memory 214 . Processing circuitry 212 may include an ASIC, one or more FPGAs, a DSP, circuitry containing one or more processing elements, circuitry for supporting a microprocessor, a set of processing elements, or other suitable electronic processing elements. In some embodiments, processing circuitry 212 is configured to execute computer code stored in memory 214 to facilitate the activities described herein. Memory 214 may be any volatile or non-volatile computer-readable storage medium capable of storing data or computer code related to the activities described herein. According to an exemplary embodiment, memory 214 includes computer code modules (eg, executable code, object code, source code, script code, machine code, etc.) configured to be executed by processing circuitry 212 . The memory 214 includes various actuation profiles corresponding to operating modes (eg, for the transmission 30 , for the drive system 100 , for the vehicle, etc.) according to an exemplary embodiment. In some implementations, the controller 210 may represent a collection of processing devices (eg, servers, data centers, etc.). In this case, the processing circuit 212 represents the collective processor of the device, and the memory 214 represents the collective storage of the device.

Referring next to the exemplary embodiment shown in FIGS. 4-10 , the transmission 30 is configured to operate according to a plurality of operating modes. Various operating modes for the transmission 30 are identified in Table 1 below. In other embodiments, the vehicle having the transmission 30 is configured to operate according to the various operating modes shown in FIGS. 4-10 and identified in Table 1 below.

Table 1

As shown in Table 1, "X" represents a component of drive system 100 (eg, output brake 170, power split coupling clutch 130, etc.) that is engaged or closed during the respective operating mode. In one embodiment, all components in Table 1 are disengaged to selectively reconfigure the transmission 30 in neutral mode.

As shown in FIG. 4 , the transmission 30 is selectively reconfigured to an active neutral launch mode of operation (eg, a vehicle launch mode of operation, an active neutral mode of operation, etc.). The controller 210 may selectively configure the transmission 30 into an active neutral start operating mode in response to a vehicle start request and/or an engine start request. Controller 210 may selectively configure transmission 30 from a passive neutral operating mode (eg, a mode in which engine 20 is running but not providing output torque to tires 62 and/or tires 72 ) to an active neutral launch operating mode. In one embodiment, the controller 210 first selectively configures the transmission 30 into a passive neutral operating mode (eg, by starting the engine 20 , etc.) in response to a vehicle start request and/or an engine start request, and thereafter selects the transmission 30 It is optionally configured as an active neutral start operating mode. The transmission 30 may be reconfigured to a passive neutral operating mode at various times during vehicle operation (eg, when entering a park operating mode from a drive operating mode for towing the vehicle).

In one embodiment, the engine 20 includes a conventional starting mechanism (eg, a starter motor, etc.) configured to start the engine 20 (eg, in response to a vehicle start request, in response to an engine start request, etc.). The vehicle start request and/or the engine start request may include an indication to turn the engine from an "off" state to an "on" state. The vehicle may include push buttons, a graphical user interface, an ignition switch, and another device that a user interacts with to provide or trigger a vehicle start request and/or an engine start request. In other embodiments, the vehicle start request and/or the engine start request are generated by an autonomous control system configured to command the vehicle or engine to transition from an "off" state to an "on" state. The controller 210 may provide a signal to the first start engine 20 in response to a vehicle start request and/or an engine start request, after which the transmission 30 may be selectively configured to an active neutral start operating mode.

In the active neutral launch mode of operation, the engine 20 may provide rotational mechanical energy input to at least one of the first electromagnetic device 40 and the second electromagnetic device 50 . In one embodiment, the first electromagnetic device 40 is coupled to the second electromagnetic device 50 using a bus. The bus may include electrical connections, and a voltage generated by the first electromagnetic device 40 in response to rotational input from the engine 20 may be applied to the bus. The first electromagnetic device 40 may generate a voltage to be applied to the bus when the transmission 30 is configured for an active neutral start operating mode. In another embodiment, at least one of the first electromagnetic device 40 and the second electromagnetic device 50 may provide starting power in response to a rotational input from the engine 20 .

In the active neutral launch mode of operation, the engine 20 powers at least one of the first electromagnetic device 40 and the second electromagnetic device 50, the at least one of the first electromagnetic device 40 and the second electromagnetic device 50 being caused to reach a threshold level (eg, threshold speed, threshold speed within a target time period, capability to provide threshold power generation, capability to provide threshold power generation for target time period, capability to provide threshold starting power, etc.). The threshold level may be related to the requisite DC bus voltage required to activate at least one of the first electromagnetic device 40 and the second electromagnetic device 50 . The power electronics of the control system 200 that control the motor-to-motor function may be brought online during the active neutral launch mode. In one embodiment, controller 210 activates first electromagnetic device 40 and/or second electromagnetic device 50 within a desired state and/or to a desired state in response to first electromagnetic device 40 operating at a threshold level. In another embodiment, the controller 210 disengages at least one of the input coupling clutch 140 and the output brake 170 in response to the first electromagnetic device 40 operating at a threshold level.

According to an exemplary embodiment, transmission 30 is selectively reconfigured to an active neutral start operating mode during initial startup of engine 20 (eg, when the engine transitions from an "off" state to an "on" state, etc.). The active neutral activation mode may differ from other neutral operating modes associated with the vehicle (eg, in non-launched conditions, etc.) in which the first electromagnetic device 40 and the second electromagnetic device 50 are already actuatable to the desired state and / or otherwise online.

In alternative embodiments, at least one of the first electromagnetic device 40 and the second electromagnetic device 50 includes and/or is coupled to an energy storage device (eg, capacitor, battery, etc.) configured to store and drive The energy (eg, electrical energy, chemical energy, etc.) associated with the system 100 . In one embodiment, rotation of the first electromagnetic device 40 rotates the connecting shaft 36 to start the engine 20 . For example, the first electromagnetic device 40 may be configured to use the stored energy to start the engine 20 by providing a rotational mechanical energy input (eg, torque, etc.) to the engine 20 via the connecting shaft 36 . In another embodiment, rotation of the second electromagnetic device 50 rotates the connecting shaft 36 (eg, with the input coupling clutch 140 engaged) to start the engine 20 . For example, the second electromagnetic device 50 may be configured to use the stored energy to start the engine 20 by providing a rotational mechanical energy input (eg, torque, etc.) to the engine 20 via the engagement of the input coupling clutch 140 with the connecting shaft 36 . This active neutral start mode may be used to start the engine 20 without relying on the controller 210 to engage the first electromagnetic device 40 and/or the second electromagnetic device 50, create the requisite DC bus voltage, and/or otherwise output power.

As shown in FIG. 4 and Table 1, the input coupling clutch 140 and the output brake 170 are engaged when the transmission 30 is configured in an active neutral launch mode. As shown in FIG. 4 , the input coupling clutch 140 directly couples the second electromagnetic device 50 to the connecting shaft 36 and the engine 20 . The output brake 170 rotates the stationary ring gear 124 . When engine 20 provides a rotational mechanical energy input to transmission 30, connecting shaft 36 drives both power split planetary gears 110 (eg, direct, etc.) and output planetary gears 120 (eg, via second electromagnetic device 50, etc.). According to the exemplary embodiment shown in FIG. 4 , the energy flow path for the active neutral start mode includes: the engine 20 provides a rotational mechanical energy input to the connecting shaft 36 ; the connecting shaft 36 delivers the rotational mechanical energy to the ring gear 114 and the second electromagnetic a device 50 (eg, via an input coupling clutch 140 , etc.); and a second electromagnetic device 50 to transfer the rotational mechanical energy input to the sun gear 122 . With the rotation of the ring gear 124 selectively fixed by the output brake 170 , the rotation of the sun gear 122 rotates the plurality of planet gears 126 about its central axis and about the sun gear 122 . Rotation of the plurality of planet gears 126 about the sun gear 122 drives the carrier 128 , and the carrier 128 thereby drives the carrier 118 .

Still referring to FIG. 4 , the ring gear 114 is directly driven by the connecting shaft 36 . As shown in FIG. 4 , the carrier 118 is indirectly driven by the connecting shaft 36 (eg, by the output planet gears 120 when the input coupling clutch 140 is engaged, etc.). Rotation of the ring gear 114 and carrier 118 rotates the plurality of planet gears 116 about their central axes, causing the sun gear 112 to rotate. Rotation of the sun gear 112 drives the first electromagnetic device 40 . In one embodiment, the first electromagnetic device 40 thus provides starting power in response to a rotational input from the engine 20 . Rotation of the sun gear 112 may facilitate the first electromagnetic device 40 to create the necessary operating conditions (eg, the necessary DC bus) for controlling the first electromagnetic device 40 and/or the second electromagnetic device 50 in one or more desired states. voltage, etc.). In some embodiments, the second electromagnetic device 50 is made to reach a threshold independently of or together with the first electromagnetic device 40 to create the necessary DC bus voltage and control the first electromagnetic device 40 and/or the second electromagnetic device in the desired state device 50 .

An alternative energy flow path in an active neutral launch mode in which the drive system 100 includes an energy storage device may include: the first electromagnetic device 40 provides a rotational mechanical energy input to the sun gear 112 received by the plurality of planet gears 116 ; the plurality of planet gears 116 The rotational mechanical energy is delivered to the ring gear 114 ; and the ring gear 114 transfers the rotational mechanical energy to the connecting shaft 36 so that the rotational mechanical energy provided by the first electromagnetic device 40 starts the engine 20 .

According to the exemplary embodiment shown in FIG. 4 , engaging the input coupling clutch 140 causes the second electromagnetic device 50 to rotate at the rotational speed of the connecting shaft 36 . The connecting shaft 36 may rotate at the same speed as the engine 20 so that the engine 20 and the second electromagnetic device 50 operate in a 1:1 speed ratio. According to the exemplary embodiment shown in FIG. 4 , engaging input coupling clutch 140 and output brake 170 rotates carrier 118 (eg, via output planet gears 120 , etc.) while ring gear 114 rotates with connecting shaft 36 . Engaging the input coupling clutch 140 and the output brake 170 may drive the first electromagnetic device 40 at a rotational speed related to the rotational speed of the carrier 118 and the rotational speed of the ring gear 114 . In one embodiment, the active neutral launch mode locks the first electromagnetic device 40 and the second electromagnetic device 50 at a fixed speed ratio to the engine 20 (eg, 1:1 between the second electromagnetic device 50 and the engine 20; 1.06:1 between an electromagnetic device 40 and engine 20, etc.).

Still referring to FIG. 4 , the transmission 30 isolates the engine 20 from the output shaft 32 during the active neutral launch mode (eg, the power split coupling clutch 130 and the output coupling clutch 150 may be disengaged, etc.). Such isolation may reduce (eg, substantially eliminate, etc.) the potential for abrupt forward pitches traditionally associated with launching a vehicle (eg, transmission 30 does not provide tires 62 and/or tires 72 , etc., when in active neutral launch mode) output torque, etc.).

In some embodiments, the input coupling clutch 140 and the output brake 170 remain engaged after the first electromagnetic device 40 and/or the second electromagnetic device 50 are activated to one or more desired operating states. The drive system 100 may generate electrical power while the transmission 30 is in an active neutral launch mode and the first electromagnetic device 40 and/or the second electromagnetic device 50 are activated to one or more desired operating states. For example, rotation of the connecting shaft 36 may rotate the first electromagnetic device 40 and/or the second electromagnetic device 50 to generate electrical power. In one embodiment, electricity is stored for future use. In another embodiment, electricity is used to actively power devices associated with the vehicle. In yet another embodiment, electricity is used to power external devices (eg, to provide output power, etc.).

In other embodiments, at least one of the input coupling clutch 140 and the output brake 170 is responsive to the generated starting power, the speed of the first electromagnetic device 40 and/or the second electromagnetic device 50, the generated voltage, and/or The generated voltage and generation time exceed a threshold level to be disengaged. Such disengagement may prepare the transmission 30 to be selectively reconfigured into drive modes (eg, low, mid, high, etc.). For example, the input coupling clutch 140 may be disengaged in response to (eg, by the controller 210 , etc.) activating and controlling the first electromagnetic device 40 and the second electromagnetic device 50 . Only the power split coupling clutch 130 may need to be engaged to selectively reconfigure the transmission 30 to the mid-range mode, thereby providing a simple and efficient process by which the vehicle can be shifted into the drive mode and driven. In one embodiment, activating one or more of the electromagnetic devices includes controlling the second electromagnetic device 50 in a drive mode in which the second electromagnetic device 50 provides input torque to the transmission 30 and is commanded to target speed operation. This speed may be based on the current vehicle speed (eg, zero when the vehicle is not moving on flat ground, non-zero when the vehicle is driving up or down a slope when starting, etc.). Commanding operation of the second electromagnetic device 50 may prepare the transmission 30 for a shift from an active neutral launch operating mode (ie, selective reconfiguration, etc.) to another drive operating mode (eg, a midrange operating mode, etc.). This preparation may mitigate inertial bumps of the output shaft 32 during shifting.

As shown in FIG. 5 , the transmission 30 is selectively reconfigured to a low gear operating mode such that the transmission 30 allows low output speed operation with high output torque. The low gear mode enhances the gradability of the vehicle (eg, facilitates the vehicle to maintain speed over a gradation, etc.). In one embodiment, the engine 20 provides a rotational mechanical energy input to the transmission 30 such that the first electromagnetic device 40 generates electrical power, and the second electromagnetic device 50 uses the generated electrical power to provide the rotational mechanical energy input to the transmission 30 . As can be seen, engine 20 and second electromagnetic device 50 provide rotational mechanical energy input that drives at least one of tire 62 and tire 72 . In an alternative embodiment, when the transmission 30 is configured in the low gear mode, the first electromagnetic device 40 operates as an electric motor and the second electromagnetic device 50 operates as a generator.

As shown in FIG. 5 and Table 1, the power split coupling clutch 130 and the output coupling clutch 150 are engaged when the transmission 30 is configured in the low gear mode. As shown in FIG. 5 , power split coupling clutch 130 and output coupling clutch 150 couple gear set 180 and gear set 190 , respectively, to output shaft 32 . Thus, when engine 20 provides a rotational mechanical energy input to transmission 30, both power splitting planetary gears 110 and output planetary gears 120 drive output shaft 32 via gear set 180 and gear set 190, respectively. According to the exemplary embodiment shown in FIG. 5 , the energy flow path for the low gear includes: the engine 20 provides a rotational mechanical energy input to the connecting shaft 36 ; the connecting shaft 36 delivers the rotational mechanical energy to the ring gear 114 ; the ring gear 114 allows multiple Planetary gear 116 rotates about its central axis and also about sun gear 112, causing both carrier 118 and sun gear 112 to rotate; and rotation of sun gear 112 drives first electromagnetic device 40, causing the first electromagnetic device to operate as a generator ( For example, generating electricity, etc.).

Still referring to FIG. 5 , rotation of carrier 118 drives both carrier 128 and gear set 180 . Carrier 128 drives a plurality of planet gears 126 to rotate about sun gear 122 and about its central axis. In one embodiment, the second electromagnetic device 50 receives electrical energy generated by the first electromagnetic device 40 . Thus, the second electromagnetic device 50 operates as a motor to provide rotational mechanical energy input to the sun gear 122 . The sun gear 122 delivers rotational mechanical energy to the plurality of planet gears 126, causing each planet gear to rotate further about its central axis. The plurality of planet gears 126 drive the ring gear 124 and the rotation of the ring gear 124 drives the gear set 190 . According to the exemplary embodiment shown in FIG. 6 , gear set 180 and gear set 190 transfer torque to and from output shaft 32 with power split coupling clutch 130 and output coupling clutch 150 engaged. It can be seen that the engine 20 and the second electromagnetic device 50 move the vehicle at a low speed with a high output torque.

As shown in FIG. 6 , the transmission 30 is selectively reconfigured to a midrange operating mode such that the transmission 30 allows midrange output speed operation. Mid-range mode improves low output speed torque and high output speed power. In one embodiment, the engine 20 provides a rotational mechanical energy input such that the first electromagnetic device 40 generates electrical power, and the second electromagnetic device 50 uses the generated electrical power to provide the rotational mechanical energy input to the transmission 30 . Thus, the second electromagnetic device 50 provides a rotational mechanical energy input that drives at least one of the tire 62 and the tire 72 . In an alternative embodiment, when the transmission 30 is configured in the mid-range mode, the second electromagnetic device 50 operates as a generator and the first electromagnetic device 40 operates as an electric motor. In yet another alternative embodiment, both the first electromagnetic device 40 and the second electromagnetic device 50 operate as generators in the mid-range mode.

As shown in FIG. 6 and Table 1, the power split coupling clutch 130 and the output brake 170 are engaged when the transmission 30 is configured in the mid-range mode. As shown in FIG. 6 , output brake 17 inhibits rotation of gear set 190 (eg, gear 192 , gear 194 , gear 196 , etc.). Thus, the output brake 170 rotationally fixes the ring gear 124 . In one embodiment, engaging the output brake 170 substantially eliminates power drops between the output and input modes of the transmission 30 . According to the exemplary embodiment shown in FIG. 6 , the energy flow path for the mid-range mode includes: the engine 20 provides a rotational mechanical energy input to the connecting shaft 36 that is delivered to the ring gear 114 ; the ring gear 114 drives the plurality of planetary gears 116 Rotation about its central axis and about sun gear 112 causes both carrier 118 and sun gear 112 to rotate; and rotation of carrier 118 drives carrier 128 which causes a plurality of planet gears 126 about its central axis and about The sun gear 122 rotates.

With the ring gear 124 held by the output brake 170, the second electromagnetic device 50 can operate as an electric motor. In one embodiment, the second electromagnetic device 50 receives electrical energy generated by the first electromagnetic device 40 . The first electromagnetic device 40 operates as a generator, which removes rotational mechanical energy from the sun gear 112 . The sun gear 122 delivers rotational mechanical torque to the plurality of planet gears 126 such that each planet gear 126 rotates further about the sun gear 122 (eg, at an increased rotational speed, etc.). Rotation of the plurality of planet gears 126 (eg, affected by the sun gear 122 , etc.) drives the carrier 128 , thereby driving the gear set 180 . As shown in FIG. 6 , the power split coupling clutch 130 couples the gear set 180 to the output shaft 32 such that the rotational mechanical energy of the gear set 180 received from the second electromagnetic device 50 drives the output shaft at the mid-range output speed, so that the output shaft can be driven with The mid-range output speed drives the vehicle.

As shown in FIG. 7 , the transmission 30 is selectively reconfigured to a high gear operating mode such that the transmission 30 allows high output speed operation. In one embodiment, the engine 20 provides a rotational mechanical energy input such that the second electromagnetic device 50 generates electrical power while the first electromagnetic device 40 uses the generated electrical power to provide the rotational mechanical energy input to the transmission 30 . As can be seen, engine 20 and first electromagnetic device 40 provide rotational mechanical energy input to drive at least one of tire 62 and tire 72 . In an alternative embodiment, when the transmission 30 is configured in the high gear mode, the first electromagnetic device 40 operates as a generator and the second electromagnetic device 50 operates as an electric motor.

As shown in FIG. 7 and Table 1, the power split coupling clutch 130 and the input coupling clutch 140 are engaged when the transmission 30 is configured in the high range mode. As shown in FIG. 7 , the engagement of the input coupling clutch 140 with the connecting shaft 36 rotationally couples the engine 20 and the second electromagnetic device 50 . For example, the engine 20 may provide a rotational mechanical energy input to the connecting shaft 36 such that the second electromagnetic device 50 generates electrical energy. In one embodiment, the first electromagnetic device 40 receives electrical energy generated by the second electromagnetic device 50 . The first electromagnetic device 40 operates as an electric motor to provide a rotational mechanical energy input to the sun gear 116 that drives the plurality of planet gears 116 and the carrier 118 .

Still referring to FIG. 7 , power from the engine 20 is transferred to the ring gear 114 and the plurality of planetary gears 116 . The plurality of planetary gears 116 are driven by both the engine 20 (eg, via the ring gear 114, etc.) and the first electromagnetic device 40 (eg, via the sun gear 112, etc.). Carrier 118 rotates, which drives gear set 180 . As shown in FIG. 7 , the power split coupling clutch 130 couples the gear set 180 to the output shaft 32 such that the rotational mechanical energy provided by the engine 20 and the first electromagnetic device 40 drives the vehicle at high gear speeds.

As shown in FIG. 8 , the transmission 30 is selectively reconfigured into a mid-shift operating mode that facilitates transition of the transmission 30 between a mid-range operating mode and a high-range operating mode (ie, shifting, change mode, etc.). According to the embodiment shown in FIG. 8 , input coupling clutch 140 , power split coupling clutch 130 , and output clutch 170 are engaged when transmission 30 is selectively reconfigured to an intermediate shift operating mode. According to an exemplary embodiment, the intermediate shift mode provides for even in A smooth and robust shifting strategy that works reliably under a wide variety of operating conditions. The mid-shift mode may provide zero-inertia shifting across and across two or more overlapping ranges (eg, mid-range and high-range, etc.). According to the exemplary embodiment shown in FIGS. 6-8 , the intermediate shift mode eliminates the need to simultaneously disengage the output brake 170 and engage the input coupling clutch 140 to shift from the mid-range mode to the high-range mode (and vice versa). The mid-shift mode reduces the bumpy feel associated with simultaneously disengaging the output brake 170 and engaging the input coupling clutch 140 to shift from mid-range to high-range, which provides a smoother ride.

During operation, the intermediate shift mode may be used to shift from the mid-range mode to the high-range mode or from the high-range mode to the mid-range mode. In one embodiment, transmission 30 is configured for a midrange operating mode with power split coupling clutch 130 and output brake 170 engaged, and is configured with power split coupling clutch 130 and input coupling clutch 140 engaged. High gear operating mode. The transmission 30 may be responsive to the difference between the rotational speed of the second electromagnetic device 50 and the rotational speed of the connecting shaft 36 and/or the engine 20 falling below or equal to a threshold level (eg, approximately zero, five rpm, etc.) to be selectively reconfigured to an intermediate shift mode. The transmission 30 may enter the intermediate shift mode when the rotational speed of the second electromagnetic device 50 approximately corresponds (eg, matches, approximately equals, etc.) the rotational speed of the connecting shaft 36 and/or the engine 20 . In one embodiment, the transmission 30 enters an intermediate shift mode when the rotational speed of the second electromagnetic device 50 and the connecting shaft 36 and/or the engine 20 is between 1600 and 1800 revolutions per minute (RPM). For example, the transmission 30 may enter an intermediate shift mode when the rotational speed of the second electromagnetic device 50 and the connecting shaft 36 and/or the engine 20 is approximately 1600 RPM. One or more sensors may be positioned to monitor the rotational speed of at least one of the engine 20, the connecting shaft 36, a portion of the second electromagnetic device 50, or yet another component. A controller (eg, controller 210 , etc.) may reconfigure the transmission 30 to an intermediate shift mode in response to sensed signals provided by one or more sensors.

The shift to the intermediate shift mode occurs when there is limited, if any, relative movement between the clutch plates of the input coupling clutch 140 . The transmission 30 may be reconfigured to an intermediate shift mode without compromising vehicle performance (eg, because torque is not removed from the output shaft 32 , etc.). The intermediate shift mode reduces (eg, minimizes, etc.) heat generation and clutch wear during shifting by limiting relative movement between the clutch plates of the input coupling clutch 140 when engaged. Thus, the intermediate shift pattern may increase clutch life.

While running, the vehicle can accelerate in mid-range mode. In one embodiment, the second electromagnetic device 50 provides output torque in a mid-range operating mode such that its speed increases with the speed of the vehicle. As the speed of the second electromagnetic device 50 continues to increase with vehicle speed, the second electromagnetic device 50 may begin to operate at a similar rotational speed as the connecting shaft 36 and/or the engine 20 . The controller 210 may engage the input coupling clutch 140 to selectively reconfigure the transmission 30 from the mid-range mode to the mid-shift mode. The vehicle may alternatively be decelerated in a high gear mode. In one embodiment, the first electromagnetic device 40 operates as an electric motor in a high gear operating mode with its speed related to the speed of the connecting shaft 36 , the speed of the engine 20 and/or the speed of the vehicle. The speed of the vehicle and/or the speed of the first electromagnetic device 40 may be reduced to the speed specified for the midrange mode. The controller 210 may engage the output brake 170 to selectively reconfigure the transmission 30 from the high-speed mode to the mid-shift mode.

As shown in FIGS. 6-8 , the power split coupling clutch 130 is down-engaged (ie, not disengaged, not disengaged, transmitting torque, etc.) in each of the mid-range, mid-shift, and high-range modes. Engagement of the transmission 30 in each of these modes by the power split coupling clutch 130 facilitates the continuous transfer of power from the engine 20 to the output shaft 32 during a shift from a mid-range mode to a high-range mode. According to an exemplary embodiment, engine 20 is also coupled to output shaft 32 in a fixed ratio via power split coupling clutch 130 during the intermediate shift mode. Maintaining the power path to the output shaft 32 during shifts reduces (eg, eliminates, etc.) the jerk associated with shifting conventional transmission systems. In the intermediate shift mode, acceleration of the engine 20 causes acceleration of the vehicle, and deceleration of the engine 20 causes deceleration of the vehicle. Utilizing the engine 20 to power the vehicle during a shift event increases the overall efficiency of the drive system 100 by reducing the electrical path during the shift event.

The transmission 30 may be configured in an intermediate shift mode for extended periods of time and/or when the vehicle traverses extended distances. The controller 210 may selectively reconfigure the transmission 30 out of an intermediate shift mode (eg, into a mid-range operating mode, into a high-range operating mode, etc.) automatically in response to at least one of the following: an elapsed shift Shift time (eg, time elapsed while in mid-shift mode, etc.), shift distance traveled (eg, distance traveled by vehicle while in mid-shift mode, etc.), changes in engine speed and requests, and other conditions .

In one embodiment, the controller 210 shifts the transmission 30 away from the intermediate shift mode in response to an indication that the shift has satisfied at least one of a time-based and a distance-based condition. As one example, the controller 210 may shift the transmission 30 away from the intermediate shift mode in response to an indication that the transmission 30 has been in the intermediate shift mode for longer than a predetermined period of time. As another example, the controller 210 may shift the transmission 30 away from the intermediate shift mode in response to an indication that the vehicle has traveled more than a threshold distance.

In another embodiment, the controller 210 shifts the transmission 30 away from an intermediate shift mode in response to a change in engine speed. Controller 210 may selectively reconfigure transmission 30 from an intermediate shift mode to high speed in response to an increase in engine speed (eg, in response to engine 20 speed exceeding a threshold speed, etc.) (eg, by disengaging output brake 170 , etc.) file mode. For example, a vehicle may experience a downhill slope, which increases engine speed, thereby prompting a shift to a high-speed operating mode. As another example, the engine speed may be based on a command to cause the engine speed to increase (eg, provided by the operator using an accelerator pedal or another input device, provided by a controller as part of the vehicle's autonomous operation, etc.) to increase.

The controller 210 may selectively reset the transmission 30 from an intermediate shift mode (eg, by disengaging the input clutch 140 , etc.) in response to a decrease in engine speed (eg, in response to the speed of the engine 20 falling below a threshold speed, etc.). Configured for mid-range mode. For example, a vehicle may experience an uphill slope, which reduces engine speed, prompting a shift to a mid-range operating mode. As another example, the engine speed may be based on (eg, provided by the operator using the brake pedal or another input device, provided by the operator releasing the gas pedal or another input device, provided by an operator operating as the vehicle autonomously) A part of the controller provided, etc.) to cause the engine speed to be reduced by the command to reduce.

In yet another embodiment, the controller 210 shifts the transmission 30 away from an intermediate shift mode in response to a request. For example, the request may come from an operator (eg, provided by means of a user interface, etc.) and indicate an operator command to enter either a mid-range operating mode or a high-range operating mode. The request may also be provided by a controller as part of the autonomous operation of the vehicle. Such a request may be provided in order to re-enter the operating mode in which the vehicle operates more efficiently. Such a request may cause the transmission 30 to complete a shift from a mid-range operating mode to a high-range operating mode, complete a shift from a high-range operating mode to a mid-range operating mode, and switch from an intermediate shift mode back to the mid-range operating mode , and/or switching back to high-speed operating mode from mid-shift mode.

In some implementations, the transmission is selectively reconfigured to one of a mid-range mode and a high-range mode to an mid-range shift mode, and then selectively reconfigured back to the previous mode (eg, mid-range mode to mid-range shift mode) gear mode to mid-range gear mode, etc.). For example, the transmission 30 may be reconfigured from the mid-range mode to the mid-shift mode in response to the second electromagnetic device 50 and the engine 20 having a speed difference below a threshold level. The operator may keep the engine 20 running at approximately the same speed for a period of time, use the engine 20 to drive the output shaft 32, and then release the accelerator pedal, whereby the transmission 30 may return to the mid-range mode. In one embodiment, the first electromagnetic device 40 generates electrical power in an intermediate shift mode. The second electromagnetic device 50 may provide output torque to the output shaft 32 in an intermediate shift mode. In another embodiment, the second electromagnetic device 50 generates electrical power in an intermediate shift mode. The first electromagnetic device 40 may provide output torque to the output shaft 32 in an intermediate shift mode. In yet another embodiment, neither, or both, the first electromagnetic device 40 and the second electromagnetic device 50 generate electrical power and/or provide output torque in an intermediate shift mode.

As shown in FIG. 9 , the transmission 30 is selectively reconfigured to a low-speed reverse operating mode. In one embodiment, the engine 20 provides a rotational mechanical energy input to the transmission 30 such that the first electromagnetic device 40 generates electrical power, and the second electromagnetic device 50 uses the generated electrical power to provide the rotational mechanical energy input to the transmission 30 . As can be seen, engine 20 and second electromagnetic device 50 provide rotational mechanical energy input that drives at least one of tire 62 and tire 72 in opposite directions (eg, rearward, etc.). In an alternative embodiment, the first electromagnetic device 40 operates as an electric motor and the second electromagnetic device 50 operates as a generator when the transmission 30 is configured in a low-speed reverse mode.

As shown in FIG. 9 and Table 1, the power split coupling clutch 130 and the output coupling clutch 150 are engaged when the transmission 30 is configured in the low-speed reverse mode. As shown in FIG. 9 , the low reverse mode is generally similar to the low mode of FIG. 5 in that power split coupling clutch 130 and output coupling clutch 150 couple both gear set 180 and gear set 190 to output shaft 32 . In the low gear reverse mode, the second electromagnetic device 50 may provide rotational mechanical energy input to the transmission 30 in the opposite direction as compared to the low gear mode of FIG. 5 .

As shown in FIG. 10 , the transmission 30 is selectively reconfigured to a high reverse operating mode such that the transmission 30 allows high reverse output speed operation. In one embodiment, the engine 20 provides a rotational mechanical energy input such that the first electromagnetic device 40 generates electrical power, and the second electromagnetic device 50 uses the generated electrical power to provide the rotational mechanical energy input to the transmission 30 . As can be seen, the second electromagnetic device 50 provides a rotational mechanical energy input that drives at least one of the tire 62 and the tire 72 . In an alternative embodiment, when the transmission 30 is configured in the high-speed reverse mode, the second electromagnetic device 50 operates as a generator and the first electromagnetic device 40 operates as an electric motor. In yet another alternative embodiment, both the first electromagnetic device 40 and the second electromagnetic device 50 operate as generators in a high-speed reverse mode.

As shown in FIG. 10 and Table 1, the power split coupling clutch 130 and the output brake 170 are engaged when the transmission 30 is configured in the high-speed reverse mode. As shown in FIG. 10 , the output brake 17 inhibits rotation of the gear set 190 (eg, gear 192 , gear 194 , gear 196 , etc.). Thus, the output brake 170 rotationally fixes the ring gear 124 . According to the exemplary embodiment shown in FIG. 10 , the energy flow path for the high-speed reverse mode includes: engine 20 providing a rotational mechanical energy input to connecting shaft 36 to ring gear 114 ; and ring gear 114 driving a plurality of planetary gears 116 Rotation about its central axis and about sun gear 112 causes both carrier 118 and sun gear 112 to rotate.

Still referring to FIG. 10 , rotation of the carrier 118 drives the carrier 128 , which rotates the plurality of planet gears 126 about its central axis and about the sun gear 122 . With the ring gear 124 held by the output brake 170, the second electromagnetic device 50 can operate as an electric motor. In one embodiment, the second electromagnetic device 50 receives electrical energy generated by the first electromagnetic device 40 . Thus, the first electromagnetic device 40 operates as a generator, which removes rotational mechanical energy from the sun gear 112 . The sun gear 122 delivers rotational mechanical torque to the plurality of planet gears 126 such that each planet gear 126 rotates further about the sun gear 122 (eg, at an increased rotational speed, etc.). Rotation of the plurality of planet gears 126 (eg, effected by the sun gear 122 ) drives the carrier 128 , thereby driving the gear set 180 . As shown in FIG. 10 , the power split coupling clutch 130 couples the gear set 180 to the output shaft 32 such that the rotational mechanical energy of the gear set 180 received from the second electromagnetic device 50 drives the output shaft at a high reverse output speed so that the output shaft can be driven at a high reverse output speed. The high reverse output speed drives the vehicle.

According to an alternative embodiment, the engine 20 provides no rotational mechanical energy input to drive the vehicle. For example, the first electromagnetic device 40, the second electromagnetic device 50, and/or another device may store energy during the above-mentioned modes of operation. When sufficient energy is stored (eg, exceeds a threshold level, etc.), at least one of the first electromagnetic device 40 and the second electromagnetic device 50 may provide a rotational mechanical energy input to the transmission 30 such that in the absence of input from the engine 20 Drive the vehicle (eg, electric mode, etc.).

Although this specification may discuss method steps in a particular order, the order of the steps may differ from the order outlined. Likewise, two or more steps may be performed concurrently or with partial concurrence. This variation will depend on the chosen software and hardware system and on the designer's choice. All such variations are within the scope of this disclosure. Also, in contrast, software implementations can be accomplished using standard programming techniques with rule-based logic and other logic for accomplishing the various connection steps, processing steps, comparison steps, and decision steps.

As used herein, the terms "approximately," "approximately," "approximately," and similar terms are meant to have broad meanings consistent with ordinary and accepted usage by one of ordinary skill in the art to which the subject matter of this disclosure belongs. It should be understood by those of skill in the art who review this disclosure that these terms are intended to allow a description of the specific features described and claimed without limiting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be construed to indicate that insubstantial or insignificant modifications or variations of the subject matter described and claimed are considered to be within the scope of the invention as recited in the appended claims.

It should be noted that the term "exemplary" as used herein to describe various embodiments is intended to indicate that such an embodiment is a possible example, representation and/or illustration of a possible An implementation must be an extraordinary or best example).

The terms "coupled," "connected," etc. as used herein mean that two members are joined directly or indirectly to each other. Such engagement may be fixed (eg, permanent, etc.) or removable (eg, removable, releasable, etc.). Such engagement may be achieved with two members or two members and any further intermediate members integrally formed with each other as a single same body or with two members or two members and any further intermediate members attached to each other.

References herein to the positions of elements (eg, "top", "bottom", "above", "below", "between", etc.) are used only to describe the orientation of various elements in the figures. It should be noted that the orientation of the various elements may vary according to other exemplary embodiments, and that such variations are intended to be encompassed by the present disclosure.

It is important to note that the construction and arrangement of the electromechanically variable transmission as shown in the exemplary embodiment is merely exemplary. Although only a few embodiments of the present disclosure have been described in detail, those skilled in the art who review this disclosure will readily appreciate that many modifications (eg, the size, dimension, structure, shape and proportions of the various elements, parameter values, mounting Variations in arrangement, use of materials, color, orientation, etc.) are possible without materially departing from the novel teachings and advantages of the listed subject matter. For example, elements shown as integrally formed may be constructed from multiple parts or elements. It should be noted that the elements and/or assemblies of the components described herein may be constructed from any of a variety of materials, in any of a variety of colors, textures, and combinations that provide sufficient strength or durability. Accordingly, all such modifications are intended to be included within the scope of this invention. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the preferred and other exemplary embodiments without departing from the scope of the present disclosure or the spirit of the appended claims.

Claims (16)

1. A vehicle comprising: engine; Drive axle; A multi-mode transmission selectively coupled to the engine and the transaxle, the multi-mode transmission comprising: a first gear set having a first planetary gear carrier and a second gear set having a second planetary gear carrier, wherein the first gear set is coupled to the engine, and wherein the first planetary gear carrier a carrier is rotationally coupled with the second planet gear carrier; a first motor/generator coupled to the first gear set; and a second motor/generator electrically coupled to the first motor/generator using a bus, coupled to the second gear set, and selectively coupled to the engine; a brake positioned to selectively limit rotational movement of the ring gear of the second gear set when engaged; a clutch that selectively rotationally couples the second motor/generator to the engine when engaged; and a controller coupled to the multi-mode transmission and configured to selectively configure the multi-mode transmission into an active neutral start operating mode in response to an engine start request by engaging the clutch and The brake causes at least one of the first motor/generator and the second motor/generator to generate a voltage that is applied to the bus. 2. The vehicle of claim 1, wherein the controller is configured to implement at least one of the following in response to at least one of the first motor/generator and the second motor/generator to activate the first motor/generator and the second motor/generator to a desired state and disengage at least one of the clutch and the brake: (a) reaching a threshold speed; (b) generating a threshold voltage; (c) generating a threshold voltage for a threshold period of time; and (d) generating a threshold power. 3 . The vehicle of claim 1 , wherein the controller is configured to connect the first motor/generator to the first motor/generator in response to the first motor/generator accomplishing at least one of: 3 . The second motor/generator is activated to a desired state and maintains engagement of the clutch and the brake: (a) a threshold speed is reached; (b) a threshold voltage is generated; (c) a threshold voltage is generated for a threshold period of time; and ( d) Generate threshold power. 4. The vehicle of claim 1, wherein the engine is coupled to the first ring gear of the first gear set with a connecting shaft, and wherein the second motor/generator is coupled to the second The sun gear of the gear set causes the engine to rotate the sun gear of the first gear set according to a fixed ratio when the brake and the clutch are engaged. 5 . The vehicle of claim 1 , wherein the engine is isolated from the transaxle when the multi-mode transmission is selectively configured for the active neutral launch operating mode. 6 . 6. The vehicle of claim 1, wherein the engine start request includes an indication to turn the engine from an "off" state to an "on" state. 7. The vehicle of claim 6, further comprising at least one of a push button, a graphical user interface, and an ignition switch with which a user interacts to provide the engine start request. 8. A drive system for a vehicle having a transaxle, the drive system comprising: a first gear set including: a first sun gear; a first ring gear; a plurality of first planet gears coupling the first sun gear to the first a ring gear; and a first carrier rotatably supporting the plurality of first planetary gears; A second gear set including: a second sun gear; a second ring gear; a plurality of second planet gears coupling the second sun gear to the second a ring gear; and a second carrier rotatably supporting the plurality of second planet gears, wherein the first carrier is directly coupled to the second carrier; a first motor coupled to the first gear set; a second electric motor coupled to the second gear set; a connecting shaft coupling the engine to the first gear set; a brake positioned to selectively limit rotational movement of the second ring gear when engaged; a clutch that selectively rotationally couples the second electric machine to the connecting shaft and the engine when engaged; and a controller configured to engage the clutch and the brake in response to an engine start request, in, the drive system is selectively reconfigurable to an active neutral launch mode of operation in response to rotational input from the engine, whereby at least one of the first electric machine and the second electric machine provides launch power; and At least one of the first electric machine and the second electric machine is actuatable to a desired operating state in response to the starting power exceeding a threshold level. 9. The drive system of claim 8, wherein the controller is configured to disengage at least one of the clutch and the brake in response to the launch power exceeding the threshold level. 10. The drive system of claim 8, wherein the controller is configured to maintain engagement of the clutch and the brake in response to the launch power exceeding the threshold level. 11. The drive system of claim 8, wherein the engine start request includes an indication to transition the engine from an "off" state to an "on" state. 12. The drive system of claim 8, wherein the engine is coupled to the first ring gear of the first gear set using the connecting shaft, and wherein the second electric machine is coupled to the second The second sun gear of the gear set causes the engine to rotate the first sun gear of the first gear set according to a fixed ratio when the brake and the clutch are engaged. 13. The drive system of claim 8, wherein the engine is isolated from the transaxle when the drive system is selectively configured for the active neutral launch operating mode. 14. The drive system of claim 8, wherein the first motor includes a first shaft and the second motor includes a second shaft, wherein the first shaft and the second shaft are associated with the The first gear set, the second gear set and the connecting shaft are radially aligned. 15. The drive system of claim 8, wherein the first gear set and the second gear set are disposed between the first motor and the second motor. 16. A method of operating a multi-mode transmission, the method comprising the steps of: receiving an engine start request associated with an engine, wherein the engine is coupled to a first electromagnetic device via a first gear set; engaging a clutch to selectively rotationally couple a second electromagnetic device and a second gear set to the engine; engaging a brake to selectively limit rotational movement of the ring gear of the second gear set, wherein the carrier of the second gear set is coupled to the carrier of the first gear set; generating starting power by using the engine to provide a rotational input to the first electromagnetic device; and At least one of the first electromagnetic device and the second electromagnetic device is activated with a controller to a desired operating state in response to the activation power exceeding a threshold level.

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