Deere + Company

Andrew K Rekow

Rainer Gugel

David Mueller

Dennis Lee Jeffries

Norbert Fritz

Thomas George Ore

Craig Alan Puetz

Werner Stettler

Thomas Hung Vu

Matthew B Winhold

Noel Wayne Anderson

Alan David Sheidler

Nicolai Tarasinski

Jeffrey Loren Lubben

Christopher A Bering

Timothy S Hunt

Scott Keith Farlow

Steven A Duppong

Gary S Keys, Ii

Janet R Willett

Christopher Allen Myers

David Müller

Steve P Robisky

Adam J Faucher

Steven C Young

Poongundran Ganapathi

Shi Bin

Udo Scheff

Colin A MacDonald

Harmanpreet Singh

Adam Faucher

Cameron Ray Mott

A method of shifting ranges within a transmission is provided. The method of an embodiment includes determining an intention to change from a first mode to a second mode in the transmission, determining the first mode of the transmission, which includes a first range clutch in an engaged condition and a first synchronizer in a first engaged condition, determining the second mode of the transmission, which includes a second range clutch in an engaged condition and a second synchronizer in a first engaged condition, engaging the second synchronizer in the first engaged condition, disengaging the first range clutch, engaging the second range clutch, and disengaging the first synchronizer from the first engaged condition.

Transmission with a mode selection apparatus

A range-shift transmission has a range input shaft, on which gear wheels of gear pairs of at least two range groups are arranged coaxially. The range input shaft is drivingly connected to a range output shaft via a gearwheel pair of a range group. The range-shift transmission has a second input shaft arranged coaxially and rotatably relative to the range input shaft.

Range-shift transmission and transmission arrangement having a range-shift transmission

An infinitely variable transmission (IVT) provides a plurality of transmission modes. At least one mode is a serial mode and at least one other mode is a split-path mode. The serial mode may provide a powered zero and creeper ground speeds. The split-path mode(s) may provide higher field speeds.

Multi-mode infinitely variable transmission

An infinitely variable transmission (IVT) provides a plurality of transmission modes. At least one mode is a serial mode and at least one other mode is a split-path mode. The IVT provides substantially seamless shifting between the plurality of transmission modes.

Multi-mode infinitely variable transmission that provides seamless shifting

An integrated hybrid power system for a work vehicle includes an engine and an electric machine. The power system also includes a transmission configured to transfer mechanical power between the engine and the electric machine. The transmission, in a first configuration, is configured to transfer mechanical power in a first direction from the electric machine to the engine to start the engine. Furthermore, the transmission, in a second configuration, is configured to transfer mechanical power in the first direction and, alternatively, in a second direction from the engine to the electric machine after the engine is started.

Integrated hybrid power system for work vehicle

A power-split gearbox device in an agricultural work vehicle. The gearbox device includes a compounded gearbox, an electrical variator for the continuous varying of a ratio of the compounded gearbox, and a gearbox with an adjustable ratio to connect a drive motor with a propulsion of the work vehicle.

Gearbox control method

A hydraulic synchronizer selectively couples one or more gears to a drive shaft. The synchronizer has a shaft hub with a splined annulus and a fluid passage. A ring is disposed about the shaft hub and movable along a rotation axis of the shaft hub. A shift collar is fixedly coupled to the ring and has a splined annulus engaged with the splined annulus of the shaft hub. The shift collar is configured to engage splines of a gear when the ring is in an engaged axial position and to disengage the splines of the gear when the ring is in a neutral position. The shift collar transmits rotational input from the shaft hub to the gear when the ring is in the engaged axial position. Hydraulic chambers receive hydraulic fluid from the fluid passage and move the ring to the engaged and neutral positions.

Hydraulic synchronizer

An infinitely variable transmission (IVT) includes a double planetary gearset with first, second, and third transmission components. The IVT includes a single planetary gearset with fourth, fifth, and sixth transmission components. In one mode, a first set of clutches is engaged, allowing transmission of engine power to the first transmission component, and allowing transmission of IVP power between a second IVP machine and the second transmission component. The third transmission component combines the engine power and the IVP power into first combined power that is transmitted from the third transmission component to the fourth transmission component. The fifth transmission component transmits return power to an engine shaft, and the sixth transmission component combines the first combined power and the return power into second combined power that is output to an output shaft for rotating the output shaft at a range of rotational speeds.

In accordance with an example embodiment, a transmission may include a first mode in which a low range clutch is engaged and a first synchronizer is in a first engaged condition causing an output shaft to rotate relative to a first range shaft based upon a ratio of a first range gear to a second range gear. The transmission may include a second mode in which a high range clutch is engaged and a second synchronizer is in a first engaged condition causing the output shaft to rotate relative to a second range shaft based upon a ratio of the first range gear to the second range gear. A shift from the first mode to the second mode includes engaging the second synchronizer in the first engaged condition before disengaging the low range clutch and engaging the high range clutch.

A power train arrangement for a work vehicle with an engine may include an infinitely variable power source ('IVP'). An energy storage device may be configured to receive energy from the IVP for storage and to provide stored energy from the energy storage device to power one or more components of the IVP. A transmission may be configured to relay power from the engine and from the one or more components of the IVP to other components of the vehicle. A transient power event may be identified, during which a present operating state of the engine does not provide sufficient power for operations of the work vehicle. The energy storage device may be caused to provide stored energy to power the one or more components of the IVP source and thereby to provide power to the transmission.

Energy storage and delivery for power trains of work vehicles

A forkless synchronizer arrangement selectively couples one or more gears to a drive shaft that is rotatable about a rotation axis. A shift collar, rotated by the drive shaft, is configured to disengage from a first of the gears when in a first neutral axial position and to engage the first gear when in a first engaged axial position to transmit rotational input from the drive shaft to the first gear. A rail is arranged in parallel with the rotation axis. A rail arm has an end fixedly coupled to the rail and another end coupled to the shift collar to permit relative rotation and to transmit axial shifting movement to the rail in response to axial movement of the shift collar between the first engaged and neutral axial positions. A sensor proximate the rail senses an axial position of the rail.

Forkless synchronizer with sensor rail arrangement

A method for controlling a power-split gear shift device in a vehicle by providing an electric variator and a transmission with variable gear shift and connecting a drive motor to a traction drive of the vehicle. The electric variator has a compound gear train with at least one first and at least one second electric machine. The method also includes providing a controller for the electric machines for steplessly varying a gear shift of the compound gear train. Upon detection of an external power requirement by an electric consumer, a gear shift region of the transmission with variable gear shift is set to operate the first electric machine in a generator mode and to operate the second electric machine to compensate for an existing power deficit or a power excess relative to an external power demand.

Method for controlling gear shift

Methods and systems are disclosed for reducing engine flywheel power reduction of an engine while protecting a drivetrain. The method includes monitoring transmission gear selection; determining reduction in flywheel power to protect the drivetrain; and monitoring engine power consumption by other engine power loads. When other engine power loads consume less power than the reduction in flywheel power to protect the drivetrain, the method includes reducing flywheel power by the power difference. When other engine power loads consume the same or more power than the reduction in flywheel power to protect the drivetrain, the method includes not reducing the flywheel power. Engine power can be consumed by both on-vehicle and off-vehicle power loads. Engine power can be consumed by an electric generator and/or a plurality of inverters, and their power consumption can be monitored. Information and commands can be communicated over a controller area network (CAN) bus.

System and method for reducing engine flywheel power reduction while protecting drivetrain components

An infinitely variable transmission includes a clutch, a brake and a first planetary gear set, including first and second components, and a double planetary gear set, including input and output components and additional third and fourth components. The first component receives power from an engine. The double planetary set sums mechanical power from the first planetary set and an infinitely variable power source ('IVP'). The third component receives mechanical power from a IVP. The second component directly transmits power to the input component. The clutch directly controls power transmission between the first and second components. The brake engages the fourth component to stop its rotation. The output component receives mechanical power directly from the input component and the fourth component. During operation of the engine, controlled actuation of the brake and the clutch causes the output component to be powered by the infinitely variable power source but not by the engine.

A steering control system is disclosed for a vehicle train with a tow vehicle, a first towed vehicle with at least one ground-engaging member, and a second towed vehicle. A steering assembly may be configured to control steering of the at least one ground-engaging member. One or more sensing devices may be configured to determine orientation information for one or more of the tow vehicle, the first towed vehicle, and the second towed vehicle, during operation of the vehicle train. A steering correction may be determined for the second towed vehicle based upon the determined orientation information. The steering correction may be applied for the second towed vehicle by controlling the steering assembly to steer the first towed vehicle.

Growing community of inventors

Cedar Falls, IA, United States of America

Andrew K Rekow