Abstract: A dual-clutch transmission includes an odd gears clutch, an odd gears shaft supporting at least two odd-numbered rotary gears, an even gears clutch, and an even gears shaft supporting at least two even-numbered rotary gears. A driven rotary shaft is selectively connectable to one respective said odd- or even-numbered gear at a time. The dual-clutch transmission includes first and second range selection gears to transfer drive from the driven rotary shaft to an output shaft so as selectively to permit selection of at least a first range transmission ratio or a second range transmission ratio. The dual-clutch transmission further includes a first bypass drive line to drive engagement of at least two mutually engaged bypass rotary gears with the output shaft, giving rise to a first intermediate transmission ratio.

Abstract: A system includes a driveline, a user interface, and a control system. The driveline includes an engine, a transmission, and a clutch positioned to selectively couple the engine to the transmission. The user interface is configured to facilitate operator shifting of the transmission. The control system is configured to perform a transmission auto-shift procedure where the control system monitors engine speed of the engine for a period of time following completion of a downshift event with the transmission from a first, higher gear to a second, lower gear, compares the engine speed to at least one speed threshold, and automatically upshifts the transmission from the second, lower gear back to the first, higher gear (i) following expiration of the period of time and/or (ii) in response to the engine speed exceeding the at least one speed threshold during the period of time.

Abstract: A transmission for a work vehicle with an engine and a drivetrain. The transmission includes a plurality of shafts, a plurality of gears arranged on the plurality of shafts, and a plurality of clutches arranged on the plurality of shafts. The plurality of clutches includes a first clutch, a second clutch, and a third clutch. The transmission provides for full-power shifting throughout at least 24 speeds with only a single clutch swap required for each shift.

Abstract: A dual-clutch transmission includes an odd gears clutch, an odd gears shaft supporting at least two odd-numbered rotary gears, an even gears clutch, and an even gears shaft supporting at least two even-numbered rotary gears. A driven rotary shaft is selectively connectable to one respective said odd- or even-numbered gear at a time. The dual-clutch transmission includes first and second range selection gears to transfer drive from the driven rotary shaft to an output shaft so as selectively to permit selection of at least a first range transmission ratio or a second range transmission ratio. The dual-clutch transmission further includes a first bypass drive line to drive engagement of at least two mutually engaged bypass rotary gears with the output shaft, giving rise to a first intermediate transmission ratio.

Abstract: A work machine having a diesel engine driving a plurality of ground movement devices to tow an agricultural implement. A torque estimating system is employed to determine the level of torque in the drive train between the diesel engine and the ground movement devices. The torque estimation device is a sensor determining the axial and radial deflection of an input shaft as a function of the torque transmitted between a pair of adjacent gears in the power train.

Abstract: A method of calibrating a hydraulically operated clutch in a continuously variable transmission of a vehicle, includes steps of filling the clutch as if for a shift, using a control signal value for achieving a test pressure, and determining a resulting change in a pressure condition in a hydrostatic power unit of the transmission. If the change indicates initial engagement, then a value representative of the signal value used is recorded. If greater than initial engagement is indicated, or the vehicle moved, then the clutch is emptied and tested using a lower test pressure. If initial engagement is not indicated, the clutch is emptied and refilled to a greater test pressure. An exemplary pressure condition is a difference in pressure in lines between a pump and motor of the power unit. During the calibration, the vehicle can be held stationary with a parking brake or the like.

Abstract: A swash plate angle for a hydrostatic power unit of a continuously variable hydromechanical transmission is determined using a feedforward compensation term, to reduce reliance on closed loop control. The feedforward term is based on knowledge of the hydrostatic power unit determined as a function of knowledge of certain parameters, including, but not limited to, hydrostatic power unit pressure, swash plate angle, desired hydrostatic power unit ratio, and pump speed.

Abstract: A method of shifting a transmission of a vehicle. The method includes the steps of: initiating a shift from a first gear to a second gear in the transmission; disengaging a first clutch associated with the first gear; engaging a second clutch associated with the second gear; and actively modifying a pump displacement and/or a motor displacement while the disengaging step or the engaging step are carried out. The motor is drivingly coupled to the transmission.

Abstract: A method of calibrating a hydraulically operated park brake of a continuously variable transmission of a vehicle. With the vehicle moving at a set, slow speed within a specified range, and the park brake off, a search technique is used, wherein the brake hydraulic pressure is reduced by application of a control signal of a selected test value to apply the brake. When the selected test value is reached, it is held constant, and a condition in a HSU of the transmission is monitored for a change indicative of engagement of the park brake. This will expectedly be in the form of a pressure change and more particularly an increase indicating initial contact between the plates of the brake, and if the HSU change is not detected, the step will time out and another control signal value will be tested.

Abstract: A method of shifting a transmission of a vehicle. The method includes the steps of: initiating a shift from a first gear to a second gear in the transmission; disengaging a first clutch associated with the first gear; engaging a second clutch associated with the second gear; and actively modifying a pump displacement and/or a motor displacement while the disengaging step or the engaging step are carried out. The motor is drivingly coupled to the transmission.

Abstract: A work machine having a diesel engine driving a plurality of ground movement devices to tow an agricultural implement. A torque estimating system is employed to determine the level of torque in the drive train between the diesel engine and the ground movement devices. The torque estimation device is a sensor determining the axial and radial deflection of an input shaft as a function of the torque transmitted between a pair of adjacent gears in the power train.

Abstract: A method for controlling a continuously variable transmission of a work machine during a shuttle shift is disclosed. The method may generally include initiating a directional swap by disengaging an off-going directional clutch of the continuously variable transmission and slipping an on-coming directional clutch of the continuously variable transmission to decelerate the work machine in an off-going direction. In addition, the method may include estimating a total amount of energy to be dissipated in the on-coming directional clutch during the shuttle shift, comparing the total amount of energy to a predetermined energy threshold and, if the total amount of energy is equal to or exceeds the predetermined energy threshold, performing the reversion action to complete the shuttle shift, wherein the reversion action corresponds to an action taken to engage one of the off-going directional clutch or the on-coming directional clutch so as to permit the shuttle shift to be completed using ratio changing.

Abstract: The method of estimating and controlling driveline torque in a continuously variable hydro-mechanical transmission uses pressure data and other metrics of a hydrostatic power unit of the transmission in lieu of actual driveline torque data. A mechanical efficiency of the transmission is determined as a function of whether the power unit is operating in a power generation or regeneration mode, and the torque output of the power unit is estimated from that and other hydrostatic parameters. This is used to estimate a torque output of a planetary power unit of the transmission, and the torque on an output member of the driveline is then estimated using that value, and appropriate corrective action taken.

Abstract: A shuttle shifting method for a continuously variable transmission automatically selects a manner of shuttle shifting as a function of certain monitored conditions. As one alternative, the direction of operation of the transmission is changed prior to reducing the vehicle speed to zero, and tilt of a swash plate of the hydrostatic power unit of the transmission is held substantially constant, for achieving fast, smooth shifts at faster starting and ending vehicle speeds, without coming to a complete stop. In another alternative, for slower starting and ending speeds, or other conditions such as a temperature condition is present, the vehicle is stopped by changing swash plate angle before effecting a directional change of the transmission and the swash plate.

Abstract: A parking brake is controlled in concert with operation of a hydrostatic power unit of a continuously variable transmission, particularly when engaging, disengaging and shuttle shifting the transmission, to provide advantages, particularly when on hills. When particular commands are received, such as shifting to a non-moving position, the parking brake is automatically engaged to hold the vehicle position. A swash plate of the hydrostatic unit can be automatically positioned to anticipate the next command. If that command is received, the brake is automatically gradually or proportionally released and the transmission engaged to effect the commanded movement of the vehicle. If a different command is received, the brake remains engaged as the transmission is configured for the commanded movement, such that no machine movement results. Then the brake is automatically gradually or proportionally released and the transmission engaged to effect that commanded movement.

Abstract: A method for controlling a continuously variable transmission of a work machine during a shuttle shift is disclosed. The method may generally include initiating a directional swap by disengaging an off-going directional clutch of the continuously variable transmission and slipping an on-coming directional clutch of the continuously variable transmission to decelerate the work machine in an off-going direction. In addition, the method may include estimating a total amount of energy to be dissipated in the on-coming directional clutch during the shuttle shift, comparing the total amount of energy to a predetermined energy threshold and, if the total amount of energy is equal to or exceeds the predetermined energy threshold, performing the reversion action to complete the shuttle shift, wherein the reversion action corresponds to an action taken to engage one of the off-going directional clutch or the on-coming directional clutch so as to permit the shuttle shift to be completed using ratio changing.

Abstract: A shuttle shifting method for a continuously variable transmission automatically selects a manner of shuttle shifting as a function of certain monitored conditions. As one alternative, the direction of operation of the transmission is changed prior to reducing the vehicle speed to zero, and tilt of a swash plate of the hydrostatic power unit of the transmission is held substantially constant, for achieving fast, smooth shifts at faster starting and ending vehicle speeds, without coming to a complete stop. In another alternative, for slower starting and ending speeds, or other conditions such as a temperature condition is present, the vehicle is stopped by changing swash plate angle before effecting a directional change of the transmission and the swash plate.

Abstract: A method of calibrating a hydraulically operated clutch in a continuously variable transmission of a vehicle, includes steps of filling the clutch as if for a shift, using a control signal value for achieving a test pressure, and determining a resulting change in a pressure condition in a hydrostatic power unit of the transmission. If the change indicates initial engagement, then a value representative of the signal value used is recorded. If greater than initial engagement is indicated, or the vehicle moved, then the clutch is emptied and tested using a lower test pressure. If initial engagement is not indicated, the clutch is emptied and refilled to a greater test pressure. An exemplary pressure condition is a difference in pressure in lines between a pump and motor of the power unit. During the calibration, the vehicle can be held stationary with a parking brake or the like.

Abstract: A method of calibrating a hydraulically operated park brake of a continuously variable transmission of a vehicle. With the vehicle moving at a set, slow speed within a specified range, and the park brake off, a search technique is used, wherein the brake hydraulic pressure is reduced by application of a control signal of a selected test value to apply the brake. When the selected test value is reached, it is held constant, and a condition in a HSU of the transmission is monitored for a change indicative of engagement of the park brake. This will expectedly be in the form of a pressure change and more particularly an increase indicating initial contact between the plates of the brake, and if the HSU change is not detected, the step will time out and another control signal value will be tested.

Abstract: A swash plate angle for a hydrostatic power unit of a continuously variable hydromechanical transmission is determined using a feedforward compensation term, to reduce reliance on closed loop control. The feedforward term is based on knowledge of the hydrostatic power unit determined as a function of knowledge of certain parameters, including, but not limited to, hydrostatic power unit pressure, swash plate angle, desired hydrostatic power unit ratio, and pump speed.