Multi-mode integrated starter-generator device with electromagnetic actuating assembly
阅读说明:本技术 具有电磁致动组件的多模式集成式起动机-发电机装置 (Multi-mode integrated starter-generator device with electromagnetic actuating assembly ) 是由 史蒂文·R·弗莱尔曼 莉萨·R·劳埃德 斯泰西·K·沃尔利 奥斯汀·B·史蒂芬斯 雅各布·E 于 2020-04-15 设计创作,主要内容包括:为具有发动机的作业车辆提供一种组合式起动机-发电机装置。所述组合式起动机-发电机装置包括:电动机械;齿轮组,齿轮组被配置成在第一动力流方向上和在第二动力流方向上耦接电动机械和发动机,齿轮组被配置成在第一动力流方向上以至少第一传动比、第二传动比和第三传动比中的一个传动比操作并在第二动力流方向上以至少第四传动比操作;至少一个离合器,所述至少一个离合器选择性地耦接至齿轮组以在第一动力流方向上实现第一传动比、第二传动比和第三传动比并在第二动力流方向上实现第四传动比;以及致动器组件,致动器组件包括至少一个电磁体,所述至少一个电磁体被配置成使所述至少一个离合器在脱离位置和接合位置之间选择性地切换。(A combined starter-generator apparatus is provided for a work vehicle having an engine. The combined starter-generator device comprises: an electric machine; a gear set configured to couple the electric machine and the engine in a first power flow direction and in a second power flow direction, the gear set configured to operate at one of at least a first gear ratio, a second gear ratio, and a third gear ratio in the first power flow direction and at least a fourth gear ratio in the second power flow direction; at least one clutch selectively coupled to the gear set to achieve a first gear ratio, a second gear ratio, and a third gear ratio in the first power flow direction and a fourth gear ratio in the second power flow direction; and an actuator assembly including at least one electromagnet configured to selectively switch the at least one clutch between a disengaged position and an engaged position.)
1. A combined starter-generator arrangement for a work vehicle having an engine, the combined starter-generator arrangement comprising:
an electric machine;
a gear set configured to receive rotational input from the electric machine and from the engine and to couple the electric machine and the engine in a first power flow direction and in a second power flow direction, the gear set configured to operate at one of at least a first gear ratio, a second gear ratio, or a third gear ratio in the first power flow direction and at least a fourth gear ratio in the second power flow direction;
at least one clutch selectively coupled to the gear set to achieve the first, second, and third gear ratios in the first power flow direction and the fourth gear ratio in the second power flow direction; and
an actuator assembly including at least one electromagnet configured to selectively switch the at least one clutch between a disengaged position in which the at least one clutch is decoupled from the gear set and an engaged position in which the at least one clutch is coupled to the gear set.
2. The combined starter-generator apparatus according to claim 1 wherein the actuator assembly includes a cam plate that is generally disc-shaped and has a first cam plate face and a second cam plate face opposite the first cam plate face and oriented toward the at least one clutch, the cam plate including the at least one electromagnet configured to selectively switch the at least one clutch between the disengaged position and the engaged position.
3. The combined starter-generator arrangement of claim 2, further comprising at least one permanent magnet mounted to the at least one clutch, and
wherein the at least one electromagnet is configured to be selectively energized in a first energized state to generate a magnetic field in an opposite direction relative to the at least one permanent magnet such that the at least one permanent magnet is attracted to the at least one electromagnet, and the at least one electromagnet is configured to be selectively energized in a second energized state to generate a magnetic field in the same direction relative to the at least one permanent magnet such that the at least one permanent magnet is repelled by the at least one electromagnet.
4. The combined starter-generator device according to claim 3,
wherein the at least one clutch includes a first clutch and a second clutch, each of the first and second clutches being selectively positionable between the engaged position and the disengaged position, and
wherein the at least one electromagnet includes at least one first electromagnet configured to selectively reposition the first clutch between the engaged position and the disengaged position and at least one second electromagnet configured to selectively reposition the second clutch between the engaged position and the disengaged position.
5. The combined starter-generator device according to claim 4,
wherein the at least one permanent magnet includes at least one first permanent magnet mounted on the first clutch and positioned adjacent to and cooperating with the at least one first electromagnet of the cam plate and at least one second permanent magnet mounted on the second clutch and positioned adjacent to and cooperating with the at least one second electromagnet of the cam plate,
wherein when the at least one first electromagnet is energized in the first energized state relative to the at least one first permanent magnet, the first clutch is attracted relative to the cam plate and positioned in the disengaged position, and when the at least one first electromagnet is energized in the second energized state relative to the at least one first permanent magnet, the first clutch is repelled relative to the cam plate and positioned in the engaged position, and
wherein when the at least one second electromagnet is energized in the first energized state relative to the at least one second permanent magnet, the second clutch is attracted relative to the cam plate and positioned in the disengaged position, and when the at least one second electromagnet is energized in the second energized state relative to the at least one second permanent magnet, the second clutch is repelled relative to the cam plate and positioned in the engaged position.
6. The combined starter-generator device according to claim 5,
wherein the first and second clutches are dog clutches and the second clutch is concentrically disposed within the first clutch when the first and second clutches are in the disengaged position.
7. The combined starter-generator device according to claim 6,
wherein the at least one clutch further includes a third clutch selectively positionable between the engaged position and the disengaged position, the first clutch and the second clutch being concentrically disposed within the third clutch when the first clutch and the second clutch are in the disengaged position.
8. The combined starter-generator arrangement of claim 7 further comprising a housing having a rotatable housing portion and a stationary housing portion, the gear set, the first, second and third clutches, and at least a portion of the actuator assembly being housed within the rotatable housing portion,
wherein the at least one electromagnet further comprises at least one third electromagnet positioned adjacent to and cooperating with the third clutch, and
wherein the at least one third electromagnet is configured to be energized to attract the third clutch such that the third clutch is positioned in the disengaged position.
9. The combined starter-generator device according to claim 8,
wherein the actuator assembly further comprises a spring positioned between the third clutch and the housing,
wherein when the at least one third electromagnet is energized and the third clutch is in the disengaged position, the spring is compressed, and
wherein the at least one third electromagnet is configured to be de-energized to release the third clutch such that the spring forces the third clutch toward the gear set and into the engaged position.
10. The combined starter-generator device according to claim 9,
wherein the first clutch comprises at least one first clutch tooth, the second clutch comprises at least one second clutch tooth, and the third clutch comprises at least one third clutch tooth, and
wherein the at least one first clutch tooth, the at least one second clutch tooth, and the at least one third clutch tooth are engaged with the gear set in the respective engaged positions of the first clutch, the second clutch, and the third clutch.
11. The combined starter-generator device according to claim 10,
wherein the gear set comprises a compound epicyclic gear train comprising an input shaft, first and second stage sun gears, first and second stage planet gears, first and second stage carriers, and a ring gear, wherein the first stage planet gear carrier is splined to the second stage sun gear;
wherein in an engine cold start mode, the first clutch is in the engaged position to fix the second stage planetary gear carrier and the second clutch and the third clutch are in the disengaged position, and further, rotational power from the electric machine moves in the first power flow direction at the first gear ratio from the input shaft to the first stage sun gear, to the first stage planetary gear carrier, to the second stage sun gear, to the second stage planetary gear, and to the ring gear, out of the ring gear and to the engine; and is
Wherein in an engine hot start mode, the second clutch is in the engaged position to fix the first stage planetary gear carrier, and the first clutch and the third clutch are in the disengaged position, and further, rotational power from the electric machine moves in the first power flow direction at the second gear ratio from the input shaft to the first stage sun gear, to the first stage planetary gear, and to the ring gear, out of the ring gear, and to the engine.
12. The combined starter-generator device according to claim 11,
wherein, in a boost mode, the third clutch is in the engaged position to couple the first stage planet carrier to the ring gear and the first and second clutches are in the disengaged position, and further, rotational power from the electric machine moves in the first power flow direction at the third gear ratio from the input shaft to the first and second stage sun gears, to the first and second stage planet gears, and to the ring gear, out of the ring gear, and to the engine;
wherein, in a power generating mode, the third clutch is in the engaged position to couple the first stage planetary gear carrier to the ring gear and the first and second clutches are in the disengaged position, and further, rotational power from the engine moves in the second power flow direction at the fourth gear ratio from the ring gear to the first and second stage planetary gears, to the first and second stage sun gears, and to the input shaft, out of the input shaft, and to the electric machine.
13. The combined starter-generator arrangement according to claim 12 wherein each of the third and fourth gear ratios is a 1: 1 gear ratio across the gear set, and wherein the first gear ratio is greater than the second gear ratio and the second gear ratio is greater than the third gear ratio.
14. A drive train assembly for a work vehicle, comprising:
an engine;
an electric machine;
a gear set configured to receive rotational input from the electric machine and from the engine and to couple the electric machine and the engine in a first power flow direction and in a second power flow direction, the gear set configured to operate at one of at least a first, second, or third gear ratio in the first power flow direction and at least a fourth gear ratio in the second power flow direction;
at least one clutch selectively coupled to the gear set to achieve the first, second, and third gear ratios in the first power flow direction and the fourth gear ratio in the second power flow direction;
at least one permanent magnet mounted on the at least one clutch;
an actuator assembly including a cam plate that is generally disc-shaped and has a first cam plate face and a second cam plate face that is opposite the first cam plate face and that is oriented toward the at least one clutch, the cam plate including at least one electromagnet configured to selectively switch the at least one clutch between a disengaged position in which the at least one clutch is decoupled from the gear set and an engaged position in which the at least one clutch is coupled to the gear set; and
a controller coupled to the at least one electromagnet to:
selectively energizing the at least one electromagnet in a first energized state to generate a magnetic field in an opposite direction relative to the at least one permanent magnet such that the at least one permanent magnet is attracted to the at least one electromagnet; and
selectively energizing the at least one electromagnet in a second energized state to generate a co-directional magnetic field relative to the at least one permanent magnet such that the at least one permanent magnet is repelled by the at least one electromagnet.
15. The drive train component of claim 14,
wherein the at least one clutch includes a first clutch and a second clutch, each of the first and second clutches being selectively positionable between the engaged position and the disengaged position, and
wherein the at least one electromagnet includes at least one first electromagnet configured to selectively reposition the first clutch between the engaged position and the disengaged position and at least one second electromagnet configured to selectively reposition the second clutch between the engaged position and the disengaged position.
16. The drive train component of claim 15,
wherein the at least one permanent magnet comprises at least one first permanent magnet mounted on the first clutch and positioned adjacent to and cooperating with the at least one first electromagnet of the cam plate and at least one second permanent magnet mounted on the second clutch and positioned adjacent to and cooperating with the at least one second electromagnet of the cam plate;
wherein when the at least one first electromagnet is energized in the first energized state relative to the at least one first permanent magnet, the first clutch is attracted relative to the cam plate and positioned in the disengaged position, and when the at least one first electromagnet is energized in the second energized state relative to the at least one first permanent magnet, the first clutch is repelled relative to the cam plate and positioned in the engaged position, and
wherein when the at least one second electromagnet is energized in the first energized state relative to the at least one second permanent magnet, the second clutch is attracted relative to the cam plate and positioned in the disengaged position, and when the at least one second electromagnet is energized in the second energized state relative to the at least one second permanent magnet, the second clutch is repelled relative to the cam plate and positioned in the engaged position.
17. The drive train component of claim 16,
wherein the first and second clutches are dog clutches and the second clutch is concentrically disposed within the first clutch when the first and second clutches are in the disengaged position, and wherein the at least one clutch further comprises a third clutch selectively positionable between the engaged position and the disengaged position, the first and second clutches being concentrically disposed within the third clutch when the first and second clutches are in the disengaged position.
18. The drive train component of claim 17,
further comprising a housing having a rotatable housing portion and a stationary housing portion, at least portions of the gear set, the first, second and third clutches, and the actuator assembly being contained within the housing,
wherein the at least one electromagnet further comprises at least one third electromagnet positioned adjacent to and cooperating with the third clutch, and
wherein the at least one third electromagnet is configured to be energized to attract the third clutch such that the third clutch is positioned in the disengaged position.
19. The drive train component of claim 18,
wherein the actuator assembly further comprises a spring positioned between the third clutch and the rotatable housing portion,
wherein when the at least one third electromagnet is energized and the third clutch is in the disengaged position, the spring is compressed, and
wherein the at least one third electromagnet is configured to be de-energized to release the third clutch such that the spring forces the third clutch toward the gear set and into the engaged position.
20. The drive train component of claim 19,
wherein the first clutch comprises at least one first clutch tooth, the second clutch comprises at least one second clutch tooth, and the third clutch comprises at least one third clutch tooth, and wherein the at least one first clutch tooth, the at least one second clutch tooth, and the at least one third clutch tooth are engaged with the gear set in the respective engaged positions of the first clutch, the second clutch, and the third clutch,
wherein the gear set comprises a compound epicyclic gear train comprising an input shaft, first and second stage sun gears, first and second stage planet gears, first and second stage carriers, and a ring gear, wherein the first stage planet gear carrier is splined to the second stage sun gear,
wherein in an engine cold start mode, the first clutch is in the engaged position to fix the second stage planetary gear carrier and the second clutch and the third clutch are in the disengaged position, and further, rotational power from the electric machine moves in the first power flow direction from the input shaft to the first stage sun gear, to the first stage planetary gear carrier, to the second stage sun gear, to the second stage planetary gear, and to the ring gear, out of the ring gear and to the engine at the first gear ratio,
wherein in an engine hot start mode, the second clutch is in the engaged position to fix the first stage planetary gear carrier, and the first clutch and the third clutch are in the disengaged position, and further, rotational power from the electric machine moves in the first power flow direction at the second gear ratio from the input shaft to the first stage sun gear, to the first stage planetary gear, and to the ring gear, out of the ring gear, and to the engine,
wherein, in a boost mode, the third clutch is in the engaged position to couple the first stage planet carrier to the ring gear and the first and second clutches are in the disengaged position, and further, rotational power from the electric machine moves in the first power flow direction at the third gear ratio from the input shaft to the first and second stage sun gears, to the first and second stage planet gears, and to the ring gear, out of the ring gear, and to the engine, and
wherein, in a power generating mode, the third clutch is in the engaged position to couple the first stage planetary gear carrier to the ring gear and the first and second clutches are in the disengaged position, and further, rotational power from the engine moves in the second power flow direction at the fourth gear ratio from the ring gear to the first and second stage planetary gears, to the first and second stage sun gears, and to the input shaft, out of the input shaft, and to the electric machine.
Technical Field
The present disclosure relates to work vehicle power systems including arrangements for starting and generating power from mechanical power equipment.
Background
While it is becoming increasingly common to employ hybrid power sources (e.g., engines and electric motors), work vehicles, such as those used in agriculture, construction, and forestry, and other conventional vehicles may be powered by internal combustion engines (e.g., diesel engines). In any event, the engine remains the primary power source of the work vehicle and requires mechanical input from the starter to initiate rotation of the crankshaft and reciprocation of the piston within the cylinder. The torque requirements to start the engine are high, especially for large diesel engines that are common in heavy machinery.
The work vehicle additionally includes a subsystem that requires electrical energy. To power these subsystems of the work vehicle, an alternator or generator may be used to utilize a portion of the engine power to produce AC or DC electrical energy. The battery of the work vehicle is then charged by converting the current from the alternator. Conventionally, a belt, straight belt, or serpentine belt couples the output shaft of the engine to an alternator to produce AC electrical power. The torque demand to generate current from an operating engine is significantly lower than the torque demand for engine starting. In order to properly transmit power between the engine and the battery to both start the engine and generate electrical energy, many different components and devices are typically required, creating problems with size, cost, and complexity.
Disclosure of Invention
The present disclosure provides a combined engine starter and generator device with an integrated transmission, such as may be used in a work vehicle for engine cold start and generating electrical energy, serving the dual purpose of an engine starter and alternator, with more robust power transfer to and from the engine in both cases.
In one aspect of the present disclosure, a combined starter-generator arrangement for a work vehicle having an engine is provided. The combined starter-generator device comprises: an electric machine; a gear set configured to receive rotational input from the electric machine and from the engine and to couple the electric machine and the engine in a first power flow direction and in a second power flow direction, the gear set configured to operate at one of at least a first, second, or third gear ratio in the first power flow direction and at least a fourth gear ratio in the second power flow direction; at least one clutch selectively coupled to the gear set to achieve the first, second, and third gear ratios in the first power flow direction and the fourth gear ratio in the second power flow direction; and an actuator assembly including at least one electromagnet configured to selectively switch the at least one clutch from a disengaged position in which the at least one clutch is decoupled from the gear set and an engaged position in which the at least one clutch is coupled to the gear set.
In another aspect, the present disclosure provides a drivetrain assembly for a work vehicle. The drive train assembly includes: an engine; an electric machine; a gear set configured to receive rotational input from the electric machine and from the engine and to couple the electric machine and the engine in a first power flow direction and in a second power flow direction, the gear set configured to operate at one of at least a first, second, or third gear ratio in the first power flow direction and at least the fourth gear ratio in the second power flow direction; at least one clutch selectively coupled to the gear set to achieve the first, second, and third gear ratios in the first power flow direction and the fourth gear ratio in the second power flow direction; at least one permanent magnet mounted on the at least one clutch; and an actuator assembly including a cam plate that is generally disc-shaped and has a first cam plate face and a second cam plate face that is opposite the first cam plate face and is oriented toward the at least one clutch. The cam plate also includes at least one electromagnet configured to selectively switch the at least one clutch between a disengaged position in which the at least one clutch is decoupled from the gear set and an engaged position in which the at least one clutch is coupled to the gear set. The drive train assembly further includes a controller coupled to the at least one electromagnet to: selectively energizing the at least one electromagnet in a first energized state to generate a magnetic field in an opposite direction relative to the at least one permanent magnet such that the at least one permanent magnet is attracted to the at least one electromagnet; and selectively energizing the at least one electromagnet in a second energized state to generate a co-directional magnetic field relative to the at least one permanent magnet such that the at least one permanent magnet is repelled by the at least one electromagnet.
The details of one or more embodiments are set forth in the accompanying drawings and the description below. Other features and advantages will be apparent from the description and drawings, and from the claims.
Drawings
FIG. 1 is a schematic side view of an example work vehicle in the form of an agricultural tractor in which the disclosed integrated starter-generator apparatus may be used;
FIG. 2 is a simplified, partial isometric view of an engine of the work vehicle of FIG. 1, illustrating an example of a mounting location of an example starter-generator device;
FIG. 3 is a portion of a power transmission arrangement of the work vehicle of FIG. 1 with an example starter-generator arrangement;
FIG. 4A is a first cross-sectional view of a power transfer assembly of an example starter-generator arrangement that may be implemented in the work vehicle of FIG. 1;
FIG. 4B is a second cross-sectional view (approximately 45 from the view of FIG. 4A) of a power transfer assembly of the example starter-generator arrangement that may be implemented in the work vehicle of FIG. 1;
FIG. 5 is an isometric view of a clutch arrangement that may be included in the power transmission assembly of FIGS. 4A and 4B for an example starter-generator arrangement;
FIG. 6 is another isometric view of a portion of the clutch arrangement of FIG. 5 for an example starter-generator arrangement;
FIG. 7 is another isometric view of a portion of the clutch arrangement of FIG. 5 for an example starter-generator arrangement;
FIG. 8 is a first side isometric view of a high speed clutch of the clutch arrangement of FIG. 5 for an example starter-generator arrangement;
FIG. 9A is a first side isometric view of an actuator assembly cam plate of the clutch arrangement of FIG. 5 for an example starter-generator device;
FIG. 9B is a second side isometric view of an actuator assembly cam plate of the clutch arrangement of FIG. 9A for the example starter-generator device;
FIG. 10 is a partial cross-sectional view of the power transmission assembly of FIG. 4A during an engine cold start mode for the example starter-generator arrangement;
FIG. 11 is a partial cross-sectional view of the power transmission assembly of FIG. 4A during a hot engine start mode for the example starter-generator arrangement;
FIG. 12 is a partial cross-sectional view of the power transmission assembly of FIG. 4B for the example starter-generator arrangement during an engine boost mode; and is
FIG. 13 is a partial cross-sectional view of the power transmission assembly of FIG. 4B for the exemplary starter-generator arrangement during a generating mode.
In the various drawings, the same or similar reference numbers refer to the same or similar elements.
Detailed Description
One or more example embodiments of the disclosed starter-generator apparatus are described below, as shown in the inset of the drawings briefly described above. Various modifications to the example embodiments may be apparent to those skilled in the art.
As used herein, unless otherwise limited or modified, a list of elements that have one or more of the "or at least one of the" preceding phrases "separated by a conjunctive term (e.g.," and ") indicates a configuration or arrangement that may include the individual elements in the list, or any combination thereof. For example, "at least one of A, B and C" or "one or more of A, B and C" indicates that it is possible to have only a, only B, only C, or any combination of two or more of A, B and C (e.g., a and B; B and C; a and C or A, B and C).
As used herein, the term "axial" refers to a dimension that is generally parallel to the axis of rotation, axis of symmetry, or centerline of one or more components. For example, in a cylinder or disc having a centerline and opposing, generally circular ends or faces, an "axial" dimension may refer to a dimension extending generally parallel to the centerline between the opposing ends or faces. In some instances, the term "axial" may be used with respect to components that are not cylindrical (or otherwise radially symmetric). For example, for a rectangular housing containing a rotating shaft, the "axial" dimension may be considered to be a dimension generally parallel to the axis of rotation of the shaft. Further, the term "radially" as used herein may refer to the size or relationship of components relative to a line extending outward from a common centerline, axis, or similar reference (e.g., a line in a plane of a cylinder or disk perpendicular to the centerline or axis). In some instances, the components may be considered "radially" symmetric, even if one or both of the components is not cylindrical (or otherwise radially symmetric). Furthermore, the terms "axial" and "radial" (or any derivative thereof) may include directional relationships other than precise alignment with (e.g., tilt relative to) true axial and radial dimensions, provided that the relationship is primarily in the respective nominal axial or radial dimension. Additionally, the term "circumferential" may refer to a common tangential dimension perpendicular to both the radial and axial dimensions about the axis.
Many conventional vehicle power systems include an internal combustion engine and/or one or more batteries (or other chemical sources of power) that power various components and subsystems of the vehicle. In some electric vehicles, a battery pack powers the entire vehicle including the drive wheels to move the vehicle. In hybrid gasoline-powered and electric vehicles, the prime mover power may alternate between engine power and electric motor power, or the engine power may be supplemented by electric motor power. In still other conventional vehicles, the electrical system is used to initiate an engine start and run the non-drive electrical system of the vehicle. In the latter case, the vehicle typically has a starter motor powered by the vehicle battery to rotate the engine crankshaft to move the piston within the cylinder. In other scenarios, the power system may provide boost to an operating engine.
Some engines (e.g., diesel engines) initiate combustion by compression of fuel, while other engines rely on a battery-powered spark generator (e.g., a spark plug) to initiate combustion. Once the engine is operating at a sufficient speed, the power system may obtain engine power to power the electrical system and to charge the battery. Typically, such power harvesting is performed with an alternator or other type of electrical generator. An alternator converts Alternating Current (AC) electrical energy to Direct Current (DC) electrical energy that can be used by batteries and vehicle electrical components by passing the AC electrical energy through an inverter (e.g., a diode rectifier). Conventional alternators utilize power from an engine by coupling the rotor of the alternator to the output shaft of the engine (or a component coupled thereto). Historically, this has been accompanied by the use of a dedicated belt, but in more modern vehicles, the alternator is one of several devices coupled to (and therefore powered by) the engine via a single "serpentine" belt.
In certain applications, such as in certain heavy machinery and work vehicles, conventional arrangements having separate starter and generator components may be disadvantageous. Such separate components require separate housings, which may require separate sealing or protection from the working environment and/or occupy separate locations within the limited space of the engine compartment. Other engine compartment layout complexity issues may also arise.
One or more example embodiments of an improved vehicle powertrain system that addresses one or more of these (or other) issues with conventional systems are described below. In one aspect, the disclosed system includes a combined or integrated device that performs the engine starting function of the starter motor and the power generating function of the generator. The device is referred to herein as an integrated starter-generator device ("ISG" or "starter-generator"). At least in some embodiments of the system, this term is used herein with no certainty as to the type of power (i.e., AC or DC power) generated by the device. In some embodiments, the starter-generator device may be used to generate electricity in a manner that one skilled in the art may consider the "generator" device to directly produce DC current. However, as used herein, the term "generator" will be meant to produce electrical energy having a static polarity or an alternating polarity (i.e., AC or DC). Thus, in the particular case of a starter-generator arrangement, the generating function is similar to that of a conventional alternator and produces AC power which is then rectified to DC power either within or outside the starter-generator arrangement.
In certain embodiments, the starter-generator arrangement may include a direct mechanical power coupling to the engine that avoids the use of a belt between the engine and the starter-generator arrangement. For example, a starter-generator arrangement may include within its housing a power transfer assembly having a gear set directly coupled to an output shaft of the engine. The gear set may take any of a variety of forms including arrangements with meshing spur or other gears and with one or more planetary gear sets. A large gear reduction ratio may be achieved through the transmission assembly so that a single electric machine (i.e., motor or generator) may be used and operated at a suitable rotational speed for one or more of the engine start type and the electric generation type. Direct power coupling between the starter-generator device and the engine may increase system reliability, cold start performance, and power generation of the system.
Additionally, in certain embodiments, the starter-generator arrangement may have a power transfer assembly that automatically and/or selectively shifts gear ratios (i.e., shifts between power flow paths having different gear ratios). By way of example, the transmission assembly may include one or more passive or active engagement components that engage or disengage to enable power transmission through the power flow path. In this manner, a bi-directional clutch or other clutch (or other) configuration may be employed to perform the starting and generating functions using appropriate control hardware. Due to the bi-directional nature of the power transfer assembly, the power transmission belt arrangement may be implemented with only a single belt tensioner, thereby providing a relatively compact and simple assembly. In addition to providing torque in two different power flow directions, the gear sets may also be configured and arranged to provide power transfer from the electric machine to the engine at one of two different speeds (e.g., according to different gear ratios). The selection of the rotational speed may provide additional functionality and flexibility to the power transfer assembly.
In one example, the combined starter-generator may further include a clutch arrangement having a first clutch, a second clutch, and a third clutch actuated with an electromagnet mounted on a cam plate of the cam actuator assembly. In one example, one or more of the plurality of clutches may have permanent magnets that interact with corresponding electromagnets on the cam plate based on the nature of the current supplied to the electromagnets. In this manner, the clutch is repulsed and attracted relative to the cam plate to axially shift between the engaged and disengaged positions, thereby modifying the power flow within the power transfer assembly.
Each of the embodiments will be discussed in greater detail below.
Referring to the drawings, an example work vehicle powertrain will be described in detail as a powertrain component. As will be apparent from the discussion herein, the disclosed system may be advantageously used in various settings and with various machines. For example, referring now to fig. 1, a powertrain system (or driveline component) 110 may be included in a work vehicle 100, the work vehicle 100 depicted as an agricultural tractor. However, it will be understood that other configurations may be possible, including the following: work vehicle 100 is a different type of tractor, or work vehicle 100 is a work vehicle used in agriculture or other aspects of the construction and forestry industries (e.g., harvesters, log harvesters, motor graders, etc.). It will further be appreciated that aspects of the powertrain 110 may also be used in non-work vehicle and non-vehicle applications (e.g., fixed location devices).
Briefly, work vehicle 100 has a main frame or chassis 102 supported by ground engaging wheels 104, at least the front wheels of ground engaging wheels 104 being steerable. The chassis 102 supports a power system (or equipment) 110 and a cab 108, with operator interfaces and controls (e.g., various joysticks, switch levers, buttons, touch screens, keyboards, microphones associated with voice recognition systems, and microphones) disposed in the cab 108.
As schematically shown, the powertrain 110 includes an engine 120, an integrated starter-generator device 130, a battery 140, and a controller 150. Engine 120 may be an internal combustion engine or other suitable power source suitably coupled to drive work vehicle 100 via wheels 104, either automatically or based on commands from an operator. Battery 140 may represent any one or more suitable energy storage devices that may be used to provide electrical energy to various systems of work vehicle 100.
The starter-generator arrangement 130 couples the engine 120 to the battery 140 such that the engine 120 and the battery 140 can selectively interact in at least four modes. In a first engine start mode (or engine cold start mode), the starter-generator device 130 converts electrical energy from the battery 140 into mechanical energy to drive the engine 120 at a first gear ratio corresponding to a relatively high rotational speed (e.g., during a relatively cold start of the engine). In a second engine starting mode (or engine warm-start mode), the starter-generator device 130 converts electrical energy from the battery 140 into mechanical energy to drive the engine 120 at a second gear ratio corresponding to a relatively low speed (e.g., during a relatively warm start of the engine). In the third mode (or supercharging mode), the starter-generator device 130 converts electrical energy from the battery 140 into mechanical energy to drive the engine 120 at a third gear ratio corresponding to a relatively low rotational speed for engine supercharging. In a fourth mode (or generating mode), the starter-generator device 130 converts mechanical energy from the engine 120 to electrical energy at a fourth (or third) gear ratio to charge the battery 140. Additional operational details regarding the starter-generator device 130 during the engine start mode, during the boost mode, and during the generate mode are provided below.
As introduced above, the controller 150 may be considered part of the powertrain 110 to control various aspects of the work vehicle 100, particularly the characteristics of the powertrain 110. Controller 150 may be a work vehicle Electronic Controller Unit (ECU) or a dedicated controller. In some embodiments, controller 150 may be configured to receive input commands and interface with an operator via a human machine interface or operator interface (not shown), as well as to receive input commands from various sensors, units, and systems onboard or remote from work vehicle 100; and in response, controller 150 generates one or more types of commands to be implemented by powertrain 110 and/or various systems of work vehicle 100. In one example and as discussed in greater detail below, the controller 150 may control current to an electromagnet associated with the actuator assembly to engage and/or disengage a clutch within the starter-generator device 130. Other mechanisms for controlling such clutches may also be provided.
In general, the controller 150 may be configured as a computing device having an associated processor device and memory architecture, as a hydraulic, electrical, or electro-hydraulic controller, or other controller. As such, controller 150 may be configured to perform various computing and control functions with respect to power system 110 (and other machines). Controller 150 may be in electronic, hydraulic, or other communication with various other systems or devices of work vehicle 100. For example, controller 150 may be in electronic or hydraulic communication with various actuators, sensors, and other devices within (or external to) work vehicle 100, including various devices associated with power system 110. Generally, the controller 150 generates command signals based on operator inputs, operating conditions, and routines and/or schedules stored in memory. For example, an operator may provide input to the controller 150 via an operator input device indicating an appropriate mode or at least partially defining an operating condition under which the appropriate mode is selected by the controller 150. In some examples, the controller 150 may additionally or alternatively operate automatically without input from a human operator. The controller 150 may communicate with other systems or devices, including other controllers, in a variety of known ways, including via a CAN bus (not shown), via wireless or hydraulic communication devices, or otherwise.
Additionally, the powertrain 110 and/or the work vehicle 100 may include a hydraulic system 152 having one or more electro-hydraulic control valves (e.g., solenoid valves) that facilitate hydraulic control of various vehicle systems, particularly in connection with the starter-generator device 130. The hydraulic system 152 may also include various pumps, lines, hoses, pipes, tanks, and the like. The hydraulic system 152 may be electrically activated and controlled based on signals from the controller 150.
In one example, the starter-generator device 130 includes a power-transfer assembly (or transmission) 132, an electric machine or motor 134, and an inverter/rectifier device 136, each of which may be operated in accordance with command signals from a controller 150. The
Referring briefly to fig. 2, fig. 2 depicts a simplified partial isometric view of the starter-generator device 130 relative to an example mounting location of the engine 120. In the depicted example, the integrated starter-generator device 130 is mounted directly and compactly to the engine 120 so as not to protrude significantly from the engine 120 (thereby enlarging the engine compartment space envelope) or interfere with various plumbing and service points (e.g., oil lines and fill openings, etc.). Notably, the starter-generator device 130 may be generally mounted on or near the engine 120, at a location suitable for coupling to an engine power transmitting element (e.g., the crankshaft 122 as employed in fig. 1).
Referring additionally to fig. 3, fig. 3 is a simplified schematic illustration of a power transmission belt arrangement 200 between the
The
The power transmission belt arrangement 200 includes a first pulley 210 disposed on the second power transmission element 135 of the
Due to the bidirectional configuration, the power transmission belt arrangement 200 may include only a single belt tensioner 240 for applying tension to a single side of the belt 230 in both directions D1, D2. The use of a single belt tensioner 240 to tension the belt 230 is advantageous over designs requiring multiple belt tensioners because it reduces parts and complexity. As described below, the bidirectional configuration and associated simplified power transmission belt arrangement 200 can be achieved by the bidirectional nature of the gear sets in the
In one example, fig. 4A and 4B depict cross-sectional views of a
Referring first to FIG. 4A, the
As shown, the
At the first side 308, the
The
The planetary gear set 320 includes a first
The first stage planet gears 324 are supported by a first
The gear set 320 also includes a
As shown, the
The gear set 320 also includes a second
As will now be described in greater detail, the
Generally, the
As schematically illustrated in the combination of fig. 4A and 4B, the gear set 320 includes a number of
As best shown in fig. 4A, the first engagement element 470 may be in the form of one or more slots or locks on the second stage
As best shown in fig. 4A, the second engagement element 472 may be in the form of one or more slots or locks on the second
As best shown in fig. 4B, the
Any suitable mechanism for engaging and disengaging the
Reference is now made to fig. 5-8, 9A, and 9B, which are isometric views of various aspects of
As best shown in fig. 5 and 7, the
The
The
As best shown in fig. 5 and 7, the
The
The
As best shown in fig. 6 and 8, the high-
The
As introduced hereinabove,
As best shown in fig. 9A and 9B, the
The mounting
The
The
The first set of
The second set of
The third set of
During operation, the
TABLE 1
Each mode will be discussed in more detail below with additional reference to fig. 10-13. Referring initially to FIG. 10, FIG. 10 is a partial cross-sectional view of the
Thus, with the
In the engine cold start mode, engine 120 may initially be deactivated and electric machine 134 is energized to operate as a motor by operator ignition activation in cab 108 of work vehicle 100. Specifically and with additional reference to fig. 3, the electric machine 134 rotates the pulley 220 in the first clock direction D1, thereby driving the belt 230 and the pulley 210 in the first clock direction D1. The pulley 210 drives the element 135 in the first clock direction D1 and, thus, the
In one example, the
Referring now to FIG. 11, FIG. 11 is a partial cross-sectional view of the
Thus, with the
In the engine warm start mode, the engine 120 may initially be inactive or active. In any case, the controller 150 energizes the electric machine 134 to operate as a motor. Specifically and with additional reference to fig. 3, the electromechanical machine 134 rotates the pulley 22 in the first clock direction D1, thereby driving the belt 230 and the pulley 210 in the first clock direction D1. The pulley 210 drives the element 135 in the first clock direction D1 and, thus, the
In one example, the
Referring now to FIG. 12, FIG. 12 is a partial cross-sectional view of
Thus, with the
In the boost mode, the engine 120 is active and the electric machine 134 operates as a motor. Specifically and with additional reference to fig. 3, the electric machine 134 rotates the pulley 220 in the first clock direction D1, thereby driving the belt 230 and the pulley 210 in the first clock direction D1. The pulley 210 drives the element 135 in the first clock direction D1 and, thus, the
As noted above, the second stage
In one example, the
Referring now to FIG. 13, FIG. 13 is a cross-sectional view of the
In the power generation mode, the engine 120 rotates the crankshaft 122 and the power transmission element 133 engaged with the
In one example, the
Thus, various embodiments of a vehicle electrical system have been described, including an integrated starter-generator arrangement. Various delivery components may be included in the device, thus reducing the space occupied by the system. The transfer assembly may provide and transition between a plurality of rotational speeds or gear ratios. One or more clutch arrangements may be used to selectively apply torque to the gear sets of the transmission assembly in both power flow directions. Direct mechanical engagement with the engine shaft reduces complexity and increases system reliability. The use of planetary gear sets in the transfer assemblies provides high gear reduction and torque capacity and reduced backlash in a compact space envelope (envelope). Due to the bi-directional nature of the power transfer assembly, the power transmission belt arrangement may be implemented with only a single belt tensioner, thereby providing a relatively compact and simple assembly. In addition, by using a power transmission belt arrangement with belts and pulleys to couple the electric machine with and transmit power between the electric machine and the power transmission assembly, rather than connecting and coupling the electric machine directly to the power transmission assembly, the electric machine may be mounted remotely from the transmission assembly to better fit the engine in the vehicle engine compartment. Additionally, by using belts and pulleys to couple the electric machine to the power transfer assembly, additional gear ratios (e.g., 4: 1 gear ratios) may be achieved. The embodiments discussed above include a dual planetary gear set, sun-in, ring-out configuration to provide an engine warm start mode and an engine cold start mode, and ring-in, sun-out configuration to provide a power generation mode. In this way, four modes of assembly can be provided.
Accordingly, the combination starter-generator may further include a clutch arrangement having a first clutch, a second clutch, and a third clutch, the first clutch, the second clutch, and the third clutch being actuated by an electromagnet mounted on a cam plate of a cam actuator assembly. In one example, one or more of the plurality of clutches may have permanent magnets that interact with corresponding electromagnets on the cam plate based on the nature of the current supplied to the electromagnets. In this manner, the plurality of clutches are repelled and attracted relative to the cam plate to axially shift between the engaged and disengaged positions to modify power flow within the power transfer assembly.
The following examples are also provided and numbered for reference.
1. A combined starter-generator arrangement for a work vehicle having an engine, the starter-generator arrangement comprising: an electric machine; a gear set configured to receive rotational input from the electric machine and from the engine and to couple the electric machine and the engine in a first power flow direction and in a second power flow direction, the gear set configured to operate at one of at least a first, second, or third gear ratio in the first power flow direction and at least a fourth gear ratio in the second power flow direction; at least one clutch selectively coupled to the gear set to achieve the first, second, and third gear ratios in the first power flow direction and the fourth gear ratio in the second power flow direction; and an actuator assembly including at least one electromagnet configured to selectively switch the at least one clutch between a disengaged position in which the at least one clutch is decoupled from the gear set and an engaged position in which the at least one clutch is coupled to the gear set.
2. The combined starter-generator apparatus of example 1, wherein the actuator assembly includes a cam plate that is generally disc-shaped and has a first cam plate surface and a second cam plate surface that is opposite the first cam plate surface and oriented toward the at least one clutch, the cam plate including at least one electromagnet configured to selectively switch the at least one clutch between the disengaged position and the engaged position.
3. The combined starter-generator apparatus of example 2, further comprising at least one permanent magnet mounted to the at least one clutch, and wherein the at least one electromagnet is configured to be selectively energized in a first energized state to generate an opposing magnetic field relative to the at least one permanent magnet such that the at least one permanent magnet is attracted to the at least one electromagnet, and the at least one electromagnet is configured to be selectively energized in a second energized state to generate a like directional magnetic field relative to the at least one permanent magnet such that the at least one permanent magnet is repelled by the at least one electromagnet.
4. The combined starter-generator apparatus of example 3, wherein the at least one clutch includes a first clutch and a second clutch, each of the first and second clutches being selectively positionable between the engaged position and the disengaged position, and wherein the at least one electromagnet includes at least one first electromagnet configured to selectively reposition the first clutch between the engaged position and the disengaged position and at least one second electromagnet configured to selectively reposition the second clutch between the engaged position and the disengaged position.
5. The combined starter-generator apparatus of example 4 wherein the at least one permanent magnet includes at least one first permanent magnet mounted on the first clutch and positioned adjacent and in engagement with the at least one first electromagnet of the cam plate and at least one second permanent magnet mounted on the second clutch and positioned adjacent and in engagement with the at least one second electromagnet of the cam plate, wherein when the at least one first electromagnet is energized in the first energized state relative to the at least one first permanent magnet, the first clutch is attracted and positioned in the disengaged position relative to the cam plate, and when the at least one first electromagnet is energized in the second energized state relative to the at least one first permanent magnet, the first clutch is repelled relative to the cam plate and positioned in the engaged position, and wherein when the at least one second electromagnet is energized in the first energized state relative to the at least one second permanent magnet, the second clutch is attracted relative to the cam plate and positioned in the disengaged position, and when the second clutch the at least one second electromagnet is energized in the second energized state relative to the at least one second permanent magnet, the second clutch is repelled relative to the cam plate and positioned in the engaged position.
6. The combined starter-generator apparatus of example 5, wherein the first and second clutches are dog clutches and the second clutch is concentrically disposed within the first clutch when the first and second clutches are in the disengaged position.
7. The combined starter-generator apparatus of example 6, wherein the at least one clutch further includes a third clutch selectively positionable between the engaged position and the disengaged position, the first and second clutches being concentrically arranged within the third clutch when the first and second clutches are in the disengaged position.
8. The combination starter-generator apparatus of example 7, further comprising a housing having a rotatable housing portion and a stationary housing portion, the gear set, the first, second, and third clutches, and at least a portion of the actuator assembly housed within the rotatable housing portion, wherein the at least one electromagnet further comprises at least one third electromagnet positioned adjacent to and in cooperation with the third clutch, and wherein the at least one third electromagnet is configured to be energized to attract the third clutch such that the third clutch is positioned in the disengaged position.
9. The combination starter-generator apparatus of example 8, wherein the actuator assembly further includes a spring positioned between the third clutch and the housing, wherein the spring is compressed when the at least one third electromagnet is energized and the third clutch is in the disengaged position, and wherein the at least one third electromagnet is configured to be de-energized to release the third clutch such that the spring forces the third clutch toward the gear set and into the engaged position.
10. The combined starter-generator arrangement of example 9 wherein the first clutch includes at least one first clutch tooth, the second clutch includes at least one second clutch tooth, and the third clutch includes at least one third clutch tooth, and wherein the at least one first clutch tooth, the at least one second clutch tooth, and the at least one third clutch tooth are engaged with the gear set in respective engaged positions of the first clutch, second clutch, and third clutch,
11. the combined starter-generator apparatus of example 10, wherein the gear set comprises a compound epicyclic gear train including an input shaft, first and second stage sun gears, first and second stage planet gears, first and second stage carriers, and a ring gear, wherein the first stage planet gear carrier is splined to the second stage sun gear; wherein, in an engine cold start mode, the first clutch is in the engaged position to fix the second stage planetary gear carrier and the second and third clutches are in the disengaged position, and further, rotational power from the electric machine moves in the first power flow direction at the first gear ratio from the input shaft to the first stage sun gear, to the first stage planetary gear carrier, to the second stage sun gear, to the second stage planetary gear, and to the ring gear, out of the ring gear and to the engine; and wherein in an engine hot start mode, the second clutch is in the engaged position to fix the first stage planetary gear carrier and the first clutch and the third clutch are in the disengaged position, and further, rotational power from the electric machine moves in the first power flow direction at the second gear ratio from the input shaft to the first stage sun gear, to the first stage planetary gear, and to the ring gear, out of the ring gear, and to the engine.
12. The combined starter-generator apparatus of example 11 wherein, in a boost mode, the third clutch is in the engaged position to couple the first stage planetary gear carrier to the ring gear and the first and second clutches are in the disengaged position, and further rotational power from the electric machine moves in the first power flow direction at the third gear ratio from the input shaft to the first and second stage sun gears, to the first and second stage planetary gears, and to the ring gear, out of the ring gear, and to the engine; wherein, in a power generating mode, the third clutch is in the engaged position to couple the first stage planetary gear carrier to the ring gear and the first and second clutches are in the disengaged position, and further, rotational power from the engine moves in the second power flow direction at the fourth gear ratio from the ring gear to the first and second stage planetary gears, to the first and second stage sun gears, and to the input shaft, out of the input shaft, and to the electric machine.
13. The hybrid starter-generator apparatus according to example 12, wherein each of the third and fourth gear ratios is a 1: 1 gear ratio across the gear set, and wherein the first gear ratio is greater than the second gear ratio and the second gear ratio is greater than the third gear ratio.
14. A drive train assembly for a work vehicle, comprising: an engine; an electric machine; a gear set configured to receive rotational input from the electric machine and from the engine and to couple the electric machine and the engine in a first power flow direction and in a second power flow direction, the gear set configured to operate at one of at least a first, second, or third gear ratio in the first power flow direction and at least a fourth gear ratio in the second power flow direction; at least one clutch selectively coupled to the gear set to achieve the first, second, and third gear ratios in the first power flow direction and the fourth gear ratio in the second power flow direction; at least one permanent magnet mounted on the at least one clutch; an actuator assembly including a cam plate that is generally disc-shaped and has a first cam plate face and a second cam plate face that is opposite the first cam plate face and that is oriented toward the at least one clutch, the cam plate including at least one electromagnet configured to selectively switch the at least one clutch between a disengaged position in which the at least one clutch is decoupled from the gear set and an engaged position in which the at least one clutch is coupled to the gear set; and a controller coupled to the at least one electromagnet to: selectively energizing the at least one electromagnet in a first energized state to generate a magnetic field in an opposite direction relative to the at least one permanent magnet such that the at least one permanent magnet is attracted to the at least one electromagnet; and selectively energizing the at least one electromagnet in a second energized state to generate a co-directional magnetic field relative to the at least one permanent magnet such that the at least one permanent magnet is repelled by the at least one electromagnet.
15. The drivetrain assembly of example 14, wherein the at least one clutch includes a first clutch and a second clutch, each of the first and second clutches being selectively positionable between the engaged and disengaged positions, and wherein the at least one electromagnet includes at least one first electromagnet configured to selectively reposition the first clutch between the engaged and disengaged positions and at least one second electromagnet configured to selectively reposition the second clutch between the engaged and disengaged positions, wherein the at least one permanent magnet includes at least one first permanent magnet mounted on the first clutch and positioned on the cam plate and at least one second permanent magnet Said at least one first electromagnet being mounted on said second clutch and positioned adjacent to and cooperating with said at least one second electromagnet of said cam plate; wherein the first clutch is attracted and positioned in the disengaged position relative to the cam plate when the at least one first electromagnet is energized in the first energized state relative to the at least one first permanent magnet, and the first clutch is repelled and positioned in the engaged position relative to the cam plate when the at least one first electromagnet is energized in the second energized state relative to the at least one first permanent magnet, and wherein the second clutch is attracted and positioned in the disengaged position relative to the cam plate when the at least one second electromagnet is energized in the first energized state relative to the at least one second permanent magnet, and the at least one second electromagnet is energized in the second energized state relative to the at least one second permanent magnet, the second clutch is repelled relative to the cam plate and positioned in the engaged position.
As will be appreciated by one skilled in the art, certain aspects of the disclosed subject matter may be embodied as a method, a system (e.g., a work vehicle control system included in a work vehicle), or a computer program product. Accordingly, certain embodiments may be embodied entirely in hardware, entirely in software (including firmware, resident software, micro-code, etc.) or in a combination of software and hardware aspects (as well as others). Furthermore, certain embodiments may take the form of a computer program product on a computer-usable storage medium having computer-usable program code embodied in the medium.
Any suitable computer usable or computer readable medium may be utilized. The computer usable medium may be a computer readable signal medium or a computer readable storage medium. A computer-usable or computer-readable storage medium (including storage devices associated with a computing device or client electronic device) may be, for example but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), or an optical storage device. In the context of this document, a computer-usable or computer-readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.
A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, at a base frequency or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium may be non-transitory and may be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.
Aspects of certain embodiments described herein may be described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the disclosure. It will be understood that each group of any such flowchart illustrations and/or block diagrams, and combinations of blocks in such flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the function/act specified in the flowchart and/or block diagram block or blocks.
The computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented method such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks.
Any flow charts and block diagrams in the figures or similar discussions above may illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block (or otherwise described herein) may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks (or operations) may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of any block diagram and/or flowchart illustration, and combinations of blocks in any block diagram and/or flowchart illustration, can be implemented by special purpose hardware-based systems that perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
The description of the present disclosure has been presented for purposes of illustration and description, but is not intended to be exhaustive or limited to the disclosure in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the disclosure. The embodiments specifically referenced herein were chosen and described in order to best explain the principles of the disclosure and its practical application, and to enable others of ordinary skill in the art to understand the disclosure and to recognize various alternatives, modifications, and variations to the described examples. Accordingly, various embodiments and implementations other than those explicitly described are within the scope of the following claims.