WO2019005717A1

WO2019005717A1 - Powertrain

Info

Publication number: WO2019005717A1
Application number: PCT/US2018/039384
Authority: WO
Inventors: Matthias WJ BYLTIAUW; Jeffrey M. DAVID; Thibault G. Devreese; Gordon M. Mcindoe; Thomas N. MCLEMORE; Travis J. Miller
Original assignee: Dana Limited
Priority date: 2017-06-26
Filing date: 2018-06-26
Publication date: 2019-01-03

Abstract

A powertrain including: a first motor/generator (23); a second motor/generator (24); an engine (21); a variator (22) operably coupled to the engine (21), wherein the variator is operably coupled to the first motor/generator (23); and a final gear set (26) operably coupled to the second motor/generator (24), wherein the final gear set (26) is configured to transmit rotational power out of the powertrain.

Description

ELECTRIC HYBRID POWERTRAINS HAVING A CONTINUOUSLY

VARIABLE TRANSMISSION

RELATED APPLICATIONS

The present application claims priority to U.S. Provisional patent application Ser. No. 62/524,757, filed on June 26, 2017 and U.S. Provisional patent application Ser. No. 62/537,696 filed on July 27, 2017, which are incorporated herein by reference in their entirety. BACKGROUND

Hybrid vehicles are enjoying increased popularity and acceptance due in large part to the cost of fuel and greenhouse carbon emission government regulations for internal combustion engine vehicles. Such hybrid vehicles include both an internal combustion engine as well as an electric motor to propel the vehicle.

In current designs for both consuming as well as storing electrical energy, a rotary shaft from a combination electric motor/generator is coupled by a gear train or planetary gear set to a main shaft of an internal combustion engine. As such, the rotary shaft for the electric motor/generator unit rotates in unison with the internal combustion engine main shaft at the fixed ratio of the hybrid vehicle design.

These fixed ratio designs have many disadvantages, for example, the electric motor/generator unit achieves its most efficient operation, both in the sense of generating electricity and also providing additional power to the main shaft of the internal combustion engine, only within a relatively narrow range of revolutions per minute of the motor/generator unit. Since the previously known hybrid vehicles utilized a fixed speed ratio between the motor/generator unit and the internal combustion engine main shaft, the motor/generator unit often operates outside its optimal speed range. As such, the overall hybrid vehicle operates at less than optimal efficiency. Therefore, there is a need for powertrain configurations that improve the efficiency of hybrid vehicles.

Regular series-parallel hybrid electric powertrains are two-motor hybrid electric vehicle (HEV) propulsion systems mated with a planetary gear. Mild or

SU BSTITUTE SH EET RU LE 26 full parallel hybrid systems often are single motor systems with a gearbox or continuously variable transmission (CVT) coupled with an electric machine. Coupling a variator with one electric machine enables the creation of a parallel HEV architecture with the variator functioning as a continuously variable transmission, and the motor providing the functionality of electric assist, starter motor capability, launch assist and regenerative braking. The dual motor variant opens up the possibility of a series-parallel hybrid electric vehicle (HEV) architecture.

Embodiments disclosed herein, coupled with a hybrid supervisory controller that chooses the path of highest efficiency from engine to wheel, provides a means to optimize the operation of the engine and motor/generator, thereby providing a hybrid powertrain that will operate at the best potential overall efficiency point in any mode and also provide torque variability, thereby leading to the best combination of powertrain performance and fuel efficiency that will exceed current industry standards especially in the mild-hybrid and parallel hybrid light vehicle segments.

SUMMARY

Provided herein is a powertrain including: a first motor/generator; a second motor/generator; an engine; a variator operably coupled to the engine, wherein the variator is operably coupled to the first motor/generator; and a final gear set operably coupled to the second motor/generator, wherein the final gear set is configured to transmit rotational power out of the powertrain.

In some embodiments, the variator is a ball-type variator having a plurality of balls, each ball provided with a tiltable axis of rotation, each ball in contact with a first traction ring assembly and a second traction ring assembly, and each ball operably coupled to a carrier.

In some embodiments, the powertrain further includes a first gear set coupled to variator and the first motor/generator.

In some embodiments, the powertrain further includes a clutch coupled to the variator and the final gear set.

In some embodiments, the first motor/generator is operably coupled to the second traction ring assembly.

SU BSTITUTE SH EET RU LE 26 In some embodiments, the powertrain further includes a second variator operably coupled to the second motor/generator and the final gear set.

In some embodiments, the second motor/generator is operably coupled to the variator.

In some embodiments, the engine is operably coupled to the first traction ring assembly.

In some embodiments, the powertrain further includes a planetary gear set including a ring gear, a planet carrier, and a sun gear, wherein the engine is operably coupled to the first traction ring assembly, wherein the first

motor/generator is operably coupled to the second traction ring assembly, and wherein the second motor/generator is operably coupled to the ring gear.

In some embodiments, the planet carrier is operably coupled to the second traction ring assembly.

In some embodiments, the first motor/generator is coupled to the sun gear.

In some embodiments, the powertrain further includes a first gear set arranged between the second traction ring assembly and the first

motor/generator.

In some embodiments, the powertrain further includes a first gear set arranged between the second motor/generator and the ring gear, the first gear set operably coupled to the final gear set.

In some embodiments, the powertrain further includes a second set arranged between the second motor/generator and the ring gear, the second gear set operably coupled to the final gear set.

In some embodiments, the powertrain further includes a one-way clutch operably coupled to the engine and the first traction ring assembly.

INCORPORATION BY REFERENCE

All publications, patents, and patent applications mentioned in this specification are herein incorporated by reference to the same extent as if each individual publication, patent, or patent application was specifically and individually indicated to be incorporated by reference.

SU BSTITUTE S BRIEF DESCRIPTION OF THE DRAWINGS

Novel features of the invention are set forth with particularity in the appended claims. A better understanding of the features and advantages of the present invention will be obtained by reference to the following detailed description that sets forth illustrative embodiments, in which the principles of the invention are utilized, and the accompanying drawings of which:

Figure 1 is a schematic diagram of an electric hybrid powertrain having a two motor/generators and an engine.

Figure 2 is a schematic diagram of one embodiment of an electric hybrid powertrain incorporating a variator.

Figure 3 is a schematic diagram of another embodiment of an electric hybrid powertrain incorporating a variator.

Figure 4 is a schematic diagram of another embodiment of an electric hybrid powertrain incorporating variator.

Figure 5 is a schematic diagram of another embodiment of an electric hybrid powertrain incorporating a variator.

Figure 6 is a schematic diagram of another embodiment of an electric hybrid powertrain incorporating two variators.

Figure 7 is a schematic diagram of another embodiment of an electric hybrid powertrain having a variator.

Figure 8 is a schematic diagram of another embodiment of an electric hybrid powertrain having a variator.

Figure 9 is a schematic diagram of another embodiment of an electric hybrid powertrain having a variator.

Figure 10 is a schematic diagram of another embodiment of an electric hybrid powertrain having a variator.

Figure 11 is a schematic diagram of another embodiment of an electric hybrid powertrain having a variator.

Figure 12 is a schematic diagram of another embodiment of electric hybrid powertrain having a variator.

Figure 13 is a side sectional view of a ball-type variator.

Figure 14 is a plan view of a carrier member that is used in the variator of Figure 13.

SU BSTITUTE SH EET RU LE 26 Figure 15 is an illustrative view of different tilt positions of the ball-type variator of Figure 13.

Figure 16 is another schematic diagram of the electric hybrid powertrain of Figure 5 incorporating a ball-type variator.

Figure 17 is a schematic diagram of an embodiment of an electric hybrid powertrain having a planetary gear set and a ball-type variator.

Figure 18 is a schematic diagram of another embodiment of an electric hybrid powertrain having a planetary gear set and a ball-type variator.

Figure 19 is a schematic diagram of another embodiment of an electric hybrid powertrain having a planetary gear set and a ball-type variator.

Figure 20 is a schematic diagram of another embodiment of an electric hybrid powertrain having a planetary gear set and a ball-type variator.

Figure 21 is a schematic diagram of another embodiment of an electric hybrid powertrain having a planetary gear set and a ball-type variator.

Figure 22 is a schematic diagram of another embodiment of an electric hybrid powertrain having a planetary gear set and a ball-type variator.

Figure 23 is a schematic diagram of an exemplary full toroidal variator.

Figure 24 is a schematic diagram of an exemplary half toroidal variator.

Figure 25 is schematic diagram of an exemplary belt-and-pulley variator.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Disclosed herein are powertrains relating to electric powertrain

configurations and architectures for use in hybrid vehicles. The preferred embodiments will now be described with reference to the accompanying figures, wherein like numerals refer to like elements throughout. The

terminology used in the descriptions below is not to be interpreted in any limited or restrictive manner simply because it is used in conjunction with detailed descriptions of certain specific embodiments. Furthermore, embodiments described herein include several novel features, no single one of which is solely responsible for its desirable attributes or which is essential to practicing the inventions described.

Embodiments disclosed herein enable hybrid powertrains that are capable of operating at the best potential overall efficiency point in any mode

SU BSTITUTE SH EET RU LE 26 and provide torque variability, thereby leading to the optimal combination of powertrain performance and fuel efficiency.

It should be understood that hybrid vehicles incorporating embodiments of the hybrid architectures disclosed herein are capable of including a number of other powertrain components, such as, but not limited to, high-voltage battery pack with a battery management system or ultracapacitor, on-board charger, DC-DC converters, a variety of sensors, actuators, and controllers, among others.

For purposes of description, schematics referred to as lever diagrams are used herein. A lever diagram, also known as a lever analogy diagram, is a translational-system representation of rotating parts for a planetary gear system. In certain embodiments, a lever diagram is provided as a visual aid in describing the functions of the transmission. In a lever diagram, a compound planetary gear set is often represented by a single vertical line ("lever"). The input, output, and reaction torques are represented by horizontal forces on the lever. The lever motion, relative to the reaction point, represents direction of rotational velocities. For example, a typical planetary gear set having a ring gear, a planet carrier, and a sun gear is represented by a vertical line having nodes "R" representing the ring gear, node "S" representing the sun gear, and node "C" representing the planet carrier.

Referring to FIG. 1 , in some embodiments, an electric hybrid powertrain 10 includes a first source of rotational power, such as an internal combustion engine (ICE) 1 1 , a first motor/generator (M/G1 ) 12, and a second

motor/generator (M/G2) 13. The hybrid powertrain 10 includes a first gear set 14 coupled to the first motor/generator 12. The hybrid powertrain 10 includes a final gear set 15 coupled to the second motor/generator 13. The final gear set 15 is adapted to transmit power to wheels of a vehicle equipped with the electric hybrid powertrain 10.

In some embodiments, the engine 1 1 operably coupled to the final gear set 15 through a clutch 16.

During operation of the electric hybrid powertrain 10, the engine 1 1 is adapted to transmit power selectively to the first motor/generator 12 and the final gear set 15. Under certain operating conditions, the clutch 16 disengages the engine 1 1 and the first motor/generator 12 from the final gear set 15 to thereby enable the final gear set 15 to be driven solely by the second

motor/generator 13. The electric hybrid powertrain 10 is provided with a battery system 17 configured to electrically couple to the first motor/generator 12 and/or the second motor/generator 13.

Various clutch types could be used, such as a wet plate clutch, a dry plate clutch, a cone clutch, or any other clutch type that may be variably engaged. Alternatively, or additionally, an overrunning clutch may be used.

Referring now to FIG. 2, in some embodiments, an electric hybrid powertrain 20 includes an engine (ICE) 21 operably coupled to a variator 22. The electric hybrid powertrain 20 includes a first motor/generator 23 and a second motor/generator 24.

In some embodiments, the first motor/generator 23 is coupled to the variator 22 through a first gear set 25. The second motor/generator 24 is operably coupled to a final gear set 26. The final gear set 26 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid

powertrain 20.

In some embodiments, the variator 22 is coupled to the final gear set 26 through a clutch 27.

In some embodiments, the first motor/generator 23 is electrically coupled to the second motor/generator 24. The electric hybrid powertrain 20 is provided with a battery system 28 configured to electrically couple to the first motor/generator 23 and/or the second motor/generator 24.

In some embodiments, the variator 22 is provided with an actuator configured to be controlled by an electronic control system provided on the vehicle.

In some embodiments, the variator 22 has a ratio range characterized by a minimum ratio, sometimes referred to as a "low ratio" or "underdrive" ratio, and a maximum ratio, sometimes referred to as a "high ratio" or "overdrive" ratio.

FIG. 3 below depicts an electric hybrid powertrain similar to FIG. 2 except as described below. As shown in FIG. 3, in some embodiments, an electric hybrid powertrain 30 includes an engine (ICE) 31 operably coupled to a

SU BSTITUTE SH EET RU LE 26 variator 32. The electric hybrid powertrain 30 includes a first motor/generator 33 and a second motor/generator 34.

In some embodiments, the first motor/generator 33 is coupled to the variator 32. The second motor/generator 34 is operably coupled to a final gear set 35. The final gear set 35 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid powertrain 30. In some embodiments, the variator 32 is coupled to the final gear set 35 through a clutch 36.

In some embodiments, the first motor/generator 33 is electrically coupled to the second motor/generator 34. The electric hybrid powertrain 30 is provided with a battery system 38 configured to electrically couple to the second motor/generator 34.

FIG. 4 below depicts an electric hybrid powertrain similar to FIG. 2 except as described below. As shown in FIG. 4, in some embodiments, an electric hybrid powertrain 40 includes an engine (ICE) 41 operably coupled to a variator 42. The electric hybrid powertrain 40 includes a first motor/generator 43 and a second motor/generator 44.

In some embodiments, the first motor/generator 43 is coupled to the variator 42. The second motor/generator 44 is operably coupled to a final gear set 45. The final gear set 45 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid powertrain 40.

In some embodiments, the variator 42 is coupled to the final gear set 45 through a clutch 46.

In some embodiments, the first motor/generator 43 is electrically coupled to the second motor/generator 44. The electric hybrid powertrain 40 is provided with a battery system 48 configured to electrically couple to the first motor/generator 43 and the second motor/generator 44.

FIG. 5 below depicts an electric hybrid powertrain similar to FIG. 2 except as described below. As shown in FIG. 5, in some embodiments, an electric hybrid powertrain 50 includes an engine (ICE) 51 operably coupled to a variator 52. The electric hybrid powertrain 50 includes a first motor/generator 53 and a second motor/generator 54.

In some embodiments, the first motor/generator 53 is coupled to the engine 51 through a first gear set 55. The second motor/generator 54 is

SU BSTITUTE S operably coupled to the variator 52. The variator 52 is adapted to transmit power to a final gear set 56. The final gear set 56 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid powertrain 50.

In some embodiments, the engine 51 and the first motor/generator 53 are coupled to the final gear set 56 through a clutch 57.

In some embodiments, the first motor/generator 53 is electrically coupled to the second motor/generator 54. The electric hybrid powertrain 50 is provided with a battery system 58 configured to electrically couple to the first motor/generator 53 and/or the second motor/generator 54.

FIG. 6 below depicts an electric hybrid powertrain similar to FIG. 5 except as described below. As shown in FIG. 6, in some embodiments, an electric hybrid powertrain 60 includes an engine (ICE) 61 operably coupled to a first variator 62 and a second variator 63. The electric hybrid powertrain 60 includes a first motor/generator 64 and a second motor/generator 65.

In some embodiments, the first motor/generator 64 is coupled to the first variator 62 through a first gear set 66. The second motor/generator 65 is operably coupled to the second variator 63. A final gear set 67 is operably coupled to the second variator 63. The final gear set 67 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid powertrain 60.

In some embodiments, the first variator 62 is coupled to the final gear set 67 through a clutch 68.

In some embodiments, the first motor/generator 64 is electrically coupled to the second motor/generator 65. The electric hybrid powertrain 60 is provided with a battery system 69 configured to electrically couple to the first motor/generator 64 and the second motor/generator 65.

In some embodiments, the variator 62 is provided with an actuator configured to be controlled by an electronic control system provided on the vehicle.

In some embodiments, the variator 62 has a ratio range characterized by a minimum ratio, sometimes referred to as a "low ratio" or "underdrive" ratio, and a maximum ratio, sometimes referred to as a "high ratio" or "overdrive" ratio.

SU BSTI In some embodiments, the variator 63 is provided with an actuator configured to be controlled by an electronic control system provided on the vehicle.

In some embodiments, the variator 63 has a ratio range characterized by a minimum ratio, sometimes referred to as a "low ratio" or "underdrive" ratio, and a maximum ratio, sometimes referred to as a "high ratio" or "overdrive" ratio.

FIG. 7 below depicts an electric hybrid powertrain similar to FIG. 2 except as described below. As shown in FIG. 7, an electric hybrid powertrain 70 includes an engine (ICE) 71 operably coupled to a variator 72. The electric hybrid powertrain 70 includes a first motor/generator 73 and a second motor/generator 74.

In some embodiments, the first motor/generator 73 is coupled to the engine 71 through the variator 73 and a planetary gear set 75. The planetary gear set 75 includes a ring gear 76, a planet carrier 77, and a sun gear 78.

In some embodiments, the engine 71 is operably coupled to the planet carrier 77. The variator 72 is operably coupled to the first motor/generator 73. The second motor/generator 74 is operably coupled to the ring gear 76. The second motor/generator 74 is adapted to transmit power to a final gear set 79. The final gear set 79 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid powertrain 70.

It should be appreciated that the electric hybrid powertrain 70, and other electric hybrid powertrains disclosed herein, include a battery system. For clarity and conciseness, the battery system is not depicted in some schematic diagrams.

FIG. 8 below depicts an electric hybrid powertrain similar to FIG. 2 except as described below. As shown in FIG. 8, in some embodiments, an electric hybrid powertrain 80 includes an engine (ICE) 81 operably coupled to a variator 82. The electric hybrid powertrain 80 includes a first motor/generator 83 and a second motor/generator 84.

In some embodiments, the first motor/generator 83 is coupled to the engine 81 through a planetary gear set 85. The planetary gear set 85 includes a ring gear 86, a planet carrier 87, and a sun gear 88. In some embodiments, the variator 82 is operably coupled to the engine 81 . The engine 81 is operably coupled to the planet carrier 87. The variator 82 is operably coupled to the first motor/generator 83 through a first gear set 92. The second motor/generator 84 is operably coupled to the ring gear 86. The second motor/generator 84 is adapted to transmit power to a final gear set 89. The final gear set 89 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid powertrain 80.

In some embodiments, the variator 82 is provided with an actuator configured to be controlled by an electronic control system provided on the vehicle.

FIG. 9 below depicts an electric hybrid powertrain similar to FIG. 2 except as described below. As shown in FIG. 9, in some embodiments, an electric hybrid powertrain 100 includes an engine (ICE) 101 operably coupled to a variator 102. The electric hybrid powertrain 100 includes a first

motor/generator 103 and a second motor/generator 104.

In some embodiments, the first motor/generator 103 is coupled to the engine 101 through a planetary gear set 105. The planetary gear set 105 includes a ring gear 106, a planet carrier 107, and a sun gear 108.

In some embodiments, the variator 02 is operably coupled to the engine 101 . The engine 101 is operably coupled to the planet carrier 107. The variator 102 is operably coupled to the first motor/generator 103. The second motor/generator 104 is operably coupled to the ring gear 106 through a first gear set 1 12. The second motor/generator 104 is adapted to transmit power to a final gear set 1 13 through the first gear set 1 12. The final gear set 1 13 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid powertrain 100.

In some embodiments, the variator 102 is provided with an actuator configured to be controlled by an electronic control system provided on the vehicle.

FIG. 10 below depicts an electric hybrid powertrain similar to FIG. 2 except as described below. As shown in FIG. 10, in some embodiments, an electric hybrid powertrain 120 includes an engine (ICE) 121 operably coupled to a variator 122. The electric hybrid powertrain 120 includes a first

motor/generator 123 and a second motor/generator 124.

In some embodiments, the first motor/generator 123 is coupled to the engine 121 through a planetary gear set 125. The planetary gear set 125 includes a ring gear 126, a planet carrier 127, and a sun gear 128.

In some embodiments, the variator 122 is operably coupled to the engine 121. The engine 121 is operably coupled to the planet carrier 127. The variator is operably coupled to the first motor/generator 123 through a first gear set 133.

The second motor/generator 124 is operably coupled to the ring gear

126 through a second gear set 132. The second motor/generator 124 is adapted to transmit power to a final gear set 134 through the second gear set 132. The final gear set 134 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid powertrain 120.

In some embodiments, the variator 122 is provided with an actuator configured to be controlled by an electronic control system provided on the vehicle.

FIG. 11 below depicts an electric hybrid powertrain similar to FIG. 2 except as described below. As shown in to FIG. 11 , in some embodiments, an electric hybrid powertrain 140 includes an engine (ICE) 141 operably coupled to a variator 142. The electric hybrid powertrain 140 includes a first

motor/generator 143 and a second motor/generator 144.

In some embodiments, the engine 141 is operably coupled to the variator 142.

In some embodiments, the engine 141 is operably coupled to the variator 142 through a one-way clutch 154. The variator 142 is operably coupled to a planetary gear set 145 includes a ring gear 146, a planet carrier 147, and a sun gear 148.

The first motor/generator 143 is operably coupled to the sun gear 148. The second motor/generator 144 is operably coupled to the ring gear 146 through a first gear set 152. The second motor/generator 144 is adapted to transmit power to a final gear set 153. The final gear set 153 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid

powertrain 140.

In some embodiments, the variator 142 is provided with an actuator configured to be controlled by an electronic control system provided on the vehicle.

FIG. 12 below depicts an electric hybrid powertrain similar to FIG. 2 except as described below. As shown in FIG. 12, in some embodiments, an electric hybrid powertrain 160 includes an engine (ICE) 161 operably coupled to a variator 162. The electric hybrid powertrain 160 includes a first

motor/generator 163 and a second motor/generator 164. The planetary gear set 165 includes a ring gear 166, a planet carrier 167, and a sun gear 168.

In some embodiments, the engine 161 is operably coupled to the planet carrier 167 through a one-way clutch 174, for example. The first

motor/generator 163 is operably coupled to the sun gear 168.

In some embodiments, the variator 162 is operably coupled the ring gear

166. The second motor/generator 164 is operably coupled to the ring gear 166 through a transfer gear set 172. The variator 162 is adapted to transmit power to a final gear set 173. The final gear set 173 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid powertrain 160.

In some embodiments, the variator is a ball-type variator similar to the variator described in United States Patent No. 8,469,856 and 8,870,711 incorporated herein by reference and substantially similar to the variator described in FIGS. 13-15.

In some embodiments, the powertrain and/or drivetrain configurations use a ball-type continuously variable planetary (CVP), such as the VariGlide®, in order to couple power sources used in a hybrid vehicle, for example, combustion engines (internal or external), motors, generators, batteries, and gearing.

As ball-type variator, adapted herein as described throughout this specification, includes a number of balls (planets, spheres) 1 , depending on the application, two ring (disc) assemblies with a conical surface contact with the balls, as input 2 and output 3, and an idler (sun) assembly 4 as shown on FIG. 13. Sometimes, the input ring 2 is referred to in illustrations and referred to in

SU BSTITUTE SH EET RU LE 26 text by the label "R1 ". The output ring 3 is referred to in illustrations and referred to in text by the label "R2". The idler (sun) assembly is referred to in illustrations and referred to in text by the label "S". The balls are mounted on tiltable axles 5, themselves held in a carrier (stator, cage) assembly having a first carrier member 6 operably coupled to a second carrier member 7.

Sometimes, the carrier assembly is denoted in illustrations and referred to in text by the label "C". These labels are collectively referred to as nodes ("R1 ", "R2", "S", "C"). The first carrier member 6 rotates with respect to the second carrier member 7, and vice versa. In some embodiments, the first carrier member 6 is substantially fixed from rotation while the second carrier member 7 is configured to rotate with respect to the first carrier member 6, and vice versa. In some embodiments, the first carrier member 6 is provided with a number of radial guide slots 8. The second carrier member 9 is provided with a number of radially offset guide slots 9, as illustrated in FIG. 14. The radial guide slots 8 and the radially offset guide slots 9 are adapted to guide the tiltable axles 5. The axles 5 are adjusted to achieve a desired ratio of input speed to output speed during operation of the CVT. In some embodiments, adjustment of the axles 5 involves control of the position of the first and second carrier members to impart a tilting of the axles 5 and thereby adjusts the speed ratio of the variator. Other types of ball CVTs also exist, like the one produced by Milner, but are slightly different.

The working principle of such a CVP of FIG. 1 is shown on FIG. 15. The CVP itself works with a traction fluid. The lubricant between the ball and the conical rings acts as a solid at high pressure, transferring the power from the input ring, through the balls, to the output ring. By tilting the balls' axes, the ratio is changed between input and output. When the axis is horizontal the ratio is one, illustrated in FIG. 15, when the axis is tilted the distance between the axis and the contact point change, modifying the overall ratio. All the balls' axes are tilted at the same time with a mechanism included in the carrier and/or idler.

In some embodiments, adjustment of said axis of rotation involves angular misalignment of the planet axis in a first plane in order to achieve an angular adjustment of the planet axis in a second plane that is substantially perpendicular to the first plane, thereby adjusting the speed ratio of the variator. The angular misalignment in the first plane is referred to here as "skew", "skew angle", and/or "skew condition".

In some embodiments, a control system coordinates the use of a skew angle to generate forces between certain contacting components in the variator that will tilt the planet axis of rotation. The tilting of the planet axis of rotation adjusts the speed ratio of the variator.

In some embodiments, the CVP functions as a continuously variable transmission having four of nodes (R1 , R2, C, and S), wherein the carrier (C) is grounded, the rings (R1 and R2) are available for output power, and the sun (S) providing a variable ratio, and, in some embodiments, an auxiliary drive system. The CVP enables the engine (ICE) and electric machines

(motor/generators, among others) to run at an optimized overall efficiency.

Turning now to FIG. 16, in some embodiments, an electric hybrid powertrain 200 includes an engine (ICE) 201 operably coupled to a CVP 202. The electric hybrid powertrain 200 includes a first motor/generator 203 and a second motor/generator 204.

In some embodiments, the first motor/generator 203 is coupled to the CVP 202 through a first gear set 205. The second motor/generator 204 is operably coupled to a final gear set 206. The final gear set 206 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid

powertrain 200.

In some embodiments, the CVP 202 is coupled to the final gear set 206 through a clutch 207.

In some embodiments, the first motor/generator 203 is electrically coupled to the second motor/generator 204. The electric hybrid powertrain 200 is provided with a battery system 208 configured to electrically couple to the first motor/generator 203 and/or the second motor/generator 204.

In some embodiments, the CVP 202 is depicted in FIG. 16 as a lever diagram having a first traction ring assembly 209, a second traction ring assembly 210, and a carrier assembly 21 1 . It should be appreciated that the CVP 202 described herein is optionally configured to couple to machines in the hybrid powertrains in at any of the nodes of the CVP. For purposes of description and not limitation, the electric hybrid powertrain 200 is depicted having the first traction ring assembly 209 coupled to the engine 201 and transmitting power out of the CVP 202 on the second traction ring assembly 210. During operation of the electric hybrid powertrain 200, the first

motor/generator 203 is configured to receive or transmit power through the first gear set 205 coupled to the second traction ring assembly 210. The clutch 207 is adapted to selectively engage the second traction ring assembly 210 to the final gear set 206.

Turning now to FIG. 17, in some embodiments, an electric hybrid powertrain 220 includes an engine (ICE) 221 operably coupled to a CVP 222. The electric hybrid powertrain 220 includes a first motor/generator 223 and a second motor/generator 224.

In some embodiments, the first motor/generator 223 is coupled to the engine 221 through a planetary gear set 225. The planetary gear set 225 includes a ring gear 226, a planet carrier 227, and a sun gear 228.

In some embodiments, the CVP 222 includes a first traction ring assembly 229 operably coupled to the engine 221 . The engine 221 is operably coupled to the planet carrier 227. The CVP 222 includes a second traction ring assembly 230 operably coupled to the first motor/generator 223. The CVP 222 includes a carrier 231 configured to be a grounded member. The second motor/generator 224 is operably coupled to the ring gear 226. The second motor/generator 224 is adapted to transmit power to a final gear set 232. The final gear set 232 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid powertrain 220.

Turning now to FIG. 18, in some embodiments, an electric hybrid powertrain 240 includes an engine (ICE) 241 operably coupled to a CVP 242. The electric hybrid powertrain 240 includes a first motor/generator 243 and a second motor/generator 244.

In some embodiments, the first motor/generator 243 is coupled to the engine 241 through a planetary gear set 245. The planetary gear set 245 includes a ring gear 246, a planet carrier 247, and a sun gear 248.

In some embodiments, the CVP 242 includes a first traction ring assembly 249 operably coupled to the engine 241 . The engine 241 is operably coupled to the planet carrier 247. The CVP 242 includes a second traction ring assembly 250 operably coupled to the first motor/generator 243 through a first gear set 252. The CVP 242 includes a carrier 251 configured to be a grounded member. The second motor/generator 244 is operably coupled to the ring gear 246. The second motor/generator 244 is adapted to transmit power to a final gear set 253. The final gear set 253 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid powertrain 240.

In some embodiments, the CVP 242 is provided with an actuator configured to be controlled by an electronic control system provided on the vehicle.

Turning now to FIG. 19, in some embodiments, an electric hybrid powertrain 260 includes an engine (ICE) 261 operably coupled to a CVP 262. The electric hybrid powertrain 260 includes a first motor/generator 263 and a second motor/generator 264.

In some embodiments, the first motor/generator 263 is coupled to the engine 261 through a planetary gear set 265. The planetary gear set 265 includes a ring gear 266, a planet carrier 267, and a sun gear 268.

In some embodiments, the CVP 262 includes a first traction ring assembly 269 operably coupled to the engine 261 . The engine 261 is operably coupled to the planet carrier 267. The CVP 262 includes a second traction ring assembly 270 operably coupled to the first motor/generator 263. The CVP 262 includes a carrier 271 configured to be a grounded member. The second motor/generator 264 is operably coupled to the ring gear 266 through a first gear set 272. The second motor/generator 264 is adapted to transmit power to a final gear set 273 through the first gear set 272. The final gear set 273 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid powertrain 260.

In some embodiments, the CVP 262 is provided with an actuator configured to be controlled by an electronic control system provided on the vehicle.

Turning now to FIG. 20, in some embodiments, an electric hybrid powertrain 280 includes an engine (ICE) 281 operably coupled to a CVP 282. The electric hybrid powertrain 280 includes a first motor/generator 283 and a second motor/generator 284.

In some embodiments, the first motor/generator 283 is coupled to the engine 281 through a planetary gear set 285. The planetary gear set 285 includes a ring gear 286, a planet carrier 287, and a sun gear 288.

In some embodiments, the CVP 282 includes a first traction ring assembly 289 operably coupled to the engine 281 . The engine 281 is operably coupled to the planet carrier 287. The CVP 282 includes a second traction ring assembly 290 operably coupled to the first motor/generator 283 through a first gear set 293. The CVP 282 includes a carrier 291 configured to be a grounded member.

The second motor/generator 284 is operably coupled to the ring gear 286 through a second gear set 292. The second motor/generator 284 is adapted to transmit power to a final gear set 294 through the second gear set 292. The final gear set 294 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid powertrain 280.

In some embodiments, the CVP 282 is provided with an actuator configured to be controlled by an electronic control system provided on the vehicle.

Referring now to FIG. 21 , in some embodiments, an electric hybrid powertrain 300 includes an engine (ICE) 301 operably coupled to a CVP 302. The electric hybrid powertrain 300 includes a first motor/generator 303 and a second motor/generator 304.

In some embodiments, the engine 301 is operably coupled to the CVP 302.

In some embodiments, the engine 301 is operably coupled to the CVP 302 through a one-way clutch 184. The CVP 302 is operably coupled to a planetary gear set 305 includes a ring gear 306, a planet carrier 307, and a sun gear 308.

In some embodiments, the CVP 302 includes a first traction ring assembly 309 operably coupled to the engine 301. The CVP 302 includes a second traction ring assembly 180 operably coupled to the planet carrier 307. The CVP 302 includes a carrier 31 1 configured to be a grounded member.

S The first motor/generator 303 is operably coupled to the sun gear 308. The second motor/generator 304 is operably coupled to the ring gear 306 through a first gear set 312. The second motor/generator 304 is adapted to transmit power to a final gear set 313. The final gear set 313 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid

powertrain 300.

In some embodiments, the CVP 302 is provided with an actuator configured to be controlled by an electronic control system provided on the vehicle.

Referring now to FIG. 22, in some embodiments, an electric hybrid powertrain 320 includes an engine (ICE) 321 operably coupled to a CVP 322. The electric hybrid powertrain 320 includes a first motor/generator 323 and a second motor/generator 324. The planetary gear set 325 includes a ring gear 326, a planet carrier 327, and a sun gear 328.

In some embodiments, the engine 321 is operably coupled to the planet carrier 327 through a one-way clutch 204, for example. The first

motor/generator 323 is operably coupled to the sun gear 328.

In some embodiments, the CVP 322 includes a first traction ring assembly 329 operably coupled the ring gear 326. The second

motor/generator 324 is operably coupled to the ring gear 326 through a transfer gear set 332. The CVP 322 includes a carrier 331 configured to be a grounded member. The CVP 322 includes a second traction ring assembly 330 adapted to transmit power to a final gear set 333. The final gear set 333 is adapted to transmit power to wheel of a vehicle equipped with the electric hybrid

powertrain 320.

In some embodiments, the variator 22, 32, 52, 62, 72, 773, 82, 102, 122, 142, 162 is a full toroidal variator similar to the one depicted in Figure 23 and described below.

In some embodiments, the variator 22, 32, 52, 62, 72, 773, 82, 102, 122, 142, 162 is a half toroidal variator similar to the one depicted in Figure 24 and described below.

S In some embodiments, the variator 22, 32, 52, 62, 72, 773, 82, 102, 122, 142, 162 is a belt-and-pulley variator similar to the one depicted in Figure 25 and described below.

Referring now to FIG. 23, as an illustrative example of a full toroidal continuously variable transmission, a full toroidal variator 400 is provided with an input shaft 401 coupled to a first traction disc 402. The first traction disc 402 is provided with a first curved raceway 403 adapted to engage a number of traction rollers 404. Each traction roller 404 is provided with a tiltable axis of rotation. The full toroidal variator 400 is provided with a second traction disc 405 having a second curved raceway 406. The first curved raceway 406 and the second curved raceway 407 may take on a variety of shapes, and are semicircular when viewed in the plane of the page of figure 23. The second traction disc 405 is coupled to a shaft 407. Since the direction of rotation of the input shaft 401 is opposite of the direction of rotation of the shaft 407, a transfer gear set 408 is coupled to the shaft 407 to transmit power to an output shaft

409. The output shaft 409 rotates in the same direction as the input shaft 401 .

Referring now to FIG. 24, as an illustrative example of a half toroidal continuously variable transmission, a half toroidal variator 450 is provided with an input shaft 451 coupled to a first traction disc 452. The first traction disc 452 is provided with a first curved raceway 453 adapted to engage a number of traction rollers 454. It should be noted that the first curved raceway 453. Each traction roller 454 is provided with a tiltable axis of rotation. The full toroidal variator 450 is provided with a second traction disc 455 having a second curved raceway 456. The first curved raceway 456 and the second curved raceway 457 may take on a variety of shapes, and are quartercircular when viewed in the plane of the page of Figure 24. The second traction disc 455 is coupled to a shaft 457. Since the direction of rotation of the input shaft 451 is opposite of the direction of rotation of the shaft 457, a transfer gear set 458 is coupled to the shaft 457 to transmit power to an output shaft 459. The output shaft 459 rotates in the same direction as the input shaft 451 .

Referring now to FIG. 25, as an illustrative example of a belt-and-pulley type of continuously variable transmission, a belt-and-pulley variator 500 includes an input shaft 501 , a first pulley 502 coupled to a second pulley 504

SU BSTITUTE SH EET RU LE 26 with a belt 503. An output shaft 505 is coupled to the second pulley 504.

During operation, adjustment of the engagement surface between the belt 503 and the first pulley 501 , and in some embodiments, the second pulley 504, through a range 506 provides a variable ratio of operating speed between the input shaft 501 and the output shaft 505. The input shaft 501 and the output shaft 505 have the same direction of rotation.

It should be understood that additional clutches/brakes, step ratios are optionally provided to the hybrid powertrains disclosed herein to obtain varying powerpath characteristics. It should be noted that, in some embodiments, two or more planetary gears and a variator are optionally configured to provide a desired speed ratio range and operating mode to the electric machines. It should be noted that the connections of the engine and the two electric machines to the powerpaths disclosed herein are provided for illustrative example and it is within a designer's means to couple the engine and electric machines to other components of the powertrains disclosed herein.

It should be noted that where an ICE is described, the ICE is capable of being an internal combustion engine (diesel, gasoline, hydrogen) or any powerplant such as a fuel cell system, or any hydraulic/pneumatic powerplant like an air-hybrid system. Similarly, the battery is capable of being not just a high voltage pack such as lithium ion or lead-acid batteries, but also

ultracapacitors or other pneumatic/hydraulic systems such as accumulators, or other forms of energy storage systems.

In some embodiments, motor/generators are capable of representing hydromotors actuated by variable displacement pumps, accumulators, electric machines, or pneumatic motors driven by pneumatic pumps.

The eCVT architectures depicted in the figures and described in text is capable of being extended to create a hydro-mechanical CVT architectures as well for hydraulic hybrid systems.

It should be appreciated that the embodiments disclosed herein are adapted to provide hybrid modes of operation that include, but are not limited to series, parallel, series-parallel, or EV (electric vehicle) modes. Furthermore, it should be noted that some embodiments of hybrid architectures disclosed herein incorporate a hybrid supervisory controller that chooses the path of highest efficiency from engine to wheel. Illustrative examples of hybrid supervisory controller are described in Patent Cooperation Treaty Application No. PCT/US16/066766 and incorporated by reference herein.

As used here, the terms "operationally connected," "operationally coupled", "operationally linked", "operably connected", "operably coupled", "operably linked," and like terms, refer to a relationship (mechanical, linkage, coupling, etc.) between elements whereby operation of one element results in a corresponding, following, or simultaneous operation or actuation of a second element. It is noted that in using said terms to describe inventive

embodiments, specific structures or mechanisms that link or couple the elements are typically described. However, unless otherwise specifically stated, when one of said terms is used, the term indicates that the actual linkage or coupling is capable of taking a variety of forms, which in certain instances will be readily apparent to a person of ordinary skill in the relevant technology.

It should be noted that reference herein to "traction" does not exclude applications where the dominant or exclusive mode of power transfer is through "friction." Without attempting to establish a categorical difference between traction and friction drives here, generally these will be understood as different regimes of power transfer. Traction drives usually involve the transfer of power between two elements by shear forces in a thin fluid layer trapped between the elements. The fluids used in these applications usually exhibit traction coefficients greater than conventional mineral oils. The traction coefficient (μ) represents the maximum available traction force which would be available at the interfaces of the contacting components and is the ratio of the maximum available drive torque per contact force. Typically, friction drives generally relate to transferring power between two elements by frictional forces between the elements. For the purposes of this disclosure, it should be understood that the CVTs described here are capable of operating in both tractive and frictional applications. For example, in the embodiment where a CVT is used for a

SU BSTITUTE SH EET RU LE 26 bicycle application, the CVT operates at times as a friction drive and at other times as a traction drive, depending on the torque and speed conditions present during operation.

It should be noted that the description above has provided dimensions for certain components or subassemblies. The mentioned dimensions, or ranges of dimensions, are provided in order to comply as best as possible with certain legal requirements, such as best mode. However, the scope of the inventions described herein are to be determined solely by the language of the claims, and consequently, none of the mentioned dimensions is to be considered limiting on the inventive embodiments, except in so far as any one claim makes a specified dimension, or range of thereof, a feature of the claim.

While preferred embodiments of the present invention have been shown and described herein, it will be obvious to those skilled in the art that such embodiments are provided by way of example only. Numerous variations, changes, and substitutions will now occur to those skilled in the art without departing from the invention. It should be understood that various alternatives to the embodiments of the invention described herein are capable of being employed in practicing the invention. It is intended that the following claims define the scope of the invention and that methods and structures within the scope of these claims and their equivalents be covered thereby.

Various embodiments as described herein are provided in the Aspects below: Aspect 1 . A powertrain comprising: a first motor/generator; a second

motor/generator; an engine; a continuously variable planetary transmission (CVP) having a plurality of balls, each ball provided with a tiltable axis of rotation, each ball in contact with a first traction ring assembly and a second traction ring assembly, and each ball operably coupled to a carrier, wherein the engine is operably coupled to the CVP; wherein the CVP is operably coupled to the first motor/generator; and wherein the second motor/generator is operably coupled to the CVP.

Aspect 2. The powertrain of Claim 1 , wherein the engine is operably coupled to the first traction ring assembly.

Aspect 3. The powertrain of Aspect 1 , further comprising a first gear set coupled to the CVP and the first motor/generator. Aspect 4. The powertrain of Aspect 1 , further comprising a final gear set coupled to the second motor/generator.

Aspect 5. The powertrain of Aspect 4, further comprising a clutch coupled to the CVP and the final gear set.

Aspect 6. The powertrain of Aspect 1 , wherein the first motor/generator is operably coupled to the second traction ring assembly.

Aspect 7. The powertrain of Aspect 1 , further comprising a battery system electrically coupled the second motor/generator.

Aspect 8. The powertrain of Aspect 7, wherein the first motor/generator and second motor/generator are electrically coupled.

Aspect 9. The powertrain of Aspect 7, wherein the first motor/generator is electrically coupled to the battery system.

Aspect 10. The powertrain of Aspect 4, further comprising a second CVP operably coupled to the second motor/generator and the final gear set.

Aspect 11. A powertrain comprising: a first motor/generator; a second motor/generator; an engine; a continuously variable planetary transmission (CVP) having a plurality of balls, each ball provided with a tiltable axis of rotation, each ball in contact with a first traction ring assembly and a second traction ring assembly, and each ball operably coupled to a carrier; a planetary gear set comprising a ring gear, a planet carrier, and a sun gear; wherein the engine is operably coupled to the first traction ring assembly; wherein the first motor/generator is operably coupled to the second traction ring assembly; wherein the second motor/generator is operably coupled to the ring gear. Aspect 12. The powertrain of Aspect 11 , wherein the planet carrier is operably coupled to the second traction ring assembly

Aspect 13. The powertrain of Aspect 11 , wherein the first motor/generator is coupled to the sun gear.

Aspect 14. The powertrain of Aspect 11 , further comprising a final gear set operably coupled to the second motor/generator.

Aspect 15. The powertrain of Aspect 14, further comprising a first gear set arranged between the second traction ring assembly and the first

motor/generator.

SU BSTITUTE SH EET RU LE Aspect 16. The powertrain of Aspect 14, further comprising a first gear set arranged between the second motor/generator and the ring gear, the first gear set operably coupled to the final gear set.

Aspect 17. The powertrain of Aspect 15, further comprising a second set arranged between the second motor/generator and the ring gear, the second gear set operably coupled to the final gear set.

Aspect 18. The powertrain of Aspect 11 , further comprising a one-way clutch operably coupled to the engine and the first traction ring assembly.

Aspect 19. A powertrain comprising: a first motor/generator; a second motor/generator; an engine; a variator operably coupled to the engine, wherein the variator is operably coupled to the first motor/generator; and a final gear set operably coupled to the second motor/generator, wherein the final gear set is configured to transmit rotational power out of the powertrain.

Aspect 20. The powertrain of Aspect 19, wherein the variator is a ball-type variator.

Aspect 21. The powertrain of Aspect 19, wherein the variator is a non- reversing type of continuously variable transmission.

Aspect 22. The powertrain of Aspect 21 , wherein the variator is a belt-and- pulley type of continuously variable transmission.

Aspect 23. The powertrain of Aspect 19, wherein the variator is a reversing type of continuously variable transmission.

Aspect 24. The powertrain of Aspect 23, wherein the variator is a toroidal type of continuously variable transmission.

SU BSTITUTE SH EET RU LE 26

Claims

WHAT IS CLAIMED IS:

1. A powertrain comprising:

a first motor/generator;

a second motor/generator;

an engine;

a variator operably coupled to the engine, wherein- the variator is operably coupled to the first motor/generator; and

a final gear set operably coupled to the second motor/generator, wherein the final gear set is configured to transmit rotational power out of the powertrain.

2. The powertrain of Claim 1 , wherein the variator is a ball-type variator having a plurality of balls, each ball provided with a tiltable axis of rotation, each ball in contact with a first traction ring assembly and a second traction ring assembly, and each ball operably coupled to a carrier.

3. The powertrain of Claim 1 , further comprising a first gear set coupled to varitor and the first motor/generator.

4. The powertrain of Claim 1 , further comprising a clutch coupled to the variator and the final gear set.

5. The powertrain of Claim 2, wherein the first motor/generator is operably coupled to the second traction ring assembly.

6. The powertrain of Claim 1 , further comprising a second variator operably coupled to the second motor/generator and the final gear set.

7. The powertrain of claim 1 , wherein the second motor/generator is operably coupled to the variator.

8. The powertrain of Claim 1 , wherein the engine is operably coupled to the first traction ring assembly.

9. The powertrain of Claim 2, further comprising a planetary gear set comprising a ring gear, a planet carrier, and a sun gear,

wherein the engine is operably coupled to the first traction ring assembly,

wherein the first motor/generator is operably coupled to the second traction ring assembly, and

wherein the second motor/generator is operably coupled to the ring gear.

10. The powertrain of Claim 9, wherein the planet carrier is operably coupled to the second traction ring assembly.

11. The powertrain of Claim 9, wherein the first motor/generator is coupled to the sun gear.

12. The powertrain of Claim 9, further comprising a first gear set arranged between the second traction ring assembly and the first

motor/generator.

13. The powertrain of Claim 9, further comprising a first gear set arranged between the second motor/generator and the ring gear, the first gear set operably coupled to the final gear set.

14. The powertrain of Claim 13, further comprising a second set arranged between the second motor/generator and the ring gear, the second gear set operably coupled to the final gear set.

15. The powertrain of Claim 9, further comprising a one-way clutch operably coupled to the engine and the first traction ring assembly.