WO2017066526A1 - Système d'entraînement à haute efficacité comprenant une boîte de vitesses pour un véhicule électrique hybride - Google Patents

Système d'entraînement à haute efficacité comprenant une boîte de vitesses pour un véhicule électrique hybride Download PDF

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Publication number
WO2017066526A1
WO2017066526A1 PCT/US2016/056982 US2016056982W WO2017066526A1 WO 2017066526 A1 WO2017066526 A1 WO 2017066526A1 US 2016056982 W US2016056982 W US 2016056982W WO 2017066526 A1 WO2017066526 A1 WO 2017066526A1
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WIPO (PCT)
Prior art keywords
output shaft
electrical machine
coupling
transmission
uncoupling
Prior art date
Application number
PCT/US2016/056982
Other languages
English (en)
Inventor
John W. Kimes
Philip B. Woodley
Original Assignee
Means Industries, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US14/882,505 external-priority patent/US9441708B2/en
Application filed by Means Industries, Inc. filed Critical Means Industries, Inc.
Publication of WO2017066526A1 publication Critical patent/WO2017066526A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/383—One-way clutches or freewheel devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K2006/381—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • This invention relates to hybrid electric vehicle power trains or drive systems including transmissions with electrical machines.
  • a battery electric vehicle is a type of electric vehicle (EV) that uses chemical energy stored in rechargeable battery packs.
  • BEVs use electric motors and motor controllers instead of internal combustion engines (ICEs) for propulsion.
  • ICEs internal combustion engines
  • a battery-only electric vehicle or all-electric vehicle derives all its power from its battery packs and thus has no internal combustion engine, fuel cell, or fuel tank.
  • Vehicles using both electric motors and internal combustion engines are examples of hybrid electric vehicles, and are not considered pure or all-electric vehicles because they cannot be externally charged (operate in charge-sustaining mode) and instead they are continually recharged with power from the internal combustion engine and regenerative braking.
  • a plug-in hybrid electric vehicle PHEV
  • plug-in hybrid vehicle PV
  • plug-in hybrid is a hybrid vehicle which utilizes rechargeable batteries, or another energy storage device, that can be restored to full charge by connecting a plug to an external electric power source (usually a normal electric wall socket).
  • a PHEV shares the characteristics of both a conventional hybrid electric vehicle, having an electric motor and an internal combustion engine (ICE); and of an all- electric vehicle, having a plug to connect to the electrical grid.
  • ICE internal combustion engine
  • Most PHEVs on the road today are passenger cars, but there are also PHEV versions of commercial vehicles and vans, utility trucks, buses, trains, motorcycles, scooters, and military vehicles.
  • U.S. patent document 2014/0100071 discloses a plug-in HEV.
  • the basic Power Split architecture (as detailed in US 7,632,201) is widely understood to be one of the most efficient transmission architectures currently produced for hybrid electric vehicle (HEV) drive systems.
  • This architecture achieves significant fuel savings by using a gearset planetary as a mechanical Continuously Variable Transmission (CVT), and through manipulation of the inputs from two electric motors allows the Internal Combustion Engine (ICE) to operate at its most efficient speed torque output point through a significant portion of the drive cycle.
  • CVT Continuously Variable Transmission
  • ICE Internal Combustion Engine
  • the powertrain suffers from an inherent lack of an effective "Overdrive" mode of operation which would allow for more efficient operation of the vehicle powertrain at highway speeds. At highway speed it is desirable that the tractive force is supplied entirely by the ICE for optimal fuel economy.
  • the output traction motor generator (MG1) is still attached to the ring gear node of the gearset. Even though MG1 is not contributing significantly to the tractive force of the powertrain at highway speeds (due to the inefficiency of operation at higher speed) it is still being driven to rotate by the output tractive force provided by the ICE. This consumes power through eddy current loss, spin loss, and unnecessary inertial loads which still provide significant losses to the powertrain during highway speed operation.
  • a multiple-ratio (i.e., step-ratio) automatic transmission in an automotive vehicle powertrain adjusts a gear ratio between a torque source and a driveshaft to meet drivability requirements under dynamically-changing driving conditions. Ratio changes are achieved by engaging a so-called on-coming clutch (“OCC”) as a so-called off-going clutch (“OGC”) is released.
  • OCC on-coming clutch
  • OAC off-going clutch
  • the clutches which may be referred to as transmission friction elements or brakes, establish and disestablish power flow paths from an internal combustion engine to vehicle traction wheels.
  • the overall speed ratio which is the ratio of transmission input shaft speed to transmission output shaft speed, is reduced as vehicle speed increases for a given engine throttle settling. This is an up-shift.
  • the synchronous up-shift event can be divided into three phases, which may be referred to as a preparatory phase, a torque phase, and an inertia phase.
  • the torque phase is a time period when the OCC torque is controlled to decrease toward a non-significant level with an intention to disengage it. Simultaneously, during the torque phase, the OCC is controlled to increase from a non-significant level, thereby initiating the OCC engagement according to a conventional up-shift control.
  • the clutch engagement and disengagement timing results in a momentary activation of two torque flow paths through the gearing, thereby causing torque delivery to drop momentarily at the transmission output shaft.
  • This condition which can be referred to as a "torque hole,” occurs before the OGC disengages.
  • a vehicle occupant can perceive a large torque hole as an unpleasant shift shock.
  • the preparatory phase is a time period prior to the torque phase.
  • the inertia phase is a time period when the OGC starts to slip due to substantially reduced holding capacity, following the torque phase.
  • Automated manual transmission a type of automatic shifting transmission used in motor vehicles, improves mechanical efficiency by removing the torque converter.
  • Such automated manual transmissions typically include a plurality of power-operated actuators that are controlled by a transmission controller or some type of electronic control unit (ECU) to automatically shift synchronized clutches that control the engagement of meshed gear wheels traditionally found in manual transmissions.
  • ECU electronice control unit
  • the engine torque is disconnected from the vehicle via a clutch.
  • the torque is interrupted while the transmission changes ratio. After the ratio is changed, the clutch reapplies connecting the engine back to the drivetrain.
  • Clutches and brakes are used to drive or hold members of a planetary gear set, respectively.
  • multi-plate clutches connect one planetary member to another.
  • Multi-plate brakes connect a planetary member to the transmission case to hold it stationary.
  • the clutches and brakes consist of a number of friction discs and steel discs.
  • the friction discs are coated with a friction material and have engaging lugs (splines) on the inner perimeter.
  • the steel discs are steel on both sides and have engaging lugs located on the outer perimeter.
  • the engaging lugs on the friction discs are usually engaged with a planetary member.
  • the engaging lugs on the steel discs are usually engaged with the clutch piston housing.
  • a band-type brake is used for some applications.
  • the brake band is a circular band with friction material bonded to the inner surface.
  • the band wraps around a particular planetary component (clutch drum) and locks that component to the transmission case.
  • the brake band is applied and released by the clutch apply piston.
  • a one-way clutch i.e., OWC
  • OWC produces a drive connection (locked state) between rotating components when their relative rotation is in one direction, and overruns (freewheel state) when relative rotation is in the opposite direction.
  • a typical one-way clutch consists of an inner ring, an outer ring and a locking device between the two rings.
  • Two types of one-way clutches often used in vehicular, automatic transmissions include:
  • Roller type which consists of spring loaded rollers between the inner and outer race of the one-way clutch. (Roller type is also used without springs on some applications); and
  • Sprag type which consists of asymmetrically shaped wedges located between the inner and outer race of the one-way clutch.
  • the one-way clutches are typically used in the transmission to prevent an interruption of drive torque (i.e., power flow) during certain gear shifts and to prevent engine braking during coasting. Also, there is a one-way clutch in the stator of the torque converter.
  • a controllable OWC is an OWC where the lock action can be turned “off such that it freewheels in both directions, and/or the lock action can be turned “on” such that it locks in one or both directions.
  • U.S. Patent No. 5,927,455 discloses a bi-directional overrunning pawl -type clutch
  • U.S. Patent No. 6,244,965 discloses a planar overrunning coupling
  • U.S. Patent No. 6,290,044 discloses a selectable one-way clutch assembly for use in an automatic transmission.
  • U.S. Patent Nos. 7,258,214 and 7,344,010 disclose overrunning coupling assemblies
  • U.S. Patent No. 7,484,605 discloses an overrunning radial coupling assembly or clutch.
  • a properly designed controllable OWC can have near-zero parasitic losses in the
  • Coupled should be interpreted to include clutches or brakes wherein one of the plates is drivably connected to a torque delivery element of a transmission and the other plate is drivably connected to another torque delivery element or is anchored and held stationary with respect to a transmission housing.
  • the terms “coupling,” “clutch” and “brake” may be used interchangeably.
  • a linear motor is an electric motor that has had its stator and rotor "unrolled” so that instead of producing a torque (rotation) it produces a linear force along its length.
  • the most common mode of operation is a Lorentz-type actuator, in which the applied force is linearly proportional to the current and the magnetic field.
  • U.S. published application 2003/0102196 discloses a bi-directional linear motor.
  • Linear stepper motors are used for positioning applications requiring rapid acceleration and high speed moves with low mass payloads. Mechanical simplicity and precise open look operation are additional features of stepper linear motor systems.
  • a linear stepper motor operates on the same electromagnetic principles as a rotary stepper motor.
  • the stationary part or platen is a passive toothed steel bar extending over the desired length of travel. Permanent magnets, electro-magnets with teeth, and bearings are incorporated into the moving elements or forcer.
  • the forcer moves bi-directionally along the platen, assuring discrete locations in response to the state of the currents in the field windings.
  • the motor is two- phase, however a larger number of phases can be employed.
  • the linear stepper motor is well known in the prior art and operates upon established principles of magnetic theory.
  • the stator or platen component of the linear stepper motor consists of an elongated, rectangular steel bar having a plurality of parallel teeth that extends over the distance to be traversed and functions in the manner of a track for the so-called forcer component of the motor.
  • the platen is entirely passive during operation of the motor and all magnets and electromagnets are incorporated into the forcer or armature component.
  • the forcer moves bi- directionally along the platen assuming discrete locations in response to the state of the electrical current in its field windings.
  • Magnetic forces that are due to local or distant magnetic sources i.e. electric currents and/or permanent magnet (PM) materials, can be determined by examination of the magnetic fields produced or "excited" by the magnetic sources.
  • a magnetic field is a vector field indicating at any point in space the magnitude and direction of the influential capability of the local or remote magnetic sources. The strength or magnitude of the magnetic field at a point within any region of interest is dependent on the strength, the amount and the relative location of the exciting magnetic sources and the magnetic properties of the various mediums between the locations of the exciting sources and the given region of interest.
  • magnetize a unit volume of the material, that is, to establish a certain level of magnetic field strength. In general, regions which contain iron material are much easier to "magnetize” in comparison to regions which contain air or plastic material.
  • Magnetic fields can be represented or described as three dimensional lines of force, which are closed curves that traverse throughout regions of space and within material structures. When magnetic "action” (production of measurable levels of mechanical force) takes place within a magnetic structure these lines of force are seen to couple or link the magnetic sources within the structure. Lines of magnetic force are coupled/linked to a current source if they encircle all or a portion of the current path in the structure. Force lines are coupled/linked to a PM source if they traverse the PM material, generally in the direction or the anti-direction of the permanent magnetization.
  • An object of at least one embodiment of the present invention is to provide a drive system including a transmission for a hybrid electric vehicle and having enhanced highway fuel economy.
  • a high-efficiency drive system including a transmission for a hybrid electric vehicle.
  • the system includes a gear set including first, second and third elements.
  • the first element connects with a transmission output shaft.
  • An output shaft of a non-electrical machine connects with the second element for driving the second element.
  • the system includes a transmission housing and a first electrical machine having a first output shaft connecting with the first element and the transmission output shaft for driving the transmission output shaft in response to an electrical signal.
  • a second electrical machine has a second output shaft connecting with the third element for driving the third element.
  • the output shaft of the non-electrical machine connects with the third element through the second element for driving the third element.
  • a non-friction clutch assembly is non-hydraulically controlled to change between a first coupling state for coupling either the first or second output shaft to the transmission output shaft and an uncoupling state for uncoupling the coupled output shaft from the transmission output shaft.
  • the clutch assembly is also non-hydraulically controlled to change between a second coupling state for coupling the output shaft of the non-electrical machine to the transmission output shaft and the uncoupling state for uncoupling the output shaft of the non-electrical machine from the transmission output shaft.
  • the gear set may be a planetary gear set wherein the first, second and third elements comprise a ring gear, a carrier and a sun gear, respectively.
  • the system may be a plurality of different operating modes including a reverse gear or operating mode powered both electrically and non-electrically.
  • the system may have a plurality of different operating modes including an overdrive operating mode powered non-electrically.
  • the output shaft of the non-electrical machine may be coupled to the transmission output shaft in the overdrive operating mode.
  • the overdrive operating mode may be a first overdrive operating mode having a first gear ratio wherein the system has a second overdrive operating mode having a second gear ratio different from the first gear ratio and powered non-electrically.
  • the system may further include a non-friction brake assembly having a coupling state for coupling the third element to the housing and an uncoupling state for uncoupling the third element from the housing, the brake assembly being non-hydraulically controlled to change state.
  • the clutch assembly may include a switchable linear actuator device to control the coupling state of the clutch assembly.
  • the actuator device may include a stator structure including at least one electromagnetic source to create an electromagnetically switched magnetic field and a translator structure including a magnetically latching permanent magnet source magnetically coupled to the stator structure across a radial air gap and supported for translational movement relative to the stator structure along an axis between a plurality of predefined discrete axial positions which correspond to different coupling states of the clutch assembly.
  • the brake assembly may include an electromechanical apparatus connecting with the output shaft of the second electrical machine.
  • the first electrical machine may be an electric motor.
  • the second electrical machine may be an electric motor-generator unit.
  • the non-electrical machine may comprise an internal combustion engine.
  • the transmission may be a power-split transmission.
  • a high-efficiency drive system including a transmission for a hybrid electric vehicle.
  • the system includes a gear set including first, second and third elements.
  • the first element connects with a transmission output shaft and an output shaft of a non-electrical machine connects with the second element for driving the second element.
  • the system further includes a transmission housing and a first electrical machine having a first output shaft connecting with the first element and the transmission shaft for driving the transmission output shaft in response to an electrical signal.
  • a second electrical machine has a second output shaft connecting with the third element for driving the third element.
  • the output shaft of the non-electrical machine connects with the third element through the second element for driving the third element.
  • a first non-friction clutch assembly is non-hydraulically controlled to change between a first coupling state for coupling either the first or second output shaft to the transmission output shaft and an uncoupling state for uncoupling the coupled output shaft from the transmission output shaft.
  • the first non-friction clutch assembly is also non-hydraulically controlled to change between a second coupling state for coupling the output shaft of the non-electrical machine to the transmission output shaft and the uncoupling state for uncoupling the output shaft of the non-electrical machine from the transmission output shaft.
  • the system also includes a second non-friction clutch assembly which is non- hydraulically controlled to change between a first coupling state for coupling the output shaft of the non-electrical machine to the second element and an uncoupling state for uncoupling the output shaft of the non-electrical machine from the second element.
  • the second clutch assembly is also non- hydraulically controlled to change between a second coupling state for coupling the output shaft of the non-electrical machine to the third element and the uncoupling state for uncoupling the output shaft of the non-electrical machine from the third element.
  • the gear set may be a planetary gear set wherein the first, second and third elements comprise a ring gear, a carrier and a sun gear, respectively.
  • the system may be a plurality of different operating modes including a reverse gear or operating mode powered both electrically and non-electrically.
  • the system may be a plurality of different operating modes including an overdrive operating mode powered non-electrically wherein the output shaft of the non-electrical machine is coupled to the transmission output shaft in the overdrive operating mode.
  • the overdrive operating mode may be a first overdrive operating mode having a first gear ratio wherein the system also has a second overdrive operating mode having a second gear ratio different from the first gear ratio and powered non-electrically.
  • the system may further include a non-friction brake assembly having a coupling state for coupling the third element to the housing and an uncoupling state for uncoupling the third element from the housing.
  • the brake assembly is non-hydraulically controlled to change state.
  • Each clutch assembly may include a switchable linear actuator device to control the coupling state of the clutch assembly.
  • Each actuator device may include a stator structure including at least one electromagnetic source to create an electromagnetically switched magnetic field and a translator structure including a magnetically latching permanent magnet source magnetically coupled to the stator structure across a radial air gap and supported for translational movement relative to the stator structure along an axis between a plurality of predefined discrete axial positions which correspond to different coupling states of the clutch assembly.
  • the brake assembly may include an electromechanical apparatus connecting with the output shaft of the second electrical machine.
  • the first electrical machine may be an electric motor.
  • the second electrical machine may be an electric motor-generator unit.
  • the non-electrical machine may comprise an internal combustion engine.
  • the transmission may be a power-split transmission.
  • the brake assembly may be a first brake assembly wherein the system further includes a second brake assembly having a coupling state for coupling the second element to the housing and an uncoupling state for uncoupling the second element from the housing.
  • the second brake assembly may be non-hydraulically controlled to change state.
  • the second brake assembly may include an electromechanical apparatus.
  • FIG. 1 is a schematic block diagram of high-efficiency drive system including a transmission for a four mode, power-split, hybrid electric vehicle and constructed in accordance with at least one embodiment of the present invention
  • FIG. 2 is a view similar to the view of Figure 1 showing operation in an electric vehicle (i.e. EV) launch mode together with a corresponding lever diagram;
  • EV electric vehicle
  • FIG. 3 is a view similar to the views of Figures 1 and 2 showing operation in a low speed hybrid mode together with a corresponding lever diagram and a path for electricity from an electric motor-generator unit to an electric traction motor;
  • FIG. 4 is a view similar to the views of Figures 1-3 showing operation in a first overdrive gas mode together with a corresponding lever diagram and gear/ratio table and various operating modes called out;
  • FIG. 5 is a view similar to the views of Figures 1-4 showing operation in a second overdrive gas mode together with a corresponding lever diagram and gear/ratio table and various operating modes called out;
  • FIG. 6 is a view similar to the views of Figures 1-5 together with exemplary values for the various gears and a gear/ratio table for the overdrive modes;
  • FIG. 7 is a schematic diagram, partially broken away, of a non-friction clutch assembly comprising a 3 -position linear stepper motor dynamic, controllable mechanical diode (CMD) and coupling assemblies or clutches for use in the system of Figures 1-6;
  • CMD linear stepper motor dynamic, controllable mechanical diode
  • FIG. 8 is an enlarged view of the 3 -position, linear stepper motor and coupling assemblies of Figure 7;
  • FIG. 9 is a schematic diagram of the stepper motor of Figures 7 and 8 latching two, 2- way controllable mechanical diodes (i.e. coupling assemblies);
  • FIG. 10 is a top perspective view of a selectable solenoid insert (SSI) or electromechanical apparatus utilized in various operating modes of the system with a locking member or strut in its extended coupling position;
  • SSI selectable solenoid insert
  • FIG. 11 is a side perspective sectional view of the apparatus of Figure 10 with the locking strut in its retracted, uncoupling position;
  • FIG. 12 is a schematic block diagram of a high -efficiency drive system including a transmission for a multi-mode, power-split, hybrid electric vehicle and constructed in accordance with at least one other embodiment of the present invention
  • FIG. 13 is a view similar to the view of Figure 12 with two, 3 -position dynamic controllable mechanical diodes (CMDs) specifically called out;
  • CMDs dynamic controllable mechanical diodes
  • FIG. 14 is a view similar to the view of Figure 12 with two static SSIs specifically called out;
  • FIG. 15 is a view similar to the view of Figure 12 showing an electric vehicle (EV) launch mode together with a corresponding lever diagram with the various operating modes called out;
  • EV electric vehicle
  • FIG. 16 is a view similar to the view of Figure 15 showing a second EV launch mode with a generator boost together with a corresponding lever diagram;
  • FIG. 17 is a view similar to views of Figures 15 and 16 showing a low speed, hybrid mode together with a corresponding lever diagram and a path for electricity from an electric motor- generator unit to an electric traction motor;
  • FIG. 18 is a view similar to the views of Figures 15-17 showing operation in a first overdrive gas mode, together with a corresponding lever diagram and gear/ratio table;
  • FIG. 19 is a view similar to the views of Figures 15-18 showing operation in a second overdrive gas mode together with a corresponding lever diagram and gear/ratio table;
  • FIG. 20 is a view similar to the views of Figures 15-19 which architecture allows for at least four options for a reverse mode depending on charge/torque demand and showing a corresponding lever diagram;
  • FIG. 21 is a view similar to the view of Figure 20 showing operation in a first option for the reverse mode (electric current reverse with just a traction motor);
  • FIG. 22 is a view similar to the view of Figure 20 showing operation in a second option for the reverse mode (or serial hybrid reverse) and showing a corresponding lever diagram and a path for electricity to the traction motor;
  • FIG. 23 is a view similar to the view of Figure 20 showing operation in a third option for the reverse mode (power-split reverse) and showing a corresponding lever diagram and a path for electricity to the traction motor;
  • FIG. 24 is a view similar to the view of Figure 20 showing operation in a fourth option for the reverse mode (i.e. electric boost) and showing a corresponding lever diagram;
  • FIG. 25 is a view similar to the view of Figure 20 showing operation in a neutral or low mode together with a lever diagram
  • FIG. 26 is a view similar to the view of Figure 20 together with a table to show gear tooth counts and speeds in the overdrive modes;
  • FIG. 27 is a schematic view of driver circuits which can be multiplexed for various channels to control the various clutches;
  • FIG. 28 is a schematic block diagram of a high -efficiency drive system including a transmission for a multi-mode, power split, hybrid electric vehicle and constructed in accordance with yet another embodiment of the present invention
  • FIG. 29 is a view similar to the view of Figure 28 showing an electric vehicle (EV) launch mode
  • FIG. 30 is a view similar to the view of Figure 28 showing a second EV launch mode with a generator boost together with a corresponding lever diagram;
  • EV electric vehicle
  • FIG. 31 is a view similar to the views of Figures 29 and 30 showing a low speed, hybrid mode together with a corresponding lever diagram and a path for electricity to the traction motor;
  • FIG. 32 is a view similar to the views of Figures 29-31 showing operation in a first overdrive gas mode, together with a corresponding lever diagram;
  • FIG. 33 is a view similar to the views of Figures 29-31 showing operation in a second overdrive gas mode together with a corresponding lever diagram;
  • FIG. 34 is a view similar to the views of Figures 29-33 showing operation in a reverse mode together with a corresponding lever diagram.
  • FIG. 1 is a schematic block diagram of a first embodiment of a high-efficiency drive system including a transmission, generally indicated at 10, for a hybrid electric vehicle. Because of similarities in hardware between Figures 1-6, only Figure 1 has reference numbers.
  • the transmission may be a powersplit transmission for a car or truck that has a plurality of different operating modes including an EV mode, a hybrid mode, and first and second overdrive gas modes.
  • a system 10' is shown in Figure 12.
  • the system 10' includes a transmission having hybrid operating modes including a reverse gear or operating mode in Figure 22 powered electrically and by an internal combustion engine ("ICE" in the drawing figures). In other words, the reverse gear need not be powered solely electrically.
  • ICE internal combustion engine
  • a system 10" is shown in Figure 28.
  • the system 10" includes a transmission having hybrid operating modes including a reverse gear or operating mode in Figure 34.
  • the system 10 includes a first electrical machine in the form of a traction electric motor ("Tract” in the drawing figures) and a power transducer or second electrical machine in the form of an electric motor-generator unit ("Gen", in the drawing figures).
  • the unit is a power transducer that can be used as either an electric motor or a generator, converting between electrical power and mechanical power as is well known in the art of hybrid electric vehicle drive systems.
  • the system 10 connects to an output (labeled "Input” in many of the drawing figures) shaft 14 of the gas or internal combustion engine (“ICE” in the drawing figures).
  • the system 10 includes a rotary output shaft 12 of the traction motor, a rotary output shaft 13 of the motor-generator unit, the output shaft 14 of the ICE, and a transmission output shaft 16.
  • a first group of gears (G3 and G4) connects with the shaft 12 for rotation therewith.
  • a second group of gears (G7 and G8) connects with the shaft 14 for rotation therewith.
  • a third group of gears (G5 and G6) connects with the transmission output shaft 16.
  • the transmission output shaft 16 is connected to a differential drive (i.e. "Diff" in many of the drawing figures).
  • a fourth group of gears (Gl and G2) connects with the transmission output shaft 16 for rotation therewith.
  • the transmission 10 preferably includes a planetary gear set, generally indicated at
  • the gear set 20 includes a basic gear set whose planet carrier carries a set of planet pinions, a sun gear and a ring gear.
  • the torque transmitting members include ring, carrier and sun members or gears and are associated with the electric traction motor.
  • the sun gear is driven by the motor generator unit (Gen).
  • the ring gear rotates with the output shaft 16 of the transmission 10 through the gears Gl and G2.
  • the carrier is associated with the output shaft 14 of the ICE.
  • a coupling or clutch assembly 17 (i.e. CI) includes a 3-position linear stepper motor, generally indicated at 44 in Figures 7, 8 and 9.
  • the 3-position linear stepper motor 44 forms a part of the overrunning, non-friction coupling or clutch and control assembly 32.
  • the clutch system of Figure 7 is added to the output shaft 16 between G4 and G8.
  • the motor 44 includes a stator subassembly 35 and as disclosed in corresponding U.S. patent application 14/487,322 filed September 16, 2014 which is hereby incorporated in its entirety by reference herein. Except for the reference numbers 16, 35 and 44, Figure 7 does not include the reference numbers of Figures 8 and 9 since the structures or hardware illustrated therein are substantially the same.
  • the assembly 32 includes a first pair of coupling members or plates 46 and 48 (G8).
  • the plate 46 is a pocket plate and the plate 48 is the powdered metal gear 22 integrated with a notch plate 50 which has notches 53.
  • the plates 46 and 48 are supported for rotation relative one another about a common rotational axis 52 of the output shaft 16.
  • the plate 48 is supported on the shaft 16 by the bearing 33.
  • a first locking member or strut 54 selectively mechanically couples the first pair or plates 46 and 48 together to prevent relative rotation of the first pair of plates 46 and 48 with respect to each other in at least one direction about the axis 52.
  • the assembly 32 also includes a second pair of coupling members or plates 60 and 62
  • the gear 22 is integrally formed with a plate 65 to form the plate 62 which has notches 68.
  • the stepper motor 44 includes the stator subassembly 35 including at least one coil 66
  • the stepper motor 44 further includes a magnetically-latching actuator subassembly, generally indicated at 70, including at least one bi-directionally movable connecting structure, such as spring-biased rods, generally indicated at 72.
  • Each rod 72 is coupled to one of the first and second locking members 54 or 64 at an end portion 73 thereof for selective, small-displacement locking member movement.
  • each end portion 73 is pivotally connected to legs 75 of its locking member or strut 54 or 64 by pins (not shown but shown in the above mentioned provisional application).
  • the actuator subassembly 70 further includes a magnetic actuator, generally indicated at 76, coupled to the rods 72 and mounted for controlled reciprocating movement along the rotational axis 52 relative to the first and second pairs of coupling members 46, 48, 60 and 62 between a first extended position which corresponds to a first mode of the first pair of coupling members 46 and 48 and a second extended position which corresponds to a second mode of the second pair of coupling members 60 and 62.
  • a magnetic actuator generally indicated at 76
  • the first rod 72 actuates the first locking member 54 in its extended position, so that the first locking member 54 couples the first pair of coupling members 46 and 48 for rotation with each other in at least one direction about the rotational axis 52.
  • the second rod 72 actuates the second locking member 64 to couple the second pair of coupling members 60 and 62 for rotation with each other in at least one direction about the rotational axis 52.
  • the magnetic actuator 76 completes a path of the magnetic flux to magnetically latch in the first and second extended positions. A control force caused by the magnetic flux is applied to linearly move the magnetic actuator 76 between the first and second extended positions along the rotational axis 52.
  • the magnetic actuator 76 preferably includes a permanent magnet source 77 sandwiched between a pair of annular field redirection rings 78.
  • the magnetic source 77 is preferably an annular, rare earth magnet which is axially magnetized.
  • the electromechanical apparatus or motor 44 controls the operating mode of a pair of coupling apparatus, each of which has drive and driven members supported for rotation relative to one another about the common rotational axis 52 of the output shaft 16.
  • Each drive member may be a pocket plate 46 or 60 and the driven member may be a notch plate 50 or 65.
  • Each coupling apparatus or assembly may include two struts 54 or 64 for selectively mechanically coupling the members of each coupling assembly together and change the operating mode of each coupling assembly.
  • the struts 54 and 64 are spaced at 90° and/or 180° intervals about the axis 52.
  • the apparatus or motor 44 includes the stator subassembly 35 which has one or more stator subassembly 35 which has one or more stator subassembly 35 which has one or more stator subassembly 35 which has one or more stator subassembly 35 which has one or more stator subassembly 35 which has one or more stator subassembly 35 which has one or more stator subassembly 35 which has one or more
  • electromagnetically inductive coils 66 to create a first magnetic flux when the coils 66 are energized.
  • the apparatus or motor 44 also includes the actuator subassembly 70 adapted for coupling with the members or plates of both of the coupling apparatus to rotate therewith.
  • the motor 44 is supported on the output shaft 16 for rotation relative to the coils 66 about the rotational axis 52.
  • the motor 44 typically includes two or more bi-directionally movable rods 72. Each rod 72 has the free end 73 adapted for connection to a strut for selective, small-displacement, strut movement.
  • the motor 44 also includes the actuator 76 operatively connected to the rods 72 for selective bi-directional shifting movement along the rotational axis 52 between a first position of the actuator 76 which corresponds to a mode of the first coupling apparatus (plate 50 and plate 46) and a second position of the actuator 76 which corresponds to a mode of the coupling apparatus (plate 60 and plate 65).
  • the two rods 72 are spaced 180° apart from one another. The different modes may be locked and unlocked (i.e. freewheeling) modes.
  • a first magnetic control force is applied to the actuator 76 when the at least one coil
  • the motor 44 includes a pair of spaced biasing spring members 80 for each rod 72 for exerting corresponding biasing forces on the actuator 76 in opposite directions along the axis 52 when the actuator 76 moves between its first, second and third positions along the axis 52.
  • the actuator 76 has a hole 82 for slideably receiving and retaining the connecting rods 72. When the actuator 76 moves, it pushes/pulls its respective springs between its faces and the ends of its corresponding rods 72.
  • the motor 44 includes a hub 84 adapted for coupling with plates 46 and 60 of the two coupling apparatus.
  • the hub 84 is splined for rotation with the shaft 16 about the rotational axis 52.
  • the hub 84 slidably supports the actuator 76 during corresponding shifting movement along the rotational axis 52.
  • the motor 44 includes of spaced stops, only one of which is shown at 86, supported on the hub 84 to define the first and second positions of the actuator 76.
  • the motor 44 also preferably includes a set of spaced guide pins (not shown) sandwiched between inner surface of the actuator 76 and an outer surface of the hub 84 and extending along the rotational axis 52.
  • the inner surfaces and the outer surface have V-shaped grooves or notches (not shown) formed therein to hold the guide pins.
  • the actuator 76 slides on the guide pins during shifting movement of the actuator 76 along the rotational axis 52.
  • the guide pins pilot the actuator 76 on the hub 84.
  • the hub 84 also distributes oil to the guide pins.
  • the stator subassembly 35 includes a ferromagnetic housing 88 having spaced apart fingers 90 and the electromagnetically inductive coils 66 housed between adjacent fingers 90.
  • the actuator 76 is an annular part having the magnetic annular ring 77 sandwiched between the pair of ferromagnetic backing rings 78.
  • the magnetic control forces magnetically bias the fingers 90 and their corresponding backing rings 78 into alignment upon coil energization. These forces latch the actuator 76 in the two “on” positions and the “off position.
  • the rings are acted upon by the stator subassembly 35 to move the actuator 76.
  • a hollow cylindrical bushing (not shown) may slidably support each rod 76 in its aperture 82 during bi-directional shifting movement thereof.
  • the 3 -position linear stepper motor 44 is shown magnetically latching the 2-way and one-way clutch assemblies.
  • the 8 th gear (G8) is selected for rotation going to the right.
  • the fourth gear (G4) is selected going to the left.
  • the magnetic latch force is "off in the center.
  • FIG. 10 and 11 there is generally illustrated an SSI (selectable solenoid insert) or the solenoid 115.
  • the SSI 115 is disclosed in U.S. patent application No. 14/288,819 filed May 28, 2014 which is hereby incorporated in its entirety by reference herein.
  • the SSI would be inserted into the case near the Gen.
  • the shaft 13 (which is also the sun gear shaft) would have a notch plate attached that would engage the SSI.
  • a planar, controllable coupling assembly is disclosed.
  • the assembly includes a first coupling member, the notch plate or member (not shown), a second coupling member (not shown) and the electromechanical apparatus 115.
  • the coupling assembly may be a ratcheting, 1 -way brake assembly 15 (C2)
  • a first member 112 includes a coupling face 116 in closed-spaced opposition with an outer coupling face 114 of a housing part 113 of the solenoid 115 when the first and second members are assembled and held together by a locking or snap ring (not shown).
  • One of the members is mounted on the output shaft 13 via the notch plate for rotation about a common rotational axis and the other of the members is fixedly secured to the transmission housing or case 19.
  • the outer coupling face 114 of the housing part 113 has a single, T-shaped recess or pocket 122.
  • the recess 122 defines a load-bearing first shoulder 124.
  • the second coupling face 116 of the notch plate 112 has a plurality of recesses or notches 123. Each notch of the notches 123 defines a load-bearing second shoulder.
  • the electromechanical apparatus or solenoid 115 may include a locking strut or element, generally included at 126, disposed between the coupling faces 114 and 116 of the housing part 113 and the member 112, respectively, when the member 112 is assembled with the member holding the apparatus 115.
  • the element 126 may comprise a metal locking element or strut movable between first and second positions.
  • the first position is characterized by abutting engagement of the locking element 126 with a load -bearing shoulder of the member 112 and the shoulder 124 of the pocket 122 ( Figure 12) formed in an end wall 128 of the housing part 113.
  • the second position is characterized by non-abutting engagement of the locking element 126 with a load -bearing shoulder of at least one of the member 112 and the end wall 128 ( Figure 13).
  • the element 126 may be an impact energy storage element or synthetic rubber strut, to dampen the rotation between the member 112 and the member holding the apparatus 115.
  • the electromechanical apparatus 115 includes the housing part 113 which has a closed axial end including the end wall 128.
  • the end wall 128 has the outer coupling face 114 with the single pocket 122 which defines the load-bearing shoulder 124 which is in communication with an inner face 129 of the end wall 128.
  • the housing part 113 may be a powdered metal or aluminum (MEVI) part.
  • the apparatus 115 also includes an electromagnetic source, generally indicated at
  • the element or strut 126 is received within the pocket 122 in a retracted, uncoupling position ( Figure 13).
  • the strut 126 is movable outwardly from the pocket 122 to an extended, coupling position ( Figure 12) characterized by abutting engagement of the strut 126 with a load- bearing shoulder of the notch plate 112.
  • the apparatus 115 also includes a reciprocating armature, generally indicated at 135, arranged concentrically relative to the at least one excitation coil 133 and is axially movable when the at least one excitation coil 133 is supplied with current.
  • the armature 135 is connected at its leading end 137 to the element 126 to move the element 126 between its coupling and uncoupling positions.
  • the element of the apparatus 115 is the previously described impact energy storage element, the element absorbs and stores impact energy to reduce undesirable noise and contact stress caused by a transition between operating modes of the coupling assembly.
  • the element or strut is a locking element or an energy storage element
  • the element is pivotally connected to the leading end 137 of the armature 135 wherein the armature 135 pivotally moves the element within the pocket 122 in response to reciprocating movement of the armature 135.
  • the apparatus 115 also preferably includes a return spring 141, upper and lower plates 145, a spring 144, and a hollow tube 143.
  • the coil 133 is wound about the tube 143 between the plates 145.
  • the armature 135 reciprocates within the hollow tube 143.
  • the spring 141 and the tube 143 return the armature 135 to its home position when the coil 133 is de-energized, thereby returning the element 126 to its uncoupling position.
  • at least one return biasing member in the form of the return spring 141 urges the armature 135 through the plate 145 to a return position which corresponds to the uncoupling position of the element 126.
  • the spring 144 biases the armature 135 towards the coupling position.
  • the housing may also include a stamped metal cup which preferably has holes to allow oil to circulate within the housing.
  • the at least one coil 133, the housing part 113, the cup and the armature 135 comprise a low profile solenoid.
  • the locking element 126 may be a metal injection molded (i.e. MTM) strut.
  • the storage element when it is a synthetic rubber strut, it may include a rigid insert and an elastomeric outer covering layer, bonded to the insert.
  • the outer covering layer may be molded over the insert in a thermoset injection molding process.
  • the storage element may carry high temperature-resistant elastomeric material defining opposite end sections of the storage element. One of the end sections is configured to deflect upon abutting engagement with the shoulder 124 and the other end section deflects upon engagement with a shoulder of the notch plate 112.
  • the housing part 115 has an apertured attachment flange 149 or possibly two apertured attachment flanges to attach the apparatus 115 to the coupling member (not shown) of the coupling assembly.
  • the element 126 includes at least one and, preferably, two projecting leg portions 151 which provide an attachment location for the leading end 137 of the armature 135. Each leg portion 151 has an aperture (not shown).
  • the apparatus 115 further comprises a pivot pin 155 received within each aperture to allow rotational movement of the element 126 in response to reciprocating movement of the armature 135 wherein the leading end 137 of the armature 135 is connected to the element 126 via the pivot pin 155.
  • each aperture is an oblong aperture which receives the pivot pin 155 to allow both rotation and translational movement of the element 126 in response to reciprocating movement of the armature 135.
  • Each locking strut 126 may comprise any suitable rigid material such as metal, (i.e. steel).
  • each storage strut may comprise any suitable base polymer that displays rubber-like elasticity, such as an unsaturated or saturated rubber material including, but not limited to, a nitrile rubber such as a hydrogenated nitrile butadiene rubber (HNBR).
  • HNBR hydrogenated nitrile butadiene rubber
  • the storage struts are configured to dampen rotation and, consequently, engagement noise of the clutch assembly.
  • a portion or portions of each storage strut such as the end portion and/or middle portions of each storage strut may comprise one or more elastomeric materials, and the remainder of each storage strut may comprise a metal, such as the metal steel insert.
  • each of the storage elements carries resilient material defining the opposite end sections of the storage element.
  • Each storage element is movable between coupling and uncoupling positions between the member 112 and the end wall 128 of the housing part 113.
  • the coupling position is characterized by abutting engagement of the opposite end sections with respective shoulders of the member 112 and the end wall 128.
  • the uncoupling position is characterized by non-abutting engagement of one of its end sections with at least one of the members 112 and the end wall 128.
  • Each end section is configured to deflect or compress upon abutting engagement with respective shoulders of the member 112 and the end wall 128.
  • Figure 11 shows a magnetic field sensor or device, generally indicated at 100.
  • the device 100 may be a Hall effect sensor which senses position of the strut 126.
  • the strut 126 may carry or support a rare-earth, automotive grade, magnet or pellet (now shown) which may be embedded in a hole formed in the outer surface of the strut 126.
  • the strut 126 is a non- ferrous strut such as an aluminum strut.
  • the strut 126 is a ferromagnetic strut.
  • the device 100 typically has three wires 108 (input, output and ground) and provides an industry standard, push-pull voltage output based on position of the strut 126 in the pocket 122.
  • the device 100 accurately detects the position of the strut 126 with a single output (i.e., voltage output).
  • the device 100 is preferably mounted adjacent to and below the pocket 122 and the wires 108 extend through an aperture formed in the plate and through an aperture formed through the side wall or skirt of the housing part 113.
  • the wires 108 are coupled to a solenoid controller which, in turn, is coupled to a main controller and to a coil drive circuit which supplies drive signals to the coil 133 in response to control signals from the solenoid controller.
  • the device 100 may be held in place by fasteners or by an adhesive so that an upper surface of the device 100 is in close proximity to the bottom surface of the strut 126 in the uncoupling position of the strut 126.
  • the sensor 100 is typically back-biased when the strut 126 is ferromagnetic and typically includes a Hall sensor or sensing element mounted on a circuit board on which other electronics or components are mounted, as is well-known in the art.
  • the sensor 100 is preferably back-biased in that it includes a rare-earth magnet which creates a magnetic flux or field which varies as the strut 126 moves.
  • the sensor 100 may comprise a back-biased, Hall effect device available from Allegro Microsystems.
  • the device 100 is preferably a back-biased device wherein the device includes a rare earth pellet or magnet whose magnetic field varies as the strut 126 moves towards and away from its uncoupled position.
  • the variable magnetic field is sensed by the magnetic sensing element of the device 100.
  • the output signal from the device 100 is a feedback signal which is received by the solenoid controller which, in turn, provides a control signal to the circuit which, in turn, provides drive control signals to control current flow to the coil 133.
  • the resulting closed-loop control system has improved sensitivity, accuracy and repeatability.
  • the above-noted brake and clutch assemblies 15 and 17, respectively, in combination with the rest of the power-split architecture shown in Figure 1 can operate in a number of different modes including two overdrive modes and simultaneously disconnect the traction motor (i.e. Tract) from the output shaft 16 during overdrive operation to further enhance highway fuel economy.
  • the power flow shows a CI clutch (i.e.
  • the CI clutch allows (1) an output lay shaft to be connected to either the traction motor (through G4) or (2) to the ICE input through an overdrive gear ratio (G7-G8), and furthermore also (3) provides a neutral state which disconnects both nodes from output.
  • the power flow also includes the C2 (i.e. 15) clutch which can be used to ground the MG2/sun gear node for overdrive purposes.
  • the power floor provides two overdrive modes which have separate gear ratios to output providing the ability to shift between the ratios to optimize highway fuel economy.
  • CI also provides a method to disconnect the MGl from output during highway operation to maximize fuel economy with minimal additional hardware.
  • the EV mode is used for launch.
  • CI is engaged to connect the G4 to output.
  • the traction motor (TG2 or Tract) provides all tractive force to output.
  • C2 is not engaged at this point and the ICE is not running.
  • the mode illustrated therein is the low speed (i.e. less than
  • mode 3 is the first overdrive mode.
  • CI is now the neutral state and has disconnected both G4 and G8 from output.
  • C2 is now engaged and is grounding the MG2/sun gear node.
  • the layshaft overdrive gear has been disconnected and tractive force is supplied by the ICE only via the pathway.
  • MGl is also disconnected and MG2 is now grounded which minimized any losses associated with the spinning of the electric motors during highway operation.
  • mode 4 is the second overdrive ratio or mode.
  • CI is engaged with the G8 overdrive gear. This connection is through a one-way-clutch and will provide a direct path to output through the lay shaft overdrive gear path.
  • C2 is disconnected and is allowing the MG2 generator to spin.
  • MG1 is now disconnected from the output shaft 16 completely and the ICE is providing all tractive force through the G7-G8 overdrive pathway. The tractive force will not be passed through the planetary gearset in this mode but the nodes of the gearset are still connected to other elements in the transmission and will be driven to spin by those elements. This includes MG2, which will cause some losses and slightly reduced fuel economy.
  • FIG. 12-26 there is illustrated a second embodiment of a high- efficiency drive system 10' including a transmission for a multi-mode, powersplit, hybrid electric vehicle. Because of the similarities in hardware between Figures 12-26, only Figure 12 has reference numbers. In general, the architecture is substantially the same as the first embodiment (and consequently the same reference numbers are used with a single prime designation) but with the addition of a second non-friction clutch assembly 21 ' substantially the same as the clutch assembly 17(C1) of the first embodiment and a second non-friction brake assembly 23 ' which functions as a 2- way clutch.
  • the brake assembly 23' preferably includes a pair of 1-way clutches such as the 1-way clutch 15' which is substantially the same as the brake assembly 15 (C2).
  • FIG. 12-14 The architecture of Figures 12-14 generally:
  • FIG. 19 a second overdrive mode (having a highway MPH range higher than the first range of the first overdrive mode) is illustrated.
  • This mode is an even deeper OD ratio than the first OD ratio with the added benefit that both E-machines are not spinning.
  • the ICE is in a true, gas only, OD range.
  • the step from Mode 3 to 4 is 1.375 and the shift is achieved CVT-like from one fixed ratio to the next.
  • the same clutch device, i.e. CI) disconnects the unused traction motor while connecting the G7/G8 torque path to the output shaft 16'.
  • a serial hybrid reverse mode is illustrated.
  • the ICE/ Gen are connected and separate from the Tract electric motor.
  • the ICE and Gen can be run independent of the Tract electric motor. This mode could be used for aux. power generation as shown by the electric path. In this case, it is used for REV when the state of charge is low. This makes for a gas- powered reverse option via the Gen.
  • FIG. 25 a tow or neutral mode is illustrated.
  • the ICE and Tract electrical motor are disconnected.
  • the sun gear is grounded.
  • the goal is to have all electrical machines not rotating and the ICE is disconnected.
  • driver circuits that can be multiplexed for various channels to control the various clutches (i.e. both clutch and brake assemblies) of the embodiment of the present invention.
  • Max current TBD 12V (very stable, design to 10V to 16V);
  • FIG. 28-34 there is illustrated a third embodiment of a high- efficiency drive system 10" including a transmission for a multi-mode, powersplit, hybrid electric vehicle. Because of similarities in hardware between Figures 28-34, only Figure 28 has reference numbers.
  • the architecture is substantially the same as the first and second embodiments (and consequently the same reference numbers are used with a double prime designation) but with the addition of a second non-friction clutch assembly 21 " substantially the same as the clutch assembly 17(C1) of the first embodiment and a second non-friction brake assembly 23" which functions as a 2-way clutch.
  • the brake assembly 23" preferably includes a pair of 1 -way clutches such as the 1-way clutch 15" which is substantially the same as the brake assembly 15(C2).
  • FIG. 30 a second EV launch and Gen boost mode (with the traction motor and the Gen "on") is illustrated. If more performance is commanded, the Gen can operate in the reverse direction, the carrier is the reaction node. The ratio to the Diff from the Gen is the same ratio as the traction motor is to the Diff. A significant amount of boost can be realized for increased performance.
  • the static solenoid, controllable mechanical diode, CMD, (i.e. 15") grounds the sun gear.
  • the traction motor is available on demand.
  • a second overdrive mode (having a highway MPH range higher than the first range of the first overdrive mode) is illustrated.
  • This mode is an even deeper OD ratio than the first OD ratio with the added benefit that one of the E-machines (i.e. Gen) is not spinning.
  • the ICE is in a true, gas only, OD range.
  • the traction motor is available on demand.
  • the step from Mode 3 to 4 may be 1.375 and the shift is achieved CVT-like from one fixed ratio to the next.
  • the same clutch device disconnects the unused Gen while connecting the G7/G8 torque path to the output shaft 16".
  • the architecture illustrated allows reverse wherein the traction motor is available on demand and wherein the Gen is used.

Abstract

La présente invention concerne un système d'entraînement à haute efficacité comprenant une boîte de vitesses destinée à un véhicule électrique hybride. Le système comprend un ensemble d'engrenages ayant des premier, deuxième et troisième éléments. Un ensemble embrayage anti-friction est commandé de manière non hydraulique pour changer entre un premier état d'accouplement destiné à accoupler l'arbre de sortie d'une machine électrique à un arbre de sortie de boîte de vitesses et un état de désaccouplement destiné à désaccoupler l'arbre de sortie de la machine électrique de l'arbre de sortie de boîte de vitesses. L'ensemble d'embrayage est également commandé de manière non hydraulique pour changer entre un second état d'accouplement destiné à accoupler l'arbre de sortie d'une machine non-électrique à l'arbre de sortie de boîte de vitesses et l'état de désaccouplement destiné à désaccoupler l'arbre de sortie de la machine non-électrique de l'arbre de sortie de boîte de vitesses.
PCT/US2016/056982 2015-10-14 2016-10-14 Système d'entraînement à haute efficacité comprenant une boîte de vitesses pour un véhicule électrique hybride WO2017066526A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US14/882,505 2015-10-14
US14/882,505 US9441708B2 (en) 2010-12-10 2015-10-14 High-efficiency drive system including a transmission for a hybrid electric vehicle

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7300374B2 (en) * 2005-11-10 2007-11-27 Gm Global Technology Operations, Inc. Multi-mode electrically variable transmissions having two planetary gear sets with one fixed interconnection
US20080072725A1 (en) * 2006-09-25 2008-03-27 David Crowther Vacuum pressure work piece holding device for a saw
US20090209381A1 (en) * 2006-06-19 2009-08-20 Xiaolin Ai Two mode electro-mechanical transmission and control
US20140080648A1 (en) * 2011-08-26 2014-03-20 Means Industries, Inc. Drive system including a transmission for a hybrid electric vehicle
US20150000442A1 (en) * 2010-12-10 2015-01-01 Means Industries, Inc. Electronic, high-efficiency vehicular transmission, overrunning, non-friction coupling and control assembly and switchable linear actuator device for use therein

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7300374B2 (en) * 2005-11-10 2007-11-27 Gm Global Technology Operations, Inc. Multi-mode electrically variable transmissions having two planetary gear sets with one fixed interconnection
US20090209381A1 (en) * 2006-06-19 2009-08-20 Xiaolin Ai Two mode electro-mechanical transmission and control
US20080072725A1 (en) * 2006-09-25 2008-03-27 David Crowther Vacuum pressure work piece holding device for a saw
US20150000442A1 (en) * 2010-12-10 2015-01-01 Means Industries, Inc. Electronic, high-efficiency vehicular transmission, overrunning, non-friction coupling and control assembly and switchable linear actuator device for use therein
US20140080648A1 (en) * 2011-08-26 2014-03-20 Means Industries, Inc. Drive system including a transmission for a hybrid electric vehicle

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