WO2018145061A1 - Systèmes d'entraînement comprenant des transmissions et des dispositifs d'accouplement magnétique pour véhicules électriques et électriques hybrides - Google Patents

Systèmes d'entraînement comprenant des transmissions et des dispositifs d'accouplement magnétique pour véhicules électriques et électriques hybrides Download PDF

Info

Publication number
WO2018145061A1
WO2018145061A1 PCT/US2018/016986 US2018016986W WO2018145061A1 WO 2018145061 A1 WO2018145061 A1 WO 2018145061A1 US 2018016986 W US2018016986 W US 2018016986W WO 2018145061 A1 WO2018145061 A1 WO 2018145061A1
Authority
WO
WIPO (PCT)
Prior art keywords
output shaft
transmission output
coupling
state
electric
Prior art date
Application number
PCT/US2018/016986
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
Application filed by Means Industries, Inc. filed Critical Means Industries, Inc.
Publication of WO2018145061A1 publication Critical patent/WO2018145061A1/fr

Links

Classifications

    • 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
    • B60K6/48—Parallel 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
    • B60K6/36—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
    • B60K6/38—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
    • B60K6/22—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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • 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 drive systems or powertrains including transmissions for electric and hybrid electric vehicles.
  • 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
  • hybrid powertrains employ a single electric motor in combination with the engine.
  • transmission output, and hence vehicle speed is directly related to the speeds and torques of the engine and the electric motor.
  • Other hybrid powertrains employ two electric motors in combination with the engine to power the vehicle.
  • a hybrid powertrain utilizing an engine and two electric motors may connect the engine and the electric motors to a transmission such that torque and speed of the engine may be selected independently of vehicle speed and desired acceleration. Such control of the engine is typically achieved by varying individual torque contribution from the two electric motors.
  • a hybrid powertrain utilizing an engine in combination with two electric motors may provide suitable torque contribution from each of the engine and the two motors and afford improved overall vehicle efficiency.
  • U.S. patent documents assigned to the same assignee as the present application and which are related to the present application include U.S. patent Nos. 8,813,929; 8,888,637; 9, 109,636, 9, 186,977; 9,303,699; and 9,441,708 and U.S. published applications 2014/0100071; 2015/0000442; and 2015/0014116.
  • the disclosures of all of the above-noted, commonly assigned patent documents are hereby incorporated in their entirety by reference herein.
  • a 2-position, linear motor eCMD electrically controllable mechanical diode
  • This device is a dynamic one-way clutch as both races (i.e. notch and pocket plates) rotate.
  • the linear motor or actuator moves which, in turn, moves plungers coupled to struts, via a magnetic field produced by a stator.
  • the actuator has a ring of permanent magnets that latches the clutch into two states, ON and OFF. Power is only consumed during the transition from one state to the other. Once in the desired state, the magnet latches and power is cut.
  • U.S. patent documents 2015/0000442 and U.S. Patent No. 9,441,708 disclose 3- position, linear motor, magnetically-latching, 2-way CMDs.
  • a plug-in hybrid electric vehicle PFIEV
  • plug-in hybrid vehicle PFIEV
  • plug-in hybrid vehicle PFIEV
  • plug-in hybrid vehicle PFIEV
  • plug-in hybrid vehicle PFIEV
  • plug-in hybrid vehicle PFIEV
  • plug-in hybrid vehicle PFIEV
  • plug-in hybrid vehicle PFIEV
  • plug-in hybrid vehicle PFIEV
  • plug-in hybrid vehicle PSV
  • 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 PFEV 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 PFEVs 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.
  • 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.
  • An automated manual transmission (AMT), 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
  • U.S. Patent No. 7,942,781 discloses a high-efficiency vehicular transmission.
  • the transmission includes a transmission housing, a set of torque delivery elements which include first and second elements supported for rotation within the housing and an electric motor for changing angular velocity of at least one of the elements in response to an electrical signal during a shift to obtain a desired transmission ratio.
  • At least one non-friction controllable coupling assembly has a coupling state for coupling the first element to either the second element or the housing and an uncoupling state for uncoupling the first element from either the second element or the housing, respectively.
  • the at least one coupling assembly is non-hydraulically controlled to change state to maintain the desired transmission ratio.
  • 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 plates 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.
  • An object of at least one embodiment of the present invention is to provide a powertrain or drive system including a transmission for electric and hybrid electric vehicles wherein occupants of the vehicle experience improved "shift feel".
  • a vehicle drive system including a transmission having a plurality of operating modes is provided.
  • the system includes a transmission output shaft, a stationary member, and an electric powerplant having a rotary drive shaft connecting with the transmission output shaft.
  • a group of gears includes first and second elements connecting with the transmission output shaft.
  • a non-friction controllable coupling assembly has a first coupling state for coupling the first element to the transmission output shaft, a second coupling state for coupling the second element to the transmission output shaft and an uncoupling state for uncoupling the transmission output shaft from the first and second elements.
  • the coupling assembly is non-hydraulically controlled to change state.
  • a magnetic coupling device is provided to magnetically transfer a portion of rotating mechanical energy of the electric powerplant to the transmission output shaft in response to an electrical signal to synchronize angular velocities of the shafts during a change in state of the coupling assembly. Torque is transferred to the transmission output shaft during the change in state.
  • the electric powerplant may include an electric motor having a stator and a rotor.
  • the magnetic coupling device may comprise a magnetic torque converter.
  • the torque converter may include at least one coil coupled to the rotor to rotate therewith and a target part magnetically coupled to the at least one coil across an air gap.
  • the air gap may be a radial air gap or an axial air gap.
  • the system may further include a transformer including a rotating part to energize the at least one coil.
  • the coupling assembly may include at least one linear motor clutch.
  • the at least one clutch may include a controllable mechanical diode (CMD).
  • CMD controllable mechanical diode
  • the at least one clutch may include a dog clutch.
  • the group of gears may be coupled to the rotary drive shaft to rotate therewith.
  • the stationary number may be a transmission housing.
  • the vehicle may be an electric vehicle.
  • the transmission may be an automated manual transmission (AMT).
  • AMT automated manual transmission
  • a vehicle drive system including a transmission having a plurality of operating modes.
  • the system includes a transmission output shaft, a stationary member, a first electric powerplant having a first rotary drive shaft connecting with the transmission output shaft and a second electric powerplant having a second rotary drive shaft connecting with the transmission output shaft.
  • the system also includes a group of gears including first and second elements connecting with the transmission output shaft.
  • a first non-friction controllable coupling assembly has a coupling state for coupling the first electric powerplant to the transmission output shaft and an uncoupling state for uncoupling the transmission output shaft from the electric powerplant.
  • the first coupling assembly is non-hydraulically controlled to change state.
  • a second non-friction controllable coupling assembly has a first coupling state for coupling the first element to the transmission output shaft, a second coupling state for coupling the second element to the transmission output shaft and an uncoupling state for uncoupling the transmission output shaft from the first and second elements.
  • the second coupling assembly is non-hydraulically controlled to change state.
  • a magnetic coupling device is provided to magnetically transfer a portion of rotating mechanical energy of the second electric powerplant to the transmission output shaft in response to an electrical signal to synchronize angular velocities of the transmission output shaft and the second rotary drive shaft during a change in state of the second coupling assembly.
  • the second electric powerplant may include an electric motor having a stator and a rotor.
  • the magnetic coupling device may include a magnetic torque converter.
  • the torque converter may include at least one coil coupled to the rotor to rotate therewith and a target part magnetically coupled to the at least one coil across an air gap.
  • the air gap may be a radial air gap or an axial air gap.
  • the system may further include a transformer including a rotating part to energize the at least one coil.
  • the second coupling assembly may include at least one linear motor clutch.
  • the least one clutch may include a controllable mechanical diode (CMD).
  • the at least one clutch may include a dog clutch.
  • the group of gears may be coupled to the second rotary drive shaft to rotate therewith.
  • the stationary number may be a transmission housing.
  • the vehicle may be a 2-motor electric vehicle.
  • the first electric powerplant may comprise a motor-generator unit.
  • a vehicle drive system including a transmission having a plurality of operating modes.
  • the system includes a transmission output shaft, a stationary member, a first electric powerplant having a first rotary drive shaft connecting with the transmission output shaft and a second electric powerplant having a second rotary drive shaft connecting with the transmission output shaft.
  • a group of gears includes first and second elements connecting with the transmission output shaft.
  • a first non-friction controllable coupling assembly has a coupling state for coupling the first electric powerplant to the transmission output shaft and an uncoupling state for uncoupling the transmission output shaft from the first electric powerplant.
  • the first coupling assembly is non-hydraulically controlled to change state.
  • a second non-friction controllable coupling assembly has a first coupling state for coupling the first element to the transmission output shaft, a second coupling state for coupling the second element to the transmission output shaft and an uncoupling state for uncoupling the transmission output shaft from the first and second elements.
  • the second coupling assembly is non-hydraulically controlled to change state.
  • a non-electric powerplant having an output shaft connecting with the transmission output shaft.
  • a third non-friction, controllable coupling assembly has a first coupling state coupling the non-electric powerplant to the transmission output shaft and an uncoupling state for uncoupling the non-electric powerplant from the transmission output shaft.
  • the third coupling assembly is non- hydraulically controlled to change state.
  • a magnetic coupling device magnetically transfers a portion of rotating mechanical energy of the second electric powerplant to the transmission output shaft in response to an electrical signal to synchronize angular velocities of the second rotary drive shaft and the transmission output shaft during a change in state of the second coupling assembly.
  • the second electric powerplant may include an electric motor having a stator and a rotor.
  • the magnetic coupling device may comprise a magnetic torque converter.
  • the torque converter may include at least one coil coupled to the rotor to rotate therewith and a target part magnetically coupled to the at least one coil across an air gap.
  • the air gap may be a radial air gap or an axial air gap.
  • the system may further include a transformer including a rotating part to energize the at least one coil.
  • the second coupling assembly may include at least one linear motor clutch.
  • the at least one clutch may include a controllable mechanical diode.
  • the at least one clutch may include a dog clutch.
  • the group of gears may be coupled to the second rotary drive shaft to rotate therewith.
  • the stationary number may be a transmission housing.
  • the vehicle may be a hybrid electric vehicle.
  • the non-electric powerplant may be an engine.
  • FIGURE 1 is a schematic view, partially broken away, of an electric, 3-speed, automated manual transmission (AMT) including three forward gears, a magnetic torque converter and a pair of 3-position, linear motor, controllable mechanical diodes (CMDs);
  • FIGURE 2 is an enlarged schematic view, partially broken away, of the view of
  • Figure 1 to particularly illustrate one of the CMDs and two of the gears with integrated notch plates coupled to the transmission output shaft via pocket plates (i.e. PPs);
  • FIGURE 3a is a schematic view, partially broken away, of the 3-position linear motor
  • CMD magnetically latching the two-way controllable mechanical diodes/dog cogs and showing how different gears can be selected
  • FIGURE 3b is a magnetic latching force diagram referred to in the view of Figure 3a;
  • FIGURE 4 is a schematic view of the AMT with a 3-position linear motor CMD and magnetically latching dog cogs in an end view;
  • FIGURE 5 is an enlarged view from the view of Figure 4 showing, in detail, the 3- position, linear motor CMD and magnetically-latching dog cogs;
  • FIGURE 6 is a schematic view of the AMT of Figure 1 showing a first gear power or torque flow path
  • FIGURE 7 is a view similar to the view of Figure 6 but showing a 2nd gear power path
  • FIGURE 8 is a view similar to the views of Figures 6 and 7 but showing a 3rd gear power path
  • FIGURE 9 is a view similar to the views of Figures 6, 7 and 8 but showing a park mode wherein the output shaft is grounded;
  • FIGURE 10 is an enlarged schematic view, partially broken away, of the magnetic torque converter and particularly showing a rotor coil, target disk and air gap/slip field of the converter;
  • FIGURE 11 is a schematic view of the torque converter of Figure 10 (as shown by the oval) together with the electric motor of Figure 1;
  • FIGURE 12 is a view similar to the view of Figure 1, but including a coil-powering transformer;
  • FIGURE 13 is a view similar to the view of Figure 12, except the coils of the transformer are oriented in a radial direction;
  • FIGURE 14 is a schematic view of a plug-in, hybrid electric vehicle (PHEV) including the AMT of the prior figures;
  • PHEV hybrid electric vehicle
  • FIGURE 15 is a schematic view of the PHEV of Figure 14 in its EV mode with a generator boost
  • FIGURE 16 is a view similar to the views of Figures 14 and 15 with the PHEV in a parallel hybrid mode or gas only mode (i.e. highway mode) in 3rd gear with electric boost on demand; and
  • FIGURE 17 is a view similar to the views of Figures 14, 15 and 16 with the PHEV in a second hybrid mode or a stationary generator mode (i.e., park, electric power generating mode).
  • a stationary generator mode i.e., park, electric power generating mode
  • Figure 1 is a schematic view of an electric, 3 -speed, automated manual transmission
  • the AMT 20 includes a transmission output shaft 16, a stationary member such as a transmission housing 92 and an electric powerplant such as an electric motor having a rotary drive shaft (i.e. input shaft) connecting with the transmission output shaft 16.
  • the electric motor preferably also includes a stator and a rotor.
  • the AMT above includes the forward gears i.e. (first, second and third elements or gears) connecting with the transmission output shaft 16.
  • a non-friction controllable coupling assembly includes the first linear motor clutch having a first coupling state for coupling the first gear to the transmission output shaft 16, a second coupling state for coupling the second gear to the transmission output shaft 16 and an uncoupling state for uncoupling the transmission output shaft 16 from the first and second gears.
  • the coupling assembly is non-hydraulically controlled to change state.
  • a magnetic coupling device such as the magnetic torque converter 22 magnetically transfer a portion of rotating mechanical energy of the electric motor to the transmission output shaft 16 in response to an electrical signal from a controller to synchronize angular velocities of the shafts during a change in state of the coupling assembly wherein torque is transferred to the transmission output shaft 16 during the change in state.
  • the torque converter 22 may include at least one coil 94 coupled to the rotor to rotate therewith and a target part 96 magnetically coupled to the at least one coil 94 across an air gap.
  • Figure 2 is an enlarged view of the view of
  • Figure 1 to particularly illustrate one of the CMDs and two of the gears with integrated notch plates coupled to the transmission output shaft 16 via pocket plates (i.e., PPs).
  • pocket plates i.e., PPs
  • Figure 3a is a schematic view of the 3-position linear motor CMD magnetically latching the two-way controllable mechanical diodes/dog cogs and showing how different gears can be selected.
  • Figure 3b is a magnetic latching force diagram referred to in the view of Figure 3a.
  • a preferred 3-position linear stepper motor assembly is generally indicated at 44.
  • 3-position linear stepper motor 44 forms a part of an overrunning, non-friction coupling or clutch and control assembly, generally indicated at 32.
  • the assembly 32 includes a pair of coupling members or plates 46 and 48. The plate
  • a first locking member or strut selectively mechanically couples the first pair of 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.
  • a powdered metal first gear 24 is integrally formed with a notch plate 65 to form the plate 62 which has notches 68.
  • the assembly 32 includes a pair of coupling members or plates 60 (i.e. pocket plate) and 62 (notch plate) supported for rotation relative to one another about the common rotational axis 52 and a locking member or strut 64 for selectively mechanically coupling the second pair of plates 60 and 62 together to prevent relative rotation of the second pair of plates 60 and 62 with respect to each other in at least one direction about the axis 52.
  • a pair of coupling members or plates 60 i.e. pocket plate
  • 62 notch plate
  • 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 parent 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, and 60, 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.
  • the rod 72 actuates its locking member 64 in its extended position, so that the locking member 64 couples the pair of coupling members 60 and 62 for rotation with each other in at least one direction about the rotational axis 52.
  • a second rod 72 ( Figure 3a) actuates its locking member 54 to couple the pair of coupling members 46 and 48 for rotation with the magnetic actuator 76 completing 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 (i.e.
  • the two rods 72 are spaced 180° apart from one another as shown in Figure 3a.
  • the different modes may be locked and unlocked (i.e. free wheeling) 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 holes 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 (not shown), 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 clutch assemblies.
  • the second gear is selected for rotation going to the right.
  • the first gear is selected going to the left.
  • the magnetic latch force is "off in the center.
  • Figure 4 is a schematic view of a 3-position linear motor CMD magnetically latching dog cogs in an end view.
  • Figure 5 is an enlarged view from the view of Figure 4 showing, in detail, the 3- position linear motor CMD magnetically latching dog cogs.
  • a dog clutch type clutch can also be used in the linear motor system. All dowels that lock into oval-shaped holes are provided. These dogs can transmit torque in both directions.
  • Figure 6 is a schematic view of the AMT of Figure 1 showing a 1st gear power or torque flow path via arrows.
  • Figure 7 is a view similar to the view of Figure 6 but showing a 2nd gear power path.
  • Figure 8 is a view similar to the view of Figures 6 and 7 but showing a 3rd gear power path.
  • Figure 9 is a view similar to the view of Figures 6, 7 and 8 but showing a park mode wherein the output shaft is grounded to the transmission housing 92.
  • Figure 10 is an enlarged schematic view of the magnetic torque converter (i.e. MTC) and particularly showing a rotor coil 94, a target disk 96 and a magnetic air gap/slip field 98 of the converter 22.
  • the target disk 96 is preferably a soft steel plate that is hard connected to the transmission output shaft 16 via transfer gears 100 and 102 ( Figure 12).
  • the MTC rotor coil 94 spins with the rotor of the motor.
  • FIG 11 is a schematic view of the torque converter 22 of Figure 10 (as shown by the oval) together with the electric motor (i.e., stator, rotor and input shaft) of Figure 1.
  • the electric motor i.e., stator, rotor and input shaft
  • the MTC 22 is a device that attempts to partially fill the torque hole during the shift.
  • the MTC coils 94 spin with the e-motor rotor at a speed greater than the soft steel target wheel 96. Therefore a speed differential exists between the input coil 94 and the target wheel 96 which is attached to the output shaft 16 via gears 100 and 102.
  • torque is passed from the coil 94 to the target wheel 96 attempting to sync the speeds.
  • This MTC 22 actually aids the e-motor to reach that sync point faster by pulling kinetic energy out of the e-motor rotor.
  • Figure 12 is a view similar to the view of Figure 1 but also including a transformer
  • the rotating part of the transformer 104 energizes the MTC coils 94 that induce a synchronizing torque in the target disk or wheel 96.
  • Figure 13 is a view similar to the view of Figure 12 except the coils of the transformer 104 are oriented in a radial direction.
  • Figure 14 is a schematic view of a plug-in, hybrid electric vehicle (PHEV) including the AMT of the prior figures and a common controller.
  • the PHEV also includes a second electric powerplant such as a motor-generator unit (i.e. GEN) having a second rotary drive or input shaft connecting with the transmission output shaft 16.
  • a non-friction controllable coupling assembly 106 (CMD) has a coupling state for coupling the second electric powerplant to the transmission output shaft 16 and an uncoupling state for uncoupling the transmission output shaft 16 from the second electric powerplant.
  • the coupling assembly 106 is non-hydraulically controlled via the controller to change state.
  • a non-electric powerplant such as an internal combustion engine (ICE) has an output shaft connecting with the transmission output shaft 16.
  • a third non-friction, controllable coupling assembly 108 has a first coupling state coupling the non-electric powerplant (ICE) to the transmission output shaft 16 and an uncoupling state for uncoupling the non-electric powerplant from the transmission output shaft 16, the third coupling assembly 108 being non-hydraulically controlled via the controller to change state.
  • Figure 15 is a schematic view of the PHEV of Figure 14 in its EV mode with a generator boost.
  • the third CMD 108 is "OFF" and the second CMD 106 is "ON”.
  • Figure 16 is a view similar to the views of Figures 14 and 15 with the PHEV in a parallel hybrid mode or gas only mode (i.e. highway mode) in 3 rd gear with electric boost on demand. Both the second and third CMDs 106 and 108, respectively, are "ON".
  • Figure 17 is a view similar to the views of Figures 14, 15 and 16 with the PHEV in a second hybrid mode or a stationary generator mode (i.e. park, electric power generating mode).
  • the second CMD 106 is "OFF" and the third CMD 108 is "ON”.
  • Each embodiment of a drive system or powertrain constructed in accordance with the invention may utilize a main controller or TECU (transmission electronic control unit) (not shown) and one or more controllers as shown by the controllers in Figures 1 and 14.
  • the controllers are preferably controlled by the TECU.
  • the TECU provides and regulates the power to drive the various rotary and linear motors through one or more controllers.
  • Each controller typically has a microcontroller (i.e. MCU) including circuitry.
  • MCU microcontroller
  • Each controller typically receives command signals from the remote electronic control unit (TECU) over or through a vehicle-based bus.
  • control logic used by the TECU and/or the controller is implemented primarily in software executed by a microprocessor-based controller or the microcontroller (i.e. MCU).
  • the control logic may be implemented in software, hardware, or a combination of software and hardware depending upon the particular application.
  • the control logic is preferably provided in a computer-readable storage medium having stored data representing instructions executed by a computer.
  • the computer-readable storage medium or media may be any of a number of known physical devices which utilize electric, magnetic, and/or optical devices to temporarily or persistently store executable instructions and associated calibration information, operating variables, and the like.
  • the TECU and the controller are connected via a vehicle bus such as a local interconnect network (LEST or CAN) line or bus capable of two-way communications.
  • LEST is one of many possible in-vehicle local area network (LAN) communications protocols.
  • a power line and a ground line may be provided between the TECU and the controller.
  • Each controller typically includes a transceiver interface within the MCU, a microprocessor and its control logic within the MCU, and a motor drive or driver, and an electrical power source.
  • Each controller may be integrated or physically coupled within the transmission housing, while the TECU is provided some distance away from the housing.
  • the MCU of the motor controller typically includes a memory and may be configured as a conventional micro-computer including a CPU, a ROM, a RAM and the like or as a hardwired logic circuit.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

Systèmes d'entraînement ou groupes motorpropulseurs comprenant des transmissions pour des véhicules électriques et électriques hybrides. Des embrayages bidirectionnelles à moteur linéaire à 3 positions (c'est-à-dire CMD) sont inclus dans les transmissions. Une AMT à 3 vitesses électrique ayant un dispositif d'accouplement magnétique tel qu'un convertisseur de couple magnétique est prévu pour transférer magnétiquement une partie de l'énergie mécanique rotative d'un moteur ou installation électrique vers un arbre de sortie de transmission en réponse à un signal électrique pour synchroniser les vitesses angulaires de l'arbre de sortie de transmission et d'un arbre de sortie de l'installation électrique pendant un changement d'état de l'un des CMD. Le couple est transféré à l'arbre de sortie de transmission pendant le changement d'état.
PCT/US2018/016986 2017-02-06 2018-02-06 Systèmes d'entraînement comprenant des transmissions et des dispositifs d'accouplement magnétique pour véhicules électriques et électriques hybrides WO2018145061A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201762455147P 2017-02-06 2017-02-06
US62/455,147 2017-02-06

Publications (1)

Publication Number Publication Date
WO2018145061A1 true WO2018145061A1 (fr) 2018-08-09

Family

ID=63041121

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2018/016986 WO2018145061A1 (fr) 2017-02-06 2018-02-06 Systèmes d'entraînement comprenant des transmissions et des dispositifs d'accouplement magnétique pour véhicules électriques et électriques hybrides

Country Status (1)

Country Link
WO (1) WO2018145061A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018127155A1 (de) * 2018-10-31 2020-04-30 Bayerische Motoren Werke Aktiengesellschaft Kupplungsbaugruppe für einen Kraftfahrzeugantriebsstrang und Kraftfahrzeugantriebsstrang
CN114987189A (zh) * 2022-06-10 2022-09-02 中国第一汽车股份有限公司 一种双电机混合动力系统、控制方法及车辆
CN115027248A (zh) * 2022-06-21 2022-09-09 中国第一汽车股份有限公司 一种机电耦合系统及混合动力汽车

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6087734A (en) * 1995-11-14 2000-07-11 Toyota Jidosha Kabushiki Kaisha Power output apparatus, method of controlling power output apparatus, and driving system with power output apparatus incorporated therein
US6474428B1 (en) * 1999-10-19 2002-11-05 Jatco Transtechnology Ltd. Electric torque converter mounted on parallel hybrid vehicle
US7017693B2 (en) * 2001-08-10 2006-03-28 Aisin Aw Co., Ltd. Drive device for hybrid 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
US8931361B2 (en) * 2010-02-05 2015-01-13 Nt Consulting International Pty Limited Electric vehicle transmission
US20170001629A1 (en) * 2014-01-29 2017-01-05 Dana Belgium N.V. Transmission with integrated electromagnetic torque converter

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6087734A (en) * 1995-11-14 2000-07-11 Toyota Jidosha Kabushiki Kaisha Power output apparatus, method of controlling power output apparatus, and driving system with power output apparatus incorporated therein
US6474428B1 (en) * 1999-10-19 2002-11-05 Jatco Transtechnology Ltd. Electric torque converter mounted on parallel hybrid vehicle
US7017693B2 (en) * 2001-08-10 2006-03-28 Aisin Aw Co., Ltd. Drive device for hybrid vehicle
US8931361B2 (en) * 2010-02-05 2015-01-13 Nt Consulting International Pty Limited Electric vehicle transmission
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
US20170001629A1 (en) * 2014-01-29 2017-01-05 Dana Belgium N.V. Transmission with integrated electromagnetic torque converter

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018127155A1 (de) * 2018-10-31 2020-04-30 Bayerische Motoren Werke Aktiengesellschaft Kupplungsbaugruppe für einen Kraftfahrzeugantriebsstrang und Kraftfahrzeugantriebsstrang
US11346419B2 (en) 2018-10-31 2022-05-31 Bayerische Motoren Werke Aktiengesellschaft Clutch assembly for a motor vehicle drivetrain, and motor vehicle drivetrain
CN114987189A (zh) * 2022-06-10 2022-09-02 中国第一汽车股份有限公司 一种双电机混合动力系统、控制方法及车辆
CN115027248A (zh) * 2022-06-21 2022-09-09 中国第一汽车股份有限公司 一种机电耦合系统及混合动力汽车

Similar Documents

Publication Publication Date Title
US10781920B2 (en) Drive systems including transmissions and magnetic coupling devices for electric and hybrid electric vehicles
US10781891B2 (en) Drive system including a transmission and magnetic coupling device for an electric vehicle
US7082850B2 (en) Hybrid powertrain system
CN105480077B (zh) 带有超速离合器的功率分流式混合动力传动系统
US9441708B2 (en) High-efficiency drive system including a transmission for a hybrid electric vehicle
EP3284977B1 (fr) Dispositif de commande de démarrage d'un véhicule électrique
JP6327402B2 (ja) ハイブリッド車両の駆動力制御装置
US9186977B2 (en) Drive system including a transmission for a hybrid electric vehicle
US8672804B2 (en) Hybrid vehicle driving system
KR20190105029A (ko) 동축 샤프트들을 구비하는 다중 속도 전기 트랜스액슬 유닛
US10093166B2 (en) Power generation control system for hybrid vehicle
US10259308B2 (en) Axle assembly for hybrid electric vehicle
CN103386878A (zh) 混合动力电动车辆
EP3315822B1 (fr) Dispositif de commande de changement de vitesse pour véhicule hybride
JP5414444B2 (ja) 車両用駆動装置
CN106541818B (zh) 用于混合动力电动车辆的传动系
CN106029419B (zh) 用于机动车辆的变速器、相关联的控制方法和机动车辆
WO2018145061A1 (fr) Systèmes d'entraînement comprenant des transmissions et des dispositifs d'accouplement magnétique pour véhicules électriques et électriques hybrides
US10160348B2 (en) Starting control device for electrically driven vehicle
EP3305616B1 (fr) Dispositif de commande de démarrage pour véhicule hybride
US20130103241A1 (en) Vehicle control unit and control method
EP3042818B1 (fr) Dispositif de commande de véhicule hybride
US10933736B1 (en) Drive system including a transmission having a plurality of different operating modes
WO2017066526A1 (fr) Système d'entraînement à haute efficacité comprenant une boîte de vitesses pour un véhicule électrique hybride

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18748407

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 18748407

Country of ref document: EP

Kind code of ref document: A1