WO2023061950A1 - A powertrain and a clutch-motor assembly - Google Patents

A powertrain and a clutch-motor assembly Download PDF

Info

Publication number
WO2023061950A1
WO2023061950A1 PCT/EP2022/078124 EP2022078124W WO2023061950A1 WO 2023061950 A1 WO2023061950 A1 WO 2023061950A1 EP 2022078124 W EP2022078124 W EP 2022078124W WO 2023061950 A1 WO2023061950 A1 WO 2023061950A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
electric motor
torque
input shaft
powertrain
Prior art date
Application number
PCT/EP2022/078124
Other languages
French (fr)
Inventor
Geir Brudeli
Original Assignee
Brudeli Green Mobility As
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 Brudeli Green Mobility As filed Critical Brudeli Green Mobility As
Publication of WO2023061950A1 publication Critical patent/WO2023061950A1/en

Links

Classifications

    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • 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
    • B60K6/442—Series-parallel switching 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60K6/26—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 motors or the generators
    • B60K2006/266—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 motors or the generators with two coaxial motors or generators
    • 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
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output 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
    • B60K2006/4825—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
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K2006/542—Transmission for changing ratio with overdrive ratio
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0429—Bridging torque interruption by torque supply with a clutch in parallel torque path
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0433—Bridging torque interruption by torque supply with an electric motor
    • 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
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • 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
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
    • 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
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • 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
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • 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
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive

Definitions

  • the present invention relates to a powertrain featuring a clutch-motor assembly, and a clutch-motor assembly for powertrains.
  • the applicant has previously invented a highly advantageous electric or hybrid transmission/powertrain system.
  • the prior art powertrain is disclosed in WO 2020/035558 Al.
  • the goal of the present invention is to provide a powertrain system in which the prior art powertrain systems are further improved with respect to at least integration, energy efficiency and cost.
  • the present invention provides a powertrain comprising a transmission and a clutch-motor assembly, the clutch-motor assembly comprises a first clutch, a second clutch, a first electric motor and a second electric motor, wherein
  • the transmission comprises an input shaft to which a source of mechanical power may be connected, an output shaft and a gear assembly providing at least two different gear ratios that may be selected for transfer of mechanical power from the input shaft to the output shaft,
  • the first electric motor is connected to the input shaft, such that torque and rotation may be transferred between the first electric motor and the input shaft, and
  • the second electric motor is connected to the input shaft via a first clutch, such that torque and rotation may be transferred between the second electric motor and the input shaft, and connected to the output shaft via a second clutch, such that torque and rotation may be transferred between the second electric motor and the output shaft, and the first electric motor is connected to the second electric motor via the first clutch; wherein the first clutch and the second clutch are arranged within a common torque housing.
  • the first and second clutch may be arranged adjacent to each other within the common torque housing.
  • Each of the first and second clutch comprises at least one clutch disc.
  • the first clutch is connected to the input shaft via the first electric motor.
  • the first electric motor is connected to the second electric motor via the first clutch, such that torque and rotation may be transferred between the first and second electric motor via the first clutch.
  • the second electric motor is connected to the input shaft via a first clutch, such that torque and rotation may be transferred between the second electric motor and the input shaft via the first clutch, and connected to the output shaft via a second clutch, such that torque and rotation may be transferred between the second electric motor and the output shaft via the second clutch.
  • first electric motor, the second electric motor, the first clutch and the second clutch are interconnected, such that torque and rotation may be transferred between the input shaft and the output shaft via the first electric motor, the second electric motor, the first clutch and the second clutch.
  • connection to the input shaft and “connected to the output shaft” are intended to define any direct or indirect connection which allows for the transfer of torque and rotation to/from the input shaft and the output shaft, respectively.
  • the terms may also be defined as “operatively connected to the input shaft” and “operatively connected to the output shaft”.
  • the first clutch and the second clutch may be independently operable.
  • the first clutch and the second clutch may be independently operable, i.e. be engaged/disengaged, such that each of the first clutch and the second clutch may transfer torque independent of each other.
  • any of the first clutch and the second clutch may be coupled/engaged or uncoupled/disengaged at any selected time.
  • the first clutch and the second clutch may be fully engaged at the same time.
  • the torque housing is arranged to transfer torque via any of the first clutch and the second clutch.
  • the torque housing is arranged and/or configured to transfer torque and rotation between the input shaft and the output shaft via the first clutch and the second clutch.
  • the torque housing may be configured to transfer torque and rotation between the input shaft and the output shaft when each of the first clutch and the second clutch is engaged
  • a seal housing is arranged outside the torque housing, the seal housing is arranged to seal off the first clutch and the second clutch from the transmission, such that wear particles from the first clutch and the second clutch are prevented from being transmitted to the transmission.
  • the torque housing may be rotatably arranged within a mounting housing, the mounting housing comprises connector means for holding the mounting housing in a fixed position relative to the transmission.
  • the mounting housing may be any type of framework or housing allowing rotation of the torque housing.
  • the torque housing may be connected to an oil supply line for providing clutch oil to both the first clutch and the second clutch.
  • the first electric motor and the second electric motor may be arranged adjacent to each other.
  • one of the first electric motor and the second electric motor comprises a hollow drive shaft and the other of the first electric motor and the second electric motor comprises a driveshaft coaxially arranged within the hollow driveshaft, i.e. such that the first electric motor and the second electric motor may be arranged in line and adjacent each other and/or such that the driveshafts of both the first electric motor and the second electric motor are arranged at the same side of the first or second motor.
  • the latter provides a compact interface between the electric motors and the first and second clutches.
  • each of the first clutch and the second clutch comprises at least one clutch disc
  • each of the first electric motor and the second electric motor comprises a driveshaft
  • the clutch discs and the driveshafts are arranged concentrically along a common centreline.
  • the first electric motor, the second electric motor, the first clutch, the second clutch and the torque housing form parts of a torque transfer path bypassing at least two different gears providing the two gear ratios, the torque transfer path arranged to transfer torque from the input shaft to the output shaft during a gearshift.
  • the first electric motor is electrically connected to the second electric motor, such that the first electric motor may generate electric power from torque at the input shaft and transfer the generated electric power to the second electric motor.
  • the first electric motor is electrically connected to the second electric motor, such that the torque output of the second electric motor may be boosted by electric power generated by the first electric motor.
  • the first electric motor is electrically connected to the second electric motor, such that electric power generated in the first electric motor may be directly transferred to the second electric motor, i.e. the generated electric power does not pass through a battery being common for the first and the second electric motor.
  • the first electric motor may function as a generator to generate electric power from torque in the input shaft.
  • the first electric motor, the second electric motor, the first clutch, the second clutch and the torque housing form parts of a torque transfer path bypassing (in other words being parallel to) the at least two different gears, the torque transfer path arranged to transfer torque from the input shaft to the output shaft during a gearshift ((i.e. during a shift between the at least two different gears of the transmission).
  • the powertrain according to the invention features a torque transfer path bypassing (or being parallel to) the at least two different gears, the torque transfer path comprises the first electric motor, the second electric motor, the first clutch, the second clutch and the torque housing, and may transfer torque from the input shaft to the output shaft during a gearshift (i.e. during a shift between the at least two different gears of the transmission).
  • the source of mechanical power is an internal combustion engine or at least one electric motor.
  • the at least one electric motor is preferably the first electric motor, optionally combined with the second electric motor.
  • the first electric motor is connected to the input shaft via a third clutch.
  • the source of mechanical power is an internal combustion engine (ICE), the ICE connected to the transmission input via a main clutch.
  • ICE internal combustion engine
  • the first electric motor is connected to the input shaft via a first gear and the second electric motor is connected to the output shaft via a second gear.
  • the first clutch and the second clutch are connected to a first actuator and a second actuator, respectively, and the first and the second actuator are electronically controlled.
  • the first and second actuator are connected to an electronic control system providing the optimum or required level of torque to the input shaft and/or the output shaft during a gearshift.
  • the electronic control system may also be connected to gearshift actuators in the transmission.
  • the electronic control system may be configured to control the first actuator and the second actuator such that the first clutch and the second clutch are fully engaged at the same time when maximum torque is transmitted between the input shaft and the output shaft.
  • any of the first clutch, the second clutch, the third clutch and the main clutch may operate with a torque level controllable between zero and a maximum torque level.
  • the clutches may preferably be friction clutches. At least one of the clutches may be of a type that can increase the torque by speed difference over the clutch.
  • the powertrain according to the invention comprises an electric power supply connected to the first and the second electric motor.
  • the power supply may be an electric battery, an electric capacitor, a fuel cell or any combination thereof.
  • the powertrain according to the invention comprises drive wheels to which the output shaft is connected.
  • the transmission features at least a section comprising a layshaft transmission.
  • any of the first and second electric motor is connected to the input shaft or the output shaft via a layshaft of the layshaft transmission.
  • any of the first and second electric motor is connected to the input shaft or the output shaft via a gear in the transmission.
  • the torque in the first electric motor and the first clutch, as well as the second electric motor and the second clutch may be controlled by a central control unit.
  • the present invention provides a clutch-motor assembly for a powertrain according to the first aspect, the clutch-motor assembly comprising a first clutch, a second clutch, a first electric motor and a second electric motor, wherein
  • first clutch and the second clutch are arranged in a common torque housing and each of the first clutch and the second clutch comprises at least one clutch disc;
  • the first electric motor and the second electric motor are arranged adjacent to each other.
  • the clutch-motor assembly may comprise a first torque input/output and a second torque input/output, wherein the first electric motor is connected to the first torque input/output, such that torque and rotation may be transferred between the first electric motor and the first torque input/output, and the second electric motor is connected to the first torque input/output via the first clutch, such that torque and rotation may be transferred between the second electric motor and the first torque input/output, and connected to the second torque input/output via the second clutch, such that torque and rotation may be transferred between the second electric motor and the second torque input/output, and the first electric motor is connected to the second electric motor via the first clutch.
  • the first and second input/output may be a first and second gear, respectively.
  • the clutch-motor assembly may comprise a first gear and a second gear, wherein torque may be transmitted between the first gear and the first electric motor independent of the first clutch and the second clutch, and torque may be transmitted between the second gear and the second electric motor when the second clutch is engaged and between the second gear and the first electric motor when the first clutch is engaged.
  • one of the first electric motor and the second electric motor comprises a hollow driveshaft and the other of the first electric motor and the second electric motor comprises a driveshaft coaxially arranged within the hollow driveshaft.
  • the clutch discs and the driveshafts are arranged concentrically along a common centreline.
  • the first electric motor and the second electric motor have a common clutch interface, i.e. an interface for transfer of torque between the electric motors and the clutches, on one side of the first electric motor or the second electric motor, the clutch interface configured to connect the first electric motor and the second electric motor to the first clutch and connect the second electric motor to the second clutch.
  • one side of the torque housing comprises an electric motor interface configured to connect with the clutch interface.
  • the present invention provides a vehicle comprising a powertrain according to the first aspect and/or a clutch-motor assembly according to the second aspect.
  • the present invention provides a method of transforming an internal combustion engine (ICE) powertrain having a transmission to a hybrid powertrain, the transmission comprises an input shaft to which the ICE is connected, an output shaft and a gear assembly providing at least two different gear ratios that may be selected for transfer of mechanical power from the input shaft to the output shaft, the method comprises the steps of providing a clutch-motor assembly according to the second aspect; connecting the first torque input/output to the input shaft, optionally by at least one gear; and connecting the second torque input/output to the output shaft, optionally by at least one gear.
  • ICE internal combustion engine
  • the present invention provides a method of performing a gearshift from a low gear to a high gear in a powertrain according to the first aspect, the powertrain comprising a main clutch arranged between the source of mechanical power and the input shaft, the method comprising the steps of: a. controlling the torque in the first electric motor and the first clutch to be equal to the torque in the main clutch. b. transferring torque to the output shaft by engaging the second clutch; c. disengaging the low gear; d. reducing the rotational speed of the input shaft by having a higher torque in the first electric motor and the first clutch than in the main clutch; and e. engaging the high gear when the rotational speed of the input shaft is synchronous with the high gear and the torque in the first electric motor and the first clutch is equal to the torque in the main clutch.
  • step a entails controlling the resultant or combined torque provided by the first electric motor and the first clutch to the input shaft.
  • the first clutch is at least slipping, i.e. is not fully closed.
  • the torque in the first electric motor and the first clutch may be controlled by operating the first clutch and/or by controlling the power supplied to the first electric motor.
  • step d it is noted that the torque in the second clutch will typically be higher than in the first clutch due to torque from the second electric motor, and the kinetic energy in the second electric motor is used when reducing the rotational speed of the input shaft.
  • Performing a gearshift from a low gear to a high gear in a powertrain according to the first aspect entails shifting between the at least two different gear ratios of the gear assembly.
  • a powertrain according to the first aspect may be defined as comprising driven wheels operatively connected to the output shaft, and step b may be defined as transferring torque to the driven wheels by engaging the second clutch.
  • the method according to the fifth aspect comprises a step of establishing a required torque in the input shaft by any combination of the first electric motor, the second electric motor and an ICE (as the source of mechanical power) after the high gear is engaged.
  • a required torque is established in the input shaft by providing torque to the input shaft from any combination of the first electric motor, the second electric motor and the ICE after the high gear is engaged.
  • the required torque is obtained by establishing the full torque from the ICE in the main clutch 3.
  • step a is preceded by a step of driving the input shaft by any of the first electric motor, the second electric motor and the ICE, wherein any of the first and second clutch is open or closed.
  • step a is preceded by a step of driving the output shaft by the first electric motor and/or the second electric motor, wherein the first clutch is open or closed and the second clutch is closed.
  • step a is preceded by a step of running the first and second electric motors rotationally engaged with the input shaft of the transmission, wherein the first clutch is closed, and the second clutch is open.
  • step a is preceded by a step of running the ICE rotationally engaged with the input shaft of the transmission via the main clutch.
  • the present invention provides method of performing a gearshift from a low gear to a high gear in a powertrain according to the first aspect comprising the steps of a. controlling the torque in the first electric motor and the first clutch to be equal to the torque in the input shaft; b. transferring torque to the output shaft by engaging the second clutch; c. disengaging the low gear; d. reducing the rotational speed of the input shaft by having a higher torque in the first electric motor and the first clutch than in the input shaft; and e. engaging the high gear when the rotational speed of the input shaft is synchronous with the high gear and the torque in the first electric motor and the first clutch is equal to the torque in the input shaft.
  • step a entails controlling the resultant or combined torque provided by the first electric motor and the first clutch to the input shaft.
  • the first clutch is at least slipping, i.e. is not fully closed.
  • the torque in the first electric motor and the first clutch may be controlled by operating the first clutch and/or by controlling the power supplied to the first electric motor.
  • the method according to the sixth aspect comprises a step of disengaging the second clutch and transferring torque from the second electric motor to the input shaft following the step of engaging the high gear.
  • the first electric motor, the second electric motor, the first clutch and the second clutch are controlled, e.g. by a central control unit, to obtain a required torque in the input shaft.
  • step a is preceded by a step of driving the input shaft by any of the first electric motor and the second electric motor, wherein any of the first and second clutch is open or closed.
  • step a is preceded by a step of running the first and second electric motors rotationally engaged with the input shaft of the transmission, wherein the first clutch is closed, and the second clutch is open.
  • the present invention provides a method of performing a gearshift from a high gear to a low gear in a powertrain according to the first aspect, the powertrain comprising a main clutch arranged between the source of mechanical power and the input shaft, comprising the steps of a. controlling the torque in the first electric motor and the first clutch to be equal to the torque in the main clutch; b. transferring torque to the output shaft by engaging the second clutch; c. disengaging the high gear; d. increasing the input shaft rpm by having a higher torque in the first electric motor and the first clutch than in the main clutch; and e. engaging the low gear when the input shaft speed is synchronous with the low gear and the torque in the first electric motor and the first clutch is controlled to be equal to the torque in the main clutch.
  • step a entails controlling the resultant or combined torque provided by the first electric motor and the first clutch to the input shaft.
  • the first clutch is at least slipping, i.e. is not fully closed.
  • the torque in the first electric motor and the first clutch may be controlled by operating the first clutch and/or by controlling the power supplied to the first electric motor.
  • Performing a gearshift from a low gear to a high gear in a powertrain according to the first aspect entails shifting between the at least two different gear ratios of the gear assembly.
  • a powertrain according to the first aspect may be defined as comprising driven wheels operatively connected to the output shaft, and step b may be defined as transferring torque to the driven wheels by engaging the second clutch.
  • the engaged second clutch is slipping.
  • An engaged clutch which is slipping may transfer maximum torque or less but does not transfer the maximum of rotational speed (rpm).
  • step d of the method according to the seventh aspect the main clutch is slipping.
  • the inventive powertrain has a significant advantageous effect in the fact that the second electric motor may provide a negative torque at the output shaft while the first electric motor may quickly accelerate the input shaft to the desired rpm and in this manner making the gearshift as fast as possible.
  • the method according to the seventh aspect comprises a step of establishing a required torque in the input shaft by any combination of the first electric motor, the second electric motor and the ICE after the low gear is engaged.
  • a required torque is established in the input shaft by providing torque to the input shaft from any combination of the first electric motor, the second electric motor and the ICE after the low gear is engaged.
  • the required torque is obtained by establishing the full torque from the ICE in the main clutch.
  • step a is preceded by a step of driving the input shaft by any of the first electric motor, the second electric motor and the ICE, wherein any of the first and second clutch is open or closed.
  • step a is preceded by a step of running the first and second electric motors rotationally engaged with the input shaft of the transmission, wherein the first clutch is closed, and the second clutch is open.
  • step a is preceded by a step of running the ICE rotationally engaged with the input shaft of the transmission via the main clutch.
  • the present invention provides a method of performing a gearshift from a high gear to a low gear in a powertrain according to the first aspect, comprising the steps of: a. controlling the torque in the first electric motor and the first clutch to be equal to the torque in the input shaft; b. transferring torque to the output shaft by engaging the second clutch; c. disengaging the high gear; d. increasing the input shaft rpm (i.e. rotational speed, revolutions per minute) by having a higher torque in the first electric motor and the first clutch than in the input shaft; and e. engaging the low gear when the input shaft rpm is synchronous with the low gear and the torque in the first electric motor and the first clutch is controlled to be equal to the torque in the input shaft.
  • a. controlling the torque in the first electric motor and the first clutch to be equal to the torque in the input shaft comprising the steps of: a. controlling the torque in the first electric motor and the first clutch to be equal to the torque in the input shaft; b. transferring torque to the output shaft by
  • step a entails controlling the resultant or combined torque provided by the first electric motor and the first clutch to the input shaft.
  • the first clutch is at least slipping.
  • the torque in the first electric motor and the first clutch may be controlled by operating the first clutch and/or by controlling the power supplied to the first electric motor.
  • Performing a gearshift from a low gear to a high gear in a powertrain according to the first aspect entails shifting between the at least two different gear ratios of the gear assembly.
  • a powertrain according to the first aspect may be defined as comprising driven wheels operatively connected to the output shaft, and step b may be defined as transferring torque to the driven wheels by engaging the second clutch.
  • the engaged second clutch is slipping, i.e. does not transfer maximum possible torque.
  • the inventive powertrain has a significant advantageous effect in the fact that the second electric motor may provide a negative torque at the output shaft while the first electric motor may quickly accelerate the input shaft to the desired rpm and in this manner making the gearshift as fast as possible.
  • the method according to the eight aspect comprises a step of establishing a required torque in the input shaft by any combination of the first electric motor and the second electric motor after the low gear is engaged.
  • a required torque is established in the input shaft by providing torque to the input shaft from any combination of the first electric motor and the second electric motor after the low gear is engaged.
  • step a is preceded by a step of driving the input shaft by any of the first electric motor and the second electric motor, wherein any of the first and second clutch is open or closed.
  • step a is preceded by a step of running the first and second electric motors rotationally engaged with the input shaft of the transmission, wherein the first clutch is closed, and the second clutch is open.
  • the method according to the eight aspect comprises a step of disengaging the second clutch and transferring torque from the second electric motor to the input shaft following the step of engaging the low gear.
  • the present invention provides a method of transferring torque in a powertrain according to the first aspect, comprising the steps of disengaging the first clutch and engaging the second clutch;
  • the step of generating torque in the second electric motor by use of the electric power transferred from the first electric motor may be defined as boosting the torque in the second electric motor by use of the electric power transferred from the first electric motor.
  • the present invention provides a method of obtaining maximum torque at the output shaft of a powertrain according to the first aspect, comprising the step of: running the first electric motor and the second electric motor at maximum torque in the same rotational direction, while having both the first clutch and the second clutch engaged.
  • the first and the second clutches are transferring maximum torque but may have a controlled slip.
  • the powertrain features an ICE connected to the input shaft via a main clutch, and the method comprises a step of running the ICE to provide torque in the same rotational direction as the torque from the first electric motor and the second electric motor, while having the main clutch engaged.
  • the main clutch is preferably transferring maximum torque but may have a controlled slip.
  • the ICE provides its maximum torque.
  • the method is performed during a gearshift, preferably during and/or after a step of disengaging a high or low gear in the transmission, i.e. during a shift of gear ratio.
  • the methods according to the fifth to eight aspect may comprise steps as defined above wherein a required torque is established in the input shaft.
  • the required torque will normally be calculated as a result of a high-level torque input to a transmission controller or central control unit (e.g. the driver by pedal, the cruise control, traction control or other high-level controls).
  • the motors in the powertrain may be controlled to give the required torque to the input shaft, i.e. the required torque is calculated by the transmission controller based on the torque or rpm which is needed in the output shaft.
  • Fig. l is a detailed schematic drawing of a prior art powertrain.
  • Fig. 2 is a detailed schematic drawing of a prior art powertrain.
  • Fig. 3 is a stick diagram of a first exemplary powertrain according to the invention, where multi disc clutches are combined in one unit and electric motors are combined in one. Clutches and electric motors are one assembly concentrically placed along a common axis.
  • the first electric motor 4a is rotationally connected to the input shaft 1 via the end of the countershaft (layshaft 7).
  • Fig. 4 is a stick diagram of a second exemplary powertrain according to the invention.
  • Fig. 5 is a stick diagram of a third exemplary powertrain according to the invention.
  • Fig. 6 is a stick diagram of a fourth exemplary powertrain according to the invention.
  • Fig. 7 is a stick diagram of a fifth exemplary powertrain according to the invention.
  • Figs. 8-10 are perspective drawings of the powertrain in fig. 3.
  • the powertrain according to the invention is based on the prior art powertrains shown in figs. 1 and 2.
  • the functionality and advantages of the prior art powertrains are described in detail in WO 2020/035558 Al which is hereby incorporated by reference.
  • the prior art powertrains in figs. 1 and 2 are hybrid powertrains comprising an internal combustion engine (ICE) connected to an input shaft 1 (or input side) of a layshaft 7 transmission 2 (or gearbox) via a main clutch 3, a first electric motor 4a, a second electric motor 4b, a first clutch 5a and a second clutch 5b.
  • the first electric motor 4a is operatively connected to the input shaft 1, preferably via at least one gear i x (a first gear. e.g. gear 9), and operatively connected to the second electric motor 4b via the first clutch 5a.
  • the second electric motor 4b is operatively connected to an output shaft 6 (or output side) of the transmission 2 via the second clutch 5b and at least one gear (or a second gear) and to the input shaft 1 via the first clutch 5a.
  • the arrangement of the electric motors 4a, 4b and the first and second clutch 5 a, 5b ensures that torque may be transferred in a flexible and controllable manner between the input shaft and the output shaft.
  • the electric motors 4a, 4b and the first and second clutch 5a, 5b form part of a torque transfer path able to transfer torque and rotation between the input shaft 1 and the output shaft 6 of the transmission.
  • the hybrid system may be a kit or module to be installed on a non-hybrid powertrain to convert said powertrain into a hybrid powertrain.
  • the combination of having two electric motors 4a, 4b interconnected via clutches 5a, 5b as shown in figs. 1 and 2 provides several advantageous effects.
  • a main advantage is the possibility of transferring torque during a gearshift.
  • the disclosed combination of two clutches and two electric motors provides a significantly increased torque transfer performance by using the rotational kinetic energy in the system during the gearshifts.
  • the inventive powertrain comprises an electric power source, such as a battery, arranged to provide electric power to any of the two electric motors 4a, 4b when required, as well as storing electric power received from any of the two electric motors when used as generators.
  • first electric motor 4a may be electrically connected to the second electric motor 4b, such that electric power generated in the first electric motor 4a, when it is used as a generator, may be transferred to the second electric motor 4b.
  • first electric motor 4a is electrically connected to the second electric motor 4b, such that electric power generated in the first electric motor 4a, may be transferred directly to the second electric motor 4b, i.e. without passing through a common power supply (not shown).
  • a common power supply not shown
  • a further advantage of the prior art powertrain is that expensive brakes and/or components for synchronizing the input shaft speed during gear shifts are not required since the synchronizing may be handled by at least the first electric motor 4a, optionally in combination with the first clutch 5a.
  • the two clutches 5a, 5b are placed in the same area to provide a better integration for both clutches and clutch actuators (not shown).
  • the layout also provides more space for the electric motors and clutches in the longitudinal direction of the powertrain.
  • the first clutch 5a and the second clutch 5b are provided as two separate clutch units.
  • the first electric motor 4a and the second electric motor 4b are also provided as two separate motor units.
  • the provision of the clutches 5a, 5b and/or the electric motors 4a, 4b as separate units requires a dual set of auxiliary features and may also lead to space constraints.
  • Auxiliary features include separate housings for each of the two clutches 5 a, 5b and the two motors 4a, 4b, separate oil supplies (e.g. one for each of two separate wet clutches), etc.
  • the aim of the present invention is to provide a powertrain wherein the integration, space requirements and efficiency of the clutches 5a, 5b and/or the electric motors 4a, 4b are improved, preferably while the costs of the hybrid/electric system is reduced.
  • the aim of the present invention may be obtained by one or more of the following solutions:
  • Friction type clutches both wet and dry type clutches, will wear off particles from the friction material.
  • the particles should be sealed off from the other parts of the transmission.
  • a single seal housing 21, see fig. 7, to seal off the particles will improve both integration, space requirement and the cost of the clutches.
  • - Wet type clutches will typically have a combined oil supply for control of an integrated piston and cooling.
  • the oil will typically also be of a different type than the one used for the gears in the transmission.
  • a filter may be arranged in the control and cooling oil flow to remove the wear particles. By using a single seal housing, the oil supply and filter may be common for both the first clutch 5a and the second clutch 5b.
  • Hydraulics may have one common interface for the oil pressure supply to the actuating pistons inside the rotating clutch assembly.
  • Pneumatic clutches may have a common air supply for actuating an assembly of non-rotating pistons and operating two concentric thrust bearings, one thrust bearing for each clutch.
  • electro-motoric actuation will also typically use two concentric thrust bearings and gain synergies in the mechanism moving the thrust bearings.
  • synergies may be obtained by having a common axle for the two clutch forks, the thrust bearings may have common parts for the guidance towards the torque housing and actuator motors may have a common housing.
  • the first clutch 5a and the second clutch 5b may use various parts in common. Typically, these parts will be the parts that transfer the torque, since both the first clutch 5a and the second clutch 5b have one side of the clutch connected to the second electric motor 4b.
  • Integrating the first electric motor 4a and the second electric motor in a single unit are integrated in a single unit.
  • the electric motors are arranged adjacent to each other, preferably such that the drive shafts of the first motor and the second motor have a common centreline.
  • the inverter (motor controller) would gain synergies by being concentrated in one unit. For instance, only a single external DC connection may be required to a battery, and a short internal DC connection/bus may be used to provide power/control to both motors.
  • This solution provides increased energy efficiency and a significant cost reduction. For instance, high current electric connectors, for 600A or more, and copper are very expensive, and any reduction of such components will reduce costs.
  • Serial hybrid mode is used when the power required from the ICE is low and the efficiency is low.
  • Serial hybrid mode allows the ICE to run with a low rpm with high efficiency and is one of the important functions of the powertrain disclosed in WO 2020/035558 Al and contributes significantly to fuel savings.
  • the electric motors and the inverters have different specific needs for cooling.
  • the inverters will typically need the lowest temperature cooling fluid available and the motors a somewhat higher temperature.
  • the cooling needs and cooling hose connections may be shared by the motors and the inverters, respectively. That is, connections and routings may be saved by having a first common cooling system for a pair of inverters and a second common cooling system for a pair of electric motors.
  • the electric motors will need to be sealed off to the typically oil lubricated inside of a transmission.
  • the motors may be arranged in a common external housing to further reduce complexity and costs.
  • first electric motor and the second electric motor may share many of the required non-rotating motor components.
  • These components may for instance include bearings, stator and cooling system/channel.
  • the interface and shape bear many similarities with systems typically added to the transmission via the PTO and therefor further contributes to the market acceptance.
  • Fig. 3 shows a first exemplary embodiment of the invention, wherein the first clutch 5a and the second clutch 5b are arranged as a single unit in a common torque housing 10 (not shown, see fig. 8).
  • the torque housing 10 is arranged to transfer torque via any of the first clutch 5a and the second clutch 5b.
  • a seal housing 21 (not shown, see fig. 7) may advantageously be arranged outside the torque housing 10.
  • the seal housing may seal off the first clutch 5a and the second clutch 5b from the transmission, such that wear particles from the first clutch 5a and the second clutch 5b are prevented from being transmitted to the transmission 2.
  • the torque housing 10 may be rotatably arranged within a mounting housing 22 (not shown, see fig. 7), the mounting house comprises connector means, such as bolt holes, ribs, etc. for connecting the mounting house in a fixed position relative to the transmission.
  • the clutches in the single unit may be operated independently of each other.
  • any of the first clutch and the second clutch may be engaged/disengaged at any selected time. For instance, when maximum torque is to be transferred between the input shaft 1 to the output shaft 6 via the electric motors 4a, 4b and the clutches 5a, 5b, both the first clutch 5a and the second clutch 5b are fully engaged at the same time.
  • the first electric motor 4a features a hollow driveshaft 11.
  • the second electric motor 4b features a driveshaft 12 arranged concentrically within the hollow driveshaft 11 of the first electric motor 4a.
  • the hollow driveshaft 11 of the first electric motor 4a is connected to the input shaft 1, preferably via at least one gear 9 of the layshaft 7, and connectable to the second electric motor 4b via the first clutch 5a.
  • a gear 18 is arranged around and directly driven by the hollow driveshaft 11.
  • the gear 18 connected to a gear 20 of the layshaft 7.
  • the driveshaft 12 of the second electric motor 4b is connected to the output shaft 6 (or output side) of the transmission 2 via the second clutch 5b and at least one gear 13, and to the input shaft 1 via the first clutch 5a.
  • the hybrid system comprising the first electric motor 4a, the second electric motor 4b, the first clutch 5a and the second clutch 5b may be termed a clutch-motor assembly and may be a kit or module to be installed on a non-hybrid powertrain to convert said powertrain into a hybrid powertrain.
  • the first clutch 5a and the second clutch 5b is arranged in a common torque housing 10 and each of the first clutch 5a and the second clutch 5b comprises at least one clutch disc.
  • the clutch-motor assembly comprises a first torque input/output (e.g. gear 18) and a second torque input/output (e.g.
  • first electric motor 4a is connected to the first torque input/output 18, such that torque and rotation may be transferred between the first electric motor 4a and the first torque input/output 18, and the second electric motor 4b is connected to the first torque input/output 18 via the first clutch 5a, such that torque and rotation may be transferred between the second electric motor 4b and the first torque input/output 18, and connected to the second torque input/output 19 via the second clutch 5b, such that torque and rotation may be transferred between the second electric motor 4b and the second torque input/output 19, and the first electric motor 4a is connected to the second electric motor 4b via the first clutch 5a.
  • the first electric motor 4a features a hollow driveshaft 11.
  • the second electric motor 4b features a driveshaft 12 arranged concentrically within the hollow driveshaft 11 of the first electric motor 4a.
  • the hollow driveshaft 11 of the first electric motor 4a is connected to the input shaft 1, preferably via at least one gear 9, and connectable to the second electric motor 4b via the first clutch 5a.
  • the driveshaft 12 of the second electric motor 4b is connected to the output shaft 6 (or output side) of the transmission 2 via the second clutch 5b and at least one gear 13, and to the input shaft 1 via the first clutch 5a.
  • Fig. 5 shows a third exemplary embodiment of the invention, wherein the first clutch 5a and the second clutch 5b are arranged as a single unit in a common torque housing 10.
  • the second electric motor 4b features a hollow driveshaft 15.
  • the first electric motor 4a features a driveshaft 14 arranged concentrically within the hollow driveshaft 15 of the second electric motor 4b.
  • the driveshaft 14 of the first electric motor 4a is connected to the input shaft 1, preferably via at least one gear 9’, and is connectable to the second electric motor 4b via the first clutch 5a.
  • the hollow driveshaft 15 of the second electric motor 4b is connected to the output shaft 6 (or output side) of the transmission 2 via the second clutch 5b and at least one gear 13, and to the input shaft 1 via the first clutch 5a.
  • the configuration of the embodiments shown in figs, 3 to 5 provides an optimum arrangement of the clutches 5a, 5b and the electric motors 4a, 4b with regards to both size and integration.
  • Fig. 6 shows a fourth exemplary embodiment of the invention.
  • the first electric motor 4a and the second electric motor 4b are arranged as separate units, while the first clutch 5a and the second clutch 5b are arranged in a single unit as discussed for the powertrains in figs. 3-5.
  • the separation of the electric motors is less optimal than having them closely integrated as in figs. 3-5 but may e.g. be required due to the available space around the transmission or due to the use of a standard motor where a shaft going through the centre is not possible.
  • Fig. 7 shows a fifth exemplary embodiment of the invention.
  • the first electric motor 4a and the second electric motor 4b are arranged as a single unit having the centrelines of the respective driveshafts arranged in parallel.
  • the parallel solution comes with the disadvantage of the cost and/or reduced efficiency of one additional gear.
  • the cost/efficiency may be balanced by the advantage of providing a space/shape alternative that fits certain available packaging spaces and/or the use of a standard motor where a shaft going through the centre is not possible.
  • the first clutch 5a and the second clutch 5b are arranged in a single unit as discussed for the powertrains in figs. 3-5.
  • Figs. 8-10 show perspective views of the powertrain disclosed in fig. 3 without the main clutch 3 and ICE.
  • the inventive powertrain may be configured as a powertrain that runs mostly in an ICE-driven mode to a system that may run predominantly, or only, in a purely electric mode depending on the customers’ requirements for function and economy.
  • the inventive powertrain may be configured as a hybrid system, featuring both an ICE and electric motors for providing motive power, and a pure electrical system, wherein all motive power is provided by electric motors.
  • the inventive powertrain may use any of these commonly known electric motor technologies, i.e. any of DC Series Motors, Brushless DC Motors, Permanent Magnet Synchronous Motors (PMSM), Three Phase AC Induction Motors and Switched Reluctance Motors (SRM).
  • the various types of electric motors may have different performance characteristics.
  • an optimal combination of electric motors may be applied. For instance, some electric motor principles are known to have a very low torque at zero rotational speed, but with other favourable characteristics, such as high efficiency during operation.
  • the type of electric motor may be optimized, e.g.
  • the second electric motor 4b has a very low torque at zero rotational speed, but high efficiency during operation (i.e. at a defined rpm range above zero), while the first electric motor 4a may provide a high torque at zero rpm but is slightly less efficient during operation.
  • a vehicle starting in pure electric driving mode at zero speed with a low gear engaged in the transmission 2 would be able to run clutch 5a at a slipping rotational speed so both the first and the second electric motor 4a.4b could perform at its maximum torque to get the vehicle rolling.
  • the clutches 3, 5a, 5b used in the inventive powertrain may in many cases be any suitable type of friction clutches, wherein the transfer of torque is done by pushing at least two frictional surfaces against each other.
  • the inventive powertrain may also comprise clutches according to other known clutch principles, such as:
  • Friction type clutches combined with centrifugal operation • Friction type clutches combined with centrifugal operation; • Clutches based on hydraulic principles (i.e. known as torque converter) where one rotating part sets another rotating part in rotation via a fluid (transmission oil);
  • first clutch 5a and the second clutch 5b are friction type clutches of wet or dry design.
  • the present invention is in the following described by reference to powertrains featuring an ICE, i.e. hybrid powertrains.
  • the features described in connection with the hybrid powertrains shown in figs. 3-10 may also be used in corresponding powertrains without an ICE and driven solely by the electric motors.
  • the powertrains of the present invention require electronically controlled actuation of all the clutches 3, 5a and 5b and the gearshifts.
  • the actuation may be performed by any suitable electronically controllable actuator, including electro motoric, electric solenoid, electrohydraulic or pneumatic actuators.
  • the various actuators may be controlled by a central control unit based on input from a driver, e.g. via the drive and brake pedals, and optionally via data provided from a navigation system. Similar control systems are well-known in the prior art and described in for instance US 2002/0082134 Al and WO 2007/102762 Al.
  • the hybrid system may be a module that may be connected to a typical powertrain in a truck with a combustion engine (ICE) in the front and an automated manual transmission (AMT).
  • ICE combustion engine
  • AMT automated manual transmission
  • the output of the transmission is connected to at least the rear wheels.
  • the module also called a powershift hybrid module, connects with a gear ratio to the input shaft 1 and a gear ratio to the output shaft 6.
  • the typical AMT transmission will have one or more Power Take Off (PTO).
  • the PTO will typically be used for pumps, compressors and similar units that will run additional equipment like cranes etc.
  • the equipment connected to the PTO are driven from the combustion engine via the input shaft 1.
  • the PTO is typically connected to the input shaft 1 by two different methods: 1.
  • the most standard is to connect the PTO to the countershaft (layshaft 7) either: a. at the rear end of the AMT around the area of the output shaft 6 of the AMT where the prop shaft 17 of the drivetrain is connected.
  • the prop shaft 17 is the shaft connecting the transmission with the rear axle.
  • the countershaft 7 will have its centreline/axis parallel, but to close to the prop shaft to directly connect the clutches 5a, 5b and electric motors 4a, 4b.
  • a gear e.g. gear 16, fig. 3 will provide connection to the prop shaft and function to increase the speed to reduce the size of the clutches and the electric motors. Further, use of a gear will move the centreline of the powershift hybrid module to the available space at the rear of the AMT.
  • Fig. 3 shows a typical such solution as well as the fig. 8-10; or b. to one of the gears at the countershaft 7 typically attaching at one of the sides or the underside of the transmission, gears solving position and correct gearing to minimize size of the clutches and electric motors.
  • the other PTO connection would typically be a separate shaft (18, fig. 5) that have its own separate gear train at the front of the transmission connected directly to the input shaft 1.
  • the separate shaft going in parallel with the countershaft 7 making it possible to connect the PTO at the rear of the transmission similar as la above, but possibly with the centre axis in correct position.
  • Such an arrangement is shown in fig. 5.
  • connection to the output shaft 6 will most typically be the same gears (see e.g. 16, fig. 3) used to connect the transmission brake which provides additional braking driving downhill.
  • the transmission brake is provided by an oil hydraulic friction by a turbine arrangement commonly named retarder. This has a gear connected to the output shaft 6 and the retarder running at higher rpm than the output shaft 6.
  • a similar or the same gear arrangement will be used for connecting the second clutch 5b to the output shaft 6.
  • the gear arrangement also solves the need to position the centreline of the powershift hybrid module in the available space between the prop shaft and the frame at the rear of the transmission.

Abstract

A powertrain comprising a transmission (2) and a clutch-motor assembly, the clutch-motor assembly comprises a first clutch (5a), a second clutch (5b), a first electric motor (4a) and a second electric motor (4b), wherein the transmission comprises an input shaft (1) to which a source of mechanical power may be connected, an output shaft (6) and a gear assembly providing at least two different gear ratios that may be selected for transfer of mechanical power from the input shaft (1) to the output shaft (6), the first electric motor (4a) is connected to the input shaft (1), such that torque and rotation may be transferred between the first electric motor and the input shaft, and the second electric motor (4b) is connected to the input shaft (1) via a first clutch (5a), such that torque and rotation may be transferred between the second electric motor (4b) and the input shaft (1), and connected to the output shaft (6) via a second clutch (5b), such that torque and rotation may be transferred between the second electric motor (4b) and the output shaft (6), and the first electric motor (4a) is connected to the second electric motor (4b) via the first clutch (5a), wherein the first clutch (5a) and the second clutch (5b) is arranged within a common torque housing (10).

Description

A powertrain and a clutch-motor assembly
Field of the invention
The present invention relates to a powertrain featuring a clutch-motor assembly, and a clutch-motor assembly for powertrains.
Background
The applicant has previously invented a highly advantageous electric or hybrid transmission/powertrain system. The prior art powertrain is disclosed in WO 2020/035558 Al.
The goal of the present invention is to provide a powertrain system in which the prior art powertrain systems are further improved with respect to at least integration, energy efficiency and cost.
Summary of the invention:
The present invention is defined by the appended claims and in the following:
In a first aspect, the present invention provides a powertrain comprising a transmission and a clutch-motor assembly, the clutch-motor assembly comprises a first clutch, a second clutch, a first electric motor and a second electric motor, wherein
- the transmission comprises an input shaft to which a source of mechanical power may be connected, an output shaft and a gear assembly providing at least two different gear ratios that may be selected for transfer of mechanical power from the input shaft to the output shaft,
- the first electric motor is connected to the input shaft, such that torque and rotation may be transferred between the first electric motor and the input shaft, and
- the second electric motor is connected to the input shaft via a first clutch, such that torque and rotation may be transferred between the second electric motor and the input shaft, and connected to the output shaft via a second clutch, such that torque and rotation may be transferred between the second electric motor and the output shaft, and the first electric motor is connected to the second electric motor via the first clutch; wherein the first clutch and the second clutch are arranged within a common torque housing. The first and second clutch may be arranged adjacent to each other within the common torque housing.
Each of the first and second clutch comprises at least one clutch disc.
In other words, the first clutch is connected to the input shaft via the first electric motor.
In other words, the first electric motor is connected to the second electric motor via the first clutch, such that torque and rotation may be transferred between the first and second electric motor via the first clutch.
In other words, the second electric motor is connected to the input shaft via a first clutch, such that torque and rotation may be transferred between the second electric motor and the input shaft via the first clutch, and connected to the output shaft via a second clutch, such that torque and rotation may be transferred between the second electric motor and the output shaft via the second clutch.
In other words, the first electric motor, the second electric motor, the first clutch and the second clutch are interconnected, such that torque and rotation may be transferred between the input shaft and the output shaft via the first electric motor, the second electric motor, the first clutch and the second clutch.
The term «mechanical power» is intended to mean torque and rotation.
The terms “connected to the input shaft” and “connected to the output shaft” are intended to define any direct or indirect connection which allows for the transfer of torque and rotation to/from the input shaft and the output shaft, respectively. In other words, the terms may also be defined as “operatively connected to the input shaft” and “operatively connected to the output shaft”.
In an embodiment of the powertrain according to the invention, the first clutch and the second clutch may be independently operable. In other words, the first clutch and the second clutch may be independently operable, i.e. be engaged/disengaged, such that each of the first clutch and the second clutch may transfer torque independent of each other. In other words, any of the first clutch and the second clutch may be coupled/engaged or uncoupled/disengaged at any selected time.
In an embodiment of the powertrain according to the invention, the first clutch and the second clutch may be fully engaged at the same time. In an embodiment of the powertrain according to the invention, the torque housing is arranged to transfer torque via any of the first clutch and the second clutch. In other words, the torque housing is arranged and/or configured to transfer torque and rotation between the input shaft and the output shaft via the first clutch and the second clutch. In other words, the torque housing may be configured to transfer torque and rotation between the input shaft and the output shaft when each of the first clutch and the second clutch is engaged
In an embodiment of the powertrain according to the invention, a seal housing is arranged outside the torque housing, the seal housing is arranged to seal off the first clutch and the second clutch from the transmission, such that wear particles from the first clutch and the second clutch are prevented from being transmitted to the transmission.
In an embodiment of the powertrain according to the invention, the torque housing may be rotatably arranged within a mounting housing, the mounting housing comprises connector means for holding the mounting housing in a fixed position relative to the transmission. The mounting housing may be any type of framework or housing allowing rotation of the torque housing.
In an embodiment of the powertrain according to the invention, the torque housing may be connected to an oil supply line for providing clutch oil to both the first clutch and the second clutch.
In an embodiment of the powertrain according to the invention, the first electric motor and the second electric motor may be arranged adjacent to each other.
In an embodiment of the powertrain according to the invention, one of the first electric motor and the second electric motor comprises a hollow drive shaft and the other of the first electric motor and the second electric motor comprises a driveshaft coaxially arranged within the hollow driveshaft, i.e. such that the first electric motor and the second electric motor may be arranged in line and adjacent each other and/or such that the driveshafts of both the first electric motor and the second electric motor are arranged at the same side of the first or second motor. The latter provides a compact interface between the electric motors and the first and second clutches.
In an embodiment of the powertrain according to the invention, each of the first clutch and the second clutch comprises at least one clutch disc, and each of the first electric motor and the second electric motor comprises a driveshaft, and the clutch discs and the driveshafts are arranged concentrically along a common centreline. In an embodiment of the powertrain according to the invention, the first electric motor, the second electric motor, the first clutch, the second clutch and the torque housing form parts of a torque transfer path bypassing at least two different gears providing the two gear ratios, the torque transfer path arranged to transfer torque from the input shaft to the output shaft during a gearshift.
In an embodiment of the powertrain according to the invention, the first electric motor is electrically connected to the second electric motor, such that the first electric motor may generate electric power from torque at the input shaft and transfer the generated electric power to the second electric motor. In other words, the first electric motor is electrically connected to the second electric motor, such that the torque output of the second electric motor may be boosted by electric power generated by the first electric motor. Preferably, the first electric motor is electrically connected to the second electric motor, such that electric power generated in the first electric motor may be directly transferred to the second electric motor, i.e. the generated electric power does not pass through a battery being common for the first and the second electric motor.
In other words, the first electric motor may function as a generator to generate electric power from torque in the input shaft.
In an embodiment of the powertrain according to the invention, the first electric motor, the second electric motor, the first clutch, the second clutch and the torque housing form parts of a torque transfer path bypassing (in other words being parallel to) the at least two different gears, the torque transfer path arranged to transfer torque from the input shaft to the output shaft during a gearshift ((i.e. during a shift between the at least two different gears of the transmission).
In an embodiment, the powertrain according to the invention features a torque transfer path bypassing (or being parallel to) the at least two different gears, the torque transfer path comprises the first electric motor, the second electric motor, the first clutch, the second clutch and the torque housing, and may transfer torque from the input shaft to the output shaft during a gearshift (i.e. during a shift between the at least two different gears of the transmission).
In an embodiment of the powertrain according to the invention, the source of mechanical power is an internal combustion engine or at least one electric motor.
In an embodiment of the powertrain according to the invention, the at least one electric motor is preferably the first electric motor, optionally combined with the second electric motor. In an embodiment of the powertrain according to the invention, the first electric motor is connected to the input shaft via a third clutch.
In an embodiment of the powertrain according to the invention, the source of mechanical power is an internal combustion engine (ICE), the ICE connected to the transmission input via a main clutch.
In an embodiment of the powertrain according to the invention, the first electric motor is connected to the input shaft via a first gear and the second electric motor is connected to the output shaft via a second gear.
In an embodiment of the powertrain according to the invention, the first clutch and the second clutch are connected to a first actuator and a second actuator, respectively, and the first and the second actuator are electronically controlled. The first and second actuator are connected to an electronic control system providing the optimum or required level of torque to the input shaft and/or the output shaft during a gearshift. The electronic control system may also be connected to gearshift actuators in the transmission.
In an embodiment of the powertrain according to the invention, the electronic control system may be configured to control the first actuator and the second actuator such that the first clutch and the second clutch are fully engaged at the same time when maximum torque is transmitted between the input shaft and the output shaft.
In an embodiment of the powertrain according to the invention, any of the first clutch, the second clutch, the third clutch and the main clutch may operate with a torque level controllable between zero and a maximum torque level. The clutches may preferably be friction clutches. At least one of the clutches may be of a type that can increase the torque by speed difference over the clutch.
In an embodiment, the powertrain according to the invention comprises an electric power supply connected to the first and the second electric motor. The power supply may be an electric battery, an electric capacitor, a fuel cell or any combination thereof.
In an embodiment, the powertrain according to the invention comprises drive wheels to which the output shaft is connected.
In an embodiment of the powertrain according to the invention, the transmission features at least a section comprising a layshaft transmission. In an embodiment of the powertrain according to the invention, any of the first and second electric motor is connected to the input shaft or the output shaft via a layshaft of the layshaft transmission.
In an embodiment of the powertrain according to the invention, any of the first and second electric motor is connected to the input shaft or the output shaft via a gear in the transmission.
In an embodiment of the powertrain according to the invention, the torque in the first electric motor and the first clutch, as well as the second electric motor and the second clutch, may be controlled by a central control unit.
In a second aspect, the present invention provides a clutch-motor assembly for a powertrain according to the first aspect, the clutch-motor assembly comprising a first clutch, a second clutch, a first electric motor and a second electric motor, wherein
- the first clutch and the second clutch are arranged in a common torque housing and each of the first clutch and the second clutch comprises at least one clutch disc; and
- the first electric motor and the second electric motor are arranged adjacent to each other.
In an embodiment, the clutch-motor assembly according to the invention may comprise a first torque input/output and a second torque input/output, wherein the first electric motor is connected to the first torque input/output, such that torque and rotation may be transferred between the first electric motor and the first torque input/output, and the second electric motor is connected to the first torque input/output via the first clutch, such that torque and rotation may be transferred between the second electric motor and the first torque input/output, and connected to the second torque input/output via the second clutch, such that torque and rotation may be transferred between the second electric motor and the second torque input/output, and the first electric motor is connected to the second electric motor via the first clutch.
In an embodiment of the clutch-motor assembly according to the invention, the first and second input/output may be a first and second gear, respectively. In other words, the clutch-motor assembly may comprise a first gear and a second gear, wherein torque may be transmitted between the first gear and the first electric motor independent of the first clutch and the second clutch, and torque may be transmitted between the second gear and the second electric motor when the second clutch is engaged and between the second gear and the first electric motor when the first clutch is engaged.
In an embodiment of the clutch-motor assembly according to the invention, one of the first electric motor and the second electric motor comprises a hollow driveshaft and the other of the first electric motor and the second electric motor comprises a driveshaft coaxially arranged within the hollow driveshaft.
In an embodiment of the clutch-motor assembly according to the invention, the clutch discs and the driveshafts are arranged concentrically along a common centreline.
In an embodiment of the clutch-motor assembly according to the invention, the first electric motor and the second electric motor have a common clutch interface, i.e. an interface for transfer of torque between the electric motors and the clutches, on one side of the first electric motor or the second electric motor, the clutch interface configured to connect the first electric motor and the second electric motor to the first clutch and connect the second electric motor to the second clutch.
In an embodiment of the clutch-motor assembly according to the invention, one side of the torque housing comprises an electric motor interface configured to connect with the clutch interface.
In a third aspect, the present invention provides a vehicle comprising a powertrain according to the first aspect and/or a clutch-motor assembly according to the second aspect.
In a fourth aspect, the present invention provides a method of transforming an internal combustion engine (ICE) powertrain having a transmission to a hybrid powertrain, the transmission comprises an input shaft to which the ICE is connected, an output shaft and a gear assembly providing at least two different gear ratios that may be selected for transfer of mechanical power from the input shaft to the output shaft, the method comprises the steps of providing a clutch-motor assembly according to the second aspect; connecting the first torque input/output to the input shaft, optionally by at least one gear; and connecting the second torque input/output to the output shaft, optionally by at least one gear.
In a fifth aspect, the present invention provides a method of performing a gearshift from a low gear to a high gear in a powertrain according to the first aspect, the powertrain comprising a main clutch arranged between the source of mechanical power and the input shaft, the method comprising the steps of: a. controlling the torque in the first electric motor and the first clutch to be equal to the torque in the main clutch. b. transferring torque to the output shaft by engaging the second clutch; c. disengaging the low gear; d. reducing the rotational speed of the input shaft by having a higher torque in the first electric motor and the first clutch than in the main clutch; and e. engaging the high gear when the rotational speed of the input shaft is synchronous with the high gear and the torque in the first electric motor and the first clutch is equal to the torque in the main clutch.
In other words, step a entails controlling the resultant or combined torque provided by the first electric motor and the first clutch to the input shaft. In step a, the first clutch is at least slipping, i.e. is not fully closed.
The torque in the first electric motor and the first clutch may be controlled by operating the first clutch and/or by controlling the power supplied to the first electric motor.
With respect to step d, it is noted that the torque in the second clutch will typically be higher than in the first clutch due to torque from the second electric motor, and the kinetic energy in the second electric motor is used when reducing the rotational speed of the input shaft.
Performing a gearshift from a low gear to a high gear in a powertrain according to the first aspect entails shifting between the at least two different gear ratios of the gear assembly.
A powertrain according to the first aspect may be defined as comprising driven wheels operatively connected to the output shaft, and step b may be defined as transferring torque to the driven wheels by engaging the second clutch.
In an embodiment, the method according to the fifth aspect comprises a step of establishing a required torque in the input shaft by any combination of the first electric motor, the second electric motor and an ICE (as the source of mechanical power) after the high gear is engaged. In other words, a required torque is established in the input shaft by providing torque to the input shaft from any combination of the first electric motor, the second electric motor and the ICE after the high gear is engaged. In an embodiment of the method according to the fifth aspect, the required torque is obtained by establishing the full torque from the ICE in the main clutch 3.
In an embodiment of the method according to the fifth aspect, step a is preceded by a step of driving the input shaft by any of the first electric motor, the second electric motor and the ICE, wherein any of the first and second clutch is open or closed.
In an embodiment of the method according to the fifth aspect, step a is preceded by a step of driving the output shaft by the first electric motor and/or the second electric motor, wherein the first clutch is open or closed and the second clutch is closed.
In an embodiment of the method according to the fifth aspect, step a is preceded by a step of running the first and second electric motors rotationally engaged with the input shaft of the transmission, wherein the first clutch is closed, and the second clutch is open.
In an embodiment of the method according to the fifth aspect, step a is preceded by a step of running the ICE rotationally engaged with the input shaft of the transmission via the main clutch.
The term “closed” and “open” may optionally be replaced by the terms “disengaged” and “engaged”, respectively. When engaged the first and second clutch transfer torque up to a maximum torque.
In a sixth aspect, the present invention provides method of performing a gearshift from a low gear to a high gear in a powertrain according to the first aspect comprising the steps of a. controlling the torque in the first electric motor and the first clutch to be equal to the torque in the input shaft; b. transferring torque to the output shaft by engaging the second clutch; c. disengaging the low gear; d. reducing the rotational speed of the input shaft by having a higher torque in the first electric motor and the first clutch than in the input shaft; and e. engaging the high gear when the rotational speed of the input shaft is synchronous with the high gear and the torque in the first electric motor and the first clutch is equal to the torque in the input shaft. In other words, step a entails controlling the resultant or combined torque provided by the first electric motor and the first clutch to the input shaft. In step a, the first clutch is at least slipping, i.e. is not fully closed.
The torque in the first electric motor and the first clutch may be controlled by operating the first clutch and/or by controlling the power supplied to the first electric motor.
In an embodiment, the method according to the sixth aspect comprises a step of disengaging the second clutch and transferring torque from the second electric motor to the input shaft following the step of engaging the high gear. In other words, following the step of engaging the high gear, the first electric motor, the second electric motor, the first clutch and the second clutch are controlled, e.g. by a central control unit, to obtain a required torque in the input shaft.
In an embodiment of the method according to the sixth aspect, step a is preceded by a step of driving the input shaft by any of the first electric motor and the second electric motor, wherein any of the first and second clutch is open or closed.
In an embodiment of the method according to the sixth aspect, step a is preceded by a step of running the first and second electric motors rotationally engaged with the input shaft of the transmission, wherein the first clutch is closed, and the second clutch is open.
In a seventh aspect, the present invention provides a method of performing a gearshift from a high gear to a low gear in a powertrain according to the first aspect, the powertrain comprising a main clutch arranged between the source of mechanical power and the input shaft, comprising the steps of a. controlling the torque in the first electric motor and the first clutch to be equal to the torque in the main clutch; b. transferring torque to the output shaft by engaging the second clutch; c. disengaging the high gear; d. increasing the input shaft rpm by having a higher torque in the first electric motor and the first clutch than in the main clutch; and e. engaging the low gear when the input shaft speed is synchronous with the low gear and the torque in the first electric motor and the first clutch is controlled to be equal to the torque in the main clutch.
In other words, step a entails controlling the resultant or combined torque provided by the first electric motor and the first clutch to the input shaft. In step a, the first clutch is at least slipping, i.e. is not fully closed. The torque in the first electric motor and the first clutch may be controlled by operating the first clutch and/or by controlling the power supplied to the first electric motor.
Performing a gearshift from a low gear to a high gear in a powertrain according to the first aspect entails shifting between the at least two different gear ratios of the gear assembly.
A powertrain according to the first aspect may be defined as comprising driven wheels operatively connected to the output shaft, and step b may be defined as transferring torque to the driven wheels by engaging the second clutch. In an embodiment, the engaged second clutch is slipping. An engaged clutch which is slipping may transfer maximum torque or less but does not transfer the maximum of rotational speed (rpm).
In step d of the method according to the seventh aspect, the main clutch is slipping. It is noted that the inventive powertrain has a significant advantageous effect in the fact that the second electric motor may provide a negative torque at the output shaft while the first electric motor may quickly accelerate the input shaft to the desired rpm and in this manner making the gearshift as fast as possible.
In an embodiment, the method according to the seventh aspect comprises a step of establishing a required torque in the input shaft by any combination of the first electric motor, the second electric motor and the ICE after the low gear is engaged. In other words, a required torque is established in the input shaft by providing torque to the input shaft from any combination of the first electric motor, the second electric motor and the ICE after the low gear is engaged.
In an embodiment of the method according to the seventh aspect, the required torque is obtained by establishing the full torque from the ICE in the main clutch.
In an embodiment of the method according to the seventh aspect, step a is preceded by a step of driving the input shaft by any of the first electric motor, the second electric motor and the ICE, wherein any of the first and second clutch is open or closed.
In an embodiment of the method according to the seventh aspect, step a is preceded by a step of running the first and second electric motors rotationally engaged with the input shaft of the transmission, wherein the first clutch is closed, and the second clutch is open. In an embodiment of the method according to the seventh aspect, step a is preceded by a step of running the ICE rotationally engaged with the input shaft of the transmission via the main clutch.
In an eight aspect, the present invention provides a method of performing a gearshift from a high gear to a low gear in a powertrain according to the first aspect, comprising the steps of: a. controlling the torque in the first electric motor and the first clutch to be equal to the torque in the input shaft; b. transferring torque to the output shaft by engaging the second clutch; c. disengaging the high gear; d. increasing the input shaft rpm (i.e. rotational speed, revolutions per minute) by having a higher torque in the first electric motor and the first clutch than in the input shaft; and e. engaging the low gear when the input shaft rpm is synchronous with the low gear and the torque in the first electric motor and the first clutch is controlled to be equal to the torque in the input shaft.
In other words, step a entails controlling the resultant or combined torque provided by the first electric motor and the first clutch to the input shaft. In step a, the first clutch is at least slipping.
The torque in the first electric motor and the first clutch may be controlled by operating the first clutch and/or by controlling the power supplied to the first electric motor.
Performing a gearshift from a low gear to a high gear in a powertrain according to the first aspect entails shifting between the at least two different gear ratios of the gear assembly.
A powertrain according to the first aspect may be defined as comprising driven wheels operatively connected to the output shaft, and step b may be defined as transferring torque to the driven wheels by engaging the second clutch. In an embodiment, the engaged second clutch is slipping, i.e. does not transfer maximum possible torque.
It is noted that the inventive powertrain has a significant advantageous effect in the fact that the second electric motor may provide a negative torque at the output shaft while the first electric motor may quickly accelerate the input shaft to the desired rpm and in this manner making the gearshift as fast as possible. In an embodiment, the method according to the eight aspect comprises a step of establishing a required torque in the input shaft by any combination of the first electric motor and the second electric motor after the low gear is engaged. In other words, a required torque is established in the input shaft by providing torque to the input shaft from any combination of the first electric motor and the second electric motor after the low gear is engaged.
In an embodiment of the method according to the eight aspect, step a is preceded by a step of driving the input shaft by any of the first electric motor and the second electric motor, wherein any of the first and second clutch is open or closed.
In an embodiment of the method according to the eight aspect, step a is preceded by a step of running the first and second electric motors rotationally engaged with the input shaft of the transmission, wherein the first clutch is closed, and the second clutch is open.
In an embodiment, the method according to the eight aspect comprises a step of disengaging the second clutch and transferring torque from the second electric motor to the input shaft following the step of engaging the low gear.
In a ninth aspect, the present invention provides a method of transferring torque in a powertrain according to the first aspect, comprising the steps of disengaging the first clutch and engaging the second clutch;
- transferring torque from the input shaft to the first electric motor and having the first electric motor running as a generator;
- transferring electric power generated by the first electric motor to the second electric motor; generating torque in the second electric motor by use of the electric power transferred from the first electric motor; and
- transferring the torque generated in the second electric motor to the output shaft.
In some embodiments of the method according to the ninth aspect, the step of generating torque in the second electric motor by use of the electric power transferred from the first electric motor may be defined as boosting the torque in the second electric motor by use of the electric power transferred from the first electric motor.
By transferring the electric power generated in the first electric motor to the second electric motor, the torque from the second electric motor may advantageously be boosted for a short time in a highly energy efficient manner. In a tenth aspect, the present invention provides a method of obtaining maximum torque at the output shaft of a powertrain according to the first aspect, comprising the step of: running the first electric motor and the second electric motor at maximum torque in the same rotational direction, while having both the first clutch and the second clutch engaged. The first and the second clutches are transferring maximum torque but may have a controlled slip.
In an embodiment of the tenth aspect, the powertrain features an ICE connected to the input shaft via a main clutch, and the method comprises a step of running the ICE to provide torque in the same rotational direction as the torque from the first electric motor and the second electric motor, while having the main clutch engaged. The main clutch is preferably transferring maximum torque but may have a controlled slip.
In an embodiment of the tenth aspect, the ICE provides its maximum torque.
In an embodiment of the tenth aspect, the method is performed during a gearshift, preferably during and/or after a step of disengaging a high or low gear in the transmission, i.e. during a shift of gear ratio.
The methods according to the fifth to eight aspect may comprise steps as defined above wherein a required torque is established in the input shaft. The required torque will normally be calculated as a result of a high-level torque input to a transmission controller or central control unit (e.g. the driver by pedal, the cruise control, traction control or other high-level controls). From the transmission controller, the motors in the powertrain may be controlled to give the required torque to the input shaft, i.e. the required torque is calculated by the transmission controller based on the torque or rpm which is needed in the output shaft.
Description of the drawings
Embodiments of the invention is described in detail by reference to the following drawings:
Fig. l is a detailed schematic drawing of a prior art powertrain.
Fig. 2 is a detailed schematic drawing of a prior art powertrain.
Fig. 3 is a stick diagram of a first exemplary powertrain according to the invention, where multi disc clutches are combined in one unit and electric motors are combined in one. Clutches and electric motors are one assembly concentrically placed along a common axis. The first electric motor 4a is rotationally connected to the input shaft 1 via the end of the countershaft (layshaft 7).
Fig. 4 is a stick diagram of a second exemplary powertrain according to the invention.
Fig. 5 is a stick diagram of a third exemplary powertrain according to the invention.
Fig. 6 is a stick diagram of a fourth exemplary powertrain according to the invention.
Fig. 7 is a stick diagram of a fifth exemplary powertrain according to the invention.
Figs. 8-10 are perspective drawings of the powertrain in fig. 3.
Detailed description of embodiments of the invention
The powertrain according to the invention is based on the prior art powertrains shown in figs. 1 and 2. The functionality and advantages of the prior art powertrains are described in detail in WO 2020/035558 Al which is hereby incorporated by reference.
In the description of the prior art powertrains in figs. 1 and 2 and the exemplary embodiments of the inventive powertrain shown in figs. 3-10, identical or similar technical features have been provided with the same reference numbers.
The prior art powertrains in figs. 1 and 2 are hybrid powertrains comprising an internal combustion engine (ICE) connected to an input shaft 1 (or input side) of a layshaft 7 transmission 2 (or gearbox) via a main clutch 3, a first electric motor 4a, a second electric motor 4b, a first clutch 5a and a second clutch 5b. The first electric motor 4a is operatively connected to the input shaft 1, preferably via at least one gear ix (a first gear. e.g. gear 9), and operatively connected to the second electric motor 4b via the first clutch 5a. The second electric motor 4b is operatively connected to an output shaft 6 (or output side) of the transmission 2 via the second clutch 5b and at least one gear (or a second gear) and to the input shaft 1 via the first clutch 5a. The arrangement of the electric motors 4a, 4b and the first and second clutch 5 a, 5b ensures that torque may be transferred in a flexible and controllable manner between the input shaft and the output shaft. In other words, the electric motors 4a, 4b and the first and second clutch 5a, 5b form part of a torque transfer path able to transfer torque and rotation between the input shaft 1 and the output shaft 6 of the transmission. The prior art powertrain in figs. 1 and 2 may be described as having an ICE, a layshaft transmission 2 and a hybrid system comprising the first electric motor 4a, the second electric motor 4b, the first clutch 5a and the second clutch 5b. The hybrid system may be a kit or module to be installed on a non-hybrid powertrain to convert said powertrain into a hybrid powertrain.
The disclosed prior art powertrains provide several advantageous effects as briefly described below.
The combination of having two electric motors 4a, 4b interconnected via clutches 5a, 5b as shown in figs. 1 and 2 provides several advantageous effects. A main advantage is the possibility of transferring torque during a gearshift. Further, the disclosed combination of two clutches and two electric motors provides a significantly increased torque transfer performance by using the rotational kinetic energy in the system during the gearshifts. Although not shown in fig. 6, the inventive powertrain comprises an electric power source, such as a battery, arranged to provide electric power to any of the two electric motors 4a, 4b when required, as well as storing electric power received from any of the two electric motors when used as generators. Additionally, the first electric motor 4a may be electrically connected to the second electric motor 4b, such that electric power generated in the first electric motor 4a, when it is used as a generator, may be transferred to the second electric motor 4b. In a preferred embodiment, the first electric motor 4a is electrically connected to the second electric motor 4b, such that electric power generated in the first electric motor 4a, may be transferred directly to the second electric motor 4b, i.e. without passing through a common power supply (not shown). The latter feature is highly advantageous in that it is highly energy efficient.
A further advantage of the prior art powertrain is that expensive brakes and/or components for synchronizing the input shaft speed during gear shifts are not required since the synchronizing may be handled by at least the first electric motor 4a, optionally in combination with the first clutch 5a.
In the prior art powertrain in fig. 2, the two clutches 5a, 5b are placed in the same area to provide a better integration for both clutches and clutch actuators (not shown). The layout also provides more space for the electric motors and clutches in the longitudinal direction of the powertrain.
In the prior art powertrains disclosed in WO 2020/035558 Al and illustrated by figs. 1 and 2, the first clutch 5a and the second clutch 5b are provided as two separate clutch units. Similarly, the first electric motor 4a and the second electric motor 4b are also provided as two separate motor units. The provision of the clutches 5a, 5b and/or the electric motors 4a, 4b as separate units requires a dual set of auxiliary features and may also lead to space constraints. Auxiliary features include separate housings for each of the two clutches 5 a, 5b and the two motors 4a, 4b, separate oil supplies (e.g. one for each of two separate wet clutches), etc.
In view of the prior art powertrains in figs. 1 and 2, the aim of the present invention is to provide a powertrain wherein the integration, space requirements and efficiency of the clutches 5a, 5b and/or the electric motors 4a, 4b are improved, preferably while the costs of the hybrid/electric system is reduced.
The aim of the present invention may be obtained by one or more of the following solutions:
Integrating the first clutch 5a and the second clutch 5b in a single unit. When combined in a single unit, the clutches are arranged in a common torque housing 10, see figs. 3-7, and the friction discs of the clutches have a common centreline. This solution provides at least the following advantages:
- Friction type clutches, both wet and dry type clutches, will wear off particles from the friction material. The particles should be sealed off from the other parts of the transmission. A single seal housing 21, see fig. 7, to seal off the particles will improve both integration, space requirement and the cost of the clutches.
- Wet type clutches will typically have a combined oil supply for control of an integrated piston and cooling. The oil will typically also be of a different type than the one used for the gears in the transmission. A filter may be arranged in the control and cooling oil flow to remove the wear particles. By using a single seal housing, the oil supply and filter may be common for both the first clutch 5a and the second clutch 5b.
Any type of actuation hydraulic, air or electro-motoric will gain advantageous effects by a concentrated and/or common interface of the actuation. Hydraulics may have one common interface for the oil pressure supply to the actuating pistons inside the rotating clutch assembly. Pneumatic clutches may have a common air supply for actuating an assembly of non-rotating pistons and operating two concentric thrust bearings, one thrust bearing for each clutch. Similarly, electro-motoric actuation will also typically use two concentric thrust bearings and gain synergies in the mechanism moving the thrust bearings. For instance, in clutches using thrust bearings and clutch forks, synergies may be obtained by having a common axle for the two clutch forks, the thrust bearings may have common parts for the guidance towards the torque housing and actuator motors may have a common housing.
- When arranged in a single unit, the first clutch 5a and the second clutch 5b may use various parts in common. Typically, these parts will be the parts that transfer the torque, since both the first clutch 5a and the second clutch 5b have one side of the clutch connected to the second electric motor 4b.
Integrating the first electric motor 4a and the second electric motor in a single unit. When integrated in a single unit, the electric motors are arranged adjacent to each other, preferably such that the drive shafts of the first motor and the second motor have a common centreline. This solution provides at least the following advantages:
The inverter (motor controller) would gain synergies by being concentrated in one unit. For instance, only a single external DC connection may be required to a battery, and a short internal DC connection/bus may be used to provide power/control to both motors. This solution provides increased energy efficiency and a significant cost reduction. For instance, high current electric connectors, for 600A or more, and copper are very expensive, and any reduction of such components will reduce costs.
The efficiency increase will be of high importance while running a powertrain according to the invention in serial hybrid mode. Serial hybrid mode is used when the power required from the ICE is low and the efficiency is low. Serial hybrid mode allows the ICE to run with a low rpm with high efficiency and is one of the important functions of the powertrain disclosed in WO 2020/035558 Al and contributes significantly to fuel savings.
The electric motors and the inverters have different specific needs for cooling. The inverters will typically need the lowest temperature cooling fluid available and the motors a somewhat higher temperature. By integrating the motors in a single unit, the cooling needs and cooling hose connections may be shared by the motors and the inverters, respectively. That is, connections and routings may be saved by having a first common cooling system for a pair of inverters and a second common cooling system for a pair of electric motors. The electric motors will need to be sealed off to the typically oil lubricated inside of a transmission. By having the electric motors integrated in a single unit, the motors may be arranged in a common external housing to further reduce complexity and costs.
- Fewer parts are required since the first electric motor and the second electric motor may share many of the required non-rotating motor components. These components may for instance include bearings, stator and cooling system/channel.
Placing both the clutches 5 a, 5b and the electric motors 4a, 4b concentric along the same axis, i.e. arranging the clutches and the motors, such that the friction discs and the drive shafts have a common centreline. This solution provides the following advantages:
The customer in this case the truck manufacturer or the truck transmission manufacturer will get a better interface between the main transmission and the hybrid system described in this patent application.
The interface and shape bear many similarities with systems typically added to the transmission via the PTO and therefor further contributes to the market acceptance.
- Rotational losses between, i.e. over gears between, electric motors or clutches are minimized.
Other advantages and synergies:
There are several principles within cooling of electric motors and inverters (motor controllers) and one such principle is to combine the cooling of transmission oil and the electric motors while the inverter runs on a separate low temperature cooling circuit. And in this case especially the wet clutch oil circuit and the electric motor. Both the integration of the clutches and the integration of the electric motors will provide further advantages when combined with the above cooling principles.
Fig. 3 shows a first exemplary embodiment of the invention, wherein the first clutch 5a and the second clutch 5b are arranged as a single unit in a common torque housing 10 (not shown, see fig. 8). The torque housing 10 is arranged to transfer torque via any of the first clutch 5a and the second clutch 5b. A seal housing 21 (not shown, see fig. 7) may advantageously be arranged outside the torque housing 10. The seal housing may seal off the first clutch 5a and the second clutch 5b from the transmission, such that wear particles from the first clutch 5a and the second clutch 5b are prevented from being transmitted to the transmission 2. The torque housing 10 may be rotatably arranged within a mounting housing 22 (not shown, see fig. 7), the mounting house comprises connector means, such as bolt holes, ribs, etc. for connecting the mounting house in a fixed position relative to the transmission.
The clutches in the single unit may be operated independently of each other. In other words, any of the first clutch and the second clutch may be engaged/disengaged at any selected time. For instance, when maximum torque is to be transferred between the input shaft 1 to the output shaft 6 via the electric motors 4a, 4b and the clutches 5a, 5b, both the first clutch 5a and the second clutch 5b are fully engaged at the same time.
The first electric motor 4a features a hollow driveshaft 11. The second electric motor 4b features a driveshaft 12 arranged concentrically within the hollow driveshaft 11 of the first electric motor 4a. The hollow driveshaft 11 of the first electric motor 4a is connected to the input shaft 1, preferably via at least one gear 9 of the layshaft 7, and connectable to the second electric motor 4b via the first clutch 5a. In this exemplary embodiment, a gear 18 is arranged around and directly driven by the hollow driveshaft 11. The gear 18 connected to a gear 20 of the layshaft 7. The driveshaft 12 of the second electric motor 4b is connected to the output shaft 6 (or output side) of the transmission 2 via the second clutch 5b and at least one gear 13, and to the input shaft 1 via the first clutch 5a.
The hybrid system comprising the first electric motor 4a, the second electric motor 4b, the first clutch 5a and the second clutch 5b may be termed a clutch-motor assembly and may be a kit or module to be installed on a non-hybrid powertrain to convert said powertrain into a hybrid powertrain.
In the clutch-motor assembly, the first clutch 5a and the second clutch 5b is arranged in a common torque housing 10 and each of the first clutch 5a and the second clutch 5b comprises at least one clutch disc. The clutch-motor assembly comprises a first torque input/output (e.g. gear 18) and a second torque input/output (e.g. gear 19), wherein the first electric motor 4a is connected to the first torque input/output 18, such that torque and rotation may be transferred between the first electric motor 4a and the first torque input/output 18, and the second electric motor 4b is connected to the first torque input/output 18 via the first clutch 5a, such that torque and rotation may be transferred between the second electric motor 4b and the first torque input/output 18, and connected to the second torque input/output 19 via the second clutch 5b, such that torque and rotation may be transferred between the second electric motor 4b and the second torque input/output 19, and the first electric motor 4a is connected to the second electric motor 4b via the first clutch 5a. Fig. 4 shows a second exemplary embodiment of the invention, wherein the first clutch 5a and the second clutch 5b are arranged as a single unit in a common torque housing (not shown). The first electric motor 4a features a hollow driveshaft 11. The second electric motor 4b features a driveshaft 12 arranged concentrically within the hollow driveshaft 11 of the first electric motor 4a.
The hollow driveshaft 11 of the first electric motor 4a is connected to the input shaft 1, preferably via at least one gear 9, and connectable to the second electric motor 4b via the first clutch 5a. The driveshaft 12 of the second electric motor 4b is connected to the output shaft 6 (or output side) of the transmission 2 via the second clutch 5b and at least one gear 13, and to the input shaft 1 via the first clutch 5a.
Fig. 5 shows a third exemplary embodiment of the invention, wherein the first clutch 5a and the second clutch 5b are arranged as a single unit in a common torque housing 10. The second electric motor 4b features a hollow driveshaft 15. The first electric motor 4a features a driveshaft 14 arranged concentrically within the hollow driveshaft 15 of the second electric motor 4b.
The driveshaft 14 of the first electric motor 4a is connected to the input shaft 1, preferably via at least one gear 9’, and is connectable to the second electric motor 4b via the first clutch 5a. The hollow driveshaft 15 of the second electric motor 4b is connected to the output shaft 6 (or output side) of the transmission 2 via the second clutch 5b and at least one gear 13, and to the input shaft 1 via the first clutch 5a.
The configuration of the embodiments shown in figs, 3 to 5 provides an optimum arrangement of the clutches 5a, 5b and the electric motors 4a, 4b with regards to both size and integration.
Fig. 6 shows a fourth exemplary embodiment of the invention. In the fourth embodiment, the first electric motor 4a and the second electric motor 4b are arranged as separate units, while the first clutch 5a and the second clutch 5b are arranged in a single unit as discussed for the powertrains in figs. 3-5. The separation of the electric motors is less optimal than having them closely integrated as in figs. 3-5 but may e.g. be required due to the available space around the transmission or due to the use of a standard motor where a shaft going through the centre is not possible.
Fig. 7 shows a fifth exemplary embodiment of the invention. In the fifth embodiment, the first electric motor 4a and the second electric motor 4b are arranged as a single unit having the centrelines of the respective driveshafts arranged in parallel. The parallel solution comes with the disadvantage of the cost and/or reduced efficiency of one additional gear. However, the cost/efficiency may be balanced by the advantage of providing a space/shape alternative that fits certain available packaging spaces and/or the use of a standard motor where a shaft going through the centre is not possible. The first clutch 5a and the second clutch 5b are arranged in a single unit as discussed for the powertrains in figs. 3-5.
Figs. 8-10 show perspective views of the powertrain disclosed in fig. 3 without the main clutch 3 and ICE.
The inventive powertrain may be configured as a powertrain that runs mostly in an ICE-driven mode to a system that may run predominantly, or only, in a purely electric mode depending on the customers’ requirements for function and economy. In other words, the inventive powertrain may be configured as a hybrid system, featuring both an ICE and electric motors for providing motive power, and a pure electrical system, wherein all motive power is provided by electric motors.
There are a lot of different technologies for electric motors that are used for propulsion of electric vehicles. The inventive powertrain may use any of these commonly known electric motor technologies, i.e. any of DC Series Motors, Brushless DC Motors, Permanent Magnet Synchronous Motors (PMSM), Three Phase AC Induction Motors and Switched Reluctance Motors (SRM). The various types of electric motors may have different performance characteristics. By use of the inventive powertrain, an optimal combination of electric motors may be applied. For instance, some electric motor principles are known to have a very low torque at zero rotational speed, but with other favourable characteristics, such as high efficiency during operation. By use of the inventive powertrain, the type of electric motor may be optimized, e.g. in that the second electric motor 4b has a very low torque at zero rotational speed, but high efficiency during operation (i.e. at a defined rpm range above zero), while the first electric motor 4a may provide a high torque at zero rpm but is slightly less efficient during operation. Using the latter combination of electric motors, a vehicle starting in pure electric driving mode at zero speed with a low gear engaged in the transmission 2 would be able to run clutch 5a at a slipping rotational speed so both the first and the second electric motor 4a.4b could perform at its maximum torque to get the vehicle rolling.
The clutches 3, 5a, 5b used in the inventive powertrain may in many cases be any suitable type of friction clutches, wherein the transfer of torque is done by pushing at least two frictional surfaces against each other. However, the inventive powertrain may also comprise clutches according to other known clutch principles, such as:
• Friction type clutches combined with centrifugal operation; • Clutches based on hydraulic principles (i.e. known as torque converter) where one rotating part sets another rotating part in rotation via a fluid (transmission oil);
• Clutches having a mechanical connection for transferring rotation e.g. dog clutch.
• Clutches where viscosity in a fluid is changed by heat or magnetic properties for transferring of torque, and
• Any combinations of the above principles.
To obtain a compact design of the powertrain, use of friction type clutches with multiple clutch discs may be advantageous. In a preferred embodiment, the first clutch 5a and the second clutch 5b are friction type clutches of wet or dry design.
For simplicity, the present invention is in the following described by reference to powertrains featuring an ICE, i.e. hybrid powertrains. However, the features described in connection with the hybrid powertrains shown in figs. 3-10 may also be used in corresponding powertrains without an ICE and driven solely by the electric motors.
The powertrains of the present invention require electronically controlled actuation of all the clutches 3, 5a and 5b and the gearshifts. The actuation may be performed by any suitable electronically controllable actuator, including electro motoric, electric solenoid, electrohydraulic or pneumatic actuators. The various actuators may be controlled by a central control unit based on input from a driver, e.g. via the drive and brake pedals, and optionally via data provided from a navigation system. Similar control systems are well-known in the prior art and described in for instance US 2002/0082134 Al and WO 2007/102762 Al.
As mentioned above, the hybrid system may be a module that may be connected to a typical powertrain in a truck with a combustion engine (ICE) in the front and an automated manual transmission (AMT). The output of the transmission is connected to at least the rear wheels.
As described above, the module, also called a powershift hybrid module, connects with a gear ratio to the input shaft 1 and a gear ratio to the output shaft 6. The typical AMT transmission will have one or more Power Take Off (PTO). The PTO will typically be used for pumps, compressors and similar units that will run additional equipment like cranes etc. The equipment connected to the PTO are driven from the combustion engine via the input shaft 1. The PTO is typically connected to the input shaft 1 by two different methods: 1. The most standard is to connect the PTO to the countershaft (layshaft 7) either: a. at the rear end of the AMT around the area of the output shaft 6 of the AMT where the prop shaft 17 of the drivetrain is connected. The prop shaft 17 is the shaft connecting the transmission with the rear axle. The countershaft 7 will have its centreline/axis parallel, but to close to the prop shaft to directly connect the clutches 5a, 5b and electric motors 4a, 4b. A gear (e.g. gear 16, fig. 3) will provide connection to the prop shaft and function to increase the speed to reduce the size of the clutches and the electric motors. Further, use of a gear will move the centreline of the powershift hybrid module to the available space at the rear of the AMT. Fig. 3 shows a typical such solution as well as the fig. 8-10; or b. to one of the gears at the countershaft 7 typically attaching at one of the sides or the underside of the transmission, gears solving position and correct gearing to minimize size of the clutches and electric motors.
2. The other PTO connection would typically be a separate shaft (18, fig. 5) that have its own separate gear train at the front of the transmission connected directly to the input shaft 1. The separate shaft going in parallel with the countershaft 7 making it possible to connect the PTO at the rear of the transmission similar as la above, but possibly with the centre axis in correct position. Such an arrangement is shown in fig. 5.
The connection to the output shaft 6 will most typically be the same gears (see e.g. 16, fig. 3) used to connect the transmission brake which provides additional braking driving downhill. The transmission brake is provided by an oil hydraulic friction by a turbine arrangement commonly named retarder. This has a gear connected to the output shaft 6 and the retarder running at higher rpm than the output shaft 6. A similar or the same gear arrangement will be used for connecting the second clutch 5b to the output shaft 6. The gear arrangement also solves the need to position the centreline of the powershift hybrid module in the available space between the prop shaft and the frame at the rear of the transmission.
The above disclosed exemplary embodiments illustrate various technical solutions for obtaining a powertrain according to the invention. It is however noted that this is not an exhaustive disclosure of all embodiments of the invention. Based on the present disclosure the skilled person would be able to construct alternative powertrains which nevertheless will fall within the scope of the invention as defined by the appended claims.

Claims

25 Claims
1. A powertrain comprising a transmission (2) and a clutch-motor assembly, the clutch-motor assembly comprises a first clutch (5a), a second clutch (5b), a first electric motor (4a) and a second electric motor (4b), wherein
- the transmission comprises an input shaft (1) to which a source of mechanical power may be connected, an output shaft (6) and a gear assembly providing at least two different gear ratios that may be selected for transfer of mechanical power from the input shaft (1) to the output shaft (6),
- the first electric motor (4a) is connected to the input shaft (1), such that torque and rotation may be transferred between the first electric motor and the input shaft, and
- the second electric motor (4b) is connected to the input shaft (1) via a first clutch (5a), such that torque and rotation may be transferred between the second electric motor (4b) and the input shaft (1), and connected to the output shaft (6) via a second clutch (5b), such that torque and rotation may be transferred between the second electric motor (4b) and the output shaft (6), and the first electric motor (4a) is connected to the second electric motor (4b) via the first clutch (5a), wherein the first clutch (5a) and the second clutch (5b) is arranged within a common torque housing (10).
2. A powertrain according to claim 1, wherein the first clutch 5a and the second clutch 5b are independently operable, such that the first clutch 5a and the second clutch 5b may simultaneously be fully engaged.
3. A powertrain according to claim 1 or 2, wherein the torque housing (10) is arranged to transfer torque via any of the first clutch (5a) or the second clutch (5b).
4. A powertrain according to any of claims 1-3, wherein the torque housing (10) is configured to transfer torque and rotation between the input shaft (1) and the output shaft (6) when each of the first clutch (5a) and the second clutch (5b) is engaged.
5. A powertrain according to any of the preceding claims, wherein a seal housing (21) is arranged outside the torque housing (10), the seal housing is arranged to seal off the first clutch (5a) and the second clutch (5b) from the transmission, such that wear particles from the first clutch (5a) and the second clutch (5b) are prevented from being transmitted to the transmission (2).
6. A powertrain according to any of the preceding claims, wherein the torque housing (10) is rotatably arranged within a mounting housing (22), the mounting housing comprising connector means for holding the mounting housing in a fixed position relative to the transmission.
7. A powertrain according to claim 5, wherein the seal housing is connected to an oil supply line (23) for providing clutch oil to both the first clutch (5a) and the second clutch (5b).
8. A powertrain according to any of the preceding claims, wherein the first electric motor (4a) and the second electric motor (4b) are arranged adjacent to each other.
9. A powertrain according to claim 8, wherein one of the first electric motor (4a) and the second electric motor (4b) comprises a hollow drive shaft (11,15) and the other of the first electric motor (4a) and the second electric motor (4b) comprises a driveshaft (12,14) coaxially arranged within the hollow driveshaft.
10. A powertrain according to any of the preceding claims, wherein each of the first clutch (5a) and the second clutch (5b) comprises at least one clutch disc, and each of the first electric motor (4a) and the second electric motor (4b) comprises a driveshaft (11,12,14,15), and the clutch discs and the driveshafts are arranged concentrically along a common centreline.
11. A powertrain according to any of the preceding claims, wherein the first electric motor (4a), the second electric motor (4b), the first clutch (5a), the second clutch (5b) and the torque housing (10) form parts of a torque transfer path bypassing at least two different gears providing the two gear ratios, the torque transfer path arranged to transfer torque from the input shaft (1) to the output shaft (6) during a gearshift.
12. A clutch-motor assembly for a powertrain according to any of the preceding claims, the clutch-motor assembly comprising a first clutch (5a), a second clutch (5b), a first electric motor (4a) and a second electric motor (4b), wherein
- the first clutch (5a) and the second clutch (5b) is arranged in a common torque housing (10) and each of the first clutch (5a) and the second clutch (5b) comprises at least one clutch disc; and - the first electric motor (4a) and the second electric motor (4b) are arranged adjacent to each other.
13. A clutch-motor assembly according to claim 12, comprising a first torque input/output (18) and a second torque input/output (19), wherein the first electric motor (4a) is connected to the first torque input/output (18), such that torque and rotation may be transferred between the first electric motor and the first torque input/output (18), and the second electric motor (4b) is connected to the first torque input/output (18) via the first clutch (5a), such that torque and rotation may be transferred between the second electric motor (4b) and the first torque input/output (18), and connected to the second torque input/output (19) via the second clutch (5b), such that torque and rotation may be transferred between the second electric motor (4b) and the second torque input/output (19), and the first electric motor (4a) is connected to the second electric motor (4b) via the first clutch (5a).
14. A clutch-motor assembly according to claim 12 or 13, wherein one of the first electric motor (4a) and the second electric motor (4b) comprises a hollow driveshaft (11,15) and the other of the first electric motor (4a) and the second electric motor (4b) comprises a driveshaft (12,14) coaxially arranged within the hollow driveshaft.
15. A clutch-motor assembly according to claim 14, wherein the clutch discs and the driveshafts (11,12,14,15) are arranged concentrically along a common centreline.
16. A clutch-motor assembly according to any of claims 12-15, wherein the first electric motor (4a) and the second electric motor (4b) have a common clutch interface on one side of the first electric motor (4a) or the second electric motor (4b), the clutch interface configured to connect the first electric motor (4a) and the second electric motor (4b) to the first clutch (5a) and connect the second electric motor (4b) to the second clutch (5b).
17. A clutch-motor assembly according to claim 16, wherein one side of the torque housing (10) comprises an electric motor interface configured to connect with the clutch interface.
18. A vehicle comprising a powertrain according to any of the preceding claims.
19. A method of transforming an internal combustion engine (ICE) powertrain having a transmission (2) to a hybrid powertrain, the transmission (2) comprises an input shaft (1) to which the ICE is connected, an output shaft (6) and a gear assembly providing at least two different gear ratios that may be selected for transfer of mechanical power from the input shaft (1) to the output shaft (6), the method comprises the steps of: providing a clutch-motor assembly according to claim 13; connecting the first torque input/output (18) to the input shaft (1), optionally by at least one gear (9,9’); and connecting the second torque input/output (19) to the output shaft (6), optionally by at least one gear (16).
PCT/EP2022/078124 2021-10-11 2022-10-10 A powertrain and a clutch-motor assembly WO2023061950A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NO20211215 2021-10-11
NO20211215 2021-10-11

Publications (1)

Publication Number Publication Date
WO2023061950A1 true WO2023061950A1 (en) 2023-04-20

Family

ID=84245781

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2022/078124 WO2023061950A1 (en) 2021-10-11 2022-10-10 A powertrain and a clutch-motor assembly

Country Status (1)

Country Link
WO (1) WO2023061950A1 (en)

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020082134A1 (en) 1998-10-02 2002-06-27 Luk Lamellen Kupplungsbau Gmbh Transmission with an electro-mechanical energy converter
WO2007102762A1 (en) 2006-03-09 2007-09-13 Volvo Technology Corporation Hybrid powertrain
EP2444266A1 (en) * 2009-06-17 2012-04-25 Shanghai E-propulsion Auto Technology Co., Ltd. Series/parallel bi-motor dual-clutch hybrid electrical driving unit for automobile
EP2474759A1 (en) * 2009-09-01 2012-07-11 Hitachi Nico Transmission Co., Ltd. Twin clutch type hybrid transmission
CN102874092A (en) * 2012-09-18 2013-01-16 中国第一汽车股份有限公司 Extended range electromobile power system using dual-clutch two-speed transmission
WO2016046001A1 (en) * 2014-09-25 2016-03-31 Engineering Center Steyr Gmbh & Co Kg Drive assembly, and method for operating a drive assembly
WO2020035558A1 (en) 2018-08-15 2020-02-20 Brudeli Green Mobility As Powertrain, vehicle and method of performing a gearshift in the powertrain
CN212046855U (en) * 2019-11-14 2020-12-01 重庆青山工业有限责任公司 Dual-motor hybrid power system
CN213472771U (en) * 2020-10-14 2021-06-18 比亚迪股份有限公司 Power driving system and vehicle with same

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020082134A1 (en) 1998-10-02 2002-06-27 Luk Lamellen Kupplungsbau Gmbh Transmission with an electro-mechanical energy converter
WO2007102762A1 (en) 2006-03-09 2007-09-13 Volvo Technology Corporation Hybrid powertrain
EP2444266A1 (en) * 2009-06-17 2012-04-25 Shanghai E-propulsion Auto Technology Co., Ltd. Series/parallel bi-motor dual-clutch hybrid electrical driving unit for automobile
EP2474759A1 (en) * 2009-09-01 2012-07-11 Hitachi Nico Transmission Co., Ltd. Twin clutch type hybrid transmission
CN102874092A (en) * 2012-09-18 2013-01-16 中国第一汽车股份有限公司 Extended range electromobile power system using dual-clutch two-speed transmission
WO2016046001A1 (en) * 2014-09-25 2016-03-31 Engineering Center Steyr Gmbh & Co Kg Drive assembly, and method for operating a drive assembly
WO2020035558A1 (en) 2018-08-15 2020-02-20 Brudeli Green Mobility As Powertrain, vehicle and method of performing a gearshift in the powertrain
CN212046855U (en) * 2019-11-14 2020-12-01 重庆青山工业有限责任公司 Dual-motor hybrid power system
CN213472771U (en) * 2020-10-14 2021-06-18 比亚迪股份有限公司 Power driving system and vehicle with same

Similar Documents

Publication Publication Date Title
US11446997B2 (en) Hybrid powertrain with a gearbox and method to control the hybrid powertrain
US10030755B2 (en) Torque vectoring device
CN112585023B (en) Powertrain, vehicle, and method of performing a shift in a powertrain
US8523734B2 (en) Multi-mode hybrid transmission
US8992378B2 (en) Vehicle powertrain with clutch actuator providing electrical power
JP3786627B2 (en) Electromechanical transmission
US8715126B2 (en) Powertrain for a vehicle
JP7053951B2 (en) Power system for hybrid vehicles
CN100465014C (en) Power transmitting means of hybrid power automobile
CN102310758B (en) Single clutch, two planetary hybrid architecture
CN101980882A (en) Motor vehicle power train
US20100012409A1 (en) Drive modules for vehicles
EP3086966A1 (en) A method of starting a vehicle with power balance
JP2010215229A (en) Hybrid propulsion system
WO2012137151A1 (en) Multi-modal hybrid vehicle and connection device in a hybrid powertrain system
CN114953959A (en) CVT-based hybrid power system
US20120198963A1 (en) Drivetrain of a vehicle
WO2023061950A1 (en) A powertrain and a clutch-motor assembly
JP2004009970A (en) Hybrid vehicle
CN110758082B (en) New energy vehicle power coupling device and control method thereof
CN220242967U (en) Hybrid subassembly for a vehicle
US11845340B2 (en) Hybrid power train
CN115402087A (en) Hybrid subassembly for driving a vehicle, hybrid engine unit
WO2024047192A1 (en) Powertrain

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: 22800271

Country of ref document: EP

Kind code of ref document: A1