WO2024064693A1 - Powertrain assembly - Google Patents

Powertrain assembly Download PDF

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Publication number
WO2024064693A1
WO2024064693A1 PCT/US2023/074600 US2023074600W WO2024064693A1 WO 2024064693 A1 WO2024064693 A1 WO 2024064693A1 US 2023074600 W US2023074600 W US 2023074600W WO 2024064693 A1 WO2024064693 A1 WO 2024064693A1
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WO
WIPO (PCT)
Prior art keywords
motor
output shaft
output
clutch
gear train
Prior art date
Application number
PCT/US2023/074600
Other languages
French (fr)
Inventor
Steven Thomas
Original Assignee
Means Industries, Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Means Industries, Inc filed Critical Means Industries, Inc
Publication of WO2024064693A1 publication Critical patent/WO2024064693A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches

Definitions

  • the present invention relates generally to a powertrain assembly and, more specifically, to an electric vehicle powertrain having multiple motors.
  • Vehicle powertrains or drive systems typically incorporate gear trains and multiple clutch elements.
  • Existing powertrains include electric motors and are configured as concentric and parallel axis architectures.
  • U.S. Patent No. 8,808,127 discloses a differential assembly and, more particularly, a differential assembly for a motor vehicle driving axle driven by an electric motor.
  • the differential assembly comprises a driving gear and a differential drive with an input and two outputs. The outputs are driving ly connected to the input part and, relative to one another, have a differential effect.
  • a coupling is arranged between the driving gear, the differential gear, and the differential drive. In a closed coupling condition, torque is transmitted from the driving gear to the differential drive, and in an open condition of the coupling transmission, torque is interrupted.
  • actuators including 2-position and 3-position actuators
  • Examples of actuators can be found in U.S. patent documents 2015/0000442; 2016/0047439; 2021/0301886, U.S. Pat. No. 9,441 ,708 and U.S. Pat. No. 11035,423. The disclosures of each are hereby incorporated by reference.
  • a powertrain assembly including a first motor and a second motor, provides power to an output shaft having a first and second direction of rotation.
  • the powertrain assembly includes a first selectable clutch having a first position and a second position, the first position coupling the first motor to the output shaft in the first direction of rotation only and the second position coupling the first motor to the output shaft in both directions of rotation and a second selectable clutch having a first position and a second position, the first position coupling the second motor to the output shaft in the first direction of rotation only and the second position coupling the second motor to the output shaft in both directions of rotation.
  • the powertrain assembly includes a first motor and a second motor providing power to an output shaft having first and second directions of rotation.
  • the powertrain assembly further includes a first gear train extending between the first motor and the output shaft, the first gear train including a first output gear and a second gear train extending between the second motor and the output shaft, the second gear train including a second output gear fixed to the output shaft.
  • a first selectable clutch couples the first output gear to the output shaft, the first selectable clutch having a first position and a second position, the first position coupling the first output gear to the output shaft in the first direction of rotation only and the second position coupling the first output gear to the output shaft in both directions of rotation.
  • FIG. 1 is a schematic plan view of a powertrain assembly according to one example of the present invention.
  • FIG. 2 is a schematic plan view of the powertrain assembly of FIG. 1 , illustrating a power flow path for torque.
  • FIG. 3 is a schematic plan view of a powertrain assembly according to another example of the present invention.
  • FIG. 4 is a schematic plan view of the powertrain assembly of FIG. 3, illustrating one example of a power flow path for torque.
  • FIG. 5 is a schematic plan view of the powertrain assembly of FIG. 3, illustrating another example of a power flow path for torque.
  • FIG. 6 is a schematic plan view of the powertrain assembly of FIG. 3, illustrating an additional example of a power flow path for torque.
  • FIGS. 7A and 7B schematically illustrate one example of an actuator and clutch assembly used with the inventive powertrain assembly.
  • FIGS. 8A and 8B schematically illustrate another example of an actuator and clutch assembly used with the inventive powertrain assembly. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
  • FIG. 1 illustrates one example of a two-motor powertrain or drive assembly 10.
  • the two-motor powertrain or drive assembly 10 includes a gear train, generally seen at 12, transferring power from a first or left-hand side motor 14 and the second or right-hand side motor 16 to an output shaft 18.
  • the output shaft 18 may engage and transmit torque to a drive mechanism, for example, a vehicle transmission or differential.
  • a gear train is a power transmission system comprising two or more gears.
  • the gear to which the force is first applied is called the driver, and the final gear on the train to which the force is transmitted is called the driven gear.
  • the gears mesh to attain the required gear ratio.
  • One application of a gear train is to increase or decrease the speed or torque of the output shaft.
  • the first or left-hand side motor 14 includes a motor output shaft 20 connected to a first or left-hand side motor output gear 22.
  • the second or righthand side motor 16 includes a motor output shaft 24 connected to a second or right-hand side motor output gear 26.
  • the gear train 12 includes a first or left-hand side input gear and a second or right-hand side input gear 30.
  • the first or left-hand side output gear 22 is a low gear forming part of a low range gear train
  • the second or right-hand side output gear is a high gear forming part of a high range gear train.
  • Low and high gears provide either more power or greater speed. For example, a lower gear ratio provides more torque, while a higher gear ratio provides more speed.
  • FIG. 1 shows one example of the two-motor powertrain or drive assembly 10 including a first or left-hand side clutch assembly, generally seen at 32, a second or right-hand side clutch assembly, generally seen at 34, and a third or top-side clutch assembly, generally seen at 36.
  • the first or left-hand side clutch assembly operates to couple the first or left-hand side input gear 28 to the output shaft 18.
  • the second or right-hand side clutch assembly 34 operates to couple the right-hand side input gear 30 to the output shaft 18.
  • the third or top-side clutch assembly 36 operates to couple the first or left-hand side motor output shaft 20 to the second or right-hand side motor output shaft 24.
  • the third or top-side clutch assembly 36 operates as a motor clutch or motor output clutch; it couples the outputs of the first or left-hand side motor 14 and the second or right-hand side motor 16.
  • the designations left, right, and top are used for explanation based on the orientation of the drawings and do not limit the actual placement or position of the motors or clutches.
  • Each clutch contains an externally controlled selection or control mechanism.
  • the clutches 32, 34, 36 may include controllable or selectable clutches, wherein the operating mode can be selected or controlled.
  • a selectable clutch can hold torque or freewheel in one or both directions depending on the desired operating mode, for example, engaged or disengaged.
  • a basic or passive one-way clutch wherein the direction of the torque being applied to the input member determines the operating mode.
  • a selectable one-way clutch may transmit torque in one direction but not the other, for example, from an input to an output but not from the output to the input when the output rotates in the opposite direction. Movement of the control or selection mechanism can be between two or more positions corresponding to different operating modes of the clutch assembly.
  • a selectable one-way clutch is a dynamic or dynamically controllable clutch.
  • a dynamically controllable clutch refers to a controllable or selectable one-way clutch acting between two rotating components; for example, both races are rotatable.
  • the mode or connected state can be expressed in or by an x/x nomenclature.
  • the x on the left side of the slash signifies the existence or lack of torque imposition in one direction, for example, clockwise
  • the x to the right of the slash signifies the existence or lack of torque imposition in the opposite direction, for example counterclockwise.
  • a numeral one (1 ) on the right side of the slash indicates imposing torque in one direction and overrunning in the opposite direction.
  • a numeral zero (0) on the right side of the slash indicates no engagement and no torque imposition in either direction.
  • FIGS. 7 A and 7B illustrate one example of the first or left-hand side clutch assembly 32 including a first rotating race, i.e. , a first coupling member in the form of a pocket plate 38, and a second rotating race, i.e., a second coupling member in the form of a notch plate 40.
  • the pocket plate 38 is fixed to a first power component of the system
  • the first or left-hand side input gear 28 and the notch plate 40 is fixed to a second power component of the system, the output shaft 18.
  • the first or left-hand side clutch assembly 32 includes a first or left-hand side passive clutch 42 and a first or left-hand side dynamically controllable clutch 44.
  • the passive one-way clutch 42 includes a first or passive set of locking elements 46 for engagement in one direction of rotation, for example, clockwise (CW).
  • CW clockwise
  • the first or passive set of locking elements 46 contacts the pocket and notch engagement faces of the pocket and notch plates 38, 40 connecting the pocket and notch plates 38, 40, which connect the left-hand side input gear 28 and the output shaft 18 in one direction of rotation, for example clockwise.
  • the first or left-hand side dynamically controllable clutch 44 contains a second or controllable set of locking elements 48 for engagement in a second direction of rotation, for example, counterclockwise (“CCW”).
  • CCW counterclockwise
  • the second or controllable set of locking elements 48 contacts the opposite pocket and notch engagement faces of the pocket and notch plates 38, 40 connecting the pocket and notch plates 38, 40, which connect the left-hand side input gear 28 and the output shaft 18in the opposite direction of rotation, for example counterclockwise. Consequently, in a locked direction of rotation, the first or left-hand side clutch assembly 32 transmits torque between the power components connected via the connected pocket and notch plates 38, 40.
  • the first or left-hand side input gear 28 and the output shaft 18 are connected when the pocket and notch plates 38, 40 are connected.
  • the first or left-hand side dynamically controllable clutch 44 operates such that torque imposition results from engagement or nonengagement of the locking elements 48 associated with the first or left-hand side dynamically controllable clutch 44.
  • the first or left-hand side dynamically controllable clutch 44 may also be referred to as an active strut assembly or an active one-way clutch because the position of at least one set of the locking elements 46 may be controlled.
  • the first or left-hand side dynamically controllable clutch 44 includes an actuator, generally seen at 50, that moves the locking elements 46 in the pocket plate 38 between a nondeployed position, the locking element 46 in the pocket, and a deployed position, the locking element 46 extending outwardly from the pocket and beyond the pocket plate 38. In the deployed position, the locking elements 46 engage a notch in the notch plate 40. The locking element 46 moves independently between a deployed or locked position and a nondeployed or unlocked position.
  • the actuator 50 of the first or left-hand side clutch assembly 32 is a linear motor or linear actuator.
  • the actuator includes a stator 52 and a translator 54.
  • the stator 52 is fixed in position, in one example, mounted to a gear train case.
  • the stator 52 includes a pair of copper wire induction stator coils 56. Steel plates provide a housing for the stator coils 56.
  • the stator coils 56 are wound in series with reversed polarity relative to one another, anti-series.
  • the translator 54 is fixedly connected to and rotates with the pocket plate 38.
  • the translator 54 linearly moves between lateral axial positions.
  • the translator 54 includes an annular ring of segmented permanent magnets 58, steel plates, and actuation members 60.
  • the actuation members 60 engage and move the locking members.
  • the actuator 50 associated with the first or left-hand side dynamically controllable clutch 44 controls the locking element 46. Depending on actuation direction and position, the locking element 46 moves between a deployed or locked position and a nondeployed or unlocked position.
  • the second or right-hand side clutch assembly 34 operates like the first or left-hand side clutch assembly 32.
  • the second or right-hand side clutch assembly 34 includes a second or right-hand side passive clutch 62 and a second or right-hand side dynamically controllable clutch 64.
  • the right-hand side passive clutch 62 includes a first or passive set of locking elements 66 for engagement in one direction of rotation, for example, clockwise (CW).
  • CW clockwise
  • the first or passive set of locking elements 66 contacts the pocket and notch engagement faces of the pocket and notch plates 70, 72 of the second or righthand side clutch assembly 34. Connecting the pocket and notch plates 70, 72 couples the right-hand side input gear 30 and the output shaft 18 in one direction of rotation, for example, clockwise.
  • the second or right-hand side dynamically controllable clutch 64 contains a second or controllable set of locking elements 68 for engagement in a second direction of rotation, for example, counterclockwise (“CCW”).
  • CCW counterclockwise
  • the second or controllable set of locking elements 68 contacts the opposite pocket and notch engagement faces of the pocket and notch plates 70, 72 of the second or right-hand side clutch assembly 34.
  • Connecting the pocket and notch plates 70, 72 couples the right-hand side input gear 30 and the output shaft 18 in the opposite direction of rotation, for example, counterclockwise. Consequently, in a locked direction of rotation, the second or right-hand side clutch assembly 34 transmits torque between the power components connected via the connected pocket and notch plates 70, 72.
  • the right-hand side input gear 30 and the output shaft 18 are connected when the pocket and notch plates 70, 72 are connected. Torque imposition results from engagement or nonengagement of the locking elements 66, 68 associated with the second or right-hand side clutch assembly 34.
  • the second or right-hand side dynamically controllable clutch 64 may also be referred to as an active strut assembly or an active one-way clutch because the position of locking elements 68 may be controlled.
  • the second or right-hand side dynamically controllable clutch 64 includes an actuator 74 that moves the locking elements 68 in the pocket of the pocket plate 70 between a nondeployed position, the locking element 68 in the pocket, and a deployed position, the locking element 68 extending outwardly from the pocket and beyond the pocket plate 70. In the deployed position, the locking element 68 engages a notch in the notch plate 72. The locking element 68 moves between a deployed or locked position and a nondeployed or unlocked position.
  • the second or right-hand side dynamically controllable clutch 64 includes an actuator 74, for example, a linear motor or linear actuator.
  • the actuator 74 includes a stator 76 and a translator 78.
  • the stator 76 is fixed in position, in one example, mounted to a gear train case.
  • the stator 76 includes a pair of copper wire induction stator coils 80. Steel plates provide a housing for the stator coils 80.
  • the stator coils 80 are wound in series with reversed polarity relative to one another, antiseries.
  • the translator 78 is fixedly connected to and rotates with the pocket plate 70.
  • the translator 78 linearly moves between lateral axial positions.
  • the translator 78 includes an annular ring of segmented permanent magnets 82, steel plates, and actuation members 84.
  • the actuation members 84 engage and move the locking elements 68.
  • the actuator 74 associated with the second or right-hand side dynamically controllable clutch 64 controls the locking elements 68. Depending on actuation direction and position, the locking elements 68 move between a deployed or locked position and a nondeployed or unlocked position.
  • a dog clutch is one example of the third or top-side clutch assembly 36 of the two-motor power train or drive assembly 10 used to couple the left-hand side and right-hand side motor output shafts 20, 24.
  • Other clutches for example, friction clutches or a dynamically controllable clutch, can also be used.
  • the third or top-side clutch assembly 36 couples the motor output shafts 20, 24 together, wherein the torque from both motors 14, 16 is provided to the gear train 12.
  • the first or left-hand side motor 14 applies torque and rotates the left-hand side motor output shaft 20 of the first or left-hand side motor 14 in the counterclockwise direction.
  • the first or left-hand side passive clutch 42 including the deployed locking elements 46, transfers the torque from the first or left-hand side input gear 28 to the output shaft 18 and ultimately to a vehicle transmission or differential to move the vehicle forward. If the first or lefthand side motor 14 applies torque, rotates the output shaft of the first or left-hand side motor 14 in the clockwise direction, the first or left-hand side passive clutch 42, including the deployed locking element 46, overruns and no torque is transmitted from the first or left-hand side input gear 28 to the output shaft 18. In the first mode 0/1 , the first or left-hand side motor 14 only drives the vehicle in a forward direction.
  • Placing the first or left-hand side dynamically controllable clutch 44 in the second position or mode 1/1 deploys the locking elements 48 and imposes torque in the opposite direction of the first set of locking elements 46.
  • the locking elements 48 contact the pocket plate 38 and notch plate 40 and impose torque in the rearward direction, corresponding to rearward vehicle movement or motion.
  • torque is imposed in both directions of rotation.
  • Rotation of the first or left-hand side motor 14 in either direction provides torque to the output shaft 18 through the gear train 12 in either direction. For example, rotation in one direction moves the vehicle in a forward direction, while rotation of the first or left-hand side motor 1 in the opposite direction moves the vehicle in a rearward direction.
  • first or left-hand side dynamically controllable clutch 44 in combination with the first or left-hand side passive clutch 42 provides at least two modes of operation, 0/1 and 1/1 , enabling the first or left-hand side motor 14 to move the vehicle in both the forward and reverse directions.
  • the second or right-hand side clutch assembly 34 may also be a two-position clutch operating in two modes: 1/1 and 0/1.
  • the locking elements 68 of the second or right-hand side dynamically controllable clutch 64 impose in a first direction, and the locking elements 68 of the second or right-hand side passive clutch 62 are associated with torque imposition in a second direction.
  • the locking elements 68 associated with the second or righthand side dynamically controllable clutch 64 are deployed, imposing torque in both forward and reverse directions. Placing the second or right-hand side dynamically controllable clutch 64 in the first position or mode 1/1 deploys the locking elements 68, imposing torque in the opposite direction of the first set of locking elements 66.
  • the locking elements 68 of the second or right-hand side dynamically controllable clutch 64 contact the pocket plate 70 and notch plate 72 and impose torque in the rearward direction, corresponding to rearward vehicle movement or motion. Because the first set of locking elements 66 are already deployed, torque is imposed in both directions of rotation.
  • Rotation of the second or right-hand side motor 16 in either direction provides torque to the output shaft 18 through the gear train 12 in either direction. For example, rotation in one direction moves the vehicle in a forward direction, while rotation of the second or right-hand side motor 16 in the opposite direction moves the vehicle in a rearward direction.
  • the locking elements 66 of the second or right-hand passive clutch are deployed, imposing torque in one direction and overrunning in the opposite direction.
  • the locking elements 66 connect the pocket plate 70 and notch plate 72 and impose torque in the forward direction, corresponding to forward vehicle movement or motion, and overrun in the rearward direction, corresponding to reverse vehicle movement or motion.
  • the terms forward and reverse relate to the direction of vehicle movement.
  • the second or right-hand side motor 16 applies torque and rotates the right-hand side motor output shaft 24 of the second or right-hand side motor 16 in the counterclockwise direction.
  • the second or righthand side passive clutch 62 including the deployed locking elements 66, transfers the torque from the second or right-hand side input gear 30 to the output shaft 18 and ultimately to a vehicle transmission or differential to move the vehicle forward. If the second or right-hand side motor 16 applies torque rotates the output shaft of the second or right-hand side motor 16 in the clockwise direction, the second or right-hand side passive clutch 62, including the deployed locking element 66, overruns and no torque is transmitted from the second or right-hand side input gear 30 to the output shaft 18. In the first mode 0/1 , the second or right-hand side motor 16 only drives the vehicle in a forward direction.
  • Using the second or right-hand side dynamically controllable clutch 64 in combination with the second or left-hand side passive clutch 42 provides at least two modes of operation, 1 Z1 and 0/1 , enabling the second or righthand side motor 16 to move the vehicle in both the forward and reverse directions.
  • FIG. 2 illustrates an example of the two-motor powertrain or drive assembly 10 providing a two-motor low gear option for moving the vehicle in reverse.
  • the first or left-hand side motor 14 and the second or right-hand side motor 16 are joined together by the third or top-side clutch assembly 36 and rotate together.
  • the first or left-hand side dynamically controllable clutch 44 is placed in the second position or mode 1/1 , deploys the locking elements 48, and imposes torque in the rearward direction, corresponding to rearward vehicle movement or motion.
  • the second or right-hand side dynamically controllable clutch 64 is placed in the second position or mode 0/1 , wherein the locking elements 68 are retracted or nondeployed and impose no torque in the rearward direction.
  • FIG. 3 illustrates another example of the two-motor powertrain or drive assembly 10.
  • the two-motor powertrain or drive assembly 10 includes the first or left-hand side clutch assembly 32 connecting the left-hand side input gear 28 and the output shaft 18.
  • the right-hand side input gear 30 is fixed to the output shaft 18.
  • the right-hand side input gear 30 is not coupled to the output shaft 18 by a clutch, and consequently, the output shaft 18 rotates with the right-hand side input gear 30.
  • the first or left-hand side clutch assembly 32 is a two-position clutch operating in two modes: 0/1 and 0/0.
  • the first or left-hand side clutch assembly 32 does not include a first or left-hand side passive clutch 42, only a first or left-hand side dynamically controllable clutch 44.
  • the first or left-hand side dynamically controllable clutch 44 includes one set of locking elements 48, associated with torque imposition in the forward direction, as opposed to the rearward direction set forth above. In the first position or mode 0/1 , the locking elements 48 are deployed, imposing torque in the forward direction and overrunning in the opposite, rearward direction.
  • the locking elements 48 connect the pocket plate 38 and notch plate 40 and impose torque in the forward direction, corresponding to forward vehicle movement or motion, and overrun in the rearward direction, corresponding to rearward or reverse vehicle movement or motion. Forward and reverse relate to the direction of vehicle movement.
  • the locking elements 46 are not deployed and remain in the pockets of the left-hand side pocket plate 38, resulting in a freewheel, no torque imposed, condition between the left-hand side input gear 28 and the output shaft 18.
  • the second example provides a two-motor high gear option for moving the vehicle in reverse.
  • a two-motor high gear option The first or left-hand side motor 14 and the second or right-hand side motor 16 are joined together by the third or top-side clutch assembly 36. Because the first or left-hand side dynamically controllable clutch 44 is in the second or freewheel position 0/0, the torque supplied by the first and second motors 14, 16 follows the torque path, generally seen at 96, shown in FIG. 4. This example provides forward motion, reverse motion, and regeneration through the right-hand side input gear 30 when the first and second motors 14, 16 are joined by the third or top-side clutch assembly 36.
  • FIG. 5 illustrates a third example of a torque path for the two- motor powertrain or drive assembly 10, illustrated in FIG. 3.
  • the right-hand side input gear 30 is fixed to the output shaft 18.
  • the first or left-hand side clutch assembly 32 includes a first or left-hand side passive clutch 42 and a first or left-hand side dynamically controllable clutch 44 coupling the left-hand side input gear 28 and the output shaft 18.
  • the third or top-side clutch assembly 36 is disengaged, wherein each of the first or left-hand side motor 14 and second or right-hand side motor 16 operate independently and provide input torque through the respective first or left-hand side motor output gear 22 and second or right-hand side motor output gear 26.
  • the first or left-hand side dynamically controllable clutch 44 operates in two modes or positions— 0/1 and 1/1.
  • the first mode (0/1 ) enables the first or left-hand side motor 14 to move the vehicle forward
  • the second mode (1/1 ) enables the first or left-hand side motor 14 to move the vehicle in both the forward and reverse directions.
  • the left-hand side dynamically controllable clutch 44 is in the second position 1/1 , the torque supplied by the first or left-hand side motor 14 and second or right-hand side motor 16 follows the torque path, generally seen at 98, shown in FIG. 5.
  • the third or top-side clutch assembly 36 is disengaged, as the first or left-hand side motor 14 and second or right-hand side motor 116 operate at different rotational speed to compensate for the low and high gear ratios of the gear train 12.
  • the third example also includes a regeneration mode wherein both the first or left-hand side motor 14 and the second or righthand side motor 16 operate in a regeneration mode.
  • the output shaft drives the lefthand side input gear 28 and right-hand side input gear 30, and through corresponding gears 22, 26, drives the first and second motors 14, 16 in the regeneration mode. Both motors 14, 16 operate at different rotational speeds based on the respective high and low gears.
  • FIG. 6 illustrates the torque path, generally seen at 100, associated with the park lock feature of the third example. Placing the third or top-side clutch assembly 36 in an engaged position and the first or left-hand side clutch assembly 32 in the second mode or position 1/1 binds or locks the drivetrain as the high and low gear trains try to rotate or move the joined, coupled by the third or top-side clutch assembly 36, motor output shafts 20, 24 of the respective first or left-hand side motor 14 and the second or right-hand side motor 16 at different rotational speeds.
  • the foregoing examples of the two-motor powertrain or drive assembly 10 provide options to use both the first or left-hand side motor 14 and the second or right-hand side motor 16 together to drive or power the vehicle in a reverse vehicle direction.
  • the examples include using a first or left-hand side clutch assembly 32 including a first or left-hand side dynamically controllable clutch 44 and, in some instances, a second or right-hand side clutch assembly 34 including a second or right-hand side dynamically controllable clutch 64 to manage the torque flow path through the gear train from the first or left-hand motor 11 and second or right-hand side motor 16 to the output shaft 18.
  • the foregoing examples further disclose using two independent clutch assemblies 32, 34.
  • the first or left-hand side clutch assembly includes a first or left-hand side dynamically controllable clutch 44
  • the second or right-hand side clutch assembly 34 includes a second or right-hand side dynamically controllable clutch 64.
  • the first and second dynamically controllable clutches 44, 64 act on respective locking elements 48, 68.
  • the first or left-hand side dynamically controllable clutch 44 acts on the second or clockwise locking element 48 with the first or counterclockwise locking element 46 of the first or lefthand side passive clutch 42 being continuously deployed.
  • the second or right-hand side dynamically controllable clutch 64 acts on the locking element 68 and moves it between a deployed and nondeployed position.
  • FIGS. 7A and 7B illustrate a two-position actuator 50 acting on the first or left-hand side dynamically controllable clutch 44.
  • FIGS. 8A and 8B illustrate a two-position actuator 74 acting on the second or right-hand side dynamically controllable clutch 64.
  • the two-position actuators 50 74 are separate, and each independently acts on and moves the respective first and second dynamically controllable clutches 44, 64 between modes or positions.
  • the locking element 48 in the first position or mode 0/1 , the locking element 48 is nondeployed, and disengaged, and the locking element 46 is continuously deployed, always engaged.
  • the translator 54 In the first position or mode 0/1 , the translator 54 is closer to pocket plate 38, wherein the actuation member 60, for example, a spring, acts on the locking element 48.
  • the force of the actuation member 60 overcomes the force of a biasing member or spring 86, wherein the locking element 48 pivots into the nondeployed position, in the pocket of the pocket plate 38.
  • the second position or mode 1/1 In the second position or mode 1/1 .
  • the translator 54 moves to the right, away from the pocket plate 38, wherein the force of the actuation member 60 is reduced and overcome by the force of the biasing member or spring 86, wherein the locking element pivots into the deployed position, out of the pocket of the pocket plate 38.
  • a biasing spring 88 continuously acts on the locking element 46, pivoting the locking element 46 outward into the deployed position.
  • the locking elements 46, 48 are deployed and engaged.
  • the biasing springs 88, 86 act on the locking elements 46, 48, urging them out of the pockets and into a deployed position.
  • the locking element 68 In the second position or mode 0/1 , the locking element 68 is nondeployed and disengaged, and the locking element 66 is continuously deployed, always engaged.
  • the translator 78 In the second position or mode 0/1 , the translator 78 is closer to pocket plate 70, wherein the actuation member 84, for example, a spring, acts on the locking element 68.
  • the force of the actuation member 84 overcomes the force of a biasing member or spring 90, wherein the locking element 68 pivots into the nondeployed position, in the pocket of the pocket plate 70.
  • actuators having multiple positions may also be used.
  • a two-position actuator could be positioned between the respective first or left-hand side clutch assembly 32 and second or right-hand side clutch assembly 34 wherein in a first position, the first or left-hand side clutch assembly is in a 0/1 position or mode and the second or right-hand side clutch assembly is in a 1/1 position or mode. Moving the two-position actuator to the second position moves the first or left-hand side clutch assembly to a 1/1 position or mode and the second or right-hand side clutch assembly to a 0/1 position or mode.
  • a three-position actuator may also be used to generate an additional position or mode.
  • a three-position actuator could move the first or left-hand side clutch assembly 32 between a 0/1 and 1/1 mode and the second or right-hand side clutch assembly 34 between a 1/1 or 0/1 mode. If the left-hand side passive clutch 42 was replaced with a second left-hand dynamically controlled clutch, the actuator could move it between a 0/1 or 0/0 mode or position.
  • the two independent two-position actuators 60, 74 could be replaced by three-position or more position actuators depending upon the particular configuration needed to route the torque from the first or left-hand motor and the second right-hand side motor 14, 16 to the output shaft 18.
  • the first or left-hand side passive clutch 42 and second or right-hand side passive clutch 62 could be replaced by individual dynamically controllable clutches similar to the first or left-hand side dynamically controlled clutch and second or right-hand side dynamically controllable clutch 64, 64.

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Abstract

A powertrain assembly, including a first motor and a second motor, provides power to an output shaft having a first direction of rotation and a second direction of rotation. The powertrain assembly further includes clutches coupling the first motor to the output shaft. For example, the powertrain assembly may include a continuously deployed one-way clutch coupling the first input and the output in a first direction of rotation and a selectable one-way clutch, the selectable one-way clutch moving between a first, nondeployed position and a second, deployed position wherein in the second, deployed position the selectable one-way clutch couples the first input to the output in a second direction of rotation.

Description

POWERTRAIN ASSEMBLY
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. Provisional Application No. 63/407,909, filed September 19, 2022. The disclosure of the above application is incorporated herein by reference.
BACKGROUND OF THE INVENTION
[0002] 1 . Field of the Invention
[0003] The present invention relates generally to a powertrain assembly and, more specifically, to an electric vehicle powertrain having multiple motors.
[0004] 2. Description of Related Art
[0005] Vehicle powertrains or drive systems typically incorporate gear trains and multiple clutch elements. Existing powertrains include electric motors and are configured as concentric and parallel axis architectures.
[0006] U.S. Patent No. 8,808,127 discloses a differential assembly and, more particularly, a differential assembly for a motor vehicle driving axle driven by an electric motor. The differential assembly comprises a driving gear and a differential drive with an input and two outputs. The outputs are driving ly connected to the input part and, relative to one another, have a differential effect. A coupling is arranged between the driving gear, the differential gear, and the differential drive. In a closed coupling condition, torque is transmitted from the driving gear to the differential drive, and in an open condition of the coupling transmission, torque is interrupted.
[0007] Examples of one-way clutches can be found in U.S. Pat. No. 5,927,455, a bi-directional overrunning pawl-type clutch; U.S. Pat. No. 6,244,965 a planar overrunning coupling; and U.S. Pat. No. 6,290,044, a selectable one-way clutch assembly for use in an automatic transmission. U.S. Pat. Nos. 7,258,214 and 7,344,010 disclose overrunning coupling assemblies and U.S. Pat. No. 7,484,605 discloses an overrunning radial coupling assembly or clutch. The disclosures of each are hereby incorporated by reference. The foregoing is not exclusive; other selective or one-way clutches may be used and are known. The foregoing are examples of one-way clutches that may be used in the vehicle drive system disclosed herein.
[0008] Examples of actuators, including 2-position and 3-position actuators, can be found in U.S. patent documents 2015/0000442; 2016/0047439; 2021/0301886, U.S. Pat. No. 9,441 ,708 and U.S. Pat. No. 11035,423. The disclosures of each are hereby incorporated by reference.
SUMMARY OF THE INVENTION
[0009] A powertrain assembly, including a first motor and a second motor, provides power to an output shaft having a first and second direction of rotation. In one example, the powertrain assembly includes a first selectable clutch having a first position and a second position, the first position coupling the first motor to the output shaft in the first direction of rotation only and the second position coupling the first motor to the output shaft in both directions of rotation and a second selectable clutch having a first position and a second position, the first position coupling the second motor to the output shaft in the first direction of rotation only and the second position coupling the second motor to the output shaft in both directions of rotation.
[0010] In another example, the powertrain assembly includes a first motor and a second motor providing power to an output shaft having first and second directions of rotation. The powertrain assembly further includes a first gear train extending between the first motor and the output shaft, the first gear train including a first output gear and a second gear train extending between the second motor and the output shaft, the second gear train including a second output gear fixed to the output shaft. A first selectable clutch couples the first output gear to the output shaft, the first selectable clutch having a first position and a second position, the first position coupling the first output gear to the output shaft in the first direction of rotation only and the second position coupling the first output gear to the output shaft in both directions of rotation.
[0011] Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention. BRIEF DESCRIPTION OF THE DRAWINGS
[0012] The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:
[0013] FIG. 1 is a schematic plan view of a powertrain assembly according to one example of the present invention.
[0014] FIG. 2 is a schematic plan view of the powertrain assembly of FIG. 1 , illustrating a power flow path for torque.
[0015] FIG. 3 is a schematic plan view of a powertrain assembly according to another example of the present invention.
[0016] FIG. 4 is a schematic plan view of the powertrain assembly of FIG. 3, illustrating one example of a power flow path for torque.
[0017] FIG. 5 is a schematic plan view of the powertrain assembly of FIG. 3, illustrating another example of a power flow path for torque.
[0018] FIG. 6 is a schematic plan view of the powertrain assembly of FIG. 3, illustrating an additional example of a power flow path for torque.
[0019] FIGS. 7A and 7B schematically illustrate one example of an actuator and clutch assembly used with the inventive powertrain assembly.
[0020] FIGS. 8A and 8B schematically illustrate another example of an actuator and clutch assembly used with the inventive powertrain assembly. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0021] The following description of the preferred embodiment(s) is merely exemplary in nature and is in no way intended to limit the invention, its application, or its uses.
[0022] Examples of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of the components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
[0023] FIG. 1 illustrates one example of a two-motor powertrain or drive assembly 10. The two-motor powertrain or drive assembly 10 includes a gear train, generally seen at 12, transferring power from a first or left-hand side motor 14 and the second or right-hand side motor 16 to an output shaft 18. The output shaft 18 may engage and transmit torque to a drive mechanism, for example, a vehicle transmission or differential.
[0024] A gear train is a power transmission system comprising two or more gears. The gear to which the force is first applied is called the driver, and the final gear on the train to which the force is transmitted is called the driven gear. The gears mesh to attain the required gear ratio. One application of a gear train is to increase or decrease the speed or torque of the output shaft. [0025] The first or left-hand side motor 14 includes a motor output shaft 20 connected to a first or left-hand side motor output gear 22. The second or righthand side motor 16 includes a motor output shaft 24 connected to a second or right-hand side motor output gear 26. The gear train 12 includes a first or left-hand side input gear and a second or right-hand side input gear 30. In one example, the first or left-hand side output gear 22 is a low gear forming part of a low range gear train, and the second or right-hand side output gear is a high gear forming part of a high range gear train. Low and high gears provide either more power or greater speed. For example, a lower gear ratio provides more torque, while a higher gear ratio provides more speed.
[0026] FIG. 1 shows one example of the two-motor powertrain or drive assembly 10 including a first or left-hand side clutch assembly, generally seen at 32, a second or right-hand side clutch assembly, generally seen at 34, and a third or top-side clutch assembly, generally seen at 36. The first or left-hand side clutch assembly operates to couple the first or left-hand side input gear 28 to the output shaft 18. The second or right-hand side clutch assembly 34 operates to couple the right-hand side input gear 30 to the output shaft 18. The third or top-side clutch assembly 36 operates to couple the first or left-hand side motor output shaft 20 to the second or right-hand side motor output shaft 24. The third or top-side clutch assembly 36 operates as a motor clutch or motor output clutch; it couples the outputs of the first or left-hand side motor 14 and the second or right-hand side motor 16. The designations left, right, and top are used for explanation based on the orientation of the drawings and do not limit the actual placement or position of the motors or clutches. Each clutch contains an externally controlled selection or control mechanism. The clutches 32, 34, 36 may include controllable or selectable clutches, wherein the operating mode can be selected or controlled. A selectable clutch can hold torque or freewheel in one or both directions depending on the desired operating mode, for example, engaged or disengaged. As opposed to a basic or passive one-way clutch wherein the direction of the torque being applied to the input member determines the operating mode. A selectable one-way clutch may transmit torque in one direction but not the other, for example, from an input to an output but not from the output to the input when the output rotates in the opposite direction. Movement of the control or selection mechanism can be between two or more positions corresponding to different operating modes of the clutch assembly.
[0027] One example of a selectable one-way clutch is a dynamic or dynamically controllable clutch. A dynamically controllable clutch refers to a controllable or selectable one-way clutch acting between two rotating components; for example, both races are rotatable. The mode or connected state can be expressed in or by an x/x nomenclature. Wherein the x on the left side of the slash signifies the existence or lack of torque imposition in one direction, for example, clockwise, and the x to the right of the slash signifies the existence or lack of torque imposition in the opposite direction, for example counterclockwise. As used herein, a numeral one (1 ) on the right side of the slash indicates imposing torque in one direction and overrunning in the opposite direction. A numeral zero (0) on the right side of the slash indicates no engagement and no torque imposition in either direction.
[0028] FIGS. 7 A and 7B illustrate one example of the first or left-hand side clutch assembly 32 including a first rotating race, i.e. , a first coupling member in the form of a pocket plate 38, and a second rotating race, i.e., a second coupling member in the form of a notch plate 40. The pocket plate 38 is fixed to a first power component of the system, the first or left-hand side input gear 28, and the notch plate 40 is fixed to a second power component of the system, the output shaft 18.
[0029] As illustrated, the first or left-hand side clutch assembly 32 includes a first or left-hand side passive clutch 42 and a first or left-hand side dynamically controllable clutch 44. The passive one-way clutch 42 includes a first or passive set of locking elements 46 for engagement in one direction of rotation, for example, clockwise (CW). During engagement, the first or passive set of locking elements 46 contacts the pocket and notch engagement faces of the pocket and notch plates 38, 40 connecting the pocket and notch plates 38, 40, which connect the left-hand side input gear 28 and the output shaft 18 in one direction of rotation, for example clockwise.
[0030] The first or left-hand side dynamically controllable clutch 44 contains a second or controllable set of locking elements 48 for engagement in a second direction of rotation, for example, counterclockwise (“CCW”). During engagement, the second or controllable set of locking elements 48 contacts the opposite pocket and notch engagement faces of the pocket and notch plates 38, 40 connecting the pocket and notch plates 38, 40, which connect the left-hand side input gear 28 and the output shaft 18in the opposite direction of rotation, for example counterclockwise. Consequently, in a locked direction of rotation, the first or left-hand side clutch assembly 32 transmits torque between the power components connected via the connected pocket and notch plates 38, 40. The first or left-hand side input gear 28 and the output shaft 18 are connected when the pocket and notch plates 38, 40 are connected.
[0031] The first or left-hand side dynamically controllable clutch 44 operates such that torque imposition results from engagement or nonengagement of the locking elements 48 associated with the first or left-hand side dynamically controllable clutch 44. The first or left-hand side dynamically controllable clutch 44 may also be referred to as an active strut assembly or an active one-way clutch because the position of at least one set of the locking elements 46 may be controlled. The first or left-hand side dynamically controllable clutch 44 includes an actuator, generally seen at 50, that moves the locking elements 46 in the pocket plate 38 between a nondeployed position, the locking element 46 in the pocket, and a deployed position, the locking element 46 extending outwardly from the pocket and beyond the pocket plate 38. In the deployed position, the locking elements 46 engage a notch in the notch plate 40. The locking element 46 moves independently between a deployed or locked position and a nondeployed or unlocked position.
[0032] One example of the actuator 50 of the first or left-hand side clutch assembly 32 is a linear motor or linear actuator. The actuator includes a stator 52 and a translator 54. The stator 52 is fixed in position, in one example, mounted to a gear train case. The stator 52 includes a pair of copper wire induction stator coils 56. Steel plates provide a housing for the stator coils 56. The stator coils 56 are wound in series with reversed polarity relative to one another, anti-series.
[0033] The translator 54 is fixedly connected to and rotates with the pocket plate 38. The translator 54 linearly moves between lateral axial positions. The translator 54 includes an annular ring of segmented permanent magnets 58, steel plates, and actuation members 60. The actuation members 60 engage and move the locking members.
[0034] The actuator 50 associated with the first or left-hand side dynamically controllable clutch 44 controls the locking element 46. Depending on actuation direction and position, the locking element 46 moves between a deployed or locked position and a nondeployed or unlocked position.
[0035] The second or right-hand side clutch assembly 34 operates like the first or left-hand side clutch assembly 32. The second or right-hand side clutch assembly 34 includes a second or right-hand side passive clutch 62 and a second or right-hand side dynamically controllable clutch 64. The right-hand side passive clutch 62 includes a first or passive set of locking elements 66 for engagement in one direction of rotation, for example, clockwise (CW). During engagement, the first or passive set of locking elements 66 contacts the pocket and notch engagement faces of the pocket and notch plates 70, 72 of the second or righthand side clutch assembly 34. Connecting the pocket and notch plates 70, 72 couples the right-hand side input gear 30 and the output shaft 18 in one direction of rotation, for example, clockwise. [0036] The second or right-hand side dynamically controllable clutch 64 contains a second or controllable set of locking elements 68 for engagement in a second direction of rotation, for example, counterclockwise (“CCW”). During engagement, the second or controllable set of locking elements 68 contacts the opposite pocket and notch engagement faces of the pocket and notch plates 70, 72 of the second or right-hand side clutch assembly 34. Connecting the pocket and notch plates 70, 72 couples the right-hand side input gear 30 and the output shaft 18 in the opposite direction of rotation, for example, counterclockwise. Consequently, in a locked direction of rotation, the second or right-hand side clutch assembly 34 transmits torque between the power components connected via the connected pocket and notch plates 70, 72. The right-hand side input gear 30 and the output shaft 18 are connected when the pocket and notch plates 70, 72 are connected. Torque imposition results from engagement or nonengagement of the locking elements 66, 68 associated with the second or right-hand side clutch assembly 34.
[0037] The second or right-hand side dynamically controllable clutch 64 may also be referred to as an active strut assembly or an active one-way clutch because the position of locking elements 68 may be controlled. The second or right-hand side dynamically controllable clutch 64 includes an actuator 74 that moves the locking elements 68 in the pocket of the pocket plate 70 between a nondeployed position, the locking element 68 in the pocket, and a deployed position, the locking element 68 extending outwardly from the pocket and beyond the pocket plate 70. In the deployed position, the locking element 68 engages a notch in the notch plate 72. The locking element 68 moves between a deployed or locked position and a nondeployed or unlocked position.
[0038] Like the first or left-hand side dynamically controllable clutch 44, the second or right-hand side dynamically controllable clutch 64 includes an actuator 74, for example, a linear motor or linear actuator. The actuator 74 includes a stator 76 and a translator 78. The stator 76 is fixed in position, in one example, mounted to a gear train case. The stator 76 includes a pair of copper wire induction stator coils 80. Steel plates provide a housing for the stator coils 80. The stator coils 80 are wound in series with reversed polarity relative to one another, antiseries.
[0039] The translator 78 is fixedly connected to and rotates with the pocket plate 70. The translator 78 linearly moves between lateral axial positions. The translator 78 includes an annular ring of segmented permanent magnets 82, steel plates, and actuation members 84. The actuation members 84 engage and move the locking elements 68.
[0040] The actuator 74 associated with the second or right-hand side dynamically controllable clutch 64 controls the locking elements 68. Depending on actuation direction and position, the locking elements 68 move between a deployed or locked position and a nondeployed or unlocked position.
[0041] A dog clutch is one example of the third or top-side clutch assembly 36 of the two-motor power train or drive assembly 10 used to couple the left-hand side and right-hand side motor output shafts 20, 24. Other clutches, for example, friction clutches or a dynamically controllable clutch, can also be used. When engaged, the third or top-side clutch assembly 36 couples the motor output shafts 20, 24 together, wherein the torque from both motors 14, 16 is provided to the gear train 12.
[0042] In the first mode 0/1 , the first or left-hand side motor 14 applies torque and rotates the left-hand side motor output shaft 20 of the first or left-hand side motor 14 in the counterclockwise direction. The first or left-hand side passive clutch 42, including the deployed locking elements 46, transfers the torque from the first or left-hand side input gear 28 to the output shaft 18 and ultimately to a vehicle transmission or differential to move the vehicle forward. If the first or lefthand side motor 14 applies torque, rotates the output shaft of the first or left-hand side motor 14 in the clockwise direction, the first or left-hand side passive clutch 42, including the deployed locking element 46, overruns and no torque is transmitted from the first or left-hand side input gear 28 to the output shaft 18. In the first mode 0/1 , the first or left-hand side motor 14 only drives the vehicle in a forward direction.
[0043] Placing the first or left-hand side dynamically controllable clutch 44 in the second position or mode 1/1 deploys the locking elements 48 and imposes torque in the opposite direction of the first set of locking elements 46. For example, in the second or deployed position, the locking elements 48 contact the pocket plate 38 and notch plate 40 and impose torque in the rearward direction, corresponding to rearward vehicle movement or motion. Because the first set of locking elements 46 are already deployed, torque is imposed in both directions of rotation. Rotation of the first or left-hand side motor 14 in either direction provides torque to the output shaft 18 through the gear train 12 in either direction. For example, rotation in one direction moves the vehicle in a forward direction, while rotation of the first or left-hand side motor 1 in the opposite direction moves the vehicle in a rearward direction.
[0044] Using the first or left-hand side dynamically controllable clutch 44 in combination with the first or left-hand side passive clutch 42 provides at least two modes of operation, 0/1 and 1/1 , enabling the first or left-hand side motor 14 to move the vehicle in both the forward and reverse directions.
[0045] The second or right-hand side clutch assembly 34 may also be a two-position clutch operating in two modes: 1/1 and 0/1. The locking elements 68 of the second or right-hand side dynamically controllable clutch 64 impose in a first direction, and the locking elements 68 of the second or right-hand side passive clutch 62 are associated with torque imposition in a second direction. In the first position or mode 1/1 , the locking elements 68 associated with the second or righthand side dynamically controllable clutch 64 are deployed, imposing torque in both forward and reverse directions. Placing the second or right-hand side dynamically controllable clutch 64 in the first position or mode 1/1 deploys the locking elements 68, imposing torque in the opposite direction of the first set of locking elements 66. For example, in the second or deployed position, the locking elements 68 of the second or right-hand side dynamically controllable clutch 64 contact the pocket plate 70 and notch plate 72 and impose torque in the rearward direction, corresponding to rearward vehicle movement or motion. Because the first set of locking elements 66 are already deployed, torque is imposed in both directions of rotation. Rotation of the second or right-hand side motor 16 in either direction provides torque to the output shaft 18 through the gear train 12 in either direction. For example, rotation in one direction moves the vehicle in a forward direction, while rotation of the second or right-hand side motor 16 in the opposite direction moves the vehicle in a rearward direction.
[0046] In the second position or mode 0/1 , only the locking elements 66 of the second or right-hand passive clutch are deployed, imposing torque in one direction and overrunning in the opposite direction. For example, in the first position, the locking elements 66 connect the pocket plate 70 and notch plate 72 and impose torque in the forward direction, corresponding to forward vehicle movement or motion, and overrun in the rearward direction, corresponding to reverse vehicle movement or motion. The terms forward and reverse relate to the direction of vehicle movement.
[0047] In the second mode 0/1 , the second or right-hand side motor 16 applies torque and rotates the right-hand side motor output shaft 24 of the second or right-hand side motor 16 in the counterclockwise direction. The second or righthand side passive clutch 62, including the deployed locking elements 66, transfers the torque from the second or right-hand side input gear 30 to the output shaft 18 and ultimately to a vehicle transmission or differential to move the vehicle forward. If the second or right-hand side motor 16 applies torque rotates the output shaft of the second or right-hand side motor 16 in the clockwise direction, the second or right-hand side passive clutch 62, including the deployed locking element 66, overruns and no torque is transmitted from the second or right-hand side input gear 30 to the output shaft 18. In the first mode 0/1 , the second or right-hand side motor 16 only drives the vehicle in a forward direction.
[0048] Using the second or right-hand side dynamically controllable clutch 64 in combination with the second or left-hand side passive clutch 42 provides at least two modes of operation, 1 Z1 and 0/1 , enabling the second or righthand side motor 16 to move the vehicle in both the forward and reverse directions.
[0049] Placing the second or right-hand side dynamically controllable clutch 64 in the second position or mode 0/1 provides an overrun conditiondisconnects the right-hand side input gear 30 from the output shaft 18, wherein the second or right-hand side motor 16 is no longer back driven when the first or lefthand side motor 14 rotates to move the vehicle forward.
[0050] FIG. 2 illustrates an example of the two-motor powertrain or drive assembly 10 providing a two-motor low gear option for moving the vehicle in reverse. The first or left-hand side motor 14 and the second or right-hand side motor 16 are joined together by the third or top-side clutch assembly 36 and rotate together. The first or left-hand side dynamically controllable clutch 44 is placed in the second position or mode 1/1 , deploys the locking elements 48, and imposes torque in the rearward direction, corresponding to rearward vehicle movement or motion. The second or right-hand side dynamically controllable clutch 64 is placed in the second position or mode 0/1 , wherein the locking elements 68 are retracted or nondeployed and impose no torque in the rearward direction. Because the second or right-hand side clutch assembly 34 is in an overrun condition, notch plate 72 overruns the locking element 66 when the vehicle moves in the reverse direction, the torque supplied by the first and second motors 14, 16 follows the torque path, generally seen at 94, shown in FIG. 2 with no torque applied through the second or right-hand side input gear 30. The combined torque of the first or left-hand side motor 14 and second or right-hand side motor 16, coupled together by the third or top-side clutch assembly 36, is applied to the left-hand side input gear 28 and ultimately through the first or left-hand side dynamically controllable clutch 44 to the output shaft 18.
[0051] FIG. 3 illustrates another example of the two-motor powertrain or drive assembly 10. The two-motor powertrain or drive assembly 10 includes the first or left-hand side clutch assembly 32 connecting the left-hand side input gear 28 and the output shaft 18. The right-hand side input gear 30 is fixed to the output shaft 18. The right-hand side input gear 30 is not coupled to the output shaft 18 by a clutch, and consequently, the output shaft 18 rotates with the right-hand side input gear 30.
[0052] The first or left-hand side clutch assembly 32 is a two-position clutch operating in two modes: 0/1 and 0/0. The first or left-hand side clutch assembly 32 does not include a first or left-hand side passive clutch 42, only a first or left-hand side dynamically controllable clutch 44. The first or left-hand side dynamically controllable clutch 44 includes one set of locking elements 48, associated with torque imposition in the forward direction, as opposed to the rearward direction set forth above. In the first position or mode 0/1 , the locking elements 48 are deployed, imposing torque in the forward direction and overrunning in the opposite, rearward direction. For example, in the first position, the locking elements 48 connect the pocket plate 38 and notch plate 40 and impose torque in the forward direction, corresponding to forward vehicle movement or motion, and overrun in the rearward direction, corresponding to rearward or reverse vehicle movement or motion. Forward and reverse relate to the direction of vehicle movement. In the second position or mode 0/0, the locking elements 46 are not deployed and remain in the pockets of the left-hand side pocket plate 38, resulting in a freewheel, no torque imposed, condition between the left-hand side input gear 28 and the output shaft 18.
[0053] When the first or left-hand side dynamically controllable clutch 44 is in the second position, the locking elements 46 are retracted or nondeployed, resulting in no torque transfer between the first or left-hand side motor 14 and the output shaft 18 in either direction of rotation.
[0054] The second example provides a two-motor high gear option for moving the vehicle in reverse. In particular, a two-motor high gear option. The first or left-hand side motor 14 and the second or right-hand side motor 16 are joined together by the third or top-side clutch assembly 36. Because the first or left-hand side dynamically controllable clutch 44 is in the second or freewheel position 0/0, the torque supplied by the first and second motors 14, 16 follows the torque path, generally seen at 96, shown in FIG. 4. This example provides forward motion, reverse motion, and regeneration through the right-hand side input gear 30 when the first and second motors 14, 16 are joined by the third or top-side clutch assembly 36. [0055] The combined torque of the first or left-hand side motor 14 and second or right-hand side motor 16, coupled together by the third or top-side clutch assembly 36, is applied to the right-hand side input gear 30 and ultimately through the second or right-hand side dynamically controllable clutch 64 and to the output shaft 18.
[0056] FIG. 5 illustrates a third example of a torque path for the two- motor powertrain or drive assembly 10, illustrated in FIG. 3. Like the second example, the right-hand side input gear 30 is fixed to the output shaft 18. And like the first example, the first or left-hand side clutch assembly 32 includes a first or left-hand side passive clutch 42 and a first or left-hand side dynamically controllable clutch 44 coupling the left-hand side input gear 28 and the output shaft 18. The third or top-side clutch assembly 36 is disengaged, wherein each of the first or left-hand side motor 14 and second or right-hand side motor 16 operate independently and provide input torque through the respective first or left-hand side motor output gear 22 and second or right-hand side motor output gear 26. The first or left-hand side dynamically controllable clutch 44 operates in two modes or positions— 0/1 and 1/1. The first mode (0/1 ) enables the first or left-hand side motor 14 to move the vehicle forward, and the second mode (1/1 ) enables the first or left-hand side motor 14 to move the vehicle in both the forward and reverse directions. When the left-hand side dynamically controllable clutch 44 is in the second position 1/1 , the torque supplied by the first or left-hand side motor 14 and second or right-hand side motor 16 follows the torque path, generally seen at 98, shown in FIG. 5. In the third example, the third or top-side clutch assembly 36 is disengaged, as the first or left-hand side motor 14 and second or right-hand side motor 116 operate at different rotational speed to compensate for the low and high gear ratios of the gear train 12. The third example also includes a regeneration mode wherein both the first or left-hand side motor 14 and the second or righthand side motor 16 operate in a regeneration mode. When the third or top-side clutch assembly 36 is disengaged or unlocked, and the first or left-hand side clutch assembly 32 is in the second mode or position 1/1 , the output shaft drives the lefthand side input gear 28 and right-hand side input gear 30, and through corresponding gears 22, 26, drives the first and second motors 14, 16 in the regeneration mode. Both motors 14, 16 operate at different rotational speeds based on the respective high and low gears.
[0057] Both the first and third example of the two-motor powertrain or drive assembly 10 provides a park lock feature. FIG. 6 illustrates the torque path, generally seen at 100, associated with the park lock feature of the third example. Placing the third or top-side clutch assembly 36 in an engaged position and the first or left-hand side clutch assembly 32 in the second mode or position 1/1 binds or locks the drivetrain as the high and low gear trains try to rotate or move the joined, coupled by the third or top-side clutch assembly 36, motor output shafts 20, 24 of the respective first or left-hand side motor 14 and the second or right-hand side motor 16 at different rotational speeds.
[0058] The foregoing examples of the two-motor powertrain or drive assembly 10 provide options to use both the first or left-hand side motor 14 and the second or right-hand side motor 16 together to drive or power the vehicle in a reverse vehicle direction. The examples include using a first or left-hand side clutch assembly 32 including a first or left-hand side dynamically controllable clutch 44 and, in some instances, a second or right-hand side clutch assembly 34 including a second or right-hand side dynamically controllable clutch 64 to manage the torque flow path through the gear train from the first or left-hand motor 11 and second or right-hand side motor 16 to the output shaft 18.
[0059] The foregoing examples further disclose using two independent clutch assemblies 32, 34. The first or left-hand side clutch assembly includes a first or left-hand side dynamically controllable clutch 44, and the second or right-hand side clutch assembly 34 includes a second or right-hand side dynamically controllable clutch 64. The first and second dynamically controllable clutches 44, 64 act on respective locking elements 48, 68. For example, the first or left-hand side dynamically controllable clutch 44 acts on the second or clockwise locking element 48 with the first or counterclockwise locking element 46 of the first or lefthand side passive clutch 42 being continuously deployed. Similarly, the second or right-hand side dynamically controllable clutch 64 acts on the locking element 68 and moves it between a deployed and nondeployed position. In contrast, the second or counterclockwise locking element 66 of the second or right-hand side passive clutch 62 is continuously deployed. In one embodiment of the first example, the counterclockwise locking element remains in a continuously deployed position, in the engaged state, and continuously transfers torque in the counterclockwise direction, forward vehicle movement. [0060] The foregoing examples may utilize different types of actuators to move the locking elements from the deployed to nondeployed positions. FIGS. 7A and 7B illustrate a two-position actuator 50 acting on the first or left-hand side dynamically controllable clutch 44. FIGS. 8A and 8B illustrate a two-position actuator 74 acting on the second or right-hand side dynamically controllable clutch 64. The two-position actuators 50 74 are separate, and each independently acts on and moves the respective first and second dynamically controllable clutches 44, 64 between modes or positions.
[0061] As shown in FIGS. 7A and 7B, in the first position or mode 0/1 , the locking element 48 is nondeployed, and disengaged, and the locking element 46 is continuously deployed, always engaged. In the first position or mode 0/1 , the translator 54 is closer to pocket plate 38, wherein the actuation member 60, for example, a spring, acts on the locking element 48. The force of the actuation member 60 overcomes the force of a biasing member or spring 86, wherein the locking element 48 pivots into the nondeployed position, in the pocket of the pocket plate 38. In the second position or mode 1/1 . The translator 54 moves to the right, away from the pocket plate 38, wherein the force of the actuation member 60 is reduced and overcome by the force of the biasing member or spring 86, wherein the locking element pivots into the deployed position, out of the pocket of the pocket plate 38. A biasing spring 88 continuously acts on the locking element 46, pivoting the locking element 46 outward into the deployed position. In the second position or mode 1/1 , the locking elements 46, 48 are deployed and engaged. The biasing springs 88, 86 act on the locking elements 46, 48, urging them out of the pockets and into a deployed position.
[0062] As shown in FIG. 8A and 8B, in the first position or mode 1/1 . The translator 78 moves to the left, away from the pocket plate 70, wherein the force of the actuation member 84 is reduced and overcome by the force of the biasing member or spring 90, wherein the locking element pivots into the deployed position, out of the pocket of the pocket plate 70. The biasing spring 90 continuously acts on the locking element 66, pivoting the locking element 66 outward into the deployed position. In the second position or mode 1/1 , the locking elements 66, 68 are deployed and engaged. The respective biasing springs 90, 92 act on the locking elements 66, 68, urging them out of the pockets and into a deployed position. In the second position or mode 0/1 , the locking element 68 is nondeployed and disengaged, and the locking element 66 is continuously deployed, always engaged. In the second position or mode 0/1 , the translator 78 is closer to pocket plate 70, wherein the actuation member 84, for example, a spring, acts on the locking element 68. The force of the actuation member 84 overcomes the force of a biasing member or spring 90, wherein the locking element 68 pivots into the nondeployed position, in the pocket of the pocket plate 70.
[0063] Other actuators having multiple positions may also be used. For example, a two-position actuator could be positioned between the respective first or left-hand side clutch assembly 32 and second or right-hand side clutch assembly 34 wherein in a first position, the first or left-hand side clutch assembly is in a 0/1 position or mode and the second or right-hand side clutch assembly is in a 1/1 position or mode. Moving the two-position actuator to the second position moves the first or left-hand side clutch assembly to a 1/1 position or mode and the second or right-hand side clutch assembly to a 0/1 position or mode.
[0064] A three-position actuator may also be used to generate an additional position or mode. For example, a three-position actuator could move the first or left-hand side clutch assembly 32 between a 0/1 and 1/1 mode and the second or right-hand side clutch assembly 34 between a 1/1 or 0/1 mode. If the left-hand side passive clutch 42 was replaced with a second left-hand dynamically controlled clutch, the actuator could move it between a 0/1 or 0/0 mode or position.
[0065] The two independent two-position actuators 60, 74 could be replaced by three-position or more position actuators depending upon the particular configuration needed to route the torque from the first or left-hand motor and the second right-hand side motor 14, 16 to the output shaft 18. In addition, the first or left-hand side passive clutch 42 and second or right-hand side passive clutch 62 could be replaced by individual dynamically controllable clutches similar to the first or left-hand side dynamically controlled clutch and second or right-hand side dynamically controllable clutch 64, 64.
[0066] While examples or exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the present invention. The words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the present invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the present invention.
[0067] The description of the invention is merely exemplary in nature, and thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.

Claims

CLAIMS What is claimed is:
1 . A powertrain assembly comprising: a first motor; a second motor; an output shaft having a first direction of rotation and a second direction of rotation; a first selectable clutch having a first position and a second position, the first position coupling the first motor to the output shaft in the first direction of rotation only and the second position coupling the first motor to the output shaft in both directions of rotation; and a second selectable clutch having a first position and a second position, the first position coupling the second motor to the output shaft in the first direction of rotation only and the second position coupling the second motor to the output shaft in both directions of rotation.
2. The powertrain assembly of claim 1 including: a first gear train connecting the first motor to the output shaft, the first gear train is a low range gear train; and a second gear train, connecting the second motor to the output shaft, the second gear train is a high range gear train.
3. The powertrain assembly of claim 2 includes: a coupling assembly connecting an output of the first motor with an output of the second motor.
4. The powertrain assembly of claim 3 includes: the first selectable clutch placed in the second position coupling the first motor to the output shaft in both directions of rotation, and the second selectable clutch placed in the first position coupling the second motor to the output shaft in the first direction of rotation such that a torque path from the first motor and the second motor to the output shaft does not go through the second gear train extending between the second motor and the output shaft rotates in the second direction of rotation.
5. The powertrain assembly of claim 3, wherein the coupling assembly includes a dog clutch.
6. The powertrain assembly of claim 3, wherein the coupling assembly includes a dynamically controllable clutch.
7. The powertrain assembly of claim 1 includes: a motor clutch selectively coupling an output of the first motor and an output of the second motor; a first gear train connecting the output of the first motor to the output shaft wherein the first gear train is a low gear train; and a second gear train, connecting an output of the second motor to the output shaft wherein the second gear train is a high range gear train.
8. The powertrain assembly of claim 7 includes: the motor clutch connecting the output of the first motor and the output of the second motor, whereby a single torque path extends from the first motor and the second motor to the output shaft, the single torque path extending through the first selectable clutch when the first selectable clutch is in the second position and the second selectable clutch is in the first position, and the output shaft rotates in the second direction of rotation.
9. The powertrain assembly of claim 7 includes: the first motor having a first motor output shaft generating a first motor output; the second motor having a second motor output shaft generating a second motor output; and the motor clutch coupling the first motor output shaft and the second motor output shaft and combining the first motor output and the second motor output wherein the second selectable clutch blocks transmission of the combined output from the first motor and second motor through the second gear train in the second direction of the output shaft when the second selectable clutch in the first position.
10. A powertrain assembly comprising: a first motor; a second motor; an output shaft having a first direction of rotation and a second direction of rotation; a first gear train extending between the first motor and the output shaft, the first gear train including a first output gear; a second gear train extending between the second motor and the output shaft, the second gear train including a second output gear fixed to the output shaft; and a first selectable clutch coupling the first output gear to the output shaft, the first selectable clutch having a first position and a second position, the first position coupling the first output gear to the output shaft in the first direction of rotation only, and the second position coupling the first output gear to the output shaft in both directions of rotation.
11 . The powertrain assembly of claim 10 includes: the first motor having a first motor output shaft; the second motor having a second motor output shaft; and a coupling assembly selectively coupling the first motor output shaft to the second motor output shaft and decoupling the first motor output shaft from the second motor output shaft.
12. The powertrain assembly of claim 11 , wherein the coupling assembly includes a dog clutch.
13. The powertrain assembly of claim 11 , wherein the coupling assembly includes a dynamically controllable clutch.
14. An assembly comprising: a first input; a second input; an output; the second input continuously coupled to the output; and a selectable one-way clutch, the selectable one-way clutch moving between a first, nondeployed position and a second, deployed position, wherein in the second, deployed position the selectable one-way clutch couples the first input to the output in a direction of rotation of the output.
15. The assembly of claim 1 , wherein: the first input includes an electric motor; and the second input includes an electric motor.
16. The assembly of claim 14 includes: a clutch coupling the first input and the second input.
17. The assembly of claim 14 includes: a first gear train connecting the first input to the output, the first gear train is a low range gear train; and a second gear train, connecting the second input to the output, the second gear train is a high range gear train.
18. The assembly of claim 17 includes: a clutch coupling the first input and the second input whereby a single torque path extends from the first input and the second input to the output, the single torque path bypassing the first gear train and extending through the second gear train when the selectable one-way clutch is in the first, nondeployed position.
19. The assembly of claim 17 includes: a continuously deployed one-way clutch coupling the first input and the output in a first direction of rotation; and a clutch decoupling the first input and the second input whereby a first torque path extends from the first input through the first gear train to the output in the first and second directions of rotation when the selectable one-way clutch is in the second, deployed position and a second torque path extends from the second input through the second gear train to the output in the first and second directions of rotation.
20. The assembly of claim 14 includes: a continuously deployed one-way clutch coupling the first input and the output in a first direction of rotation.
PCT/US2023/074600 2022-09-19 2023-09-19 Powertrain assembly WO2024064693A1 (en)

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US202263407909P 2022-09-19 2022-09-19
US63/407,909 2022-09-19

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US20090084653A1 (en) * 2007-09-28 2009-04-02 Holmes Alan G Electrically Variable Transmission with an Axially-Moveable Selectable One-Way Clutch Assembly
US20090250307A1 (en) * 2008-04-04 2009-10-08 Gm Global Technology Operations, Inc. Dual apply clutch apparatus for compact electro-mechanical transmission
US20100261565A1 (en) * 2007-12-04 2010-10-14 Xiaolin Ai Dual-mode electromechanical variable speed transmission apparatus and method of control
US20210188066A1 (en) * 2019-12-20 2021-06-24 Allison Transmission, Inc. Motor configurations for multiple motor mixed-speed continuous power transmission
US20210372506A1 (en) * 2020-06-02 2021-12-02 Allison Transmission, Inc. Output gearing for a dual motor mixed-speed continuous power transmission

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060276288A1 (en) * 2005-06-07 2006-12-07 Aisin Aw Co., Ltd. Hybrid drive unit
US20090084653A1 (en) * 2007-09-28 2009-04-02 Holmes Alan G Electrically Variable Transmission with an Axially-Moveable Selectable One-Way Clutch Assembly
US20100261565A1 (en) * 2007-12-04 2010-10-14 Xiaolin Ai Dual-mode electromechanical variable speed transmission apparatus and method of control
US20090250307A1 (en) * 2008-04-04 2009-10-08 Gm Global Technology Operations, Inc. Dual apply clutch apparatus for compact electro-mechanical transmission
US20210188066A1 (en) * 2019-12-20 2021-06-24 Allison Transmission, Inc. Motor configurations for multiple motor mixed-speed continuous power transmission
US20210372506A1 (en) * 2020-06-02 2021-12-02 Allison Transmission, Inc. Output gearing for a dual motor mixed-speed continuous power transmission

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