Hybrid Powertrain

• US 20090124451A1
• Filed: 11/14/2007
• Published: 05/14/2009
• Est. Priority Date: 11/14/2007
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations Incorporated (Motors Liquidation Co. GUC Trust)
• Inventors: Holmes, Alan G., Savagian, Peter J., Rask, Eric M., Nitz, Larry T.
• Granted Patent: US 7,980,980 B2
• Time in Patent Office: Days
• US Class Current: 477/5
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: B60L 15/20 for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• CPC Class Codes: B60L 50/15 with additional electric power supply with capacitors charged by engine-driven generators B60L50/40; with batteries charged by engine-driven generators B60L50/61
• CPC Class Codes: F16H 2037/088 Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
• CPC Class Codes: F16H 2200/2005 with one sets of orbital gears
• CPC Class Codes: F16H 3/54 one of the central gears being internally toothed and the other externally toothed
• CPC Class Codes: F16H 3/728 with means to change ratio in the mechanical gearing
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/7072 Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

A hybrid powertrain is provided that includes an engine operatively connected with an input member. The powertrain includes a transmission with first and second electric motor/generators, a differential gear set having multiple members, and selectively engagable torque-transmitting mechanisms. The input member, the output member, the engine and the motor/generators are selectively interconnected through the differential gear set by engagement of the torque-transmitting mechanisms in different combinations. An electronic controller controls the electric motor/generators, the engine and the torque-transmitting mechanisms to provide multiple operating modes between the input member and the output member, including an electric-only operating mode in which the engine is off and one motor generator acts as a motor to provide torque at the output member while the other electric motor/generator can remain substantially stationary, and another electric-only operating mode in which both electric motor/generators act as motors to provide torque at the output member.

Claims

1. A hybrid powertrain comprising:

an input member;

an output member;

an engine operatively connected with the input member;

first and second electric motor/generators;

a differential gear set having multiple members;

selectively engagable torque-transmitting mechanisms;

wherein the input member, the output member, the engine and the motor/generators are selectively interconnected through the differential gear set by engagement of the torque-transmitting mechanisms in different combinations;

an electronic controller operatively connected to the electric motor/generators and configured to control the electric motor/generators to provide multiple operating modes between the input member and the output member, including;

a first electric-only operating mode in which the engine is off, one of the first and second electric motor/generators acts as a motor to provide torque at the output member while the other of the first and second electric motor/generators is able to remain substantially stationary; and

a second electric-only operating mode in which the engine is off and both first and second electric motor/generators act as motors to provide torque at the output member.

2. The hybrid powertrain of claim 1, wherein the first and second electric motor/generators are characterized by substantially identical maximum torque and power output.

3. The hybrid powertrain of claim 1, wherein the first and second electric motor/generators are characterized by substantially identical input voltage and input current requirements.

4. The hybrid powertrain of claim 1, wherein the first and second electric motor/generators are characterized by different maximum torque and power outputs.

5. The hybrid powertrain of claim 1, wherein the first and second electric motor/generators are characterized by different torque and power outputs for maximum efficiency.

6. The hybrid powertrain of claim 1, further comprising:

an energy storage device operatively connected to each of said first and second motor/generators for providing power to and receiving power from said first and second motor/generators, wherein said energy storage device is configured to be operatively connectable with an offboard power supply for recharging said energy storage device.

7. The hybrid powertrain of claim 1, wherein the multiple operating modes include an engine-only operating mode.

8. The hybrid powertrain of claim 1, wherein the multiple operating modes include an operating mode in which the engine is on and only one of the first and second electric motor/generators acts as a motor to provide torque at the output member.

9. The hybrid powertrain of claim 1, wherein the multiple operating modes include an operating mode in which the engine is on and provides torque at the output member and both of the first and second electric motor/generators act as motors to provide torque at the output member.

10. The hybrid powertrain of claim 1, wherein at least one of the engine, the first electric motor/generator, and the second electric motor/generator is not continuously connected to any of the members of the differential gear set and is selectively connectable for common rotation with one of the members of the differential gear set by engagement of one of the torque-transmitting mechanisms.

11. The hybrid powertrain of claim 1, further comprising:

a stationary member;

wherein the differential gear set has a first, a second, and a third member;

wherein the first electric motor/generator is continuously connected with said first member;

wherein a first of the torque-transmitting mechanisms is selectively engagable to connect the input member to the second motor/generator;

wherein a second of the torque-transmitting mechanisms is selectively engagable to ground the second member to the stationary member;

wherein a third of the torque-transmitting mechanisms is selectively engagable to connect the second electric motor/generator to the second member;

wherein the output member is connected for common rotation with the third member;

wherein the operating modes include an output-split operating mode in which the first and third torque-transmitting mechanisms are engaged, the engine is on, and only the first electric motor/generator acts as a motor; and

wherein the operating modes include a series operating mode in which the second and third torque-transmitting mechanisms are engaged, the engine is on, and the second electric motor/generator acts as a generator to power the first electric motor/generator which acts as a motor.

12. The hybrid powertrain of claim 1, further comprising:

a stationary member;

wherein the differential gear set has a first, a second, and a third member;

wherein the first electric motor/generator is continuously connected to the first member;

wherein the second electric motor/generator and the output member are continuously connected to the third member;

wherein a first of the torque-transmitting mechanisms is selectively engagable to connect the input member to the second member;

wherein a second of the torque-transmitting mechanisms is selectively engagable to connect the second member to the stationary member; and

wherein the operating modes include an input-split operating mode in which the first torque-transmitting mechanism is engaged, the engine is on, and at least one of the first and second electric motor/generators acts as a motor.

13. The hybrid powertrain of claim 1, further comprising:

a stationary member;

wherein the differential gear set has a first, a second and a third member;

wherein a first of the torque-transmitting mechanisms is selectively engagable to connect the first electric motor/generator to the first member;

wherein a second of the torque-transmitting mechanisms is selectively engagable to connect the second member to the stationary member;

wherein the engine is continuously connected to the second member;

wherein the second electric motor/generator and the output member are continuously connected to the third member; and

wherein the operating modes include an input-split operating mode established when the engine is on, the second torque-transmitting mechanism is not engaged, the second electric motor/generator is acting as either a motor or a generator, and the first torque-transmitting mechanism is either not engaged or is engaged with the first electric motor/generator acting as a motor or a generator.

14. The hybrid powertrain of claim 1, wherein the differential gear set is a first differential gear set having a first, a second, and a third member, and further comprising:

a stationary member;

a second differential gear set having a fourth, a fifth, and a sixth member;

an interconnecting member continuously connecting the third member, the fourth member, and the output member for common rotation;

wherein the first electric motor/generator is continuously connected to the first member;

wherein a first of the torque-transmitting mechanisms is selectively engagable to connect the engine for common rotation with the second member;

wherein a second of the torque-transmitting mechanisms is selectively engagable to ground the second member to the stationary member;

wherein the second electric motor/generator is continuously connected for common rotation with the fourth member;

wherein a third of the torque-transmitting mechanisms is selectively engagable to connect the first electric motor/generator with the sixth member;

wherein a fourth torque-transmitting mechanism is selectively engagable to ground the sixth member to the stationary member;

wherein the operating modes include an input-split operating mode in which the first torque-transmitting mechanism is engaged, the engine is on, and the first electric motor/generator acts as either a motor or a generator; and

wherein the operating modes include a compound-split operating mode in which the first torque-transmitting mechanism is engaged, the engine is on, the third torque-transmitting mechanism is engaged, and each of the first and second electric motor/generators acts as either a motor or a generator.

15. The hybrid powertrain of claim 1, further comprising:

a stationary member;

wherein the differential gear set has a first, a second, and a third member;

wherein the first electric motor/generator is continuously connected for common rotation with the first member;

wherein the second electric motor/generator is continuously connected for common rotation with the second member;

wherein the output member is continuously connected for common rotation with the third member;

wherein a first of the torque-transmitting mechanisms is selectively engagable to connect the engine for common rotation with the first electric motor/generator;

wherein a second of the torque-transmitting mechanisms is selectively engagable to connect the engine for common rotation with the second electric motor/generator;

wherein a third of the torque-transmitting mechanisms is selectively engagable to ground the first member to the stationary member; and

wherein a fourth of the torque-transmitting mechanisms is selectively engagable to ground the second member to the stationary member.

16. A hybrid powertrain comprising:

an input member;

an output member;

an engine operatively connected with the input member;

a first and a second electric motor/generator;

a first differential gear set having a first, a second and a third member;

a second differential gear set having a fourth, a fifth, and a sixth member;

a stationary member;

multiple torque-transmitting mechanisms selectively engagable to connect different members of the differential gear sets with the engine, the stationary member, the first electric motor/generator and the second electric motor/generator;

wherein the first electric motor/generator is continuously connected to the first member;

wherein the second electric motor/generator is continuously connected for common rotation with the fourth member;

wherein the powertrain provides multiple operating modes include an electric-only operating mode in which the engine is off and the second electric motor/generator acts as a motor to provide torque at the output member while the first electric motor/generator is able to remain substantially stationary;

wherein the multiple operating modes include an electric-only operating mode in which the engine is off and both electric motor/generators act as motors to provide torque at the output member;

wherein the multiple operating modes include an input-split operating mode in which a first of the torque-transmitting mechanisms is engaged, the engine is on, and the first electric motor/generator acts as either a motor or a generator; and

wherein the multiple operating modes include a compound-split operating mode in which the first torque-transmitting mechanism is engaged, the engine is on, a third of the torque-transmitting mechanisms is engaged, and each of the electric motor/generators acts as either a motor or a generator.

17. The hybrid powertrain of claim 16, further comprising an interconnecting member continuously connecting the third member, the fourth member, and the output member for common rotation;

wherein the first and fourth members are sun gear members;

wherein the second and sixth members are ring gear members;

wherein the third and fifth members are carrier members;

wherein the first torque-transmitting mechanism is selectively engagable to connect the engine for common rotation with the second member;

wherein a second of the torque-transmitting mechanisms is selectively engagable to ground the second member to the stationary member;

wherein the third torque-transmitting mechanism is selectively engagable to connect the first electric motor/generator with the sixth member; and

wherein a fourth of the torque-transmitting mechanisms is selectively engagable to ground the sixth member to the stationary member.

18. A hybrid powertrain comprising:

an input member;

an output member;

an engine operatively connected with the input member;

a first and a second electric motor/generator;

a differential gear set having multiple members;

selectively engagable torque-transmitting mechanisms, including a first torque-transmitting mechanism selectively engagable to connect the input member with the differential gear set and one of the motor/generators;

wherein the input member, the output member, the engine and the motor/generators are selectively interconnected through the differential gear set by engagement of the torque-transmitting mechanisms in different combinations;

an electronic controller operatively connected to the electric motor/generators and configured to control the electric motor/generators to provide multiple operating modes between the input member and the output member, including an electric-only operating mode in which the engine is off and both electric motor/generators act as motors to provide torque at the output member.

19. The hybrid powertrain of claim 18, wherein one of the first and second electric motor/generators relies on permanent magnets for producing substantially all of its torque and the other of the first and second motor/generators does not rely on permanent magnets for producing substantially all of its torque.