Hybrid powertrain system

• US 6,945,893 B2
• Filed: 05/28/2002
• Issued: 09/20/2005
• Est. Priority Date: 05/28/2002
• Status: Expired due to Fees

• Current Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Original Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Inventors: Grillo, Ricardo C., O'Neil, Walter K., Preston, David M.
• Primary Examiner(s): PANG, ROGER L
• Application Number:
  US10/156,513
• Publication Number:
  US 20030221515A1
• Time in Patent Office: 1,211 Days
• Field of Search: 475/5, 475/2, 475/3, 743/31, 746/61, 120/65.2, 120/65.4, 120/65.7
• US Class Current: 475/5
• CPC Class Codes: B60K 6/36 characterised by the transmission gearings
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: B60W 10/115 with planetary gears
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: F16H 3/097 the input and output shafts being aligned on the same axis
• CPC Class Codes: F16H 37/065 with a plurality of driving or driven shafts F16H37/08 takes precedence
• CPC Class Codes: F16H 61/688 with two inputs, e.g. selection of one of two torque-flow paths by clutches
• CPC Class Codes: F16H 63/20 with preselection and subsequent movement of each final output mechanism by movement of the final actuating mechanism in two different ways, e.g. guided by a shift gate
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10T 74/19135 Spur
• CPC Class Codes: Y10T 74/19233 Plurality of counter shafts

Abstract

A hybrid powertrain system is provided that includes a first prime mover having a rotational output, a second prime mover having a rotational output, and a transmission having a main shaft supporting at least two main shaft gears thereon. The transmission includes a first independent countershaft drivingly connected to the first prime mover and including at least one ratio gear supported thereon that meshes with a respective main shaft gear. A second independent countershaft is drivingly connected to the second prime mover and includes at least one ratio gear supported thereon that meshes with a respective main shaft gear. The ratio gears on the first and second countershafts cooperate with the main shaft gears to provide at least one gear ratio between the first and second countershafts and the main shaft. A shift control mechanism selectively engages and disengages the first and second countershafts for rotation with the main shaft.

Claims

1. A powertrain system comprising:

a first prime mover having a rotational output;

a second prime mover having a rotational output; and

a change-gear transmission that includes a main shaft supporting at least two main shaft gears thereon, a first independent countershaft connected to the first prime mover and including at least one ratio gear meshing with a respective main shaft gear, a second independent countershaft connected to the second prime mover and having at least two ratio gears supported thereon and meshing with respective main shaft gears, the ratio gears on the first and second countershafts cooperating with the main shaft gears to provide at least one gear ratio between each of the first and second countershafts and the main shaft, and a shift control mechanism that selectively fixes the main shaft for rotation with the first and second countershafts; and

wherein the gears on the main shaft are selectively engaged therewith to provide at least two drive ratios between the second countershaft and the main shaft and selectively interchanged by the shift control mechanism to change the drive ratio from a first ratio to a second ratio, and wherein the first prime mover is selectively operable to provide a torque break between the second countershaft and the main shaft to facilitate a gear ratio interchange therebetween.

2. The powertrain system of claim 1, further including a first transmission input shaft connecting the first prime mover to the first countershaft.

3. The powertrain system of claim 2, further including a main clutch between the first prime mover and the first transmission input shaft.

4. The powertrain system of claim 2, further including a second transmission input shaft connecting the second prime mover to the second countershaft.

5. The powertrain system of claim 4, wherein the first transmission input shaft is disposed concentrically within the second transmission input shaft.

6. The powertrain system of claim 4, wherein rotation of the second transmission input shaft undergoes a speed change prior to connecting with the second countershaft.

7. The powertrain system of claim 6, wherein a planetary gear mechanism is disposed between the second transmission input shaft and the second countershaft to change the speed of the second transmission input shaft.

8. The powertrain system of claim 1, wherein the first countershaft supports at least two ratio gears thereon.

9. The powertrain system of claim 8, wherein the second prime mover is selectively operable in cooperation with the second countershaft to maintain torque on the main shaft during a gear ratio interchange between the first countershaft and the main shaft.

10. The powertrain system of claim 8, wherein the gears on the main shaft are selectively engaged therewith to provide at least two drive ratios between each of the first and second countershafts and the main shaft and selectively interchanged by the shift control mechanism to change the drive ratio from a first ratio to a second ratio, and wherein the second prime mover is selectively operable to provide a torque break between each of the first and second countershafts and the main shaft to facilitate a gear ratio interchange therebetween.

11. The powertrain system of claim 1, wherein the first prime mover is selectively operable in cooperation with the first countershaft to maintain torque on the main shaft during a gear ratio interchange between the second countershaft and the main shaft.

12. The powertrain system of claim 1, wherein the main shaft gears are rotatably supported on the main shaft.

13. The powertrain system of claim 1, further including a connecting gearset that selectively fixes the first countershaft for rotation with the second countershaft.

14. The powertrain system of claim 1, wherein the shift control mechanism comprises a shift rail assembly.

15. The powertrain system of claim 1, wherein the second countershaft includes a forward end facing the first prime mover and a rearward end facing a direction opposite the forward end, and wherein the second prime mover is connected to one of the forward end and the rearward end of the second countershaft.

16. The powertrain system of claim 15, wherein an output of the second prime mover is directly connected to the second countershaft.

17. The powertrain system of claim 15, wherein the second prime mover is positioned laterally adjacent the transmission and connected to the second countershaft by at least one headset gear.

18. The powertrain system of claim 1, wherein the second countershaft is coaxially aligned with the first countershaft.

19. The powertrain system of claim 18, wherein a portion of the second countershaft extends through the first countershaft to a forward end facing the first prime mover, and wherein the second prime mover is connected to the forward end of the second countershaft.

20. A powertrain system comprising:

a first prime mover having a rotational output;

a second prime mover having a rotational output; and

a change-gear transmission that includes a main shaft supporting at least two main shaft gears thereon, a first independent countershaft connected to the first prime mover and including at least one ratio gear meshing with a respective main shaft gear, a second independent countershaft connected to the second prime mover and having at least one ratio gear meshing with a respective main shaft gear, the ratio gears on the first and second countershafts cooperating with the main shaft gears to provide at least one gear ratio between each of the first and second countershafts and the main shaft, a shift control mechanism that selectively fixes the main shaft for rotation with the first and second countershafts, and a connecting gearset that selectively fixes the first countershaft for rotation with the second countershaft, the connecting gearset including a first connecting gear rotatably supported on the main shaft and connected to one of the first and second countershafts, and a second connecting gear rotatably supported on the first connecting gear and connected to the other countershaft.

21. The powertrain system of claim 20, wherein the connecting gearset further includes a clutch operated by the shift control mechanism for selectively fixing the first connecting gear for rotation with the second connecting gear.

22. A powertrain system comprising:

a first prime mover having a rotational output;

a second prime mover having a rotational output; and

a change-gear transmission that includes a main shaft supporting at least two main shaft gears thereon, a first independent countershaft connected to the first prime mover and including at least one ratio gear meshing with a respective main shaft gear, a second independent countershaft connected to the second prime mover and having at least one ratio gear meshing with a respective main shaft gear, the ratio gears on the first and second countershafts cooperating with the main shaft gears to provide at least one gear ratio between each of the first and second countershafts and the main shaft, and a shift rail assembly that selectively fixes the main shaft for rotation with the first and second countershafts, the shift rail assembly including at least two independently moveable, generally transversely spaced and generally longitudinally extending shift rails mounted for axial sliding movement in opposite directions from a neutral position, the shift rails each carrying a shift fork thereon for engagement and disengagement of at least one gear in the transmission, the shift rail assembly also including a shift block member carried by each shift rail, each shift block member defining a pair of longitudinally spaced and opposing generally transversely extending surfaces having a width therebetween sufficient to allow passage of a shift lever in a generally transverse direction, the shift lever operable to engage one of the opposing generally transversely extending surfaces of a shift block to move the corresponding shift rail in an axial direction, the shift block members further defining a generally axially extending channel therebetween having a width sufficient to allow passage of the shift lever in a generally axial direction.

23. The powertrain system of claim 22, wherein one of the shift rails is selectively moveable from the neutral position to at least one axially displaced position while the other shift rail is disposed in a position axially displaced from the neutral position.

24. The powertrain system of claim 22, wherein each shift block member is selectively moveable from the neutral position to an axially displaced position that causes at least one of:

(i) the main shaft to become engaged for rotation with the first countershaft,

(ii) the main shaft to become engaged for rotation with the second countershaft, and

(iii) the first countershaft to become engaged for rotation with the second countershaft.

25. The powertrain system of claim 22, wherein the shift rail assembly includes a plurality of shift rails, each shift rail carrying a shift fork for engagement and disengagement of at least one gear ratio in the transmission and a shift block member for movement therewith.

26. The powertrain system of claim 25, wherein at least one of the shift rails is selectively moveable from the neutral position to at least one axially displaced position while at least one of the other shift rails is disposed in a position axially displaced from the neutral position.

27. A powertrain system comprising:

a first prime mover having a rotational output;

a second prime mover having a rotational output; and

a change-gear transmission that includes a main shaft supporting at least two main shaft gears thereon, a first independent countershaft connected to the first prime mover and including at least one ratio gear meshing with a respective main shaft gear, a second independent countershaft connected to the second prime mover and having at least one ratio gear meshing with a respective main shaft gear, the ratio gears on the first and second countershafts cooperating with the main shaft gears to provide at least one gear ratio between each of the first and second countershafts and the main shaft, a transmission input shaft connecting the first prime mover to the first countershaft, and a shift control mechanism that selectively fixes the main shaft for rotation with the first and second countershafts;

a main clutch positioned between the first prime mover and the first transmission input shaft; and

wherein at least one of the first and second prime movers is configured to provide a torque break between at least one of the first and second countershafts and the main shaft to facilitate a gear ratio interchange therebetween.

28. A powertrain system comprising:

a first prime mover having a rotational output;

a second prime mover having a rotational output; and

a change-gear transmission that includes a main shaft supporting at least two main shaft gears thereon, a first independent countershaft connected to the first prime mover and including at least one ratio gear meshing with a respective main shaft gear, a second independent countershaft connected to the second prime mover and having at least one ratio gear meshing with a respective main shaft gear, the ratio gears on the first and second countershafts cooperating with the main shaft gears to provide at least one gear ratio between each of the first and second countershafts and the main shaft, a first transmission input shaft connecting the first prime mover to the first countershaft, a second transmission input shaft connecting the second prime mover to the second countershaft, the first transmission input shaft disposed concentrically within the second transmission input shaft, and a shift control mechanism that selectively fixes the main shaft for rotation with the first and second countershafts; and

wherein at least one of the first and second prime movers is configured to provide a torque break between at least one of the first and second countershafts and the main shaft to facilitate a gear ratio interchange therebetween.

29. A powertrain system comprising:

a first prime mover having a rotational output;

a second prime mover having a rotational output; and

a change-gear transmission that includes a main shaft supporting at least two main shaft gears thereon, a first independent countershaft connected to the first prime mover and including at least two ratio gears supported thereon and meshing with respective main shaft gears, a second independent countershaft connected to the second prime mover and having at least one ratio gear meshing with a respective main shaft gear, the ratio gears on the first and second countershafts cooperating with the main shaft gears to provide at least one gear ratio between each of the first and second countershafts and the main shaft, and a shift control mechanism that selectively fixes the main shaft for rotation with the first and second countershafts; and

wherein the gears on the main shaft are selectively engaged therewith to provide at least two drive ratios between each of the first and second countershafts and the main shaft and selectively interchanged by the shift control mechanism to change the drive ratio from a first ratio to a second ratio, and wherein the second prime mover is selectively operable to provide a torque break between each of the first and second countershafts and the main shaft to facilitate a gear ratio interchange therebetween.

30. A powertrain system comprising:

a first prime mover having a rotational output;

a second prime mover having a rotational output; and

a change-gear transmission that includes a main shaft, a first torque path defined between the first prime mover and the main shaft for transmitting the rotational output of the first prime mover to the main shaft, and a second torque path defined between the second prime mover and the main shaft for independently transmitting the rotational output of the second prime mover to the main shaft, the first torque path being defined by a first countershaft and the second torque path defined by a second countershaft; and

wherein each of the first and second countershafts support thereon at least one ratio gear that meshes with a respective main shaft gear to provide at least one gear ratio between each of the first and second countershafts and the main shaft, the gears on the main shaft are selectively engaged therewith to provide at least two drive ratios between each of the first and second countershafts and the main shaft and selectively interchanged by a shift control mechanism to change the drive ratio from a first ratio to a second ratio, and wherein the second prime mover is selectively operable to provide a torque break between each of the first and second countershafts and the main shaft to facilitate a gear ratio interchange therebetween.

31. A powertrain system comprising:

a first prime mover having a rotational output;

a second prime mover having a rotational output; and

a change-gear transmission that includes a main shaft, a first torque path defined between the first prime mover and the main shaft for transmitting the rotational output of the first prime mover to the main shaft, and a second torque path defined between the second prime mover and the main shaft for independently transmitting the rotational output of the second prime mover to the main shaft, the first torque path being defined by a first countershaft and the second torque path defined by a second countershaft; and

wherein each of the first and second countershafts support thereon at least one ratio gear that meshes with a respective main shaft gear to provide at least one gear ratio between each of the first and second countershafts and the main shaft, the gears on the main shaft are selectively engaged therewith to provide at least two drive ratios between the second countershaft and the main shaft and selectively interchanged by a shift control mechanism to change the drive ratio from a first ratio to a second ratio, and wherein the first prime mover is selectively operable to provide a torque break between the second countershaft and the main shaft to facilitate a gear ratio interchange therebetween.

32. The powertrain system of claim 31, wherein the second prime mover is selectively operable in cooperation with the second countershaft to maintain torque on the main shaft during a gear ratio interchange between the first countershaft and the main shaft.

33. The powertrain system of claim 31, wherein the gears on the main shaft are selectively engaged therewith to provide at least two drive ratios between each of the first and second countershafts and the main shaft and selectively interchanged by the shift control mechanism to change the drive ratio from a first ratio to a second ratio, and wherein the second prime mover is selectively operable to provide a torque break between each of the first and second countershafts and the main shaft to facilitate a gear ratio interchange therebetween.

34. The powertrain system of claim 31, wherein the first prime mover is selectively operable in cooperation with the first countershaft to maintain torque on the main shaft during a gear ratio interchange between the second countershaft and the main shaft.

35. The powertrain system of claim 31, wherein the second countershaft includes a forward end facing the first prime mover and a rearward end facing a direction opposite the forward end, and wherein the second prime mover is connected to one of the forward end and the rearward end of the second countershaft.

36. The powertrain system of claim 35, wherein an output of the second prime mover is directly connected to the second countershaft.

37. The powertrain system of claim 35, wherein the second prime mover is positioned laterally adjacent the transmission and connected to the second countershaft by at least one headset gear.

38. The powertrain system of claim 31, wherein the second countershaft is coaxially aligned with the first countershaft.

39. The powertrain system of claim 38, wherein a portion of the second countershaft extends through the first countershaft to a forward end facing the first prime mover, and wherein the second prime mover is connected to the forward end of the second countershaft.