Hybrid electrically variable transmission with geared reverse mode using single motor/generator

• US 7,575,529 B2
• Filed: 09/13/2006
• Issued: 08/18/2009
• Est. Priority Date: 09/13/2006
• Status: Expired due to Fees

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations Incorporated (General Motors Company)
• Inventors: Holmes, Alan G.
• Primary Examiner(s): Estremsky; Sherry L
• Assistant Examiner(s): Bishop; Erin D
• Application Number:
  US11/531,419
• Publication Number:
  US 20080064550A1
• Time in Patent Office: 1,070 Days
• Field of Search: 475/5, 475/10, 475/151, 475/201, 475/207, 903/910, 903/911, 903/917, 903/919, 903/923
• US Class Current: 475/5
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/20 Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
• CPC Class Codes: B60W 2510/0666 Engine power
• CPC Class Codes: B60W 2510/08 Electric propulsion units
• CPC Class Codes: F16H 2200/0052 the gear ratios comprising six forward speeds
• CPC Class Codes: F16H 2200/2005 with one sets of orbital gears
• CPC Class Codes: F16H 2200/2025 using a Ravigneaux set with 5 connections
• CPC Class Codes: F16H 3/006 power being selectively transmitted by either one of the parallel flow paths
• CPC Class Codes: F16H 3/725 with means to change ratio in the mechanical gearing
• CPC Class Codes: F16H 37/0813 with only one input shaft differentials for four wheel drive vehicles B60K17/346
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 903/917 with transmission for changing gear ratio

Abstract

An electrically variable transmission having a single motor/generator provides electrically variable power flow along dual power paths and provides an electrically variable reverse operating mode. The transmission includes a compound differential gear set having at least four gear elements operatively interconnected with one another. A transmission input member and the single motor/generator selectively provide power to a transmission output member via the differential gear set. The transmission includes a plurality of intermeshing gears, including a reversing gear and gears connected for rotation with the output member, for operatively connecting the differential gear set with the output member. Torque-transmitting mechanisms are selectively engagable to provide power flow between the input member and the output member in multiple operating modes, including a parallel hybrid electrically variable reverse operating mode utilizing the reversing gear. A method of operating a transmission that allows shifting between different gearing portions of the transmission is provided.

Claims

1. A transmission for a vehicle with an engine comprising:

an input member for receiving power from the engine;

an output member;

a motor/generator;

a differential gear set having a first, a second, a third and a fourth gear element operatively interconnected with one another;

wherein said input member and said motor/generator provide power to said output member via said first and second gear elements respectively;

a plurality of intermeshing gears including a reversing gear and gears connected for rotation with said output member;

a plurality of selectively engagable torque-transmitting mechanisms;

first and second concentric transfer shafts connected to said third and fourth gear elements, respectively, for common rotation at the same speed therewith, and each operatively connectable with said output member via different ones of said intermeshing gears by engagement of different selected ones of said torque-transmitting mechanisms, thereby forming selectable first and second power paths, respectively, between said third and fourth gear elements, respectively, and said output member; and

wherein the transmission provides multiple operating modes including an electrically variable reverse operating mode utilizing said reversing gear.

2. The transmission of claim 1, wherein two of said torque-transmitting mechanisms separately selectively connect said motor/generator with two of said gear elements, respectively.

3. The transmission of claim 1, wherein said motor/generator is continuously connected with one of said elements of said differential gear set.

4. The transmission of claim 1, wherein said torque-transmitting mechanisms include a brake selectively engagable for grounding said motor/generator to a stationary member.

5. The transmission of claim 1, wherein said differential gear set is a compound planetary gear set that further includes a fifth gear element, and wherein said five gear elements are a planet carrier member, a first sun gear member, a second sun gear member, a first ring gear member and a second ring gear member;

wherein the planet carrier member is equipped with a first set of planet pinion gears which mesh with said first sun gear member and said first ring gear member and a second set of planet pinion gears which mesh with said second sun gear member and said second ring gear member; and

wherein said first set of planet pinion gears meshes with the second set of planet pinion gears.

6. The transmission of claim 5, further comprising:

a countershaft operatively connected with said output member;

wherein said transfer shafts are operatively connectable with said output member via said countershaft;

wherein said motor/generator is separately selectively connectable to said first sun gear member and said second sun gear member via different ones of said torque-transmitting mechanisms;

wherein said input member is connected for common rotation with said carrier member; and

wherein said output member is alternately selectively operatively connectable to said first ring gear member and said second ring gear member along said first and said second power paths, respectively.

7. The transmission of claim 1, wherein one of said torque-transmitting mechanisms is a clutch selectively engagable to connect the engine with said input member.

8. The transmission of claim 1, wherein one of said torque-transmitting mechanisms is a lock-up clutch that selectively connects two of said gear elements for common rotation.

9. The transmission of claim 1, wherein said motor/generator is characterized by an absence of any other motor/generators usable for propulsion.

10. The transmission of claim 1, wherein said differential gear set has a fifth gear element, wherein one of said torque-transmitting mechanisms is a first motor clutch selectively connecting said motor/generator with said second gear element;

wherein another of said torque-transmitting mechanisms is a second motor clutch selectively connecting said motor/generator with said fifth gear element;

wherein said first and second motor clutches are disengaged during shifting between at least some of said operating modes to disconnect inertia of said motor/generator, thereby enabling manual shifting of said torque-transmitting mechanisms.

11. The transmission of claim 1, wherein said differential gear set has a fifth gear element, wherein one of said torque-transmitting mechanisms is a first motor clutch selectively connecting said motor/generator with said second gear element;

wherein another of said torque-transmitting mechanisms is a second motor clutch selectively connecting said motor/generator with said fifth gear element; and

wherein a third of said torque-transmitting mechanisms is an input clutch selectively connecting the engine and said input member.

12. The transmission of claim 11, wherein one of said first and second motor clutches is engaged while said input clutch is engaged, power from the engine and from said motor/generator thereby being combined in a hybrid parallel operating mode through said differential gear set and said transfer shafts.

13. The transmission of claim 11, wherein said operating modes include an electric-only drive mode characterized by engagement of one of said first and second motor clutches and disengagement of said third torque-transmitting mechanism;

and wherein said one of said first and second motor clutches remains engaged and said third torque-transmitting mechanism is engaged to restart the engine following said electric-only drive mode.

14. The transmission of claim 11, wherein one of said torque-transmitting mechanisms is a brake selectively dynamically engagable to partially ground one of said second and said fifth gear elements to a stationary member, wherein engagement of a different one of said torque-transmitting mechanisms selectively engagable with one of said transfer shafts and disengagement of another of said torque-transmitting mechanisms selectively engagable with the other of said transfer shafts both occur during slipping of said brake to shift from a first hybrid parallel operating mode to a second hybrid parallel operating mode.

15. The transmission of claim 11, wherein said operating modes include a regenerative braking mode characterized by engagement of one of said first and said second motor clutches and by disengagement of said third torque-transmitting mechanism to prevent power flow between the engine and said input member, with said motor/generator controlled to function as a generator to convert mechanical energy into electrical energy during said regenerative braking mode.

16. The transmission of claim 1, wherein at least three of said multiple operating modes are characterized by electrically variable speed ratio operation from said input member to said output member.

17. A transmission for a vehicle with an engine comprising:

an input member for receiving power from the engine;

an output member;

a motor/generator;

a compound differential gear set having four gear elements operatively interconnected with one another;

wherein said input member is operatively connectable with a first of said gear elements, said motor/generator is operatively connectable with a second of said gear elements;

first and second transfer members continuously connected with said third and fourth gear elements respectively to partially form first and second power paths, respectively, between said differential gear set and said output member;

a plurality of intermeshing gears including a first gear set operatively connectable using a selectively engagable torque-transmitting mechanism to provide a speed ratio for forward rotation between said first transfer member and said output member, and a second gear set operatively connectable using another selectively engagable torque-transmitting mechanism to provide a speed ratio for reverse rotation between said second transfer member and said output member; and

wherein said speed ratio for forward rotation and said speed ratio for reverse rotation are such that when said torque-transmitting mechanisms are both engaged, said input member is stationary while rotation and speed of said output member are determined by rotation and speed of said motor/generator.

18. The transmission of claim 17, wherein the transmission is characterized by the absence of any other motor/generator used for propulsion.

19. A method of operating a transmission having first and second power paths at least partially defined by first and second transfer shafts, each of said transfer shafts being operatively connectable to a countershaft via different sets of intermeshing gears establishing different gear ratios, wherein the transfer shafts and a transmission input member are each connected to different members of a differential gear set, the method comprising:

slipping a first torque-transmitting mechanism connected to another member of the differential gear set to thereby alter a speed of rotation of the first transfer shaft;

during said slipping, engaging a second torque-transmitting mechanism to connect a first gear for common rotation with the first transfer shaft to thereby transfer torque via said first power path through one of said sets of intermeshing gears; and

during said slipping and after said engaging, disengaging a third torque-transmitting mechanism to disconnect a gear from common rotation with said second transfer shaft to thereby transfer torque via said second power path through another of said sets of intermeshing gears.