Output split electrically-variable transmission with electric propulsion using one or two motors

• US 7,867,124 B2
• Filed: 09/10/2007
• Issued: 01/11/2011
• Est. Priority Date: 09/10/2007
• 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: Harpster, Michael O. Jr., Savagian, Peter J., Conlon, Brendan M., Holmes, Alan G.
• Primary Examiner(s): Lewis; Tisha D
• Application Number:
  US11/852,639
• Publication Number:
  US 20090082171A1
• Time in Patent Office: 1,219 Days
• Field of Search: 475/5, 475/4, 475/8, 475/10, 903/903, 903/910, 903/913, 903/917, 903/919
• US Class Current: 475/5
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/442 Series-parallel switching type
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/441 Speed
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/10 including control of change-speed gearings
• 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 20/30 Control strategies involving selection of transmission gear ratio control of change speed gearings, together with other vehicle sub-units B60W10/10; HEV transmission gearing B60K6/36; gearings and control thereof F16H
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2510/10 Change speed gearings
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2710/0644 Engine speed
• CPC Class Codes: B60W 2710/08 Electric propulsion units
• CPC Class Codes: B60W 2710/083 Torque
• 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 2200/2035 with two engaging means
• CPC Class Codes: F16H 2200/2038 with three engaging means
• CPC Class Codes: F16H 2200/2041 with four engaging means
• 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: Y10S 903/91 : Orbital, e.g. planetary gears
• CPC Class Codes: Y10S 903/913 : One way
• CPC Class Codes: Y10S 903/917 : with transmission for changing gear ratio

Abstract

An electrically-variable transmission is provided with input member and output member, first and second motor/generators, a first planetary gear set and a final drive gearset. Two or three torque-transmitting mechanisms that are selectively engagable alone or in different combinations to establish at least one forward electric-only operating mode including a series mode, an output split mode, and at least one neutral mode including a purely neutral mode and a neutral battery charge mode. The transmission optionally includes a one-way clutch selected from the group of friction clutch and dog clutch, or is a lockable one-way clutch, for enabling low loss forward operation, regenerative braking functionality, and/or reverse vehicle operation.

Claims

1. An electrically-variable transmission (EVT) comprising:

an input member configured for operative interconnection with an engine;

an output member;

a stationary member;

first and second motor/generators;

a planetary gear set representable by a first three-node lever having a first, a second, and a third node; and

a first and a second torque-transmitting mechanism that are selectively engagable alone or in different combinations for establishing an electric-only mode, a series mode, an output split mode, and a neutral mode, wherein said first torque-transmitting mechanism is selectively engagable to connect said third node to said stationary member, and wherein said second torque-transmitting mechanism is selectively engagable to connect said first motor/generator to said third node;

wherein one of said first and said second torque-transmitting mechanisms is selectively disengagable to disconnect said engine from said third node to enable start of said engine when said engine is disconnected from said EVT; and

wherein engagement of said first torque-transmitting mechanism establishes said electric-only mode and said series mode, engagement of said second torque-transmitting mechanism establishes said output split mode, and disengagement of said first and said second torque-transmitting mechanisms establishes said neutral mode.

2. The EVT of claim 1, further comprising a third torque-transmitting mechanism that is selectively disengagable for disconnecting said first motor generator from said input member to establish an additional electric-only mode, said additional electric-only modes being a two-motor electric-only mode for minimizing losses across both of said first and said second motor/generators and for reducing an operating speed of said second motor/generator.

3. The EVT of claim 2, further comprising an energy storage device, wherein disengagement of said first and said second torque-transmitting mechanisms and engagement of said third torque transmitting mechanism establishes an additional neutral mode, said additional neutral mode being a battery charge mode operable for charging said energy storage device using power generated by said first motor/generator.

4. The EVT of claim 2, wherein the EVT is operable for starting said engine while the EVT is in said series mode, and is further operable for transitioning directly from said series mode to said output split mode by momentarily disengaging said third torque-transmitting mechanism while in said series mode to thereby decouple said engine from said EVT while synchronously transitioning to said output split mode.

5. The EVT of claim 1, wherein said plurality of torque-transmitting mechanisms further includes a one-way clutch positioned in parallel with said first torque-transmitting mechanism, and wherein said first torque-transmitting mechanism is selected from the group of friction clutch or dog clutch.

6. The EVT of claim 1, wherein said first torque-transmitting mechanism is a lockable one-way clutch.

7. The EVT of claim 1, wherein the EVT is operable for transitioning directly from said electric-only mode to said output split mode via at least one of an online start of said engine, an offline start of said engine with clutch-to-clutch shift, and an offline start of said engine with a synchronous shift, said offline start of said engine being a start up of said engine occurring while said engine is connected only to said first motor/generator and not to said output member.

8. The EVT of claim 1, further comprising:

an energy storage device operatively connected to said first and said second motor/generators for providing power to and receiving power from said first and said 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;

wherein engagement of two of said torque-transmitting mechanisms establishes said electric-only mode such that said input member does not rotate and said second motor/generator acts as a motor utilizing power from the recharged said energy storage device to provide driving torque at said output member.

9. The EVT of claim 1, wherein said planetary gear set includes a sun gear member, a ring gear member, and a carrier member, said sun gear member being continuously connected to said second motor/generator, said ring gear member being selectively connectible to said first motor/generator through said second torque-transmitting mechanism and selectively connectible to said stationary member through said first torque-transmitting mechanism, and said carrier member is continuously connected to said output member.

10. A hybrid powertrain having an electrically-variable transmission (EVT), the hybrid powertrain comprising:

an engine;

an input member;

an output member;

a stationary member;

first and second motor/generators;

an energy storage device operatively connected to each of said first and said 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; and

a first planetary gear set representable by a first three-node lever of a lever diagram having a first node, a second node, and a third node;

wherein said first motor/generator and said input member are selectively connectable with said third node, said second motor/generator is continuously connected with said first node, and said second node is continuously connected for common rotation with said output member;

a first torque-transmitting mechanism selectively engagable to connect said third node to said stationary member; and

a second torque-transmitting mechanism selectively engagable to connect said first motor/generator with said third node;

wherein engagement of selected ones of said first and said second torque-transmitting mechanisms alone or in different combinations establishes a forward electric-only mode, a series mode, an output split mode, and a neutral mode.

11. The hybrid powertrain of claim 10, wherein said EVT is operable for transitioning from said output split mode to said forward electric-only mode via synchronous shift to an appropriate speed ratio of said EVT and engagement of said first torque-transmitting mechanism, said forward electric-only mode being a one motor electric-only mode.

12. The hybrid powertrain of claim 10, further comprising a third torque-transmitting mechanism operable for establishing an additional forward electric-only mode, said additional electric-only modes being a two motor electric-only mode;

wherein said neutral mode of said EVT includes a purely neutral mode in which said second motor/generator is disconnected from said output member by disengagement of said third torque transmitting mechanism, and a neutral battery charge mode operable for charging said energy storage device upon engagement of said third torque transmitting mechanism to connect said first motor/generator to said engine and disengagement of said first and said second torque-transmitting mechanisms.

13. The hybrid powertrain of claim 10, wherein said first planetary gear set includes a sun gear member, a ring gear member, and a carrier member, said sun gear member being continuously connected to said second motor/generator, said ring gear member being selectively connectible to said first motor/generator through said second torque-transmitting mechanism and selectively connectible to said stationary member through said first torque-transmitting mechanism, and said carrier member is continuously connected to said output member.

14. The hybrid powertrain of claim 13, further comprising a one-way clutch, wherein said first torque-transmitting mechanism is selected from the group of friction clutch and dog clutch, and wherein said first torque-transmitting mechanism is positioned in parallel with said one-way clutch.

15. The hybrid powertrain of claim 13, wherein said first torque-transmitting mechanism is a lockable one-way clutch for enabling low loss forward operation, regenerative braking functionality, and reverse vehicle operation of the hybrid powertrain.

16. A hybrid powertrain comprising:

an engine;

an electrically-variable transmission having an input member and output member, said input member being selectively connectable to said engine;

a stationary member;

first and second motor/generators;

an energy storage device operatively connected to each of said first and said 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;

a first planetary gear set representable by a first three-node lever of a lever diagram having a first node, a second node, and a third node;

a first torque-transmitting mechanism selectively engagable to connect said third node to said stationary member;

a second torque-transmitting mechanism selectively engagable to connect said first motor/generator with said third node;

a third torque-transmitting mechanism selectively engagable to connect said engine with said first motor/generator, wherein engagement of said first, said second, and said third torque-transmitting mechanism alone or in different combinations establishes six operating modes including a one-motor electric-only mode in which said engine is normally off, a series mode in which said engine is normally on, an output split mode, a neutral mode, a neutral battery charge mode, and a two-motor electric-only mode in which the engine is normally off;

wherein said first motor/generator and said input member are selectively connectable with said third node via said second torque-transmitting mechanism, said second motor/generator is continuously connected with said first node, and said second node is continuously connected for common rotation with said output member; and

wherein engagement of said first torque-transmitting mechanisms and disengagement of said second torque transmitting mechanism establishes an electric-only mode in which said input member does not rotate and said second motor/generator acts as a motor utilizing power from the recharged said energy storage device to provide driving torque at said output member.

17. The hybrid powertrain of claim 16, wherein said first planetary gear set includes a sun gear member, a ring gear member, and a carrier member, said sun gear member being continuously connected to said second motor/generator, said ring gear member being selectively connectible to said first motor/generator through said second torque-transmitting mechanism and selectively connectible to said stationary member through said first torque-transmitting mechanism, and said carrier member being continuously connected to said output member.

18. The hybrid powertrain of claim 17, wherein the hybrid powertrain is operable for starting said engine when said engine is disconnected from said first planetary gear set during said series mode, thereby providing an optimal transition from an engine-off to an engine-on condition.

19. The hybrid powertrain of claim 16, wherein said neutral mode describes a condition in which said second motor/generator is disconnected from said output member by disengagement of said third torque transmitting mechanism, and wherein said neutral battery charge mode operable for charging said energy storage device upon engagement of said third torque transmitting mechanism to connect said first motor/generator to said engine.

20. The hybrid powertrain of claim 16, further comprising a dog clutch, wherein said first torque-transmitting mechanism is a one-way clutch in parallel with said dog clutch for enabling low loss forward operation, regenerative braking functionality, and reverse vehicle operation of the hybrid powertrain.

21. The hybrid powertrain of claim 16, wherein said first torque-transmitting mechanism is a lockable one-way clutch for enabling low loss forward operation, regenerative braking functionality, and reverse vehicle operation of the hybrid powertrain.