Hybrid powertrain

• US 7,980,980 B2
• Filed: 11/14/2007
• Issued: 07/19/2011
• 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 LLC (General Motors Company)
• Inventors: Nitz, Larry T., Holmes, Alan G., Savagian, Peter J., Rask, Eric M.
• Primary Examiner(s): PANG, ROGER L
• Application Number:
  US11/939,610
• Publication Number:
  US 20090124451A1
• Time in Patent Office: 1,343 Days
• Field of Search: 475/5, 475/150, 475/151, 477/3, 180/65.21, 180/65.225, 180/65.23, 180/65.235, 180/65.24
• US Class Current: 475/5
• 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 engageable torque-transmitting mechanisms;

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

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 not connected to any of the members of the differential gear set and 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; and

wherein the engine is not continuously connected to any of the members of the differential gear set and is selectively connectable for common rotation with the second motor/generator by engagement of one of the torque-transmitting mechanisms.

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. 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 engageable torque-transmitting mechanisms;

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

a stationary member;

wherein the multiple members include 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 engageable to connect the input member to the second motor/generator;

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

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

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

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, and 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;

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;

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

a series operating mode in which the first and second 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.

11. The hybrid powertrain of claim 10, wherein the first and second electric motor/generators are characterized by substantially identical maximum torque and power output.

12. The hybrid powertrain of claim 10, wherein the first and second electric motor/generators are characterized by substantially identical input voltage and input current requirements.

13. The hybrid powertrain of claim 10, wherein the first and second electric motor/generators are characterized by different maximum torque and power outputs.

14. The hybrid powertrain of claim 10, wherein the first and second electric motor/generators are characterized by different torque and power outputs for maximum efficiency.

15. The hybrid powertrain of claim 10, wherein the multiple operating modes include an engine-only operating mode.

16. The hybrid powertrain of claim 10, 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.

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