Powertrain with dual rotor motor/generator

• US 8,231,504 B2
• Filed: 02/16/2009
• Issued: 07/31/2012
• Est. Priority Date: 02/16/2009
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations LLC (General Motors Company)
• Inventors: Hendrickson, James D., Conlon, Brendan M., Rahman, Khwaja M.
• Primary Examiner(s): Olszewski, John R
• Assistant Examiner(s): Meyer, Jacob
• Application Number:
  US12/371,653
• Publication Number:
  US 20100207471A1
• Time in Patent Office: 1,261 Days
• Field of Search: 477/5, 477/8, 310/100, 310/156.37, 180/65.21, 180/65.265, 180/65.275, 180/65.28, 180/65.285, 180/65.29, 180/65.31, 180/65.51
• US Class Current: 477/5
• CPC Class Codes: B60K 6/26 characterised by the motors or the generators
• CPC Class Codes: B60K 6/387 Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
• CPC Class Codes: B60K 6/448 Electrical distribution type
• 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 2240/421 Speed
• CPC Class Codes: B60L 2240/441 Speed
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/06 including control of combustion engines
• 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 20/13 in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
• CPC Class Codes: H02K 51/00 Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• 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 powertrain is provided that includes an engine as well as a transmission having an input member and an output member. The powertrain also includes a motor/generator that has an energizable stator, a first rotor and a second rotor (i.e., a dual rotor motor). Both of the rotors are rotatable via energization of the stator. A first torque-transmitting mechanism, referred to as the engine clutch, is selectively engagable to connect the engine for common rotation with one of the first and the second rotors. A second torque-transmitting mechanism, referred to as the motor clutch, is selectively engagable to connect the first rotor for common rotation with the second rotor. The transmission input member is continuously connected for common rotation with the other of the first and second rotors.

Claims

1. A powertrain comprising:

an engine;

a transmission having an input member and an output member;

a motor/generator having an energizable stator, a first rotor and a second rotor both rotatable via energization of the stator;

a first torque-transmitting mechanism selectively engagable to connect the engine for common rotation with one of the first and the second rotors;

a second torque-transmitting mechanism selectively engagable to connect the first rotor for common rotation with the second rotor;

wherein the transmission input member is continuously connected for common rotation with the other of the first and second rotors;

wherein the rotors and the stator are concentric;

wherein the first rotor is radially outward of the stator and the second rotor is radially inward of the stator;

a battery operatively connected to the stator; and

a controller operatively connected to the first torque-transmitting mechanism and to the battery and configured to engage only the first torque-transmitting mechanism when the engine is on and to direct stored energy from the battery sufficiently such that the first rotor generates a stator field of the stator and rotates relative to the stator field of the stator so that the stator field powers the second rotor to drive the transmission thereby establishing an electric torque converter operating mode.

2. The powertrain of claim 1, wherein the first torque-transmitting mechanism is selectively engagable to connect the engine for common rotation with the first rotor.

3. The powertrain of claim 1;

wherein the controller is operatively connected to the second torque-transmitting mechanism;

wherein the controller is configured to engage the second torque-transmitting mechanism and direct stored energy from the battery to energize the stator to cause rotation of the first and second rotors thereby establishing an electric vehicle operating mode.

4. The powertrain of claim 3, wherein the controller is configured to direct stored energy from the battery to the stator to cause the stator to produce a rotating stator field that rotates faster than both the first and the second rotors when torque applied to the transmission input member is relatively high, and that rotates faster than the second rotor connected for common rotation with the transmission input member when torque applied to the transmission input member is relatively low.

5. The powertrain of claim 3, wherein the controller is configured to engage the first torque-transmitting mechanism and subsequently engage the second torque-transmitting mechanism when speed of the first rotor is substantially the same as speed of a rotating stator field of the energized stator to cause the engine to start.

6. The powertrain of claim 1, wherein the controller is configured to engage both torque-transmitting mechanisms when the engine is on and direct stored energy from the battery to the stator to selectively add power to the second rotor and receive power from the second rotor to accomplish electric assist and regenerative braking modes, respectively.

7. A hybrid vehicle powertrain comprising:

an engine;

a mechanical, non-hybrid transmission having an input member;

a battery;

an inverter;

a controller operatively connected to the engine, the battery, and the inverter and operable to control power flow from and to the battery;

a motor/generator having;

a stator selectively powered by the battery through the inverter to create a stator field and selectively providing power to the battery through the inverter;

first and second rotors rotatable relative to one another in response to a stator field generated in the stator in response to powering by the battery;

an engine clutch selectively engagable to connect the engine for common rotation with one of the rotors; and

a second torque-transmitting mechanism selectively engagable to connect the rotors for common rotation with one another;

wherein the controller is operatively connected to the engine clutch and the second torque-transmitting mechanism to control selective engagement of the engine clutch and the second torque-transmitting mechanism; and

wherein the controller is configured to control the battery, the engine clutch and the second torque-transmitting mechanism to establish an electric-only operating mode, an engine start mode, an electric torque converter mode, an electric assist mode and a regenerative braking mode based on vehicle operating conditions.

8. A hybrid powertrain comprising:

an engine;

a transmission having an input member and characterized by an absence of any motor/generators;

a motor/generator having a single stator and dual rotors rotatable by the stator;

wherein the motor/generator is positioned between and operatively connectable with the engine and the transmission input member;

only two torque-transmitting mechanisms including;

a first torque-transmitting mechanism selectively engagable to connect the engine for common rotation with one of the first and the second rotors; and

a second torque-transmitting mechanism selectively engagable to connect the first rotor for common rotation with the second rotor;

wherein the rotors and the stator are concentric; and

wherein the first rotor is radially outward of the stator and the second rotor is radially inward of the stator.

9. The powertrain of claim 8, wherein the first torque-transmitting mechanism is selectively engagable to connect the engine for common rotation with the first rotor.