| Patent application number | Description | Published |
|---|
| 20080200296 | Electrically-Variable Transmission with Two Differential Gear Sets - An electrically-variable transmission having two differential gear sets and two motor/generators uses four torque-transmitting mechanisms and selective as well as continuous connecting members and preferably provides an input-split operating mode and an output-split operating mode. | 08-21-2008 |
| 20080207372 | THREE MODE ELECTRICALLY-VARIABLE TRANSMISSION - An electrically-variable transmission is provided with first and second motor/generators and three planetary gear sets. The planetary gear sets have continuous interconnections, and selective connections via a plurality of torque-transmitting mechanisms, that provide three forward electrically-variable modes. Preferably, the planetary gear sets are characterized by effective gear ratios such that a substantially equal maximum torque is required from each of the motor/generators during the three forward electrically-variable modes for a given torque on the input member. This allows the first and second motor/generators to be substantially equal in size. | 08-28-2008 |
| 20080256783 | METHOD FOR PRODUCING A STATOR ASSEMBLY - The present invention provides a method for producing a stator assembly. The method initially includes providing an assembly mandrel having a generally cylindrical hub and a generally annular base circumscribing a terminal end portion of the hub. A first end ring and a stator shell are installed around the mandrel hub and onto the mandrel base. Thereafter, a plurality of poles are disposed on top of the first end ring and in a generally cylindrical pattern between the stator shell and the mandrel hub. A second end ring is disposed around the mandrel hub and on top of the plurality of poles. A plurality of stator shell tabs may then be bent in a radially inward direction to axially retain the first and second end rings. | 10-23-2008 |
| 20080257310 | HYBRID POWERTRAIN WITH REVERSING ENGINE AND METHOD OF CONTROL - A powertrain is provided having an engine operable in a reverse direction so that a reverse mode is provided through an electrically variable transmission without relying on pure electric or series electric operation, and without the addition of a dedicated reverse gear. A method of controlling such a powertrain is also provided. | 10-23-2008 |
| 20080280726 | HYBRID POWERTRAIN WITH AN ENGINE INPUT CLUTCH AND METHOD OF CONTROL - A powertrain is provided with an input clutch that is disengagable to allow a transmission input member to rotate independently of engine speed under power of a motor and provide an alternative way to power vehicle accessories otherwise driven by engine torque, while still allowing the motor to start the engine. A powertrain having a parallel combination of input clutches including a friction input clutch and a selectable one-way clutch is provided, as well as a method of control of such a powertrain. Another method of controlling a hybrid vehicle powertrain includes starting the engine via torque from a motor with the input clutch biased in an engaged position. If vehicle operating conditions are more efficiently met without operating the engine, the input clutch is disengaged to so that torque is provided only by the motor to the output member and to vehicle accessories operatively connected to the input member. | 11-13-2008 |
| 20080300743 | CONTROL SYSTEM FOR A HYBRID POWERTRAIN SYSTEM - A control system for a hybrid powertrain determines operator demands, a powertrain operating state, and operating conditions based upon the inputs; selects an operating strategy based upon the operator demands, the powertrain operating state, and the operating conditions; determines a preferred powertrain operating state; and controls the powertrain to the preferred powertrain operating state based upon the selected operating strategy, the operator demands and the operating conditions. | 12-04-2008 |
| 20090025952 | ELECTRIC MOTOR POWER CONNECTION ASSEMBLY - An electric motor power connection assembly diverts heat from an electrical conductor that carries electrical current between a power source and an electric motor. The electrical conductor is characterized by an effective cross-sectional area perpendicular to the direction of current flow and a length in the direction of current flow that is greater than the radius of a circle having the effective cross-sectional area. The “effective cross-sectional area” is the area perpendicular to the direction of current flow over which current is carried and thus depends on the cross-sectional shape and number of conductive components of the electrical conductor, which could be one or more wires. A heat diverting mechanism is positioned in thermal contact along the length of the electrical conductor to divert heat from the electrical conductor. The electric motor power connection assembly is suitable for use in a hybrid electro-mechanical transmission. | 01-29-2009 |
| 20090028532 | CONTROL DEVICE FOR DRIVING A BRUSHLESS DC MOTOR - A delta type inverter is used in conjunction with a closed-loop motor controller to provide a control device for driving a three phase brushless direct current motor. The delta inverter has one-half of the solid state switching devices and diodes required by conventional bridge type inventers, thereby improved reliability, and enabling the motor control device to have reduced size, cost and weight. The closed-loop motor controller may include a torque loop for reducing torque ripple during operation of the motor. | 01-29-2009 |
| 20090036246 | Hybrid Powertrain with Efficient Electric-Only Mode - A hybrid powertrain includes a hybrid electromechanical transmission and a power source. A planetary gear set having a first, a second, and a third member connects the power source with a first and a second motor/generator. A battery is operatively connected to the motor/generators for receiving power therefrom and delivering power thereto. An input member rotates with the first member, the first motor/generator rotates with the second member, and the second motor/generator rotates with the output member. A first torque-transmitting mechanism is engagable to connect the second motor/generator for rotation with the third member. The battery and the second motor/generator provide an electric-only operating mode to power the output member when the first torque-transmitting mechanism is not engaged; the power source, planetary gear set and first motor/generator thereby being disconnected from the output member during the electric-only operating mode to prevent parasitic drag. | 02-05-2009 |
| 20090082171 | Output Split Electrically-Variable Transmission with Electric Propulsion Using One or Two Motors - 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. | 03-26-2009 |
| 20090084653 | Electrically Variable Transmission with an Axially-Moveable Selectable One-Way Clutch Assembly - An electrically variable transmission (EVT) includes two shafts and a selectable one-way clutch (SOWC) having a first and second ring. The SOWC selectively connects the shafts, and is applied by moving the first ring and a blocking device in an axial direction into frictional contact with the second ring. A hydraulic piston applies the SOWC and a return spring releases it. The SOWC freewheels in both directions, or holds torque in one or both directions, depending on how the blocking device is rotated. A method for reducing losses in an EVT includes axially moving a second ring and blocking device of a SOWC into contact with a first ring, rotating the blocking device using frictional contact with the first ring, locking rotation of the first ring to apply the SOWC, and moving the second ring and blocking device an axial distance from the first ring to release the SOWC. | 04-02-2009 |
| 20090098968 | Hybrid Powertrain With Single Electric Motor Integrated Within Automatic Transmission - A hybrid transmission is provided that is operatively connectable to an engine. The transmission has an electric motor and a clutch, which may be a brake-type clutch or a rotating-type clutch, depending on the embodiment, integrated within the transmission. Absent the electric motor and the clutch, and with the addition of a torque converter and torque converter lock-up clutch, the transmission would be a non-hybrid, operable automatic transmission. The transmission is operable to provide an electric-only operating ode, an engine-only operating mode, an electrically-variable operating mode and a parallel hybrid operating mode. | 04-16-2009 |
| 20090113696 | ROTATING ELECTRIC MACHINE STATOR CORE AND METHOD OF MAKING - A method of making a motor stator core having a back iron and a plurality of teeth extending radially inward from the back iron includes providing the plurality of teeth and the back iron from oriented steel so that a magnetic flux transmission path is formed with superior properties in essentially one direction. At least one of the plurality of teeth and the back iron is annealed in selected portions so as to improve magnetic flux transmission in a second direction, different from the one direction. | 05-07-2009 |
| 20090124451 | Hybrid Powertrain - 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. | 05-14-2009 |
| 20090212649 | ELECTRIC MOTOR ASSEMBLY WITH STATOR MOUNTED IN VEHICLE POWERTRAIN HOUSING AND METHOD - An electric motor assembly in a vehicle powertrain is provided with a generally annular stator fit within an interior cavity of the powertrain defined by a housing. Roll pins are fit between the housing and the stator. The stator may have a plurality of first geometric features and the housing a plurality of second geometric features. The first geometric features are be configured to align with the second geometric features when the stator is fit within the cavity, with the roll pins fit between the housing and the stator at the aligned first and second geometric features. A method of assembling the electric motor assembly is also provided. | 08-27-2009 |
| 20090250279 | POWER SYSTEMS FOR HYBRID ELECTRIC VEHICLE (HEV) - A hybrid electric vehicle (HEV) power system is provided that includes a vehicle electrical system (VES), an inverter-controller unit (ICU) and an AC electric motor/generator unit (MGU). The VES includes a first DC voltage source and a second DC voltage source coupled in series with the first DC voltage source. The VES also includes a first electrical load coupled across the first DC voltage source, and a second electrical load coupled across the second DC voltage source. The ICU is coupled across the first DC voltage source and the second DC voltage source and is designed to convert DC power from the first DC voltage source and the second DC voltage source to generate AC power for the AC electric MGU. Together the DC voltage sources can replace a conventional high-voltage DC voltage source. In some implementations, techniques are provided for “charge balancing” the first DC voltage source and the second DC voltage source without expensive devices. | 10-08-2009 |
| 20090253523 | INPUT SHAFT WITH INTERNAL DRY SPLINES AND SEALED PLUG AND METHOD OF MANUFACTURING A HYBRID POWERTRAIN UTILIZING THE SAME - An input shaft for a hybrid transmission includes a cylindrical hollow shaft portion having internal and external surfaces. The internal surface defines an internal cavity coaxial with the hollow shaft portion and has a splined portion configured to allow power to be transferred to the hollow shaft portion. The input shaft may further include a freeze plug press-fit in the internal cavity, configured to fluidly seal the inner cavity in embodiments with a cavity extending throughout the input shaft. The splined portion may be a broached spline. A method of manufacturing a hybrid powertrain includes forming a hollow transmission input shaft and press-fitting a plug into it, such that the shaft is internally fluid sealed. The shaft is mated to the transmission which may then be filled with fluid and tested for operability. The shaft may be dry-mated to an engine output member for common rotation therewith. | 10-08-2009 |
| 20090288895 | Electric Torque Converter for a Powertrain and Method of Operating a Vehicle - An electric torque converter has a torque converter input member connected to the first node of a differential gear set representable by a lever diagram having first, second, and third nodes. A motor/generator is connected to the second node. The third node is connected to an input member of a transmission gearing arrangement. A brake is selectively engagable to ground the first node to a stationary member. Engagement of the brake provides a regenerative braking mode and an electric-only driving mode, with the motor/generator connected to the transmission gearing arrangement through the differential gear set. Various clutches may be provided for lock-up or selective connection of the engine, including arrangements which reduce motor/generator torque required for engine starting while in electric-only driving. A method of operating a vehicle maintains the engine speed at an optimum level to the extent possible given battery charge levels and operator commands. | 11-26-2009 |
| 20100023230 | TRANSMISSION WITH SUBSTANTIALLY IDENTICAL GEAR SETS FOR TORQUE LOAD SHARING - A transmission has an input member and an output member, first and second intermediate shafts having substantially identical gear sets with gears concentric with and selectively connectable for rotation with the first and second intermediate shafts, respectively. Output gears are concentric with and rotatable with the output member and mesh with the substantially identical gear sets. First and second torque-transmitting devices are operable for transmitting torque from the input member to the first and second intermediate shafts, respectively. Torque-transmitting mechanisms are mounted concentric with, rotatable about and selectively engagable with the gears mounted on the intermediate shafts. A controller is operatively connected to the torque-transmitting mechanisms and to at least one of the torque-transmitting devices. The torque-transmitting mechanisms and torque-transmitting devices may be engaged such that torque is carried substantially equally by both intermediate shafts during a speed ratio established between the input member and the output member. | 01-28-2010 |
| 20100087290 | Hybrid Transmission with Disconnect Clutch and Method of Starting an Engine Using Same - A hybrid transmission is provided with a motor and a torque-transfer device is operable to transfer torque from the motor to a transmission input member upstream in power flow from the transmission gearing arrangement. The torque transfer device may be a fluid coupling, such as a torque converter, including a torque converter lock-up clutch. In other embodiments, the torque transfer device is a launch clutch that may be either a wet clutch engagable via pressurized transmission fluid, or a dry clutch, such as used in a manual transmission. A disconnect clutch is selectively engagable to operatively connect an engine connection member with the motor to permit the motor to start the engine, such as after a stop. Many embodiments of the transmission include a one-way clutch arranged in parallel with the disconnect clutch. A method of starting the engine using such a transmission is also provided. | 04-08-2010 |
| 20100102666 | METHODS AND APPARATUS FOR AN ELECTRIC MACHINE WITH A CAST ROTOR - A squirrel cage rotor structure used in connection with an electrical machine is formed from a high-strength, high-conductivity, and heat-treatable aluminum alloy, e.g., a T61 tempered aluminum alloy, such as A6101-T61. The resulting structure has improved strength compared to conventional pure aluminum structures, while at the same time limiting the reduction in electrical conductivity. | 04-29-2010 |
| 20100132492 | HYBRID POWERTRAIN AND DUAL CLUTCH TRANSMISSION - An automatic dual clutch transmission includes an input clutch which selectively connects a prime mover to an electric motor. The electric motor output, in turn, drives a pair of gears, one of which is in constant mesh with a first gear on a first quill and a second gear on a second quill, the other being in constant mesh with a third gear on the first quill and a fourth gear on the second quill. On each quill, between each pair of gears driven by the input is a pair of dog clutches which connect one of the two gears to the associated quill. Each of the quills drives an input of a respective pair of friction clutches which drive a respective pair of layshafts or countershafts. A similar arrangement of a second pair of gears flanked by dog clutches connects each layshaft or countershaft through one of a pair of gears which are in constant mesh with a pair of output gears coupled to and driving a differential cage. | 06-03-2010 |
| 20100137090 | ELECTRICALLY VARIABLE TRANSMISSION WITH MODULAR CONSTRUCTION - An electrically-variable transmission is provided with substantially identical motor modules to simplify assembly and realize economies of scale in purchasing and testing the motor modules. First and second motor modules are packaged within a transmission casing and are operatively connecting the input member and the output member and coaxially arranged about the axis of rotation. Each motor module includes a respective motor/generator with a rotor rotatable about the axis of rotation and defining a rotor cavity. A planetary gear set is packaged within the cavity and has a first, a second and a third member. A rotor hub supports the rotor and has first and second annular end portions at opposing ends of the rotor hub, and an annular midportion connected for common rotation with the first member of the planetary gear set. A selectively engagable rotating-type clutch is packaged within the cavity and connected with the rotor hub. | 06-03-2010 |
| 20100139452 | TRANSMISSION WITH INTEGRATED HOUSING FOR MOTOR AND CLUTCH - A transmission has a motor assembly with a stationary portion surrounding a rotor. The transmission also includes a clutch housing. A transmission casing surrounds the motor and the clutch housing. The stationary portion is rigidly connected to and supported by the clutch housing. Thus, a separate housing for the motor/generator is avoided. The housing may also support one or more motor bearings, seals, clutch pistons, or clutch plates. | 06-10-2010 |
| 20100160103 | CLUTCHING METHOD AND MECHANISM FOR ELECTRICALLY VARIABLE TRANSMISSIONS - An electrically variable transmission includes an input member, an output member, two planetary gear sets, two electric motors, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include a rotating clutch and a brake. The rotating clutch and the brake share a common fixed connection. The rotating clutch is released by a stationary actuator that engages a rotatable release plate. The actuator is engaged to release the rotating clutch when the brake is engaged. | 06-24-2010 |
| 20100179009 | ELECTRICALLY-VARIABLE TRANSMISSION - Various embodiments of electrically-variable transmissions have first and second motor-generators, first and second planetary gear sets, and two torque-transmitting mechanisms, including a rotating-type torque-transmitting mechanism and a stationary-type torque-transmitting mechanism. An input member is connected for common rotation with a ring gear of the first planetary gear set. Carrier members of both of the planetary gear sets are connected for common rotation with one another, and with an output member, via one or more radial-extending hub members and an axial-extending member or shaft. The first motor/generator is connected for common rotation with the sun gear of the first planetary gear set. The second motor/generator is connected for common rotation with the sun gear member of the second planetary gear set. In each embodiment, the various components of the transmission are positioned relative to one another to minimize the number and/or size of interconnecting shafts and shells. | 07-15-2010 |
| 20100179024 | HYBRID POWERTRAIN AND DUAL CLUTCH TRANSMISSION - An automatic dual clutch transmission includes an input clutch which selectively connects a prime mover to an electric motor. The electric motor, in turn, is connected to the inputs of a pair of coaxial friction clutches. Each of the coaxial outputs of the friction clutches drives an input gear with meshes with a pair of gears, one of which is associated with each of a respective pair of layshafts or countershafts. On each countershaft, between the pair of gears driven by the outputs of the two clutches, are a pair of synchronizer clutches which selectively synchronize and connect one of the two gears to the associated countershaft. A similar arrangement of a second pair of gears separated by synchronizer clutches connects the countershafts through a selected gear to a pair of output gears coupled to and driving a differential cage or spool. | 07-15-2010 |
| 20100270096 | HYBRID POWERTRAIN WITH ASSISTED STARTING AND METHOD OF STARTING AN ENGINE - A hybrid powertrain for a vehicle is provided that includes an engine having a crankshaft and a motor/generator operatively connected to the crankshaft. An elastic member is operatively connected to the crankshaft and configured to be wound by one of the engine or the motor/generator. A one-way torque-transmitting mechanism is operatively connected to a first end portion of the elastic member and configured to overrun prior to winding of the elastic member. The elastic member is configured to be releasable to allow unwinding of the elastic member to rotate the crankshaft to restart the engine. A method of starting an engine on a hybrid vehicle is also provided. | 10-28-2010 |
| 20100279817 | HYBRID POWERTRAIN AND METHOD OF OPERATING SAME - A method of operating a hybrid powertrain is provided that permits operation in multiple fixed ratio modes appropriate for towing and other vehicle operating conditions in which relatively high output torque is required. The method includes establishing three different electrically-variable operating modes by engaging different torque-transmitting mechanisms in response to different respective vehicle operating conditions. The method further includes establishing at least two different fixed ratio modes by engaging another torque-transmitting mechanism in addition to the respective different torque-transmitting mechanisms engaged to establish the electrically-variable operating modes. A hybrid powertrain having a controller configured to control the powertrain to operate according to the method is also provided. | 11-04-2010 |
| 20110012367 | FREE-PISTON LINEAR ALTERNATOR SYSTEMS AND METHODS - Methods and apparatus are provided for operating a free-piston linear alternator. The apparatus includes a linear machine having first and second coils wound around a path for a linearly-moving mass and a rotating machine having a rotating mass and third and fourth coils. The first coil is coupled to the third coil, and the second coil is coupled to the fourth coil, such that movement of the linearly-moving mass with respect to the first and second coils imparts a first magnetic field upon the rotating mass via the third and fourth coils. Further, movement of the rotating mass with respect to the third and fourth coils creates a second magnetic field upon the linearly-moving mass to position the linearly moving mass for combustion. | 01-20-2011 |
| 20110024210 | HYBRID POWERTRAIN WITH AN ENGINE INPUT CLUTCH AND METHOD OF CONTROL - A powertrain is provided with a first input clutch and a second input clutch, each of which is selectively engageable to connect an engine with a transmission input member. Selective engagement of the first input clutch permits a motor to power the engine to start the engine. Selective engagement of the second input clutch permits the engine to power the transmission for propulsion. | 02-03-2011 |
| 20110045931 | HYBRID TRANSMISSION - A hybrid transmission is configured to transfer mechanical power to an output member and includes an input member, an output member, and a transmission case circumscribing first and second differential gear sets, each differential gear set including a plurality of meshingly engaged rotatable elements. The first differential gear set is configured with four nodes for transferring mechanical power, and the second differential gear set is configured with three nodes for transferring mechanical power. Two of the four nodes of the first differential gear set are continuously interconnected to two of the three nodes of the second differential gear set. A first torque transfer clutch is configured to selectively connect the input member to an internal combustion engine. First and second brake devices are configured to selectively interconnect elements of the first and second differential gear sets, the transmission case, the input member, and the output member. | 02-24-2011 |
