Motor configuration for multi-motor hybrid continuous power transmission

Abstract

An electric powertrain system includes a first electric motor having an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain also includes a second electric motor having an interruptible connection with the drive shaft. In one form, the interruptible connection includes a clutch. The electric powertrain also includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. In one form, the first electric motor and the second electric motor are the same type of electric motor, while in another form, the first electric motor and the second electric motor are different types of electric motors.

Description

Background Technology

[0001] Recent advancements have spurred the development of hybrid and all-electric consumer vehicles. This, in turn, has led to a surge in the development of various electric motor designs. However, even with these improvements, current electric motors in consumer vehicles typically cannot generate sufficient torque for large commercial vehicles. Achieving these torque values ​​would require larger and heavier electric motors, which would often increase energy consumption.

[0002] Therefore, improvements are needed in this area. Summary of the Invention

[0003] A multi-motor system provides power to the output end of a drive shaft, such as that of a vehicle. One of the electric motors (“A”), which we will refer to as the “first motor” for our purposes, is always connected to the output drive shaft to continuously provide power for propelling the vehicle. In other words, the first electric motor (A) has an uninterrupted connection to the output end. The system also includes a second electric motor (“B”) that intermittently applies torque to the output shaft. In one variation, this intermittent connection between the second electric motor (B) and the output end includes at least one clutch. The clutch engages and disengages the second electric motor (B) from the output shaft. In other examples, the system may include three or more electric motors.

[0004] Various configurations of electric motors can be used in the system. These configurations include the type of motor used, combinations of motor types, and the relative positions of the motors. These different motor combinations allow the system to be easily adapted to different vehicle use cases and environments. In one variant, the motors are the same type of electric motor, making them interchangeable. In other variants, the motors are different, making them non-interchangeable. In one example, both motors are high-speed electric motors. In the low-speed motor option, both motors are low-speed electric motors. In yet another variant, different types of motors are used, namely a combination of low-speed and high-speed motors. For example, in the first low-speed / high-speed motor option, the first electric motor (A) is a high-speed motor, and the second motor (B) is a low-speed motor. In the second option, the first motor (A) is a low-speed motor, and the second electric motor (B) is a high-speed motor. As will be appreciated, the torque and other characteristics of the motors can also differ.

[0005] Aspect 1 generally relates to a system comprising: a first electric motor having an uninterrupted connection to an output terminal, and a second electric motor having an interruptible connection to an output terminal.

[0006] Aspect 2 generally relates to any of the systems described in the foregoing aspects, wherein the first electric motor and the second electric motor are of the same interchangeable type.

[0007] Aspect 3 generally relates to any system described in the foregoing aspects, wherein the first electric motor and the second electric motor are high-speed motors having a rated operating speed of at least 5,000 rpm.

[0008] Aspect 4 generally relates to any system described in the foregoing aspects, wherein the first electric motor and the second electric motor are low-speed motors having a rated operating speed of less than 5,000 rpm.

[0009] Aspect 5 generally relates to any of the systems described in the foregoing aspects, wherein the first electric motor and the second electric motor are of different types.

[0010] Aspect 6 generally relates to any system described in the foregoing aspects, wherein the first electric motor is a high-speed motor and the second electric motor is a low-speed motor.

[0011] Aspect 7 generally relates to any of the systems described in the foregoing aspects, wherein the first electric motor is a low-speed motor and the second electric motor is a high-speed motor.

[0012] Aspect 8 generally relates to any of the systems described in the foregoing aspects, wherein the first electric motor is located upstream of the second electric motor.

[0013] Aspect 9 generally relates to any of the systems described in the foregoing aspects, wherein the second electric motor is located upstream of the first electric motor.

[0014] Aspect 10 generally relates to any system described in the foregoing aspects, wherein the first electric motor has a rated continuous torque greater than that of the second electric motor.

[0015] Aspect 11 generally relates to any system described in the foregoing aspects, wherein the second electric motor has a rated continuous torque greater than that of the first electric motor.

[0016] Aspect 12 generally relates to any system described in the foregoing aspects, wherein the first electric motor has a rated continuous power greater than that of the second electric motor.

[0017] Aspect 13 generally relates to any system described in the foregoing aspects, wherein the second electric motor has a rated continuous power greater than that of the first electric motor.

[0018] Aspect 14 generally relates to any of the systems described in the foregoing aspects, wherein the interruptible connection includes a clutch configured to connect a second electric motor to an output.

[0019] Aspect 15 generally relates to any system described in the foregoing aspects, wherein the interruptible connection includes a planetary gear configured to at least change the output speed of a second electric motor.

[0020] Aspect 16 generally relates to any of the systems described in the foregoing aspects, wherein the clutch includes a forced clutch.

[0021] Aspect 17 generally relates to any of the systems described in the foregoing aspects, wherein the clutch has an actuator and an optional one-way clutch (SOWC).

[0022] Aspect 18 generally relates to any system described in the foregoing aspects, wherein the uninterrupted connection includes a planetary gear configured to at least change the output speed of a first electric motor.

[0023] Aspect 19 generally relates to a method of operating any of the systems described in the foregoing aspects.

[0024] Further forms, objects, features, aspects, benefits, advantages, and embodiments of the invention will become apparent from the detailed description and accompanying drawings provided herein. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the vehicle.

[0026] Figure 2 It is possible Figure 1 A schematic diagram of an example of an electric powertrain used in a vehicle.

[0027] Figure 3 yes Figure 2 A cross-sectional view of an example of an electric powertrain.

[0028] Figure 4 It is possible Figure 1 A schematic diagram of another example of an electric powertrain used in a vehicle.

[0029] Figure 5 yes Figure 4 The cross-sectional view of the electric powertrain is shown.

[0030] Figure 6 It is possible Figure 1 A schematic diagram of another example of an electric powertrain used in a vehicle.

[0031] Figure 7 It is possible Figure 1 A schematic diagram of another example of an electric powertrain used in a vehicle.

[0032] Figure 8 It is possible Figure 1 A schematic diagram of yet another example of an electric powertrain used in a vehicle.

[0033] Figure 9 It is possible Figure 1A schematic diagram of yet another example of an electric powertrain used in a vehicle.

[0034] Figure 10 yes Figure 9 The cross-sectional view of the electric powertrain is shown. Detailed Implementation

[0035] To facilitate understanding of the principles of the invention, embodiments illustrated in the accompanying drawings will now be described using specific language. However, it should be understood that this is not intended to limit the scope of the invention. Any changes and further modifications to the described embodiments, as well as any further applications of the principles of the invention as described herein, will be considered, as will be apparent to those skilled in the art. One embodiment of the invention is shown in great detail, but it will be apparent to those skilled in the art that some features not relevant to the invention may not have been shown for clarity.

[0036] The reference numerals in the following description have been organized to help readers quickly identify the figures in which various components are first shown. In particular, the figure in which an element first appears is usually identified by the leftmost numeral in the corresponding reference numeral. For example, an element identified by the "100" series of reference numerals will appear for the first time in the figure. Figure 1 In the figures, elements identified by the “200” series reference numerals may first appear in the figures. Figure 2 And so on.

[0037] exist Figure 1 The diagram illustrates a vehicle 100 according to an example. As shown, vehicle 100 includes at least one powertrain system 105, at least one controller 110, and at least one energy storage system (“ESS”) 115 configured to supply power to powertrain system 105. Powertrain system 105, controller 110, and ESS 115 are operatively connected together to communicate with each other via at least one controller area network (“CAN”) 120. Controller 110 is configured to control the operation of one or more systems and / or other components of vehicle 100, such as powertrain system 105 and ESS 115. Powertrain system 105 has an output or drive shaft 125 that transmits mechanical power from powertrain system 105 to propulsion system 130. In the example shown, propulsion system 130 includes one or more wheels 135, but in other examples, propulsion system 130 may include other types of propulsion devices, such as a continuous track system. One or more power cables 140 transmit power between the powertrain system 105 and the ESS 115.

[0038] Powertrain system 105 is designed to electrically propel vehicle 100 in an efficient manner. As will be explained in more detail below, powertrain system 105 is designed to power heavy-duty commercial and / or military vehicles, such as buses, garbage trucks, delivery trucks, fire trucks, and semi-trailers. According to the Federal Highway Administration (FHWA) classification rule set of the U.S. Department of Transportation, powertrain system 105 is designed to supply power to vehicle 100 having a class group rating of at least four (4). In one form, powertrain system 105 is configured to move passenger vehicles, such as buses, weighing at least 40,000 pounds (18,144 kg). Powertrain system 105 features a unique, compact centerline design that allows for easy retrofitting of powertrain system 105 to pre-existing vehicle chassis designs and / or conventional powertrain systems with minimal alteration to other parts of vehicle 100, such as braking and suspension systems. This, in turn, allows for easy reconfiguration of existing internal combustion engine vehicles into all-electric vehicles. In addition, the centerline design of the powertrain system 105 reduces gear losses and other power losses, thereby making the vehicle 100 more power efficient, which in turn can increase driving range and / or reduce the weight of other components such as ESS 115.

[0039] Figure 2 It shows that it can be used Figure 1 A schematic diagram of an example of an electric powertrain 200 used in a powertrain system 105. As depicted, the electric powertrain 200 includes a multi-motor continuous power transmission 205. The transmission 205 of the electric powertrain 200 includes a first electric motor 210 and a second electric motor 215, the first electric motor 210 sometimes referred to as "motor A" and the second electric motor 215 sometimes referred to as "motor B". In one example, the first electric motor 210 and the second electric motor 215 are electric motors of the same type, such that the two motors typically provide the same speed and torque output within normal manufacturing tolerances. In one form, both the first electric motor 210 and the second electric motor 215 are high-speed electric motors; in another form, both the first electric motor 210 and the second electric motor 215 are low-speed electric motors. In alternative variations, the first electric motor 210 and the second electric motor 215 can be different types (e.g., permanent magnet motors, induction motors, switched reluctance motors, etc.) and / or have different designs / configurations (e.g., number of poles, winding pattern, etc.).

[0040] The transmission 205 of the electric powertrain 200 also includes a first gear train 220 located at the output end of the first electric motor 210 and a second gear train 225 located at the output end of the second electric motor 215. As can be seen, the first gear train 220 is located at the output end of the entire transmission 205 near the drive shaft 125. The second gear train 225 is sandwiched or located between the first electric motor 210 and the second electric motor 215. This configuration allows the electric powertrain 200 to have a compact design. In the example shown, the first gear train 220 is in the form of a first planetary gear 230, and the second gear train 225 is in the form of a second planetary gear 235. The first electric motor 210 and the second electric motor 215 each have a first output shaft 240 and a second output shaft 245 for providing rotational mechanical power. Figure 2 As shown, both the first planetary gear 230 and the second planetary gear 235 have a sun gear 250, one or more planetary gears 255 meshing with the sun gear 250, and a ring gear 260 surrounding and meshing with the planetary gears 255. The sun gear 250 of the first planetary gear 230 is fixed to the first output shaft 240 of the first electric motor 210, and the sun gear 250 of the second planetary gear 235 is fixed to the second output shaft 245 of the second electric motor 215. The ring gear 260 of the first planetary gear 230 and the second planetary gear 235 is fixed to the housing 265 of the electric powertrain 200. The planetary gears 255 of the first planetary gear 230 are carried by a first carrier 270. The first carrier 270 is configured to connect to the drive shaft 125, thereby transmitting mechanical power from the transmission 205 to the propulsion system 130. The planetary gears 255 of the second planetary gear 235 are carried by a second carrier 275.

[0041] like Figure 2 As shown, the electric powertrain 200 includes at least one clutch 280 that engages and disengages a second electric motor 215 from a first electric motor 210. Through the clutch 280, the transmission 205 of the electric powertrain 200 can further shift gears, allowing changes in the speed and torque from the second electric motor 215. The first electric motor 210 is permanently connected to the drive shaft 125 (i.e., without a clutch), enabling it to provide continuous power to the drive shaft 125 and the propulsion system 130. In other words, the first electric motor 210 has an uninterrupted connection to the drive shaft 125, while the second electric motor 215 has a discontinuous connection to the drive shaft 125. This configuration of the electric powertrain 200 facilitates power shifting, where power is always available to the wheels 135 even when a shift occurs at clutch 280. Due to the continuous power supply, the driver and / or passengers may not typically perceive any gear shifts. Furthermore, the acceleration performance of the vehicle 100 is enhanced, and the vehicle 100 is better able to maintain speed on higher inclines.

[0042] In the example shown, the electric powertrain 200 includes a single clutch 280, but in other examples, the electric powertrain 200 may include more than one clutch. In one variation, clutch 280 is a dog clutch (e.g., a three-way dog ​​clutch), while in another variation, clutch 280 includes a dog clutch (e.g., a two-way dog ​​clutch) and an optional one-way clutch (SOWC). In a further variation, clutch 280 includes a wet disc clutch or a dry disc clutch. A first output shaft 240 for a first electric motor 210 has a clutch engagement member 285, wherein clutch 280 is capable of selectively engaging different gear members on a second output shaft 245 and a second carrier 275. A second carrier 275 of a second planetary gear 235 has a first gear member 290, at which clutch 280 engages when in the first gear. When in first gear, clutch 280 connects first gear engagement member 290 to clutch engagement member 285, such that the speed (i.e., rpm) provided by second electric motor 215 is reduced via second gear train 225, and the torque provided by second electric motor 215 to first output shaft 240 is increased via planetary gear 255 of second planetary gear 235. Second output shaft 245 of second electric motor 215 has second gear engagement member 295, at which clutch 280 engages when in second gear. When in second gear, clutch 280 connects second gear engagement member 295 to clutch engagement member 285, such that the speed and torque of second electric motor 215 are directly provided to first output shaft 240 of first electric motor 210. Compared to first gear, the speed of second electric motor 215 provided to first output shaft 240 of first electric motor 210 is faster, and the torque is lower.

[0043] Clutch 280 can also be positioned in neutral, in which the second electric motor 215 is not mechanically engaged with the first electric motor 210. In neutral or shift positions, the first electric motor 210 can provide the sole mechanical power to propel the vehicle 100. This ability to propel the vehicle 100 solely by the first electric motor 210 when the second electric motor 215 is disconnected from the first output shaft 240 allows the second electric motor 215 to synchronize its speed with the first electric motor 210, thus engaging clutch 280 (e.g., when clutch 280 is a dog clutch) without interrupting the power to the vehicle 100. This also allows the first electric motor 210 to operate more efficiently than when sharing the output load with the second electric motor 215.

[0044] By using more than one electric motor, the powertrain system 105 is configured to allow the use of smaller consumer-grade electric motors to power larger commercial-grade vehicles, such as those with an FHWA rating of four (4) or higher. For example, a consumer-grade electric motor could be used to move a vehicle 100 weighing 40,000 pounds (18,144 kg) or more. Typically, but not always, consumer-grade electric motors are cheaper, lighter, and capable of providing higher speeds compared to commercial-grade electric motors with higher torque. Furthermore, these consumer-grade motors tend to be more power-dense and energy-efficient, thereby extending the range of the vehicle 100 between ESS 115 charges.

[0045] Due to high demand and high production volumes, improvements in electric motor technology tend to occur more rapidly in the consumer space. Therefore, the advantages of consumer automotive electric motors over lower-demand commercial vehicle electric motors are expected to become even more pronounced in the future. However, there are still drawbacks to using these consumer-grade electric motors in heavy-duty commercial vehicles. The torque generated by a single consumer-grade electric vehicle motor is often insufficient to properly move and / or accelerate heavy vehicles such as buses and semi-trailers. There is also a trend towards operating consumer-grade electric motors at higher speeds or revolutions per minute (rpm), which is undesirable for heavy-duty commercial vehicles that tend to operate at lower speeds and require higher torque.

[0046] To facilitate the use of these consumer electric vehicle motors in heavy-duty commercial applications, the powertrain system 105 includes at least two electric motors (e.g., a first electric motor 210 and a second electric motor 215) to provide sufficient torque and power to the drive shaft 125 and the propulsion system 130. The powertrain system 105 also includes at least a first gear train 220 to reduce speed and increase the torque provided by the first electric motor 210 and / or the second electric motor 215. As shown, the powertrain system 105 may include additional gear trains, such as a second gear train 225, to enhance the performance of the powertrain system 105.

[0047] This multi-motor design also allows for more efficient energy utilization. The power, speed, and / or torque provided by the first electric motor 210 and the second electric motor 215 can be adjusted, enabling the motors to operate more efficiently for different operating conditions. For example, the clutch 280 can change the gear ratio of the second gear train 225, thereby adjusting the output speed and / or torque provided by the second electric motor 215. The clutch 280 can also be used to disconnect the second electric motor 215 from the first electric motor 210, allowing the first electric motor 210 to provide all propulsive mechanical power to the drive shaft 125. Simultaneously, the second electric motor 215 can be shut off to conserve power and allow the first electric motor 210 to operate within its effective power band, or the speed of the second electric motor 215 can be changed for gear-shifting purposes. Again, with the first electric motor 210 permanently connected to the drive shaft 125, power can always be applied to the propulsion system 130, making any gear shifts via the second gear train 225 through the clutch 280 imperceptible to the driver and / or passengers of the vehicle 100. Since the first electric motor 210 continuously supplies power to the wheels 135, the powertrain system 105 can spend an appropriate amount of time during gear shifts, thereby improving the efficiency and performance of the vehicle 100. The powertrain system 105 is able to provide more than sufficient time to handle the timing and synchronization issues between the first electric motor 210, the second electric motor 215, the second gear train 225, and / or the clutch 280. By providing additional shift time without interrupting power, better synchronization can be achieved before the clutch engages, which in turn extends the lifespan of the clutch 280.

[0048] This unique dual-motor architecture further improves energy efficiency. For example, the controller 110 can set the torque of the first electric motor 210 to zero (0), allowing the second electric motor 215 to propel the vehicle 100 independently. This can occur, for example, at low vehicle speeds, where the speed of the first electric motor 210 is too slow for it to operate in its efficient range; while at other times, the torque and speed profiles may depend on the type and design of the two motors.

[0049] In one example, the first electric motor 210 and the second electric motor 215 are the same type of electric motor, such that the two motors typically provide the same speed and torque output curves within normal manufacturing tolerances. For example, the first electric motor 210 and the second electric motor 215 of one model are manufactured by the same manufacturer under the same part number and / or stock unit (SKU), such that the first electric motor 210 and the second electric motor 215 are interchangeable parts. In a variant, the first electric motor 210 and the second electric motor 215 are high-speed electric motors, and in a particular form, the first electric motor 210 and the second electric motor 215 each have a peak speed of at least 10,600 rpm.

[0050] In other examples, the first electric motor 210 and the second electric motor 215 are not of the same type, making them non-interchangeable components. For example, one motor may be a high-speed motor, while the other is a low-speed motor. In some variations, the first electric motor 210 and the second electric motor 215 may also have different numbers of windings, winding patterns, winding wire gauges, winding wire cross-sectional shapes, stator configurations, and / or rotor configurations, to name just a few. Using different types of electric motors in the electric powertrain 200 can promote optimal or near-optimal energy efficiency and / or power characteristics for the specific use of the vehicle 100.

[0051] exist Figure 3 An example of a transmission 205 in an electric powertrain 200 is shown. As can be seen, the electric powertrain 200 in this example includes a transmission 205 that is compatible with... Figure 2 The electric motor drive 300 is configured in a similar manner to the drive unit 205 shown. For example, the electric motor drive 300 includes a first electric motor 210, a second electric motor 215, a first gear train 220, and a second gear train 225 of the type described above. The first gear train 220 is in the form of a first planetary gear 230, and the second gear train 225 is in the form of a second planetary gear 235. The first planetary gear 230 is mounted to a first output shaft 240, and the second planetary gear 235 is mounted to a second output shaft 245. The first output shaft 240 and the second output shaft 245, along with the remaining components of the electric motor drive 300, rotate about and are oriented along the longitudinal axis 305, thus giving the centerline orientation of the electric motor drive 300. This centerline orientation allows for a 1:1 ratio, which is more efficient than a parallel-shaft architecture with parallel motors, which requires gear meshing to provide power back to the output centerline. With the centerline orientation shown, there is no such gear meshing loss for a 1:1 ratio. These power loss differences are further amplified by losses occurring not only during propulsion but also during regenerative braking.

[0052] The components of the electric motor drive unit 300 are housed within the housing 265. For example... Figure 3 As shown, the first electric motor 210 and the second electric motor 215 each include a rotor 310 and a stator 315. The rotor 310 of the first electric motor 210 is fixed to a first output shaft 240, and the rotor 310 of the second electric motor 215 is fixed to a second output shaft 245. The stator 315 is further fixed to a housing 265. The rotor 310 is configured to rotate relative to the fixed stator 315. When rotating, the rotor 310 of the first electric motor 210 causes the first output shaft 240 to rotate, which in turn powers the first planetary gear 230. The first planetary gear 230 reduces the output speed of the first electric motor 210 and / or the second electric motor 215 supplied to the drive shaft 125 via the first carrier 270. Similarly, this reduction in speed of the first gear train 220 can facilitate the use of higher-speed electric motors in consumer vehicles in heavy-duty commercial vehicles.

[0053] The rotor 310 of the stator 315 rotates the second output shaft 245, which in turn powers the second planetary gear 235. Similarly, the second planetary gear 235 has a second carrier 275, which is configured to transmit mechanical power to the first output shaft 240 via a clutch 280. Figure 3 The clutch 280 is a forced clutch 320 in the form of a dog-tooth clutch 325. The dog-tooth clutch 325 is actuated or moved by a clutch actuator 330. The clutch actuator 330 is operatively connected to and controlled by the controller 110 via CAN 120. In one form, the clutch actuator 330 includes an electric motor or solenoid having a linkage that actuates the clutch 280 to engage or disengage the first gear member 290 or the second gear member 295. The controller 110 is further operatively connected to the first electric motor 210 and the second electric motor 215 to control the speed, torque, and / or relative position of the first electric motor 210 and the second electric motor 215.

[0054] By using the interface-type connected forced clutch 320, the dog clutch 325 significantly reduces power loss caused by slippage, which is typically present in friction clutches such as wet and dry disc clutches. Wet and dry clutches typically require high hydraulic pressure. On the other hand, dog clutches typically require low lubrication pressure. Therefore, the dog clutch 325 reduces the pressure requirements of the hydraulic system in the electric motor drive 300. The overall design of the electric powertrain 200 facilitates the use of the dog clutch 325. When needed, the first electric motor 210 is able to provide continuous power to the drive shaft 125, so the controller 110 can opportunistically allow the second electric motor 215 to rotate appropriately up or down to match the speed and relative position of the first gear member 290 or the second gear member 295 with the clutch engagement member 285 of the first electric motor 210, thereby promoting smooth engagement with minimal power loss.

[0055] like Figure 3 As shown, the second gear train 225 and clutch 280 can be accommodated between the first electric motor 210 and the second electric motor 215, thus providing a compact configuration. Again, this compact centerline configuration allows the electric motor drivetrain 300 to be easily retrofitted into pre-existing vehicle designs with minimal redesign of major systems such as the suspension, braking, and steering systems. Although only two motors are shown, the electric powertrain 200 can have more than two motors. For example, this design is modular, allowing additional motors, gear trains, and / or clutches to be daisy-chained to the end of the second electric motor 215, thereby providing additional mechanical power.

[0056] A method for operation will now be described. Figure 1 , Figure 2 and Figure 3 The technology of the powertrain system 105 shown is discussed. (Regarding actuation...) Figure 3 The technology is described using a dog-tooth clutch 325, but it should be recognized that this technology can be used to control other types of clutches 280. Furthermore, other types of powertrain systems 105 can be controlled in a similar manner. Using this technology, the controller 110 processes information from the powertrain system 105 and sends control signals to the powertrain system 105, thereby controlling the operation of the first electric motor 210, the second electric motor 215, and the clutch 280.

[0057] Initially, clutch 280 is positioned in the neutral / shift position, where clutch 280 is not engaged with the first gear member 290 and the second gear member 295. Controller 110 determines whether clutch 280 needs to shift gears based on several factors, such as the operating conditions of vehicle 100 and powertrain system 105. Controller 110 can then shift clutch 280 from the neutral position to a first range or shift position, in which clutch 280 engages the first gear member 290 with clutch engagement member 285. In the first gear position, both the first electric motor 210 and the second electric motor 215 power drive shaft 125. Compared to the second range or shift position, in the first gear position, the second electric motor 215 provides greater torque to clutch engagement member 285 of the first output shaft 240 at a lower speed. Controller 110 can then switch clutch 280 back to the neutral position to maintain clutch 280 in the neutral position, such that mechanical power is not transmitted by the second electric motor 215 or subsequently shift clutch 280 to the second gear position. The controller 110 can then switch the clutch 280 from the first gear to the neutral position.

[0058] Based on the operating needs and conditions of vehicle 100, controller 110 can switch electric powertrain 200 to a second gear. When controller 110 selects the second gear, it shifts clutch 280 from neutral to the second gear. In the second gear, clutch 280 mechanically connects second gear member 295 to clutch engagement member 285 of first output shaft 240. In the second gear, both first electric motor 210 and second electric motor 215 provide power to drive shaft 125. Compared to the first gear, in the second gear, second electric motor 215 provides lower torque to clutch engagement member 285 of first output shaft 240 at a higher speed. Controller 110 shifts clutch 280 to neutral to hold clutch 280 in neutral, so that mechanical power is not transmitted by second electric motor 215 or subsequently shifted clutch 280 to the first gear. Controller 110 shifts clutch 280 from the second gear to neutral.

[0059] When in neutral or shift position, only the first electric motor 210 provides mechanical power to the drive shaft 125 of the vehicle 100 via the first planetary gear 230. Alternatively, mechanical power can be transmitted from the wheels 135 of the propulsion system 130 to the first electric motor 210 for regenerative braking purposes, where the first electric motor 210 acts as a generator to recharge the ESS 115. In this neutral position, the first electric motor 210 typically provides power to move the wheels 135. However, for example, during downhill coasting, the first electric motor 210 can be temporarily shut off to conserve energy or used again as a generator to recharge the ESS 115.

[0060] When clutch 280 is in neutral, the second electric motor 215 can also be temporarily (or semi-permanently) shut off to save energy. When shifting between first and second gear, controller 110 temporarily moves clutch 280 to neutral. While in neutral during a shift, the speed and relative orientation of the output from the second electric motor 215 (i.e., at the first gear member 290 or the second gear member 295) are altered to generally correspond to the current speed and position of the first electric motor 210 when using a forced clutch 320 (e.g., a dog clutch 325). Once the speed and position are generally matched, clutch 280 can shift from neutral to the desired shift position or range. Compared to a forced clutch 320, when clutch 280 is a friction-based clutch, such as a dry or wet disc clutch, the speed and relative position of the first electric motor 210 and the second electric motor 215 do not need to be precisely matched.

[0061] When the dog clutch 325 is in the first gear, it connects the first gear engagement member 290 of the second carrier 275 to the clutch engagement member 285 of the first output shaft 240. Both the first electric motor 210 and the second electric motor 215 provide mechanical power to the drive shaft 125 of the vehicle 100. Again, the first planetary gear 230 reduces the rotational speed from the combined output of both the first electric motor 210 and the second electric motor 215. This again allows consumer-grade motors (which are often high-speed motors) to be used in heavy-duty commercial vehicles. Again, mechanical power can also be transmitted from the wheels 135 of the propulsion system 130 to the first electric motor 210 and / or the second electric motor 215 in the opposite manner for regenerative braking purposes, where the first electric motor 210 and / or the second electric motor 215 act as generators to recharge the ESS 115.

[0062] The second electric motor 215 can supplement or even replace the torque provided by the first electric motor 210. When the clutch 280 is in the first gear, the second planetary gear 235 reduces speed and increases the torque output from the second electric motor 215 via the planetary gear 255. The speeds of the first electric motor 210 and / or the second electric motor 215 can be adjusted so that the dog clutch 325 can engage. Since the second electric motor 215 provides supplemental (or primary) mechanical power, the first electric motor 210 can be smaller than required under peak load. This, in turn, allows high-speed electric motors designed for consumer passenger vehicles to be used in larger commercial vehicles. Furthermore, the first electric motor 210 and the second electric motor 215 can be selected based on the desired power and energy requirements of the vehicle 100. This, in turn, can increase the range of the vehicle 100 on a single ESS 115 charge. Typically, when in the first gear, both the first electric motor 210 and the second electric motor 215 provide power to the drive shaft 125. However, in certain usage scenarios, one of the motors can be shut off to save power. For example, the second electric motor 215 can be turned off, allowing the first electric motor 210 to provide all power to the wheel 135. Alternatively, the first electric motor 210 can be turned off, allowing the second electric motor 215 to provide all power to the wheel 135. This can help improve efficiency under normal conditions, such as low-speed parking lot operations.

[0063] Similarly, when in the second gear or position, the second electric motor 215 can supplement the torque provided by the first electric motor 210. When in the second gear, the dog clutch 325 connects the second gear engagement member 295 of the second output shaft 245 to the clutch engagement member 285 of the first output shaft 240. Typically, but not always, the controller 110 selects the second gear when the vehicle 100 is traveling at a higher speed compared to the first position range. Typically, when in the second gear, both the first electric motor 210 and the second electric motor 215 provide power to the drive shaft 125. However, in some applications, one of the motors can be turned off to save power. For example, the second electric motor 215 can be turned off, allowing the first electric motor 210 to provide all power to the wheels 135. Alternatively, the first electric motor 210 can be turned off, allowing the second electric motor 215 to provide all power to the wheels 135.

[0064] Both the first electric motor 210 and the second electric motor 215 provide mechanical power to the drive shaft 125 of the vehicle 100. In this configuration, the mechanical output of the second electric motor 215 bypasses the second gear train 225. Again, the first planetary gear 230 reduces the rotational speed at the combined output of both the first electric motor 210 and the second electric motor 215. It should be recognized again that this configuration of the electric powertrain 200 allows consumer-grade passenger motors (which tend to have high operating speeds) to be used in heavy-duty commercial vehicles. Again, mechanical power can also be transmitted from the wheels 135 of the propulsion system 130 to the first electric motor 210 and / or the second electric motor 215 for regenerative braking purposes, where the first electric motor 210 and / or the second electric motor 215 act as generators to recharge the ESS 115.

[0065] Figure 4 It shows that it can be used Figure 1 A schematic diagram of another example of the electric powertrain 400 used in the powertrain system 105. Figure 5 A cross-sectional view of the electric powertrain 400 is shown. The electric powertrain 400 shares numerous components and functions with the previously described components (see, for example...). Figure 2 and 3 For the sake of brevity, these common characteristics will not be described in detail below, but please refer to the previous discussion.

[0066] As depicted, the electric powertrain 400 includes a multi-motor continuous power transmission 405. The transmission 405 of the electric powertrain 400 includes a first electric motor 410 having a first inverter 412 and a second electric motor 415 having a second inverter 417. The first inverter 412 is electrically connected between the ESS 115 and the first electric motor 410, and the second inverter 417 is electrically connected between the ESS 115 and the second electric motor 415. The first inverter 412 and the second inverter 417 convert direct current (DC) from the ESS 115 into alternating current (AC), thereby supplying power to the first electric motor 410 and the second electric motor 415, respectively. For example, during regenerative braking, the first electric motor 410 and the second electric motor 415 can also function as generators. In this case, the first inverter 412 and the second inverter 417 act as rectifiers by converting the AC power from the first electric motor 410 and the second electric motor 415 into DC power supplied to the ESS 115, respectively. In the example shown, the first inverter 412 and the second inverter 417 include a combined inverter-rectifier that at least converts DC to AC and AC to DC. In one example, the first electric motor 410 and the second electric motor 415 are electric motors of the same type, such that the two motors typically provide the same speed and torque output within normal manufacturing tolerances. In other words, the first electric motor 410 and the second electric motor 415 are interchangeable. In one form, both the first electric motor 410 and the second electric motor 415 are high-speed electric motors; in another form, both the first electric motor 410 and the second electric motor 415 are low-speed electric motors. In alternative variations, the first electric motor 410 and the second electric motor 415 can be different, such that, for example, one is a high-speed motor and the other is a low-speed motor.

[0067] In one configuration, the first electric motor 410 and the second electric motor 415 may be interchanged. In a specific example, the first electric motor 410 and the second electric motor 415 are high-speed electric motors of the same type, having a rated speed of at least 5,000 revolutions per minute (rpm). More specifically, the first electric motor 410 and the second electric motor 415 each have a rated speed of at least 10,600 rpm, a rated peak power of at least 250 horsepower (hp), a rated continuous power of at least 150 hp, a rated continuous torque of at least 240 pound-feet (lb-ft), and a rated peak torque of at least 310 lb-ft.

[0068] The transmission 405 of the electric powertrain 400 also includes a first gear train 420 and a second gear train 425, both located at the output ends of the first electric motor 410 and the second electric motor 415. As can be seen, the first gear train 420 is located at the output end of the entire transmission 405 near the drive shaft 125. The second gear train 425 is sandwiched or located between the second electric motor 415 and the first gear train 420. This configuration helps to suppress noise generated by the second gear train 425. In the example shown, the first gear train 420 is in the form of a first planetary gear 430, and the second gear train 425 is in the form of a second planetary gear 435. The first electric motor 410 and the second electric motor 415 each have a first output shaft 440 and a second output shaft 445 for providing rotational mechanical power. In the example shown, the second output shaft 445 is hollow, allowing the first output shaft 440 to extend concentrically through the second output shaft 445. Similar to the previous example, the first planetary gear 430 has a first carrier 450 connected to the drive shaft 125, and the second planetary gear 435 has a second carrier 455.

[0069] like Figure 4 and Figure 5 As shown, the electric powertrain 400 includes at least one clutch 460 with a clutch actuator 462 that engages and disengages a second electric motor 415 from a first electric motor 410. Through the clutch 460, the transmission 405 of the electric powertrain 400 is further capable of shifting gears, allowing changes in speed and / or torque from the second electric motor 415. The first electric motor 410 is permanently connected to the drive shaft 125 (i.e., without a clutch), enabling it to provide continuous power to the drive shaft 125 and the propulsion system 130. In other words, the first electric motor 410 has an uninterrupted connection to the drive shaft 125, while the second electric motor 415 has a discontinuous connection to the drive shaft 125. This configuration of the electric powertrain 400 facilitates power shifting, where power is always available to the wheels 135 even when a shift occurs at clutch 460. Due to the continuous power supply, the driver and / or passengers may not typically perceive any gear shifting.

[0070] In the example shown, the electric powertrain 400 includes a single clutch 460, but in other examples, the electric powertrain 400 may include more than one clutch. In one variation, clutch 460 is a dog clutch 461, while in another variation, clutch 460 is an optional one-way clutch (SOWC). In further variations, clutch 460 includes a wet disc clutch or a dry disc clutch. It should be understood that replacing a dog clutch with a SOWC, a wet disc clutch, and / or a dry disc clutch requires the use of more than one clutch. For example, a dog clutch may be replaced by two wet or dry disc clutches. A first output shaft 440 for a first electric motor 410 has a clutch engagement member 465 at which clutch 460 can engage the first output shaft 440. A second carrier 455 of a second planetary gear 435 has a first gear position member 470 at which clutch 460 engages when in the first gear position. When in first gear, clutch 460 connects first gear member 470 to clutch engagement member 465, thereby reducing the speed (i.e., rpm) provided by second electric motor 415 via second gear train 425 and increasing the torque provided by second electric motor 415 to first output shaft 440 via second planetary gear 435. The second output shaft 445 of second electric motor 415 has a second gear member 475, at which clutch 460 engages when in second gear. When in second gear, clutch 460 connects second gear member 475 to clutch engagement member 465, thereby directly providing the speed and torque of second electric motor 415 to the first output shaft 440 of first electric motor 410. Compared to first gear, the second electric motor 415 provides a faster speed and lower torque to the first output shaft 440 of first electric motor 410. Clutch 460 can also be positioned in neutral, in which second electric motor 415 is not mechanically connected to first electric motor 410. In neutral, the first electric motor 410 can provide the sole mechanical power to propel the vehicle 100.

[0071] By using more than one electric motor, the powertrain system 105 is configured to allow the use of smaller consumer-grade electric motors to power larger commercial vehicles, such as those with an FHWA rating of four (4) or higher and / or those capable of moving 40,000 pounds (18,144 kg) or more. Typically, but not always, consumer-grade electric motors are cheaper, lighter, and capable of providing higher speeds compared to commercial-grade electric motors with higher torque. Furthermore, these consumer-grade motors tend to be more power-dense and energy-efficient, thus extending the range of the vehicle 100 between ESS 115 charges.

[0072] The electric powertrain 400 operates in a similar manner to that described above. Similarly, this multi-motor design allows for more efficient energy utilization. The power, speed, and / or torque provided by the first electric motor 410 and the second electric motor 415 can be adjusted, allowing the motors to operate more efficiently for different operating conditions. For example, the clutch 460 can change the gear ratio of the second gear train 425, thereby adjusting the output speed and / or torque provided by the second electric motor 415. The dog clutch 461 can also be used to disconnect the second electric motor 415 from the first electric motor 410, allowing the first electric motor 410 to provide all propulsive mechanical power to the drive shaft 125. Simultaneously, the second electric motor 415 can be shut off to save power and allow the first electric motor 410 to operate within its effective power band, or the speed of the second electric motor 415 can be changed for gear shifting purposes. Using the first gear train 420 to reduce output speed, the first electric motor 410 and the second electric motor 415 can be high-speed motors typically developed for buses.

[0073] Once again, because the first electric motor 410 is permanently connected to the drive shaft 125, power can always be applied to the propulsion system 130, making any gear shifts via the second gear train 425 through the clutch 460 imperceptible to the driver and / or passengers of the vehicle 100. Given that the first electric motor 410 continuously supplies power to the wheels 135, the powertrain system 105 can spend an appropriate amount of time during gear shifts, thereby improving the efficiency and performance of the vehicle 100. The powertrain system 105 is able to provide more than sufficient time to handle the timing and synchronization issues between the first electric motor 410, the second electric motor 415, the second gear train 425, and / or the clutch 460.

[0074] Since the first electric motor 410 and the second electric motor 415 are electric motors, hydraulic control is not required because the electric powertrain 400 can be electronically controlled. Again, in a specific example, the first electric motor 410 and the second electric motor 415 are high-speed electric motors of the same type with a rated speed of at least 5,000 rpm. More specifically, the first electric motor 410 and the second electric motor 415 each have a rated speed of at least 10,600 rpm, a rated peak power of at least 250 hp for the sun gear, a rated continuous power of at least 150 hp, a rated continuous torque of at least 240 lb-ft for the first output shaft, and a rated peak torque of at least 310 lb-ft for the rotor. The first planetary gear 430 of the first gear train 420 reduces the output speed from both the first electric motor 410 and the second electric motor 415, such that, in one example, the maximum output speed at the drive shaft 125 is approximately 3,500 rpm, and the maximum output torque at the drive shaft 125 is approximately 3,600 lb-ft.

[0075] Figure 6 It was shown as Figure 4 The electric powertrain 400 shown is a variant of the electric powertrain 600. As can be seen, the electric powertrain 600 contains many of the same components and is designed to be compatible with... Figure 4 The electric powertrain 400 shown is configured in a similar manner. For example, the electric powertrain 600 includes components for... Figure 4 The electric powertrain 400 includes the aforementioned type of second gear train 425, second planetary gear 435, first output shaft 440, second output shaft 445, second carrier 455, clutch 460, and clutch actuator 462. The electric powertrain 600 also includes a first electric motor 610 with a first inverter 612 and a second electric motor 615 with a second inverter 617. Again, the clutch 460 is a dog-tooth clutch 461 to reduce power loss during gear shifts. For the sake of brevity, these common features will not be discussed further below; therefore, please refer to the previous discussion of these features. Figure 4 Unlike the electric powertrain 400, the electric powertrain 600 has a transmission 605 in which the first gear train 420 (i.e., the first planetary gear 430) has been removed. In the example shown, both the first electric motor 610 and the second electric motor 615 are low-speed motors with a rated speed of less than 5,000 rpm. This configuration of the electric powertrain 600 is advantageous when both the first electric motor 610 and the second electric motor 615 are low-speed motors, thus eliminating the need for the first gear train 420 to reduce the speed at the output of the electric powertrain 600.

[0076] Since the first electric motor 610 and the second electric motor 615 are electric motors, hydraulic control is not required because the electric powertrain 600 can be controlled electronically. In a specific example, the first electric motor 610 and the second electric motor 615 are again low-speed electric motors of the same type with a rated speed of less than 5,000 rpm. In one form, the first electric motor 610 and the second electric motor 615 are interchangeable components with the same number of parts or SKUs. More specifically, the first electric motor 610 and the second electric motor 615 each have a rated speed of up to 4,500 rpm, a rated peak power of at least 250 hp (600 volts DC), a rated continuous power of at least 133 hp (600 volts DC), a rated continuous torque of at least 320 lb-ft, and a rated peak torque of at least 735 lb-ft. In one example, without the first gear train 420, the output end at the drive shaft 125 of the electric powertrain 600 has a maximum output speed of about 3,500 rpm and a maximum output torque of about 3,200 lb-ft.

[0077] The second gear train 425 and clutch 460 in the electric powertrain 600 operate in a similar manner to those described above. The controller 110 switches the dog clutch 461 between neutral, first gear, and second gear via the clutch actuator 462, allowing the second electric motor 615 to provide different torques (or not provide any) to the clutch engagement member 465, which is combined with the torque from the first electric motor 610 at the drive shaft 125. When the dog clutch 461 is in neutral, the second electric motor 615 does not supply power to the drive shaft 125. In this case, the first electric motor 610 can provide all power to the drive shaft 125. Again, the first electric motor 610 can also act as a generator during regenerative braking, thereby recharging the ESS 115. The dog clutch 461 engages the first gear member 470 to place the clutch 460 in the first gear, in which the second electric motor 615 can provide higher torque to the drive shaft 125. The dog-tooth clutch 461 shifts to the second gear by engaging the second gear member 475. In the second gear, the torque provided by the second electric motor 615 is lower than that in the first gear, but the speed is higher. Again, both the first electric motor 610 and the second electric motor 615 are low-speed motors, so that the first gear train 420 does not need to reduce the speed at the output end of the electric powertrain 600.

[0078] Figure 7 It was shown as Figure 4 The electric powertrain 700 is a variant of the electric powertrain 400 shown. As can be seen, the electric powertrain 700 contains many of the same components and is designed to be compatible with... Figure 4 The electric powertrain 400 shown is configured in a similar manner. For example, the electric powertrain 700 includes components for... Figure 4 The electric powertrain 400 and Figure 6 The electric powertrain 600 includes the aforementioned type of second gear train 425, second planetary gear 435, second output shaft 445, second carrier 455, clutch 460, and clutch actuator 462. For the sake of brevity, these common features will not be discussed further below; therefore, please refer to the previous discussion of these features.

[0079] As in the previous example, the electric powertrain 700 includes a first electric motor 710 with a first inverter 712 and a second electric motor 715 with a second inverter 717. In the example shown, the first electric motor 710 and the second electric motor 715 are not the same type of motor, making them non-interchangeable. By using different types of motors that can have different speed, torque, and / or power characteristics, the efficiency and power characteristics of the electric powertrain 700 can be improved. In other words, one motor can compensate for the shortcomings of another electric motor under different operating demands. For example, when the electric powertrain 700 is handling a load requiring low speed and high torque, the low-speed, high-torque motor can provide most (if not all) of the power, and the corresponding high-speed, low-torque motor can provide less power. When the conditions are reversed to a low-torque, high-speed condition, the motor's workload can be reversed, causing the high-speed, low-torque motor to provide more (or all) of the power, while the low-speed, high-torque motor provides less power.

[0080] As shown, the first electric motor 710 is located upstream of the drive shaft 125 relative to the second electric motor 715. In the example shown, the first electric motor 710 is a high-speed electric motor, and the second electric motor 715 is a low-speed electric motor. In one embodiment, the first electric motor 710 is a high-speed electric motor with a rated operating speed of at least 5,000 rpm, and the second electric motor 715 is a low-speed electric motor with a rated operating speed of less than 5,000 rpm. In another embodiment, the first electric motor 710 has a rated operating speed of at least 10,600 rpm, a rated peak power of at least 250 hp, a rated continuous power of at least 150 hp, a rated continuous torque of at least 240 lb-ft, and a rated peak torque of at least 310 lb-ft. In one configuration, the second electric motor 715 has a rated operating speed of up to 4,500 rpm, a rated peak power of at least 250 hp (600 volts DC), a rated continuous power of at least 133 hp (600 volts DC), a rated continuous torque of at least 320 lb-ft, and a rated peak torque of at least 735 lb-ft. In another configuration, the speed of the second electric motor 715 is limited to a maximum speed of 3,500 rpm during operation.

[0081] The first inverter 712 and the second inverter 717 convert DC to AC from the ESS 115, thereby supplying power to the first electric motor 710 and the second electric motor 715, respectively. For example, during regenerative braking, the first electric motor 710 and the second electric motor 715 can also function as generators. In this case, the first inverter 712 and the second inverter 717 act as rectifiers by converting AC power from the first electric motor 710 and the second electric motor 715 into DC power supplied to the ESS 115, respectively. In the example shown, the first inverter 712 and the second inverter 717 comprise a combined inverter-rectifier that at least converts DC to AC and AC to DC.

[0082] like Figure 7 As shown, the transmission 705 also includes a first gear train 720. The first gear train 720 is located at the output end of a first electric motor 710, which is located at the end of the electric powertrain 700 opposite to the drive shaft 125. The first electric motor 710 and a second electric motor 715 are sandwiched between the first gear train 720 and the second gear train 725. The first gear train 720 includes a first planetary gear 725. As depicted, the first planetary gear 725 has a sun gear 730 attached to the first electric motor 710; one or more planetary gears 735 engaged to run along a track around the sun gear 730; and a ring gear 740 surrounding the planetary gear 735. The planetary gear 735 engages the sun gear 730 and the ring gear 740. The planetary gear 735 is fixed to a first carrier 745.

[0083] The electric powertrain 700 also has a first output shaft 750, which connects the first carrier 745 of the first planetary gear 725 to the drive shaft 125. Proximity to the drive shaft 125, a clutch engagement member 465 extends radially from the first output shaft 750. As shown, the first output shaft 750 extends longitudinally through the first electric motor 710, the second electric motor 715, and the second output shaft 445. The first output shaft 750 extends concentrically with the second output shaft 445. In one example, the electric motor 710 and the second electric motor 715 are respectively fixed to the first planetary gear 725 and the second output shaft 445 via spline-type connections of the type described and shown above. If desired, the first electric motor 710 can be continuously connected to the drive shaft 125 via the first planetary gear 725 and the first output shaft 750.

[0084] The transmission 705 also includes an optional one-way clutch (“SOWC”) 755 capable of engaging and disengaging the gear ring 740, allowing the gear ring 740 to be stationary or rotating. In the example shown, the SOWC 755 includes a clutch engagement member 760 configured to engage the gear ring 740 of the first planetary gear 725; and a clutch actuator 765 selectively engaging the clutch engagement member 760 with the gear ring 740 to provide torque from the first electric motor 710 to the first output shaft 750. The clutch actuator 765 is operatively coupled to a controller 110, enabling the controller 110 to control the operation of the SOWC 755.

[0085] When the clutch actuator 765 of the SOWC 755 disengages the clutch engagement member 760 from the ring gear 740, the ring gear 740 is able to rotate around the sun gear 730 in the first planetary gear 725 or run along a track. Because the ring gear 740 is in a disengaged state in which it can move, the first carrier 745 remains substantially stationary even when the first electric motor 710 rotates or applies torque to the sun gear 730 of the first planetary gear 725. Therefore, torque is not transmitted from the first electric motor 710 to the drive shaft 125. In another embodiment, the first electric motor 710 can be shut off when torque from the first electric motor 710 is not needed. This prevents rotation of the first electric motor 710. Therefore, no torque is supplied to the drive shaft 125. On the other hand, relative movement of the ring gear 740 is prevented when the controller 110 engages the clutch engagement member 760 with the ring gear 740 via the clutch actuator 765. Fixing the gear ring 740 allows the first carrier 745 to rotate as the sun gear 730 rotates with the first electric motor 710, which in turn allows torque to be transmitted from the first electric motor 710 along the first output shaft 750 to the drive shaft 125. The first electric motor 710 is again a high-speed motor. If needed, the first planetary gear 725 reduces the output speed of the first electric motor 710 so that the speed of the first output shaft 750 can generally be roughly matched to the speed of the lower-speed second electric motor 715.

[0086] The second gear train 425 and clutch 460 in the electric powertrain 700 operate in a similar manner to those described above. The controller 110 switches the dog clutch 461 between neutral, first gear, and second gear via the clutch actuator 462, enabling the second electric motor 715 to provide different torques (or not provide any) to the clutch engagement member 465, which engages with the torque from the first electric motor 710 at the drive shaft 125. When the dog clutch 461 is in neutral, the second electric motor 715 does not supply power to the drive shaft 125. In this case, the first electric motor 710 can provide all power to the drive shaft 125 if needed. Again, the first electric motor 710 can also act as a generator during regenerative braking, thereby recharging the ESS 115. The dog clutch 461 engages the first gear member 470 to place the clutch 460 in the first gear, in which the second electric motor 715 can provide higher torque to the drive shaft 125. The dog-tooth clutch 461 shifts to the second gear by engaging the second gear member 475. In the second gear, the second electric motor 715 provides lower torque but higher speed compared to the first gear. Although the first electric motor 710 is a high-speed motor, its output speed is reduced by the first planetary gear 725, while the second electric motor 715 is a low-speed motor, thus eliminating the need for the first gear train 420 to reduce the output speed of the electric powertrain 700. This configuration, in turn, allows the use of two different or non-interchangeable motors with different power characteristics, enabling the first electric motor 710 and the second electric motor 715 to operate more efficiently cumulatively.

[0087] Figure 8 Another example of an electric powertrain 800 comprising two different types of motors is shown. As can be seen, the electric powertrain 800 contains many of the same components and is designed to be compatible with... Figure 4 The electric powertrain 400 shown Figure 6 The electric powertrain of the 600 and Figure 7 The electric powertrain 700 is configured in a similar manner. For example, the electric powertrain 800 includes a second gear train 425, a second planetary gear 435, a first output shaft 440, a second output shaft 445, a second carrier 455, a clutch 460, and a clutch actuator 462 of the type described above. For the sake of simplicity, these common features will not be discussed in detail below; therefore, please refer to the previous discussion of these features.

[0088] Similar to the earlier example, the electric powertrain 800 includes a first electric motor 810 with a first inverter 812 and a second electric motor 815 with a second inverter 817. In the example shown, the first electric motor 810 and the second electric motor 815 are not the same type of motor, making them non-interchangeable. By using different types of motors that can have different speed, torque, and / or power characteristics, the efficiency and power characteristics of the electric powertrain 800 can be improved. In other words, under different operating demands, one motor can compensate for the shortcomings of the other electric motor. For example, when the electric powertrain 800 handles a load requiring high torque at low speeds, the low-speed, high-torque motor can provide most (if not all) of the power, and the corresponding high-speed, low-torque motor can provide less power. When the conditions are reversed to a low-torque, high-speed condition, the motor's workload can be reversed, causing the high-speed, low-torque motor to provide more (or all) of the power, while the low-speed, high-torque motor provides less power.

[0089] As shown, the first electric motor 810 is located upstream of the drive shaft 125 relative to the second electric motor 815. Figure 7 Compared to the electric powertrain 700, the relative positions of the low-speed motor and the high-speed motor have been interchanged or reversed. In the example shown, the first electric motor 810 is a low-speed electric motor, while the second electric motor 815 is a high-speed electric motor. In one configuration, the first electric motor 810 has a rated operating speed of up to 4,500 rpm, a rated peak power of at least 250 hp (600 VDC) on the sun gear, a rated continuous power of at least 133 hp (600 VDC), a rated continuous torque of at least 320 lb-ft, and a rated peak torque of at least 835 lb-ft. In another configuration, the speed of the first electric motor 810 is limited to a maximum speed of 3,500 rpm during operation. In this configuration, the second electric motor 815 is a high-speed electric motor with a rated operating speed of at least 5,000 rpm, and the second electric motor 815 is a low-speed electric motor with a rated operating speed of less than 5,000 rpm. In one configuration, the second electric motor 815 has a rated operating speed of at least 10,600 rpm, a rated peak power of at least 250 hp, a rated continuous power of at least 150 hp, a rated continuous torque of at least 240 lb-ft, and a rated peak torque of at least 310 lb-ft.

[0090] The first inverter 812 and the second inverter 817 convert DC to AC from the ESS 115, thereby supplying power to the first electric motor 810 and the second electric motor 815, respectively. For example, during regenerative braking, the first electric motor 810 and the second electric motor 815 can also function as generators. In this case, the first inverter 812 and the second inverter 817 act as rectifiers by converting AC power from the first electric motor 810 and the second electric motor 815 into DC power supplied to the ESS 115, respectively. In the example shown, the first inverter 812 and the second inverter 817 comprise a combined inverter-rectifier that at least converts DC to AC and AC to DC.

[0091] like Figure 8 As shown, the transmission 805 also includes a reduction gear train 820, which reduces the speed from the high-speed second electric motor 815 and increases the torque. The reduction gear train 820 is located at the output end of the second electric motor 815. The reduction gear train 820 is sandwiched between the second electric motor 815 and the second gear train 425. The reduction gear train 820 includes a first planetary gear 825. As depicted, the first planetary gear 825 has a sun gear 830 attached to a second output shaft 445; one or more planetary gears 835 that engage to run along a track around the sun gear 830; and a ring gear 840 that surrounds the planetary gear 835. The planetary gear 835 engages both the sun gear 830 and the ring gear 840. The planetary gear 835 is fixed to a carrier 845. The carrier 845 is connected to the input end of the second planetary gear 435 and the second gear shift member 475.

[0092] The electric powertrain 800 also has a first output shaft 850 that connects the first electric motor 810 to the drive shaft 125. Proximity to the drive shaft 125, a clutch engagement member 465 extends radially from the first output shaft 850. As shown, the first output shaft 850 extends longitudinally through the first electric motor 810, the second electric motor 815, the second output shaft 445, and the second gear train 425. The first output shaft 850 extends concentrically relative to the second output shaft 445. In one example, the first electric motor 810 and the second electric motor 815 are respectively fixed to the second output shaft 445 and the first output shaft 850 via spline connections. The first electric motor 810 is continuously connected to the drive shaft 125 via the first output shaft 850.

[0093] As previously described, the first electric motor 810 is a low-speed electric motor, while the second electric motor 815 is a high-speed electric motor. The reduction gear system 820 reduces the speed of the high-speed second electric motor 815 and increases the torque. This power from the first planetary gear 825 is then supplied to the second gear system 425. Since the first electric motor 810 is a low-speed electric motor, its speed does not need to be reduced via planetary gears or other types of gear mechanisms. The first electric motor 810 is continuously connected to the drive shaft 125 via the first output shaft 850.

[0094] The second gear train 425 and clutch 460 in the electric powertrain 800 operate in a similar manner to those described above. The controller 110 switches the dog clutch 461 between neutral, first gear, and second gear via the clutch actuator 462, enabling the second electric motor 815 to provide different torques (or not provide any) to the clutch engagement member 465, which engages with the torque from the first electric motor 810 at the drive shaft 125. When the dog clutch 461 is in neutral, the second electric motor 815 does not supply power to the drive shaft 125. In this case, the first electric motor 810 can supply all power to the drive shaft 125 if needed. Again, the first electric motor 810 can also act as a generator during regenerative braking, thereby recharging the ESS 115. The dog clutch 461 engages the first gear member 470 to place the clutch 460 in the first gear, in which the second electric motor 815 can provide even higher torque to the drive shaft 125 at lower speeds. By engaging the second gear engagement member 475, the dog-tooth clutch 461 shifts to the second gear. Compared to the first gear, the second electric motor 815 provides lower torque but higher speed in the second gear. Although the second electric motor 815 is a high-speed motor, its output speed is reduced by the first planetary gear 825, while the first electric motor 810 is a low-speed motor, thus eliminating the need for the first gear train 420 to reduce the speed from the output of the electric powertrain 800. This configuration, in turn, allows the use of two different or non-interchangeable motors with different power characteristics, enabling the first electric motor 810 and the second electric motor 815 to operate more efficiently cumulatively.

[0095] Figure 9 It shows that it can be used Figure 1 Another example of the electric powertrain 900 used in vehicle 100 is shown in the figure. Figure 10 A cross-sectional view of the electric powertrain 900 is shown. The electric powertrain 900 shares many components and functions with those previously described. For the sake of brevity, these common features will not be described in detail below, but please refer to the previous discussion of these features.

[0096] As depicted, the electric powertrain 900 includes a multi-motor continuous power transmission 902. The transmission 902 of the electric powertrain 900 includes a first electric motor 905 having a first inverter 906 and a second electric motor 907 having a second inverter 908. The first inverter 906 is electrically connected between the ESS 115 and the first electric motor 905, and the second inverter 908 is electrically connected between the ESS 115 and the second electric motor 907. The first inverter 906 and the second inverter 908 convert direct current (DC) from the ESS 115 into alternating current (AC), thereby supplying power to the first electric motor 905 and the second electric motor 907, respectively. For example, during regenerative braking, the first electric motor 905 and the second electric motor 907 can also function as generators. In this case, the first inverter 906 and the second inverter 908 convert the AC power from the first electric motor 905 and the second electric motor 907 into DC power supplied to the ESS 115, respectively. In one example, the first electric motor 905 and the second electric motor 907 are the same type of electric motor, such that the two motors typically provide the same speed and torque output within normal manufacturing tolerances. In one form, the first electric motor 905 and the second electric motor 907 are interchangeable. In another form, both the first electric motor 905 and the second electric motor 907 are high-speed electric motors. In a specific example, the first electric motor 905 and the second electric motor 907 are the same type of high-speed electric motors having a rated speed of at least 5,000 rpm; more specifically, the first electric motor 905 and the second electric motor 907 each have a rated speed of at least 10,600 rpm, a rated peak power of at least 250 hp, a rated continuous power of at least 150 hp, a rated continuous torque of at least 240 lb-ft, and a rated peak torque of at least 310 lb-ft.

[0097] like Figure 9 and Figure 10 As shown, the electric powertrain 900 includes a first gear train 909 and a second gear train 910. The first gear train 909 is located at the output end of the first electric motor 905 and near the drive shaft 125. The first gear train 909 includes a first planetary gear 430 having a sun gear 250. Located opposite the second electric motor 907 and on the other side of the drive shaft 125 is the second gear train 910. The second gear train 910 includes a second planetary gear 915 having a second carrier 920.

[0098] In the example shown, the transmission 902 includes a first output shaft 925, a second output shaft 930, and a third output shaft 935 extending longitudinally within the electric powertrain 900. The first output shaft 925 and the second output shaft 930 are hollow to accommodate the third output shaft 935. The third output shaft 935 extends concentrically within the first output shaft 925 and the second output shaft 930. In one example, a second gear train 910 and a second planetary gear 915 are respectively fixed to the first output shaft 925 and the second output shaft 930 via spline connections of the aforementioned type.

[0099] As shown, the first output shaft 925 and the third output shaft 935 are directly connected to the sun gear 250 of the first planetary gear 430. The second output shaft 930 has a discontinuous connection to the first output shaft 925 via a first clutch 940, which selectively connects the second output shaft 930 to the first output shaft 925. To provide a compact design, the first clutch 940 is located or sandwiched between the first electric motor 905 and the second electric motor 907. In the example shown, the first clutch 940 includes a single-position dog clutch 945, but other types of clutches may be used in other variations. The dog clutch 945 includes a clutch collar 950 and a clutch actuator 955, which is configured to move the clutch collar 950 longitudinally to engage and disengage the second output shaft 930 from the first output shaft 925. The clutch actuator 955 of the first clutch 940 is operatively connected to a controller 110, enabling the controller 110 to control the first clutch 940. In the depicted example, the first output shaft 925 has a clutch engagement member 960 and the second output shaft 930 has a gear shift member 965, and the clutch collar 950 of the dog-tooth clutch 945 selectively engages and disengages the gear shift member 965 of the second output shaft 930 from the clutch engagement member 960 of the first output shaft 925. In other words, the first output shaft 925 and the second output shaft 930 form a discontinuous split-shaft design that can be selectively connected together, allowing torques from the second gear train 910 and the second planetary gear 915 to be combined.

[0100] At the end opposite to the gear shift member 965, the second output shaft 930 is connected to the second planetary gear 915. As in other examples, the second planetary gear 915 includes a sun gear 250, one or more planetary gears 255, and a ring gear 260, generally arranged concentrically with respect to each other. In the depicted example, the second output shaft 930 connects to the second planetary gear 915 at the sun gear 250. The second planetary gear 915 is then connected to the third output shaft 935 via a second carrier 920. Through the second carrier 920, the second planetary gear 915 is able to provide torque to the first output shaft 925, which is then provided to the sun gear 250 of the first gear train 909.

[0101] The transmission 902 also includes a second clutch 970 that engages the second planetary gear 915. In the example shown, the second clutch 970 includes an optional one-way clutch (“SOWC”) 975. The SOWC 975 includes a clutch engagement member 980 configured to engage the ring gear 260 of the second planetary gear 915; and a clutch actuator 985 that selectively engages the clutch engagement member 980 with the ring gear 260 to change the gear ratio of the power supplied by the second planetary gear 915, or to disengage the second electric motor 907. The clutch actuator 985 of the SOWC 975 is operatively connected to a controller 110, enabling the controller 110 to control the second clutch 970. By controlling the operation of the first clutch 940 and the second clutch 970, the controller 110 is able to change and control the speed and torque supplied to the first gear train 909 by the second planetary gear 915. In one embodiment, the first clutch 940 and the second clutch 970 work together to obtain a first gear. To engage the first gear, SOWC 975 engages the gear ring 260 via clutch actuator 985. At this time, the first clutch 940 disengages from clutch engagement member 960, disconnecting the first output shaft 925 from the second output shaft 930. To engage the second gear, SOWC 975 disengages from the gear ring 260 via clutch actuator 985. This allows the gear ring 260 to move forward by inertia. At this time, the first clutch 940 is actuated by clutch actuator 955 to engage with clutch engagement member 960. This connects the first output shaft 925 and the second output shaft 930.

[0102] As should be recognized, Figure 9 The second gear train 910 in the middle is with Figure 7The first planetary gear 725 operates in a similar manner. When the clutch engagement member 980 of the SOWC 975 engages the ring gear 260, the second gear train 910 reduces speed and increases the torque supplied from the second electric motor 907 to the third output shaft 935. When the clutch engagement member 980 disengages from the ring gear 260, torque is not supplied through the second gear train 910. To supply torque from the second electric motor 907, the controller 110 connects the gear shift member 965 of the second output shaft 930 to the clutch engagement member 960 of the first output shaft 925 via a dog clutch 945. In these and other permissible scenarios, the first gear train 909 reduces the speed of the output end supplied by the first electric motor 905 and / or the second electric motor 907, which are high-speed motors.

[0103] Terminology List

[0104] The language used in the claims and specification has only its plain and general meaning, unless explicitly defined below. The words in these definitions have only their plain and general meaning. This plain and general meaning includes all consistent dictionary definitions found in recently published Merriam-Webster and Random House dictionaries. As used in the specification and claims, the following definitions apply to these terms and their common variations identified below.

[0105] "Aftermarket products" typically refer to one or more parts and / or accessories used for the repair and / or enhancement of products manufactured and sold by an original equipment manufacturer (OEM). For example, aftermarket products may include spare parts, accessories, and / or components for motor vehicles.

[0106] An "axis" typically refers to a straight line around which a body, object, and / or geometric figure rotates or can be imagined to rotate.

[0107] "Bearing" generally refers to a machine element that restricts relative movement between moving parts and reduces friction between them to achieve only the desired motion, such as rotational motion. For example, a bearing can be in the form of a loose ball bearing found in cup and tapered hubs. A bearing can also be in the form of a barrel bearing, where a ball bearing is contained within a barrel having a shape similar to a hollow cylinder, wherein the inner surface rotates relative to the outer surface using a ball bearing or other type of bearing.

[0108] A "brake" generally refers to a device used to stop and / or prevent the movement of a mechanism, typically by means of friction, electromagnetic force, and / or other forces. For example, a brake can include a device in a car, bicycle, or other vehicle used to slow down and / or stop the vehicle. In other words, a brake is a mechanical device that inhibits movement by absorbing energy from a moving system. Brakes can, for example, be used to slow down or stop a moving vehicle, wheels, and / or axles, or to prevent their movement. Most often, this is achieved through friction. Types of brakes include friction-type, pressure-type, and / or electromagnetic braking systems. For example, friction-type brakes can include caliper, drum, and / or disc brakes. For example, electromagnetic braking systems can include electric motors / generators present in regenerative braking systems.

[0109] A "clutch" generally refers to a device that engages and disengages the mechanical transmission of power between two or more rotating shafts or other moving components. In one example, one shaft is typically attached to an engine, motor, or other power source that serves as the drive component, while the other shaft (i.e., the driven component) provides output power for doing work. Although the motion involved is typically rotational, linear clutches are also used to engage and disengage components that move in a linear or near-linear motion. Clutch assemblies can be engaged and disengaged, for example, by mechanical actuation, hydraulic actuation, and / or electrical actuation. Clutches can include forced clutches and friction clutches. Wet clutches are typically immersed in a cooling lubricant or other fluid, while dry clutches are not immersed in such liquids. Some non-limiting examples of clutches include conical clutches, centrifugal clutches, torque limiter clutches, axial clutches, disc clutches, dog clutches, and rim clutches, to name just a few.

[0110] A “controller” generally refers to a device that uses mechanical, hydraulic, pneumatic, electronic, and / or microprocessor- or computer-based technologies to monitor and physically alter the operating conditions of a given dynamic system. In a non-limiting example, a controller may include a programmable logic controller (PLC) of the Allen Bradley brand. A controller may include a processor for performing calculations to process inputs or outputs. A controller may include memory for storing values ​​to be processed by the processor or for storing the results of previously processed data. A controller may also be configured to accept inputs and outputs from a large number of input and output devices to receive or send values. Such devices include other computers, keyboards, mice, visual displays, printers, industrial equipment, and systems or machinery of all types and sizes. For example, a controller may control a network or network interface to perform various network communications upon request. The network interface may be part of the controller or characterized as being independent of and remote from the controller. A controller may be a single physical computing device, such as a desktop or laptop computer, or may consist of multiple devices of the same type, such as a group of servers operating as a single device in a networked cluster, or a heterogeneous combination of different computing devices operating as a controller and linked together by a communication network. The communication network connected to the controller may also be connected to a wider area network, such as the Internet. Therefore, a controller may include one or more physical processors or other computing devices or circuits, and may also include any suitable type of memory. A controller may also be a virtual computing platform with an unknown or fluctuating number of physical processors and memory or storage devices. Thus, a controller may be physically located in one geographic location or physically distributed across multiple widely dispersed locations, where multiple processors are connected together via a communication network to operate as a single controller. Multiple controllers or computing devices may be configured to communicate with each other or with other devices via wired or wireless communication links to form a network. Network communication can occur through various controllers operating as network appliances (e.g., switches, routers, firewalls, or other network devices or interfaces) and then through other larger computer networks (e.g., the Internet). Communication can also occur over a network as wireless data transmission carried by electromagnetic waves over transmission lines or free space. Such communication includes transmitting data using WiFi or other wireless local area networks (WLANs) or cellular transmitters / receivers.

[0111] "Controller Area Network" or "CAN" generally refers to a vehicle bus standard designed to allow microcontrollers, sensors, and / or other devices to communicate with each other in an application without a master. CAN systems include message-based protocols originally designed for multiplexed electrical wiring within automobiles, but also for many other environments. Vehicles with CAN systems typically (but not always) include multiple Electronic Control Units (ECUs), also known as nodes. These ECUs can include Engine Control Modules (ECMs) and Transmission Control Modules (TCMs), as well as other control units such as those for airbags, anti-lock braking / ABS, cruise control, electric power steering, audio systems, power windows, doors, mirror adjustment, batteries, and / or hybrid / electric charging systems, to name just a few. CAN includes a multi-master serial bus standard for connecting ECUs. The complexity of an ECU or node can range from simple input / output (I / O) devices to embedded computers with CAN interfaces and software. ECUs or nodes can also act as gateways, allowing general-purpose computers to communicate with devices on the CAN network via interfaces such as USB and / or Ethernet ports. Each ECU typically (but not always) includes a central processing unit, a CAN controller, and a transceiver. CAN systems can include, for example, low-speed CAN (128Kbps) according to ISO 11898-3, high-speed CAN (512Kbps) according to ISO 11898-2, CAN FD according to ISO 11898-1, and single-wire CAN according to SAE J2411.

[0112] A “connection” typically refers to an indirect and / or direct connection between identified elements, components, and / or objects. The manner of the connection usually relates to how the two connected elements interact.

[0113] A "dog-tooth clutch" generally refers to a forced clutch that engages and disengages at least two rotating shafts or other rotating mechanical components through an interventional connection. The two parts of the clutch are designed such that one will push the other, resulting in both rotating at the same speed with little or no slip. Typically, but not always, one part of a dog-tooth clutch includes a series of teeth or other protrusions configured to mate with another part of the dog-tooth clutch, which includes corresponding recesses for receiving the teeth or protrusions. Unlike friction clutches, which allow slip, dog-tooth clutches are used where slip is undesirable and / or where the clutch is not used to control torque. Because there is no slip, dog-tooth clutches are not affected by wear in the same way as friction clutches.

[0114] An "electric motor" generally refers to an electric motor that converts electrical energy into mechanical energy. Typically, but not always, an electric motor operates by the interaction between one or more magnetic fields within the motor and the current in the windings to produce rotational force. Electric motors can be powered by direct current (DC) sources (such as from batteries, motor vehicles, and / or rectifiers) or alternating current (AC) sources (such as power grids, inverters, and / or generators). Generators can (but are not always) be mechanically identical to electric motors, but operate in the opposite direction, accepting mechanical energy and converting it into electrical energy.

[0115] An “Energy Storage System” (ESS) or “energy storage unit” generally refers to a device that captures energy generated once for later use. Energy can be supplied to the ESS in one or more forms, including radiation, chemical, gravitational potential, electric potential, electrical, high temperature, latent heat, and kinetic energy. ESS converts energy from difficult-to-store forms into more convenient and / or more economical storable forms. As non-limiting examples, technologies for accumulating energy in an ESS can include: mechanical capture technologies, such as compressed air storage, flywheels, gravitational potential energy devices, springs, and hydraulic accumulators; electrical and / or electromagnetic capture technologies, such as the use of capacitors, supercapacitors, and superconducting magnetic energy storage coils; biotechnologies, such as the use of glycogen, biofuels, and starch storage media; electrochemical capture technologies, such as the use of flow batteries, rechargeable batteries, and supercells; thermal capture technologies, such as the use of eutectic systems, molten salt storage, phase change materials, and accumulators; and / or chemical capture technologies, such as the use of hydrated salts, hydrogen, and hydrogen peroxide. Common examples of ESS include lithium-ion batteries and supercapacitors.

[0116] "Fasteners" generally refer to hardware devices that mechanically connect or otherwise secure two or more objects together. As a non-limiting example, fasteners may include bolts, pins, nails, nuts, studs, pins, rivets, screws, and snap fasteners, to name just a few.

[0117] A "gear train" generally refers to a gear system that transmits power from one mechanical component to another. For example, a gear train may include a combination of two or more gears mounted on a rotating shaft to transmit torque and / or power. As a non-limiting example, a gear train may include, for example, a planetary gear set.

[0118] "High-speed motor" generally refers to a motor with a rated operating speed of at least 5,000 rpm (revolutions per minute) without the use of gears or other similar devices to change speed.

[0119] "Interchangeable" generally refers to two or more things that can be placed and / or used interchangeably. In other words, one object can be replaced and / or its position changed by another object. For example, interchangeable parts are typically, but not always, manufactured to have nearly identical structural dimensions and shapes within normal manufacturing tolerances and to have nearly identical operating characteristics, such that one part can be replaced by another interchangeable part. In some cases, interchangeable parts can be manufactured and / or sold by a specific company under the same part or stock unit (SKU) identifier, while in other cases, different companies can manufacture and / or sell the same interchangeable parts.

[0120] A "disruptive connection" typically refers to a mechanical linkage between two mechanical components that can be interrupted during normal operation, allowing the components to be mechanically disconnected and reconnected if necessary. When disconnected, the components cannot provide mechanical power to each other. A disruptive connection can include multiple components, such as multiple shafts and gears that engage with each other. A disruptive connection includes at least one mechanism, such as a clutch, designed to disconnect and reconnect the mechanical linkage between the components during normal operation.

[0121] An "inverter" or "power inverter" generally refers to electronic equipment and / or circuitry that at least converts direct current (DC) to alternating current (AC). Some types of inverters may also include a rectifier to convert AC to DC, thus combining the inverter and rectifier functions into a single unit sometimes called an inverter. Inverters can be entirely electronic or a combination of mechanical devices (such as rotating mechanisms) and electronic circuitry. Inverters may also include static inverters that convert DC to AC without using moving parts.

[0122] "Lateral" usually refers to being located, facing, or coming from the side. "Longitudinal" usually refers to the length or longitudinal dimension of an object, rather than its width.

[0123] "Low-speed motor" generally refers to a motor with a rated operating speed of less than 5,000 rpm (revolutions per minute) without the use of gears or other similar devices to change the speed.

[0124] "Motor" generally refers to a machine that provides power to a device with moving parts. Motors can include rotor motors and linear motors. Motors can be powered in a variety of ways, such as by electric, internal combustion, pneumatic, and / or hydraulic power sources. As non-limiting examples, motors can include servo motors, pneumatic motors, hydraulic motors, steam engines, pneumatic pistons, hydraulic pistons, and / or internal combustion engines.

[0125] "Original Equipment Manufacturer" or "OEM" generally refers to an organization that manufactures finished devices from components purchased from other organizations, which are typically sold in consumer or commercial markets under their own brands.

[0126] A “planetary gear” or “planetary gear set” generally refers to a system in which at least two gears are mounted such that the center of at least one gear rotates about the center of another gear. In other words, a planetary gear system comprises a planetary gear system in which the axis of at least one gear rotates about the axis of another gear. In one example, a carrier connects the centers of two gears and rotates to carry a gear called a planetary gear around another gear, usually called the sun gear. Typically, but not always, the planetary gears and the sun gear mesh such that their pitch circles roll without slip. The points on the pitch circles of the planetary gears typically trace an epicycloid curve. In a simplified case, the sun gear is fixed and one or more planetary gears roll around the sun gear. In other examples, planetary gear sets can be assembled such that the planetary gears roll inside the pitch circles of a fixed outer ring gear, or sometimes called a ring gear. In this case, the curve traced by the points on the pitch circles of the planetary gears is an epicycloid. Planetary gears are often used to transmit large torque loads in a compact form.

[0127] A "forced clutch" generally refers to a type of clutch designed to transmit torque without slippage, for example, through a mechanically intervened connection. Some examples of forced clutches include claw clutches (such as square or helical claw clutches) and dog clutches.

[0128] A "powertrain" generally refers to a device and / or system for converting stored energy into kinetic energy for propulsion purposes. A powertrain may include multiple power sources and may be used in non-wheeled vehicles. As a non-limiting example, stored energy may include chemical energy, solar energy, nuclear energy, electrical energy, electrochemical energy, kinetic energy, and / or other potential energy sources. For example, a powertrain in a motor vehicle includes devices that generate power and deliver that power to a road surface, water, and / or air. These devices in a powertrain include engines, motors, transmissions, drive shafts, differentials, and / or final drive components (e.g., drive wheels, continuous tracks, propellers, thrusters, etc.).

[0129] "Rated continuous power" or "continuous rated power" generally refers to the amount of energy or work (i.e., power) that an electric motor will continuously produce per unit time at its rated speed, rated torque, and rated voltage. In other words, rated continuous power is usually the power that an electric motor can produce for a long period of time at its rated speed and rated torque without damaging the motor.

[0130] "Rated operating speed" or "rated speed" generally refers to the rate at which an electric motor will rotate (i.e., its speed) while producing rated continuous power at the rated voltage supplied to it. Typically, but not always, rated operating speed is measured in revolutions per minute (rpm). Generally, rated operating speed is the specified rpm at which the motor operates, taking into account both the motor's mechanical stability and efficiency. Rated voltage and rated horsepower refer to the maximum voltage and horsepower (hp) at which the motor can operate efficiently without damage, respectively. Due to speed reduction caused by increased load (i.e., slip or speed loss), the value of rated operating speed will be slightly lower than the synchronous speed of the electric motor. For example, depending on the amount of slip, the rated speed range of most AC induction motors with a synchronous speed of 1800 RPM is typically from about 1720 RPM to about 1770 RPM. Some newer, high-efficiency or energy-saving electric motors tend to have rated operating speeds that tend towards the higher end of this range.

[0131] "Rated continuous torque" or "continuous rated torque" generally refers to the magnitude of the torque or torque that an electric motor will continuously produce at its rated speed and rated voltage. In other words, rated continuous torque is typically the torque that an electric motor can output for an extended period without damaging it. This value is usually generated close to the motor's maximum speed.

[0132] A rectifier is generally an electronic device and / or circuit that at least converts alternating current (AC) to direct current (DC). Some types of rectifiers include single-phase rectifiers and three-phase rectifiers, as well as those that perform half-wave and / or full-wave rectification.

[0133] A "rotary transformer" generally refers to a rotary sensor used to measure the rotational speed, rate, and / or acceleration of a rotating device. In one example, a rotary transformer includes a rotary power transformer used, for example, to measure rotational degrees in an electric motor, generator, and / or transmission. Rotary transformers can include analog or digital electrical devices. Rotary transformers can be in the form of two-pole or multi-pole rotary transformers. Some other types of rotary transformers include receiver-type rotary transformers and differential-type rotary transformers.

[0134] "Rotor" generally refers to a component or part in a machine that rotates in or around a stationary part, often referred to as a stator. A rotor is a moving or rotating component of a rotating system, such as those found in generators, electric motors, alarms, mud motors, turbines, and / or biological rotors. In a particular non-limiting example, a rotor includes the rotating portion of a generator and / or motor, particularly an induction motor.

[0135] A “selectable one-way clutch” (SOWC) generally refers to a clutch that can be controlled to lock in at least one direction of rotation. One-way clutches are typically (but not always) designed to transmit torque or lock when rotating in one direction, and to allow rotational motion or forward motion by inertia when rotating in the opposite direction. An SOWC is a one-way clutch that can be used to control when and / or in which direction rotational motion is locked or allowed to rotate freely. As a non-limiting example, when torque is applied in one direction of rotation, an SOWC can be activated to lock, thereby transmitting torque and facilitating forward motion by inertia or slip motion in the opposite direction of rotation. In other variations, an SOWC can sometimes be controlled to facilitate forward motion by inertia in both directions of rotation or to lock it to allow torque transmission in both directions of rotation. Alternatively or additionally, an SOWC can be controlled to switch or change the locked direction of rotation and the forward motion by inertia. For example, under one operating condition, the SOWC can be locked when rotating counterclockwise and rotate by inertia when rotating clockwise, while under other conditions, the SOWC can be switched so that it is locked clockwise and rotates by inertia counterclockwise. Some non-limiting examples of SOWC designs include roller, wheel, screw, and mechanical diode type designs. The SOWC can be controlled or actuated in various ways, such as by mechanical actuation and / or electrical actuation. For example, the SOWC can be actuated by hydraulic, pneumatic, and / or electrical actuators, to name a few.

[0136] A "sensor" generally refers to an object designed to detect events and / or changes in a sensor environment and then provide a corresponding output. Sensors include transducers that provide various types of outputs, such as electrical signals and / or optical signals. As non-limiting examples, sensors may include pressure sensors, ultrasonic sensors, humidity sensors, gas sensors, motion sensors, acceleration sensors, displacement sensors, force sensors, optical sensors, and / or electromagnetic sensors. In some examples, sensors include barcode readers, RFID readers, and / or visual systems.

[0137] The term "stator" generally refers to a stationary part or section in a machine, in which or around the rotating parts, usually called rotors, typically rotate. A stator is a stationary part of a rotating system, such as those found in generators, electric motors, alarms, mud motors, turbines, and / or biological rotors. In a particular non-limiting example, a stator includes the stationary portion of a generator and / or electric motor, especially an induction motor.

[0138] An "Inventory Unit" (SKU) typically refers to a different type of item (e.g., a specific product and / or service) used for sale, manufacturing, and / or inventory, along with all attributes associated with that item type that distinguish it from other items. For example, these attributes for a product might include manufacturer, description, material, size, color, packaging, and / or warranty terms. Businesses typically track the quantity of each SKU they have in their inventory. An SKU can also refer to a unique identifier and / or other code that identifies a specific item type. These codes are typically not adjusted and / or standardized.

[0139] "Substantially" generally refers to the degree to which a quantitative representation may differ from that of the specified reference without causing a substantial change in the fundamental function of the subject matter under discussion. The term "substantially" is used herein to indicate the degree of inherent uncertainty attributable to any quantitative comparison, value, measurement, and / or other representation.

[0140] "Symmetrical" generally refers to a property of things that have two sides or halves that are identical to each other, for example, in shape, size, and / or style. In other words, symmetry describes things as having mirror-like features.

[0141] A "synchronizing device" or "synchronizing mechanism" ("synchronizing engagement") generally refers to a device comprising a conical clutch and a retaining ring that uses friction to bring the gear and gear selector to the same speed. In one example, the conical clutch engages first before the gear teeth can engage with the gear selector, which in turn uses friction to bring the gear selector and gear to the same speed. Before synchronization occurs, the retaining ring prevents the gear teeth from contacting the gear selector. When synchronization occurs, the friction on the retaining ring is reduced, and the retaining ring twists slightly. Through this twisting motion, the grooves or notches align, allowing the gear selector to pass further and engage with the gear teeth.

[0142] "Transmission system" generally refers to a power system that provides mechanical power for controlled applications. Transmission systems use gears and / or gear trains to provide speed, direction, and / or torque conversion from a rotating power source to another device.

[0143] "Crossing" generally refers to things, axes, lines, planes, or geometric shapes that extend relative to each other in a non-parallel and / or intersecting manner. For example, when in a traversing arrangement, lines may extend at right angles or perpendicular to each other, but they may also extend at other non-flat angles, such as acute, obtuse, or contra-angles. For example, traversing lines may also form angles greater than zero (0) degrees, thus making these lines non-parallel. When extending in a traversing manner, lines or other things do not necessarily have to intersect each other, but they can.

[0144] "Uninterrupted connection" generally refers to the mechanical linkage between two mechanical components, where there is no interruption in continuity, allowing mechanical forces to be transmitted on a continuous basis if needed. Uninterrupted connections do not require a single connection; therefore, they can include multiple components, such as multiple shafts and gears engaging with each other. Uninterrupted connections do not have mechanisms or other structures, such as clutches, designed to disconnect and reconnect the mechanical linkage between components during normal operation. It should be recognized that uninterrupted connections can occasionally experience accidental breakage leading to component disconnection, but uninterrupted connections are not designed to facilitate such breakage and the resulting disconnection.

[0145] "Vehicle" generally refers to a machine that transports people and / or goods. Common vehicle types can include land-based vehicles, amphibious vehicles, boats, aircraft, and spacecraft. As non-limiting examples, land-based vehicles can include trucks, shopping carts, scooters, bicycles, motorcycles, automobiles, buses, trucks, semi-trailers, trains, handcarts, and trams. Amphibious vehicles, for example, can include hovercraft and duck boats, while boats can include ships, boats, and submarines, to name just a few. Common forms of aircraft include airplanes, helicopters, rotorcraft, and balloons, while spacecraft can include, for example, rockets and rocket-powered aircraft. Vehicles can have a variety of power sources. For example, vehicles can be powered by human propulsion, electricity, chemical combustion, nuclear energy, and / or solar energy. The direction, speed, and operation of a vehicle can be manually controlled, autonomously controlled, and / or semi-autonomously controlled. Examples of autonomous or semi-autonomous vehicles include automated guided vehicles (AGVs) and unmanned aerial vehicles (UAVs).

[0146] The term "or" is inclusive, meaning "and / or".

[0147] It should be noted that, unless otherwise explicitly discussed, the singular forms “a,” “an,” and “the,” as used in the specification and / or claims, include the plural forms. For example, if the specification and / or claims refer to “an apparatus” or “the apparatus,” it includes one or more such apparatuses.

[0148] It should be noted that the use of directional terms such as “upward,” “downward,” “top,” “bottom,” “side,” “longitudinal,” “radial,” “circumferential,” “horizontal,” and “vertical” in this document is merely for the convenience of the reader and to help the reader understand the illustrated embodiments, and is not intended to limit the described, illustrated, and / or claimed features to a particular direction and / or orientation in any way.

[0149] Although the invention has been illustrated and described in detail in the accompanying drawings and foregoing description, it should be considered illustrative rather than restrictive in terms of its features. It should be understood that only preferred embodiments have been shown and described, and all variations, equivalents, and modifications falling within the spirit of the invention as defined by the appended claims are intended to be protected. All publications, patents, and patent applications referenced in this specification are incorporated herein by reference, as if each individual publication, patent, or patent application were specifically and individually indicated to be incorporated herein by reference in its entirety and set forth herein.

[0150] Figure Labels

[0151] Vehicle 100, longitudinal axis 305

[0152] 105 Powertrain System 310 Rotor

[0153] 110 Controller 315 Stator

[0154] 115 ESS 320 Forced Clutch

[0155] 120 CAN 325 Dogtooth Clutch

[0156] 125 drive shaft 330 clutch actuator

[0157] 130 Propulsion System 400 Electric Powertrain

[0158] 135 Wheel 405 Transmission Device

[0159] 140 Power cable 410 First electric motor

[0160] 200 Electric Powertrain 412 First Inverter

[0161] 205 Transmission device 415 Second electric motor

[0162] 210 First electric motor 417 Second inverter

[0163] 215 Second electric motor 420 First gear system

[0164] 220 First gear train 425 Second gear train

[0165] 225 Second gear train 430 First planetary gear

[0166] 230 First planetary gear 435 Second planetary gear

[0167] 235 Second planetary gear 440 First output shaft

[0168] 240 First output shaft 445 Second output shaft

[0169] 245 Second output shaft 450 First carrier

[0170] 250 Sun Gear 455 Second Carrier

[0171] 255 planetary gears 460 clutch

[0172] 260 Gear Ring 461 Dog Tooth Clutch

[0173] 265 Housing 462 Clutch Actuator

[0174] 270 First carrier frame 465 Clutch engagement component

[0175] 275 Second carrier frame 470 First gear component

[0176] 280 Clutch 475 Second Gear Component

[0177] 285 Clutch engagement component 600 Electric powertrain

[0178] 290 First gear component 605 Transmission device

[0179] 295 Second gear component 610 First electric motor

[0180] 300 Electric motor drive unit 612 First inverter

[0181] 615 Second electric motor 850 First output shaft

[0182] 617 Second Inverter 900 Electric Powertrain

[0183] 700 Electric Powertrain 902 Transmission

[0184] 705 Transmission Device 905 First Electric Motor

[0185] 710 First Electric Motor 906 First Inverter

[0186] 712 First Inverter 907 Second Electric Motor

[0187] 715 Second Electric Motor 908 Second Inverter

[0188] 717 Second Inverter 909 First Gear System

[0189] 720 First gear train; 910 Second gear train

[0190] 725 First planetary gear 915 Second planetary gear

[0191] 730 Sun Gear 920 Second Carrier

[0192] 735 Planetary Gear 925 First Output Shaft

[0193] 740 gear ring, 930 second output shaft

[0194] 745 First carrier 935 Third output shaft

[0195] 750 First output shaft 940 First clutch

[0196] 755 SOWC 945 Dogtooth Clutch

[0197] 760 Clutch engagement component; 950 Clutch collar

[0198] 765 clutch actuator 955 clutch actuator

[0199] 800 Electric powertrain 960 Clutch engagement component

[0200] 805 Transmission device; 965 Gear shift component

[0201] 810 First electric motor 970 Second clutch

[0202] 812 First Inverter 975 SOWC

[0203] 815 Second Electric Motor 980 Clutch Engagement Component

[0204] 817 Second Inverter 985 Clutch Actuator

[0205] 820 Reduction Gear System

[0206] 825 First Planetary Gear

[0207] 830 Sun Gear

[0208] 835 Planetary Gear

[0209] 840 gear ring

[0210] 845 carriers.

Claims

1. A powertrain system comprising: an output; a first electric motor having an uninterrupted connection with the output; a second electric motor having an interruptible connection with the output, wherein the first and second electric motors are of the same interchangeable type; a housing; a first planetary gear coupled between the first electric motor and the output; a second planetary gear coupled between the first electric motor and the second electric motor, wherein the second planetary gear includes a sun gear, a ring gear, and one or more planetary gears engaged between the sun gear and the ring gear, wherein the ring gear is fixed to the housing; a first output shaft directly connected to the first electric motor, and having a clutch engagement member; and a second output shaft directly connected to the second electric motor, wherein the clutch is configured to connect to the clutch engagement member to selectively engage: a first gear ratio member on a carrier of the second planetary gear to step up torque from the second electric motor to the first electric motor; a second gear ratio member on the second output shaft to pass through torque from the second electric motor unchanged.

2. The powertrain system of claim 1, wherein the first and second electric motors are high speed motors having a rated operating speed of at least 5,000 rpm.

3. The powertrain system of claim 1, wherein the first and second electric motors are low speed motors having a rated operating speed of less than 5,000 rpm.

4. The powertrain system of claim 1, wherein the interruptible connection includes a clutch configured to couple the second electric motor to the output.

5. The powertrain system of claim 4, wherein the interruptible connection includes a planetary gear configured to at least change an output speed of the second electric motor.

6. The powertrain system of claim 5, wherein the clutch includes a forced clutch.

7. The powertrain system of claim 5, wherein the clutch has an actuator and an optional one-way clutch.

8. The powertrain system of claim 1, wherein the uninterrupted connection includes a planetary gear configured to at least change an output speed of the first electric motor.

9. A powertrain system comprising: an output; a first electric motor having an uninterrupted connection with the output; a second electric motor having an interruptible connection with the output; wherein the first and second electric motors are of different types; and wherein the first electric motor is a low speed motor and the second electric motor is a high speed motor; a housing; a first planetary gear coupled between the first electric motor and the output; a second planetary gear coupled between the first electric motor and the second electric motor, wherein the second planetary gear includes a sun gear, a ring gear, and one or more planetary gears engaged between the sun gear and the ring gear, wherein the ring gear is fixed to the housing; The second planetary gear is connected between the first electric motor and the second electric motor. The second planetary gear includes a sun gear, a ring gear, and one or more planetary gears engaged between the sun gear and the ring gear, wherein the ring gear is fixed to the housing; A first output shaft, the first output shaft being directly connected to the first electric motor, and the first output shaft having a clutch engagement member; and The second output shaft is directly connected to the second electric motor. The clutch is configured to connect to the clutch engagement member for selective engagement: The first gear component on the carrier of the second planetary gear is used to amplify the torque from the second electric motor and transmit it to the first electric motor. A second gearing component on the second output shaft is used to keep the torque from the second electric motor constant.

10. The powertrain system of claim 9, wherein the first electric motor is located upstream of the second electric motor.

11. The powertrain system of claim 9, wherein the second electric motor is located upstream of the first electric motor.

12. The powertrain system of claim 9, wherein the first electric motor has a rated continuous torque greater than that of the second electric motor.

13. The powertrain system of claim 9, wherein the second electric motor has a rated continuous torque greater than that of the first electric motor.

14. The powertrain system of claim 9, wherein the first electric motor has a rated continuous power greater than that of the second electric motor.

15. The powertrain system of claim 9, wherein the second electric motor has a rated continuous power greater than that of the first electric motor.

16. The powertrain system of claim 9, wherein the interruptible connection includes a clutch configured to connect the second electric motor to the output.

17. The powertrain system of claim 16, wherein the interruptible connection includes a planetary gear configured to at least change the output speed of the second electric motor.

18. The powertrain system of claim 17, wherein the clutch includes a forced clutch.

19. The powertrain system of claim 17, wherein the clutch has an actuator and an optional one-way clutch.

20. The powertrain system of claim 9, wherein the uninterrupted connection comprises a planetary gear configured to at least change the output speed of the first electric motor.

21. A powertrain system, comprising: Output terminal; A first electric motor, wherein the first electric motor is continuously connected to the output terminal; A second electric motor, the second electric motor having an interruptible connection to the output terminal; and The second electric motor has a rated continuous torque greater than that of the first electric motor; case; The first planetary gear is connected between the first electric motor and the output end; a second planetary gear coupled between the first electric motor and the second electric motor, wherein the second planetary gear includes a sun gear, a ring gear, and one or more planet gears engaged between the sun gear and the ring gear, wherein the ring gear is fixed to the housing; a first output shaft directly connected to the first electric motor, and having a clutch engagement member; and a second output shaft directly connected to the second electric motor, wherein the clutch is configured to connect to the clutch engagement member to selectively engage: a first gear ratio member on a carrier of the second planetary gear to step up torque from the second electric motor for transmission to the first electric motor; a second gear ratio member on the second output shaft to maintain torque from the second electric motor.

22. The powertrain system of claim 21, wherein the first electric motor is a high speed motor and the second electric motor is a low speed motor.

23. The powertrain system of claim 21, wherein the second electric motor has a greater rated continuous power than the first electric motor.

24. The powertrain system of claim 21, wherein the first electric motor is upstream relative to the second electric motor.

25. The powertrain system of claim 21, wherein the second electric motor is upstream relative to the first electric motor.

26. The powertrain system of claim 21, wherein the interruptible connection includes a clutch configured to couple the second electric motor to the output.

27. The powertrain system of claim 26, wherein the interruptible connection includes a planetary gear configured to at least change an output speed of the second electric motor.

28. The powertrain system of claim 27, wherein the clutch includes a forced clutch.

29. The powertrain system of claim 27, wherein the clutch has an actuator and an optional one-way clutch.

30. The powertrain system of claim 21, wherein the uninterrupted connection includes a planetary gear configured to at least change an output speed of the first electric motor.

31. A powertrain system, comprising: an output; a first electric motor having an uninterrupted connection to the output; a second electric motor having an interruptible connection to the output; wherein the first electric motor and the second electric motor are different types; and wherein the first electric motor is upstream relative to the second electric motor; a housing; a first planetary gear coupled between the first electric motor and the output; a second planetary gear coupled between the first electric motor and the second electric motor, wherein the second planetary gear includes a sun gear, a ring gear, and one or more planet gears engaged between the sun gear and the ring gear, wherein the ring gear is fixed to the housing; a first output shaft directly connected to the first electric motor, the first output shaft having a clutch engagement member; and a second output shaft directly connected to the second electric motor, wherein the clutch is configured to be connected to the clutch engagement member to selectively engage: a first gear ratio member on the carrier of the second planetary gear to increase torque from the second electric motor before being transmitted to the first electric motor; a second gear ratio member on the second output shaft to maintain torque from the second electric motor.

32. The powertrain system of claim 31, wherein the first electric motor is a high speed electric motor and the second electric motor is a low speed motor.

33. The powertrain system of claim 31, wherein the first electric motor is a low speed motor and the second electric motor is a high speed motor.

34. The powertrain system of claim 31, wherein the first electric motor has a greater rated continuous torque than the second electric motor.

35. The powertrain system of claim 31, wherein the second electric motor has a greater rated continuous torque than the first electric motor.

36. The powertrain system of claim 31, wherein the first electric motor has a greater rated continuous power than the second electric motor.

37. The powertrain system of claim 31, wherein the second electric motor has a greater rated continuous power than the first electric motor.

38. The powertrain system of claim 31, wherein the interruptible connection comprises a clutch configured to couple the second electric motor to the output.

39. The powertrain system of claim 38, wherein the interruptible connection comprises a planetary gear configured to at least change an output speed of the second electric motor.

40. The powertrain system of claim 39, wherein the clutch comprises a forced clutch.

41. The powertrain system of claim 39, wherein the clutch has an actuator and an optional one-way clutch.

42. The powertrain system of claim 31, wherein the uninterrupted connection comprises a planetary gear configured to at least change an output speed of the first electric motor.

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