Component alignment for multi-motor hybrid variable speed continuous power transmission

Abstract

The present invention relates to an electric powertrain comprising a first electric motor in uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further comprises a second electric motor in interruptible connection with the drive shaft. In one form, the interruptible connection comprises a clutch. The electric powertrain further comprises 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 order to provide a compact construction, the first electric motor and the second electric motor are arranged in longitudinal orientation with the drive shaft.

Description

Background Technology

[0001] With increasing environmental concerns, there is a growing interest in converting vehicles from fossil fuel power to other forms of energy, such as electricity. This has been the driving force behind some of the major developments in electric motor technology. However, much of this development has been focused on the consumer passenger vehicle market. Commercial vehicle technology has lagged behind these new developments. Currently, electric motors in consumer vehicles typically cannot generate sufficient torque for large commercial vehicles. To achieve these torque values, larger and heavier electric motors are needed, which often increases energy consumption. Furthermore, power loss during gear shifts is a major drawback of transmissions with electric motors.

[0002] Therefore, there is a need for improvement in this area. Summary of the Invention

[0003] Multi-motor systems have been developed to address the aforementioned and other issues. In one form, the system includes dual electric motors that power an output (such as a vehicle drive shaft). For the purposes of this invention, one of the motors (“A”), referred to as the “first motor”, is always connected to the output drive shaft to continuously provide power for propelling the vehicle. In other words, the first motor (A) is uninterruptedly connected to the output. The system also includes a second motor (“B”) that intermittently applies torque to the output shaft. In a variant, the intermittent connection between the second motor (B) and the output includes at least one clutch. This clutch engages and disengages the second motor (B) from the output shaft.

[0004] In one configuration, the outputs of the first motor (A) and the second motor (B) are aligned with each other so that they rotate about a common axis of rotation along the longitudinal axis. In one example, the output shaft of the first motor (A) is surrounded by the output of the second motor (B). In another example, the opposite is true, with the output segment of the second motor (B) surrounded by the output of the first motor (A).

[0005] It should be understood that aligning the rotational axes of the motors helps improve the efficiency of the overall design. This efficiency is achieved through the compactness of the motor shafts and gear drives. A compact motor layout makes the motor lighter and thus more efficient. Furthermore, the longitudinal arrangement reduces the number of gears in the transmission. Transmission losses are primarily due to friction and meshing points between gears. Reducing the frequency of these gears allows the transmission to operate more efficiently. Because this design is more compact, the transmission can be more easily retrofitted into existing vehicle designs. In one version, the motor shaft and output shaft are coaxial. This allows the generated rotational power to be directly transmitted to the vehicle output and then to the wheels.

[0006] In a further variation, these shafts are longitudinally coupled end-to-end. The end or tip of one shaft is nested within another. At this coupling, a claw-shaped clutch collar engages around the shaft for further secure engagement. Moreover, this nested configuration allows for a modular design that enables additional motor assemblies to be stacked longitudinally to provide additional power. This longitudinal design further simplifies maintenance because shafts can be easily replaced without requiring complete or extensive system disassembly. For example, a damaged or worn shaft can be slid out of the system, and a replacement shaft can be slid back in without extensive disassembly.

[0007] The first aspect generally relates to a system comprising a first motor continuously connected to an output and a second motor discontinuously connected to the output.

[0008] The second aspect generally relates to a system of any of the aforementioned aspects, wherein a first motor and a second motor rotate about a common axis of rotation.

[0009] The third aspect generally relates to a system of any of the foregoing aspects, wherein the rotation axis of the second motor is aligned with the rotation axis of the output drive shaft.

[0010] The fourth aspect generally relates to a system of any of the foregoing aspects, wherein a first motor has a first output shaft and a second motor has a second output shaft axially aligned along a longitudinal axis.

[0011] The fifth aspect generally relates to a system of any of the aforementioned aspects, wherein the first output shaft and the second output shaft are coupled in a head-to-tail connection manner.

[0012] The sixth aspect generally relates to a system of any of the foregoing aspects, wherein the first output shaft has an alignment pin received within the second output shaft.

[0013] The seventh aspect generally relates to a system of any of the foregoing aspects, wherein clutch collars that are connected end-to-end around the first output shaft and the second output shaft are arranged in a nested configuration.

[0014] The eighth aspect generally relates to a system of any of the foregoing aspects, wherein the second output shaft has a shift member received within a clutch collar.

[0015] The ninth aspect generally relates to a system of any of the foregoing aspects, wherein the clutch collar is configured to pull the gear shift member toward the first output shaft during gear shifting.

[0016] The tenth aspect generally relates to a system of any of the foregoing aspects, wherein a clutch engagement member couples a clutch collar to a first output shaft.

[0017] The eleventh aspect generally relates to a system of any of the foregoing aspects, wherein a first output shaft has a first lubrication channel and a second output shaft has a second lubrication channel fluidly coupled to the first lubrication channel.

[0018] The twelfth aspect generally relates to a system of any of the foregoing aspects, wherein a first output shaft defines a lubricant supply port that extends from a first lubrication channel to the outside of the first shaft.

[0019] The thirteenth aspect generally relates to a system of any of the foregoing aspects, wherein the first output shaft has alignment pins at opposite ends.

[0020] The fourteenth aspect generally relates to a system of any of the foregoing aspects, wherein the second output shaft has an alignment pin at one end and an alignment pin cavity at the other end.

[0021] The fifteenth aspect generally relates to a system of any of the foregoing aspects, wherein the alignment pin cavity is surrounded by a stop member having one or more stop member teeth.

[0022] The sixteenth aspect generally relates to a system of any of the foregoing aspects, wherein a first planetary gear is coupled to a first output shaft and a second planetary gear is coupled to a second output shaft.

[0023] The seventeenth aspect generally relates to a system of any of the foregoing aspects, wherein a first output shaft has a first sun gear tooth forming part of a first planetary gear, and a second output shaft has a second sun gear tooth forming part of a second planetary gear.

[0024] The eighteenth aspect generally relates to a system of any of the foregoing aspects, wherein the first output shaft of the first electric motor surrounds the second output shaft of the second electric motor.

[0025] The nineteenth aspect generally relates to a system of any of the foregoing aspects, wherein a first output shaft of a first electric motor is attached to a second output shaft of a second electric motor.

[0026] The twentieth aspect generally relates to a system of any of the foregoing aspects, wherein a first motor and a second motor are selectively coupled via a split shaft having a clutch located between the motors.

[0027] The twenty-first aspect generally relates to a method for operating a system of any of the aforementioned aspects.

[0028] Other forms, objects, features, aspects, benefits, advantages, and embodiments of the invention will become clearer with reference to the detailed descriptions and accompanying drawings provided herein. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the vehicle.

[0030] Figure 2For use Figure 1 A schematic diagram of an example of the electric powertrain of the vehicle shown.

[0031] Figure 3 for Figure 2 A cross-sectional view of an example of the electric powertrain shown;

[0032] Figure 4 An exploded view of an example of a shaft assembly;

[0033] Figure 5 for Figure 2 A cross-sectional view of the connection between the first output shaft and the second output shaft in the electric powertrain shown.

[0034] Figure 6 for Figure 2 A cross-sectional view of the first output shaft engaging with the output shaft coupling in the electric powertrain shown.

[0035] Figure 7 for Figure 2 A cross-sectional view of the second output shaft joining the end cover in the electric powertrain system shown.

[0036] Figure 8 For use Figure 1 A schematic diagram of another example of the electric powertrain of the vehicle shown;

[0037] Figure 9 for Figure 8 A cross-sectional view of the electric powertrain shown;

[0038] Figure 10 For use Figure 1 A schematic diagram of yet another example of the electric powertrain of the vehicle shown;

[0039] Figure 11 for Figure 10 The diagram shows a cross-sectional view of the electric powertrain. Detailed Implementation

[0040] To facilitate understanding of the inventive principles, embodiments shown 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. Those skilled in the art will generally contemplate any variations and further modifications to the described embodiments, as well as any further applications of the inventive principles as described herein. While this document specifically illustrates one embodiment of the invention, it will be apparent to those skilled in the art that some features unrelated to the invention may not be shown for clarity.

[0041] The reference numerals in the following text are arranged systematically to help readers quickly identify the first appearance of various components in the accompanying drawings. In particular, the first appearance of a component in the drawing is usually indicated by the leftmost number in the corresponding reference numeral. For example, the element identified by the "100" series of reference numerals may first appear in... Figure 1 In the figures, the elements identified by the “200” series reference numerals may first appear in the figures. Figure 2 And so on.

[0042] Figure 1 A vehicle 100 according to an example is shown. As shown, the 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 the powertrain system 105. The powertrain system 105, controller 110, and energy storage system 115 are operatively connected together to communicate with each other via at least one controller area network (“CAN”) 120. The controller 110 is configured to control the operation of one or more systems and / or other components of the vehicle 100, such as the powertrain system 105 and the energy storage system 115. The powertrain system 105 has an output or drive shaft 125 that transmits mechanical power from the powertrain system 105 to a propulsion system 130. In this example, the propulsion system 130 includes one or more wheels 135, but in other examples, the 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 energy storage system 115.

[0043] Powertrain System 105 is designed for efficient electric propulsion of Vehicle 100. As detailed 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 classification guidelines of the Federal Highway Administration (FHWA), Powertrain System 105 is designed to power Vehicle 100 rated at least Level 4 (Class 4). In one configuration, 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 to existing vehicle chassis designs and / or minor modifications to conventional drivetrains to other parts of Vehicle 100 (such as brake and suspension systems). This, in turn, makes it easy to retrofit existing internal combustion engine vehicles into fully electric vehicles. Furthermore, the centerline design of the powertrain system 105 reduces gear losses and other power losses, making the vehicle 100 more power efficient, which in turn increases the range of other components (such as the energy storage system 115) and reduces their weight.

[0044] Figure 2It shows that it can be used Figure 1 A schematic diagram of an example of an electric powertrain 200 of a powertrain system 105. As shown, the electric powertrain 200 includes a multi-motor continuous drive 205. The drive 205 of the electric powertrain 200 includes a first motor 210 (also referred to as "motor A") and a second motor 215 (also referred to as "motor B"). In one example, the first motor 210 and the second motor 215 are motors of the same type, such that the two motors provide the same speed and torque output substantially within normal manufacturing tolerances. In one form, both the first motor 210 and the second motor 215 are high-speed motors, while in another form, both the first motor 210 and the second motor 215 are low-speed motors. Alternatively, the first motor 210 and the second motor 215 are motors of 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 patterns, etc.).

[0045] The transmission 205 of the electric powertrain 200 also includes a first gear train 220 located at the output end of the first motor 210 and a second gear train 225 located at the output end of the second motor 215. It can be seen that the first gear train 220 is located at the output end of the overall transmission 205 adjacent to the drive shaft 125. The second gear train 225 is sandwiched between or located between the first motor 210 and the second motor 215. This configuration allows the electric powertrain 200 to have a compact design. In this example, the first gear train 220 takes the form of a first planetary gear 230, and the second gear train 225 takes the form of a second planetary gear 235. The first motor 210 and the second motor 215 each have a first output shaft 240 and a second output shaft 245 for providing rotational mechanical power. Figure 2 As shown, the first planetary gear 230 and the second planetary gear 235 each 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 gear 255. The sun gear 250 of the first planetary gear 230 is fastened to the first output shaft 240 of the first electric motor 210, and the sun gear 250 of the second planetary gear 235 is fastened to the second output shaft 245 of the second electric motor 215. The two ring gears 260 of the first planetary gear 230 and the second planetary gear 235 are fastened to the housing 265 of the electric powertrain 200. The planetary gears 255 of the first planetary gear 230 are carried by a first planet carrier 270. The first planet carrier 270 is configured to be connected to a drive shaft 125 to transmit 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 planet carrier 275.

[0046] like Figure 2 As shown, the electric powertrain 200 includes at least one clutch 280 that engages and disengages the second electric motor 215 from the first electric motor 210. Through the clutch 280, the transmission 205 of the electric powertrain 200 is also capable of shifting gears, thereby changing the speed and torque of 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 continuously power the drive shaft 125 and the propulsion system 130. In other words, the first electric motor 210 is continuously connected to the drive shaft 125, while the second electric motor 215 is intermittently connected to the drive shaft 125. This configuration of the electric powertrain 200 facilitates power shifting, ensuring that power is always available to the wheels 135 even when the clutch 280 shifts. With continuous power delivery, the driver and / or occupants typically do not perceive any gear shifts. Furthermore, the acceleration performance of the vehicle 100 is enhanced, and the vehicle 100 is better able to maintain speed at high speeds.

[0047] In this example, the electric powertrain 200 includes a single clutch 280, but in other examples, the electric powertrain 200 may include multiple clutches. In one variant, clutch 280 is a claw clutch (e.g., a three-way claw clutch). In another variant, clutch 280 includes a claw clutch (e.g., a two-way claw clutch) and an optional one-way clutch (SOWC). In a further variant, clutch 280 includes a wet disc clutch or a dry disc clutch. A first output shaft 240 for the first electric motor 210 has a clutch engagement member 285, enabling clutch 280 to selectively engage different gear members on the second output shaft 245 and the second planetary carrier 275. The second planetary carrier 275 of the second planetary gear 235 has a first gear member 290, wherein clutch 280 is engaged in the first gear. When in first gear, clutch 280 connects first gear engagement member 290 to clutch engagement member 285, causing the speed (i.e., rpm) provided by second motor 215 to decrease via second gear train 225, and the torque provided by second motor 215 to first output shaft 240 to increase via planetary gear 255 of second planetary gear 235. Second output shaft 245 of second motor 215 has second gear engagement member 295, wherein clutch 280 is engaged in second gear. When in second gear, clutch 280 connects second gear engagement member 295 to clutch engagement member 285, causing the speed and torque of second motor 215 to be directly provided to first output shaft 240 of first motor 210. Compared to first gear, the speed and torque provided from second motor 215 to first output shaft 240 of first motor 210 are faster and less.

[0048] The clutch 280 can also be positioned in neutral, where the second electric motor 215 is not mechanically coupled to the first electric motor 210. In neutral or shift positions, the first electric motor 210 can provide mechanical power to propel the vehicle 100. Furthermore, the ability of the second electric motor 215 to propel the vehicle 100 solely via the first electric motor 210 when disconnected from the first output shaft 240 allows the second electric motor 215 and the first electric motor 210 to have synchronized speeds. This ensures that engaging the clutch 280 (e.g., when the clutch 280 is a claw clutch) does not interrupt the power supply to the vehicle 100, and also allows the first electric motor 210 to operate more efficiently than when sharing the output load with the second electric motor 215.

[0049] By using more than one electric motor, the powertrain system 105 is configured to allow the use of small consumer-grade electric motors to power large commercial vehicles, such as those rated FHWA Level 4 or higher. For example, a consumer-grade electric motor could be used to move vehicles 100 weighing over 40,000 pounds (18,144 kg). Typically, but not necessarily, consumer-grade electric motors are cheaper, lighter, and capable of providing higher speeds compared to commercial-grade electric motors with higher torque ratings. Furthermore, these consumer-grade electric motors tend to have high power density and energy efficiency, thereby expanding the range of vehicles 100 charged by the energy storage system 115.

[0050] Due to high demand and high production volumes, advancements in electric motor technology tend to accelerate faster in the consumer sector. Therefore, the advantages of consumer-grade electric motors over those in lower-demand commercial electric vehicles are expected to become more pronounced in the future. However, there are still drawbacks to using these consumer-grade electric motors in heavy-duty commercial vehicles. The torque produced by individual consumer-grade electric vehicle motors is often insufficient to move and / or accelerate heavy vehicles such as buses and semi-trucks. Another trend is that consumer-grade electric motors operate at higher speeds or revolutions per minute (rpm), which is not ideal for heavy-duty commercial vehicles that tend to operate at lower speeds and require higher torque.

[0051] To facilitate the use of these consumer electric vehicle electric motors in heavy industrial 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 the speed provided by the first electric motor 210 and / or the second electric motor 215 and increase its torque. 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.

[0052] This multi-motor design also allows for more efficient energy utilization. The power, speed, and / or torque provided by the first motor 210 and the second motor 215 can be adjusted so that the motors operate more efficiently under different operating conditions. For example, the clutch 280 can change the gear ratio of the second gear train 225 to adjust the output speed and / or torque provided by the second motor 215. The clutch 280 can also be used to disconnect the second motor 215 from the first motor 210, allowing the first motor 210 to provide all mechanical propulsion power to the drive shaft 125. Simultaneously, the second motor 215 can be turned off to save power and allow the first motor 210 to operate within its efficient power band, or the speed of the second motor 215 can be changed for gear shifting. Furthermore, with the first motor 210 permanently connected to the drive shaft 125, power can always be applied to the propulsion system 130 so that the driver and / or occupants of the vehicle 100 are virtually unaware of any gear shifting in the second gear train 225 caused by the clutch 280. Given that the first electric motor 210 continuously supplies power to the wheels 135, the powertrain system 105 can improve the efficiency and performance of the vehicle 100 during gear shifts. The powertrain system 105 provides 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 clutch engagement, thereby extending the service life of the clutch 280.

[0053] This unique dual-motor structure further improves energy efficiency. For example, the controller 110 can set the torque of the first motor 210 to zero (0), allowing the second motor 215 to propel the vehicle 100 independently. This may occur, for example, at low vehicle speeds where the speed of the first motor 210 is too slow for it to operate in its efficient region, while at other times, the torque and speed curves may depend on the type and design of the two motors.

[0054] Figure 3 An example of a transmission 205 in an electric powertrain 200 is shown. It can be seen that the electric powertrain 200 in this example includes a transmission 205 that is compatible with… Figure 2The illustrated transmission 205 is similarly constructed to the electric motor transmission 300. For example, the electric motor transmission 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, the second output shaft 245, and the remaining components of the electric motor transmission 300 rotate about and are oriented along the longitudinal axis 305, giving the electric motor transmission 300 a centerline orientation. This centerline orientation allows for a 1:1 gear ratio that is more efficient than a parallel intermediate shaft architecture for electric motors, which requires gear meshing to provide power back to the output centerline. In the illustrated centerline orientation, the 1:1 gear ratio does not have such gear meshing losses. These power loss differences are further amplified due to losses during propulsion and regenerative braking.

[0055] The components of the electric motor drive 300 are enclosed 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 sequentially fixed to a housing 265. The rotor 310 is configured to rotate relative to the fixed stator 315. During rotation, the rotor 310 of the first electric motor 210 rotates the first output shaft 240, which in turn drives a 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 a first planetary carrier 270. Similarly, the speed reduction via the first gear train 220 facilitates the use of high-speed consumer vehicle electric motors in heavy commercial vehicles.

[0056] The rotor 310 of the stator 315 rotates the second output shaft 245, which in turn drives the second planetary gear 235. Similarly, the second planetary gear 235 has a second planetary carrier 275, which is configured to transmit mechanical power to the first output shaft 240 via a clutch 280. Figure 3The clutch 280 is an engaging clutch 320 in the form of a claw clutch 325. The claw 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 embodiment, the clutch actuator 330 includes an associated electric motor or solenoid valve that actuates the clutch 280 to engage or disengage it from a first gear member 290 or a second gear member 295. The controller 110 is further operatively connected to a first electric motor 210 and a 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.

[0057] By using an interface-type engaging clutch 320, the claw clutch 325 significantly reduces the power loss due to slippage commonly found in friction-type clutches (such as wet and dry disc clutches). Wet and dry clutches typically require higher hydraulic pressure. On the other hand, claw clutches normally require only lower lubrication pressure. Therefore, the claw 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 claw clutch 325. The first electric motor 210 can provide continuous power to the drive shaft 125 when needed, and the controller 110 can cause the second electric motor 215 to rotate appropriately up or down so that the speed and relative position of the first gear member 290 or the second gear member 295 are matched with the clutch engagement member 285 of the first electric motor 210, thereby promoting smooth engagement with minimal power loss.

[0058] 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. Furthermore, this compact centerline configuration allows the electric motor drive 300 to be easily retrofitted to existing vehicle designs with only minor redesigns to major systems such as the suspension, braking, and steering systems. Although only two electric motors are shown in the figure, the electric powertrain 200 can have more than two motors. For example, the design is modular, meaning that additional electric motors, gear trains, and / or clutches can be daisy-chained to one end of the second electric motor 215 to provide additional mechanical power.

[0059] Figure 4 An exploded view of a shaft assembly 400 for use in an electric powertrain 200 is shown. As shown, the shaft assembly 400 includes a shaft along a longitudinal axis 305 ( Figure 3The first output shaft 240, the second output shaft 245, the clutch 280, the clutch engagement member 285, and the clutch collar 405 are positioned. The first output shaft 240 and the second output shaft 245 are aligned end-to-end or longitudinally stacked along the longitudinal axis 305. As detailed below, this end-to-end orientation makes the electric powertrain 200 modular. Additional motor-gear assemblies can be stacked onto the ends of the electric powertrain 200 to provide additional power or other functions. Moreover, this design further simplifies maintenance.

[0060] The first output shaft 240 has alignment pins 410 and output alignment pins 412 at opposite ends. Between the alignment pins 410 and 412, the first output shaft 240 has a first shaft body 413, which has a larger diameter than the alignment pins 410 and 412. In the example shown, both the alignment pins 410 and 412 are cylindrical to facilitate alignment and relative rotation of the first output shaft 240. At the end adjacent to the alignment pins 410, the first shaft body 413 has one or more clutch engagement splines 414, while at the end adjacent to the output alignment pins 412, the first shaft body 413 has one or more first sun gear teeth 415 that engage with the first planetary gear 230. The first output shaft 240 also has one or more first motor engagement splines 417 positioned on the first shaft body 413 between the clutch engagement splines 414 and the first sun gear teeth 415. The first motor 210 is fixed to the first output shaft 240 via the first motor engagement spline 417.

[0061] As previously noted, the first output shaft 240 and the second output shaft 245 are aligned end-to-end along the longitudinal axis 305. To facilitate this alignment, the second output shaft 245 defines an alignment pin cavity 420 that receives the alignment pin 410, and at the end opposite the alignment pin cavity 420, the second output shaft 245 has an upstream alignment pin 422. As shown, the inlet of the alignment pin cavity 420 is surrounded by a second stop member 295. Between the end with the alignment pin cavity 420 and the upstream alignment pin 422, the second output shaft 245 has a second shaft body 423, the diameter of which is larger than the diameter of the upstream alignment pin 422. Adjacent to the second stop member 295 and the alignment pin cavity 420, the second shaft body 423 of the second output shaft 245 has one or more second sun gear teeth 425, while adjacent to the upstream alignment pin 422, the second shaft body 423 has one or more second motor engagement splines 427. The second planetary gear 235 engages with the second sun gear tooth 425 on the second output shaft 245, and the rotor 310 of the second motor 215 is fixed to the second motor engagement spline 427 on the second output shaft 245. As shown, the second gear shift member 295 has one or more second gear shift member teeth 428 circumferentially arranged around the second gear shift member 295, which facilitates gear shifting of the clutch 280.

[0062] The engagement between the alignment pin 410 and the alignment pin cavity 420 maintains the alignment of the second output shaft 245 with the first output shaft 240. The alignment pin lip 430 is located just outside the alignment pin cavity 420. The end of the first shaft body 413 is received in the alignment pin lip 430. Furthermore, the alignment pin 410 allows the first output shaft 240 and the second output shaft 245 to have the same axis of rotation, namely, the longitudinal axis 305. Having an axis of rotation along the longitudinal axis 305 allows for a reduction in the number of gear engagements in the electric powertrain 200, which in turn reduces energy loss.

[0063] like Figure 4 As shown, the clutch engagement member 285 defines a first shaft opening 435 in which the clutch engagement member spline 414 of the first output shaft 240 is received. Around the first shaft opening 435, the clutch engagement member 285 has one or more first shaft engagement splines 440 that engage with the clutch engagement member spline 414 of the first output shaft 240. The clutch engagement member 285 also has one or more collar engagement teeth 445 extending around the outer periphery of the clutch engagement member 285.

[0064] In the example shown, the clutch engagement member 285 is generally annular. A clutch collar 405 defines collar teeth 450 that receive the clutch engagement member 285. Around a collar cavity 447, the clutch collar 405 has one or more collar teeth 450 that engage with the collar engagement teeth 445 on the clutch engagement member 285. The clutch collar 405 also has one or more shift teeth 455 disposed around the collar cavity 447. The collar engagement teeth 445 of the clutch collar 405 are configured to selectively engage second gear member teeth 428 on the second gear member 295 of the second output shaft 245 during shifting.

[0065] In the example shown, clutch 280 is an engaging clutch, more specifically a claw clutch without a synchronizing mechanism or synchronizing engagement. Other types of clutches may be used in other examples. As detailed below, to further enhance the alignment between the first output shaft 240 and the second output shaft 245, clutch collar 405 is longitudinally connected end-to-end around the axial alignment pin 410 of the first output shaft 240 in the alignment pin cavity 420 of the second output shaft 245.

[0066] Figure 5 An enlarged cross-sectional view of the electric powertrain 200 in a head-to-tail configuration with the first output shaft 240 and the second output shaft 245 connected is shown. As shown, a shaft alignment pin 410 is received in an alignment pin cavity 420, and a clutch collar 405 surrounds this engagement between the first output shaft 240 and the second output shaft 245. In other words, the clutch collar 405 and the connection between the first output shaft 240 and the second output shaft 245 are arranged concentrically or nestedly. This concentric or nested arrangement helps to stabilize the longitudinal engagement between the first output shaft 240 and the second output shaft 245. The first shaft engagement spline 440 of the clutch engagement member 285 engages with the clutch engagement member spline 414 of the first output shaft 240 at the first shaft opening 435, and the collar teeth 450 of the clutch collar 405 engage with the collar engagement teeth 445 of the clutch engagement member 285. Figure 5 As indicated by the double arrow 505, the clutch collar 405 is slidable along the longitudinal axis 305 for shifting. For example, the clutch collar 405 can slide to selectively engage and disengage the shift teeth 455 with the teeth of the first gear member 290 and the second gear member teeth 428 on the second gear member 295. The clutch collar 405 can also be positioned in the neutral position, such as... Figure 5 As shown. When the clutch 280 is in neutral, the second motor 215 is not mechanically coupled to the first motor 210, so that the second motor 215 cannot provide torque to the first output shaft 240.

[0067] This end-to-end longitudinal shaft arrangement further enhances the lubrication and cooling of components within the electric powertrain 200. Consequently, the first output shaft 240 defines a first lubrication channel 510 through which lubricant flows, and the second output shaft 245 defines a second lubrication channel 515 through which lubricant flows. The first lubrication channel 510 and the second lubrication channel 515 extend along the longitudinal axis 305 to the full length of the first output shaft 240 and the second output shaft 245, respectively. When the first output shaft 240 and the second output shaft 245 are connected, lubricant can flow between the first lubrication channel 510 and the second lubrication channel 515. Both the first output shaft 240 and the second output shaft 245 may have one or more lubricant supply ports 520 to supply lubricant to the various components within the electric powertrain 200.

[0068] See Figure 6 The lubricant supply along the first lubrication channel 510 can be connected to other components. The output alignment pin 412 of the first output shaft 240 is received in the output port 605 of the output shaft coupling 610. The output shaft coupling 610 is coupled to the drive shaft 125.

[0069] At the opposite end, such as Figure 7 As shown, the upstream alignment pin 422 of the second output shaft 245 is received in the shaft alignment collar 705 of the end cap 710, which forms part of the housing 265. As previously described, the longitudinal relationship of the first output shaft 240 and the second output shaft 245 being connected end-to-end facilitates a more flexible modular design, since an additional motor can be coupled to the electric powertrain 200. For example, another motor assembly having a shaft constructed in the same or similar manner as the second output shaft 245 can be coupled to the upstream alignment pin 422 of the second output shaft 245. In this case, the upstream alignment pin 422 of the second motor 215 is received in a corresponding alignment pin cavity 420 of the third motor assembly. The second planetary gear 235, the clutch 280, and other components can be coupled in a manner similar to that described above with respect to the second motor 215.

[0070] Furthermore, longitudinal coupling of the shafts end-to-end allows for a modular design that enables additional motor components to be stacked longitudinally to provide additional power. This longitudinal design further simplifies maintenance because the shafts can be easily replaced without requiring complete or extensive system disassembly. For example, a damaged or worn shaft can be slid out of the system, and a replacement shaft can be slid back in without extensive disassembly.

[0071] Figure 8 It shows that it can be used Figure 1 Illustration of another example of the electric powertrain 800 of the powertrain system 105 shown. Figure 9A cross-sectional view of the electric powertrain 800 is shown. The electric powertrain 800 shares several of the same components and functions with the aforementioned powertrain system (see, for example, see...). Figure 2 and Figure 3 For the sake of brevity, these common features can be found in the preceding text and will not be repeated here.

[0072] As shown in the figure, the electric powertrain 800 includes a multi-motor continuous drive 805. The drive 805 of the electric powertrain 800 includes a first motor 810 having a first inverter 812 and a second motor 815 having a second inverter 817. The first inverter 812 is electrically connected between the energy storage system 115 and the first motor 810, and the second inverter 817 is electrically connected between the energy storage system 115 and the second motor 815. The first inverter 812 and the second inverter 817 convert direct current (DC) from the energy storage system 115 into alternating current (AC) to power the first motor 810 and the second motor 815, respectively. The first motor 810 and the second motor 815 can also act as generators, for example, during regenerative braking. In this case, the first inverter 812 and the second inverter 817 convert the AC power from the first motor 810 and the second motor 815 into DC power, respectively, and supply it to the energy storage system 115. In one example, the first motor 810 and the second motor 815 are the same type of motor, such that both motors provide substantially the same speed and torque output within normal manufacturing tolerances. In one form, both the first motor 810 and the second motor 815 are high-speed motors, while in another form, both the first motor 810 and the second motor 815 are low-speed motors. In alternative variations, the first motor 810 and the second motor 815 can be different, for example, one is a high-speed motor and the other is a low-speed motor.

[0073] The transmission 805 of the electric powertrain 800 also includes a first gear train 820 and a second gear train 825, both located at the output ends of the first electric motor 810 and the second electric motor 815. It can be seen that the first gear train 820 is located at the output end of the overall transmission 805 adjacent to the drive shaft 125. The second gear train 825 is sandwiched between or located between the second electric motor 815 and the first gear train 820. This configuration helps reduce the noise generated by the second gear train 825. In this example, the first gear train 820 takes the form of a first planetary gear 830, and the second gear train 825 takes the form of a second planetary gear 835. The first electric motor 810 and the second electric motor 815 each have a first output shaft 840 and a second output shaft 845 for providing rotational mechanical power. In this example, the second output shaft 845 is hollow, allowing the first output shaft 840 to extend concentrically through the second output shaft 845. Similar to the example above, the first planetary gear 830 has a first planetary carrier 850 connected to the drive shaft 125, and the second planetary gear 835 has a second planetary carrier 855.

[0074] like Figure 8 and Figure 9 As shown, the electric powertrain 800 includes at least one clutch 860, whose clutch actuator 862 engages and disengages the second electric motor 815 from the first electric motor 810. Through the clutch 860, the transmission 805 of the electric powertrain 800 is also capable of shifting gears, thereby changing the speed and / or torque from the second electric motor 815. The first electric motor 810 is permanently connected to the drive shaft 125 (i.e., without a clutch), enabling it to continuously power the drive shaft 125 and the propulsion system 130. In other words, the first electric motor 810 is continuously connected to the drive shaft 125, while the second electric motor 815 is intermittently connected to the drive shaft 125. This configuration of the electric powertrain 800 facilitates power shifting, ensuring that power is always available to the wheels 135 even when the clutch 860 shifts. With continuous power delivery, the driver and / or occupants typically do not perceive any gear shifting.

[0075] In this example, the electric powertrain 800 includes a single clutch 860, but in other examples, the electric powertrain 800 may include multiple clutches. In one variant, clutch 860 is a claw clutch, while in another variant, clutch 860 is a selectable one-way clutch (SOWC). In further variants, clutch 860 includes a wet disc clutch or a dry disc clutch. It should be understood that using a wet disc clutch or a dry disc clutch requires more than one clutch to replace the claw clutch. The first output shaft 840 of the first electric motor 810 has a clutch engagement member 865, wherein clutch 860 is capable of engaging the first output shaft 840. The second planetary carrier 855 of the second planetary gear 835 has a first gear position member 870, wherein clutch 860 is engaged in the first gear. When in first gear, clutch 860 connects first gear engagement member 870 to clutch engagement member 865, thereby reducing the speed (i.e., rpm) provided by second electric motor 815 via second gear train 825 and increasing the torque provided by second electric motor 815 to first output shaft 840 via second planetary gear 835. Second output shaft 845 of second electric motor 815 has second gear engagement member 875, wherein clutch 860 is engaged in second gear. When in second gear, clutch 860 connects second gear engagement member 875 to clutch engagement member 865, such that the speed and torque of second electric motor 815 are directly provided to first output shaft 840 of first electric motor 810. Compared to first gear, the speed and torque provided from second electric motor 815 to first output shaft 840 of first electric motor 810 are faster and less than in first gear. Clutch 860 can also be positioned in neutral, wherein second electric motor 815 is not mechanically coupled to first electric motor 810. In neutral, first electric motor 810 provides sole mechanical power to propel vehicle 100.

[0076] 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 large commercial vehicles, such as those rated FHWA Level 4 or higher and / or capable of moving over 40,000 pounds (18,144 kg). Typically, but not necessarily, consumer-grade electric motors are cheaper, lighter, and capable of providing higher speeds compared to commercial-grade motors with higher torque ratings. Furthermore, these consumer-grade motors tend to have high power density and energy efficiency, thereby expanding the coverage of vehicles 100 charged by the energy storage system 115.

[0077] Similarly, this multi-motor design allows for more efficient energy utilization. The power, speed, and / or torque provided by the first motor 810 and the second motor 815 can be adjusted so that the motors operate more efficiently under different operating conditions. For example, the clutch 860 can change the gear ratio of the second gear train 825 to adjust the output speed and / or torque provided by the second motor 815. The clutch 860 can also be used to disconnect the second motor 815 from the first motor 810, allowing the first motor 810 to provide all mechanical propulsion power to the drive shaft 125. Simultaneously, the second motor 815 can be turned off to save power and allow the first motor 810 to operate within its efficient power band, or the speed of the second motor 815 can be changed for gear shifting. Furthermore, with the first motor 810 permanently connected to the drive shaft 125, power can always be applied to the propulsion system 130 so that the driver and / or occupants of the vehicle 100 are virtually unaware of any gear shifting in the second gear train 825 caused by the clutch 860. Given that the first electric motor 810 continuously supplies power to the wheels 135, the powertrain system 105 can improve the efficiency and performance of the vehicle 100 as needed during gear shifts. The powertrain system 105 provides sufficient time to handle the timing and synchronization issues between the first electric motor 810, the second electric motor 815, the second gear train 825, and / or the clutch 860.

[0078] Reference Figure 9 The first output shaft 840 is positioned concentrically with and surrounded by the second output shaft 845. In another embodiment, the second output shaft 845 may be concentrically with and surrounded by the first output shaft 840. This arrangement reduces the amount of space required to house the electric powertrain 800. This reduction lightens the load and reduces the number of gears required. The weight reduction and fewer gears, in turn, contribute to improved motor efficiency. The first output shaft 840 and the second output shaft 845 define a shaft clearance 905. The shaft clearance 905 extends generally along the length of the first output shaft 840 and the second output shaft 845 and provides free rotation space for the inner shaft. Furthermore, this cavity can be used to assist in shaft lubrication. For example, the recess can be filled with oil, grease, or any other lubricant. Additionally, the cavity can accommodate bearings, which helps maintain smooth rotation of the shaft and minimizes friction.

[0079] As before, the first output shaft 840 defines a first lubrication channel 910 having one or more lubricant supply ports 912 configured to provide lubrication to various components within the electric powertrain 800. The first output shaft 840 also has output alignment pins 915 and upstream alignment pins 920 located at opposite ends for alignment of the first output shaft 840. The drive shaft 125 and the first output shaft 840 are arranged longitudinally end-to-end. In the example shown, the first output shaft 840 includes a motor segment 925 and a gear segment 930, which are nested together longitudinally end-to-end to facilitate assembly and maintenance of the electric powertrain 800. In the example shown, the end of the gear segment 930 is nested within the motor segment 925, but in other examples, the end of the motor segment 925 may be nested within the gear segment 930.

[0080] Figure 10 It shows that it can be used Figure 1 Illustration of another example of the electric powertrain 1000 of the powertrain system 105 shown. Figure 11 A cross-sectional view of the electric powertrain 1000 is shown. The electric powertrain 1000 shares several of the same components and functions with the aforementioned powertrain system (see, for example, see...). Figure 2 , Figure 3 and Figure 8 For the sake of brevity, these common features can be found in the preceding text and will not be repeated here.

[0081] As shown in the figure, the electric powertrain 1000 includes a multi-motor continuous drive 1002. The drive 1002 of the electric powertrain 1000 includes a first motor 810 having a first inverter 812 and a second motor 815 having a second inverter 817. The first inverter 812 is electrically connected between the energy storage system 115 and the first motor 810, and the second inverter 817 is electrically connected between the energy storage system 115 and the second motor 815. The first inverter 812 and the second inverter 817 convert direct current (DC) from the energy storage system 115 into alternating current (AC) to power the first motor 810 and the second motor 815, respectively. The first motor 810 and the second motor 815 can also act as generators, for example, during regenerative braking. In this case, the first inverter 812 and the second inverter 817 convert the AC power from the first motor 810 and the second motor 815 into DC power, respectively, and supply it to the energy storage system 115. In one example, the first motor 810 and the second motor 815 are the same type of motor, such that both motors provide substantially the same speed and torque output within normal manufacturing tolerances. In one form, both the first motor 810 and the second motor 815 are high-speed motors, while in another form, both the first motor 810 and the second motor 815 are low-speed motors. In alternative variations, the first motor 810 and the second motor 815 can be different, for example, one is a high-speed motor and the other is a low-speed motor.

[0082] from Figure 10 and Figure 11 As can be seen, the electric powertrain 1000 includes a first gear train 1005 and a second gear train 1010. The first gear train 1005 is located at its output end and adjacent to the drive shaft 125. The first gear train 1005 includes a first planetary gear 830, which has the aforementioned characteristics... Figure 8 The first planetary carrier 850 of the type described above. The second gear train 1010 is located opposite the first gear train 1005, on the other side of the drive shaft 125. The second gear train 1010 includes a second planetary gear 1015 and a second planetary carrier 1020.

[0083] In the example shown, the transmission 1002 includes a first output shaft 1025, a second output shaft 1030, and a third output shaft 1035 extending longitudinally within the electric powertrain 1000. The first output shaft 1025 and the second output shaft 1030 are hollow to receive the third output shaft 1035. The third output shaft 1035 extends concentrically within the first output shaft 1025 and the second output shaft 1030. In one example, a first motor 810 and a second motor 815 are respectively fixed to the first output shaft 1025 and the second output shaft 1030 via spline connections of the type described and illustrated above.

[0084] As shown in the figure, the first output shaft 1025 and the third output shaft 1035 are directly connected to the sun gear 250 of the first planetary gear 830. The second output shaft 1030 is intermittently connected to the first output shaft 1025 via a first clutch 1040, which selectively connects the second output shaft 1030 to the first output shaft 1025. To provide a compact design, the first clutch 1040 is located or sandwiched between the first motor 810 and the second motor 815. In the example shown, the first clutch 1040 includes a single-position claw clutch 1045, but other types of clutches may be used in other variations. The claw clutch 1045 includes a clutch collar 1050 and a clutch actuator 1055 configured to move the clutch collar 1050 longitudinally to engage and disengage the second output shaft 1030 from the first output shaft 1025. The clutch actuator 1055 of the first clutch 1040 is operatively connected to the controller 110, enabling the controller 110 to control the first clutch 1040. In the illustrated example, the first output shaft 1025 has a clutch engagement member 1060 and the second output shaft 1030 has a shift member 1065. The clutch collar 1050 of the claw clutch 1045 selectively engages and disengages the shift member 1065 of the second output shaft 1030 from the clutch engagement member 1060 of the first output shaft 1025. In other words, the first output shaft 1025 and the second output shaft 1030 form a discontinuously split shaft design that can be selectively connected together, allowing torques from the first motor 810 and the second motor 815 to be combined.

[0085] At the end opposite to the shift member 1065, the second output shaft 1030 is connected to the second planetary gear 1015. As in other examples, the second planetary gear 1015 includes a sun gear 250, and one or more sun gears 250 and planet gears 255 are arranged generally concentrically relative to each other. In the example shown, the second output shaft 1030 is connected to the second planetary gear 1015 at the sun gear 250. The second motor 815 is then connected to the third output shaft 1035 via the second planetary carrier 1020. Through the second planetary carrier 1020, the second motor 815 is able to provide torque to the first output shaft 1025, which in turn provides torque to the sun gear 250 of the first planetary gear 830.

[0086] The transmission 1002 also includes a second clutch 1070 that engages the second planetary gear 1015. In the example shown, the second clutch 1070 includes an optional one-way clutch (“SOWC”) 1075. The SOWC 1075 includes a clutch engagement member 1080 configured to engage a ring gear 260 of the second planetary gear 1015 and a clutch actuator 1085 selectively engaging the clutch engagement member 1080 with the ring gear 260 to change the gear ratio of the power supplied by the second electric motor 815. The clutch actuator 1085 of the SOWC 1075 is operatively connected to a controller 110, enabling the controller 110 to control the second clutch 1070. By controlling the operation of the first clutch 1040 and the second clutch 1070, the controller 110 is able to change and control the speed and torque supplied to the first gear train 1005 by the second electric motor 815.

[0087] Terminology Meaning

[0088] The language used in the claims and specification has only its intuitive, ordinary meaning, except as expressly defined below. The terms in these definitions have only their intuitive, ordinary meaning. This intuitive, ordinary meaning encompasses all consistent dictionary definitions found in the latest editions of Merriam-Webster and Random House dictionaries. As used in the specification and claims, the following definitions apply to these terms and their common variations.

[0089] "Axis" generally refers to a straight line around which a subject, object, and / or geometric figure rotates or can be imagined to rotate.

[0090] "Bearing" is a general term for a machine component that restricts relative motion and reduces friction between moving parts to only the desired motion (such as rotational motion). For example, bearings can take the form of loose ball bearings in cup and tapered hubs. Bearings can also take the form of cylindrical bearings, in which ball bearings are contained in a cylinder-like structure, in which the inner surface rotates relative to the outer surface using ball bearings or other types of bearings.

[0091] "Clutch" is a general term for a device that engages and disengages a mechanical transmission between two or more rotating shafts or other moving parts. In one example, one shaft is typically attached to an engine, electric motor, or other power source that acts as the drive component, while the other shaft (i.e., the driven component) provides the working output power. Although the motion involved is typically rotational, linear clutches can also be used to engage and disengage components that move in a linear or near-linear motion. For example, clutch components can be engaged and disengaged by mechanical, hydraulic, and / or electrical actuation. Clutches can include engaging 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-limiting clutches, axial clutches, disc clutches, claw clutches, and rim clutches, to name just a few.

[0092] The terms "pinch gear," "pinch tooth," or "small gear" generally refer to the relatively small gear in a gear transmission system. A pinion typically consists of a series of teeth that engage with corresponding teeth on a rack or other toothed structure. Smaller pinions typically (but not necessarily) engage within a larger gear or rack. When engaged with the rack, the rotational motion applied to the pinion causes the rack to move relative to the pinion, thus converting the rotational motion of the pinion into linear motion. As non-limiting examples, pinions can be incorporated into differentials, rack and pinion drives, and clutch bell drives, among others. Pinions can be oriented relative to larger gears or racks in various ways. For example, a pinion can be tilted perpendicular to the crown gear in a differential drive.

[0093] "Controller" broadly refers to a device that uses mechanical, hydraulic, pneumatic, or electronic technologies, and / or a microprocessor or computer that detects and physically alters the operating conditions of a given powertrain system. In a non-limiting example, a controller may include an Allen-Bradley-branded programmable logic controller (PLC). 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 results of previously processed values. A controller may also be configured to receive inputs and outputs from a large number of input / output devices to receive or send values. Such devices include computers, keyboards, mice, visual displays, printers, industrial equipment, and systems or machinery of various 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 separate and remotely configured. A controller may be a single physical computing device, such as a desktop or laptop computer, or it 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 via 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 memory devices. Thus, a controller may be located in one geographic location or physically distributed across several widely dispersed locations, with multiple processors linked 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 devices (such as switches, routers, firewalls, or other network devices or interfaces), and subsequently through other larger computer networks (such as the Internet). Communication can also occur over a network as wireless data transmission, via transmission lines or free space via electromagnetic waves. This type of communication includes transmitting data using WiFi or other wireless local area networks (WLANs) or cellular transmitters / receivers.

[0094] "Controller Area Network" or "CAN" is a general term for a vehicle bus standard that allows microcontrollers, sensors, and / or other devices to communicate with each other in an application without a host computer. Controller Area Network systems include message-based protocols, originally used for multiplexing electrical wiring in automobiles, but also for many other applications. Typically, but not necessarily, vehicles with CAN systems can 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 airbags, anti-lock braking systems / ABS, cruise control, electric power steering, audio systems, power windows, doors, rearview mirror adjustment, batteries, and / or hybrid / electric charging systems. 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. Typically, but not necessarily, each ECU includes a central processing unit, a CAN controller, and a transceiver. For example, a CAN system may include low-speed CAN (128Kbps) under the ISO 11898-3 standard, high-speed CAN (512Kbps) under the ISO 11898-2 standard, CAN FD under the ISO 11898-1 standard, and single-wire CAN under the SAE J2411 standard.

[0095] "Coupled" generally refers to the indirect and / or direct connection between components, parts, and / or objects involved. Typically, the mode of coupling is particularly relevant to how the two coupled components interact.

[0096] A "claw clutch" generally refers to a type of interlocking clutch that couples and disengages at least two rotating shafts or other rotating mechanical components through an interference-type connection. The two parts of the clutch are designed so that one part actuates the other, causing both to rotate at the same speed with minimal or no slippage. Typically, but not necessarily, one part of a claw clutch includes a series of teeth or other protrusions configured to engage with another part of the claw clutch, which includes corresponding recesses for receiving the teeth or protrusions. Unlike friction clutches, which allow slippage, claw clutches are used to control torque when slippage is not required and / or when the clutch is not engaged. In the absence of slippage, claw clutches are not subject to wear like friction clutches.

[0097] "Eccentricity" generally refers to an axis located outside the geometric center of an object or relative to the axis of another object. As a non-limiting example, when eccentrically oriented, the object's axis of rotation is offset from the object's center (or relative to another object), allowing the object to reciprocate. In other words, an object is considered eccentric when it is not centered, or when its axis or other parts are not centered.

[0098] "Electric motor" is a general term for any motor that converts electrical energy into mechanical energy. Typically, but not necessarily, an electric motor operates by the interaction between one or more magnetic fields within the motor and the current in its windings to produce rotational force. Electric motors can be powered by direct current (DC) sources (such as batteries, motor vehicles, and / or rectifiers) or alternating current (AC) sources (such as the power grid, inverters, and / or generators). Generators can (but are not necessarily) be mechanically identical to electric motors, but operate in the opposite direction, accepting mechanical energy and converting it into electrical energy.

[0099] "Electronic Control Unit (ECU)" or "Electronic Control Module (ECM)" broadly refers to an embedded system in vehicle electronics that controls one or more electrical systems and / or subsystems of the vehicle. Typically (but not necessarily), an ECU communicates via a Controller Area Network (CAN) and can act as a node on the CAN. The complexity of an ECU or node can range from a simple input / output (I / O) device to an embedded computer with a CAN interface and software. An ECU or node can also act as a gateway, allowing a general-purpose computer to communicate with devices on the CAN network via interfaces such as USB and / or Ethernet ports. Typically (but not necessarily), each ECU includes a central processing unit, a CAN controller, and a transceiver. For example, these ECUs may include an Engine Control Module (ECM) and a Transmission Control Module (TCM) as well as other control units such as airbags, anti-lock braking / ABS, cruise control, electric power steering, audio systems, power windows, doors, rearview mirror adjustment, batteries, and / or hybrid / electric charging systems, etc. By way of non-limiting examples, the types of ECUs may include ECM, TCM, powertrain control module (PCM), brake control module (BCM or EBCM), central control module (CCM), central timing module (CTM), general electronic module (GEM), body control module (BCM) and / or suspension control module (SCM), etc.

[0100] An "energy storage system" (ESS) or "energy storage unit" broadly refers to a device that captures energy generated in a single event for subsequent 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. An ESS converts energy from difficult-to-store forms into more convenient and / or economical storage forms. By non-limiting examples, technologies for accumulating energy in an energy storage system 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; biotechnology such as the use of glycogen, biofuels, and starch storage media; electrochemical capture technologies such as the use of fluid 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 energy storage systems include lithium-ion batteries and supercapacitors.

[0101] "Fasteners" generally refers to hardware devices that mechanically join or otherwise secure two or more objects together. By way of non-limiting examples, fasteners may include bolts, pins, nails, nuts, hooks, pins, rivets, screws, snap fasteners, and so on.

[0102] "Flat" generally refers to a smooth and uniform surface without obvious bumps and / or depressions.

[0103] The term "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 shaft to transmit torque and / or power. As a non-limiting example, a gear train may include a planetary gear set.

[0104] "Gearbox" or "transmission" generally refers to a power system that provides controlled mechanical power. Gearboxes use gears and / or gear trains to provide speed, direction, and / or torque conversion from a rotational power source to other equipment.

[0105] "Disconnectable connection" broadly refers to the mechanical linkage between two mechanical components, where continuity can be interrupted during normal operation to allow for mechanical disconnection and reconnection as needed. When disconnected, these components cannot provide mechanical power to each other. A disconnectable connection may include multiple components, such as multiple engaging shafts and gears. A disconnectable connection includes at least one mechanical device, such as a clutch, for mechanical linkage between the components during normal operation.

[0106] "Lateral" generally refers to being located, facing, or coming from the side. "Vertical" generally refers to the length or vertical dimension of an object, rather than the horizontal dimension.

[0107] "Electric motor" generally refers to a machine that provides power to equipment with moving parts. Electric motors can include rotor motors and linear motors. Electric motors can be powered in various ways, such as by electric, internal combustion, pneumatic, and / or hydraulic power sources. By non-limiting examples, electric motors can include servo motors, pneumatic motors, hydraulic motors, steam engines, pneumatic pistons, hydraulic pistons, and / or internal combustion engines.

[0108] 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 at least one gear shaft rotates about another gear shaft. In one example, a planet carrier connects the centers of two gears and rotates to carry one gear (called a planetary gear) around the other gear (often called the sun gear). Typically, but not necessarily, the planetary gears mesh with the sun gear, causing their pitch circles to roll without slipping. A point on the pitch circle of a planetary gear typically follows an epicycloid. In a simplified case, the sun gear is fixed, and one or more planetary gears roll around it. In other examples, a planetary gear system may be assembled such that the planetary gears roll inside the pitch circle of a fixed external ring gear or ring gear (sometimes called a toroidal gear). In this case, the trajectory of a point on the pitch circle of a planetary gear is an epicycloid. Planetary gears are often used to transmit large torque loads in a compact form.

[0109] "Interlocking clutch" is a general term for a clutch designed to transmit torque without slippage, such as through a mechanically interfering connection. Some examples of interlocking clutches include jaw clutches (e.g., square-tooth jaw clutches or helical jaw clutches) and claw clutches.

[0110] "Powertrain" broadly refers to devices and / or systems used to convert stored energy into kinetic energy for propulsion. A powertrain may include multiple power sources and can be used in wheel-less vehicles. By non-limiting examples, 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 motorized vehicle includes devices that generate power and deliver that power to roads, water, and / or the air. These devices in a powertrain include engines, electric motors, gearboxes, drive shafts, differentials, and / or end-drive components (e.g., drive wheels, continuous rails, propellers, thrusters, etc.).

[0111] The term "rotor" generally refers to a component or part of a machine that rotates within or around a stationary component (often called a stator). A rotor is a moving or rotating component of a rotating system such as a generator, electric motor, alarm, mud motor, turbine, and / or biological rotor. In a non-limiting specific example, a rotor includes the rotating portion of a generator and / or electric motor, particularly the rotating portion of an induction motor.

[0112] A “selectable one-way clutch” (SOWC) generally refers to a clutch that can be locked in at least one direction of rotation under control. Typically (but not necessarily), a one-way clutch is designed to transmit torque or lock when rotating in one direction while allowing rotational motion or freewheel motion when rotating in the opposite direction. An SOWC is a one-way clutch that can be used to control when and / or in which rotational motion is locked or allowed to rotate freely. By a non-limiting example, an SOWC can be activated to lock, thereby transmitting torque when torque is applied in one direction of rotation and facilitating freewheel or slip motion in the opposite direction of rotation. In other variations, the SOWC can sometimes be controlled to facilitate freewheel motion in both directions of rotation, or the SOWC can be locked to allow torque to be transmitted in both directions of rotation. Alternatively or additionally, the SOWC can be controlled to switch or change the locking direction and the direction of freewheel rotation. For example, under one operating condition, the SOWC can lock when rotating counterclockwise and allow freewheel rotation in the clockwise direction; under other conditions, the SOWC can be switched to lock in the clockwise direction and allow freewheel rotation in the counterclockwise direction. Some non-limiting examples of SOWC designs include roller, wedge, helical, and mechanical diode designs. SOWCs can be controlled or driven in various ways, such as mechanical and / or electric drives. For example, SOWCs can be driven by hydraulic, pneumatic, and / or electric actuators.

[0113] "Sensor" is a general term for an object whose purpose is 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 and / or optical signals. By 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, radio frequency identification (RFID) readers, and / or vision systems.

[0114] The term "stator" generally refers to a stationary part or section of a machine in which a rotating part (often called a rotor) rotates. A stator is a stationary part of a rotating system such as a generator, electric motor, alarm, mud motor, turbine, and / or bio-rotor. In a non-limiting specific example, a stator includes the stationary portion of a generator and / or electric motor, particularly the stationary portion of an induction motor.

[0115] The term "substantially" broadly refers to the extent to which a quantitative representation may differ from the stated reference without substantially altering the fundamental function of the subject matter under discussion. In this document, the term "substantially" is used to indicate the degree of inherent uncertainty attributable to any quantitative comparison, value, measurement, and / or other representation.

[0116] "Symmetry" refers to a property of things that are identical on both sides or halves of each other, such as shape, size, and / or style. In other words, symmetry describes things as having mirror qualities.

[0117] "Transmission system" refers to a power system that provides controlled mechanical power. Transmission systems use gears and / or gear trains to provide speed, direction, and / or torque conversion from a rotational power source to other devices.

[0118] "Horizontal" generally refers to things, axes, lines, planes, or geometric shapes that extend in a non-parallel and / or intersecting manner relative to each other. For example, when arranged horizontally, lines may extend at right angles or perpendicular to each other, but they may also extend at other non-right angles, such as acute, obtuse, or acuminate angles. For example, horizontal lines may also form angles greater than zero (0) degrees, thus making these lines non-parallel. When extending horizontally, lines or other things do not necessarily have to intersect each other, but they can.

[0119] "Uninterrupted connection" broadly refers to a continuous and uninterrupted mechanical connection between two mechanical components, allowing for the continuous transmission of mechanical force as needed. Uninterrupted connections do not require a monolithic connection; therefore, they can include multiple components, such as multiple engaging shafts and gears. Uninterrupted connections lack, for example, a clutch or other structure used to disconnect and reconnect mechanical links between different components during normal operation. It should be recognized that uninterrupted connections can occasionally be unexpectedly interrupted, resulting in component disconnection, but uninterrupted connections are not designed to facilitate such interruptions and the resulting disconnections.

[0120] "Vehicle" refers broadly to machines that transport people and / or goods. Common types of vehicles include land vehicles, amphibious vehicles, water vehicles, aircraft, and spacecraft. By non-limiting examples, land vehicles may include trucks, carts, scooters, bicycles, motorcycles, automobiles, buses, trucks, semi-trailers, trains, trolleys, and trams. Amphibious vehicles may include, for example, hovercraft and duck boats, while water vehicles may include boats, vessels, and submarines, to name just a few. Common aircraft include airplanes, helicopters, gyroplanes, and hot air balloons. Spacecraft may include, for example, rockets and rocket-powered aircraft. Vehicles can have several types of power sources. For example, vehicles can be powered by human propulsion, electricity, chemical combustion, nuclear power, and / or solar energy. The direction, speed, and operation of vehicles can be controlled manually, automatically, and / or semi-automatically. Examples of automatically or semi-automatically controlled vehicles include automated guided vehicles (AGVs) and unmanned aerial vehicles (UAVs).

[0121] The term "or" is an open-ended term, meaning "and / or".

[0122] It should be noted that the singular forms used in the specification and / or claims include the plural forms unless explicitly stated otherwise. For example, if the specification and / or claims refer to "an apparatus" or "the apparatus," it includes one or more such apparatuses.

[0123] It should be noted that the use of directional terms such as “upward,” “downward,” “above,” “below,” “lateral,” “longitudinal,” “radial,” “circumferential,” “horizontal,” “vertical,” etc., is merely for the convenience of the reader in understanding the embodiments described herein, and the use of these directional terms is not intended to limit the described, illustrated, and / or claimed features to a specific direction and / or orientation.

[0124] While the invention has been detailed and described in the accompanying drawings and foregoing specification, it should be considered illustrative rather than restrictive. It should be understood that only preferred embodiments have been illustrated and described, and all modifications and equivalent substitutions derived within the scope of the invention as set forth in the appended claims are protected. All publications, patents, and patent applications cited in this specification are incorporated herein by reference, as each individual publication, patent, or patent application specifically and individually indicates its incorporation and is set forth in its entirety herein.

[0125] Figure Labels

[0126] 100 vehicles, 450 sets of ring gears

[0127] 105 powertrain system 455 shift gears

[0128] 110 controller 505 double arrow

[0129] 115 Energy Storage System (ESS) 510 First Lubrication Channel

[0130] 120 Controller Area Network (CAN) 515 Second Lubrication Channel

[0131] 125 drive shaft 520 lubricant supply port

[0132] 130 Propulsion System 605 Output Port

[0133] 135 wheel 610 output shaft coupling

[0134] 140 power cable 705 axis alignment collar

[0135] 200 Electric Powertrain 710 End Cap

[0136] 205 transmission unit 800 electric powertrain

[0137] 210 First Electric Motor 805 Transmission Device

[0138] 215 Second motor 810 First motor

[0139] 220 First Gear System 812 First Inverter

[0140] 225 Second Gear System 815 Second Electric Motor

[0141] 230 First Planetary Gear 817 Second Inverter

[0142] 235 Second Planetary Gear 820 First Gear System

[0143] 240 First output shaft 825 Second gear train

[0144] 245 Second Output Shaft 830 First Planetary Gear

[0145] 250 Sun Gear 835 Second Planetary Gear

[0146] 255 planetary gears 840 first output shaft

[0147] 260 ring gear 845 second output shaft

[0148] 265 outer shell 850 first planetary carrier

[0149] 270 First planetary support, 855 Second planetary support

[0150] 275 Second Planetary Carrier 860 Clutch

[0151] 280 clutch 862 clutch actuator

[0152] 285 clutch engagement component 865 clutch engagement component

[0153] 290 First gear component 870 First gear component

[0154] 295 Second gear component 875 Second gear component

[0155] 300 motor drive unit 905 shaft clearance

[0156] 305 Longitudinal axis 910 First lubrication channel

[0157] 310 rotor 912 lubricant supply port

[0158] 315 stator 915 output alignment pin

[0159] 320 Engagement Clutch 920 Upstream Alignment Pin

[0160] 325 claw clutch 925 motor section

[0161] 330 clutch actuator 930 gear segment

[0162] 400-axis assembly 1000 electric powertrain

[0163] 405 Clutch Ring 1002 Transmission Device

[0164] 410 shaft alignment pin 1005 first gear train

[0165] 412 Output Alignment Pin 1010 Second Gear System

[0166] 413 First Shaft 1015 Second Planetary Gear

[0167] 414 Clutch engagement component spline 1020 Second planetary carrier

[0168] 415 First sun gear tooth 1025 First output shaft

[0169] 417 First motor engagement spline 1030 Second output shaft

[0170] 420 Alignment pin cavity 1035 Third output shaft

[0171] 422 Upstream Alignment Pin 1040 First Clutch

[0172] 423 Second Shaft 1045 Claw Clutch

[0173] 425 second sun gear tooth 1050 clutch collar

[0174] 427 Second motor engagement spline 1055 clutch actuator

[0175] 428 Second gear component gear 1060 Clutch engagement component

[0176] 430 Alignment Pin Lid 1065 Stop Component

[0177] 435 First shaft opening 1070 Second clutch

[0178] 440 First shaft engagement spline 1075 Optional one-way clutch (SOWC)

[0179] 445 ring engagement teeth 1080 clutch engagement component

[0180] 447 sets of ring cavity 1085 clutch actuators

Claims

1. A powertrain system comprising: a first electric motor in uninterrupted connection with an output and a second electric motor in interruptible connection with the output; wherein the first electric motor has a first output shaft and the second electric motor has a second output shaft axially aligned along a longitudinal axis; wherein the first output shaft and the second output shaft are coupled in end-to-end engagement; wherein the interruptible connection includes a clutch; and wherein the powertrain system includes a planetary gear coupled to the second electric motor, wherein the clutch is movable between at least a first gear position and a second gear position, wherein the clutch, when in the first gear position, engages the planetary gear to increase torque output by the second electric motor, and wherein the clutch, when in the second gear position, engages the planetary gear to decrease torque output by the second electric motor.

2. The powertrain system of claim 1, wherein, the uninterrupted connection includes a continuous uninterrupted mechanical linkage.

3. The powertrain system of claim 1, wherein, the first electric motor and the second electric motor rotate about a common rotational axis.

4. The powertrain system of claim 3, wherein, the rotational axis of the second electric motor is aligned with a rotational axis of a drive shaft of the output.

5. The powertrain system of claim 1, wherein, the first output shaft has a shaft alignment pin received within the second output shaft.

6. The powertrain system of claim 5, further comprising: a clutch collar surrounding the first output shaft and the second output shaft in end-to-end engagement to form a nested arrangement.

7. The powertrain system of claim 6, wherein, the second output shaft has a gear member received within the clutch collar.

8. The powertrain system of claim 7, wherein, the clutch collar is configured to draw the gear member toward the first output shaft during gear shifting.

9. The powertrain system of claim 7, further comprising: a clutch engagement member coupling the clutch collar to the first output shaft.

10. The powertrain system of claim 1, wherein, the first output shaft has a first lubrication channel and the second output shaft has a second lubrication channel fluidly coupled to the first lubrication channel.

11. The powertrain system of claim 10, wherein, the first output shaft defines a lubricant supply port extending from the first lubrication channel to an exterior of the first output shaft.

12. The powertrain system of claim 1, wherein, the first output shaft has an alignment pin at opposite ends.

13. The powertrain system of claim 1, wherein, the second output shaft has an alignment pin at one end and an alignment pin cavity at the other end.

14. The powertrain system of claim 13, wherein, the alignment pin cavity is surrounded by a gear member having one or more gear member teeth.

15. The powertrain system of claim 1, further comprising: a first planetary gear coupled to the first output shaft and a second planetary gear coupled to the second output shaft.

16. The powertrain system of claim 15, wherein, the first output shaft has a first sun gear tooth forming a portion of the first planetary gear and the second output shaft has a second sun gear tooth forming a portion of the second planetary gear.

17. A powertrain system comprising: a first electric motor in uninterrupted connection with an output and a second electric motor in interruptible connection with the output; wherein the first electric motor and the second electric motor rotate about a common rotational axis; wherein a first output shaft of the first electric motor is attached by a second output shaft of the second electric motor; wherein the interruptible connection includes a clutch; and wherein the powertrain system includes a planetary gear coupled to the second electric motor, wherein the clutch is movable between at least a first gear position and a second gear position, wherein the clutch engages the planetary gear in the first gear position to increase torque output by the second electric motor, and wherein the clutch engages the planetary gear in the second gear position to decrease torque output by the second electric motor.

18. The powertrain system of claim 17, wherein, The uninterrupted connection includes a continuous, uninterrupted mechanical linkage.

19. The powertrain system of claim 17, wherein, The rotational axis of the second electric motor is aligned with the rotational axis of the drive shaft of the output.

20. The powertrain system of claim 17, wherein, The first electric motor and the second electric motor are selectively coupled by a split shaft having a clutch between the electric motors.

21. The powertrain system of claim 20, wherein, The clutch is movable between at least a first gear position, a second gear position, and a neutral position to adjust the speed and / or torque output by the second electric motor.

22. A powertrain system, comprising: a first electric motor in uninterrupted connection with an output and a second electric motor in interruptible connection with the output; wherein the first electric motor and the second electric motor rotate about a common rotational axis; wherein the rotational axis of the second electric motor is aligned with the rotational axis of the drive shaft of the output; wherein a first output shaft of the first electric motor encloses a second output shaft of the second electric motor; wherein the interruptible connection includes a clutch; and wherein the powertrain system includes a planetary gear coupled to the second electric motor, wherein the clutch is movable between at least a first gear position and a second gear position, wherein the clutch engages the planetary gear in the first gear position to increase torque output by the second electric motor, and wherein the clutch engages the planetary gear in the second gear position to decrease torque output by the second electric motor.

23. The powertrain system of claim 22, wherein, The uninterrupted connection includes a continuous, uninterrupted mechanical linkage.

24. The powertrain system of claim 22, wherein, The first electric motor and the second electric motor are selectively coupled by a split shaft having a clutch between the electric motors.

25. The powertrain system of claim 24, wherein, The clutch is operatively connected to a controller, wherein the controller is configured to vary and control the speed and / or torque output by the second electric motor.

26. The powertrain system of claim 22, wherein, The first output shaft of the first electric motor and the second output shaft of the second electric motor are axially aligned along a longitudinal axis.

27. The powertrain system of claim 26, wherein, The first output shaft and the second output shaft are coupled in a head-to-tail engagement.

28. The powertrain system of claim 26, wherein, The first output shaft has a shaft alignment pin received within the second output shaft.

29. The powertrain system of claim 28, further comprising: a clutch collar surrounding the head-to-tail engagement of the first output shaft and the second output shaft to form a nested arrangement.

30. The powertrain system of claim 29, wherein, The second output shaft has a gear member received within the clutch collar.

31. The powertrain system of claim 30, wherein, The clutch collar is configured to draw the gear member toward the first output shaft during gear shifting.

32. The powertrain system of claim 30, further comprising: a clutch engagement member coupling the clutch collar to the first output shaft.

33. The powertrain system of claim 22, wherein, The first output shaft has a first lubrication passage and the second output shaft has a second lubrication passage fluidly coupled to the first lubrication passage.

34. The powertrain system of claim 33, wherein, The first output shaft defines a lubricant supply port extending from the first lubrication passage to an exterior of the first output shaft.

35. The powertrain system of claim 22, wherein, The first output shaft has an alignment pin at opposite ends.

36. The powertrain system of claim 22, wherein, The second output shaft has an alignment pin at one end and an alignment pin cavity at the other end.

37. The powertrain system of claim 36, wherein, The alignment pin cavity is surrounded by a range member having one or more range member teeth.

38. The powertrain system of claim 22, further comprising: a first planetary gear coupled to the first output shaft and a second planetary gear coupled to the second output shaft.

39. The powertrain system of claim 38, wherein, The first output shaft has a first sun gear tooth forming a portion of the first planetary gear and the second output shaft has a second sun gear tooth forming a portion of the second planetary gear.

40. The powertrain system of claim 22, wherein, The first output shaft of the first electric motor encloses the second output shaft of the second electric motor.

41. The powertrain system of claim 22, wherein, The first output shaft of the first electric motor is attached by the second output shaft of the second electric motor.

42. The powertrain system of claim 22, wherein, Power is transmitted to an output solely by the first electric motor and the second electric motor, wherein the output is configured to drive a vehicle of at least 40,000 pounds.

Images