Output gearing for dual motor mixed-speed continuous power transmission

Abstract

The electric powertrain includes a first electric motor having an uninterrupted connection with the vehicle's drive shaft. The electric powertrain further includes a second electric motor having an interruptible connection with the drive shaft. In one embodiment, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. The first gear train, the second gear train, and the clutch are arranged downstream of the first electric motor and the second electric motor.

Description

Technology Field

[0001] Recently, there have been efforts to develop hybrid and all-electric consumer passenger cars. This, in turn, has had an explosive impact on the development of various electric motor designs. However, despite these improvements, electric motors in current consumer vehicles generally cannot generate sufficient torque for large commercial vehicles. Achieving these torque values ​​requires larger and heavier electric motors, which tend to increase energy consumption.

[0002] Therefore, improvements in this field are necessary. The technology forming the background of the present invention is disclosed in U.S. Patent Application Publication US2006 / 0276288 A1 (December 7, 2006), U.S. Patent Application Publication US2009 / 0084653 A1 (April 2, 2009), U.S. Patent Application Publication US2013 / 0095970 A1 (April 18, 2013), and U.S. Patent Application Publication US2017 / 0182995 A1 (June 29, 2017).

[0003] A powertrain system comprises two or more electric motors that provide power to an output, such as a vehicle's drive shaft. One of the electric motors ("A"), referred to as the "first motor" for our purposes, is always connected to the output drive shaft to provide continuous power for vehicle propulsion. That is, the first electric motor (A) has an uninterrupted connection with the output. The system further comprises a second electric motor ("B") that intermittently applies torque to the output shaft. In one variation, this intermittent connection between the second electric motor (B) and the output includes at least one clutch. The clutch engages and disengages the second electric motor (B) from the output shaft.

[0004] In some cases, two- or three-stage gear arrangements and planetary gear arrangements are used. In one design option, all gearing and clutches are located downstream or near the output stage of the system, so that all gearing is positioned between the motors and the system output. In particular, this downstream arrangement of gearing and clutches reduces noise inside the vehicle cabin. Different clutch arrangements and approaches may also be used in the system. For example, the second electric motor (B) may have its own gearing for reduction. Similarly, if the first electric motor (A) is a high-speed electric motor, it may include gearing such as planetary gears to reduce the rotational speed of the output. In another variation, a two-clutch arrangement may be used in which an actuator acts as a single clutch used to connect the second electric motor (B) to the motor gearing of the second motor, and a selectable one-way clutch (SOWC) may also be used.

[0005] Aspect 1 relates to a system comprising a first electric motor connected to an output and a second electric motor connected to an output.

[0006] Aspect 2 generally relates to a system of any previous aspect in which a first electric motor has an uninterrupted connection to the output and a second electric motor has an interruptible connection to the output.

[0007] Aspect 3 generally relates to a system of any previous aspect configured such that a second electric motor supplies power to the output through at least two planetary gears and a clutch.

[0008] Aspect 4 generally relates to a system of any previous aspect in which two planetary gears and a clutch are located downstream from the first electric motor and the second electric motor.

[0009] Aspect 5 generally relates to a system of any previous aspect in which a second electric motor is connected to the output through a two-speed gear train arrangement.

[0010] Aspect 6 generally relates to a system of any previous aspect in which a first electric motor and a second electric motor are connected to the output through a three-stage gear train arrangement.

[0011] Aspect 7 generally relates to a system of any previous aspect in which a first gear train is connected to the output.

[0012] Aspect 8 generally relates to a system of any previous aspect in which the first gear train includes a first planetary gear.

[0013] Aspect 9 generally relates to a system of any previous aspect in which a second gear train connects a second electric motor to the output.

[0014] Aspect 10 generally relates to a system of any previous aspect in which the second gear train includes a second planetary gear.

[0015] Aspect 11 generally relates to a system of any prior aspect comprising a clutch configured to shift gears in the second gear train.

[0016] Aspect 12 generally relates to a system of any previous aspect in which the clutch includes a positive clutch.

[0017] Aspect 13 generally relates to a system of any previous aspect in which a positive clutch includes a dog clutch.

[0018] Aspect 14 generally relates to a system of any previous aspect in which the clutch includes a one-way clutch.

[0019] Aspect 15 generally relates to a system of any previous aspect in which the one-way clutch includes a Selectable One-Way Clutch (SOWC).

[0020] Aspect 16 generally relates to a system of any previous aspect in which a first gear train, a second gear train, and a clutch are all located between a second electric motor and an output.

[0021] Aspect 17 generally relates to a system of any previous aspect in which a clutch is located between a first gear train and a second gear train.

[0022] Aspect 18 generally relates to a system of any previous aspect in which a clutch is located between a second electric motor and a second gear train.

[0023] Aspect 19 generally relates to a system of any previous aspect in which a third gear train connects a first electric motor to the output.

[0024] Aspect 20 generally relates to a system of any previous aspect in which a first gear train includes a third planetary gear.

[0025] Aspect 21 generally relates to a system of any prior aspect comprising a third planetary gear, a sun gear, an inner planetary gear coupled to the sun gear, and an outer planetary gear coupled to the inner planetary gear.

[0026] Aspect 22 generally relates to a system of any prior aspect comprising a clutch configured to shift gears in a third gear train.

[0027] Aspect 23 generally relates to a system of any prior aspect in which at least one of the clutch of the second gear train and the clutch of the third gear train is coupled to always provide an uninterrupted connection to the output.

[0028] Aspect 24 generally relates to a system of any previous aspect in which a third gear train is positioned upstream of a first electric motor.

[0029] Aspect 25 generally relates to a system of any previous aspect in which an intermediate gear train connects a second gear train to a second electric motor.

[0030] Aspect 26 generally relates to a system of any previous aspect in which a discontinuable connection includes a clutch and a single planetary gear.

[0031] Aspect 27 generally concerns a method of operating a system of any previous aspect.

[0032] Other forms, objects, features, aspects, advantages, benefits, and embodiments of the present invention will become apparent from the detailed description and drawings provided herein. Brief explanation of the drawing

[0033] Figure 1 is a schematic diagram of a vehicle. Figure 2 is a schematic diagram of another example of an electric powertrain that can be used in the vehicle of Figure 1. Figure 3 is a cross-sectional view of the electric powertrain of Figure 2. Figure 4 is a schematic diagram of an additional example of an electric powertrain that can be used in the vehicle of Figure 1. Figure 5 is a schematic diagram of another example of an electric powertrain that can be used in the vehicle of Figure 1. Figure 6 is a schematic diagram of another example of an electric powertrain that can be used in the vehicle of Figure 1. Figure 7 is a cross-sectional view of the electric powertrain shown in Figure 6. Figure 8 is a schematic diagram of an additional example of an electric powertrain that can be used in the vehicle of Figure 1. Figure 9 is a schematic diagram of another example of an electric powertrain that can be used in the vehicle of Figure 1. Specific details for implementing the invention

[0034] To facilitate understanding of the principles of the present invention, the embodiments illustrated in the drawings will now be referenced, and specific language will be used to describe them. Nevertheless, it will be understood that the scope of the present invention is not intended to be limited by this. Any changes and further modifications to the described embodiments, and any further applications of the principles of the invention described herein, are considered as they would generally occur to those skilled in the art to which the present invention relates. While it will be apparent to those skilled in the art that some features not related to the present invention may not be illustrated for clarity, one embodiment of the present invention is illustrated in great detail.

[0035] The reference numbers in the following description are configured to help the reader quickly identify the drawings in which various components are first depicted. In particular, the drawing in which an element first appears is generally indicated by the leftmost digit(s) of the corresponding reference number. For example, an element identified by a "100" series reference number first appears in FIG. 1, and an element identified by a "200" series reference number is likely to first appear in FIG. 2.

[0036] A vehicle (100) according to one example is illustrated in FIG. 1. As illustrated, 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), the controller (110), and the ESS (115) are connected to operate 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 ESS (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 the illustrated example, the propulsion system (130) includes one or more wheels (135), but in additional examples, the propulsion system (130) may include other types of propulsion devices such as continuous track systems. One or more power cables (140) transmit power between the powertrain system (105) and the ESS (115).

[0037] The powertrain system (105) is designed to electrically propel the vehicle (100) in an efficient manner. As described in more detail below, the powertrain system (105) is designed to power large commercial and / or military vehicles such as buses, garbage trucks, delivery trucks, fire trucks, and semi-trailers. The powertrain system (105) is designed to electrically power vehicles (100) having at least a Class 4 group rating according to the U.S. Department of Transportation FHWA (Federal Highway Administration) classification rule set. In one form, the powertrain system (105) is configured to move at least 40,000 pounds (18,144 kg) of passenger vehicles such as buses. The powertrain system (105) has a unique and compact centerline design that allows the powertrain system (105) to be easily fitted to existing vehicle chassis designs and / or conventional drivetrains with minimal changes to other parts of the vehicle (100), such as braking and suspension systems. This also allows existing internal combustion engine vehicles to be easily reconfigured into fully electric vehicles. Furthermore, the centerline design of the powertrain system (105) reduces gear loss and other power loss to make the vehicle (100) more power efficient, which can also improve driving range and / or reduce the weight of other components such as the ESS (115).

[0038] FIG. 2 illustrates a drawing of another example of an electric powertrain (200) that can be used in the powertrain system (105) of FIG. 1. FIG. 3 illustrates a cross-sectional view of the electric powertrain (200). The electric powertrain (200) shares many components and functions with those previously described (e.g., see FIG. 2 and FIG. 3). For the sake of brevity as well as clarity, these common features will not be described in more detail below, but please refer to the previous discussions.

[0039] As described, the electric powertrain (200) includes a plurality of motor continuous power transmissions (205). The transmissions (205) of the electric powertrain (200) include a first electric motor (210) having a first inverter (212) and a second electric motor (215) having a second inverter (217). The first inverter (212) is electrically connected between the ESS (115) and the first electric motor (210), and the second inverter (217) is electrically connected between the ESS (115) and the second electric motor (215). The first inverter (212) and the second inverter (217) convert direct current (DC) from the ESS (115) into alternating current (AC) to supply power to each of the first electric motor (210) and the second electric motor (215). The first electric motor (210) and the second electric motor (215) may also act as generators, for example, during regenerative braking. In such a situation, the first inverter (212) and the second inverter (217) act as rectifiers by converting AC power from the first electric motor (210) and the second electric motor (215) into DC power supplied to the ESS (115), respectively. In the illustrated example, the first inverter (212) and the second inverter (217) include combined inverter-rectifiers that convert at least DC to AC and AC to DC. In one example, the first electric motor (210) and the second electric motor (215) are the same type of electric motor, so both motors generally provide the same speed and torque output within normal manufacturing tolerances. In other words, the first electric motor (210) and the second electric motor (215) are interchangeable with each other. In one form, the first electric motor (210) and the second electric motor (215) are both high-speed electric motors, and in another form, the first electric motor (210) and the second electric motor (215) are both low-speed electric motors. In alternative variations, the first electric motor (210) and the second electric motor (215) may be different, for example, one being a high-speed motor and the other being a low-speed motor.

[0040] The first electric motor (210) and the second electric motor (215) of one type are interchangeable with each other. In one specific example, the first electric motor (210) and the second electric motor (215) are the same type of high-speed electric motor having rated speeds of at least 5,000 rpm, and more specifically, the first electric motor (210) and the second electric motor (215) each have a rated speed of at least 10,600 rpm, a rated peak power of at least 250 hp, a rated continuous power of at least 150 hp, a rated continuous torque of at least 240 lb-ft, and a rated peak torque of at least 310 lb-ft.

[0041] The transmission (205) of the electric powertrain (200) further includes a first gear train (220) and a second gear train (225) located at the output ends of both the first electric motor (210) and the second electric motor (215). As can be seen, the first gear train (220) is located at the output end of the entire transmission (205) adjacent to the drive shaft (125). The second gear train (225) is sandwiched or located between the second electric motor (215) and the first gear train (220). This configuration helps to dampen noise and vibrations generated by the first gear train (220) and the second gear train (225). Generally, higher pitch line (or circle) speeds generate higher noise levels. Noise levels can be lowered by strengthening gear mesh contacts and selecting appropriate materials and lubricants. The illustrated design moves the first gear train (220) and the second carrier (255) downstream to be closer to the drive shaft (125). In turn, this moves noise generally generated in the cabin of the vehicle (100) further away.

[0042] In the illustrated example, the first gear train (220) is in the form of a first planetary gear (230). The first planetary gear (230) includes a first sun gear (231), one or more first planetary gears (232) orbitally coupled with the first sun gear (231), and a first ring gear (233) surrounding and coupled with the first planetary gear (232). In the illustrated example, the second gear train (225) is in the form of a second planetary gear (235). The second planetary gear (235) includes a second sun gear (236), one or more second planetary gears (237) orbitally coupled with the second sun gear (236), and a second ring gear (238) surrounding and coupled with the second sun gear (236). The first electric motor (210) and the second electric motor (215) each have a first output shaft (240) and a second output shaft (245) for providing rotational mechanical power. In the illustrated example, the second output shaft (245) is hollow so that the first output shaft (240) can extend through the second output shaft (245) in a concentric manner. The first planetary gear (230) has a first carrier (250) connected to the drive shaft (125), and the second planetary gear (235) has a second carrier (255). The first planetary gear (232) and the second planetary gear (237) are each mounted or connected to the first carrier (250) and the second carrier (255), respectively. In one embodiment, the first sun gear (231) and the second sun gear (236) are each formed integrally with the first output shaft (240) and the second output shaft (245). In other examples, the first sun gear (231) and the second sun gear (236) may be separate gears attached to the first output shaft (240) and the second output shaft (245).

[0043] As illustrated in FIGS. 2 and 5, the electric powertrain (200) includes at least one clutch (260) having a clutch actuator (262) for engaging and disengaging the second electric motor (215) from the first electric motor (210). Through the clutch (260), the transmission (205) of the electric powertrain (200) can shift gears to further change the speed and / or torque from the second electric motor (215). The first electric motor (210) is permanently connected to the drive shaft (125) (i.e., without a clutch) so that the first electric motor (210) can provide continuous power to the drive shaft (125) and the propulsion system (130). In other words, the first electric motor (210) is connected to the drive shaft (125) without interruption, and the second electric motor (215) has a discontinuous connection to the drive shaft (125). The configuration of this electric powertrain (200) facilitates power shifting that can always provide power to the wheels (135) even when a shift of the clutch (260) occurs. When power is supplied continuously, any shifting is generally not detectable by the driver and / or passenger.

[0044] In the illustrated example, the electric powertrain (200) includes a single clutch (260), but in other examples, the electric powertrain (200) may include more than one clutch. In one variation, the clutch (260) is a dog clutch (261), and in another variation, the clutch (260) is a Selectable One-Way Clutch (SOWC). In additional variations, the clutch (260) includes a wet disc-type clutch or a dry disc-type clutch. As should be recognized, replacing the dog clutch with a SOWC, a wet disc-type clutch, and / or a dry disc-type clutch requires the use of more than one clutch. For example, the dog clutch may be replaced with two wet or dry disc-type clutches. A first output shaft (240) for a first electric motor (210) has a clutch engagement member (265), wherein the clutch (260) can optionally engage with different range members on a second output shaft (245) and a second carrier (255). The second carrier (255) of the second planetary gear (235) has a first range member (270) to which the clutch (260) engages when in a first range position. When in a first range position, the clutch (260) connects the first range member (270) to the clutch engagement member (265) so that the speed (i.e., rpm) provided by the second electric motor (215) is reduced through the second gear train (225), and the torque provided to the first output shaft (240) by the second electric motor (215) is increased through the second planetary gear (235). The second output shaft (245) of the second electric motor (215) has a second range member (275) to which the clutch (260) engages when in the second range position. When in the second range position, the clutch (260) connects the second range member (275) to the clutch engagement member (265) so that the speed and torque of the second electric motor (215) are directly provided to the first output shaft (240) of the first electric motor (210).Compared to the first range position, the speed of the second electric motor (215) provided to the first output shaft (240) of the first electric motor (210) is faster and the torque is smaller. The clutch (260) may be further positioned in a neutral position where the second electric motor (215) is not mechanically coupled to the first electric motor (210). In the neutral gear position, the first electric motor (210) can provide the sole mechanical power to propel the vehicle (100).

[0045] By using more than one electric motor, the powertrain system (105) is configured so that smaller consumer electric motors can be used to power larger commercial-grade vehicles, such as those with an FHWA class rating of 4 or higher and / or those capable of moving more than 20,000 pounds (18,144 kg). Generally, but not always, consumer-grade electric motors are cheaper, lighter, and can provide faster speeds compared to commercial-grade electric motors with higher torque. Additionally, these consumer-grade motors tend to be more power-density and energy-efficient so that the coverage range of the vehicle (100) between charges of the ESS (115) can be extended.

[0046] The electric powertrain (200) operates in a manner similar to that described above. Again, this multi-motor design can also use energy more efficiently. The power, speed, and / or torque provided by the first electric motor (210) and the second electric motor (215) can be adjusted so that the motors operate more efficiently under different operating conditions. For example, a clutch (260) can change the gear ratios of the second gear train (225) to adjust the output speed and / or torque provided by the second electric motor (215). A dog clutch (261) can also be used to disconnect the second electric motor (215) from the first electric motor (210) so that the first electric motor (210) provides all propulsive mechanical power to the drive shaft (125). At the same time, the second electric motor (215) can be stopped to conserve power and allow the first electric motor (210) to operate within an efficient power band, or the speed of the second electric motor (215) can be changed for shifting. Since the first gear train (220) reduces the output speed, the first electric motor (210) and the second electric motor (215) may be high-speed motors typically developed for passenger cars.

[0047] Once again, with the first electric motor (210) permanently connected to the drive shaft (125), power can always be applied to the propulsion system (130), so that any shift of the second gear train (225) through the clutch (260) may not be perceived by the driver and / or passengers of the vehicle (100). When the first electric motor (210) continuously provides power to the wheels (135), the powertrain system (105) can have a suitable time during shifting to improve the efficiency and performance of the vehicle (100). The powertrain system (105) can provide more than enough time to handle timing and synchronization issues between the first electric motor (210), the second electric motor (215), the second gear train (225) and / or the clutch (260).

[0048] When the first electric motor (210) and the second electric motor (215) are electric motors, the electric powertrain (200) can be controlled electronically, so hydraulic controls are not required. Again in one specific example, the first electric motor (210) and the second electric motor (215) are the same type of high-speed electric motor having a rated speed of at least 5,000 rpm, and more specifically, the first electric motor (210) and the second electric motor (215) each have a rated speed of at least 10,600 rpm, a rated peak power of at least 250 hp, a rated continuous power of at least 150 hp, a rated continuous torque of at least 240 lb-ft, and a rated peak torque of at least 310 lb-ft. The first planetary gear (230) of the first gear train (220) reduces the output speed from both the first electric motor (210) and the second electric motor (215) so that the maximum output speed on the drive shaft (125) is about 3,500 rpm and the maximum output torque on the drive shaft (125) is about 3,600 lb-ft in one example.

[0049] FIG. 4 illustrates an electric powertrain (400) which is a variation of the electric powertrain (200) illustrated in FIG. 2. As can be seen, the electric powertrain (400) includes a number of identical components and is configured in a manner similar to the electric powertrain (200) illustrated in FIG. 2. For example, the electric powertrain (400) includes a second gear train (225), a second planetary gear (235), a first output shaft (240), a second output shaft (245), a second carrier (255), a clutch (260), and a clutch actuator (262) of the type described above for the electric powertrain (200) of FIG. 2, and the electric powertrain (400) includes a first electric motor (210) having a first inverter (212) and a second electric motor (215) having a second inverter (217). Once again, the clutch (260) is a dog clutch (261) for reducing power during gear shifting. For brevity and clarity, these common features will not be discussed further below, so please refer to the previous discussion of these features. Unlike the electric powertrain (200) of FIG. 2, the electric powertrain (400) has a transmission (405) in which the first gear train (220) (i.e., the first planetary gear (230)) is removed. In the illustrated example, both the first electric motor (210) and the second electric motor (215) are low-speed motors with a rated speed of less than 5,000 rpm. This configuration of the electric powertrain (400) is conductive in situations where both the first electric motor (210) and the second electric motor (215) are low speeds so that the first gear train (220) is not required to reduce the output speed from the electric powertrain (400).

[0050] When the first electric motor (210) and the second electric motor (215) are electric motors, the electric powertrain (400) can be controlled electronically, so hydraulic controls are not required. Again in one specific example, the first electric motor (210) and the second electric motor (215) are the same type of low-speed electric motor having a rated speed of less than 5,000 rpm. In one embodiment, the first electric motor (210) and the second electric motor (215) are interchangeable parts having the same part or SKU number. More specifically, the first electric motor (210) and the second electric motor (215) each have a rated speed of up to 2,500 rpm, a rated peak power of at least 250 hp (600V DC), a rated continuous power of at least 133 hp (600V DC), a rated continuous torque of at least 320 lb-ft, and a rated peak torque of at least 735 lb-ft. Without the first gear train (220), the output from the drive shaft (125) from the electric powertrain (400) has a maximum output speed of about 3,500 rpm and a maximum output torque of about 3,200 lb-ft in one example.

[0051] The second gear train (225) and clutch (260) of the electric powertrain (400) operate in a manner similar to that described above. The controller (110) moves the dog clutch (261) between neutral, first range, and second range positions so that the second electric motor (215) can provide (or not provide) different torques to the clutch engagement member (265) that is combined with the torque from the first electric motor (210) on the drive shaft (125) via the clutch actuator (262). When the dog clutch (261) is in the neutral position, the second electric motor (215) does not supply power to the drive shaft (125). In such a case, the first electric motor (210) can supply all power to the drive shaft (125). Once again, the first electric motor (210) can also operate as a generator during regenerative braking to recharge the ESS (115). The dog clutch (261) engages with the first range member (270) to place the clutch (260) in a first range position where the second electric motor (215) can provide higher torque to the drive shaft (125). The dog clutch (261) engages with the second range member (275) to move to a second range position. In the second range position, the second electric motor (215) provides lower torque than in the first range position, but the speed is higher. Once again, both the first electric motor (210) and the second electric motor (215) are low-speed motors so that the first gear train (220) does not need to reduce the output speed from the electric powertrain (400).

[0052] FIG. 5 illustrates an electric powertrain (500) which is a variation of the electric powertrain (200) and the electric powertrain (500) illustrated in FIG. 2 and FIG. 4, respectively. As can be seen, the electric powertrain (500) includes a number of identical components and is configured in a manner similar to the electric powertrain (200) illustrated in FIG. 2. For example, the electric powertrain (500) includes a second gear train (225), a second planetary gear (235), a first output shaft (240), a second carrier (255), a clutch (260), and a clutch actuator (262) of the type described above for the electric powertrain (200) of FIG. 2, and the electric powertrain (500) includes a first electric motor (210) having a first inverter (212) and a second electric motor (215) having a second inverter (217). In the illustrated example, the second gear train (225) includes a second planetary gear (235). As before, the second planetary gear (235) has a second sun gear (236), second planetary gears (237), and a second ring gear (238). Once again, the clutch (260) is a positive clutch, such as a dog clutch (261), to reduce power loss during shifting. For brevity and clarity, these common features will not be discussed further below, so please refer to the previous discussion of these features. Unlike the electric powertrain (200) of FIG. 2, the electric powertrain (500) has a transmission (405) in which the first gear train (220) (i.e., the first planetary gear (230)) has been removed. In the illustrated example, the first electric motor (210) is a low-speed motor with a rated speed of less than 5,000 rpm, and the second electric motor (215) is a high-speed electric motor with a rated speed of more than 5,000 rpm.

[0053] When the first electric motor (210) and the second electric motor (215) are electric motors, the electric powertrain (500) can be controlled electronically, so hydraulic controls are not required. Again in one specific example, the first electric motor (210) and the second electric motor (215) are the same type of low-speed electric motor having a rated speed of less than 5,000 rpm. In one embodiment, the first electric motor (210) and the second electric motor (215) are interchangeable parts having the same part or SKU number. More specifically, the first electric motor (210) and the second electric motor (215) each have a rated speed of at least 10,600 rpm, a rated peak power of at least 250 hp (600V DC), a rated continuous power of at least 150 hp (600V DC), a rated continuous torque of at least 240 lb-ft, and a rated peak torque of at least 310 lb-ft. In other examples, the first electric motor (210) and the second electric motor (215) may be motors of different types. For example, in another variation, the first electric motor (210) is a low-speed motor and the second electric motor (215) is a high-speed motor.

[0054] As illustrated, the transmission (505) includes a second output shaft (510) connected to a second electric motor (215) and an intermediate output shaft (515) connected to a second gear train (225). In one embodiment, the second sun gear (236) of the second planetary gear (235) is formed integrally with the intermediate output shaft (515), and in another embodiment, the second sun gear (236) is a separate component. The transmission (505) connected between the second output shaft (510) and the intermediate output shaft (515) has an intermediate gear train (520). In the illustrated example, the intermediate gear train (520) includes an intermediate planetary gear (525). The intermediate planetary gear (525) comprises an intermediate sun gear (530), one or more intermediate planetary gears (535) coupled orbitally to the intermediate sun gear (530), and an intermediate ring gear (540) coupled around the intermediate planetary gear (535). The intermediate ring gear (540) is fixed to the housing (239). The intermediate gear train (520) comprises an intermediate carrier (545) on which the intermediate planetary gear (535) is rotatably mounted. The intermediate planetary gear (525) connects the intermediate planetary gear (525) to the intermediate output shaft (515). In one embodiment, the intermediate sun gear (530) is integrally formed with the second output shaft (510), and in other embodiments, the intermediate sun gear (530) is a separate component connected to the second output shaft (510). In the illustrated example, the second output shaft (510) and the intermediate output shaft (515) are hollow so that the first output shaft (240) can extend through the second output shaft (510) and the intermediate output shaft (515) in a concentric manner. The intermediate planetary gear (525) is configured to reduce speed and increase the torque output from the second electric motor (215) supplied to the second gear train (225).

[0055] The second gear train (225) and clutch (260) of the electric powertrain (500) operate in a manner similar to that described above. The controller (110) moves the dog clutch (261) between neutral, first range, and second range positions so that the second electric motor (215) can provide (or not provide) different torques to the clutch engagement member (265) that is combined with the torque from the first electric motor (210) on the drive shaft (125) via the clutch actuator (262). When the dog clutch (261) is in the neutral position, the second electric motor (215) does not supply power to the drive shaft (125). In such a case, the first electric motor (210) can supply all power to the drive shaft (125). Once again, the first electric motor (210) can also operate as a generator during regenerative braking to recharge the ESS (115). The dog clutch (261) engages with the first range member (270) to place the clutch (260) in a first range position where the second electric motor (215) can provide higher torque to the drive shaft (125). The dog clutch (261) engages with the second range member (275) to move to a second range position. In the second range position, the second electric motor (215) provides lower torque than in the first range position, but the speed is higher.

[0056] FIG. 6 illustrates a drawing of another example of an electric powertrain (600) that can be used in the powertrain system (105) of FIG. 1, and FIG. 7 illustrates a cross-sectional view of the electric powertrain (600). FIG. 6 illustrates an electric powertrain (600) that is a different variation of the electric powertrain (200) illustrated in FIG. 2. The electric powertrain (600) includes a number of identical components and is configured in a manner similar to the electric powertrain (200) illustrated in FIG. 2. For example, the electric powertrain (600) comprises a first gear train (220), a second planetary gear (235), a first output shaft (240), a second carrier (255), a clutch (260), and a clutch actuator (262) of the type described above for the electric powertrain (200) of FIG. 2, and the electric powertrain (600) comprises a first electric motor (210) having a first inverter (212) and a second electric motor (215) having a second inverter (217). In the illustrated example, the first gear train (220) comprises a first planetary gear (230). As before, the first planetary gear (230) has a second sun gear (231), second planetary gears (232), and a second ring gear (233). Once again, the clutch (260) is a positive clutch, such as a dog clutch (261), for reducing power loss during gear shifting. For brevity and clarity, these common features will not be discussed further below, so please refer to the previous discussion of these features.

[0057] When the first electric motor (210) and the second electric motor (215) are electric motors, the electric powertrain (600) can be controlled electronically, so hydraulic controls are not required. The first inverter (212) is electrically connected between the ESS (115) and the first electric motor (210), and the second converter (217) is electrically connected between the ESS (115) and the second electric motor (215). The first inverter (212) and the second inverter (217) convert direct current (DC) from the ESS (115) into alternating current (AC) to supply power to the first electric motor (210) and the second electric motor (215), respectively. The first electric motor (210) and the second electric motor (215) can also act as generators, for example, during regenerative braking. In such a situation, the first inverter (212) and the second inverter (217) convert AC power from the first electric motor (210) and the second electric motor (215), respectively, into DC power supplied to the ESS (115). In one example, the first electric motor (210) and the second electric motor (215) are the same type of electric motor, so both motors generally provide the same speed and torque output within normal manufacturing tolerances. In one form, the first electric motor (210) and the second electric motor (215) are both high-speed electric motors, and in another form, the first electric motor (210) and the second electric motor (215) are both low-speed electric motors. In alternative variations, the first electric motor (210) and the second electric motor (215) may be different, for example, one being a high-speed motor and the other being a low-speed motor.

[0058] As can be seen, the electric powertrain (600) of FIG. 6 has a second gear train (625) configured differently from the second gear train (225) of FIG. 2. The second gear train (625) is sandwiched or positioned between the second electric motor (215) and the first gear train (220). This configuration helps to attenuate noise generated by the second gear train (625). In the illustrated example, the second gear train (625) includes an intermediate planetary gear (635). The second planetary gear (635) includes a second sun gear (636), one or more second planetary gears (637) coupled orbitally with the second sun gear (636), and a second ring gear (638) coupled around the second planetary gear (637). The first electric motor (210) and the second electric motor (215) each have a first output shaft (240) and a second output shaft (645) for providing rotational mechanical power. In the illustrated example, the second output shaft (645) is hollow so that the first output shaft (240) can extend through the second output shaft (645) in a concentric manner. The first planetary gear (635) has a second carrier (655) coupled to the second gear train (220), and the second ring gear (638) generally surrounds the second carrier (655).

[0059] As illustrated in FIGS. 6 and 7, the electric powertrain (600) includes at least one "SOWC" (660) having a clutch actuator (662) that engages and disengages the SOWC (660) with a second ring gear (638). Through the SOWC (660), the transmission (605) of the electric powertrain (600) can shift gears so that the speed and / or torque from the second electric motor (215) can be changed. The second gear train (625) further includes a clutch (665) having a clutch actuator (670) that operates the clutch (665). In one example, the clutch (665) includes a dog clutch (675), and in one particular version, the dog clutch (675) is a two-position dog clutch. The second carrier (655) has a clutch engagement member (680), and the second output shaft (645) has a range member (685). When actuated by the clutch actuator (670), the clutch (665) can operably connect the range member (685) to the clutch engagement member (680) so that torque from the second output shaft (645) is transmitted to the second carrier (655). The torque from the second carrier (655) is, in turn, transmitted to the drive shaft (125) through the first planetary gear (230). Different gear ranges from the second electric motor (215) can be achieved by engaging and disengaging the SOWC (660) and the dog clutch (675) in various combinations. In additional variations, the clutch (665) includes a wet disc type clutch or a dry disc type clutch.

[0060] The first electric motor (210) is permanently connected to the drive shaft (125) (i.e., without a clutch) so that the first electric motor (210) can provide continuous power to the drive shaft (125) and the propulsion system (130). In other words, the first electric motor (210) has an uninterrupted connection to the drive shaft (125), and the second electric motor (215) is connected to the drive shaft (125) via the SOWC (660) or clutch (665). This configuration of the electric powertrain (600) facilitates power shifting so that power can always be provided to the drive shaft (125) even if a shift of the SOWC (660) occurs. When power is supplied continuously, any shifting is generally not detectable by the driver and / or passenger.

[0061] By using more than one electric motor, the powertrain system (105) is configured so that smaller consumer electric motors can be used to power larger commercial-grade vehicles, such as those with an FHWA class rating of 4 or higher and / or those capable of moving more than 40,000 pounds (18,144 kg). Generally, but not always, consumer-grade electric motors are cheaper, lighter, and can provide faster speeds compared to commercial-grade electric motors with higher torque. Additionally, these consumer-grade motors tend to be more power-density and energy-efficient so that the coverage range of the vehicle (100) between charges of the ESS (115) can be extended.

[0062] Again, this multi-motor design can also use energy more efficiently. The power, speed, and / or torque provided by the first electric motor (210) and the second electric motor (215) can be adjusted so that the motors operate in a more efficient manner under different operating conditions. For example, the SOWC (660) and / or clutch (665) can change the gear ratios of the second gear train (625) to adjust the output speed and / or torque provided by the second electric motor (215). The SOWC (660) can also be used to disconnect the second electric motor (215) from the first electric motor (210) so that the first electric motor (210) provides all the propulsive mechanical power to the drive shaft (125). At the same time, the second electric motor (215) can be stopped to conserve power and allow the first electric motor (210) to operate within an efficient power band, or the speed of the second electric motor (215) can be changed for shifting. Once again, with the first electric motor (210) permanently connected to the drive shaft (125), power can always be supplied to the propulsion system (130), so that any shifting of the second gear train (625) through the SOWC (660) and clutch (665) may not be perceived by the driver and / or passengers of the vehicle (100). When the first electric motor (210) continuously provides power to the drive shaft (125), the powertrain system (105) can have a suitable time during shifting to improve the efficiency and performance of the vehicle (100). The powertrain system (105) can provide more than enough time to handle timing and synchronization issues between the first electric motor (210), the second electric motor (215), the second gear train (625), the SOWC (660), and / or the dog clutch (675).

[0063] FIG. 8 illustrates an electric powertrain (800) which is a variation of the electric powertrain (600) illustrated in FIG. 6 and FIG. 7. As can be seen, the electric powertrain (800) includes a number of identical components and is configured in a manner similar to the electric powertrain (200) illustrated in FIG. 2. For example, the electric powertrain (800) comprises a first output shaft (240), a second gear train (625), a second planetary gear (635), a second output shaft (645), a second carrier (655), a SOWC (660), a clutch actuator (662), a clutch (665), a clutch actuator (670), a dog clutch (675), a clutch engagement member (680), and a range member (685) of the type described above for the electric powertrain (600) of FIG. 6, and the electric powertrain (800) comprises a first electric motor (210) having a first inverter (212) and a second electric motor (215) having a second inverter (217). Once again, the second planetary gear (635) of the second gear train (625) has a second sun gear (636), second planetary gears (637), and a second ring gear (638). For brevity and clarity, these common features will not be discussed further below, so please refer to the previous discussion of these features. Unlike the electric powertrain (600) of FIG. 6, the electric powertrain (800) has a transmission (805) in which the first gear train (220) (i.e., the first planetary gear (230)) has been removed. In the illustrated example, both the first electric motor (210) and the second electric motor (215) are low-speed motors with a rated speed of less than 5,000 rpm. The configuration of this electric powertrain (800) is conductive in situations where both the first electric motor (210) and the second electric motor (215) are at low speeds so that the first gear train (220) is not required to reduce the output speed from the electric powertrain (800).

[0064] If the first electric motor (210) and the second electric motor (215) are electric motors, the electric powertrain (800) can be controlled electronically, so hydraulic controls are not required. Again in one specific example, the first electric motor (210) and the second electric motor (215) are the same type of low-speed electric motor having a rated speed of less than 5,000 rpm. In one embodiment, the first electric motor (210) and the second electric motor (215) are interchangeable parts having the same part or SKU number. More specifically, the first electric motor (210) and the second electric motor (215) each have a rated speed of up to 2,500 rpm, a rated peak power of at least 250 hp (600V DC), a rated continuous power of at least 133 hp (600V DC), a rated continuous torque of at least 320 lb-ft, and a rated peak torque of at least 735 lb-ft. Without the first gear train (220), the output from the drive shaft (125) from the electric powertrain (800) has, in one example, a maximum output speed of about 3,500 rpm and a maximum output torque of about 3,200 lb-ft.

[0065] The second gear train (225), SOWC (660), and clutch (665) of the electric powertrain (800) operate in a manner similar to that described above. The power, speed, and / or torque provided by the first electric motor (210) and the second electric motor (215) can be adjusted so that the motor operates more efficiently under different operating conditions. For example, the SOWC (660) and / or clutch (665) can change the gear ratios of the second gear train (625) to adjust the output speed and / or torque provided by the second electric motor (215). The SOWC (660) can also be used to disconnect the second electric motor (215) from the first electric motor (210) so that the first electric motor (210) provides all propulsive mechanical power to the drive shaft (125). At the same time, the second electric motor (215) may be stopped to conserve power and allow the first electric motor (210) to operate within an efficient power band, or the speed of the second electric motor (215) may be changed for shifting. Once again, with the first electric motor (210) permanently connected to the drive shaft (125), power can always be supplied to the propulsion system (130) so that any shifting of the second gear train (625) through the SOWC (660) and clutch (665) may not be perceived by the driver and / or passengers of the vehicle (100). When the first electric motor (210) continuously provides power to the drive shaft (125), the powertrain system (105) may have an appropriate time during shifting to improve the efficiency and performance of the vehicle (100). The powertrain system (105) can provide more than enough time to handle timing and synchronization issues between the first electric motor (210), the second electric motor (215), the second gear train (625), the SOWC (660) and / or the dog clutch (675).

[0066] FIG. 9 illustrates a drawing of another example of an electric powertrain (900) having a multi-motor continuous power transmission (905) that can be used in the powertrain system (105) of FIG. 1. The electric powertrain (900) shares many components and functions with those previously described (e.g., see FIG. 2 and FIG. 3). For the sake of brevity as well as clarity, these common features will not be described in more detail below, but please refer to the previous discussions.

[0067] The front end of the transmission (905) is generally configured in a manner similar to the transmission (205) of FIGS. 2 and 3, but the transmission (905) of FIG. 9 further includes an add-on module (907) configured to provide additional gear ranges. For example, the transmission (905) of FIG. 9 includes a first electric motor (210) having a first inverter (212) and a second electric motor (215) having a second inverter (217). The first inverter (212) is electrically connected between the ESS (115) and the first electric motor (210), and the second converter (217) is electrically connected between the ESS (115) and the second electric motor (215). The first inverter (212) and the second inverter (217) convert direct current (DC) from the ESS (115) into alternating current (AC) to supply power to the first electric motor (210) and the second electric motor (215), respectively. The first electric motor (210) and the second electric motor (215) may also act as generators, for example, during regenerative braking. In such a situation, the first inverter (212) and the second inverter (217) convert AC power from the first electric motor (210) and the second electric motor (215), respectively, into DC power supplied to the ESS (115). In one example, the first electric motor (210) and the second electric motor (215) are the same type of electric motor, so both motors generally provide the same speed and torque output within normal manufacturing tolerances. In one form, the first electric motor (210) and the second electric motor (215) are both high-speed electric motors, and in another form, the first electric motor (210) and the second electric motor (215) are both low-speed electric motors. In alternative variations, the first electric motor (210) and the second electric motor (215) may be different, for example, one being a high-speed motor and the other being a low-speed motor.

[0068] As before, the transmission (905) has a first gear train (220) and a second gear train (225) located at the output ends of both the first electric motor (210) and the second electric motor (215). The first gear train (220) is located at the output end of the entire transmission (205) close to the drive shaft (125). The second gear train (225) is sandwiched or located between the second electric motor (215) and the first gear train (220). This configuration helps to attenuate noise generated by the second gear train (225). Higher pitch line (or circle) speeds generate higher noise levels. Noise levels can be lowered by strengthening gear mesh contacts and selecting appropriate materials and lubricants. The illustrated design moves the first gear train (220) and the second carrier (255) downstream to bring them closer to the drive shaft (125). In turn, this generally moves the noise generated in the cabin of the vehicle (100) far away.

[0069] In the illustrated example, the first gear train (220) is in the form of a first planetary gear (230). The first planetary gear (230) includes a first sun gear (231), one or more first planetary gears (232) orbitally coupled with the first sun gear (231), and a first ring gear (233) surrounding and coupled with the first planetary gear (232). In the illustrated example, the second gear train (225) is in the form of a second planetary gear (235). The second planetary gear (235) includes a first sun gear (236), one or more first planetary gears (237) orbitally coupled with the first sun gear (231), and a first ring gear (233) surrounding and coupled with the first planetary gear (232). The first electric motor (210) and the second electric motor (215) each have a first output shaft (240) and a second output shaft (245) for providing rotational mechanical power. In the illustrated example, the second output shaft (245) is hollow so that the first output shaft (240) can extend through the second output shaft (245) in a concentric manner. The first planetary gear (230) has a first carrier (250) connected to the drive shaft (125), and the second planetary gear (235) has a second carrier (255). The first planetary gear (232) and the second planetary gear (237) are each mounted or connected to the first carrier (250) and the second carrier (255), respectively. In one embodiment, the first sun gear (231) and the second sun gear (236) are each formed integrally with the first output shaft (240) and the second output shaft (245). In other examples, the first sun gear (231) and the second sun gear (236) may be separate gears attached to the first output shaft (240) and the second output shaft (245).

[0070] As illustrated in FIG. 9, the transmission (905) includes at least one clutch (260) in the form of a dog clutch (261). As in previous examples, the dog clutch (261) has a clutch actuator (262) that engages and disengages the second electric motor (215) from the first electric motor (210). Through the clutch (260), the transmission (205) of the electric powertrain (200) can further shift gears so that the speed and / or torque from the second electric motor (215) can be changed. In the illustrated example, the transmission (905) includes a single clutch (260), but in other examples, the transmission (905) may include more than one clutch. A first output shaft (240) for the first electric motor (210) has a clutch engaging member (265), wherein the clutch (260) can engage with the first output shaft (240). The second carrier (255) of the second planetary gear (235) has a first range member (270) to which the clutch (260) engages when in the first range position. When in the first range position, the clutch (260) connects the first range member (270) to the clutch engagement member (265) so that the speed (i.e., rpm) provided by the second electric motor (215) is reduced through the second gear train (225), and the torque provided by the second electric motor (215) to the first gear train (220) is increased through the second planetary gear (235). The second output shaft (245) of the second electric motor (215) has a second range member (275) to which the clutch (260) engages when in the second range position. When in the second range position, the clutch (260) connects the second range member (275) to the clutch engagement member (265) so that the speed and torque of the second electric motor (215) are directly supplied to the first gear train (220). Compared to the first range position, the speed of the second electric motor (215) supplied to the first output shaft (240) of the first electric motor (210) is faster and the torque is smaller.The clutch (260) may be further positioned in a neutral position where the second electric motor (215) is not mechanically coupled to the drive shaft (125). In the neutral gear position, the first electric motor (210) can provide the sole mechanical power to propel the vehicle (100) if desired.

[0071] As previously mentioned, the module (907) of FIG. 9 is configured to easily convert the transmission (205) of FIG. 2 into a 2-speed to 3-speed transmission type design. As illustrated, the module (907) includes a third gear train (910) located upstream of the first electric motor (210), i.e., on the side of the transmission (905) opposite the first gear train (220) and the second gear train (225). The transmission (905) has a first output shaft (915) and a first coupler shaft (920). The first connector shaft (920) connects the first electric motor (210) to the third gear train (910), and the first output shaft (915) extends longitudinally within the transmission line (905) to connect the third gear train (910) to the first gear train (220) and the second gear train (225). The second output shaft (245) and the first connector shaft (920) are hollow so that the first output shaft (915) can extend concentrically through the second output shaft (245) and the first connector shaft (920). Through the third gear train (910) and the first output shaft (915), the first electric motor (210) can provide power to the drive shaft (125).

[0072] In the illustrated example, the third gear train (910) includes a third planetary gear (922). As illustrated, the transmission (905) further includes a second clutch (925) that is optionally engaged and disengaged from the third planetary gear (922) via a second clutch actuator (927). In the illustrated form, the second clutch (925) is a dog clutch. The second clutch actuator (927) is operably engaged or connected to the controller (110) via a CAN (120) so that the controller (110) can control the operation of the second clutch (925). In the illustrated example, the third planetary gear (922) has a third sun gear (928), one or more inner planetary gears (930) coupled with the third sun gear (928), one or more outer planetary gears (935) coupled with the inner planetary gears (930), and a third ring gear (938) surrounding and coupled with the outer planetary gears (935). The third sun gear (928), inner planetary gears (930), outer planetary gears (935), and third ring gear (938) of the third planetary gear (922) are generally arranged in a concentric manner. The inner planetary gears (930) and the outer planetary gears (935) are each rotatably mounted on a third carrier (940) fixed to a housing (239). With respect to the housing (239), the inner planetary gears (930) and the outer planetary gears (935) are fixed, and the third sun gear (928) and the third ring gear (938) rotate or move with respect to the housing (239). With this gear arrangement, the third planetary gear (922) of the third gear train (910) can increase the torque supplied by the first electric motor (210) and decrease the output speed of the first electric motor (210).

[0073] As illustrated in FIG. 9, the first output shaft (915) of the third gear train (910) has a second clutch engagement member (945) that engages with the second clutch (925). The third ring gear (938) of the third planetary gear (922) has a first-second range member (950) that can be engaged by the second clutch (925). The first coupler shaft (920) likewise has a third range member (955) that can be engaged by the second clutch (925). The controller (110) can change the torque and speed of the first electric motor (210) supplied to the drive shaft (125) by shifting the second clutch (925) through the second clutch actuator (927) to alternately engage the first-second range member (950) or the third range member (955). In one variant, the first gear train (220) has a gear ratio of about 3.00, the second gear train (225) has a gear ratio of about 3.50, and the third gear train (910) has a gear ratio of about 2.50. It should be recognized that these gear trains in other variants may have different ratios.

[0074] One technique for operating the transmission (905) will now be described with reference to FIG. 9. Once again, the transmission (905) is designed for three speeds. With this technique, at least one of the motors always supplies power to the drive shaft (125) so that no power interruption occurs, such as during gear changes. With this uninterrupted power, any gear change will occur smoothly so that the driver and / or passenger of the vehicle (100) generally does not feel any significant power loss or sudden movement.

[0075] In the first range, both the first electric motor (210) and the second electric motor (215) supply mechanical power to the drive shaft (125). The controller (110) positions the second clutch (925) via the second clutch actuator (927), so that the second clutch (925) mechanically connects the first-second range member (950) of the third planetary gear (922) to the second clutch engagement member (945). In this first range position, the third planetary gear (922) of the third gear train (910) can increase the torque supplied to the first gear train (220) by the first electric motor (210) and decrease the output speed of the first electric motor (210). At the first range position, the controller (110) simultaneously positions the clutch (260) via the clutch actuator (262) so that the clutch (260) engages the first range member (270) with the clutch engagement member (265). When in this first range position, the second electric motor (215) supplies higher torque to the first gear train (220) at low speed via the second planetary gear (237) of the second gear train (225). The output from both the first electric motor (210) and the second electric motor (215) is transmitted via the first planetary gear (230) to increase torque and decrease the speed supplied to the drive shaft (125). This allows high-speed electric motors, such as those designed for passenger cars, to be used in large vehicles. Generally, but not always, the first range position is used when the vehicle (100) is driven under low speed and / or high torque requirements.

[0076] From the first range position, the transmission (905) can move to the second range position. During this first gear position (i.e., from the first range position to the second range position), the first electric motor (210) supplies all mechanical power to the drive shaft (125) so that the transmission (905) maintains an uninterrupted power connection. With this uninterrupted connection, the gear shift will be smooth so that the driver and / or passenger of the vehicle (100) generally does not feel any significant power loss or sudden movement. When in this first gear position, the power supplied by the first electric motor (210) is increased to compensate for the power loss of the second electric motor (215). The second clutch actuator (927) maintains the engagement of the second clutch (925) between the second clutch engagement member (945) and the third range member (955). The clutch actuator (262) moves the clutch (260) to a neutral position where the clutch (260) is separated from both the first range member (270) and the second range member (275). When the clutch (260) is in the neutral position from the first gear position, mechanical power from the second electric motor (215) is not transmitted to the drive shaft (125) of the vehicle (100), so the first electric motor (210) supplies all power to the drive shaft (125).

[0077] To shift to a second range position, the controller (110) moves the clutch (260) via the clutch actuator (262) to a position where the clutch (260) mechanically connects the second range member (275) and the clutch engagement member (265), so that the second electric motor (215) again supplies power to the drive shaft (125). Compared to the first range position, the output from the second electric motor (215) generally has a higher speed and lower torque because the power from the second electric motor (215) does not pass through the second planetary gears (237). At the same time, the second clutch actuator (927) maintains the engagement of the second clutch (925) between the second clutch engagement member (945) and the third range member (955) in the second range position. The power supplied by the first electric motor (210) can be reduced once the second electric motor (215) is engaged in the second range position. In the second range position, both the first electric motor (210) and the second electric motor (215) supply power to the drive shaft (125) through the first gear train (220).

[0078] From the 2nd range position, the transmission (905) can shift to the 3rd range position. During this 2nd shift position (i.e., from the 2nd range position to the 1st range position), the 2nd electric motor (215) supplies all mechanical power to the drive shaft (125) so that the transmission (905) maintains an uninterrupted power connection. With this uninterrupted connection, shifting will be smooth so that the driver and / or passenger of the vehicle (100) generally does not feel any significant power loss or sudden movement. When in this 2nd shift position, the power supplied by the 2nd electric motor (215) is increased to compensate for the power loss of the 1st electric motor (210). The clutch actuator (262) maintains the engagement of the clutch (260) between the clutch engagement member (265) and the 2nd range member (275). At the same time, the second clutch actuator (927) moves the second clutch (925) to a neutral position in which the second clutch (925) is separated from both the first-second range member (950) and the third range member (955). With the second clutch (925) in the neutral position in the second gear position, mechanical power from the first electric motor (210) is not transmitted to the drive shaft (125) of the vehicle (100), so the second electric motor (215) supplies all power to the drive shaft (125).

[0079] To shift to a third range position, the controller (110) moves the second clutch (925) via the clutch actuator (927) to a position where the second clutch (925) mechanically connects the third range member (955) and the clutch engagement member (945), so that the first electric motor (210) again supplies power to the drive shaft (125). Compared to the first and second range positions, the output from the first electric motor (210) generally has a higher speed and lower torque because the power of the first electric motor (210) does not pass through the third planetary gear (922). At the same time, the second clutch actuator (262) maintains the engagement of the second clutch (260) between the second clutch engagement member (265) and the third range member (275) in the third range position. The power supplied by the second electric motor (215) can be reduced once the first electric motor (210) is coupled to the third range position. In the third range position, both the first electric motor (210) and the second electric motor (215) supply power to the drive shaft (125) through the first gear train (220). Generally, but not always, the third range position is used when the vehicle (100) is driven under high speed and / or low torque requirements.

[0080] Using the aforementioned technology and transmission (905), at least one of the motors always supplies power to the drive shaft (125) so that no power interruption occurs, such as during gear shifting. With this uninterrupted power, any gear shifting will occur smoothly so that the driver and / or passenger of the vehicle (100) generally does not feel any significant power loss or sudden movement. Additionally, this technology and system enables high-speed electric motors, such as those designed for passenger cars, to be used in large vehicles.

[0081] Glossary of Terms

[0082] The language used in the claims and the specification shall have only a plain and common meaning, except as explicitly defined below. The words in these definitions have only a plain and common meaning. This plain and common meaning includes all consistent dictionary definitions in the most recently published Webster's dictionaries and Random House dictionaries. As used in the specification and claims, the following definitions apply to these terms and their common variations identified below.

[0083] "Approximately" regarding numerical values ​​generally means plus or minus 10% of the stated value. For example, if the stated value is 4.375, the use of the term "approximately 4.375" generally means a range between 3.9375 and 4.8125.

[0084] "And / or" generally represents a grammatical conjunction indicating that one or more cases it connects may occur. For example, it may indicate that one or both of the two mentioned cases may occur. Generally, "and / or" includes any combination of the listed collections. For example, "X, Y and / or Z" includes: any single character individually (e.g., {X}, {Y}, {Z}); any combination of two characters (e.g., {X, Y}, {X, Z}, {Y, Z}); and all three characters (e.g., {X, Y, Z}). These combinations may also include other elements not listed.

[0085] An "axis" generally refers to a straight line through which a body, object, and / or geometric figure rotates or can be considered to rotate.

[0086] "Bearing" generally refers to a mechanical element that restricts relative movement and reduces friction between moving parts to only the desired motion, such as rotational movement. For example, bearings can take the form of loose ball bearings found in cup and cone-style hubs. Bearings can also take the form of cartridge bearings, which contain ball bearings within a hollow cylinder-shaped cartridge where the inner surface rotates relative to the outer surface, using balls or other types of bearings.

[0087] "Brake" generally refers to a device that stops and / or prevents the movement of a mechanism through friction, electromagnetic, and / or other forces. For example, brakes may include equipment on automobiles, bicycles, or other vehicles used to decelerate and / or stop vehicles. In other words, a brake is a mechanical device that inhibits movement by absorbing energy from a moving system. Brakes can be used, for example, to slow down or stop the speed of a moving vehicle, wheel, and / or axle, or to prevent movement. In most cases, this is achieved by friction. Types of brakes include friction, pressure, and / or electromagnetic braking systems. For example, friction brakes may include calipers, drums, and / or disc brakes. For example, electromagnetic braking systems may include electric motors / generators found in regenerative braking systems.

[0088] A "clutch" generally refers to a device that engages and disengages the transmission of mechanical power between two or more rotating shafts or other moving components. In one example, one shaft is typically attached to an engine, motor, or other power source acting as the driving member, while the other shaft (i.e., the driven member) provides the output power for the work. Although the movements involved are generally rotational, linear clutches are also used to engage and disengage components moving in linear or near-linear motion. For example, clutch components can be engaged and disengaged via mechanical, hydraulic, and / or electrical actuation. Clutches may include positive clutches and friction clutches. Wet clutches are generally immersed in cooling fluid or other fluids, while dry clutches are not immersed in these fluids. Some non-limiting examples of clutches include, to name a few, cone clutches, centrifugal clutches, torque-limiting clutches, shaft clutches, disc clutches, dog clutches, and rim clutches.

[0089] "Contact" generally refers to a condition and / or state in which at least two objects are in physical contact. For example, contact requires at least one location where objects come into direct or indirect contact, with or without other members between the objects.

[0090] A "controller" generally refers to a device using mechanical, hydraulic, pneumatic, electronic technologies and / or a microprocessor or computer to monitor and physically modify the operating conditions of a given dynamic system. In one non-limiting example, a controller may include an Allen Bradley brand PLC (Programmable Logic Controller). A controller may include a processor that performs calculations to process inputs or outputs. A controller may include memory to store values ​​to be processed by the processor or to store the results of previous processing. A controller may also be configured to accept inputs and outputs from multiple input and output devices to receive or transmit values. These devices include other computers, keyboards, mice, visual displays, printers, industrial equipment, and systems or machines of all types and sizes. For example, a controller may control a network or network interface to perform various network communications upon request. A network interface may be characterized as being part of the controller or separate from the controller. The controller may be a single physical computing device, such as a desktop or laptop computer; multiple devices of the same type, such as a group of servers operating as a single device in a network cluster; or a heterogeneous combination of different computing devices operating as a single controller and connected together by a communication network. The communication network connected to the controller may also be connected to a broader network, such as the Internet. Accordingly, the controller may include one or more physical processors or other computing devices or circuits, and may also include any suitable type of memory. The controller may also be a virtual computing platform having an unknown or variable number of physical processors and memories or memory devices.Therefore, the controller may be physically located at a single geographical location or physically distributed across several widely dispersed locations, along with multiple processors connected together by a communication network to operate as a single controller. Multiple controllers or computing devices may be configured to communicate with each other or other devices via wired or wireless communication links to form a network. Network communications may pass through various controllers acting as network appliances, such as switches, routers, firewalls, or other network devices or interfaces, before traversing other large-scale computer networks, such as the Internet. Just as wireless data transmissions are carried out via electromagnetic waves through transmission lines or free space, communications may also be carried out through networks. These communications include transmitting data using WiFi or other WLANs (Wireless Local Area Networks) or cellular transmitters / receivers.

[0091] "Controller Area Network," or "CAN," generally refers to a vehicle bus standard designed to allow microcontrollers, sensors, and / or other devices to communicate with each other in applications without necessarily requiring a host computer. While CAN systems originally involve message-based protocols designed for multi-wired applications within vehicles, they are also used in many other contexts. Vehicles equipped with a CAN system may include multiple Electronic Control Units (ECUs), also commonly referred to as nodes, though not always. These ECUs may include, to name a few examples, Engine Control Modules (ECMs) and Transmission Control Modules (TCMs), as well as other control units such as airbags, anti-lock braking / ABS, cruise control, electronic power steering, audio systems, power windows, doors, mirror adjustment, and battery and / or hybrid / electric charging systems. CAN includes a multi-master serial bus standard for connecting ECUs. The complexity of an ECU or node varies from a simple Input / Output (I / O) device to an embedded computer with a CAN interface and software. An ECU or node may act as a gateway that allows a general-purpose computer to communicate with devices in a CAN network via an interface, such as a USB and / or Ethernet port. Although not always the case, each ECU generally includes a central processing unit, a CAN controller, and a transceiver. The CAN system may include, for example, low-speed CAN (128 Kbps) according to the ISO 11898-3 standard, high-speed CAN (512 Kbps) according to the ISO 11898-2 standard, CAN FD according to the ISO 11898-1 standard, and single-wire CAN according to the SAE J2411 standard.

[0092] A "dog clutch" generally refers to a type of positive clutch that engages and disengages at least two rotating shafts or other rotating machine components by means of an interference-type connection. The two parts of the clutch are designed so that one part pushes the other, allowing both to rotate at the same speed without (or with very minimal) slippage. Typically, though not always, one part of the dog clutch includes a series of teeth or other protrusions configured to mate with the other part of the dog clutch, which includes corresponding recesses to accommodate a series of teeth or protrusions. Unlike friction clutches that allow slippage, dog clutches are used when slippage is undesirable or when the clutch is not used for torque control. In the absence of slippage, dog clutches are not subject to wear in the same way as friction clutches.

[0093] "Downstream" generally refers to the same direction or relative position to the flow of power in a system.

[0094] "Eccentricity" generally refers to an axis being located elsewhere, unrelated to the geometric center of an object or the axis of another object. As a non-limiting example, when oriented eccentrically, an object has an axis of rotation displaced from its center (or relative to another object) to allow it to transmit reciprocating motion. In other words, if an axis or other part is not centered, it is considered eccentric.

[0095] An "electric motor" generally refers to an electric machine that converts electrical energy into mechanical energy. While not always the case, electric motors typically operate through the interaction between one or more magnetic fields and winding currents to generate force in the form of rotation. Electric motors can be powered by direct current (DC) sources, such as batteries, vehicles, and / or rectifiers, or by alternating current (AC) sources, such as power grids, inverters, and / or generators. Generators may (though not always) be mechanically identical to electric motors but operate in the reverse direction to receive mechanical energy and convert it into electrical energy.

[0096] An "Electronic Control Unit (ECU)" or "Electronic Control Module (ECM)" generally refers to a system embedded in a vehicle's electronics that controls one or more of the vehicle's electrical systems and / or subsystems. While not always the case, ECUs generally communicate via a Controller Area Network (CAN) and can act as nodes through the CAN. The complexity of an ECU or node varies from a simple Input / Output (I / O) device to an embedded computer with a CAN interface and software. An ECU or node may also act as a gateway, enabling a general-purpose computer to communicate with devices on the CAN network via interfaces, such as USB and / or Ethernet ports. While not always the case, each ECU typically includes a central processing unit, a CAN controller, and a transceiver. These ECUs may include, for example, engine control modules (ECMs) and transmission control modules (TCMs), as well as other control units such as airbags, anti-lock braking / ABS, cruise control, electronic power steering, audio systems, power windows, doors, mirror adjustment, battery and / or hybrid / electric charging systems. As non-limiting examples, types of ECUs may include, for example, ECMs, TCMs, powertrain control modules (PCMs), brake control modules (BCMs or EBCMs), central control modules (CCMs), central timing modules (CTMs), general electronic modules (GEMs), body control modules (BCMs), and / or suspension control modules (SCMs).

[0097] An "Energy Storage System (ESS)" or "Energy Storage Unit" generally refers to a device that captures energy produced at once for later use. Energy can be supplied to the ESS in one or more forms, including, for example, radiation, chemical, gravitational potential, electric potential, electricity, elevated temperature, latent heat, and kinetic energy. The ESS converts forms of energy that are difficult to store into forms that can be stored more conveniently and / or economically. As non-limiting examples, technologies for accumulating energy in an ESS include: mechanical capture technologies such as compressed air storage, flywheels, gravitational potential energy devices, springs, and hydraulic accumulators; electrical and / or electromagnetic capture technologies using, for example, capacitors, supercapacitors, and superconducting magnetic energy storage coils; biological technologies using, for example, glycogen, biofuels, and starch storage media; electrochemical capture technologies using, for example, flow batteries, rechargeable batteries, and ultra-batteries; and thermal capture technologies using, for example, eutectic systems, molten salt storage, phase change materials, and vapor accumulators. and / or may include chemical capture techniques using, for example, hydrated salts, hydrogen, and hydrogen peroxide. Examples of common ESS include lithium-ion batteries and supercapacitors.

[0098] "Fastener" generally refers to a hardware device that mechanically joins or otherwise attaches two or more objects. As non-limiting examples, fasteners may include, for instance, bolts, fittings, nails, nuts, pins, rivets, screws, and snap fasteners.

[0099] "Gear train" generally refers to a system of gears that transmit power from one mechanical component to another. For example, a gear train may include two or more combinations of gears mounted on rotating shafts that transmit torque and / or power. As a non-limiting example, a gear train may include, for example, a planetary gear set.

[0100] "High-speed motor" generally refers to a motor having a maximum output speed of at least 5,000 rpm (revolutions per minute) without using gear trains or other similar equipment to boost speed.

[0101] "Interchangeable" generally refers to two or more items that can be placed and / or used in place of one another. In other words, one item can replace and / or change places with another. For example, interchangeable parts are manufactured to have nearly identical structural size and shape within normal manufacturing tolerances, though not always, and have nearly identical operating characteristics, so one part can be replaced with another interchangeable part. In some cases, interchangeable parts may be manufactured and / or sold by a specific company under the same part or SKU (Stock Keeping Unit) identifier, and in other cases, different companies may manufacture and / or sell the same interchangeable part.

[0102] A "discontinuous connection" generally refers to a mechanical connection between two mechanical components that has the ability to break continuity during normal operation so that the components can be mechanically separated and reconnected if desired. When the connection is broken, the components cannot provide mechanical power to each other. A discontinuous connection may include multiple components, such as multiple shafts and gears that are coupled to each other. A discontinuous connection includes at least one mechanism, such as a clutch, designed to disconnect and reconnect the mechanical connection between the components during normal operation.

[0103] "Inverter" or "power inverter" generally refers to an electronic device and / or circuit that converts at least direct current (DC) into alternating current (AC). Certain types of inverters may further include a rectifier that converts AC to DC, so that the inverter and rectifier functions are combined to form a single unit sometimes called an inverter. An inverter may be entirely electronic or a combination of electronic circuits and mechanical devices, such as rotating parts. Inverters may further include static inverters that do not use moving parts to convert DC to AC.

[0104] "Side" generally refers to something located on the side, facing the side, or coming from the side.

[0105] "Length direction" generally relates to the length or vertical dimension of an object rather than its width.

[0106] "Low-speed motor" generally refers to a motor having a maximum output speed of less than 5,000 rpm (revolutions per minute) without using gear trains or other similar equipment to boost speed.

[0107] In the claims, “means to do” applies 35 USC §112(f), which literally includes the cited function and the structure and equivalents thereof. Unless the structure cited for the claimed element is insufficient, the absence thereof is not. Nothing limits the principle of equivalents available to the patentee here or elsewhere.

[0108] "Motor" generally refers to a machine that supplies power to a device having moving parts. Motors may include rotors and linear motors. Motors may be powered by various means, such as electric, internal combustion engines, pneumatic and / or hydraulic sources. As non-limiting examples, motors may include servo motors, pneumatic motors, hydraulic motors, steam engines, pneumatic pistons, hydraulic pistons, and / or internal combustion engines.

[0109] "Optionally" means discretionary; not necessary; possible but not mandatory; and left to individual choice.

[0110] "OEM (Original Equipment Manufacturer)" generally refers to an organization that manufactures finished devices using components purchased from other organizations, which are typically sold under their own brands in the consumer or commercial market.

[0111] A "planetary gear" or "planetary gear set" generally refers to a system of at least two gears mounted so that at least one gear center rotates around the other gear center. In other words, a planetary gear includes a planetary gear system in which at least one gear axis rotates around the axis of another gear. In one example, a carrier connects the centers of the two gears and rotates to carry one gear, called a planetary gear, around the other gear, generally called a sun gear. Generally, but not always, the planetary gear and the sun gear mesh so that their pitch circles rotate without slipping. A point on the pitch circle of a planetary gear typically follows an epicycloid curve. In one simplified case, the sun gear is fixed and one or more planetary gears rotate around the sun gear. In other examples, the planetary gear train can be assembled so that the planetary gears roll inside the pitch circle of a fixed outer gear ring, often called an annular gear. In this case, the curve traced by a point on the pitch circle of the planetary gear is a hypocycloid. Planetary gears are generally used to transmit large torque loads in a compact form.

[0112] A "positive clutch" generally refers to a type of clutch designed to transmit torque without slippage, for example, through a mechanical interference type connection. Some examples of positive clutches include jaw clutches (e.g., square or spiral jaw clutches) and dog clutches.

[0113] "Powertrain" generally refers to devices and / or systems used to convert stored energy into kinetic energy for the purpose of propulsion. A powertrain may include multiple power sources and may be used in non-wheel-based vehicles. As non-limiting examples, stored energy sources may include chemical, solar, nuclear, electric, electrochemical, kinetic, and / or other potential energy sources. For example, a vehicle's powertrain includes devices that generate power and transmit that power to the road surface, water, and / or air. These devices of the powertrain include engines, motors, transmissions, drive shafts, differentials, and / or final drive components (e.g., drive wheels, continuous tracks, propellers, thrusters, etc.).

[0114] "Rated continuous output" or "continuous rated output" generally refers to the amount of energy or work (i.e., power) per unit time that an electric motor generates without interruption at rated speed, rated torque, and the motor's rated voltage. In other words, rated continuous power is generally the power that an electric motor can produce over an extended period at rated speed and rated torque without damaging the motor.

[0115] "Rated operating speed" or "rated speed" generally refers to the speed at which an electric motor rotates when generating rated continuous power at the rated voltage supplied to the electric motor (i.e., speed). While not always the case, rated operating speed is typically measured in revolutions per minute (rpm). Generally speaking, rated operating speed is the specified rpm at which the motor operates, keeping in mind the electric motor's mechanical stability and efficiency. Rated voltage and rated horsepower refer to the maximum voltage and horsepower (hp), respectively, at which the motor can operate efficiently without damage. The rated operating speed value will be slightly lower than the electric motor's synchronous speed due to speed reduction (i.e., slip or speed loss) caused by added load. For example, most AC induction motors with synchronous speeds of 1800 RPM typically have rated speeds in the range of approximately 1720 to 1770 RPM, depending on the amount of slip. Some newer, higher-performance, or energy-efficient electric motors tend to have rated operating speeds at the higher end of the range.

[0116] "Rated continuous torque" or "continuous rated torque" generally refers to the magnitude of the torsional force or torque that an electric motor generates without interruption at its rated speed and rated voltage. In other words, rated continuous torque is typically the torque that an electric motor can output for an extended period at its rated speed without damaging the motor. Generally, this value is generated close to the motor's maximum speed.

[0117] "Resolver" generally refers to a type of rotary sensor used to measure the degree of rotation, speed, and / or acceleration of a rotary device. In one example, a resolver includes a rotary electric transformer used to measure rotational speed, such as an electric motor, generator, and / or transmission. Resolvers may include analog or digital type electrical devices. Resolvers may be in the form of two-pole or multi-pole resolvers. Some other types of resolvers include receiver-type resolvers and differential-type resolvers.

[0118] "Rotor" refers to a part or section of a machine that rotates within or around a stationary part, generally referred to as a stator. A rotor is a moving or rotating part of a rotating system found in generators, electric motors, sirens, mud motors, turbines, and / or biological rotors. In one particular non-limiting example, a rotor includes the rotating part of a generator and / or motor, particularly an induction motor.

[0119] Selectable One-Way Clutch (SOWC) generally refers to a type of clutch that can be controlled to lock in at least one rotational direction. One-way clutches are typically (though not always) designed to transmit torque or lock when rotating in one direction and to allow rotational motion or freewheeling when rotating in the opposite direction. An SOWC is a type of one-way clutch that can be used to control when and / or in which rotational motion is locked or free. As a non-limiting example, an SOWC can be activated to transmit torque when torque is applied in one rotational direction and to lock in order to enable freewheeling or slipping motion in the opposite rotational direction. In other variations, the SOWC can be controlled to enable freewheeling motion in both rotational directions or locked to allow torque transmission in both rotational directions. Alternatively or additionally, the SOWC can be controlled to switch or change the locking and freewheeling rotational directions. For example, under one operating condition, the SOWC can lock when rotating counter-clockwise and free-rotating clockwise, while under another condition, the SOWC can be switched to lock clockwise and rotate freely. Some non-limiting examples of SOWC designs include roller, sprag, spiral, and mechanical diode type designs. SOWC can be controlled or operated in a number of ways, such as mechanical and / or electrical actuation. For example, SOWC can be operated by hydraulic, pneumatic, and / or electric type actuators, to name a few.

[0120] "Sensor" generally refers to an object intended 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. Non-limiting examples include pressure sensors, ultrasonic sensors, humidity sensors, gas sensors, motion sensors, acceleration sensors, displacement sensors, force sensors, optical sensors, and / or electromagnetic sensors. In some examples, sensors include barcode readers, RFID readers, and / or vision systems.

[0121] "Stator" refers to a stationary part or section of a machine in which a rotating part, generally referred to as a rotor, rotates. A stator is a stationary part of a rotating system found in generators, electric motors, sirens, mud motors, turbines, and / or biological rotors. In one particular non-limiting example, a stator includes a stationary part of a generator and / or motor, particularly an induction motor.

[0122] "Substantially" generally refers to the extent to which a quantitative expression may differ from a reference without causing an essential change in the fundamental function of the subject at issue. As used herein, the term "substantially" is used to indicate the inherent degree of uncertainty that may be attributed to any quantitative comparison, value, measurement, and / or other expression.

[0123] "Symmetry" or "symmetrical" generally refers to an attribute that has two sides or halves identical to each other, such as shape, size, and / or style. In other words, symmetry describes having mirror image quality.

[0124] A "synchronizer" or "synchronizer mechanism" ("synchronizer") generally refers to a device comprising a cone clutch and a locking ring that uses friction to bring the speeds of the gear and the gear selector to the same speed. In one example, before the teeth of the gear and the gear selector engage, the cone clutch engages first and uses friction to bring the gear selector and the gear to the same speed. Until synchronization occurs, contact between the teeth of the gear and the gear selector is prevented by the locking ring. When synchronization occurs, the friction of the locking ring is relieved and the locking ring is slightly twisted. This twisting motion aligns grooves or notches that allow for further passage of the gear selector bringing the teeth together.

[0125] "Synchronous speed" generally refers to the theoretical speed at which an electric motor can operate according to its electrical parameters. In general, synchronous speed is not actually achieved. For alternating current (AC) motors, synchronous speed depends on the number of poles of the motor and the line frequency of the motor power supply. The synchronous speed of an AC motor can be expressed by the following equation:

[0126] Synchronous speed = 120 x Power supply line frequency (Hertz) / Number of AC motor poles.

[0127] "Transmission" generally refers to a power system that provides the controlled application of mechanical power. Transmissions use gears and / or gear trains to provide speed, direction, and / or torque conversions from a rotational power source to another device.

[0128] "Transverse" generally refers to objects, axes, lines, planes, or geometric shapes that extend non-parallel and / or transversely with respect to one another. For example, in a transverse arrangement, lines may extend perpendicularly or perpendicularly to one another, but they may also extend at other non-linear angles, such as acute, obtuse, or reflective angles. For example, transverse lines may form angles greater than 0 degrees so that the lines are not parallel. When extended in a transverse manner, lines or other elements do not necessarily have to intersect each other, but they may.

[0129] "Continuous connection" generally refers to a mechanical connection between two mechanical components without interruption of continuity, so that mechanical force can be transmitted continuously when desired. A continuous connection does not require a single connection, so that the continuous connection may include multiple components, such as multiple shafts and gears, that are coupled to each other. A continuous connection does not have mechanisms or other structures, such as clutches, designed to disconnect and reconnect the mechanical connection between components during normal operation. While a continuous connection may occasionally have accidental failures that separate the components, it should be recognized that the design of the continuous connection is not designed to facilitate such failures and the resulting separations.

[0130] "Upstream" generally refers to a direction opposite to or relative to the direction of power flow in a system.

[0131] "Vehicle" generally refers to a machine that transports people and / or cargo. Common types of vehicles may include land-based vehicles, amphibious vehicles, ships, aircraft, and spacecraft. By way of non-limiting examples, land-based vehicles may include carriages, carts, scooters, bicycles, motorcycles, automobiles, buses, trucks, semi-trailers, trains, trolleys, and trams. For example, amphibious vehicles may include hovercrafts and duck boats, and ships may include ships, boats, and submarines. Common forms of aircraft include airplanes, helicopters, autogyros, and balloons, and for example, spacecraft may include rockets and rocket-powered aircraft. Vehicles may have various types of power sources. For example, vehicles may be powered by human propulsion, electric power, chemical combustion, nuclear power, and / or solar power. The direction, speed, and operation of a vehicle may be controlled by human, autonomous, and / or semi-autonomous control. Examples of autonomous or semi-autonomous controlled vehicles include AGVs (Automated Guided Vehicles) and drones.

[0132] The term "or" is inclusive and means "and / or".

[0133] It should be noted that singular forms such as "a," "an," "the," etc., used in the detailed description and / or claims include plural forms unless otherwise explicitly stated. For example, where the specification and / or claims refer to "device" or "the device," it includes one or more of such devices.

[0134] Directional terms such as "up," "down," "up," "down," "side," "longitudinal," "radial," "circumference," "horizontal," "vertical," etc. are used herein solely for the convenience of the reader to aid in understanding the illustrated embodiments, and the use of such directional terms in any way is not intended to limit the described, illustrated, and / or claimed features to a specific direction and / or orientation.

[0135] Although the present invention has been illustrated and described in detail in the drawings and the foregoing description, it should be regarded as exemplary and not limiting in nature, and it is understood that only preferred embodiments have been illustrated and described, and that all modifications, equivalents, and alterations within the spirit of the invention as defined by the following claims are to be protected. All publications, patents, and patent applications cited herein are incorporated by reference as if each individual publication, patent, or patent application were specifically and individually incorporated herein and the whole thereof were described herein. Explanation of the symbols

[0136] 100 vehicles 105 Powertrain System 110 controller 115 ESS 120 CAN 125 drive shaft 130 propulsion system 135 wheels 140 power cables 200 electric powertrain 205 transmission 210 1st electric motor 212 1st Inverter 215 2nd electric motor 217 Second Inverter 220 1st Gear Train 225 2nd Gear Train 230 1st planetary gear 231 1st Solar Gear 232 First planetary gears 233 1st ring gear 235 Second planetary gear 236 Second Solar Gear 237 Second planetary gears 238 Second ring gear 239 Housing 240 1st output shaft 245 Second output shaft 250 1st Carrier 255 Second Carrier 260 clutch 261 Dog Clutch 262 Clutch Actuator 265 Clutch engagement member 270 1st range absence 275 Part of the second range 400 electric powertrain 405 transmission 500 electric powertrain 505 transmission 510 Second output shaft 515 Intermediate Output Shaft 520 middle gear train 525 Intermediate Planetary Gear 530 Middle Solar Gear 535 Intermediate planetary gear 540 intermediate ring gear 545 medium suitcase 600 electric powertrain 605 transmission 625 Second Gear Train 635 Second planetary gear 636 Second Solar Gear 637 Second planetary gears 638 Second ring gear 645 Second output shaft 655 Second Carrier 660 SOWC 662 clutch actuator 665 clutch 670 clutch actuator 675 Dog Clutch 680 clutch engagement member 685 range missing 800 electric powertrain 805 transmission 900 electric powertrain 905 transmission Module 907 910 3rd gear train 915 1st output shaft 920 First connector shaft 922 Third Planetary Gear 925 2nd clutch 927 Second clutch actuator 928 Third Solar Gear 930 internal planetary gears 935 External planetary gears 938 Third ring gear 940 3rd Carrier 945 Second clutch engagement member 950 Part of the 1st-2nd range 955 Third Scope Absence

Claims

Claim 1 A powertrain system comprising: an output; a first electric motor connected to the output; a second electric motor connected to the output; at least two planetary gears; and a clutch; wherein the second electric motor is configured to supply power to the output through the at least two planetary gears and the clutch; wherein the at least two planetary gears and the clutch are located downstream of the first electric motor and the second electric motor; wherein the first electric motor, the second electric motor, the at least two planetary gears, and the output are arranged in a centerline arrangement along a rotational axis; and wherein the first electric motor and the second electric motor are arranged next to each other without gearing or clutches between them. Claim 2 A powertrain system according to claim 1, wherein the first electric motor has an uninterrupted connection to the output and the second electric motor has an interruptible connection to the output. Claim 3 A powertrain system according to claim 1, wherein the second electric motor is connected to the output through a two-speed gear train arrangement. Claim 4 A powertrain system according to claim 1, wherein the first electric motor and the second electric motor are connected to the output through a three-stage gear train arrangement. Claim 5 A powertrain system according to claim 1, further comprising a first gear train connected to the output. Claim 6 In claim 5, the powertrain system wherein the first gear train comprises a first planetary gear. Claim 7 A powertrain system according to claim 5, further comprising a second gear train connecting the second electric motor to the output. Claim 8 In claim 7, the powertrain system wherein the second gear train comprises a second planetary gear. Claim 9 In claim 7, the powertrain system, wherein the clutch is configured to shift gears in the second gear train. Claim 10 In claim 9, the powertrain system, wherein the clutch includes a positive clutch. Claim 11 In claim 10, the powertrain system wherein the positive clutch comprises a dog clutch. Claim 12 In claim 9, the powertrain system comprises a clutch including a one-way clutch. Claim 13 In claim 12, the powertrain system comprises a one-way clutch including a Selectable One-Way Clutch (SOWC). Claim 14 In claim 9, the powertrain system wherein the first gear train, the second gear train, and the clutch are all located between the second electric motor and the output. Claim 15 In claim 14, the clutch is a powertrain system located between the first gear train and the second gear train. Claim 16 In claim 14, the clutch is a powertrain system located between the second electric motor and the second gear train. Claim 17 A powertrain system according to claim 7, further comprising a third gear train connecting the first electric motor to the output. Claim 18 In claim 17, the powertrain system wherein the third gear train comprises a third planetary gear. Claim 19 In claim 18, the powertrain system comprises a third planetary gear, an inner planetary gear coupled to the sun gear, and an outer planetary gear coupled to the inner planetary gear. Claim 20 In claim 17, the powertrain system comprising a third gear train including a second clutch configured to shift gears in the third gear train. Claim 21 In claim 20, the second gear train comprises a clutch configured to shift gears in the second gear train; and at least one of the clutch of the second gear train and the second clutch of the third gear train is coupled to always provide an uninterrupted connection to the output, powertrain system. Claim 22 In claim 17, the third gear train is a powertrain system located upstream of the first electric motor. Claim 23 A powertrain system according to claim 1, further comprising: a second gear train connecting the second electric motor to the output; wherein the second gear train includes a second planetary gear; and wherein the second gear train includes a clutch configured to shift gears in the second gear train; and an intermediate gear train connecting the second gear train to the second electric motor. Claim 24 A powertrain system comprising: an output; a first electric motor connected to the output; a second electric motor connected to the output; at least two planetary gears; and a clutch, wherein the second electric motor is configured to supply power to the output through the at least two planetary gears and the clutch; the at least two planetary gears and the clutch are located downstream of the first electric motor and the second electric motor; the first electric motor and the second electric motor are connected to the output through a three-stage gear train arrangement; the first gear train is connected to the output; the second gear train is connected to the second electric motor to the output; and the clutch is configured to shift gears in the second gear train. Claim 25 delete Claim 26 delete Claim 27 A powertrain system according to claim 24, further comprising a third gear train connecting the first electric motor to the output. Claim 28 In claim 27, the second gear train comprises the clutch configured to shift gears in the second gear train; and the first gear train, the second gear train, and the clutch are all located between the second electric motor and the output, a powertrain system. Claim 29 In claim 28, the third gear train is a powertrain system located upstream of the first electric motor. Claim 30 A powertrain system comprising: an output; a first electric motor connected to the output and a second electric motor connected to the output; the first electric motor having an uninterrupted connection to the output and the second electric motor having an interruptible connection to the output; the interruptible connection comprising a clutch and a single planetary gear; the first electric motor, the second electric motor, and the output are arranged in a centerline arrangement along a rotational axis; and the first electric motor and the second electric motor are arranged next to each other without gearing or clutches between them. Claim 31 In claim 30, the powertrain system comprises a positive clutch. Claim 32 In claim 30, the powertrain system, wherein the clutch includes a one-way clutch.

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