US5713425A
Expired / Lapsed
US
⏱️ 0.0 years remaining
Parallel hybrid powertrain for an automotive vehicle
Assignee: Ford Global Technologies LLC
•
Filing: 1996-01-16
•
Granted: 1998-02-03
•
Expires: 2016-01-16
Abstract
Abstract A hybrid powertrain for an automotive vehicle comprising an internal combustion engine and transmission assembly providing a first selectably shiftable geared torque flow path to vehicle traction wheels and an electric motor-generator unit defining a second geared torque flow path that is located between the output of the first geared torque flow path and the traction wheels. Through the deployment of an appropriate control system, including the necessary control algorithms, the electric motor-generator unit can be operated to supply torque to the traction wheels while the torque flow in the first torque flow path is interrupted during the occurrence of a ratio change in the transmission assembly and during disengagement of a clutch. Because of this interactive control of two power sources, the vehicle driveability can be enhanced along with an improvement of the engine exhaust gas emissions. In addition, the electric motor-generator unit in the second torque flow path can be used to launch the vehicle electrically immediately upon request of the operator. This ability of the powertrain permits engine-off operation during vehicle coast-down and standstill periods without any loss of driveability. During electric launch of the vehicle, the interactive control of the two power sources permits the internal combustion engine to be restarted and then gradually take over the propulsion task from the electric motor-generator unit.
Inventors
- 👤 Wolfram Buschhaus
- 👤 Bradford Bates
- 👤 Richard C. Belaire
- 👤 Allan R. Gale
Bibliographic Details
Application Number
—
Jurisdiction
US
Data Source
google_patents
Last Synchronized
2026-10-27 17:16
CPC Classifications
B; B60; B60W; B60W30/00; B60W30/18; B60W30/18009; B60W30/18054; B60W20/00; B60W20/40; B60K; B60K6/00; B60K6/20; B60K6/22; B60K6/36; B60K6/365; B60K6/42; B60K6/48; B60K6/50; B60K6/54; B60K6/547; B60W10/00; B60W10/02; B60W10/04; B60W10/06; B60W10/08; B60W10/10; B60W10/11; B60W30/18027; B60W30/18072; B60K6/26; B60K2006/268; B60K2006/4808; B60K2006/4833; B60L; B60L2240/00; B60L2240/40; B60L2240/42; B60L2240/423; B60W2540/00; B60W2540/10; B60W2540/12; B60W2710/00; B60W2710/06; B60W2710/0666; B60W2710/08; B60W2710/083; F; F16; F16H; F16H61/00; F16H61/68; F16H61/684; F16H61/688; Y; Y02; Y02T; Y02T10/00; Y02T10/60; Y02T10/62; Y02T10/64; Y10; Y10S; Y10S903/00; Y10S903/902; Y10S903/903; Y10S903/904; Y10S903/909; Y10S903/91; Y10T; Y10T74/00; Y10T74/19; Y10T74/19014
Claims Analysis
Total Claims: 6
Claim 1
Independent Claim
224 words
A hybrid vehicle powertrain comprising an internal combustion engine and an electric motor-generator unit; a transmission having multiple-ratio gearing between a transmission power input shaft and a transmission power output shaft; a geared differential assembly having a differential carrier connected drivably to said transmission power output shaft and to side gears; a pair of driving axle shafts connected drivably to said side gears, said transmission power output shaft being a sleeve shaft, and one of said driving axle shafts being rotatably received within said sleeve shaft; auxiliary gearing defining an auxiliary torque flow path between said motor-generator unit and said differential carrier; said multiple-ratio gearing defining a main torque flow path between said transmission power input shaft and said differential carrier, said main torque flow path being disposed in parallel relationship with respect to said auxiliary torque flow path; engageable and disengageable main clutch means for establishing and disestablishing a driving connection between said engine and said transmission power input shaft; and an electrical energy storage reservoir connected electrically to said motor-generator unit; said motor-generator unit storing electric energy in said storage reservoir when said engine delivers torque to said transmission power input shaft with said clutch means engaged and said motor-generator unit delivering torque to said differential carrier when said main torque flow path is interrupted by disengagement of said main clutch means.
Claim 2
Dependent Claim
224 words
A hybrid vehicle powertrain comprising an internal combustion engine and an electric motor-generator unit; a transmission having multiple-ratio gearing between a transmission power input shaft and a transmission power output shaft; a geared differential assembly having a differential carrier connected drivably to said transmission power output shaft and to side gears; a pair of driving axle shafts connected drivably to said side gears, said transmission power output shaft being a sleeve shaft, and one of said driving axle shafts being rotatably received within said sleeve shaft; auxiliary gearing defining an auxiliary torque flow path between said motor-generator unit and said differential carrier; said multiple-ratio gearing defining a main torque flow path between said transmission power input shaft and said differential carrier, said main torque flow path being disposed in parallel relationship with respect to said auxiliary torque flow path; engageable and disengageable main clutch means for establishing and disestablishing a driving connection between said engine and said transmission power input shaft; and an electrical energy storage reservoir connected electrically to said motor-generator unit; said motor-generator unit storing electric energy in said storage reservoir when said engine delivers torque to said transmission power input shaft with said clutch means engaged and said motor-generator unit delivering torque to said differential carrier when said main torque flow path is interrupted by disengagement of said main clutch means.
Claim 3
Dependent Claim
82 words
The hybrid vehicle powertrain set forth in claim 1 wherein said electric motor-generator unit incudes an inverter circuit means connecting said motor-generator unit to said storage reservoir for transforming alternating current and voltage generated by said motor-generator unit to a direct current and voltage, thereby converting mechanical energy into electric energy and also for transforming direct current and voltage from said storage reservoir to alternating current and voltage to be used by said motor-generator unit, thereby converting electric energy into mechanical energy.
Claim 4
Dependent Claim
70 words
The hybrid vehicle powertrain set forth in claim 1 wherein said main clutch means, when disengaged, interrupts torque transfer from said engine to said transmission power input shaft during changes in ratio of said multiple ratio gearing; said transmission including selectively engageable transmission clutch means for establishing and disestablishing selectable transmission gearing ratios; said motor-generator unit supplying driving torque to said axle shafts during ratio shafting of said multiple-ratio gearing.
Claim 5
Dependent Claim
54 words
The hybrid vehicle powertrain set forth in claim 1 wherein said main clutch means is disengageable to effect interruption of said main torque flow path when said engine is deactivated and said axle shafts are stationary, said motor-generator unit delivering driving torque during start-up to said axle shafts prior to reactivation of said engine.
Claim 6
Dependent Claim
42 words
The hybrid vehicle powertrain set forth in claim 1 wherein said axle shafts are connected to said motor-generator unit during deceleration of said axle shafts whereby kinetic energy is converted to electrical energy for storage in said storage reservoir during engine braking.
References Cited (Backward Citations)
US3211249A
Cited
US4098144A
Cited
US4042056A
Cited
US4180138A
Cited
US4531605A
Cited
US4533011A
Cited
US4305254A
Cited
US4407132A
Cited
US4470476A
Cited
US5078229A
Cited
US5249637A
Cited
US5348516A
Cited
US5337848A
Cited
US5327992A
Cited
US5343970A
Cited
US5495906A
Cited
US5562566A
Cited
USPTO Annuity & Maintenance Windows
| Annuity Stage | Window Opens | Payment Deadline | Surcharge Period Until | Estimated Fee | Status |
|---|---|---|---|---|---|
| 3.5 Years (Year 4) | 2001-02-02 | 2001-08-04 | 2002-02-03 | $2000.00 | Window Closed / Lapsed |
| 7.5 Years (Year 8) | 2005-02-02 | 2005-08-04 | 2006-02-03 | $3760.00 | Window Closed / Lapsed |
| 11.5 Years (Year 12) | 2009-02-02 | 2009-08-04 | 2010-02-03 | $7700.00 | Window Closed / Lapsed |