Patent ID: 12240307

DESCRIPTION OF THE SELECTED EMBODIMENTS

For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended. Any alterations and further modifications in the described embodiments, and any further applications of the principles of the invention as described herein, are contemplated as would normally occur to one skilled in the art to which the invention relates. One embodiment of the invention is shown in great detail, although it will be apparent to those skilled in the relevant art that some features that are not relevant to the present invention may not be shown for the sake of clarity.

The reference numerals in the following description have been organized to aid the reader in quickly identifying the drawings where various components are first shown. In particular, the drawing in which an element first appears is typically indicated by the left-most digit(s) in the corresponding reference number. For example, an element identified by a “100” series reference numeral will likely first appear inFIG.1, an element identified by a “200” series reference numeral will likely first appear inFIG.2, and so on.

A vehicle100according to one example is illustrated inFIG.1. As shown, the vehicle100includes at least one powertrain system105, at least one controller110, and at least one Energy Storage System (“ESS”)115configured to supply power to the powertrain system105. The powertrain system105, controller110, and ESS115are operatively connected together so as to communicate with one another via at least one Controller Area Network (“CAN”)120. The controller110is configured to control the operation of one or more systems and/or other components of the vehicle100such as the powertrain system105and ESS115. The powertrain system105has an output or drive shaft125that transfers mechanical power from the powertrain system105to a propulsion system130. In the illustrated example, the propulsion system130includes one or more wheels135, but the propulsion system130in further examples can include other types of propulsion devices like continuous track systems. One or more power cables140transfer electrical power between the powertrain system105and the ESS115.

The powertrain system105is designed to electrically propel the vehicle100in an efficient manner. As will be explained in greater detail below, the powertrain system105is designed to power heavy-duty commercial and/or military grade vehicles such as buses, garbage trucks, delivery trucks, fire trucks, and semi-trailers. The powertrain system105is designed to electrically power vehicles100with a class group rating of at least four (4) according to the US Department of Transportation Federal Highway Administration (FHWA) classification rule set. In one form, the powertrain system105is configured to move at least 40,000 pound (18,144 Kg) passenger vehicles like buses. The powertrain system105has a unique, compact centerline design that allows the powertrain system105to be easily retrofitted into pre-existing vehicle chassis designs and/or conventional drivetrains with minimal changes to the other parts of the vehicle100like the braking and suspension systems. This in turn allows existing internal combustion type vehicles to be readily reconfigured as fully electric vehicles. Moreover, the centerline design of the powertrain system105reduces gear loss and other power losses so as to make the vehicle100more power efficient which in turn can improve driving range and/or reduce weight of other components such as the ESS115.

FIG.2shows a diagram of one example of an electric powertrain200that can be used in the powertrain system105ofFIG.1. As depicted, the electric powertrain200includes a multiple motor continuous power transmission205. The transmission205of the electric powertrain200includes a first electric motor210, which is referred to as “Motor A” occasionally, and a second electric motor215that is referred to as “Motor B” at times. In one example, the first electric motor210and second electric motor215are the same type of electric motor such that both motors generally provide the same speed and torque output within normal manufacturing tolerances. The first electric motor210and second electric motor215in one form are both high speed electric motors, and in another form, the first electric motor210and second electric motor215are both low speed electric motors. In alternative variations, the first electric motor210and second electric motor215can be different types (e.g., permanent magnet motors, induction motors, switched reluctance motors, etc.) and/or have different designs/configurations (e.g., pole counts, winding patterns, etc.).

The transmission205of the electric powertrain200further includes a first gear train220located at an output end of the first electric motor210and a second gear train225located at the output end of the second electric motor215. As can be seen, the first gear train220is located at the output end of the entire transmission205that is proximal to the drive shaft125. The second gear train225is sandwiched or located between the first electric motor210and the second electric motor215. This configuration allows the electric powertrain200to have a compact design. In the illustrated example, the first gear train220is in the form of a first planetary gear230, and the second gear train225is in the form of a second planetary gear235. The first electric motor210and second electric motor215respectively have a first output shaft240and a second output shaft245for providing rotational mechanical power. As illustrated inFIG.2, the first planetary gear230and second planetary gear235each has a sun gear250, one or more planet gears255meshed with the sun gear250, and a ring gear260that surrounds and meshes with the planet gears255. The sun gear250of the first planetary gear230is secured to the first output shaft240of the first electric motor210, and the sun gear250of the second planetary gear235is secured to the second output shaft245of the second electric motor215. Both ring gears260of the first planetary gear230and the second planetary gear235are secured to a housing265of the electric powertrain200. The planet gears255of the first planetary gear230are carried by a first carrier270. The first carrier270is configured to connect with the drive shaft125so as to transfer mechanical power from the transmission205to the propulsion system130. The planet gears255of the second planetary gear235are carried by a second carrier275.

As shown inFIG.2, the electric powertrain200includes at least one clutch280that engages and disengages the second electric motor215from the first electric motor210. Through the clutch280, the transmission205of the electric powertrain200is further able to shift gears such that the speed and torque from second electric motor215can be changed. The first electric motor210is permanently connected to the drive shaft125(i.e., there is no clutch) such that the first electric motor210is able to provide continuous power to the drive shaft125and propulsion system130. In other words, the first electric motor210has an uninterrupted connection to the drive shaft125, and the second electric motor215has an interruptible connection to the drive shaft125. This configuration of the electric powertrain200facilitates power shifting in which power is always able to be provided to the wheels135even when shifting of the clutch280occurs. With power being continuously provided, any shifting can be made generally imperceptible to the driver and/or passengers. Moreover, acceleration performance of the vehicle100is enhanced, and the vehicle100is better able to maintain speed at higher grades.

In the illustrated example, the electric powertrain200includes a single clutch280, but the electric powertrain200in other examples can include more than one clutch. In one variation, the clutch280is a dog clutch (e.g., 3-way dog clutch), and in another, the clutch280includes a dog clutch (e.g., 2-way dog clutch) along with a Selectable One-Way Clutch (SOWC). In further variations, the clutch280includes a wet disc type clutch or a dry disc type clutch. The first output shaft240for the first electric motor210has a clutch engagement member285where the clutch280is able to selectively engage different range members on the second output shaft245and the second carrier275. The second carrier275of the second planetary gear235has a first range member290where the clutch280engages when in a first range position. When in the first range position, the clutch280connects the first range member290to the clutch engagement member285such that the speed (i.e., rpm) provided by the second electric motor215is reduced through the second gear train225, and the torque provided by the second electric motor215to the first output shaft240is increased through the planet gears255of the second planetary gear235. The second output shaft245of the second electric motor215has a second range member295where the clutch280engages when in a second range position. When in the second range position, the clutch280connects the second range member295to the clutch engagement member285such that the speed and torque of the second electric motor215is directly provided to the first output shaft240of the first electric motor210. As compared to the first range position, the speed of the second electric motor215provided to the first output shaft240of the first electric motor210is faster, and the torque is less.

The clutch280can further be positioned at a neutral position where the second electric motor215is not mechanically coupled to the first electric motor210. In the neutral or shift position, the first electric motor210can provide the sole mechanical power to propel the vehicle100. Among other things, this ability to propel the vehicle100solely via the first electric motor210while the second electric motor215is disconnected from the first output shaft240allows the second electric motor215to synchronize speed with the first electric motor210in order to engage the clutch280(e.g., when the clutch280is a dog clutch) without power interruption to the vehicle100. This also allows the first electric motor210to operate at a more efficient point than when sharing the output load with the second electric motor215.

By using more than one electric motor, the powertrain system105is configured to allow smaller, consumer automotive electric motors to be used to power larger, commercial-grade vehicles such as those with a FHWA class rating of four (4) or higher. For instance, consumer automotive electric motors can be used to move vehicles100weighing 40,000 pounds (18,144 Kg) or more. Typically, but not always, consumer-grade automotive electric motors are less expensive, lighter, and are capable of providing higher speeds as compared to the higher torque commercial-grade electric motors. Moreover, these consumer-grade motors tend to be more power dense and energy efficient such that the coverage range of the vehicle100between charging of the ESS115can be enlarged.

Due to high demand and high production volumes, improvements in electric motor technology tends to occur more rapidly in the consumer space such that it is expected that these benefits of consumer automotive electric motors over lower demand commercial-grade electric vehicle motors will become more pronounced in the future. However, there are still drawbacks to using these consumer-grade electric motors for heavy commercial vehicles. Individual consumer-grade electric vehicle motors tend to produce insufficient torque to properly move and/or accelerate heavy duty vehicles such as buses and semi-trucks. There is also a trend to have the consumer-grade electric motors operate at even higher speed or rotations per minute (rpms) which are not desirable for heavy duty commercial-grade vehicles which tend to operate at lower speeds and require higher torques.

To facilitate the use of these consumer electric vehicle motors in heavy duty commercial applications, the powertrain system105includes at least two electric motors (e.g., the first electric motor210and second electric motor215) so as to provide sufficient torque and power to the drive shaft125and the propulsion system130. The powertrain system105further includes at least the first gear train220so as to reduce the speed and increase the torque provided by the first electric motor210and/or second electric motor215. As shown, the powertrain system105can include additional gear trains, such as the second gear train225, to enhance the performance of the powertrain system105.

This multiple motor design also can use energy more efficiently. The power, speed, and/or torque provided by the first electric motor210and the second electric motor215can be adjusted so that the motors operate in a more efficient manner for differing operational conditions. For example, the clutch280can change the gear ratios of the second gear train225so as to adjust the output speed and/or torque provided by the second electric motor215. The clutch280can further be used to disconnect the second electric motor215from the first electric motor210such that the first electric motor210provides all of the propulsive mechanical power to the drive shaft125. At the same time, the second electric motor215can be shut down to conserve power and allow the first electric motor210to operate within an efficient power band, or the speed of the second electric motor215can be changed for shifting purposes. Once more, with the first electric motor210permanently connected to the drive shaft125, power can be always applied to the propulsion system130such that any shifting of the second gear train225via the clutch280can be imperceptible to the driver and/or passengers of the vehicle100. Given the first electric motor210continuously provides power to the wheels135, the powertrain system105can take the proper time during shifting so as to enhance efficiency and performance of the vehicle100. The powertrain system105is able to provide more than adequate time to deal with timing and synchronization issues between the first electric motor210, second electric motor215, second gear train225, and/or clutch280. By providing additional time for shifting without interrupting power, better synchronization can occur before clutch engagement which in turn prolongs the life of the clutch280.

This unique two-motor architecture further enhances energy efficiency. For example, the controller110can set the torque of the first electric motor210to zero (0) such that the second electric motor215solely propels the vehicle100. For instance, this can occur at low vehicle speeds where the speed of the first electric motor210would be too slow for the first electric motor210to operate in a highly efficient region, and at other times, the torque and speed profiles can depend on the types and designs of the two motors.

In one example, the first electric motor210and second electric motor215are the same type of electric motor such that both motors generally provide the same speed and torque output profiles within normal manufacturing tolerances. For example, the first electric motor210and second electric motor215in one version are made by the same manufacturer under the same part number and/or Stock Keeping Unit (SKU) such that the first electric motor210and second electric motor215are interchangeable parts. The first electric motor210and second electric motor215in one variation are high speed electric motors, and in one particular form, the first electric motor210and second electric motor215each have a peak speed of at least 10,600 rpm.

In other examples, the first electric motor210and second electric motor215are not the same type such that the first electric motor210and second electric motor215are not interchangeable parts. For instance, one of the motors is a high speed motor and the other is a low speed motor. The first electric motor210and second electric motor215in certain variations can further have different windings counts, winding patterns, winding wire gauges, winding wire cross-sectional shapes, stator configurations, and/or rotor configurations, to name just a few examples. Using different types of electric motors in the electric powertrain200can facilitate optimal or near optimal energy efficiency and/or power profiles for particular use cases of the vehicle100.

One example of the transmission205in the electric powertrain200is illustrated inFIG.3. As can be seen, the electric powertrain200in this example includes an electric motor transmission300that is constructed in a similar fashion to the transmission205shown inFIG.2. For example, the electric motor transmission300includes the first electric motor210, second electric motor215, first gear train220, and second gear train225of the type described before. The first gear train220is in the form of the first planetary gear230, and the second gear train225is in the form of the second planetary gear235. The first planetary gear230is mounted to the first output shaft240, and the second planetary gear235is mounted to the second output shaft245. The first output shaft240and second output shaft245as well as the rest of the components of the electric motor transmission300rotate about and are oriented along a longitudinal axis305so as to give the electric motor transmission300a centerline orientation. The centerline orientation allows for the 1:1 ratio to be more efficient than a layshaft architecture with the motors on parallel which requires a gear mesh to provide power back to the output centerline. There is no such gear mesh loss for the 1:1 ratio in the illustrated centerline orientation. These power loss differentials are further magnified due to losses not only during propulsion but also during regenerative braking.

The components of the electric motor transmission300are housed inside the housing265. As shown inFIG.3, the first electric motor210and the second electric motor215each include a rotor310and a stator315. The rotor310of the first electric motor210is secured to the first output shaft240, and the rotor310of the second electric motor215is secured to the second output shaft245. The stators315are in turn secured to the housing265. The rotors310are configured to rotate relative to the fixed stators315. When rotating, the rotor310of the first electric motor210rotates the first output shaft240which in turn powers the first planetary gear230. The first planetary gear230reduces the output speed of the first electric motor210and/or second electric motor215that is supplied to the drive shaft125via the first carrier270. Again, this speed reduction by the first gear train220can facilitate the use of higher speed consumer vehicle electric motors in heavy commercial-grade vehicles.

The rotor310of the stator315rotates the second output shaft245which in turn powers the second planetary gear235. Again, the second planetary gear235has the second carrier275that is configured to transfer mechanical power to the first output shaft240via the clutch280. The clutch280inFIG.3is a positive clutch320in the form of a dog clutch325. The dog clutch325is actuated or moved by a clutch actuator330. The clutch actuator330is operatively connected to and controlled by the controller110over the CAN120. In one form, the clutch actuator330includes an electric motor or solenoid with linkages that actuate the clutch280so as to engage or disengage from the first range member290or second range member295. The controller110is further operatively connected to the first electric motor210and second electric motor215to control the speed, torque, and/or relative positions of the first electric motor210and second electric motor215.

With the positive clutch320using an interface type connection, the dog clutch325dramatically reduces power loss caused by slippage which is commonly present in friction type clutches such as wet and dry disc clutches. Wet and dry clutches further typically require high hydraulic pressures. On the other hand, dog clutches normally just require low lubrication pressures. Thus, the dog clutch325lowers the pressure requirements for the hydraulic system in the electric motor transmission300. The overall design of the electric powertrain200facilitates the use of the dog clutch325. With the first electric motor210able to provide continuous power to the drive shaft125when needed, the controller110can take the time to allow the second electric motor215to properly spin up or down to match the speed and relative position of the first range member290or second range member295with the clutch engagement member285of the first electric motor210so as to facilitate smooth engagement with minimal power loss.

As can be seen inFIG.3, the second gear train225and clutch280are able to be received between the first electric motor210and second electric motor215so as to provide a compact configuration. Once more, this compact centerline configuration allows the electric motor transmission300to be readily retrofitted into preexisting vehicle designs with minimal redesign to major systems such as the suspension, braking, and steering systems. While only two motors are illustrated, the electric powertrain200can have more than two motors. For instance, this design is modular such that additional motors, gear trains, and/or clutches can be daisy-chained to the end of the second electric motor215so as to provide additional mechanical power.

One technique for operating the powertrain system105shown inFIGS.1,2, and3will be now described. This technique will be described with respect to actuating the dog clutch325inFIG.3, but it should be recognized other types of clutches280can be controlled using this technique. Moreover, other types of powertrain systems105can be controlled in a similar fashion. With this technique, the controller110processes information from and sends control signals to the powertrain system105so as to control the operation of the first electric motor210, second electric motor215, and clutch280.

Initially, the clutch280is positioned in a neutral/shifting position wherein the clutch280is not engaged with the first range member290and second range member295. The controller110determines whether the clutch280needs to be shifted depending on a number of factors like the operational conditions of the vehicle100and powertrain system105. The controller110can then shift the clutch280from the neutral position to the first range or shift position where the clutch280engages the first range member290to the clutch engagement member285. At the first range position, both the first electric motor210and second electric motor215provide power to the drive shaft125. As compared to the second range or shift position, the second electric motor215in the first range position provides greater torque at a lower speed to the clutch engagement member285of the first output shaft240. The controller110can then shift the clutch280back to the neutral position to keep the clutch280at the neutral position so that no mechanical power is transferred by the second electric motor215or to subsequently shift the clutch280to the second range position. The controller110can then shift the clutch280from the first range position to the neutral position.

Depending on the operational needs and conditions of the vehicle100, the controller110can shift the electric powertrain200to the second range position. When the controller110selects the second range position, the controller110shifts the clutch280from the neutral position to the second range position. At the second range position, the clutch280mechanically connects the second range member295to the clutch engagement member285of the first output shaft240. While in the second range position, both the first electric motor210and second electric motor215provide power to the drive shaft125. As compared to the first range position, the second electric motor215in the second range position provides lower torque at a higher speed to the clutch engagement member285of the first output shaft240. The controller110shifts the clutch280back to the neutral position to keep the clutch280at the neutral position so that no mechanical power is transferred by the second electric motor215or to subsequently shift the clutch280to the first range position. The controller110shifts the clutch280from the second range position to the neutral position.

When in the neutral or shifting position, the sole mechanical power to the drive shaft125of the vehicle100can only be provided by the first electric motor210via the first planetary gear230. Mechanical power can also be sent the opposite way from the wheels135of the propulsion system130to the first electric motor210for regenerative braking purposes where the first electric motor210acts as an electric generator to recharge the ESS115. The first electric motor210when in this neutral position typically provides power to move the wheels135. For example when coasting downhill, however, the first electric motor210can be shut off temporarily to conserve energy or again used as a generator for recharging the ESS115.

When the clutch280is in the neutral position, the second electric motor215can likewise be shut off on a temporary (or semi-permanent) basis to conserve energy. The controller110moves the clutch280temporarily into the neutral position when shifting between the first and second range positions. When in this neutral position during shifting, the speed and relative orientation of the output from the second electric motor215(i.e., at the first range member290or second range member295) is changed to generally correspond to the current speed and position of the first electric motor210when the positive clutch320, such as the dog clutch325, is used. Once the speed and position are generally matched, the clutch280can be shifted from the neutral position to the desired shift position or range. When the clutch280is a friction based clutch, such as a dry or wet disc clutch, the speeds and relative positions of the first electric motor210and second electric motor215do not need to be as closely matched as compared to the positive clutch320.

When the dog clutch325is in the first range position, the dog clutch325connects the first range member290of the second carrier275to the clutch engagement member285of the first output shaft240. Both the first electric motor210and the second electric motor215provide the mechanical power to the drive shaft125of the vehicle100. Once more, the first planetary gear230reduces the rotational speed of the resulting output from both the first electric motor210and the second electric motor215. This again allows consumer passenger motors, which tend to be high speed motors, to be used in heavy duty commercial vehicles. Once more, mechanical power can also be sent the opposite way from the wheels135of the propulsion system130to the first electric motor210and/or second electric motor215for regenerative braking purposes where the first electric motor210and/or second electric motor215act as electric generators to recharge the ESS115.

The second electric motor215is able to supplement, or even replace, the torque provided by the first electric motor210. When the clutch280is in the first range position, the second planetary gear235reduces the speed and increases the torque output from the second electric motor215via the planet gears255. The speed of the first electric motor210and/or second electric motor215can be adjusted so that the dog clutch325is able to attain engagement. With the second electric motor215providing supplemental (or primary) mechanical power, the first electric motor210can be smaller than is required at peak load. This in turn allows high speed electric motors designed for consumer passenger vehicles to be used in larger commercial-grade vehicles. Moreover, the first electric motor210and second electric motor215can be selected based on the desired power and energy requirements for the vehicle100. This in turn can increase the range of the vehicle100for a single charge of the ESS115. Normally, both the first electric motor210and second electric motor215provide power to the drive shaft125when in the first range position. However, under certain use cases, one of the motors can be shut off to conserve power. For instance, the second electric motor215can be shut off so that the first electric motor210provides all of the power to the wheels135. Alternatively, the first electric motor210can be shut off so that the second electric motor215provides all of the power to the wheels135. This may help enhance efficiency under common conditions, such as low speed parking lot maneuvers.

In a similar fashion the second electric motor215is able to supplement the torque provided by the first electric motor210when in the second shift or range position. When in the second range position, the dog clutch325connects the second range member295of the second output shaft245to the clutch engagement member285of the first output shaft240. Typically, but not always, the controller110selects the second range position when the vehicle100is travelling at higher speeds as compared to the first position range. Normally, both the first electric motor210and second electric motor215provide power to the drive shaft125when in the second range position. However, under certain use cases, one of the motors can be shut off to conserve power. For instance, the second electric motor215can be shut off so that the first electric motor210provides all of the power to the wheels135. The first electric motor210can alternatively be shut off so that the second electric motor215provides all of the power to the wheels135.

Both the first electric motor210and the second electric motor215provide the mechanical power to the drive shaft125of the vehicle100. In this case, the mechanical output of the second electric motor215bypasses the second gear train225. Once more, the first planetary gear230reduces the rotational speed of the resulting output from both the first electric motor210and the second electric motor215. It should be again recognized that this configuration of the electric powertrain200allows consumer passenger motors, which tend to have high operational speeds, to be used in heavy duty commercial vehicles. Again, mechanical power can be also sent the opposite way from the wheels135of the propulsion system130to the first electric motor210and/or second electric motor215for regenerative braking purposes where the first electric motor210and/or second electric motor215act as electric generators to recharge the ESS115.

FIG.4shows a diagram of another example of an electric powertrain400that can be used in the powertrain system105ofFIG.1.FIG.5shows a cross-sectional view of the electric powertrain400. The electric powertrain400shares a number of components and functions in common with the ones described before (see e.g.,FIGS.2and3). For the sake of brevity as well as clarity, these common features will not be described in great detail below, but please refer to the previous discussion.

As depicted, the electric powertrain400includes a multiple motor continuous power transmission405. The transmission405of the electric powertrain400includes a first electric motor410with a first inverter412and a second electric motor415with a second inverter417. The first inverter412is electrically connected between the ESS115and the first electric motor410, and the second inverter417is electrically connected between the ESS115and the second electric motor415. The first inverter412and second inverter417convert the direct current (DC) from the ESS115to alternating current (AC) in order to power the first electric motor410and second electric motor415, respectively. The first electric motor410and second electric motor415can also act as generators such as during regenerative braking. In such a situation, the first inverter412and second inverter417act as rectifiers by converting the AC electrical power from the first electric motor410and second electric motor415, respectively, to DC power that is supplied to the ESS115. In the illustrated example, the first inverter412and second inverter417include combined inverter-rectifiers that at least convert DC to AC and AC to DC. In one example, the first electric motor410and second electric motor415are the same type of electric motor such that both motors generally provide the same speed and torque output within normal manufacturing tolerances. In other words, the first electric motor410and second electric motor415are interchangeable with one another. The first electric motor410and second electric motor415in one form are both high speed electric motors, and in another form, the first electric motor410and second electric motor415are both low speed electric motors. In alternative variations, the first electric motor410and second electric motor415can be different such that one for example is a high speed motor and the other is a low speed motor.

The first electric motor410and second electric motor415in one form are interchangeable with one another. In one specific example, the first electric motor410and second electric motor415are the same type of high speed electric motor having rated speeds of at least 5,000 revolutions per minute (rpm), and more particularly, the first electric motor410and second electric motor415each has a rated speed of at least 10,600 rpm, a rated peak power of at least 250 horsepower (hp), a rated continuous power of at least 150 hp, a rated continuous torque of at least 240 pound-feet (lb-ft), and a rated peak torque of at least 310 lb-ft.

The transmission405of the electric powertrain400further includes a first gear train420and a second gear train425both located at an output end of the first electric motor410and the second electric motor415. As can be seen, the first gear train420is located at the output end of the entire transmission405that is proximal to the drive shaft125. The second gear train425is sandwiched or located between the second electric motor415and the first gear train420. This configuration helps to dampen noise created by the second gear train425. In the illustrated example, the first gear train420is in the form of a first planetary gear430, and the second gear train425is in the form of a second planetary gear435. The first electric motor410and second electric motor415respectively have a first output shaft440and a second output shaft445for providing rotational mechanical power. In the illustrated example, the second output shaft445is hollow such that the first output shaft440is able to extend through the second output shaft445in a concentric manner. Similar to the previous examples, the first planetary gear430has a first carrier450that is connected to the drive shaft125, and the second planetary gear435has a second carrier455.

As shown inFIGS.4and5, the electric powertrain400includes at least one clutch460with a clutch actuator462that engages and disengages the second electric motor415from the first electric motor410. Through the clutch460, the transmission405of the electric powertrain400is further able to shift gears such that the speed and/or torque from second electric motor415can be changed. The first electric motor410is permanently connected to the drive shaft125(i.e., there is no clutch) such that the first electric motor410is able to provide continuous power to the drive shaft125and propulsion system130. In other words, the first electric motor410has an uninterrupted connection to the drive shaft125, and the second electric motor415has an interruptible connection to the drive shaft125. This configuration of the electric powertrain400facilitates power shifting in which power is always able to be provided to the wheels135even when shifting of the clutch460occurs. With power being continuously provided, any shifting can be made generally imperceptible to the driver and/or passengers.

In the illustrated example, the electric powertrain400includes a single clutch460, but the electric powertrain400in other examples can include more than one clutch. In one variation, the clutch460is a dog clutch461, and in another, the clutch460is a Selectable One-Way Clutch (SOWC). In further variations, the clutch460includes a wet disc type clutch or a dry disc type clutch. As should be appreciated, replacing the dog clutch with a SOWC, a wet disk type clutch, and/or a dry disk type clutch requires the use of more than one clutch. For example, the dog clutch may be replaced by two wet or dry disk type clutches. The first output shaft440for the first electric motor410has a clutch engagement member465where the clutch460is able to engage the first output shaft440. The second carrier455of the second planetary gear435has a first range member470where the clutch460engages when in a first range position. When in the first range position, the clutch460connects the first range member470to the clutch engagement member465such that the speed (i.e., rpm) provided by the second electric motor415is reduced through the second gear train425, and the torque provided by the second electric motor415to the first output shaft440is increased through the second planetary gear435. The second output shaft445of the second electric motor415has a second range member475where the clutch460engages when in a second range position. When in the second range position, the clutch460connects the second range member475to the clutch engagement member465such that the speed and torque of the second electric motor415is directly provided to the first output shaft440of the first electric motor410. As compared to the first range position, the speed of the second electric motor415provided to the first output shaft440of the first electric motor410is faster, and the torque is less. The clutch460can further be positioned at a neutral position where the second electric motor415is not mechanically coupled to the first electric motor410. In the neutral shift position, the first electric motor410can provide the sole mechanical power to propel the vehicle100.

By using more than one electric motor, the powertrain system105is configured to allow smaller, consumer automotive electric motors to be used to power larger, commercial-grade vehicles such as those with a FHWA class rating of four (4) or higher and/or those that are able to move 40,000 pounds (18,144 Kg) or more. Typically, but not always, consumer-grade automotive electric motors are less expensive, lighter, and are capable of providing higher speeds as compared to the higher torque commercial-grade electric motors. Moreover, these consumer-grade motors tend to be more power dense and energy efficient such that the coverage range of the vehicle100between charging of the ESS115can be enlarged.

The electric powertrain400operates in a similar fashion as described before. Again, this multiple motor design also can use energy more efficiently. The power, speed, and/or torque provided by the first electric motor410and the second electric motor415can be adjusted so that the motors operate in a more efficient manner for differing operational conditions. For example, the clutch460can change the gear ratios of the second gear train425so as to adjust the output speed and/or torque provided by the second electric motor415. The dog clutch461can further be used to disconnect the second electric motor415from the first electric motor410such that the first electric motor410provides all of the propulsive mechanical power to the drive shaft125. At the same time, the second electric motor415can be shut down to conserve power and allow the first electric motor410to operate within an efficient power band, or the speed of the second electric motor415can be changed for shifting purposes. Having the first gear train420reduce the output speed, the first electric motor410and second electric motor415can be high speed motors that are commonly developed for passenger vehicles.

Once more, with the first electric motor410permanently connected to the drive shaft125power can be always applied to the propulsion system130such that any shifting of the second gear train425via the clutch460can be imperceptible to the driver and/or passengers of the vehicle100. Given the first electric motor410continuously provides power to the wheels135, the powertrain system105can take the proper time during shifting so as to enhance efficiency and performance of the vehicle100. The powertrain system105is able to provide more than adequate time to deal with timing and synchronization issues between the first electric motor410, second electric motor415, second gear train425, and/or clutch460.

With the first electric motor410and second electric motor415being electric motors, there is no need for hydraulic controls because the electric powertrain400can be electronically controlled. The first electric motor410and second electric motor415again in one specific example are the same type of high speed electric motor having rated speeds of at least 5,000 rpm, and more particularly, the first electric motor410and second electric motor415each has a rated speed of at least 10,600 rpm, a rated peak power of at least sun gear 250 hp, a rated continuous power of at least 150 hp, a rated continuous torque of at least first output shaft 240 lb-ft, and a rated peak torque of at least rotor 310 lb-ft. The first planetary gear430of the first gear train420reduces the output speed from both the first electric motor410and second electric motor415such that the maximum output speed at the drive shaft125is about 3,500 rpm and the maximum output torque at the drive shaft125is about 3,600 lb-ft in one example.

FIG.6shows an electric powertrain600that is a variation of the electric powertrain400shown inFIG.4. As can be seen, the electric powertrain600contains a number of the same components and is constructed in a similar manner as the electric powertrain400shown inFIG.4. For example, the electric powertrain600includes the second gear train425, second planetary gear435, first output shaft440, second output shaft445, second carrier455, clutch460, and clutch actuator462of the type described above for the electric powertrain400inFIG.4, and the electric powertrain600includes a first electric motor610with a first inverter612and a second electric motor615with a second inverter617. Once more, the clutch460is a dog clutch461to reduce power loss during shifting. For the sake of brevity and clarity, these common features will not be again discussed below, so please refer to the previous discussion of these features. Unlike the electric powertrain400inFIG.4, the electric powertrain600has a transmission605in which the first gear train420(i.e., first planetary gear430) has been eliminated. In the illustrated example, both the first electric motor610and second electric motor615are low speed motors with a rated speed of less than 5,000 rpm. This configuration of the electric powertrain600is conducive in situations where the first electric motor610and second electric motor615are both low speed motors such that the first gear train420is not required to reduce the speed of the output from the electric powertrain600.

With the first electric motor610and second electric motor615being electric motors, there is no need for hydraulic controls because the electric powertrain600can be electronically controlled. The first electric motor610and second electric motor615again in one specific example are the same type of low speed electric motor having rated speeds of less than 5,000 rpm. In one form, the first electric motor610and second electric motor615are interchangeable parts with the same part or SKU number. More particularly, the first electric motor610and second electric motor615each has a rated speed of at most 4,500 rpm, a rated peak power of at least 250 hp (600 Volts DC), a rated continuous power of at least 133 hp (600 Volts DC), a rated continuous torque of at least 320 lb-ft, and a rated peak torque of at least 735 lb-ft. Without the first gear train420, the output at the drive shaft125from the electric powertrain600has a maximum output speed of about 3,500 rpm and a maximum output torque of about 3,200 lb-ft in one example.

The second gear train425and clutch460in the electric powertrain600operates in a similar fashion as described before. The controller110via the clutch actuator462shifts the dog clutch461between neutral, first range, and second range positions so that the second electric motor615is able to provide different torques (or not) to the clutch engagement member465that are combined with the torque from the first electric motor610at the drive shaft125. When the dog clutch461is in a neutral position, the second electric motor615does not supply power to the drive shaft125. In such a case, the first electric motor610can supply all of the power to the drive shaft125. Once more, the first electric motor610can also act as a generator during regenerative braking so as to recharge the ESS115. The dog clutch461engages the first range member470to place the clutch460in the first range position where the second electric motor615is able to provide higher torques to the drive shaft125. The dog clutch461shifts to the second range position by engaging the second range member475. At the second range position, the second electric motor615provides a torque that is lower than when at the first range position, but the speed is higher. Once more, both the first electric motor610and second electric motor615are low speed motors such that the first gear train420is not required to reduce the speed of the output from the electric powertrain600.

FIG.7shows an electric powertrain700that is a variation of the electric powertrain400shown inFIG.4. As can be seen, the electric powertrain700contains a number of the same components and is constructed in a similar manner as the electric powertrain400shown in FIG.4. For example, the electric powertrain700includes the second gear train425, second planetary gear435, second output shaft445, second carrier455, clutch460, and clutch actuator462of the type described above for the electric powertrain400inFIG.4and the electric powertrain600inFIG.6. For the sake of brevity and clarity, these common features will not be again discussed below, so please refer to the previous discussion of these features.

Like in the earlier examples, the electric powertrain700includes a first electric motor710with a first inverter712and a second electric motor715with a second inverter717. In this illustrated example, the first electric motor710and second electric motor715are not the same type of motor such that the first electric motor710and second electric motor715are not interchangeable with one another. By using different types of motors, which can have different speed, torque, and/or power characteristics, the efficiency and power characteristics of the electric powertrain700can be enhanced. In other words, one of the motors can compensate for the deficiencies of the other under different operational demands. For instance, when the electric powertrain700is dealing with a load that requires high torques at low speeds, a low-speed, high-torque motor can provide most (if not all) of the power, and the corresponding high-speed, low-torque motor can provide less power. When the conditions reverse to a low torque, high speed situation, the workloads of the motors can reverse such that the high-speed, low-torque motor provides more (or all) of the power, and the low speed, high torque motor provides less power.

As shown, the first electric motor710is located upstream of the drive shaft125relative to the second electric motor715. In the illustrated example, the first electric motor710is a high speed electric motor, and the second electric motor715is a low speed electric motor. In one version, the first electric motor710is a high speed electric motor having a rated operating speed of at least 5,000 rpm, and the second electric motor715is a low speed electric motor having a rated operating speed of less than 5,000 rpm. The first electric motor710in one version has a rated operating speed of at least 10,600 rpm, a rated peak power of at least 250 hp, a rated continuous power of at least 150 hp, a rated continuous torque of at least 240 lb-ft, and a rated peak torque of at least 310 lb-ft. In this version, the second electric motor715has a rated operating speed of at most 4,500 rpm, a rated peak power of at least 250 hp (600 Volts DC), a rated continuous power of at least 133 hp (600 Volts DC), a rated continuous torque of at least 320 lb-ft, and a rated peak torque of at least 735 lb-ft. The speed of the second electric motor715in one form is limited to a maximum speed of 3,500 rpm during operation.

The first inverter712and second inverter717DC from the ESS115to AC in order to power the first electric motor710and second electric motor715, respectively. The first electric motor710and second electric motor715can also act as generators such as during regenerative braking. In such a situation, the first inverter712and second inverter717act as rectifiers by converting the AC electrical power from the first electric motor710and second electric motor715, respectively, to DC power that is supplied to the ESS115. In the illustrated example, the first inverter712and second inverter717include combined inverter-rectifiers that at least convert DC to AC and AC to DC.

As can be seen inFIG.7, the transmission705further includes a first gear train720. The first gear train720is located at the output end of the first electric motor710which is located on the end of the electric powertrain700that is opposite to the drive shaft125. The first electric motor710and second electric motor715are sandwiched between the first gear train720and second gear train425. The first gear train720includes a first planetary gear725. As depicted, the first planetary gear725has a sun gear730that is attached to the first electric motor710, one or more planet gears735engaged to orbit around the sun gear730, and a ring gear740that surrounds the planet gears735. The planet gears735engage both the sun gear730and ring gear740. The planet gears735are secured to a first carrier745.

The electric powertrain700further has a first output shaft750that connects the first carrier745of the first planetary gear725to the drive shaft125. Proximal to the drive shaft125, the clutch engagement member465extends radially from the first output shaft750. As illustrated, the first output shaft750extends in a longitudinal direction through the first electric motor710, second electric motor715, and second output shaft445. The first output shaft750extends in a concentric manner with the second output shaft445. The first electric motor710and second electric motor715in one example are respectively secured to the first planetary gear725and second output shaft445via spline type connections of the types described and illustrated before. The first electric motor710can have an uninterrupted connection to the drive shaft125via the first planetary gear725and first output shaft750, if so desired.

The transmission705further includes a Selectable One-Way Clutch (“SOWC”)755that is able to engage and disengage the ring gear740such that ring gear740is able to be stationary or rotate. In the illustrated example, the SOWC755includes a clutch engagement member760configured to engage the ring gear740of the first planetary gear725and a clutch actuator765that selectively engages the clutch engagement member760with the ring gear740to provide torque from the first electric motor710to the first output shaft750. The clutch actuator765is operatively coupled to the controller110so that the controller110is able to control the operation of the SOWC755.

When the clutch actuator765of the SOWC755disengages the clutch engagement member760from the ring gear740, the ring gear740is able to rotate or orbit around the sun gear730in the first planetary gear725. With the ring gear740in this disengaged state in which the ring gear740is able to move, the first carrier745remains generally stationary even when the first electric motor710rotates or applies torque to the sun gear730of the first planetary gear725. Consequently, torque is not transferred from the first electric motor710to the drive shaft125. In another embodiment, when torque from the first electric motor710is not required, the first electric motor710can be shut down. This prevents the rotation of the first electric motor710. As a result, no torque is provided to the drive shaft125. On the other hand, when the controller110via the clutch actuator765engages the clutch engagement member760with the ring gear740, relative movement of the ring gear740is prevented. Having the ring gear740fixed allows the first carrier745to rotate as the first electric motor710rotates the sun gear730which in turn allows torque to be transferred from the first electric motor710to the drive shaft125along the first output shaft750. The first electric motor710is again a high speed motor. The first planetary gear725reduces the output speed of the first electric motor710such that the speed of the first output shaft750can generally match the speed of the lower speed, second electric motor715, if needed.

The second gear train425and clutch460in the electric powertrain700operate in a similar fashion as described before. The controller110via the clutch actuator462shifts the dog clutch461between neutral, first range, and second range positions so that the second electric motor715is able to provide different torques (or not) to the clutch engagement member465that are combined with the torque from the first electric motor710at the drive shaft125. When the dog clutch461is in a neutral position, the second electric motor715does not supply power to the drive shaft125. In such a case, the first electric motor710can supply all of the power to the drive shaft125, if required. Once more, the first electric motor710can also act as a generator during regenerative braking so as to recharge the ESS115. The dog clutch461engages the first range member470to place the clutch460in the first range position where the second electric motor715is able to provide higher torques to the drive shaft125. The dog clutch461shifts to the second range position by engaging the second range member475. At the second range position, the second electric motor715provides a torque that is lower than when at the first range position, but the speed is higher. While the first electric motor710is a high speed motor, the output speed of the first electric motor710is reduced by the first planetary gear725, and the second electric motor715is a low speed motor such that the first gear train420is not required to reduce the speed of the output from the electric powertrain700. This configuration in turn allows the use of two different, or non-interchangeable motors, that have different power profiles such that the first electric motor710and second electric motor715cumulatively can operate more efficiently.

FIG.8shows another example of an electric powertrain800that includes two different types of motors. As can be seen, the electric powertrain800contains a number of the same components and is constructed in a similar manner as the electric powertrain400shown inFIG.4, the electric powertrain600inFIG.6, and the electric powertrain700inFIG.7. For example, the electric powertrain800includes the second gear train425, second planetary gear435, first output shaft440, second output shaft445, second carrier455, clutch460, and clutch actuator462of the type described above. For the sake of brevity and clarity, these common features will not be again discussed below in great detail, so please refer to the previous discussion of these features.

Like in the earlier examples, the electric powertrain800includes a first electric motor810with a first inverter812and a second electric motor815with a second inverter817. In this illustrated example, the first electric motor810and second electric motor815are not the same type of motor such that the first electric motor810and second electric motor815are not interchangeable with one another. By using different types of motors, which can have different speed, torque, and/or power characteristics, the efficiency and power characteristics of the electric powertrain800can be enhanced. In other words, one of the motors can compensate for the deficiencies of the other under different operational demands. For instance, when the electric powertrain800is dealing with a load that requires high torques at low speeds, a low-speed, high-torque motor can provide most (if not all) of the power, and the corresponding high-speed, low-torque motor can provide less power. When the conditions reverse to a low torque, high speed situation, the workloads of the motors can reverse such that the high-speed, low-torque motor provides more (or all) of the power, and the low speed, high torque motor provides less power.

As shown, the first electric motor810is located upstream of the drive shaft125relative to the second electric motor815. As compared to theFIG.7electric powertrain700, the relative positions of the low and high speed motors have been switched or swapped. In the illustrated example, the first electric motor810is a low speed electric motor, and the second electric motor815is a high speed electric motor. In one version, the first electric motor810has a rated operating speed of at most 4,500 rpm, a rated peak power of at least sun gear 250 hp (600 vdc), a rated continuous power of at least 133 hp (600 vdc), a rated continuous torque of at least 320 lb-ft, and a rated peak torque of at least 835 lb-ft. The speed of the first electric motor810in one form is limited to a maximum speed of 3,500 rpm during operation. In this version, the second electric motor815is a high speed electric motor having a rated operating speed of at least 5,000 rpm, and the second electric motor815is a low speed electric motor having a rated operating speed of less than 5,000 rpm. The second electric motor815in one version has a rated operating speed of at least 10,600 rpm, a rated peak power of at least 250 hp, a rated continuous power of at least 150 hp, a rated continuous torque of at least 240 lb-ft, and a rated peak torque of at least 310 lb-ft.

The first inverter812and second inverter817convert DC from the ESS115to AC in order to power the first electric motor810and second electric motor815, respectively. The first electric motor810and second electric motor815can also act as generators such as during regenerative braking. In such a situation, the first inverter812and second inverter817act as rectifiers by converting the AC electrical power from the first electric motor810and second electric motor815, respectively, to DC power that is supplied to the ESS115. In the illustrated example, the first inverter812and second inverter817include combined inverter-rectifiers that at least convert DC to AC and AC to DC.

As can be seen inFIG.8, the transmission805further includes a speed reduction gear train820that reduces the speed and increases the torque from the high speed, second electric motor815. The speed reduction gear train820is located at the output end of the second electric motor815. The speed reduction gear train820is sandwiched between the second electric motor815and the second gear train425. The speed reduction gear train820includes a first planetary gear825. As depicted, the first planetary gear825has a sun gear830that is attached to the second output shaft445, one or more planet gears835engaged to orbit around the sun gear830, and a ring gear840that surrounds the planet gears835. The planet gears835engage both the sun gear830and ring gear840. The planet gears835are secured to a carrier845. The carrier845is connected to the input of the second planetary gear435and the second range member475.

The electric powertrain800further has a first output shaft850that connects the first electric motor810to the drive shaft125. Proximal to the drive shaft125, the clutch engagement member465extends radially from the first output shaft850. As illustrated, the first output shaft850extends in a longitudinal direction through the first electric motor810, second electric motor815, second output shaft445, and second gear train425. The first output shaft850extends in a concentric manner with respect to the second output shaft445. The first electric motor810and second electric motor815in one example are respectively secured to the second output shaft445and first output shaft850via spline type connections. The first electric motor810has an uninterrupted connection to the drive shaft125via the first output shaft850.

As noted before, the first electric motor810is a low speed electric motor, and the second electric motor815is a high speed electric motor. The speed reduction gear train820reduces the speed and increases the torque from the high speed, second electric motor815. This power from the first planetary gear825is in turn suppled to the second gear train425. Since the first electric motor810is a low speed electric motor, the speed of the first electric motor810does not need to be reduced by a planetary gear or other types of gearing. The first electric motor810via the first output shaft850has an uninterrupted connection with the drive shaft125.

The second gear train425and clutch460in the electric powertrain800operate in a similar fashion as described before. The controller110via the clutch actuator462shifts the dog clutch461between neutral, first range, and second range positions so that the second electric motor815is able to provide different torques (or not) to the clutch engagement member465that are combined with the torque from the first electric motor810at the drive shaft125. When the dog clutch461is in a neutral position, the second electric motor815does not supply power to the drive shaft125. In such a case, the first electric motor810can supply all of the power to the drive shaft125, if required. Once more, the first electric motor810can also act as a generator during regenerative braking so as to recharge the ESS115. The dog clutch461engages the first range member470to place the clutch460in the first range position where the second electric motor815is able to provide even higher torques to the drive shaft125at lower speeds. The dog clutch461shifts to the second range position by engaging the second range member475. At the second range position, the second electric motor815provides a torque that is lower than when at the first ranges position, but the speed is higher. While the second electric motor815is a high speed motor, the output speed of the second electric motor815is reduced by the first planetary gear825, and the first electric motor810is a low speed motor such that the first gear train420is not required to reduce the speed of the output from the electric powertrain800. This configuration in turn allows the use of two different, or non-interchangeable motors, that have different power profiles such that the first electric motor810and second electric motor815cumulatively can operate more efficiently.

FIG.9shows a diagram of another example of the electric powertrain900that can be used in the vehicle100ofFIG.1, andFIG.10shows a cross-sectional view of the electric powertrain900. The electric powertrain900shares a number of components and functions in common with the ones described before. For the sake of brevity as well as clarity, these common features will not be described in great detail below, but please refer to the previous discussions of these features.

As depicted, the electric powertrain900includes a multiple motor continuous power transmission902. The transmission902of the electric powertrain900includes a first electric motor905with a first inverter906and a second electric motor907with a second inverter908. The first inverter906is electrically connected between the ESS115and the first electric motor905, and the second inverter908is electrically connected between the ESS115and the second electric motor907. The first inverter906and second inverter908convert the direct current (DC) from the ESS115to alternating current (AC) in order to power the first electric motor905and second electric motor907, respectively. The first electric motor905and second electric motor907can also act as generators such as during regenerative braking. In such a situation, the first inverter906and second inverter908convert the AC electrical power from the first electric motor905and second electric motor907, respectively, to DC power that is supplied to the ESS115. In one example, the first electric motor905and second electric motor907are the same type of electric motor such that both motors generally provide the same speed and torque output within normal manufacturing tolerances. The first electric motor905and second electric motor907in one form are interchangeable with one another. The first electric motor905and second electric motor907in one form are both high speed electric motors. In one specific example, the first electric motor905and second electric motor907are the same type of high speed electric motor having rated speeds of at least 5,000 rpm, and more particularly, the first electric motor905and second electric motor907each has 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.

As can be seen inFIGS.9and10, the electric powertrain900includes a first gear train909and a second gear train910. The first gear train909is located at the output end of the first electric motor905and is proximal to the drive shaft125. The first gear train909includes the first planetary gear430with the sun gear250. Located opposite the second electric motor907, on the other side of the drive shaft125is the second gear train910. The second gear train910includes a second planetary gear915with a second carrier920.

In the illustrated example, the transmission902includes a first output shaft925, a second output shaft930, and a third output shaft935that extend in a longitudinal direction in the electric powertrain900. The first output shaft925and second output shaft930are hollow so as to receive the third output shaft935. The third output shaft935extends in a concentric manner inside the first output shaft925and second output shaft930. The second gear train910and second planetary gear915in one example are respectively secured to the first output shaft925and second output shaft930via a spline type connection of the types described before.

As shown, the first output shaft925and third output shaft935are directly connected to the sun gear250of the first planetary gear430. The second output shaft930has an interruptible connection with the first output shaft925through a first clutch940that selectively connects the second output shaft930to the first output shaft925. To provide a compact design, the first clutch940is located or sandwiched in between the first electric motor905and second electric motor907. In the illustrated example, the first clutch940includes a single position type dog clutch945, but other types of clutches can be used in other variations. The dog clutch945includes a clutch collar950and a clutch actuator955that is configured to move the clutch collar950in a longitudinal direction to engage and disengage the second output shaft930from the first output shaft925. The clutch actuator955of the first clutch940is operatively connected to the controller110so that the controller110is able to control the first clutch940. In the depicted example, the first output shaft925has a clutch engagement member960and the second output shaft930has a range member965, and the clutch collar950of the dog clutch945selectively engages and disengages the range member965of the second output shaft930from the clutch engagement member960of the first output shaft925. In other words, the first output shaft925and second output shaft930form an interruptible split shaft design that can be selectively connected together so that the torque from the second gear train910and second planetary gear915can be combined together.

At the end opposite the range member965, the second output shaft930is connected to the second planetary gear915. Like in the other examples, the second planetary gear915includes the sun gear250, one or more planet gears255, and the ring gear260generally arranged in a concentric manner relative to one another. The second output shaft930in the depicted example is connected to the second planetary gear915at the sun gear250. The second planetary gear915is in turn connected to the third output shaft935through the second carrier920. Through the second carrier920, the second planetary gear915is able to provide torque to the first output shaft925which in turn is provided to the sun gear250of the first gear train909.

The transmission902further includes a second clutch970that engages the second planetary gear915. In the illustrated example, the second clutch970includes a Selectable One-Way Clutch (“SOWC”)975. The SOWC975includes a clutch engagement member980configured to engage the ring gear260of the second planetary gear915and a clutch actuator985that selectively engages the clutch engagement member980with the ring gear260to change the gear ratio for the power supplied by the second planetary gear915or disconnects the second electric motor907. The clutch actuator985of the SOWC975is operatively connected to the controller110so that the controller110is able to control the second clutch970. By controlling the operation of the first clutch940and second clutch970, the controller110is able to change and control the speed and torque supplied by the second planetary gear915to first gear train909. In one form, the first clutch940and the second clutch970work together to attain the first range position. To attain the first range position, the SOWC975is engaged to the ring gear260by actuation of the clutch actuator985. At this time, the first clutch940is disengaged from the clutch engagement member960so that the first output shaft925and the second output shaft930are disconnected. To attain the second range positon, the SOWC975is disengaged from the ring gear260by actuation of the clutch actuator985. This allows the ring gear260to freewheel. At this time, the first clutch940is actuated by the clutch actuator955to engage with the clutch engagement member960. This connects the first output shaft925and the second output shaft930.

As should be recognized, the second gear train910inFIG.9operates in a similar fashion to the first planetary gear725inFIG.7. When the clutch engagement member980of the SOWC975engages the ring gear260, the second gear train910reduces the speed and increases the torque supplied to the third output shaft935from the second electric motor907. When the clutch engagement member980is disengaged from the ring gear260, no torque is provided via the second gear train910. To provide torque from the second electric motor907, the controller110via the dog clutch945connects the range member965of the second output shaft930to the clutch engagement member960of the first output shaft925. In these as well as other operational scenarios, the first gear train909reduces the speed of the output provided by the first electric motor905and/or second electric motor907which are high speed motors.

Glossary of Terms

The language used in the claims and specification is to only have its plain and ordinary meaning, except as explicitly defined below. The words in these definitions are to only have their plain and ordinary meaning. Such plain and ordinary meaning is inclusive of all consistent dictionary definitions from 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 common variations thereof identified below.

“Aftermarket Product” generally refers to one or more parts and/or accessories used in repair and/or enhancement of a product already made and sold by an Original Equipment Manufacturer (OEM). For example, aftermarket products can include spare parts, accessories, and/or components for motor vehicles.

“Axis” generally refers to a straight line about which a body, object, and/or a geometric figure rotates or may be conceived to rotate.

“Bearing” generally refers to a machine element that constrains relative motion and reduces friction between moving parts to only the desired motion, such as a rotational movement. The bearing for example can be in the form of loose ball bearings found in a cup and cone style hub. The bearing can also be in the form of a cartridge bearing where ball bearings are contained in a cartridge that is shaped like a hollow cylinder where the inner surface rotates with respect to the outer surface by the use of ball or other types of bearings.

“Brake” generally refers to a device for arresting and/or preventing the motion of a mechanism usually via friction, electromagnetic, and/or other forces. Brakes for example can include equipment in automobiles, bicycles, or other vehicles that are used to slow down and/or stop the vehicle. In other words, a brake is a mechanical device that inhibits motion by absorbing energy from a moving system. The brake can be for example used for slowing or stopping a moving vehicle, wheel, and/or axle, or to prevent its motion. Most often, this is accomplished by friction. Types of brakes include frictional, pressure, and/or electromagnetic type braking systems. Frictional brakes for instance can include caliper, drum, and/or disc drakes. Electromagnetic braking systems for example can include electrical motor/generators found in regenerative braking systems.

“Clutch” generally refers to a device that engages and disengages mechanical power transmission 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, which acts as the driving member, while the other shaft (i.e., the driven member) provides output power for work. While the motions involved are usually rotary motions, linear clutches are also used to engage and disengage components moving with a linear or near linear motion. The clutch components can for instance be engaged and disengaged through mechanical, hydraulic, and/or electrical actuation. The clutches can include positive type clutches and friction type clutches. Wet type clutches are typically immersed in a cooling lubrication liquid or other fluid, and dry clutches are not bathed in such liquids. Some non-limiting examples of clutches include cone clutches, centrifugal clutches, torque limiter clutches, axial clutches, disc clutches, dog clutches, and rim clutches, to name just a few.

“Controller” generally refers to a device, using mechanical, hydraulic, pneumatic electronic techniques, and/or a microprocessor or computer, which monitors and physically alters the operating conditions of a given dynamical system. In one non-limiting example, the controller can include an Allen Bradley brand Programmable Logic Controller (PLC). A controller may include a processor for performing calculations to process input or output. A controller may include a memory for storing values to be processed by the processor or for storing the results of previous processing. A controller may also be configured to accept input and output from a wide array of input and output devices for receiving or sending values. Such devices include other computers, keyboards, mice, visual displays, printers, industrial equipment, and systems or machinery of all types and sizes. For example, a controller can control a network or network interface to perform various network communications upon request. The network interface may be part of the controller, or characterized as separate and remote from the controller. A controller may be a single, physical, computing device such as a desktop computer or a laptop computer, or may be composed of multiple devices of the same type such as a group of servers operating as one device in a networked cluster, or a heterogeneous combination of different computing devices operating as one controller and linked together by a communication network. The communication network connected to the controller may also be connected to a wider network such as the Internet. Thus a controller may include one or more physical processors or other computing devices or circuitry and may also include any suitable type of memory. A controller may also be a virtual computing platform having an unknown or fluctuating number of physical processors and memories or memory devices. A controller may thus be physically located in one geographical location or physically spread across several widely scattered locations with multiple processors linked together by a communication network to operate as a single controller. Multiple controllers or computing devices may be configured to communicate with one another or with other devices over wired or wireless communication links to form a network. Network communications may pass through various controllers operating as network appliances such as switches, routers, firewalls or other network devices or interfaces before passing over other larger computer networks such as the Internet. Communications can also be passed over the network as wireless data transmissions carried over electromagnetic waves through transmission lines or free space. Such communications include using WiFi or other Wireless Local Area Network (WLAN) or a cellular transmitter/receiver to transfer data.

“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 a host computer. CAN systems include a message-based protocol, designed originally for multiplex electrical wiring within automobiles, but is also used in many other contexts. A vehicle with a CAN system may normally, but not always, includes multiple Electronic Control Units (ECUs) which can be also called nodes. These ECUs can include Engine Control Modules (ECMs) and Transmission Control Modules (TCMs) as well as other control units such as for airbags, antilock braking/ABS, cruise control, electric power steering, audio systems, power windows, doors, mirror adjustment, battery and/or hybrid/electric recharging systems, to name just a few. A CAN includes a multi-master serial bus standard for connecting ECUs. The complexity of the ECU or node can range from a simple Input/Output (I/O) device up to an embedded computer with a CAN interface and software. The ECU or node can also act as a gateway allowing a general purpose computer to communicate over an interface, such as via a USB and/or Ethernet port, to the devices on the CAN network. Each ECU usually, but not always, includes a central processing unit, a CAN controller, and transceiver. The CAN systems can for example include low speed CAN (128 Kbps) under the ISO 11898-3 standard, high speed CAN (512 Kbps) under the ISO 11898-2 standard, CAN FD under the ISO 11898-1 standard, and single wire CAN under the SAE J2411 standard.

“Couple” or “Coupled” generally refers to an indirect and/or direct connection between the identified elements, components, and/or objects. Often the manner of the coupling will be related specifically to the manner in which the two coupled elements interact.

“Dog Clutch” generally refers to a type of positive clutch that couples and decouples at least two rotating shafts or other rotating mechanical components by an interference type connection. The two parts of the clutch are designed such that one will push the other, thereby causing both to rotate at the same speed with no (or very minimal) slippage. Typically, but not always, one part of the dog clutch includes a series of teeth or other protrusions that are configured to mate with another part of the dog clutch that includes corresponding recesses for receiving the teeth or protrusions. Unlike friction clutches that allow slippage, dog clutches are used where slip is undesirable and/or the clutch is not used to control torque. Without slippage, dog clutches are not affected by wear in the same manner as friction clutches.

“Electric Motor” generally refers to an electrical machine that converts electrical energy into mechanical energy. Normally, but not always, electric motors operate through the interaction between one or more magnetic fields in the motor and winding currents to generate force in the form of rotation. Electric motors can be powered by direct current (DC) sources, such as from batteries, motor vehicles, and/or rectifiers, or by alternating current (AC) sources, such as a power grid, inverters, and/or electrical generators. An electric generator can (but not always) be mechanically identical to an electric motor, but operate in the reverse direction, accepting mechanical energy and converting the mechanical energy into electrical energy.

“Energy Storage System” (ESS) or “Energy Storage Unit” generally refers to a device that captures energy produced at one time for use at a later time. The energy can be supplied to the ESS in one or more forms, for example including radiation, chemical, gravitational potential, electrical potential, electricity, elevated temperature, latent heat, and kinetic types of energy. The ESS converts the energy from forms that are difficult to store to more conveniently and/or economically storable forms. By way of non-limiting examples, techniques for accumulating the energy in the ESS can include: mechanical capturing techniques, such as compressed air storage, flywheels, gravitational potential energy devices, springs, and hydraulic accumulators; electrical and/or electromagnetic capturing techniques, such as using capacitors, super capacitors, and superconducting magnetic energy storage coils; biological techniques, such as using glycogen, biofuel, and starch storage mediums; electrochemical capturing techniques, such as using flow batteries, rechargeable batteries, and ultra batteries; thermal capture techniques, such as using eutectic systems, molten salt storage, phase-change materials, and steam accumulators; and/or chemical capture techniques, such as using hydrated salts, hydrogen, and hydrogen peroxide. Common ESS examples include lithium-ion batteries and super capacitors.

“Fastener” generally refers to a hardware device that mechanically joins or otherwise affixes two or more objects together. By way of nonlimiting examples, the fastener can include bolts, dowels, nails, nuts, pegs, pins, rivets, screws, and snap fasteners, to just name a few.

“Gear Train” generally refers to a system of gears that transmit power from one mechanical component to another. For example, a gear train can include a combination of two or more gears, mounted on rotating shafts, to transmit torque and/or power. As one non-limiting example, the gear train for instance can include a planetary gearset.

“High Speed Motor” generally refers to a motor that has a rated operating speed of at least 5,000 rpm (revolutions per minute) without the use of gear trains or other similar equipment for changing speed.

“Interchangeable” generally refers to two or more things that are capable of being put and/or used in place of each other. In other words, one thing is capable of replacing and/or changing places with something else. For example, interchangeable parts typically, but not always, are manufactured to have nearly the same structural size as well as shape within normal manufacturing tolerances and have nearly the same operational characteristics so that one part can be replaced by another interchangeable part. In some cases, the interchangeable parts can be manufactured and/or sold by a specific company under the same part or Stock Keeping Unit (SKU) identifier, and in other cases, different companies can manufacture and/or sell the same interchangeable parts.

“Interruptible Connection” generally refers to a mechanical linkage between two mechanical components that has the ability to break continuity during normal operation such that the components can be mechanically disconnected and reconnected if so desired. When disconnected, the components are unable to provide mechanical power to one another. The interruptible connection can include multiple components such as multiple shafts and gears that engage with one another. The interruptible connection includes at least one mechanism, such as a clutch, that is designed to disconnect and reconnect the mechanical linkage between the components during normal operation.

“Inverter” or “Power Inverter” generally refers to an electronic device and/or circuitry that at least converts direct current (DC) to alternating current (AC). Certain types of inverters can further include a rectifier that converts AC to DC such that the inverter and rectifier functions are combined together to form a single unit that is sometimes referred to as an inverter. The inverter can be entirely electronic or may be a combination of mechanical devices, like a rotary apparatus, and electronic circuitry. The inverter can further include static type inverters that do not use moving parts to convert DC to AC.

“Lateral” generally refers to being situated on, directed toward, or coming from the side. “Longitudinal” generally relates to length or lengthwise dimension of an object, rather than across.

“Low Speed Motor” generally refers to a motor that has a rated operating speed of less than 5,000 rpm (revolutions per minute) without the use of gear trains or other similar equipment for changing speed.

“Motor” generally refers to a machine that supplies motive power for a device with moving parts. The motor can include rotor and linear type motors. The motor can be powered in any number of ways, such as via electricity, internal combustion, pneumatics, and/or hydraulic power sources. By way of non-limiting examples, the motor can include a servomotor, a pneumatic motor, a hydraulic motor, a steam engine, pneumatic piston, hydraulic piston, and/or an internal combustion engine.

“Original Equipment Manufacturer” or “OEM” generally refers to an organization that makes finished devices from component parts bought from other organizations that are usually sold under their own brand in a consumer or commercial market.

“Planetary Gear” or “Planetary Gearset” generally refers to a system of at least two gears mounted so that the center of at least one gear revolves around the center of the other. In other words, the planetary gear includes a system of epicyclic gears in which at least one gear axis revolves about the axis of another gear. In one example, a carrier connects the centers of the two gears and rotates to carry one gear, which is called a planet gear, around the other, which is commonly called a sun gear. Typically, but not always, the planet and sun gears mesh so that their pitch circles roll without slip. A point on the pitch circle of the planet gear normally traces an epicycloid curve. In one simplified case, the sun gear is fixed and the one or more planet gears roll around the sun gear. In other examples, an epicyclic gear train can be assembled so the planet gear rolls on the inside of the pitch circle of a fixed, outer gear ring, or ring gear, that is sometimes called an annular gear. In this case, the curve traced by a point on the pitch circle of the planet gear is a hypocycloid. A planetary gear is typically used to transfer large torque loads in a compact form.

“Positive Clutch” generally refers to a type of clutch that is designed to transmit torque without slippage such as through a mechanical interference type connection. Some examples of positive clutches include jaw clutches (e.g., square or spiral jaw clutches) and dog clutches.

“Powertrain” generally refers to devices and/or systems used to transform stored energy into kinetic energy for propulsion purposes. The powertrain can include multiple power sources and can be used in non-wheel-based vehicles. By way of non-limiting examples, the stored energy sources can include chemical, solar, nuclear, electrical, electrochemical, kinetic, and/or other potential energy sources. For example, the powertrain in a motor vehicle includes the devices that generate power and deliver the power to the road surface, water, and/or air. These devices in the powertrain include engines, motors, transmissions, drive shafts, differentials, and/or final drive components (e.g., drive wheels, continuous tracks, propeller, thrusters, etc.).

“Rated Continuous Power” or “Continuous Rated Power” generally refer to an amount of energy or work provided per unit of time (i.e., power) an electric motor will produce without interruption for a rated speed, at a rated torque, and at a rated voltage for the electric motor. In other words, the rated continuous power is usually the power that the electric motor can produce for a long period of time at the rated speed and the rated torque without damaging the electric motor.

“Rated Operating Speed” or “Rated Speed” generally refers to a velocity (i.e., speed) an electric motor will rotate when producing a rated continuous power at a supplied rated voltage for the electric motor. Typically, but not always, the rated operating speed is measured in terms of Revolutions Per Minute (rpm). Generally speaking, the rated operating speed is the prescribed rpm at which the motor operates, keeping the mechanical stability and efficiency of the electric motor in mind. The rated voltage and rated horsepower respectively refer to the maximum voltage and horsepower (hp) where the motor can operate efficiently without being damaged. The value for the rated operating speed will be slightly less than a synchronous speed of the electric motor due to a decrease in speed caused by adding a load (i.e., slip or speed loss). For instance, most alternating current (AC) induction motors with synchronous speeds of 1800 RPM will have normally have rated speeds ranging between about 1720 and about 1770 RPM depending on the amount of slip. Some newer high or energy-efficient electric motors will tend to have rated operating speeds towards a higher end of the range.

“Rated Continuous Torque” or “Continuous Rated Torque” generally refer to a magnitude of twisting force, or torque, an electric motor will produce without interruption for a rated speed and at a rated voltage for the electric motor. In other words, the rated continuous torque is usually a torque that the electric motor can output for a long period of time at the rated speed without damaging the electric motor. Typically, this value is generated close to the maximum speed of the motor.

“Rectifier” generally refers to an electronic device and/or circuitry that at least converts alternating current (AC) to direct current (DC). Some types of rectifiers include single-phase and three-phase rectifiers as well as those that perform half-wave and/or full-wave rectification.

“Resolver” generally refers to a type of rotary sensor for measuring the degree of rotation, velocity, and/or acceleration of a rotary type device. In one example, the resolver includes a rotary electrical transformer used for measuring degrees of rotation such as in an electric motor, an electric generator, and/or a transmission. The resolver can include analog or digital type electrical devices. The resolver can be in the form of a two-pole type resolver or a multi-pole type resolver. Some other types of resolvers include receiver type resolvers and differential type resolvers.

“Rotor” generally refers to a part or portion in a machine that rotates in or around a stationary part, which is commonly referred to as a stator. The rotor is the moving or rotating part of a rotary system, such as found in electric generators, electric motors, sirens, mud motors, turbines, and/or biological rotors. In one particular non-limiting example, the rotor includes the rotating portion of an electric generator and/or motor, especially of an induction motor.

“Selectable One-Way Clutch” (SOWC) generally refers to a type of clutch that is able to be controlled to lock in at least one rotational direction. One-way clutches are usually (but not always) designed to transfer torque or lock when rotated in one direction and to allow rotational movement or free-wheel when rotated in the opposite direction. The SOWC is a type of one-way clutch that can be used to control when and/or in which direction the rotational motion is locked or able to rotate freely. By way of a non-limiting example, the SOWC can be activated to lock so as to transfer torque when torque is applied in one rotational direction and facilitate free-wheel or slipping movement in the opposite rotational direction. In other variations, the SOWC can be controlled at times to facilitate free-wheel motion in both rotational directions or locked to allow torque transfer in both rotational directions. Alternatively or additionally, the SOWC can be controlled to switch or change the locked and free-wheel rotational directions. For example, the SOWC under one operating condition can be locked when rotated in a counterclockwise and free-wheel spin in the clockwise direction, and under other conditions, the SOWC can be switched so that the SOWC is locked in the clockwise direction and free-wheel spin in the counterclockwise direction. Some non-limiting examples of SOWC designs include roller, sprag, spiral, and mechanical diode type designs. The SOWC can be controlled or actuated in a number of ways such as through mechanical and/or electrical actuation. For instance, the SOWC can be actuated with hydraulic, pneumatic, and/or electrical type actuators to name just a few.

“Sensor” generally refers to an object whose purpose is to detect events and/or changes in the environment of the sensor, and then provide a corresponding output. Sensors include transducers that provide various types of output, such as electrical and/or optical signals. By way of nonlimiting examples, the sensors can 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, the sensors include barcode readers, RFID readers, and/or vision systems.

“Stator” generally refers to a stationary part or portion in a machine in or about which a rotating part revolves, which is commonly referred to as a rotor. The stator is the stationary part of a rotary system, such as found in electric generators, electric motors, sirens, mud motors, turbines, and/or biological rotors. In one particular non-limiting example, the stator includes the stationary portion of an electric generator and/or motor, especially of an induction motor.

“Stock Keeping Unit” (SKU) generally refers to a distinct type of item for sale, manufacture, and/or inventory, such as a specific product and/or service, and all attributes associated with the item type that distinguish the item from other item types. For example, these attributes for a product can include the manufacturer, description, material, size, color, packaging, and/or warranty terms. Businesses typically track the quantity for each SKU the company has in inventory. The SKU can also refer to a unique identifier and/or other code that refers to the particular item type. These codes are usually not regulated and/or standardized.

“Substantially” generally refers to the degree by which a quantitative representation may vary from a stated reference without resulting in an essential change of the basic function of the subject matter at issue. The term “substantially” is utilized herein to represent the inherent degree of uncertainty that may be attributed to any quantitative comparison, value, measurement, and/or other representation.

“Symmetric” or “Symmetrical” generally refers to a property of something having two sides or halves that are the same relative to one another, such as in shape, size, and/or style. In other words, symmetric describes something as having a minor-image quality.

“Synchronizer” or “Synchronizer Mechanism” (“Synchromesh”) generally refer to a device that includes a cone clutch and a blocking ring which brings the speeds of a gear and a gear selector to the same speed using friction. In one example, before the teeth of the gear and gear selector can engage, the cone clutch engages first which in turn brings the gear selector and gear to the same speed using friction. Until synchronization occurs, the teeth of the gear and the gear selector are prevented from making contact by the blocking ring. When synchronization occurs, the friction on the blocking ring is relieved and the blocking ring twists slightly. With this twisting motion, grooves or notches are aligned that allow further passage of the gear selector which brings the teeth together.

“Transmission” generally refers to a power system that provides controlled application of mechanical power. The transmission uses gears and/or gear trains to provide speed, direction, and/or torque conversions from a rotating power source to another device.

“Transverse” generally refers to things, axes, straight lines, planes, or geometric shapes extending in a non-parallel and/or crosswise manner relative to one another. For example, when in a transverse arrangement, lines can extend at right angles or perpendicular relative to one another, but the lines can extend at other non-straight angles as well such as at acute, obtuse, or reflex angles. For instance, transverse lines can also form angles greater than zero (0) degrees such that the lines are not parallel. When extending in a transverse manner, the lines or other things do not necessarily have to intersect one another, but they can.

“Uninterrupted Connection” generally refers to a mechanical linkage between two mechanical components without any break in continuity such that mechanical force can be transmitted on a continuous basis if so desired. The uninterrupted connection does not require a unitary connection such that the uninterrupted connection can include multiple components such as multiple shafts and gears that engage with one another. The uninterrupted connection lacks mechanisms or other structures, such as clutches, that are designed to disconnect and reconnect the mechanical linkage between the components during normal operation. It should be recognized that the uninterrupted connection can occasionally have accidental breakages that disconnect the components, but the design of the uninterrupted connection is not designed to facilitate such breakages and resulting disconnections.

“Vehicle” generally refers to a machine that transports people and/or cargo. Common vehicle types can include land based vehicles, amphibious vehicles, watercraft, aircraft, and space craft. By way of non-limiting examples, land based vehicles can include wagons, carts, scooters, bicycles, motorcycles, automobiles, buses, trucks, semi-trailers, trains, trolleys, and trams. Amphibious vehicles can for example include hovercraft and duck boats, and watercraft can include ships, boats, and submarines, to name just a few examples. Common forms of aircraft include airplanes, helicopters, autogiros, and balloons, and spacecraft for instance can include rockets and rocket-powered aircraft. The vehicle can have numerous types of power sources. For instance, the vehicle can be powered via human propulsion, electrically powered, powered via chemical combustion, nuclear powered, and/or solar powered. The direction, velocity, and operation of the vehicle can be human controlled, autonomously controlled, and/or semi-autonomously controlled. Examples of autonomously or semi-autonomously controlled vehicles include Automated Guided Vehicles (AGVs) and drones.

The term “or” is inclusive, meaning “and/or”.

It should be noted that the singular forms “a,” “an,” “the,” and the like as used in the description and/or the claims include the plural forms unless expressly discussed otherwise. For example, if the specification and/or claims refer to “a device” or “the device”, it includes one or more of such devices.

It should be noted that directional terms, such as “up,” “down,” “top,” “bottom,” “lateral,” “longitudinal,” “radial,” “circumferential,” “horizontal,” “vertical,” etc., are used herein solely for the convenience of the reader in order to aid in the reader's understanding of the illustrated embodiments, and it is not the intent that the use of these directional terms in any manner limit the described, illustrated, and/or claimed features to a specific direction and/or orientation.

While the invention has been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that only the preferred embodiment has been shown and described and that all changes, equivalents, and modifications that come within the spirit of the inventions defined by the following claims are desired to be protected. All publications, patents, and patent applications cited in this specification are herein incorporated by reference as if each individual publication, patent, or patent application were specifically and individually indicated to be incorporated by reference and set forth in its entirety herein.

Reference Numbers100vehicle105powertrain system110controller115ESS120CAN125drive shaft130propulsion system135wheels140power cables200electric powertrain205transmission210first electric motor215second electric motor220first gear train225second gear train230first planetary gear235second planetary gear240first output shaft245second output shaft250sun gear255planet gears260ring gear265housing270first carrier275second carrier280clutch285clutch engagement member290first range member295second range member300electric motor transmission305longitudinal axis310rotor315stator320positive clutch325dog clutch330clutch actuator400electric powertrain405transmission410first electric motor412first inverter415second electric motor417second inverter420first gear train425second gear train430first planetary gear435second planetary gear440first output shaft445second output shaft450first carrier455second carrier460clutch461dog clutch462clutch actuator465clutch engagement member470first range member475second range member600electric powertrain605transmission610first electric motor612first inverter615second electric motor617second inverter700electric powertrain705transmission710first electric motor712first inverter715second electric motor717second inverter720first gear train725first planetary gear730sun gear735planet gears740ring gear745first carrier750first output shaft755SOWC760clutch engagement member765clutch actuator800electric powertrain805transmission810first electric motor812first inverter815second electric motor817second inverter820speed reduction gear train825first planetary gear830sun gear835planet gears840ring gear845carrier850first output shaft900electric powertrain902transmission905first electric motor906first inverter907second electric motor908second inverter909first gear train910second gear train915second planetary gear920second carrier925first output shaft930second output shaft935third output shaft940first clutch945dog clutch950clutch collar955clutch actuator960clutch engagement member965range member970second clutch975SOWC980clutch engagement member985clutch actuator