# US 10,479,188 B2 · Hybrid transmission with offset electric machine and method for controlling gear changes

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- Number: US 10,479,188 B2
- Document ID: US10479188B2
- Status: Granted
- Kind: B2
- Application number: 15/320,909
- Filed: 2015-05-21
- Published: 2017-05-11
- Granted: 2019-11-19
- Earliest claimed: 2014-06-24
- Assignees: RENAULT s.a.s.; Nissan Motor Co., Ltd.
- Applicants: RENAULT s.a.s.; NISSAN MOTOR Co., Ltd.
- Inventors: Nicolas Fremau; Arnard Villeneuve; Ahmed Ketfi-Cherif; Antoine Vignon
- Web page: https://patentgrep.com/patent/US10479188B2

## CPC

- B60K 6/547: the transmission being a stepped gearing
- B60K 6/36: characterised by the transmission gearings
- B60K 6/442: Series-parallel switching type
- B60K 6/48: Parallel type
- F16H 3/091: including a single countershaft
- F16H 37/0806: {with a plurality of driving or driven shafts}
- B60K 2006/4816: {Electric machine connected or connectable to gearbox internal shaft}
- B60K 2006/4825: {Electric machine connected or connectable to gearbox input shaft}
- B60Y 2200/92: Hybrid vehicles
- F16H 2200/0039: the gear ratios comprising three forward speeds
- Y02T 10/62: Hybrid vehicles
- Y10S 903/909: Gearing
- Y10S 903/919: Stepped shift
- B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- F16H: GEARING
- B60Y: INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y10S: TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS

## Abstract

A hybrid transmission is for a motor vehicle provided with a heat engine and a main drive electric machine. The transmission includes two concentric input shafts connected to a crankshaft of the heat engine and to the electric machine with no disconnect clutch, an output shaft connected to wheels of the vehicle by a differential, and a shaft for transferring movement from an input shaft to the output shaft and for coupling the input shafts. The electric machine is arranged at the end opposite the input shafts relative to the heat engine.

## Claims

### Claim 1

A hybrid transmission for a motor vehicle including an internal combustion engine and an electric machine, the hybrid transmission comprising:
two concentric primary shafts including a solid primary shaft and a hollow primary shaft, and connected to a crankshaft of the internal combustion engine and to the electric machine without a disconnect clutch, the solid primary shaft including two idler pinions of a hybrid or combustion engine gears;
a secondary shaft connected to wheels of the vehicle by a differential, the two idler pinions being configured to engage with fixed gearwheels of the secondary shaft; and
a transfer shaft configured to transfer motion from at least one of the primary shafts to the secondary shaft and couple the primary shafts,
wherein the electric machine is located at an opposite end of the primary shafts relative to the internal combustion engine.

### Claim 2 (depends on 1)

The hybrid transmission as claimed in claim 1, wherein the secondary shaft includes a single differential input pinion configured to transfer a motion to the differential in a direction of the wheels of the vehicle.

### Claim 3 (depends on 2)

The hybrid transmission as claimed in claim 2, wherein the solid primary shaft further includes a fixed gearwheel for a permanent transfer of the motion to the transfer shaft.

### Claim 4 (depends on 2)

The hybrid transmission as claimed in claim 2, wherein the hollow primary shaft includes two fixed gearwheels of the electric motor gears, to engage with two idler pinions of the secondary shaft.

### Claim 5 (depends on 4)

The hybrid transmission as claimed in claim 4, wherein the transfer shaft includes a fixed gearwheel engaged with a fixed gearwheel of the solid primary shaft, and two idler pinions engaging respectively with the idler pinion of the solid primary shaft and the fixed gearwheel of the second primary shaft.

### Claim 6 (depends on 1)

The hybrid transmission as claimed in claim 1, a triple gearing between an idler pinion of the transfer shaft, the idler pinion of the solid primary shaft, and the fixed gearwheel of the secondary shaft.

### Claim 7 (depends on 3)

The hybrid transmission as claimed in claim 3, wherein the solid primary shaft includes a first coupling device configured to
decouple the primary shaft connected to the internal combustion engine from a drive train connecting the electric machine to the wheels, or coupled thereto by the transfer shaft, or coupled to the electric machine, and
couple the primary shaft connected to the internal combustion engine directly to the secondary shaft.

### Claim 8 (depends on 4)

The hybrid transmission as claimed in claim 4, wherein the secondary shaft includes a second coupling device configured to
decouple the primary shaft connected to the electric machine from the secondary shaft, and
couple the primary shaft connected to the electric machine directly to the secondary shaft.

### Claim 9 (depends on 4)

The hybrid transmission as claimed in claim 4, wherein the transfer shaft includes a third coupling device configured to
decouple the transfer shaft from the secondary shaft,
transfer a motion from the internal combustion engine to the secondary shaft, and
couple the solid primary shaft and the hollow primary shaft.

### Claim 10

A hybrid transmission for a motor vehicle including an internal combustion engine and an electric machine, the hybrid transmission comprising:
two concentric primary shafts including a solid primary shaft and a hollow primary shaft, and connected to a crankshaft of the internal combustion engine and to the electric machine without a disconnect clutch, the solid primary shaft including two idler pinions of a hybrid or combustion engine gears;
a secondary shaft connected to wheels of the vehicle by a differential, the two idler pinions being configured to engage with fixed gearwheels of the secondary shaft;
a transfer shaft configured to transfer motion from at least one of the solid primary shafts to the secondary shaft and couple the primary shafts; and
a second electric machine coupled to the transfer shaft,
wherein the electric machine is located at an opposite end of the primary shafts relative to the internal combustion engine.

### Claim 11 (depends on 10)

The hybrid transmission as claimed in claim 10, further comprising an additional coupling device configured to connect or disconnect the second electric machine from the hybrid transmission.

### Claim 12 (depends on 10)

The hybrid transmission as claimed in claim 10, wherein the second electric machine is coupled to the transfer shaft by an input pinion and drives a fixed input pinion on the transfer shaft by a pinion fixed to a lay shaft.

### Claim 13 (depends on 11)

The hybrid transmission as claimed in claim 11, wherein a spindle of the second electric machine includes the additional coupling device.

### Claim 14 (depends on 11)

The hybrid transmission as claimed in claim 11, wherein the additional coupling device is placed at the end of the transfer shaft.

### Claim 15 (depends on 10)

The hybrid transmission as claimed in claim 10, wherein the transfer shaft includes a fixed claw ring around the transfer shaft, the fixed claw ring being a parking brake by cooperating with a coupling device of the transfer shaft.

### Claim 16 (depends on 1)

The hybrid transmission as claimed in claim 1, further comprising a parking gear mounted on a third gear idler pinion of the transfer shaft.

### Claim 17 (depends on 10)

The hybrid transmission as claimed in claim 10, further comprising a parking gear mounted on a third gear idler pinion of the transfer shaft.

### Claim 18 (depends on 10)

The hybrid transmission as claimed in claim 10, wherein the second electric machine drives a coupling pinion of the transfer shaft.

### Claim 19

A method for controlling gear changes on a hybrid transmission for a motor vehicle including an internal combustion engine, a first electric machine using three-position coupling devices, two concentric primary shafts including a solid primary shaft and a hollow primary shaft and connected to a crankshaft of the internal combustion engine and to the first electric machine without a disconnect clutch, a secondary shaft connected to wheels of the vehicle by a differential, and a transfer shaft configured to transfer motion from at least one of the solid primary shafts to the secondary shaft and couple the primary shafts, the first electric machine being located at an opposite end of the primary shafts relative to the internal combustion engine, and the three-position coupling device including a three-position coupling device of the solid primary shaft, a three-position coupling device of the secondary shaft, and a three-position coupling device of the transfer shaft, the method comprising:
controlling the three-position coupling devices by a three-position electric gear shift group and by a five-position combustion engine gear shift functional group.

### Claim 20 (depends on 19)

The method for controlling gear changes as claimed in claim 19, wherein three combustion engine gears are accessible in a parallel hybrid function mode, with a second electric machine only, or with both the first electric machine and the second electric machine, coupled to one of the two electric gears of the transmission.

### Claim 21 (depends on 20)

The method for controlling gear changes as claimed in claim 20, further comprising changing of the electric gears based on a torque by causing the internal combustion engine to rotate without injecting fuel therein.

### Claim 22 (depends on 21)

The method for controlling gear changes as claimed in claim 21, wherein the changing of the electric gears includes
synchronizing the second electric machine to a speed of an idler pinion of the second electric gear, via the internal combustion engine without injection of fuel, and engaging the second electric machine,
supplying the torque by the second electric machine and disengaging the first electric gear,
synchronizing a first electric machine and supplying the torque to a second gear, and
disconnecting the second electric machine.