# US 11,299,139 B2 · Drive train for a vehicle > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 11,299,139 B2 - Document ID: US11299139B2 - Status: Granted - Kind: B2 - Application number: 17/492,081 - Filed: 2021-10-01 - Published: 2022-01-20 - Granted: 2022-04-12 - Earliest claimed: 2013-03-14 - Assignees: Oshkosh Defense, LLC - Applicants: Oshkosh Defense, LLC - Inventors: Deepak Shukla; Rongjun Zhang; Nader Nasr - Web page: https://patentgrep.com/patent/US11299139B2 ## CPC - B60W 20/10: Controlling the power contribution of each of the prime movers to meet required power demand - B60K 6/26: characterised by the motors or the generators - B60K 6/34: characterised by the absence of energy storing means - B60K 6/365: with the gears having orbital motion - B60K 6/387: Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means - B60K 6/445: Differential gearing distribution type - B60K 6/52: Driving a plurality of drive axles, e.g. four-wheel drive - B60K 6/543: the transmission being a continuously variable transmission - B60L 50/11: using DC generators and DC motors - B60W 10/02: including control of driveline clutches - B60W 10/06: including control of combustion engines - B60W 10/08: including control of electric propulsion units, e.g. motors or generators - F16H 1/28: with gears having orbital motion - F16H 3/72: with a secondary drive, e.g. regulating motor, in order to vary speed continuously - F16H 3/727: {with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path} - F16H 3/728: {with means to change ratio in the mechanical gearing} - B60W 2510/06: Combustion engines, Gas turbines - B60W 2510/0604: Throttle position - B60W 2510/0638: Engine speed - B60W 2510/08: Electric propulsion units - B60W 2510/081: Speed - B60W 2520/10: Longitudinal speed - B60W 2710/021: Clutch engagement state - B60W 2710/06: Combustion engines, Gas turbines - B60W 2710/0644: Engine speed - B60W 2710/0677: Engine power - B60W 2710/08: Electric propulsion units - B60W 2710/083: Torque - B60Y 2200/92: Hybrid vehicles - B60Y 2300/42: Control of clutches - B60Y 2300/43: Control of engines - B60Y 2300/60: Control of electric machines, e.g. problems related to electric motors or generators - B60Y 2300/72: Facilitate disengaging of gears, e.g. by inducing a torque reversal - B60Y 2400/72: Continous variable transmissions [CVT] - B60Y 2400/73: Planetary gearings - Y02T 10/62: Hybrid vehicles - Y02T 10/92: Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles - Y10S 903/906: Motor or generator - Y10S 903/91: Orbital, e.g. planetary gears - Y10S 903/914: Actuated, e.g. engaged or disengaged by electrical, hydraulic or mechanical means - Y10S 903/916: with plurality of drive axles - Y10S 903/918: Continuously variable - Y10S 903/93: Conjoint control of different elements - B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT - 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 - B60L: PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES (arrangements or mounting of electrical propulsion units or of plural diverse prime-movers for mutual or common propulsion in vehicles B60K1/00, B60K6/20; arrangements or mounting of electrical gearing in vehicles B60K17/12, B60K17/14; preventing wheel slip by reducing power in rail vehicles B61C15/08; dynamo-electric machines H02K; control or regulation of electric motors H02P); SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES (electric coupling devices combined with mechanical couplings of vehicles B60D1/64; electric heating for vehicles B60H1/00); ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL (control or regulation of electric motors H02P); MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED 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 drive train for a vehicle includes a first electromagnetic device, a second electromagnetic device electrically coupled to the first electromagnetic device by an electrical power transmission system, and an engine coupled to the first electromagnetic device and configured to drive the first electromagnetic device to provide electrical energy. In all modes of operation where the engine drives the first electromagnetic device to provide the electrical energy, the first electromagnetic device operates without providing the electrical energy to an energy storage device. ## Claims ### Claim 1 A drive train for a vehicle operable in three modes of operation, the drive train comprising: a first electromagnetic device; a second electromagnetic device electrically coupled to the first electromagnetic device by an electrical power transmission system; and an engine coupled to the first electromagnetic device and configured to drive the first electromagnetic device to provide electrical energy, wherein, in each of the three modes of operation, whenever the engine drives the first electromagnetic device to provide the electrical energy, the first electromagnetic device operates without providing the electrical energy to an energy storage device. ### Claim 2 (depends on 1) The drive train of claim 1, wherein the electrical power transmission system directs the electrical energy provided by the first electromagnetic device to the second electromagnetic device to power the second electromagnetic device. ### Claim 3 (depends on 1) The drive train of claim 1, further comprising a drive axle coupled to the second electromagnetic device, wherein the second electromagnetic device is configured to drive the drive axle to propel the vehicle. ### Claim 4 (depends on 3) The drive train of claim 3, wherein the second electromagnetic device is configured to apply a braking torque to the drive axle and provide electrical energy. ### Claim 5 (depends on 4) The drive train of claim 4, wherein the electrical power transmission system directs the electrical energy provided by the second electromagnetic device to the first electromagnetic device to power the first electromagnetic device. ### Claim 6 (depends on 1) The drive train of claim 1, wherein the first electromagnetic device never provides the electrical energy to the energy storage device. ### Claim 7 (depends on 1) The drive train of claim 1, further comprising a transmission coupling the first electromagnetic device to the second electromagnetic device. ### Claim 8 (depends on 7) The drive train of claim 7, further comprising a drive axle configured to propel the vehicle, wherein the transmission couples the first electromagnetic device to the drive axle. ### Claim 9 (depends on 1) The drive train of claim 1, further comprising a transmission coupling the engine to the second electromagnetic device. ### Claim 10 A vehicle operable in a plurality of modes of operation, the vehicle comprising: a first motor/generator; a second motor/generator electrically coupled to the first motor/generator by an electrical power transmission system; and an engine coupled to the first motor/generator and configured to drive the first motor/generator to provide electrical energy, wherein the plurality of modes of operation includes a first mode of operation and a second mode of operation, and wherein the vehicle travels at a higher speed in the first mode of operation than in the second mode of operation; and wherein, in the first mode of operation and the second mode of operation, the first motor/generator operates without being electrically coupled to an energy storage device that is configured to be charged by the electrical energy from the first motor/generator. ### Claim 11 (depends on 10) The vehicle of claim 10, wherein the electrical power transmission system directs the electrical energy provided by the first motor/generator to the second motor/generator to power the second motor/generator. ### Claim 12 (depends on 10) The vehicle of claim 10, wherein, in at least one of the first mode of operation or the second mode of operation, all of the electrical energy provided by the first motor/generator is consumed by the second motor/generator. ### Claim 13 (depends on 10) The vehicle of claim 10, further comprising a drive axle coupled to the second motor/generator, wherein the second motor/generator is configured to drive the drive axle to propel the vehicle. ### Claim 14 (depends on 13) The vehicle of claim 13, wherein the second motor/generator is configured to apply a braking torque to the drive axle and provide electrical energy. ### Claim 15 (depends on 14) The vehicle of claim 14, wherein the electrical power transmission system directs the electrical energy provided by the second motor/generator to the first motor/generator to power the first motor/generator. ### Claim 16 (depends on 10) The vehicle of claim 10, wherein, whenever the engine drives the first motor/generator to provide the electrical energy, the first motor/generator and the second motor/generator operate without being electrically coupled to the energy storage device. ### Claim 17 (depends on 10) The vehicle of claim 10, wherein the vehicle is configured to change between the first mode of operation and the second mode of operation based on speed of the vehicle. ### Claim 18 A method of operating a vehicle, the method comprising: operating the vehicle in a first mode of operation by: driving, by an engine, a first electromagnetic device to generate electrical energy, the first electromagnetic device being electrically coupled to a second electromagnetic device; consuming, by the second electromagnetic device, at least a portion of the electrical energy generated by the first electromagnetic device while the first electromagnetic device is driven by the engine; and driving, by the second electromagnetic device, a drive axle to propel the vehicle at a first speed; and operating the vehicle in a second mode of operation by: driving, by the engine, the first electromagnetic device to generate additional electrical energy; consuming, by the second electromagnetic device, at least a portion of the additional electrical energy generated by the first electromagnetic device while the first electromagnetic device is driven by the engine; and driving, by the second electromagnetic device, the drive axle to propel the vehicle at a second speed greater than the first speed, wherein the electrical energy and the additional electrical energy generated by the first electromagnetic device while the first electromagnetic device is driven by the engine are never provided to an energy storage device. ### Claim 19 (depends on 18) The method of claim 18, wherein consuming, by the second electromagnetic device, the at least a portion of the electrical energy generated by the first electromagnetic device while the first electromagnetic device is driven by the engine includes consuming, by the second electromagnetic device, all of the electrical energy generated by the first electromagnetic device while the first electromagnetic device is driven by the engine. ### Claim 20 (depends on 18) The method of claim 18, further comprising: applying, by the second electromagnetic device, a braking torque to the drive axle; and generating, by the second electromagnetic device, electrical energy while applying the braking torque to the drive axle.