# US 12,109,895 B1 · Motion system

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- Number: US 12,109,895 B1
- Document ID: US12109895B1
- Status: Granted
- Kind: B1
- Application number: 17/370,606
- Filed: 2021-07-08
- Granted: 2024-10-08
- Earliest claimed: 2020-09-24
- Assignees: Apple Inc.
- Applicants: Kan Zhou; Peteris K. Augenbergs; Rui Guan; Christopher D. Laws; Samuel James Monoogian; Dillon J. Thomasson
- Inventors: Kan Zhou; Peteris K. Augenbergs; Rui Guan; Christopher D. Laws; Samuel James Monoogian; Dillon J. Thomasson
- Web page: https://patentgrep.com/patent/US12109895B1

## CPC

- B60L 15/2054: {by controlling transmissions or clutches}
- B60K 1/02: comprising more than one electric motor
- B60K 17/02: characterised by arrangement, location, or kind of clutch
- B60K 17/04: characterised by arrangement, location or kind of gearing
- B60L 15/2045: {for optimising the use of energy}
- B60L 50/51: characterised by AC-motors
- B60L 50/60: using power supplied by batteries (in combination with fuel cells B60L50/75)
- H02P 5/747: mechanically coupled by gearing
- B60K 17/165: {provided between independent half axles (B60K17/18, B60K17/20 take precedence)}
- B60L 2210/40: DC to AC converters
- B60L 2220/42: with use of more than one motor
- B60L 2240/12: Speed
- B60L 2240/50: related to clutches
- B60L 2260/20: Drive modes; Transition between modes
- 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
- 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
- H02P: CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS

## Abstract

A motion system includes one or more batteries that output direct current electrical power to first and second inverters that generate first and second alternating current electrical power outputs. A first electric machine is configured to be operated by the first alternating current electrical power output. A second electric machine is configured to be operated by the second alternating current electrical power output.

## Claims

### Claim 1

A propulsion system, comprising:
one or more batteries that output direct current electrical power;
a first inverter that receives the direct current electrical power from the one or more batteries and generates a first alternating current electrical power output;
a first electric motor that is configured to be operated by the first alternating current electrical power output from the first inverter to rotate a first motor output shaft to provide a first input torque;
a second inverter that receives the direct current electrical power from the one or more batteries and generates a second alternating current electrical power output;
a second electric motor that is configured to be operated by the second alternating current electrical power output from the second inverter to rotate a second motor output shaft to provide a second input torque;
a gearbox that includes a gearbox input shaft, a gearbox output shaft, and an intermediate shaft, wherein the gearbox input shaft receives the first input torque from the first motor output shaft of the first electric motor, the intermediate shaft receives the second input torque from the second motor output shaft of the second electric motor, and the gearbox output shaft rotates to provide a gearbox output torque in response to the first input torque and the second input torque; and
a first disconnect device located on the intermediate shaft that is configured to move between an engaged position in which the gearbox input shaft is mechanically coupled to the gearbox output shaft and a disengaged position in which the gearbox input shaft is not mechanically coupled to the gearbox output shaft, a second disconnect device that moves between an engaged position in which the second motor output shaft is connected to the intermediate shaft of the gearbox so that rotation of the second motor output shaft provides the second input torque to the gearbox, and a disengaged position in which the second motor output shaft is disconnected from the intermediate shaft of the gearbox so that rotation of the second motor output shaft does not provide the second input torque to the gearbox,
wherein the first electric motor has a higher energy efficiency in a first operating range as compared to a second operating range, and the second electric motor has a higher energy efficiency in the second operating range as compared to the first operating range.

### Claim 2 (depends on 1)

The propulsion system of claim 1, further comprising:
a control system that switches between a first operating mode, a second operating mode, and a third operating mode, wherein:
in the first operating mode, the first electric motor provides the first input torque to the gearbox input shaft of the gearbox, the second electric motor does not provide the second input torque to the intermediate shaft of the gearbox, and the first disconnect device is in the engaged position,
in the second operating mode, the first electric motor provides the first input torque to the gearbox input shaft of the gearbox, the second electric motor provides the second input torque to the intermediate shaft of the gearbox, and the first disconnect device is in the engaged position, and
in the third operating mode, the first electric motor does not provide the first input torque to the input shaft of the gearbox, the second electric motor provides the second input torque to the intermediate shaft of the gearbox, and the first disconnect device is in the disengaged position.

### Claim 3 (depends on 1)

The propulsion system of claim 1, further comprising:
a control system that switches between a first operating mode, a second operating mode, and a third operating mode, wherein:
in the first operating mode, the first electric motor provides the first input torque to the gearbox input shaft of the gearbox, the second electric motor does not provide the second input torque to the intermediate shaft of the gearbox, the first disconnect device is in the engaged position, and the second disconnect device is in the disengaged position,
in the second operating mode, the first electric motor provides the first input torque to the gearbox input shaft of the gearbox, the second electric motor provides the second input torque to the intermediate shaft of the gearbox, the first disconnect device is in the engaged position, and the second disconnect device is in the engaged position, and
in the third operating mode, the first electric motor does not provide the first input torque to the gearbox input shaft of the gearbox, the second electric motor provides the second input torque to the intermediate shaft of the gearbox, the first disconnect device is in the disengaged position, and the second disconnect device is in the engaged position.

### Claim 4 (depends on 1)

The propulsion system of claim 1, wherein the gearbox includes a gear train that defines a geared relationship of the gearbox input shaft, the intermediate shaft, and the gearbox output shaft.

### Claim 5 (depends on 1)

The propulsion system of claim 1, wherein the first operating range is a first operating speed range, and the second operating range is a second operating speed range, wherein at least part of the second operating speed range is higher than a maximum operating speed of the first operating speed range.

### Claim 6 (depends on 1)

The propulsion system of claim 1, wherein the first operating range is a first torque range, and the second operating range is a second torque range, wherein at least part of the first torque range is higher than a maximum torque of the second torque range.

### Claim 7 (depends on 1)

The propulsion system of claim 1, further comprising:
wheels that are connected to the gearbox output shaft and are rotated by the gearbox output torque.

### Claim 8

A propulsion system, comprising:
a gearbox that has a gearbox input shaft, an intermediate shaft, and a gearbox output shaft that are each connected to a gear train to establish a geared relationship between the gearbox input shaft, the intermediate shaft, and the gearbox output shaft;
a first electric motor that is operable to provide a first input torque to the gearbox input shaft in response to a first alternating current electrical power output;
a second electric motor that is operable to provide a second input torque to the intermediate shaft in response to a second alternating current electrical power output;
a first disconnect device located on the intermediate shaft that is configured to move between an engaged position in which the gearbox input shaft is mechanically coupled to the gearbox output shaft, and a disengaged position in which the gearbox input shaft is not mechanically coupled to the gearbox output shaft; and
a second disconnect device that is configured to move between an engaged position in which the second electric motor is mechanically coupled to the intermediate shaft, and a disengaged position in which the second electric motor is not mechanically coupled to the intermediate shaft,
wherein the intermediate shaft is configured to rotate in response to at least one of the first input torque or the second input torque, and the gearbox output shaft is configured to rotate in response to at least one of the first input torque or the second input torque.

### Claim 9 (depends on 8)

The propulsion system of claim 8, further comprising:
a control system that switches between a first operating mode, a second operating mode, and a third operating mode, wherein:
in the first operating mode, the first electric motor provides the first input torque to the gearbox, the second electric motor does not provide the second input torque to the gearbox, and the first disconnect device is in the engaged position,
in the second operating mode, the first electric motor provides the first input torque to the gearbox, the second electric motor provides the second input torque to the gearbox, and the first disconnect device is in the engaged position, and
in the third operating mode, the first electric motor does not provide the first input torque to the gearbox, the second electric motor provides the second input torque to the gearbox, and the first disconnect device is in the disengaged position.

### Claim 10 (depends on 9)

The propulsion system of claim 9, wherein:
in the first operating mode, the second disconnect device is in the disengaged position,
in the second operating mode, the second disconnect device is in the engaged position, and
in the third operating mode, the second disconnect device is in the engaged position.

### Claim 11 (depends on 8)

The propulsion system of claim 8, further comprising:
a first inverter that generates the first alternating current electrical power output; and
a second inverter that generates the second alternating current electrical power output.

### Claim 12 (depends on 8)

The propulsion system of claim 8, wherein the second disconnect device is located on the intermediate shaft.

### Claim 13

A propulsion system, comprising:
a gearbox that has a gear train and a gearbox output shaft that is connected to the gear train;
a first electric motor that is operable to provide a first input torque to the gear train of the gearbox in response to a first alternating current electrical power output;
a second electric motor that is operable to provide a second input torque to the gear train of the gearbox in response to a second alternating current electrical power output, wherein the gearbox output shaft rotates in response to at least one of the first input torque or the second input torque; and
a control system that switches between a first operating mode, a second operating mode, and a third operating mode, wherein:
in the first operating mode, the first electric motor provides the first input torque to the gearbox, and the second electric motor does not provide the second input torque to the gearbox,
in the second operating mode, the first electric motor provides the first input torque to the gearbox, and the second electric motor provides the second input torque to the gearbox, and
in the third operating mode, the first electric motor does not provide the first input torque to the gearbox, and the second electric motor provides the second input torque to the gearbox,
wherein the control system is configured to select the first operating mode when a vehicle speed is in a first speed range and to select the second operating mode when the vehicle speed is in a second speed range that is higher than the first speed range, or the control system is configured to select the third operating mode when an operating torque is in a first torque range and to select the first operating mode when the operating torque is in a second torque range that is higher than the first torque range.

### Claim 14 (depends on 13)

The propulsion system of claim 13, wherein the control system is configured to select the third operating mode when the vehicle speed is in a third speed range that is higher than the second speed range.

### Claim 15 (depends on 13)

The propulsion system of claim 13, wherein the control system is configured to select the second operating mode when the operating torque is in a third torque range that is higher than the second torque range.

### Claim 16 (depends on 13)

The propulsion system of claim 13, further comprising:
a first disconnect device that moves between an engaged position in which the first electric motor is mechanically coupled to the gear train of the gearbox, and a disengaged position in which the first electric motor is not mechanically coupled to the gear train of the gearbox, wherein the first disconnect device is in the engaged position in the first operating mode, the first disconnect device is in the engaged position in the second operating mode, and the first disconnect device is in the disengaged position in the third operating mode.

### Claim 17 (depends on 16)

The propulsion system of claim 16, further comprising:
a second disconnect device that moves between an engaged position in which the second electric motor is mechanically coupled to the gear train of the gearbox, and a disengaged position in which the second electric motor is not mechanically coupled to the gear train of the gearbox, wherein the second disconnect device is in the disengaged position in the first operating mode, the second disconnect device is in the engaged position in the second operating mode, and the second disconnect device is in the engaged position in the third operating mode.

### Claim 18 (depends on 17)

The propulsion system of claim 17, further comprising:
a first inverter that generates the first alternating current electrical power output; and
a second inverter that generates the second alternating current electrical power output.