Fca US LLC

Chrysler Corporation

Pradeep Attibele

Mark A Levine

Sandeep Makam

Tejinder Singh

Donald F Schmanski

Bruce K Geist

John M Rzepecki, Ii

William F Resh

David Parenti

Javed Dada

Robert S Smyczynski

Lucien Duplessis

Alexander Dolpp

Ahmet Yasin Yeksan

Raffaele Fregonese

Chad J Vermeulen

Brian L Spohn

A permanent magnet motor includes a rotor configured to rotate about a stator axis and having N pairs of permanent bar magnets each arranged therein and in a V-angle configuration defining a V-angle (θ) therebetween and corresponding to one of N rotor poles, wherein N is greater than one. An adjustment system is configured to adjust the V-angle between each pair of the N pairs of permanent bar magnets between at least a first V-angle (θ) and a different second V-angle (θ). A controller is configured to control the permanent magnet motor and the adjustment system to (i) mitigate noise, vibration, and/or harshness (NVH) of the permanent magnet motor and (ii) improve efficiency of the permanent magnet motor at high speed operating regions or improve torque of the permanent magnet motor at low speed operating regions.

Permanent magnet motor with dynamic magnet orientations

A method for controlling a prime mover of a vehicle traveling on a surface including loose particles includes the steps of determining a vehicle speed and a rotational speed of a vehicle wheel. Then comparing the vehicle speed to the rotational speed of the vehicle wheel and if the difference between the rotational speed of the vehicle wheel and the vehicle speed is greater than a threshold, then reducing the power provided to the wheel to maintain the difference between the rotational speed and the vehicle speed within the threshold.

Control of vehicle on loose surfaces

A vehicle configured to perform a tank steer operation includes a differential having a differential case, first and second half shafts operably coupled to the differential, a drive unit configured to drive the vehicle, and a gearbox assembly coupled to the drive unit. The vehicle is selectively operable in a tank steer mode that rotates one or more wheels on a first side of the vehicle in a first direction, and rotates one or more wheels on an opposite second side of the vehicle in a second direction opposite the first direction to rotate the vehicle. The vehicle operates in the tank steer mode by selectively grounding the differential case and connecting an output of the gearbox assembly to the first half shaft, such that the drive unit rotates the first half shaft in the first direction and, via the differential, rotates the second half shaft in the second direction.

Tank steer system for vehicle

A drivetrain assembly for a vehicle having a propulsion system configured to drive first and second half shafts is provided. In one example, the drivetrain assembly includes a gearbox assembly configured to couple to the propulsion system, a planetary gear set selectively coupled to an output of the gearbox assembly, and a differential having a differential case, the differential configured to operably couple to the first and second half shafts. The drivetrain assembly operates in a tank steer mode by selectively grounding the differential case and connecting the output of the gearbox assembly to the first half shaft via the planetary gear set, such that the propulsion system rotates the first half shaft in the first direction and, via the differential, rotates the second half shaft in the opposite second direction.

An electric drive system for an electrified vehicle includes a driveline, a first axial flux motor, a second axial flux motor, a third axial flux motor and a differential. The third axial flux motor is disposed between the first and second axial flux motors. The third axial flux motor has a first output shaft that provides a first torque input to the first motor and a second output shaft that provides a second torque input to the second motor. The differential is disposed in the third axial flux motor. The differential provides selective speed differentiation between the first and second output shafts. Wheel reducers are arranged in drive wheels of the driveline. The wheel reducers can be exchanged based on vehicle application.

Tri-axial flux motors with in-wheel reducers

An electric drive module for an electrified vehicle includes first and second electric motors, first and second reduction assemblies and a driveline. The first electric motor has a first rotatable output. The second electric motor has a second rotatable output. The first electric motor has a lower output capacity than the second electric motor. The first reduction assembly is driven by the first rotatable output and includes a first reduction output that is coupled to the second electric motor. The second reduction assembly is driven by the second rotatable output of the second electric motor. The first reduction assembly and the second reduction assembly cooperate to provide a combined first effective reduction ratio driven by the first rotatable output and wherein the second reduction assembly provides a second effective reduction ratio driven by the second rotatable output, the first effective reduction ratio being higher than the second first effective reduction ratio.

Electrified vehicle propulsion system architecture that provides high performance without multispeed reducer

A two-speed gearbox assembly includes a housing, a first planetary gear set configured to operably connect to an output of an electric motor, a second planetary gear set rotationally coupled to an output of the first planetary gear set, and a third gear set rotationally coupled to an output of the second planetary gearset. A first clutch is configured to selectively couple the first planetary gear set to the second planetary gear set, and a second clutch is configured to selectively ground a portion of the second planetary gear set to the housing. The gearbox assembly is selectively switchable between (i) an on-road first gear where the first clutch is engaged and the second clutch is disengaged, and (ii) an off-road second gear where the first clutch is disengaged and the second clutch is engaged to provide sustained high torque and low speed.

Gearbox for electric off-road vehicles

Automated calibration of an automatic transmission design generates upshift scheduling curves in a throttle level/transmission output speed plane based upon laboratory-generated data and user generated drivability data. Downshift scheduling curves and torque converter lock-up and unlock curves are then generated as offsets from breakpoints on corresponding upshift curves, the offsets determined principally from the drivability data.

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Ann Arbor, MI, United States of America

Pradeep Attibele