FIELD

The present disclosure relates to powertrain systems for motor vehicles, and more particularly to a segmented, switched reluctance motor for forming an electrified powertrain for a motor vehicle, and which is able to be integrated into a conventional transmission housing of a transmission of the vehicle.

BACKGROUND

This section provides background information related to the present disclosure which is not necessarily prior art.

A traditional front wheel drive (FWD) vehicle often has a transverse mounted powertrain, which typically includes an engine, transmission, flywheel, and torque converter. Those of ordinary skill in the art will readily appreciate that space is at a premium in this location and there is virtually no additional room for an electric motor to form a type of P2 hybrid that is known as a “P2 hybrid” in which the electric motor is disposed between the internal combustion engine and the transmission, the electric motor is not directly coupled to the internal combustion and the rotational speeds of the internal combustion engine and the electric motor are the same. This is illustrated inFIG. 1which shows a typical engine/transmission architecture where the transmission housing is axially aligned with the crankshaft of the engine. An independent electric motor is typically secured to, or adjacent to, the transmission housing, for cranking the engine during a starting operation. These components are further arranged transversely in the engine compartment of the vehicle. More specifically, the available transverse space in a P2 hybrid configuration simply does not permit adding a conventional electric motor between the engine and the transmission. As a result, a hybrid powertrain must incorporate the electric motor at some other location on the vehicle, which can also be challenging from a space availability standpoint. Locating the electric motor remotely from the other powertrain components also can complicate the design and/or layout of the vehicle's exhaust system. Still further, the use of a fully independent electric motor at some other location, such as that associated with a P3 hybrid, and which is typically housed within its own housing, can add significant additional weight to the vehicle and/or alter the weight distribution of the vehicle.

Accordingly, there is a need for a P2 hybrid powertrain construction that integrates the electric motor between the internal combustion engine and the transmission without tangibly increasing the overall length of the powertrain.

SUMMARY

This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features.

In one aspect the present disclosure relates to a transmission system comprising a transmission subsystem, a transmission housing for housing the transmission subsystem, and a rotor operably associated with the transmission subsystem. The rotor is supported for rotation within the transmission housing and has a weight and dimension to act as a flywheel. At least one stator pole segment is housed within the transmission housing, and has at least one stator winding thereon. The stator pole segment is secured to the transmission housing in a manner so that a portion thereof is in proximity to a surface of the rotor. An inverter is included which is in electrical communication with the stator winding of the stator pole segment. The inverter is configured to electrically energize the winding of the stator pole segment to cause rotation of the rotor.

In another aspect the present disclosure relates to a transmission system. The transmission system may have a transmission subsystem, a transmission housing having at least two openings, and a rotor operably coupled to the transmission subsystem. The rotor is supported for rotation within the transmission housing and has a weight and dimension to act as a flywheel. At least two independent stator pole segments are mounted within the plurality of openings. Each independent stator pole segment has a stator winding thereon, and the stator pole segments are spaced generally equidistantly circumferentially apart from one another, and secured to the transmission housing in a manner so that a portion of each stator pole segment is in proximity to a peripheral surface of the rotor. The independent stator pole segments collectively form a switched reluctance motor configured to power an engine coupled to the transmission subsystem.

In still another aspect the present disclosure relates to a method for forming a transmission. The method may comprise mounting a transmission subsystem within a transmission housing. The method may also involve coupling a rotor with the transmission subsystem and supporting the rotor for rotational movement within the transmission housing. The rotor may be configured to have a weight and dimensions to act as a flywheel. The method may also involve supporting a plurality of at least two independent stator pole segments, each having a stator winding thereon, and spaced generally equidistantly circumferentially apart from one another, at least partially within the transmission housing. The independent stator pole segments may also be supported in a manner so that a portion of each said independent stator pole segment is in proximity to a peripheral surface of the rotor. An inverter may be used which is in electrical communication with the stator windings of the independent stator pole segments, and configured to electrically energize the independent stator pole segments, to cause rotation of the rotor.

Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

