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Chevy Corvette Hybrid’s Savage Dual-Clutch Transmission Likely Revealed in Detailed Patent

By on February 14, 2022 0

The funny thing about this situation is that the patent states that you would like probably want to match gears between gears using the electric motor. After all, you would go from first to third, to fifth and then to seventh; the ratio deviations are larger than usual. “When shifting from a lower gear to a higher gear on the same transmission input shaft…the lower gear selector (synchroniser) may be disengaged, the speed of the [electric motor] synchronized to the new gear by a control unit and the next gear engaged. “However, he notes that it’s not really necessary. Indeed, you can completely skip this speed match because, in short, it could be pretty cool.” [electric motor] can also be set in gear by the selector (synchroniser) of the higher gear. This strategy is perhaps atypical for electric cars. It gives pure electric driving a sports car feel. Basically, you might be able to slam the gears in your ‘Vette in all-electric mode. Man, that’s sick.

There are other fun things going on here with the input shafts and the electric motor in terms of starting and stopping the car, but really, it’s time to move on to the main output shaft, because that’s how it’s able to extract the “maximum boost capabilities” from the entire system. This mode is intended, according to the patent, for “the hybrid mind [drives]”In short, the primary output shaft is geared to the electric motor during hybrid performance mode at a ratio of approximately “8-10:1”. The motor and DCT operate together normally. Electric power n is sent to neither of the two input trees, but rather only to the output tree for several reasons.

The first is to increase the torque loss at the tires as the car shifts, to “fill in the torque”, as seen on other performance hybrids. The other is to add power directly to the wheels when accelerating. The patent states that the primary output shaft is ideal for this, as the electric motor will only send additional torque through the output shaft, to the differential, and then to the wheels, not through the input shafts with which the combustion engine interacts. Therefore, only the output shaft and everything after it has to handle the extra torque from the electric motor, and nothing before that. Likewise, the output shaft is said to be mechanically a short distance from the wheels of the electric motor, making it ideal for regenerative braking.

It’s possible I missed something here. Tremec’s patent is well over 10,000 words and these companies are not quick to answer media questions about undisclosed products.

There are also plenty of minor details about this hybrid drivetrain that are only side notes. The car no longer needs reverse – the electric motor can just run in reverse – so this has been made optional in this design. Similarly, the electric motor has the option of selecting no shaft in order to save fuel on the highway, or engaging the opposite with an input shaft during the same period to collect the load from the battery for later. Did I mention that it could also be advantageous to train the input shafts during hybrid performance mode, and that a computer could ultimately decide all of this? Also, the document references other DCT designs from Kia/Hyundai and Porsche, but only to say that what he designed here is not like these transmissions, some sort of evidence to justify the patent.

It’s all a lot to take in, but very exciting in the same breath. We have reached out to a few contacts at General Motors as well as Tremec to try to get comment on this patent, but at the time of publication we have yet to receive a response. It’s also unlikely that anyone from these companies will leak what we see here. If we’re right, though, and this drivetrain is indeed intended for the C8 hybrid, it’s sure to be an absolutely stellar car to drive.

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