# US 10,308,234 B2 · Control device

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- Number: US 10,308,234 B2
- Document ID: US10308234B2
- Status: Granted
- Kind: B2
- Application number: 15/544,438
- Filed: 2016-03-03
- Published: 2017-12-07
- Granted: 2019-06-04
- Earliest claimed: 2015-03-23
- Assignees: Aisin Aw Co., Ltd.
- Applicants: Aisin Aw Co., Ltd.
- Inventors: Shigeki Takami; Toru Souda; Tatsuya Hasegawa
- Web page: https://patentgrep.com/patent/US10308234B2

## CPC

- B60W 20/10: Controlling the power contribution of each of the prime movers to meet required power demand
- 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 6/40: characterised by the assembly or relative disposition of components
- B60K 6/445: Differential gearing distribution type
- B60L 50/16: with provision for separate direct mechanical propulsion
- 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
- B60W 10/115: with planetary gears
- B60W 20/20: Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
- F16H 3/728: {with means to change ratio in the mechanical gearing}
- B60W 30/184: Preventing damage resulting from overload or excessive wear of the driveline
- B60W 2520/10: Longitudinal speed
- B60W 2710/083: Torque
- B60W 2710/1005: Transmission ratio engaged
- B60W 2710/1011: Input shaft speed, e.g. turbine speed
- B60W 2710/1038: Output speed
- B60Y 2200/92: Hybrid vehicles
- Y02T 10/62: Hybrid vehicles
- Y02T 10/72: Electric energy management in electromobility
- Y10S 903/911: with two or more gear sets
- Y10S 903/914: Actuated, e.g. engaged or disengaged by electrical, hydraulic or mechanical means
- Y10S 903/93: Conjoint control of different elements
- Y10S 903/946: Characterized by control of driveline clutch
- 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 control device that switchably has a first drive mode which is attained with the fixing mechanism being in the non-fixing state and in which a rotational speed of the input is steplessly shifted and transmitted to the output and torque of the second rotating electrical machine is transmitted to the output, and a second drive mode which is attained with the fixing mechanism being in the fixing state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is shifted according to a gear ratio of the differential gear unit and transmitted to the output.

## Claims

### Claim 1

A control device that controls a vehicle drive device, the vehicle drive device including
an input that is drivingly coupled to an internal combustion engine,
an output that is drivingly coupled to wheels,
a first rotating electrical machine,
a second rotating electrical machine that is drivingly coupled to the output,
a differential gear unit having three rotary elements, which are a first rotary element that is drivingly coupled to the first rotating electrical machine, a second rotary element that is drivingly coupled to the input, and a third rotary element that is drivingly coupled to the output,
a fixing mechanism that is configured to switch between a fixing state where the first rotary element is held stationary with respect to a non-rotary member and a non-fixing state where the first rotary element is allowed to rotate, and
a decoupling mechanism that is configured to switch between a transmitting state where power is transmitted between the second rotating electrical machine and the output and a non-transmitting state where power is not transmitted between the second rotating electrical machine and the output,
wherein the control device switchably has
a first drive mode which is attained with the fixing mechanism being in the non-fixing state and in which a rotational speed of the input is steplessly shifted and transmitted to the output and torque of the second rotating electrical machine is transmitted to the output,
a second drive mode which is attained with the fixing mechanism being in the fixing state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is shifted according to a gear ratio of the differential gear unit and transmitted to the output, and
a third drive mode which is attained with the fixing mechanism being in the non-fixing state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is steplessly shifted and transmitted to the output.

### Claim 2 (depends on 1)

The control device according to claim 1, wherein
the control device further switchably has a fourth drive mode which is attained with the fixing mechanism being in the fixing state and in which the rotational speed of the input is shifted according to the gear ratio of the differential gear unit and transmitted to the output and the torque of the second rotating electrical machine is transmitted to the output.

### Claim 3 (depends on 2)

The control device according to claim 2, wherein
the vehicle drive device further includes a direct coupling mechanism that is configured to switch between a direct coupling state where the three rotary elements of the differential gear unit are rotated together and a non-direct coupling state where the three rotary elements of the differential gear unit are allowed to have differential rotation, and
the control device further switchably has
a fifth drive mode which is attained with the direct coupling mechanism being in the direct coupling state and in which the rotational speed of the input is transmitted as it is to the output and the torque of the second rotating electrical machine is transmitted to the output, and
a sixth drive mode which is attained with the direct coupling mechanism being in the direct coupling state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is transmitted as it is to the output.

### Claim 4 (depends on 3)

The control device according to claim 3, wherein
in the vehicle drive device, a maximum converted rotational speed at a position of the output, which is determined in proportion to a maximum rotational speed that can be output from the second rotating electrical machine, is set to a value lower than an actual maximum rotational speed of the output, and
the second drive mode is attained when a vehicle travels at specific high vehicle speeds at which a rotational speed of the output is higher than the maximum converted rotational speed.

### Claim 5 (depends on 4)

The control device according to claim 4, wherein
the vehicle drive device is connected to an electricity storage device that supplies electric power to at least one of the first rotating electrical machine and the second rotating electrical machine and that stores therein electric power generated by at least one of the first rotating electrical machine and the second rotating electrical machine, and
when an amount of electricity stored in the electricity storage device decreases to a value equal to or lower than a reference charge value while the vehicle is traveling in the second drive mode, the control device switches the fixing mechanism to the non-fixing state to switch the drive mode to the third drive mode so as to cause the first rotating electrical machine to generate electricity.

### Claim 6 (depends on 5)

The control device according to claim 5, wherein
in the vehicle drive device, an order of rotational speeds of the three rotary elements of the differential gear unit are the first rotary element, the second rotary element, and the third rotary element.

### Claim 7 (depends on 1)

The control device according to claim 1, wherein
the vehicle drive device further includes a direct coupling mechanism that is configured to switch between a direct coupling state where the three rotary elements of the differential gear unit are rotated together and a non-direct coupling state where the three rotary elements of the differential gear unit are allowed to have differential rotation, and
the control device further switchably has
a fifth drive mode which is attained with the direct coupling mechanism being in the direct coupling state and in which the rotational speed of the input is transmitted as it is to the output and the torque of the second rotating electrical machine is transmitted to the output, and
a sixth drive mode which is attained with the direct coupling mechanism being in the direct coupling state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is transmitted as it is to the output.

### Claim 8 (depends on 1)

The control device according to claim 1, wherein
in the vehicle drive device, a maximum converted rotational speed at a position of the output, which is determined in proportion to a maximum rotational speed that can be output from the second rotating electrical machine, is set to a value lower than an actual maximum rotational speed of the output, and
the second drive mode is attained when a vehicle travels at specific high vehicle speeds at which a rotational speed of the output is higher than the maximum converted rotational speed.

### Claim 9 (depends on 1)

The control device according to claim 1, wherein
the vehicle drive device is connected to an electricity storage device that supplies electric power to at least one of the first rotating electrical machine and the second rotating electrical machine and that stores therein electric power generated by at least one of the first rotating electrical machine and the second rotating electrical machine, and
when an amount of electricity stored in the electricity storage device decreases to a value equal to or lower than a reference charge value while the vehicle is traveling in the second drive mode, the control device switches the fixing mechanism to the non-fixing state to switch the drive mode to the third drive mode so as to cause the first rotating electrical machine to generate electricity.

### Claim 10 (depends on 1)

The control device according to claim 1, wherein
in the vehicle drive device, an order of rotational speeds of the three rotary elements of the differential gear unit are the first rotary element, the second rotary element, and the third rotary element.

### Claim 11

A control device that controls a vehicle drive device, the vehicle drive device including
an input that is drivingly coupled to an internal combustion engine,
an output that is drivingly coupled to wheels,
a first rotating electrical machine,
a second rotating electrical machine that is drivingly coupled to the output,
a differential gear unit having three rotary elements, which are a first rotary element that is drivingly coupled to the first rotating electrical machine, a second rotary element that is drivingly coupled to the input, and a third rotary element that is drivingly coupled to the output,
a fixing mechanism that is configured to switch between a fixing state where the first rotary element is held stationary with respect to a non-rotary member and a non-fixing state where the first rotary element is allowed to rotate, and
a decoupling mechanism that is configured to switch between a transmitting state where power is transmitted between the second rotating electrical machine and the output and a non-transmitting state where power is not transmitted between the second rotating electrical machine and the output,
wherein the control device switchably has
a first drive mode which is attained with the fixing mechanism being in the non-fixing state and in which a rotational speed of the input is steplessly shifted and transmitted to the output and torque of the second rotating electrical machine is transmitted to the output,
a second drive mode which is attained with the fixing mechanism being in the fixing state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is shifted according to a gear ratio of the differential gear unit and transmitted to the output, and
a fourth drive mode which is attained with the fixing mechanism being in the fixing state and in which the rotational speed of the input is shifted according to the gear ratio of the differential gear unit and transmitted to the output and the torque of the second rotating electrical machine is transmitted to the output.

### Claim 12 (depends on 11)

The control device according to claim 11, wherein
the vehicle drive device further includes a direct coupling mechanism that is configured to switch between a direct coupling state where the three rotary elements of the differential gear unit are rotated together and a non-direct coupling state where the three rotary elements of the differential gear unit are allowed to have differential rotation, and
the control device further switchably has
a fifth drive mode which is attained with the direct coupling mechanism being in the direct coupling state and in which the rotational speed of the input is transmitted as it is to the output and the torque of the second rotating electrical machine is transmitted to the output, and
a sixth drive mode which is attained with the direct coupling mechanism being in the direct coupling state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is transmitted as it is to the output.

### Claim 13 (depends on 11)

The control device according to claim 11, wherein
in the vehicle drive device, a maximum converted rotational speed at a position of the output, which is determined in proportion to a maximum rotational speed that can be output from the second rotating electrical machine, is set to a value lower than an actual maximum rotational speed of the output, and
the second drive mode is attained when a vehicle travels at specific high vehicle speeds at which a rotational speed of the output is higher than the maximum converted rotational speed.

### Claim 14 (depends on 11)

The control device according to claim 11, wherein
the vehicle drive device is connected to an electricity storage device that supplies electric power to at least one of the first rotating electrical machine and the second rotating electrical machine and that stores therein electric power generated by at least one of the first rotating electrical machine and the second rotating electrical machine,
the control device further switchably has a third drive mode which is attained with the fixing mechanism being in the non-fixing state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is steples sly shifted and transmitted to the output, and
when an amount of electricity stored in the electricity storage device decreases to a value equal to or lower than a reference charge value while the vehicle is traveling in the second drive mode, the control device switches the fixing mechanism to the non-fixing state to switch the drive mode to the third drive mode so as to cause the first rotating electrical machine to generate electricity.

### Claim 15 (depends on 11)

The control device according to claim 11, wherein
in the vehicle drive device, an order of rotational speeds of the three rotary elements of the differential gear unit are the first rotary element, the second rotary element, and the third rotary element.

### Claim 16

A control device that controls a vehicle drive device, the vehicle drive device including
an input that is drivingly coupled to an internal combustion engine,
an output that is drivingly coupled to wheels,
a first rotating electrical machine,
a second rotating electrical machine that is drivingly coupled to the output,
a differential gear unit having three rotary elements, which are a first rotary element that is drivingly coupled to the first rotating electrical machine, a second rotary element that is drivingly coupled to the input, and a third rotary element that is drivingly coupled to the output,
a fixing mechanism that is configured to switch between a fixing state where the first rotary element is held stationary with respect to a non-rotary member and a non-fixing state where the first rotary element is allowed to rotate, and
a decoupling mechanism that is configured to switch between a transmitting state where power is transmitted between the second rotating electrical machine and the output and a non-transmitting state where power is not transmitted between the second rotating electrical machine and the output,
wherein the control device switchably has
a first drive mode which is attained with the fixing mechanism being in the non-fixing state and in which a rotational speed of the input is steplessly shifted and transmitted to the output and torque of the second rotating electrical machine is transmitted to the output, and
a second drive mode which is attained with the fixing mechanism being in the fixing state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is shifted according to a gear ratio of the differential gear unit and transmitted to the output,
the vehicle drive device further includes a direct coupling mechanism that is configured to switch between a direct coupling state where the three rotary elements of the differential gear unit are rotated together and a non-direct coupling state where the three rotary elements of the differential gear unit are allowed to have differential rotation, and
the control device further switchably has
a fifth drive mode which is attained with the direct coupling mechanism being in the direct coupling state and in which the rotational speed of the input is transmitted as it is to the output and the torque of the second rotating electrical machine is transmitted to the output, and
a sixth drive mode which is attained with the direct coupling mechanism being in the direct coupling state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is transmitted as it is to the output.

### Claim 17 (depends on 16)

The control device according to claim 16, wherein
in the vehicle drive device, a maximum converted rotational speed at a position of the output, which is determined in proportion to a maximum rotational speed that can be output from the second rotating electrical machine, is set to a value lower than an actual maximum rotational speed of the output, and
the second drive mode is attained when a vehicle travels at specific high vehicle speeds at which a rotational speed of the output is higher than the maximum converted rotational speed.

### Claim 18 (depends on 16)

The control device according to claim 16, wherein
the vehicle drive device is connected to an electricity storage device that supplies electric power to at least one of the first rotating electrical machine and the second rotating electrical machine and that stores therein electric power generated by at least one of the first rotating electrical machine and the second rotating electrical machine,
the control device further switchably has a third drive mode which is attained with the fixing mechanism being in the non-fixing state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is steples sly shifted and transmitted to the output, and
when an amount of electricity stored in the electricity storage device decreases to a value equal to or lower than a reference charge value while the vehicle is traveling in the second drive mode, the control device switches the fixing mechanism to the non-fixing state to switch the drive mode to the third drive mode so as to cause the first rotating electrical machine to generate electricity.

### Claim 19 (depends on 16)

The control device according to claim 16, wherein
in the vehicle drive device, an order of rotational speeds of the three rotary elements of the differential gear unit are the first rotary element, the second rotary element, and the third rotary element.