# US 10,308,241 B2 · Drive control system for vehicle

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- Number: US 10,308,241 B2
- Document ID: US10308241B2
- Status: Granted
- Kind: B2
- Application number: 15/639,751
- Filed: 2017-06-30
- Published: 2018-01-18
- Granted: 2019-06-04
- Earliest claimed: 2016-07-15
- Assignees: Toyota Jidosha Kabushiki Kaisha
- Applicants: Toyota Jidosha Kabushiki Kaisha
- Inventors: Kenji Itagaki; Naofumi Magarida; Koichi Kato
- Web page: https://patentgrep.com/patent/US10308241B2

## CPC

- B60W 20/50: Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
- B60K 6/365: with the gears having orbital motion
- B60K 6/383: One-way clutches or freewheel devices
- B60K 6/445: Differential gearing distribution type
- 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
- F02B 63/04: for electric generators
- B60K 6/26: characterised by the motors or the generators
- B60K 6/46: Series type
- B60K 2006/381: {characterized by driveline brakes}
- B60W 2510/0225: Clutch actuator position
- B60W 2710/022: Clutch actuator position
- B60W 2710/083: Torque
- Y02T 10/62: Hybrid vehicles
- Y02T 10/72: Electric energy management in electromobility
- Y10S 903/906: Motor or generator
- Y10S 903/911: with two or more gear sets
- Y10S 903/913: One way
- Y10S 903/93: Conjoint control of different elements
- 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
- F02B: INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL (gas-turbine plants F02C; hot-gas or combustion-product positive-displacement engine plants F02G)
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y10S: TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS

## Abstract

In a drive control system for a vehicle configured to cause the vehicle to travel in a limp-home mode when a malfunction occurs in a selectable one-way clutch, when it is determined that a malfunction occurs in the SOWC, the cause of the malfunction is specified as one of a plate-open failure of a selector plate that is unintentionally placed in an open state, and a sensor failure. In the case of the plate-open failure, a first limp-home traveling mode is carried out in which the vehicle travels in the limp-home mode while keeping the SOWC in a negative rotational speed range. In the case of the sensor failure, a second limp-home traveling mode is carried out in which the vehicle travels in the limp-home mode while the SOWC is placed in the non-engaged state.

## Claims

### Claim 1

A drive control system for a vehicle, the drive control system comprising:
an engine;
an electric motor;
a selectable one-way clutch including an annular fixed plate on which engaging pieces are mounted, an annular rotating plate engaged with the engaging pieces, and an annular selector plate provided between the fixed plate and the rotating plate, the selectable one-way clutch being configured to selectively switch between an engaged state and a non-engaged state, the engaged state being a state in which the selector plate is in an open state such that the engaging pieces engage with the rotating plate to restrict a rotational direction of the rotating plate to one direction, the non-engaged state being a state in which the selector plate is in a closed state such that the engaging pieces cannot engage with the rotating plate, and the non-engaged state being a state in which the rotating plate can rotate in both directions;
a planetary gear mechanism including an input element coupled to the engine, an output element that transmits power toward drive wheels, and a reaction-force element, as at least three rotating elements, the reaction-force element being configured to rotate integrally with the rotating plate and to be selectively non-rotatably fixed by the selectable one-way clutch, the planetary gear mechanism being configured to distribute power generated from the engine to the electric motor side and the drive wheels side when the selectable one-way clutch is in the non-engaged state;
an actuator including a movable member coupled to the selector plate, the actuator being configured to switch the selector plate between the open state and the closed state;
a sensor configured to detect a position of the movable member, and output a signal corresponding to the position; and
an electronic control unit configured to:
(i) determine whether a malfunction occurs due to a first failure or a second failure, the malfunction being detection of the open state of the selector plate while the vehicle is traveling with the selectable one-way clutch controlled to be in the non-engaged state, the first failure being a condition where the selector plate is actually placed in the open state, the second failure being a condition where the sensor outputs the signal indicating the open state of the selector plate, even though the selector plate is actually in the closed state;
(ii) execute a first limp-home traveling mode in which the vehicle travels while causing the electric motor to keep a rotational direction of the reaction-force element equal to said one direction, when the malfunction is caused by the first failure; and
(iii) execute a second limp-home traveling mode in which the drive wheels are driven by the engine while the selectable one-way clutch is kept in the non-engaged state, and the electric motor generates electric power, using power distributed to the electric motor side by the planetary gear mechanism, when the malfunction is caused by the second failure.

### Claim 2 (depends on 1)

The drive control system according to claim 1, wherein
the electronic control unit is configured to:
(i) control the vehicle to a first state in which no torque is delivered from the electric motor,
(ii) determine that the malfunction is caused by the first failure, when a rotational speed of the reaction-force element is kept at zero in the first state; and
(iii) determine that the malfunction is caused by the second failure, when the rotational speed of the reaction-force element is not kept at zero in the first state.

### Claim 3 (depends on 1)

The drive control system according to claim 1, wherein
the electronic control unit is configured to:
(i) control the vehicle to be in a second state in which torque that enables the engine to be rotated after the vehicle is stopped is delivered from the electric motor;
(ii) determine that the malfunction is caused by the first failure, when a rotational speed of the reaction-force element is kept at zero in the second state; and
(iii) determine that the malfunction is caused by the second failure, when the rotational speed of the reaction-force element is not kept at zero in the second state.

### Claim 4 (depends on 1)

The drive control system according to claim 1, wherein
the electronic control unit is configured to:
(i) initially execute the first limp-home traveling mode when the malfunction occurs, and
(ii) then continue the first limp-home traveling mode when the electronic control unit determines that the malfunction is caused by the first failure, and shift from the first limp-home traveling mode to the second limp-home traveling mode when the electronic control unit determines that the malfunction is caused by the second failure.

### Claim 5 (depends on 1)

The drive control system according to claim 1, wherein
the planetary gear mechanism includes a first planetary gear mechanism, and a second planetary gear mechanism, the first planetary gear mechanism including a first sun gear coupled to the electric motor, a first carrier coupled to the engine, and a first ring gear coupled to an output member that transmits power toward the drive wheels, the second planetary gear mechanism including a second sun gear that rotates integrally with the first sun gear, a second carrier that rotates integrally with the first carrier, and a second ring gear, the input element being the first carrier, the output element being the first ring gear, and the reaction-force element being the second ring gear.

### Claim 6 (depends on 1)

The drive control system according to claim 1, wherein
the planetary gear mechanism includes a sun gear coupled to the electric motor, a carrier coupled to the engine, and a ring gear coupled to an output member that transmits power toward the drive wheels, the input element being the carrier, the output element being the ring gear, and the reaction-force element being the sun gear.