# US 2018/0009432 A1 · Hybrid vehicle

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- Number: US 2018/0009432 A1
- Document ID: US20180009432A1
- Status: Published application
- Kind: A1
- Application number: 15/550,083
- Filed: 2016-02-16
- Published: 2018-01-11
- Earliest claimed: 2015-02-18
- Assignees: Toyota Jidosha Kabushiki Kaisha
- Applicants: Toyota Jidosha Kabushiki Kaisha
- Inventors: Kiyonori TAKAGI; Hidehiko BANSHOYA; Atsushi KAWAMOTO; Haruhisa SUZUKI; Tatsuya IMAMURA; Toshiki KANADA; Atsushi TABATA
- Web page: https://patentgrep.com/patent/US20180009432A1

## CPC

- B60W 20/20: Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
- 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 6/442: Series-parallel switching type
- B60K 6/445: Differential gearing distribution type
- B60K 6/543: the transmission being a continuously variable transmission
- 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 10/105: of electric type
- B60W 20/00: Control systems specially adapted for hybrid vehicles {(hybrid vehicle design, B60K6/00; electric vehicles B60L)}
- B60W 20/40: Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers {(power-up or power-down of the driveline B60W30/192)}
- F16H 3/725: {with means to change ratio in the mechanical gearing}
- F16H 3/728: {with means to change ratio in the mechanical gearing}
- B60W 2510/0208: Clutch engagement state, e.g. engaged or disengaged
- B60W 2510/081: Speed
- B60W 2510/244: Charge state
- B60W 2710/021: Clutch engagement state
- B60W 2710/0605: Throttle position
- B60W 2710/0666: Engine torque
- B60W 2710/083: Torque
- B60Y 2200/92: Hybrid vehicles
- F16H 2037/0873: {with switching means, e.g. to change ranges}
- F16H 2200/2007: with two sets of orbital gears
- F16H 2200/2038: with three engaging means
- Y02T 10/62: Hybrid vehicles
- Y10S 903/91: Orbital, e.g. planetary gears
- Y10S 903/914: Actuated, e.g. engaged or disengaged by electrical, hydraulic or mechanical means
- Y10S 903/93: Conjoint control of different elements
- Y10S 903/945: Characterized by control of gearing, e.g. control of transmission ratio
- 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
- 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 process including the following steps is executed. The control process includes, at the time of switching from series-parallel mode to series mode, a step of reducing an engine torque, a step of releasing a clutch, a step of reducing a reaction torque of a first rotary electric machine and a step of increasing a torque of a second rotary electric machine, and, when synchronization is started and a step of increasing a positive torque of the first MG, a step of starting engagement of a clutch, and, when a rotation speed of the first rotary electric machine and a rotation speed of an engine are synchronous with each other, a step of engaging the clutch.

## Claims

### Claim 1

A hybrid vehicle comprising:
an internal combustion engine;
a first rotary electric machine;
a second rotary electric machine configured to output power to a drive wheel;
a power transmission unit including an input element and an output element, the input element being configured to receive power from the internal combustion engine, the output element being configured to output power input to the input element, and the power transmission unit being configured to switch between a non-neutral state where power is transmitted between the input element and the output element and a neutral state where power is not transmitted between the input element and the output element;
a differential unit including a first rotating element, a second rotating element and a third rotating element, the first rotating element being connected to the first rotary electric machine, the second rotating element being connected to the second rotary electric machine and the drive wheel, the third rotating element being connected to the output element, and the differential unit being configured such that, when rotation speeds of any two of the first rotating element, the second rotating element and the third rotating element are determined, a rotation speed of the remaining one of the first rotating element, the second rotating element and the third rotating element is determined;
a clutch configured to switch between an engaged state where power is transmitted from the internal combustion engine to the first rotary electric machine and a released state where transmission of power from the internal combustion engine to the first rotary electric machine is interrupted, power from the internal combustion engine being transmitted to the first rotary electric machine though at least one of a first path or a second path, the first path being a path through which power is transmitted from the internal combustion engine to the first rotary electric machine via the power transmission unit and the differential unit, and the second path being a path through which power is transmitted from the internal combustion engine to the first rotary electric machine, the second path being different from the first path and not including the differential unit, and the clutch being provided in the second path; and
a controller configured to, at the time of switching from series-parallel mode to series mode, after starting to control the power transmission unit such that the power transmission unit is placed in the neutral state, control the second rotary electric machine such that an output torque of the second rotary electric machine increases, the series-parallel mode being a mode in which the clutch is in the released state and the power transmission unit is in the non-neutral state, the series mode being a mode in which the clutch is in the engaged state and the power transmission unit is in the neutral state.

### Claim 2 (depends on 1)

The hybrid vehicle according to claim 1, wherein
the controller is configured to, by the time the clutch is placed in the engaged state, control at least any one of the first rotary electric machine and the second rotary electric machine such that torque fluctuations that occur as a result of placing the clutch in the engaged state reduce.

### Claim 3 (depends on 1)

The hybrid vehicle according to claim 1, wherein
the controller is configured to, at the time of switching from the series-parallel mode to the series mode, place the power transmission unit in the neutral state, and reduce an output torque of the internal combustion engine.