# US 2018/0022355 A1 · Hybrid vehicle

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- Number: US 2018/0022355 A1
- Document ID: US20180022355A1
- Status: Published application
- Kind: A1
- Application number: 15/548,317
- Filed: 2016-02-16
- Published: 2018-01-25
- Earliest claimed: 2015-02-18
- Assignees: Toyota Jidosha Kabushiki Kaisha
- Applicants: Toyota Jidosha Kabushiki Kaisha
- Inventors: Hidehiko BANSHOYA; Kiyonori TAKAGI; Atsushi KAWAMOTO; Haruhisa SUZUKI; Tatsuya IMAMURA; Toshiki KANADA; Atsushi TABATA
- Web page: https://patentgrep.com/patent/US20180022355A1

## CPC

- 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 6/445: Differential gearing distribution type
- B60W 10/02: including control of driveline clutches
- 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}
- F16H 61/0204: {for gearshift control, e.g. control functions for performing shifting or generation of shift signal}
- F16H 61/0265: {for gearshift control, e.g. control functions for performing shifting or generation of shift signals}
- F16H 61/0267: {Layout of hydraulic control circuits, e.g. arrangement of valves}
- 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 903/911: with two or more gear sets
- Y10S 903/918: Continuously variable
- Y10S 903/93: Conjoint control of different elements
- 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
- 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
- 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 hybrid vehicle is able to select series-parallel mode by engaging a clutch (C1) or a brake (B1) and releasing a clutch (CS), and is able to select series mode by releasing both the clutch (C1) and the brake (B1) and engaging the clutch (CS). The hybrid vehicle includes a simultaneous supply prevention valve (550) that prevents simultaneous engagement of the clutch (CS) and at least one of the clutch (CI) or the brake (B1). When a signal pressure of at least one of hydraulic pressure for engaging the clutch (C1) or hydraulic pressure for engaging the brake (B1) is input to the simultaneous supply prevention valve (550), the simultaneous supply prevention valve (550) is switched to a state where supply of hydraulic pressure to the clutch (CS) is cut off.

## 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, an output element and an engaging portion, 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 engaging portion being configured to be placed in a non-neutral state when supplied with hydraulic pressure or current and be placed in a neutral state when not supplied with hydraulic pressure or current, the non-neutral state being a state where power is transmitted between the input element and the output element, the neutral state being a 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 be set to an engaged state when supplied with hydraulic pressure or current and be set to a released state when not supplied with hydraulic pressure or current, the engaged state being a state where power is transmitted from the internal combustion engine to the first rotary electric machine, the released state being a 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 via a path different from the first path, and the clutch being provided in the second path; and
an engagement prevention unit configured to, when the engaging portion of the power transmission unit is supplied with hydraulic pressure or current, cut off supply of hydraulic pressure or current to the clutch.

### Claim 2 (depends on 1)

The hybrid vehicle according to claim 1, wherein
the engagement prevention unit is a hydraulic valve configured to be placed in an engagement permission state when the engaging portion of the power transmission unit is not supplied with hydraulic pressure, and to be placed in an engagement prevention state when the engaging portion of the power transmission unit is supplied with hydraulic pressure, the engagement permission state is a state where supply of hydraulic pressure to the clutch is allowed, and the engagement prevention state is a state where supply of hydraulic pressure to the clutch is cut off.

### Claim 3 (depends on 2)

The hybrid vehicle according to claim 2, wherein
the engagement prevention unit is configured to, when a difference between a rotation speed of the internal combustion engine and a rotation speed of the first rotary electric machine is larger than a predetermined value, and the engaging portion of the power transmission unit is supplied with hydraulic pressure, be placed in the engagement prevention state where supply of hydraulic pressure to the clutch is cut off.

### Claim 4 (depends on 3)

The hybrid vehicle according to claim 3, further comprising:
an engagement permission unit configured to be activated when the difference between the rotation speed of the internal combustion engine and the rotation speed of the first rotary electric machine is smaller than the predetermined value, the engagement permission unit being configured to place the engagement prevention unit in the engagement permission state even when the engaging portion of the power transmission unit is supplied with hydraulic pressure.