# US 8,771,143 B2 · Hybrid power drive system

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- Number: US 8,771,143 B2
- Document ID: US8771143B2
- Status: Granted
- Kind: B2
- Application number: 12/936,077
- Filed: 2009-03-30
- Published: 2011-07-28
- Granted: 2014-07-08
- Earliest claimed: 2008-03-31
- Assignees: Aisin Ai Co., Ltd.; Toyota Jidosha Kabushiki Kaisha; Aisin Seiki Kabushiki Kaisha
- Applicants: Toshio Tanba; Yuichi Fukuhara; Kan Sasaki; Sachio Toyora; Masahiro Omura
- Inventors: Toshio Tanba; Yuichi Fukuhara; Kan Sasaki; Sachio Toyora; Masahiro Omura
- Web page: https://patentgrep.com/patent/US8771143B2

## CPC

- 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)}
- B60K 6/36: characterised by the transmission gearings
- B60K 6/387: Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
- B60K 6/48: Parallel type
- B60K 6/547: the transmission being a stepped gearing
- B60L 50/16: with provision for separate direct mechanical propulsion
- B60L 50/61: by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
- 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 10/113: with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
- B60W 20/30: Control strategies involving selection of transmission gear ratio {(control of change speed gearings, together with other vehicle sub-units B60W10/10; HEV transmission gearing B60K6/36; gearings and control thereof F16H)}
- B60W 30/19: Improvement of gear change, e.g. by synchronisation or smoothing gear shift
- F16H 61/688: with two inputs, e.g. selection of one of two torque-flow paths by clutches
- B60L 2240/423: Torque
- B60L 2240/441: Speed
- B60W 20/00: Control systems specially adapted for hybrid vehicles {(hybrid vehicle design, B60K6/00; electric vehicles B60L)}
- B60W 2510/0638: Engine speed
- B60W 2710/083: Torque
- B60Y 2400/428: Double clutch arrangements; Dual clutches
- F16H 3/006: {power being selectively transmitted by parallel flow paths, e.g. dual clutch transmissions}
- F16H 3/089: all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
- F16H 59/14: Inputs being a function of torque or torque demand
- F16H 2003/0931: {each countershaft having an output gear meshing with a single common gear on the output shaft}
- F16H 2059/147: {Transmission input torque, e.g. measured or estimated engine torque}
- F16H 2061/0433: {by torque supply with an electric motor}
- F16H 2061/1204: {for malfunction caused by simultaneous engagement of different ratios resulting in transmission lock state or tie-up condition}
- F16H 2200/0008: specially adapted for front-wheel-driven vehicles
- F16H 2200/0052: the gear ratios comprising six forward speeds
- Y02T 10/62: Hybrid vehicles
- Y02T 10/64: Electric machine technologies in electromobility
- Y02T 10/70: Energy storage systems for electromobility, e.g. batteries
- Y02T 10/7072: Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
- Y10T 74/19014: Plural prime movers selectively coupled to common output
- 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
- Y10T: TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION

## Abstract

In a hybrid power system, when a change-speed stage selected in one of gear-shift mechanisms for first and second drive trains is switched over to another change-speed stage in the other gear-shift mechanism, deceleration in rotation speed of an engine detected by a rotation speed sensor is compared with a preset upper limit. When the deceleration in rotation speed of the engine exceeds the upper limit, the motor-generator in drive connection with an input shaft of the second drive train is activated as an electric motor to cause load torque canceling or offsetting input torque applied to the input shaft of the other gear-shift mechanism from the engine, and engagement of the change-speed stage in the other gear-shift mechanism is released after the occurrence of the load torque.

## Claims

### Claim 1

A hybrid drive power system comprising:
a first gear-shift mechanism assembled with a first input shaft to be applied with the drive power of an engine through a first friction clutch,
a second gear-shift mechanism assembled with a second input shaft to be applied with the drive power of the engine through a second friction clutch,
a motor-generator in drive connection with the first input shaft or the second input shaft, and a driven mechanism to be driven by the drive power transmitted from an output shaft of the first gear-shift mechanism or from an output shaft of the second gear-shift mechanism,
a rotation speed sensor provided to detect a rotation speed of the engine, and
control means for comparing a deceleration in the rotation speed of the engine detected by the rotation speed sensor with a preset upper limit when a change-speed stage selected at either one of the first and second gear-shift mechanisms is switched over to another change-speed stage of the other one of the first and second gear-shift mechanisms, for activating the motor-generator as an electric motor to cause load torque counteracting against input torque applied to the input shaft of the other one of the first and second gear-shift mechanisms from the engine when the deceleration in the rotation speed of the engine exceeds the upper limit and for releasing engagement of the change-speed stage selected at the other one of the first and second gear-shift mechanisms after the input torque is counteracted by the load torque.

### Claim 2 (depends on 1)

A hybrid drive power system as claimed in claim 1, wherein the input shaft of the other one of the first and second gear-shift mechanisms is provided with a torque sensor for detecting input torque applied thereto from the engine and wherein the control means includes means for controlling operation of the motor-generator in such a manner that the load torque applied to the input shaft of the other one of the first and second gear-shift mechanisms becomes substantially the same as the input torque detected by the torque sensor.

### Claim 3 (depends on 2)

a hybrid drive power system as claimed in claim 2, wherein when a change-speed stage selected at one of the gear-shift mechanisms is switched over to another change-speed stage selected at the other one of the first and second gear-shift mechanisms, the motor-generator is repeatedly activated as the electric motor to cause the load torque until the deceleration in rotation speed of the engine becomes less than the upper limit.

### Claim 4

A hybrid drive power system comprising:
a first gear-shift mechanism assembled with a first input shaft to be applied with drive power from an engine through a first friction clutch,
a second gear-shift mechanism assembled with a second input shaft to be applied with the drive power of the engine through a second friction clutch,
a motor-generator in drive connection with the second input shaft,
a rotation speed sensor which detects a rotation speed of the engine,
a driven mechanism to be driven by drive power selectively transmitted from an output shaft of the first gear-shift mechanism or from an output shaft of the second gear-shift mechanism, and
a control means for:
(i) comparing a deceleration in the rotation speed of the engine detected by the rotation speed sensor with a preset upper limit when a change-speed stage selected at the first gear-shift mechanism is switched over to another change-speed stage selected at the second gear-shift mechanism,
(ii) activating the motor-generator as an electric motor to cause load torque counteracting against input torque applied to the second input shaft from the engine when the deceleration in the rotation speed of the engine exceeds the upper limit, and
(iii) releasing engagement of the change-speed stage selected at the second gear-shift mechanism after the input torque applied to the second input shaft is counteracted by the load torque.