# US 9,434,377 B2 · Hybrid drive device

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- Number: US 9,434,377 B2
- Document ID: US9434377B2
- Status: Granted
- Kind: B2
- Application number: 14/418,685
- Filed: 2013-07-26
- Published: 2015-07-23
- Granted: 2016-09-06
- Earliest claimed: 2012-08-02
- Assignees: Aisin Seiki Kabushiki Kaisha; Aisin Aw Co., Ltd.
- Applicants: Aisin Seiki Kabushiki Kaisha; Aisin Aw Co., Ltd.
- Inventors: Yoshitomi Haneda; Yasuhiro Ishihara; Yoshinori Ono; Masaki Nomura; Shiko Yoshimura; Shigeki Takami; Tomoo Atarashi; Takafumi Koshida
- Web page: https://patentgrep.com/patent/US9434377B2

## 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 6/445: Differential gearing distribution type
- B60K 6/48: Parallel type
- B60L 50/16: with provision for separate direct mechanical propulsion
- B60W 10/02: including control of driveline clutches
- B60W 10/08: including control of electric propulsion units, e.g. motors or generators
- B60W 20/00: Control systems specially adapted for hybrid vehicles {(hybrid vehicle design, B60K6/00; electric vehicles B60L)}
- B60W 30/186: excessive wear or burn out of friction elements, e.g. clutches
- B60W 2510/0291: Clutch temperature
- B60W 2710/025: Clutch slip, i.e. difference between input and output speeds
- B60W 2710/029: Clutch temperature
- Y02T 10/62: Hybrid vehicles
- 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
- 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
- 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
- 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 drive device has a clutch connecting and disconnecting an output shaft and an input shaft, a first motor generator that rotates in conjunction with the rotation of the input shaft, an allowable clutch heat generation amount calculation portion that calculates the allowable clutch heat generation amount, an allowable differential clutch rotation speed calculation portion which calculates the allowable differential clutch rotation speed for when engagement starts, on the basis of the allowable clutch heat generation amount, and a motor generator rotation control portion that controls the rotation speed of the first motor generator such that the differential clutch rotation speed when engagement starts and during engagement is no more than the allowable differential clutch rotation speed when engagement starts.

## Claims

### Claim 1

A hybrid drive device comprising:
an engine which outputs a rotation drive force to an output shaft;
an input shaft which is rotated in association with a rotation of a drive wheel;
a clutch disposed between the output shaft and the input shaft for connecting or disconnecting the output shaft and the input shaft;
a motor/generator which is rotated in association with a rotation of the input shaft;
an allowable clutch heat generation amount calculating means for calculating an allowable clutch heat generation amount which corresponds to a heat generation amount that the clutch can allow under the clutch being in engagement;
a motor/generator rotation control means for controlling a rotation speed of the motor/generator not to exceed the allowable clutch heat generation amount calculated by the allowable clutch heat generation amount calculating means; and
an allowable clutch difference rotation speed calculating means for calculating an allowable clutch difference rotation speed which corresponds to a difference rotation speed between the output shaft and the input shaft based on the allowable clutch heat generation amount, wherein the motor/generator rotation control means controls the rotation speed of the motor/generator so that a clutch difference rotation speed which corresponds to the difference rotation speed between the output shaft and the input shaft becomes equal to or less than the allowable clutch difference rotation speed;
wherein the allowable clutch difference rotation speed calculating means calculates the allowable clutch difference rotation speed at a start of engagement which corresponds to the difference rotation speed between the output shaft and the input shaft at the start of engagement of the clutch and the motor/generator rotation control means controls the rotation speed of the motor/generator so that the clutch difference rotation speed at the start of engagement which corresponds to the difference rotation speed between the output shaft and the input shaft at the start of engagement of the clutch becomes equal to or less than the allowable clutch difference rotation speed at the start of engagement; and
wherein the allowable clutch difference rotation speed calculating means calculates the allowable clutch difference rotation speed at the start of engagement based on the allowable clutch heat generation amount, a friction torque of the engine, an inertia of the engine and a target clutch synchronizing time which is a target elapsed time from the start of engagement of the clutch to a completion of synchronization of the output shaft and the input shaft.

### Claim 2

A hybrid drive device comprising:
an engine which outputs a rotation drive force to an output shaft;
an input shaft which is rotated in association with a rotation of a drive wheel;
a clutch disposed between the output shaft and the input shaft for connecting or disconnecting the output shaft and the input shaft;
a motor/generator which is rotated in association with a rotation of the input shaft;
an allowable clutch heat generation amount calculating means for calculating an allowable clutch heat generation amount which corresponds to a heat generation amount that the clutch can allow under the clutch being in engagement;
a motor/generator rotation control means for controlling a rotation speed of the motor/generator not to exceed the allowable clutch heat generation amount calculated by the allowable clutch heat generation amount calculating means;
an allowable clutch difference rotation speed calculating means for calculating an allowable clutch difference rotation speed which corresponds to a difference rotation speed between the output shaft and the input shaft based on the allowable clutch heat generation amount, wherein the motor/generator rotation control means controls the rotation speed of the motor/generator so that a clutch difference rotation speed which corresponds to the difference rotation speed between the output shaft and the input shaft becomes equal to or less than the allowable clutch difference rotation speed; and
a target input shaft rotation speed calculating means which calculates a target input shaft rotation speed which corresponds to a target rotation speed of the input shaft under the clutch being in engagement based on the allowable clutch difference rotation speed at the start of engagement and the target clutch synchronizing time which is the target elapsed time from the start of engagement of the clutch to the completion of synchronization of the output shaft and the input shaft, wherein the motor/generator rotation control means controls the rotation speed of the motor/generator so that the rotation speed of the input shaft under the clutch being in engagement becomes equal to or less than the target input shaft rotation speed;
wherein the allowable clutch difference rotation speed calculating means calculates the allowable clutch difference rotation speed at a start of engagement which corresponds to the difference rotation speed between the output shaft and the input shaft at the start of engagement of the clutch and the motor/generator rotation control means controls the rotation speed of the motor/generator so that the clutch difference rotation speed at the start of engagement which corresponds to the difference rotation speed between the output shaft and the input shaft at the start of engagement of the clutch becomes equal to or less than the allowable clutch difference rotation speed at the start of engagement; and
wherein the target input shaft rotation speed calculating means calculates the target input shaft rotation speed so that the target input shaft rotation speed becomes zero upon an elapse of the target clutch synchronizing time from the start of engagement of the clutch by gradually decreasing with time and the motor/generator rotation control means controls the rotation speed of the motor/generator so that the rotation speed of the input shaft under the clutch being in engagement becomes the target input shaft rotation speed.

### Claim 3

A hybrid drive device comprising:
an engine which outputs a rotation drive force to an output shaft;
an input shaft which is rotated in association with a rotation of a drive wheel;
a clutch disposed between the output shaft and the input shaft for connecting or disconnecting the output shaft and the input shaft;
a motor/generator which is rotated in association with a rotation of the input shaft;
an allowable clutch heat generation amount calculating means for calculating an allowable clutch heat generation amount which corresponds to a heat generation amount that the clutch can allow under the clutch being in engagement;
a motor/generator rotation control means for controlling a rotation speed of the motor/generator not to exceed the allowable clutch heat generation amount calculated by the allowable clutch heat generation amount calculating means; and
an allowable clutch difference rotation speed calculating means for calculating an allowable clutch difference rotation speed which corresponds to a difference rotation speed between the output shaft and the input shaft based on the allowable clutch heat generation amount, wherein the motor/generator rotation control means controls the rotation speed of the motor/generator so that a clutch difference rotation speed which corresponds to the difference rotation speed between the output shaft and the input shaft becomes equal to or less than the allowable clutch difference rotation speed;
wherein the allowable clutch difference rotation speed calculating means calculates the allowable clutch difference rotation speed at a start of engagement which corresponds to the difference rotation speed between the output shaft and the input shaft at the start of engagement of the clutch and the motor/generator rotation control means controls the rotation speed of the motor/generator so that the clutch difference rotation speed at the start of engagement which corresponds to the difference rotation speed between the output shaft and the input shaft at the start of engagement of the clutch becomes equal to or less than the allowable clutch difference rotation speed at the start of engagement; and
wherein the relationship between the allowable clutch difference rotation speed and the elapsed time from the start of engagement of the clutch is a direct function in which the allowable clutch difference rotation speed gradually decreases as the elapsed time increases.

### Claim 4

A hybrid drive device comprising:
an engine which outputs a rotation drive force to an output shaft;
an input shaft which is rotated in association with a rotation of a drive wheel;
a clutch disposed between the output shaft and the input shaft for connecting or disconnecting the output shaft and the input shaft;
a motor/generator which is rotated in association with a rotation of the input shaft;
an allowable clutch heat generation amount calculating means for calculating an allowable clutch heat generation amount which corresponds to a heat generation amount that the clutch can allow under the clutch being in engagement; and
a motor/generator rotation control means for controlling a rotation speed of the motor/generator not to exceed the allowable clutch heat generation amount calculated by the allowable clutch heat generation amount calculating means; and
an allowable clutch synchronizing time calculating means which calculates an allowable clutch synchronizing time which corresponds to the allowable clutch synchronizing time when the clutch is engaged based on the allowable clutch heat generation amount and the motor/generator rotation control means controls the rotation speed of the motor/generator so that the clutch difference rotation speed becomes zero in a time equal to or less than the allowable clutch synchronizing time by gradually decreasing with time from the start of engagement of the clutch.