# US 9,517,763 B2 · Control systems and methods for transmission of hybrid power vehicle

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- Number: US 9,517,763 B2
- Document ID: US9517763B2
- Status: Granted
- Kind: B2
- Application number: 14/752,409
- Filed: 2015-06-26
- Published: 2016-05-19
- Granted: 2016-12-13
- Earliest claimed: 2014-11-18
- Assignees: Saic Motor Corporation Limited
- Applicants: SAIC Motor Corporation Limited
- Inventors: Jun Zhu; Hongxiang Leng; Chengjie Ma; Jun Sun; Jian Wang; Zhengmin Gu
- Web page: https://patentgrep.com/patent/US9517763B2

## CPC

- 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)}
- B60K 6/26: characterised by the motors or the generators
- 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 6/48: Parallel type
- B60K 6/547: the transmission being a stepped gearing
- 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 10/11: Stepped gearings
- 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 20/40: 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)}
- B60W 30/19: Improvement of gear change, e.g. by synchronisation or smoothing gear shift
- F16H 3/091: including a single countershaft
- B60K 2006/268: {Electric drive motor starts the engine, i.e. used as starter motor}
- B60K 2006/4816: {Electric machine connected or connectable to gearbox internal shaft}
- B60K 2006/4841: {the gear provides shifting between multiple ratios}
- B60W 2510/1005: Transmission ratio engaged
- B60W 2710/021: Clutch engagement state
- B60W 2710/0644: Engine speed
- B60W 2710/0666: Engine torque
- B60W 2710/083: Torque
- B60W 2710/1005: Transmission ratio engaged
- B60Y 2200/92: Hybrid vehicles
- F16H 2003/0807: {with gear ratios in which the power is transferred by axially coupling idle gears to each other}
- F16H 2003/0822: {characterised by the arrangement of at least one reverse gear}
- F16H 2003/0826: {wherein at least one gear on the input shaft, or on a countershaft is used for two different forward gear ratios}
- F16H 2200/0052: the gear ratios comprising six forward speeds
- Y02T 10/62: Hybrid vehicles
- Y10S 903/906: Motor or generator
- Y10S 903/911: with two or more gear sets
- Y10S 903/914: Actuated, e.g. engaged or disengaged by electrical, hydraulic or mechanical means
- Y10S 903/919: Stepped shift
- 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
- 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 transmission control system for a hybrid-power driving system includes at least a gear shifting actuation module to control engagement of specific gearwheels and a clutch actuation module to control a clutch that couples an engine to the transmission. Gear shifts are required for each of the engine and the electric motor in the hybrid-power driving system. By selectively controlling the clutch and engagement of specific gearwheels, the transmission control system can start the engine when the vehicle is initially powered by the electric motor alone. Starting the internal combustion engine in this case switches the vehicle from a pure motor driving mode to a hybrid driving mode. Additionally, the transmission control system can start the engine when the vehicle is in a parked state, for example, to put the vehicle in a battery charging mode for the electric motor.

## Claims

### Claim 1

A hybrid-power driving system comprising:
a transmission, including:
a plurality of shafts, including an input shaft, a motor shaft, and an output shaft, wherein:
(i) the input shaft is coupled to a clutch, the clutch being configured to selectively engage an engine to couple the input shaft to the engine, the engine being configured to generate an engine torque transferable to the input shaft via the clutch,
(ii) the motor shaft is coupled to an electric motor, the electric motor being configured to generate a motor torque transferable to the motor shaft, and
(iii) the output shaft delivers an output torque from the transmission;
a plurality of gearwheels configured to provide a plurality of transmission paths; and
a plurality of synchronizers disposed on the plurality of shafts operable to engage a first set of selected gearwheels, the first set of selected gearwheels determining a first transmission path that transfers the motor torque from the motor shaft to the output shaft without transferring any engine torque from the engine to the output shaft; and
a transmission control system configured to cause the transmission to transfer both the motor torque from the motor shaft and the engine torque from the engine to the output shaft, the transmission control system including:
a gear shifting actuation module configured to move at least one of the plurality of synchronizers to cause the plurality of synchronizers to engage a second set of selected gearwheels instead of the first set of selected gearwheels, the second set of selected gearwheels being coupled to the plurality of shafts to determine a second transmission path that includes a motor torque transmission path and an engine torque transmission path, the second transmission path transferring the motor torque from the motor shaft and the engine torque from the engine to the output shaft for the output torque; and
a clutch actuation module configured to control the clutch, wherein the clutch transfers a clutch torque from the electric motor to the engine to start the engine, and after the engine has started, the clutch transfers the engine torque to the input shaft according to the second transmission path.

### Claim 2 (depends on 1)

The hybrid-power driving system of claim 1, wherein before the gear shifting actuation module causes the plurality of synchronizers to engage the second set of selected gearwheels instead of the first set of selected gearwheels, the transmission control system determines whether the clutch is engaged with the engine, and the clutch actuation module disengages the clutch if the clutch is engaged with the engine.

### Claim 3 (depends on 1)

The hybrid-power driving system of claim 1, wherein the engine torque transmission path of the second transmission path provides a desired speed ratio for the engine.

### Claim 4 (depends on 1)

The hybrid-power driving system of claim 1, wherein the clutch torque transferred to the engine drives the engine to an engine speed sufficient to allow fuel injection and ignition for the engine, and the engine starts with the fuel injection and the ignition.

### Claim 5 (depends on 1)

The hybrid-power driving system of claim 1, wherein the clutch actuation module disengages the clutch after the engine starts, the transmission control system causes the engine to increase the engine speed according to an input shaft speed of the input shaft, and the clutch actuation module re-engages the clutch to allow the transfer of the engine torque to the input shaft.

### Claim 6 (depends on 1)

The hybrid-power driving system of claim 1, wherein the transmission control system causes the electric motor to increase the motor torque in response to the transfer of clutch torque from the clutch to the engine.

### Claim 7 (depends on 1)

The hybrid-power driving system of claim 1, wherein the transmission control system causes the electric motor to adjust the motor torque in response to the transfer of engine torque from the engine after the engine starts.

### Claim 8 (depends on 1)

The hybrid-power driving system of claim 1, wherein the transmission includes:
at least one of the engine;
the electric motor;
a differential coupled to the output shaft to deliver the output torque from the transmission; or
one or more intermediate shafts to further transfer the engine torque or the motor torque.

### Claim 9 (depends on 1)

The hybrid-power driving system of claim 1,
wherein the plurality of synchronizers includes three synchronizers, and
wherein the hybrid-power driving system provides six forward engine speed ratios and four forward motor speed ratios by shifting the plurality of gearwheels with the three synchronizers.

### Claim 10

A hybrid-power driving system for a vehicle, comprising:
a transmission, including:
a plurality of shafts, including an input shaft, a motor shaft, and an output shaft, wherein:
(i) the input shaft is coupled to a clutch, the clutch being configured to selectively engage an engine to couple the input shaft to the engine, the engine being configured to generate an engine torque transferable to the input shaft via the clutch,
(ii) the motor shaft is coupled to an electric motor, the electric motor being configured to generate a motor torque transferable to the motor shaft, and
(iii) the output shaft delivers an output torque from the transmission;
a plurality of gearwheels configured to provide a plurality of transmission paths; and
a plurality of synchronizers disposed on the plurality of shafts operable to engage a set of selected gearwheels; and
a transmission control system configured to cause the transmission to start the engine when the vehicle is in a parked state, the transmission control system including:
a clutch actuation module configured to control the clutch, wherein the clutch transfers a clutch torque from the electric motor to the engine to start the engine; and
a gear shifting actuation module configured to move at least one of the plurality of synchronizers to cause the plurality of synchronizers to engage a set of selected gearwheels, the set of selected gearwheels determining a transmission path that allows a motor torque to be transferred from the electric motor to the input shaft to provide the clutch with the clutch torque.

### Claim 11 (depends on 10)

The hybrid-power driving system of claim 10, wherein before the clutch transfers the clutch torque from the electric motor to the engine to start the engine, the transmission control system determines whether the clutch is engaged with the engine, and the clutch actuation module disengages the clutch if the clutch is engaged with the engine.

### Claim 12 (depends on 10)

The hybrid-power driving system of claim 10, wherein before the plurality of synchronizers engages the set of selected gearwheels, the transmission control system causes a speed of the motor to adjusted to 0 RPM.

### Claim 13 (depends on 10)

The hybrid-power driving system of claim 10, wherein the clutch torque transferred to the engine drives the engine to an engine speed sufficient to allow fuel injection and ignition for the engine, and the engine starts with the fuel injection and ignition.

### Claim 14 (depends on 10)

The hybrid-power driving system of claim 10, wherein the plurality of synchronizers engages the set of selected gearwheels with the clutch disengaged, and subsequently, the clutch actuation module re-engages the clutch to allow the transfer of clutch torque to the engine.

### Claim 15 (depends on 10)

The hybrid-power driving system of claim 10, wherein the transmission control system causes the electric motor to increase the motor torque in response to the transfer of clutch torque from the clutch to the engine.

### Claim 16 (depends on 10)

The hybrid-power driving system of claim 10, wherein the transmission control system causes the electric motor to adjust the motor torque in response to the transfer of engine torque from the engine after the engine starts.

### Claim 17 (depends on 10)

The hybrid-power driving system of claim 10, wherein the transmission includes at least one of:
the engine;
the electric motor;
a differential coupled to the output shaft to deliver the output torque from the transmission; or
one or more intermediate shafts to further transfer the engine torque or the motor torque.

### Claim 18 (depends on 10)

The hybrid-power driving system of claim 10,
wherein the plurality of synchronizers includes three synchronizers, and
wherein the hybrid-power driving system provides six forward engine speed ratios and four forward motor speed ratios by shifting the plurality of gearwheels with the three synchronizers.

### Claim 19

A method for a hybrid-power driving system, the hybrid-power driving system including:
a transmission, including:
a plurality of shafts, including an input shaft, a motor shaft, and an output shaft, wherein:
(i) the input shaft is coupled to a clutch, the clutch being configured to selectively engage an engine to couple the input shaft to the engine, the engine being configured to generate an engine torque transferable to the input shaft via the clutch,
(ii) the motor shaft is coupled to an electric motor, the electric motor being configured to generate a motor torque transferable to the motor shaft, and
(iii) the output shaft delivers an output torque from the transmission;
a plurality of gearwheels configured to provide a plurality of transmission paths; and
a plurality of synchronizers disposed on the plurality of shafts operable to engage a first set of selected gearwheels, the first set of selected gearwheels determining a first transmission path that transfers the motor torque from the motor shaft to the output shaft without transferring any engine torque from the engine to the output shaft;
the method comprising:
determining a requirement to transfer both the motor torque from the motor shaft and the engine torque from the engine to the output shaft;
moving, via a transmission control system, at least one of the plurality of synchronizers to cause the plurality of synchronizers to engage a second set of selected gearwheels instead of the first set of selected gearwheels, the second set of selected gearwheels determining a second transmission path that includes a motor torque transmission path and an engine torque transmission path, the second transmission path transferring the motor torque from the motor shaft and the engine torque from the engine to the output shaft for the output torque; and
operating, via the transmission control system, the clutch to transfer a clutch torque from the electric motor to the engine to start the engine; and
after the engine has started, operating, via the transmission control system, the clutch to transfer the engine torque to the input shaft according to the second transmission path.

### Claim 20 (depends on 19)

The method of claim 19, further comprising, before moving at least one of the plurality of synchronizers to cause the plurality of synchronizers to engage the second set of selected gearwheels instead of the first set of selected gearwheels, determining whether the clutch is engaged with the engine, and disengaging the clutch if the clutch is engaged with the engine.

### Claim 21 (depends on 19)

The method of claim 19, wherein the engine torque transmission path of the second transmission path provides a desired speed ratio for the engine.

### Claim 22 (depends on 19)

The method of claim 19, wherein the clutch torque transferred to the engine drives the engine to an engine speed sufficient to allow fuel injection and ignition for the engine, and the engine starts with the fuel injection and the ignition.

### Claim 23 (depends on 19)

The method of claim 19, further comprising:
disengaging the clutch after the engine starts;
increasing the engine speed according to an input shaft speed of the input shaft; and
re-engaging the clutch to allow the transfer the engine torque to the input shaft.

### Claim 24 (depends on 19)

The method of claim 19, further comprising increasing the motor torque from the electric motor in response to the transfer of clutch torque from the clutch to the engine.

### Claim 25 (depends on 19)

The method of claim 19, further comprising adjusting the motor torque from the electric motor in response to the transfer of engine torque from the engine after the engine starts.

### Claim 26 (depends on 19)

The method of claim 19, wherein the transmission control system includes:
a clutch actuation module configured to control the clutch; and
a gear shifting actuation module configured to move at least one of the plurality of synchronizers to cause the plurality of synchronizers to engage the second set of selected gearwheels instead of the first set of selected gearwheels.

### Claim 27 (depends on 19)

The method of claim 19,
wherein the plurality of synchronizers includes three synchronizers, and
wherein the hybrid-power driving system provides six forward engine speed ratios and four forward motor speed ratios by shifting the plurality of gearwheels with the three synchronizers.

### Claim 28

A method for a hybrid-power driving system for a vehicle, the hybrid-power driving system including:
a transmission, including:
a plurality of shafts, including an input shaft, a motor shaft, and an output shaft, wherein:
(i) the input shaft is coupled to a clutch, the clutch being configured to selectively engage an engine to couple the input shaft to the engine, the engine being configured to generate an engine torque transferable to the input shaft via a clutch,
(ii) the motor shaft (4) is coupled to an electric motor, the electric motor being configured to generate a motor torque transferable to the motor shaft, and
(iii) the output shaft delivers an output torque from the transmission;
a plurality of gearwheels configured to provide a plurality of transmission paths; and
a plurality of synchronizers disposed on the plurality of shafts operable to engage a set of selected gearwheels,
the method comprising:
determining a requirement to modify the transmission to start the engine when the vehicle is in a parked state;
operating, via a transmission control system, the clutch to transfer a clutch torque from the electric motor to the engine to start the engine; and
moving, via a transmission control system, at least one of the plurality of synchronizers to cause the plurality of synchronizers to engage a set of selected gearwheels, the set of selected gearwheels determining a transmission path that allows a motor torque to be transferred from the electric motor to the input shaft to provide the clutch with the clutch torque.

### Claim 29 (depends on 28)

The method of claim 28, further comprising, before the clutch transfers the clutch torque from the electric motor to the engine to start the engine, determining whether the clutch is engaged with the engine, and disengaging the clutch if the clutch is engaged with the engine.

### Claim 30 (depends on 28)

The method of claim 28, further comprising, before the plurality of synchronizers engages the set of selected gearwheels, adjusting a speed of the motor to 0 RPM.

### Claim 31 (depends on 28)

The method of claim 28, wherein the clutch torque transferred to the engine drives the engine to an engine speed sufficient to allow fuel injection and ignition for the engine, and the engine starts with the fuel injection and the ignition.

### Claim 32 (depends on 28)

The method of claim 28, wherein the plurality of synchronizers engages the set of selected gearwheels with the clutch disengaged, and the method further comprises subsequently re-engaging the clutch to allow the transfer of clutch torque to the engine.

### Claim 33 (depends on 28)

The method of claim 28, further comprising increasing the motor torque from the electric motor in response to the transfer of clutch torque from the clutch to the engine.

### Claim 34 (depends on 28)

The method of claim 28, further comprising adjusting the motor torque from the electric motor in response to the transfer of engine torque from the engine after the engine starts.

### Claim 35 (depends on 28)

The method of claim 28, wherein the transmission control system includes:
a clutch actuation module configured to control the clutch; and
a gear shifting actuation module configured to move at least one of the plurality of synchronizers to cause the plurality of synchronizers to engage the second set of selected gearwheels instead of the first set of selected gearwheels.

### Claim 36 (depends on 28)

The method of claim 28,
wherein the plurality of synchronizers includes three synchronizers, and
wherein the hybrid-power driving system provides six forward engine speed ratios and four forward motor speed ratios by shifting the plurality of gearwheels with the three synchronizers.