Driving apparatus for hybrid vehicle

Patent metadata

Field	Value
Publication number	US-10155509-B2
Application number	US-201214425567-A
Country	US
Kind code	B2
Filing date	Sep 5, 2012
Priority date	Sep 5, 2012
Publication date	Dec 18, 2018
Grant date	Dec 18, 2018

Abstract

An engine, a transmission unit which is connected to the engine and is shifted by an engagement apparatus, and a differential unit which connects the transmission unit and a drive wheel are included. The differential unit includes a first rotary element connected to an output element of the transmission unit, a second rotary element connected to a first rotary machine, and a third rotary element connected to the drive wheel. When an output from the first rotary machine is limited, the engagement apparatus is slipped and an operation point of the engine is changed. The change of the operation point can cause an increase in torque of the engine.

First claim

The invention claimed is:

1. A driving apparatus for a hybrid vehicle comprising:
an engine;
a transmission which is connected to the engine and is shifted by an engagement apparatus;
a differential which connects the transmission and a drive wheel, the differential including
a first rotary element connected to an output element of the transmission;
a second rotary element connected to a first rotary machine; and
a third rotary element connected to the drive wheel; and
a controller configured to slip the engagement apparatus and change an operation point of the engine at a time an output from the first rotary machine is decreasing.

2. The driving apparatus for the hybrid vehicle according to claim 1 , wherein the change of the operation point brings a transmission gear ratio of the transmission to an underdrive side compared to the transmission gear ratio before the engagement apparatus is slipped.

3. The driving apparatus for the hybrid vehicle according to claim 1 , further comprising a second rotary machine connected to the drive wheel and the third rotary element, wherein
the controller is configured to slip the engagement apparatus and change an operation point of the engine in at least one of a case where an output from the first rotary machine is limited, and a case where an output from the second rotary machine is limited.

4. The driving apparatus for the hybrid vehicle according to claim 1 , wherein the larger a decrease in the output from the rotary machine becomes, the more a differential rotation speed of the engagement apparatus is increased.

5. The driving apparatus for the hybrid vehicle according to claim 1 , wherein a torque capacity of the engagement apparatus is previously decreased before the output from the rotary machine is decreased.

6. The driving apparatus for the hybrid vehicle according to claim 3 , wherein
the controller is configured to perform current limiting control to limit a supply current to the second rotary machine during a low rotation of the second rotary,
a degree of variation in torque of the second rotary machine in a case of returning from the current limiting control varies depending on whether the engagement apparatus is slipped, and
a degree of variation in the torque of the second rotary machine of when the engagement apparatus is slipped is smaller than a degree of variation in the torque of the second rotary machine of when the engagement apparatus is completely engaged.

7. The driving apparatus for the hybrid vehicle according to claim 2 , wherein the larger a decrease in the output from the rotary machine becomes, the more a differential rotation speed of the engagement apparatus is increased.

8. The driving apparatus for the hybrid vehicle according to claim 3 , wherein the larger a decrease in the output from the rotary machine becomes, the more a differential rotation speed of the engagement apparatus is increased.

9. The driving apparatus for the hybrid vehicle according to claim 2 , wherein a torque capacity of the engagement apparatus is previously decreased before the output from the rotary machine is decreased.

10. The driving apparatus for the hybrid vehicle according to claim 3 , wherein a torque capacity of the engagement apparatus is previously decreased before the output from the rotary machine is decreased.

11. The driving apparatus for the hybrid vehicle according to claim 1 , wherein the transmission includes a first planetary gear mechanism, and the differential includes a second planetary gear mechanism.

12. The driving apparatus for the hybrid vehicle according to claim 11 , wherein in the second planetary gear mechanism, the first rotary element includes a carrier, the second rotary element includes a sun gear, and the third rotary element includes a ring gear.

13. The driving apparatus for the hybrid vehicle according to claim 2 , wherein the transmission includes a first planetary gear mechanism, and the differential includes a second planetary gear mechanism.

14. The driving apparatus for the hybrid vehicle according to claim 13 , wherein in the second planetary gear mechanism, the first rotary element includes a carrier, the second rotary element includes a sun gear, and the third rotary element includes a ring gear.

Assignees

• Tabata Atsushi
• Matsubara Tooru
• Kumazaki Kenta
• Hiasa Yasuhiro
• Imamura Tatsuya
• Kitahata Takeshi
• Toyota Motor Co Ltd

Inventors

• Tabata Atsushi
• Matsubara Tooru
• Kumazaki Kenta
• Hiasa Yasuhiro
• Imamura Tatsuya
• Kitahata Takeshi

Classifications

• B60W20/30

  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)} · CPC title

• B60W2510/087

  Temperature · CPC title

• B60W30/1882

  characterised by the working point of the engine, e.g. by using engine output chart · CPC title

• B60K6/445

  Differential gearing distribution type · CPC title

• B60W2710/0666

  Engine torque · CPC title