公开(公告)号：JP2005329787A

公开(公告)日：2005-12-02

申请号：JP2004148978

申请日：2004-05-19

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： YAMANAKA AKIHIRO ,  UECHI KENSUKE ,  KAMIOKA KIYOSHIRO ,  YAMAMOTO MASAYA ,  OKASAKA KAZUOMI

IPC: B60W20/00 ,  B60K6/445 ,  B60K6/448 ,  B60L11/14 ,  B60W10/04 ,  B60W10/06 ,  B60W10/10 ,  B60W10/11 ,  B60W10/30 ,  F02D29/00 ,  F02D29/02 ,  F02D29/04 ,  F16H59/68 ,  F16H61/16 ,  B60K41/06 ,  B60K6/04 ,  B60K41/00

CPC classification number: Y02T10/6239 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To prevent a condition in which an engine cannot be started while receiving a reaction force of a drive shaft by a motor. SOLUTION: An automobile is provided with a mechanical pump driven by an engine 22 and an electric driven pump 92 as pumps for generating hydraulic pressure used for actuating a transmission gear 60 to transmit a power from a motor MG2 to a ring gear shaft 32a. When temperature of the electric driven pump 92 reaches a tolerance temperature, start of the engine 22 is banned. When the temperature is lower than the tolerance temperature, the engine 22 is stopped according to its temperature rise, and motor traveling by the motor MG2 is banned. Assist drive of the electric driven pump 92 at the time of changing the speed of the transmission gear 60 during operation of the engine 22 is banned. Therefore, a driving frequency of the electric driven pump 92 becomes small, the temperature can be avoided from reaching the tolerance temperature, and such a condition can be prevented that the power from the motor MG2 for receiving the reaction force of the drive shaft cannot be transmitted and the engine 22 cannot be started. COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：为了防止在通过电动机接收驱动轴的反作用力的情况下发动机不能起动的状态。 解决方案：汽车设置有由发动机22和电动泵92驱动的机械泵，作为用于产生液压的泵，用于致动传动齿轮60以将动力从电动机MG2传递到环形齿轮轴 32A。 当电动泵92的温度达到公差温度时，发动机22的起动被禁止。 当温度低于公差温度时，发动机22根据其温度上升停止，并且禁止由电动机MG2行驶的电动机。 禁止在发动机22的运转期间改变变速齿轮60的速度时辅助电动泵92的辅助驱动。 因此，电动泵92的驱动频率变小，可以避免温度达到公差温度，并且可以防止来自用于接收驱动轴的反作用力的电动机MG2的动力不能 发动机22不能起动。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2005306238A

公开(公告)日：2005-11-04

申请号：JP2004126769

申请日：2004-04-22

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： YAMANAKA AKIHIRO ,  UECHI KENSUKE ,  KAMIOKA KIYOSHIRO ,  YAMAMOTO MASAYA ,  OKASAKA KAZUOMI ,  TOMURA SHUJI

IPC: B60W20/00 ,  B60K6/445 ,  B60K6/448 ,  B60K6/54 ,  B60K6/547 ,  B60K17/04 ,  B60L11/14 ,  B60T1/06 ,  B60T7/12 ,  B60W10/04 ,  B60W10/06 ,  B60W10/08 ,  B60W10/18 ,  B60W10/184 ,  F02D17/00 ,  F02D29/02 ,  F16H3/66 ,  F16H3/72 ,  B60K41/20 ,  B60K6/04 ,  B60K41/00

CPC classification number: Y02T10/6239 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To restrain generation of a shock and an abnormal sound caused when starting and stopping an internal combustion engine, in a vehicular driving device, a motive power output device having this device and its control method.
SOLUTION: When a vehicle speed is not a value 0 when indicating starting of an engine 22 when a shift lever 81 shuts down inverters 41 and 42 in an NL range, the starting of the engine 22 is prohibited until the vehicle speed becomes the value 0. When the vehicle speed V is the value 0, shutdown of the inverter 41 on the motor MG1 side is released after locking rotation of a ring gear shaft 32a by setting two hydraulic brakes of a transmission 60 to ON, and the starting is performed by cranking the engine 22 by a motor MG1. Thus, since reaction can be shared when cranking the engine 22 by the motor MG1 without using a motor MG2, even when output of torque from the motor MG2 is restricted, a starting shock can be restrained.
COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：为了抑制在内燃机起动停止时引起的冲击和异常声音的产生，在车辆驱动装置中，具有该装置的动力输出装置及其控制方法。 解决方案：当换档杆81在变频器41和42关闭NL范围时指示发动机22起动时车速不是值0时，禁止起动发动机22直到车速成为 值0.当车速V为值0时，通过将变速器60的两个液压制动器设定为ON，起动齿轮轴32a的锁定旋转之后马达MG1侧的逆变器41的停止被释放，起动 通过马达MG1起动发动机22来进行。 因此，由于在不使用电动机MG2的情况下通过电动机MG1起动发动机22时能够共享反作用力，所以即使限制来自电动机MG2的转矩的输出，也能够抑制起动冲击。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2005297948A

公开(公告)日：2005-10-27

申请号：JP2005009196

申请日：2005-01-17

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： YAMANAKA AKIHIRO ,  UECHI KENSUKE ,  YAMAMOTO MASAYA ,  KAMIOKA KIYOSHIRO ,  OKASAKA KAZUOMI

IPC: B60K6/445 ,  B60K6/448 ,  B60K6/52 ,  B60K6/547 ,  B60L11/14 ,  B60W10/00 ,  B60W10/04 ,  B60W10/06 ,  B60W10/08 ,  B60W10/10 ,  B60W10/11 ,  B60W10/115 ,  B60W10/24 ,  B60W10/26 ,  B60W20/00 ,  F02D29/00 ,  F02D29/02 ,  F16H59/14 ,  F16H61/00 ,  F16H61/04 ,  F16H61/68 ,  F16H61/684 ,  F16H61/686 ,  B60K41/06 ,  B60K6/04 ,  B60K41/00

CPC classification number: Y02T10/6239 ,  Y02T10/6265 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To suppress drop in torque to a drive shaft and gear change shock, at the time of change-over of a speed stage of a transmission. SOLUTION: When change-over of the speed stage of the transmission 60 is required, an engine 22 and motors MG1, MG2 are controlled such that all required torque Tr* required to the drive shaft is covered by torque transmitted from the engine 22 to a ring gear shaft 32a via a power distribution integrated mechanism 30, along with power generation of the motor MG1 receiving engine torque reaction force within a range of an input limit Win of a battery 50, and then, the change-over of the speed stage is performed. Due to this, since the speed stage can be changed after torque required to be output from the motor MG2 to the drive shaft is set to be approximately 0, drop in the torque and gear change shock at the time of change-over of the speed stage can be suppressed. COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：在变速器的转速级的转换时，为了抑制驱动轴的扭矩下降和齿轮变化冲击。

解决方案：当需要改变变速器60的转速级时，控制发动机22和电动机MG1，MG2，使得驱动轴所需要的所有所需转矩Tr *被从发动机传递的扭矩所覆盖 22经由动力分配综合机构30连接到齿圈轴32a，以及在电池50的输入限制Win的范围内接收发动机转矩反作用力的电动机MG1的发电，然后转换为 执行速度阶段。 因此，由于在从马达MG2向驱动轴输出的转矩被设定为大约为0的情况下可以改变速度级，所以在转速转换时的转矩和变速冲击的下降 舞台可以抑制。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2004144041A

公开(公告)日：2004-05-20

申请号：JP2002311173

申请日：2002-10-25

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： NISHIGAKI TAKAHIRO ,  YAMAGUCHI KATSUHIKO ,  KOBAYASHI YUKIO ,  HARADA OSAMU ,  KAMIOKA KIYOSHIRO ,  TOMATSURI MAMORU

IPC: B60W20/00 ,  B60K6/445 ,  B60L11/12 ,  B60L11/14 ,  B60W10/06 ,  B60W10/26 ,  F02D29/02 ,  F02D29/06 ,  B60K6/04

CPC classification number: B60L11/14 ,  B60L11/12 ,  B60L2200/26 ,  Y02T10/646 ,  Y02T10/648 ,  Y02T10/7005 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To improve fuel economy of a hybrid automobile and to stabilize fuel economy. SOLUTION: This hybrid automobile travels by transmitting power form an engine and power from a motor MG2 to a driving shaft and is capable of storing power generated with a part of the power from the engine by the motor MG1 into a battery. Required power Pr* of a driving shaft is set based on an accelerator opening and battery charging power Pbi is set based on SOC. The sum of both of the power Pr* and the power Pbi is made as engine target power Pe* (S100 to S108). When the engine target power Pe* is less than a prescribed lower limit valve Plow, the engine target power Pe* is changed to the lower limit value Plow and the battery charging power Pbi is also changed according to the change (S112), to operate the engine and the motors MG1 and MG2. Since the lower limit value Plow is set so that efficiency for an output of the engine may be optimum efficiency, the engine can be prevented from being operated in a low output region having bad efficiency. COPYRIGHT: (C)2004,JPO

公开(公告)号：JP2004052672A

公开(公告)日：2004-02-19

申请号：JP2002211373

申请日：2002-07-19

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： TOMATSURI MAMORU ,  HARADA OSAMU ,  KOBAYASHI YUKIO ,  YAMAGUCHI KATSUHIKO ,  KAMIOKA KIYOSHIRO ,  NISHIGAKI TAKAHIRO

IPC: B60W20/00 ,  B60K6/445 ,  B60L11/14 ,  B60W10/06 ,  F01M5/00 ,  F01M7/00 ,  F01N3/20 ,  F01N3/24 ,  F01P7/16 ,  F01P11/20 ,  F02D29/02 ,  F02N11/04 ,  F02N19/04 ,  F02N19/10 ,  B60K6/04

CPC classification number: B60W20/00 ,  B60K1/02 ,  B60K3/00 ,  B60K6/445 ,  B60L2240/445 ,  B60L2240/485 ,  B60L2240/486 ,  B60L2270/44 ,  B60W10/06 ,  B60W2510/0676 ,  B60W2510/068 ,  B60W2510/107 ,  B60W2510/244 ,  B60W2520/10 ,  B60W2540/06 ,  B60W2540/10 ,  B60W2540/16 ,  F01P2011/205 ,  F02D2200/025 ,  F02N19/04 ,  F02N19/10 ,  Y02T10/52 ,  Y02T10/54 ,  Y02T10/6239 ,  Y02T10/7258

Abstract: PROBLEM TO BE SOLVED: To reasonably and suitably preheat an engine and its related parts. SOLUTION: A hybrid ECU determines that a driver has an intention of starting traveling when a starter switch is changed over from the off-state to the on-state (S110), the temperature of each item (cooling water in the engine, injector and lubricating oil) is input (S120), the necessity of preheat is determined depending on whether or not each item reaches a suitable temperature range (S130), when preheat is necessary, an engine start permitting flag is set to "0" to inhibit starting of the engine (S140), and subsequently, an instruction for preheating of the item required to be preheated is given to the engine ECU (S150) to end the program. On the other hand S130, when all items reach suitable temperature range, preheating is determined to be unnecessary, and the engine starting permitting flag F is set to "1" to permit starting of the engine (S160) to end the program. COPYRIGHT: (C)2004,JPO

公开(公告)号：JP2004011623A

公开(公告)日：2004-01-15

申请号：JP2002170587

申请日：2002-06-11

Applicant: TOYOTA MOTOR CORP

Inventor： TOMATSURI MAMORU ,  HARADA OSAMU ,  KOBAYASHI YUKIO ,  YAMAGUCHI KATSUHIKO ,  KAMIOKA KIYOSHIRO ,  NISHIGAKI TAKAHIRO

IPC: F01P3/20 ,  F01P7/16

Abstract: PROBLEM TO BE SOLVED: To provide a cooling device for an internal combustion engine which prevents a sudden temperature fall of cooling water circulating in the internal combustion engine. SOLUTION: A warming-up control means 50 controls a pump 38 for a heat accumulation tank and a three-way selector valve 30 and warms up the engine by supplying the hot cooling water pooled in the heat accumulation tank 36 to the engine 10. When temperature of the cooling water returned from a heater core 44 to the engine 10 is below that of the cooling water discharged from the heat accumulation tank 36, the warming-up control means 50 controls the three-way selector valve 30 and adjusts a flow rate of the cooling water circulating through the heater core 44 and the engine 10 below a predetermined flow rate. COPYRIGHT: (C)2004,JPO

公开(公告)号：JP2003314417A

公开(公告)日：2003-11-06

申请号：JP2002114802

申请日：2002-04-17

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： TOMATSURI MAMORU ,  HARADA OSAMU ,  KOBAYASHI YUKIO ,  YAMAGUCHI KATSUHIKO ,  KAMIOKA KIYOSHIRO ,  NISHIGAKI TAKAHIRO

IPC: B60W20/00 ,  B60K6/20 ,  B60K6/445 ,  B60W10/06 ,  B60W10/08 ,  B60W10/26 ,  F02D29/02 ,  F02D45/00 ,  F02N11/08 ,  B60K6/04

CPC classification number: Y02T10/6286

Abstract: PROBLEM TO BE SOLVED: To surely start an engine when the engine is cranked by a motor according to the discharge of a battery. SOLUTION: The lower the temperature T of cooling medium for cooling the engine in the condition of the engine and the lower the remaining capacity SOC in the condition of the battery, the lower the target cranking speed N* of the engine is set, and the motor is driven by using a power from the battery at the target cranking speed N* to perform the cranking of the engine. Thus, since the power of the battery is assured so that the engine can be re-started after the engine fails to start, the engine is more surely started. COPYRIGHT: (C)2004,JPO

Abstract translation: 要解决的问题：当发动机根据电池的放电由发动机起动时，确定启动发动机。

解决方案：在发动机状态下冷却发动机的冷却介质的温度T越低，在电池状态下的剩余容量SOC越低，发动机的目标起动转速N *越低 并且通过使用来自电池的目标起动转速N *的动力来驱动电动机以执行发动机的起动。 因此，由于确保电池的功率，使得发动机能够在发动机起动不能起动之后重新启动发动机，所以更可靠地启动发动机。 版权所有（C）2004，JPO

公开(公告)号：JP2002130032A

公开(公告)日：2002-05-09

申请号：JP2000330407

申请日：2000-10-30

Applicant: TOYOTA MOTOR CORP ,  DENSO CORP

Inventor： YAMAGUCHI KATSUHIKO ,  KOBAYASHI YUKIO ,  HARADA OSAMU ,  KAMIOKA KIYOSHIRO ,  NISHIGAKI TAKAHIRO ,  KAWABATA TAKESHI ,  YAMAMOTO KENJI

IPC: F02D45/00 ,  F02D29/00 ,  F02D41/14 ,  F02D41/16

Abstract: PROBLEM TO BE SOLVED: To provide a rotation speed control device for an internal combustion engine favorably controlling the rotation speed, even if performing a feedback control of the rotation speed of the internal combustion engine in a condition directly connected to a driving wheel. SOLUTION: In a driving system of a hybrid vehicle, a crankshaft 10a of the internal combustion engine 10 is directly connected to the driving wheel 15 via a power division mechanism 13. An ECU 16 performs the feedback control of the rotation speed by regulating the throttle opening using a feedback correction term eqi calculated according to a deviation between the actual rotation speed ene and the target rotation speed entcal of the internal combustion engine 10. Wherein the ECU 16 finds feedback correction terms eqi1-eqi3 for every three operation regions divided according to the car speed so as to control the rotation speed using the feedback correction term in the operation region corresponding to the car speed at that time.

公开(公告)号：JP2009227096A

公开(公告)日：2009-10-08

申请号：JP2008074655

申请日：2008-03-21

Applicant: Aisin Aw Co Ltd ,  Toyota Motor Corp ,  アイシン・エィ・ダブリュ株式会社 ,  トヨタ自動車株式会社

Inventor： KAMIOKA KIYOSHIRO ,  SUYAMA DAISUKE

IPC: B60K6/445 ,  B60K6/547 ,  B60L11/14 ,  B60L15/20 ,  B60W10/08 ,  B60W10/10 ,  B60W20/00

CPC classification number: Y02T10/6239 ,  Y02T10/7077 ,  Y02T10/7275

Abstract: PROBLEM TO BE SOLVED: To provide a control device for reducing a shift shock in a power transmission device for a vehicle. SOLUTION: When the differential state of a differential section 11 changes according to the shift of an automatic shift section 20, an inertia cancel power calculation means 72 calculates an inertia cancel power Pg_iner for canceling inertial torque Tint generated in a first motor M1. Also, a second motor allowable range determination means 76 determines a second motor torque upper limit value Tm_max or a second motor torque lower limit value Tm_min based on a first motor output Pg' obtained by excluding the inertial cancel power Pg_iner. Therefore, the fluctuation of the inertia cancel power Pg_iner during the shift of the automatic shift section 20 can be prevented from affecting second motor torque Tm limited to the second motor torque upper limit value Tm_max and the second motor torque lower limit value Tm_min. As a result, it is possible to reduce shift shock. COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：提供一种用于减少用于车辆的动力传递装置中的换档冲击的控制装置。 解决方案：当差动部分11的差速状态根据自动变速部分20的换档而变化时，惯性消除功率计算装置72计算用于消除在第一电动机M1中产生的惯性转矩Tint的惯性消除功率Pg_iner 。 此外，第二电动机允许范围确定装置76基于通过排除惯性取消功率Pg_iner获得的第一电动机输出Pg'来确定第二电动机转矩上限值Tm_max或第二电动机转矩下限值Tm_min。 因此，能够防止自动变速部20的变速时的惯性消除功率Pg_iner的波动影响限于第二电动机转矩上限值Tm_max和第二电动机转矩下限值Tm_min的第二电动机转矩Tm。 结果，可以减少换挡冲击。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2009184531A

公开(公告)日：2009-08-20

申请号：JP2008027092

申请日：2008-02-06

Applicant: Aisin Aw Co Ltd ,  Toyota Motor Corp ,  アイシン・エィ・ダブリュ株式会社 ,  トヨタ自動車株式会社

Inventor： KAMIOKA KIYOSHIRO ,  SUYAMA DAISUKE ,  FURUTA HIDEKI ,  TAJIMA YOICHI

IPC: B60K6/445 ,  B60K6/547 ,  B60L11/14 ,  B60W10/06 ,  B60W10/08 ,  B60W10/10 ,  B60W10/11 ,  B60W10/115 ,  B60W20/00 ,  F16H59/42 ,  F16H61/04 ,  F16H61/68 ,  F16H61/684 ,  F16H61/686 ,  F16H63/40 ,  F16H63/50

CPC classification number: Y02T10/6239 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide a control device for reducing transmission shock of an automatic transmission part in a vehicle drive unit equipped with an automatic transmission part and a differential mechanism to which a motor is connected. SOLUTION: When a rotation speed N M2 of a second motor is changed by a speed change (downshift) in an automatic transmission part 20, a target engine rotation speed change rate dNe*/dt is changed in accordance with a rotational acceleration dN M2 /dt of the second motor. Thereby, even if the rotation speed N M2 of the second motor M2 is changed by the downshift in the automatic transmission part 20, and, influenced by this, the engine rotation speed Ne is changed, the engine rotation speed Ne is prevented from substantially deviating from the target engine rotation speed dNe*. In consequence, a variation in the first motor feedback torque TF M1 is suppressed that is changed so as to cause the engine rotation speed Ne to correspond to the target engine rotation speed dNe*, reducing transmission shock at the downshift. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 解决的问题：提供一种控制装置，用于减少配备有连接有电动机的自动变速器部分和差动机构的车辆驱动单元中的自动变速部件的变速器冲击。 解决方案：当第二马达的转速N M2 通过自动变速部分20中的变速（降档）而改变时，目标发动机转速变化率dNe * / dt为 根据第二电动机的旋转加速度dN M2 / dt而改变。 因此，即使通过自动变速部20的降挡来改变第二马达M2的转速N M2 ，并且受此影响，发动机转速Ne变化，发动机转速 防止速度Ne基本上偏离目标发动机转速dNe *。 因此，抑制了第一电动机反馈转矩TF M1 的变化，从而使发动机转速Ne对应于目标发动机转速dNe *，从而减少了在 降档。 版权所有（C）2009，JPO＆INPIT