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：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：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

公开(公告)号：JP2009154702A

公开(公告)日：2009-07-16

申请号：JP2007334771

申请日：2007-12-26

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

Inventor： KAMIOKA KIYOSHIRO ,  SHIBATA MOTOO ,  NAKAMORI YUKINORI

IPC: B60W10/08 ,  B60K6/445 ,  B60K6/448 ,  B60K6/52 ,  B60L11/14 ,  B60W10/06 ,  B60W20/00

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

Abstract: PROBLEM TO BE SOLVED: To suppress deterioration of emission, and to execute electric traveling of traveling by only power from an electric motor in a state that operation of an internal combustion engine is stopped for a longer time. SOLUTION: In this hybrid vehicle 20, when motor traveling of traveling by only the power from the motor MG2 is instructed, a range not less than a value S1 that is residual capacity of a battery 50 is set in a motor traveling executable range when temperature of a purification unit 23 is less than a threshold value Tgref at which exhaust emission can be sufficiently purified, and a value S2 having a wider range than the value S1 is set in the motor traveling executable range when the temperature of the purification unit 23 is the threshold value Tgref or above. The motor traveling is made to be executed when the residual capacity of the battery 50 is within the motor traveling executable range, and the motor traveling is not made to be executed when the residual capacity of the battery 50 is out of the motor traveling executable range. Thus, when warming-up is not needed, power used for the warming-up of the purification unit 23 is used for the motor traveling. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：在内燃机的运转停止较长时间的状态下，抑制发射的劣化，并且仅通过电动机的动力进行行驶的电力行驶。 解决方案：在该混合动力车辆20中，当指示仅通过电动机MG2的动力行驶的电动机行驶时，将电池50的剩余容量的值不小于值S1的范围设定在电动机行驶执行 净化单元23的温度小于可充分净化废气排出量的阈值Tgref时，在电动机行驶可执行范围内设定具有比S1大的范围的值S2，当净化温度 单位23是阈值Tgref以上。 当电池50的剩余容量在电动机行驶可执行范围内时，执行电动机行驶，并且当电池50的剩余容量超出电动机行驶可执行范围时，不执行电动机行驶 。 因此，当不需要预热时，将用于净化单元23的预热的功率用于电动机行驶。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009143314A

公开(公告)日：2009-07-02

申请号：JP2007321084

申请日：2007-12-12

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

Inventor： KAMIOKA KIYOSHIRO ,  SHIBATA MOTOO

IPC: B60W10/06 ,  B60K6/445 ,  B60K6/448 ,  B60K6/52 ,  B60L3/00 ,  B60L11/14 ,  B60W10/08 ,  B60W20/00 ,  F01N3/20 ,  F01N3/24 ,  F02D29/02

CPC classification number: Y02A50/2322 ,  Y02T10/54 ,  Y02T10/6239 ,  Y02T10/6265 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To improve the cleaning performance of a catalyst by executing warming-up when the warm-up request of the catalyst is made, and to prevent any inconvenience caused by the continuation of the warming-up. SOLUTION: A power output device is configured to permit catalyst warming-up (S330: YES) when the state of a battery is satisfactory, and to independently operate an engine, and to control an engine and a motor to output torque corresponding to request torque Tr* from a motor while warming up a catalyst (S350 to S410), and to output a power necessary for traveling. On the other hand, the power output device is configured to not permit the catalyst warming-up (S330: NO) when the state of a battery is not satisfactory, and to release a catalyst warm-up mode regardless of the warm-up request (S340), and to stop the catalyst warm-up under traveling. Therefore, it is possible to improve the cleaning performance of the catalyst by executing warming-up when the warm-up request of the catalyst is made, and it is possible to prevent any inconvenience caused by the continuation of the warming-up. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：通过在进行催化剂的预热要求时通过执行预热来提高催化剂的清洁性能，并且防止由于继续预热而引起的任何不便。 解决方案：电池输出装置被配置为允许催化剂预热（S330：是），当电池的状态令人满意时，并独立地操作发动机，并且控制发动机和电动机输出对应的转矩 在加热催化剂的同时请求电机的转矩Tr *（S350〜S410），并输出行驶所需的电力。 另一方面，电力输出装置被配置为当电池的状态不令人满意时不允许催化剂预热（S330：否），并且无论预热请求如何，都释放催化剂预热模式 （S340），并且在行驶中停止催化剂预热。 因此，可以通过在进行催化剂的预热要求时进行预热来提高催化剂的清洗性能，并且可以防止由于继续预热而引起的任何不便。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009083586A

公开(公告)日：2009-04-23

申请号：JP2007253837

申请日：2007-09-28

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

Inventor： KAMIOKA KIYOSHIRO ,  NOMURA MASAKI

IPC: B60W10/26 ,  B60K6/445 ,  B60K6/448 ,  B60K6/46 ,  B60K6/52 ,  B60L11/14 ,  B60L15/20 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  F02D29/02

CPC classification number: Y02T10/6217 ,  Y02T10/6239 ,  Y02T10/6265 ,  Y02T10/6286 ,  Y02T10/7077 ,  Y02T10/7275

Abstract: PROBLEM TO BE SOLVED: To more properly perform temperature rise control of an electricity storage device such as a secondary battery. SOLUTION: When a request for a temperature rise of a battery is given, in the case where there is no possibility of slip due to racing of a driving wheel, in order to conduct temperature rise control for the battery by positive charge/discharge of the battery, a charge/discharge request power Pb* is set using a charge/discharge request power setting map for charging and a charge/discharge request power setting map for discharging (S150, S160), thereby controlling an engine and motors MG1, MG2. When there is the possibility of slip due to idling of the driving wheel, a charge/discharge request power Pb* is set using a charge/discharge request power setting map for normal condition without controlling a temperature rise of the battery (S130), thereby controlling the engine and the motors MG1, MG2. Thus, the charge/discharge of the battery 50 due to excessive power caused by unexpected idling of the driving wheel can be restrained so that more properly the temperature rise of the battery can be controlled. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：为了更正确地进行诸如二次电池的蓄电装置的升温控制。 解决方案：当给出电池温度升高的请求时，在由于驱动轮的竞赛而不可能滑动的情况下，为了通过正电荷/电流进行电池的升温控制， 电池的放电，充电/放电请求电力设定图用充电/放电请求电力设定图和放电用的充放电请求功率设定图（S150，S160）设定充电/放电请求电力Pb *，从而控制发动机和电动机MG1 ，MG2。 当存在由于驱动轮空转而发生滑动的可能性时，使用充电/放电请求功率设定图来设定充电/放电请求电力Pb *，而不控制电池的温度上升（S130），从而 控制发动机和电动机MG1，MG2。 因此，可以抑制由于驱动轮意外怠速引起的过大功率而引起的电池50的充电/放电，从而可以更适当地控制电池的温度上升。 版权所有（C）2009，JPO＆INPIT