公开(公告)号：JP2014162360A

公开(公告)日：2014-09-08

申请号：JP2013035190

申请日：2013-02-25

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

Inventor： KATO HARUYA ,  KIMURA AKIHIRO ,  YAMAMOTO MASAYA ,  FURUTA HIDEKI ,  MORI YUMA

IPC: B60W10/02 ,  B60K6/445 ,  B60K6/547 ,  B60W20/00 ,  F16D48/02

CPC classification number: Y02T10/6239

Abstract: PROBLEM TO BE SOLVED: To improve the accuracy in correcting the transmission torque of a clutch when the clutch is slipping.SOLUTION: Correction of AT transmission torque Tat deviating from an instruction value by using a difference ΔTat between an estimation value of the AT transmission torque Tat and the instruction value thereof makes it possible to improve accuracy in correcting the AT transmission torque Tat in an inertia phase of speed change transition of a transmission 20. That is, the difference between the instruction value of the AT transmission torque Tat and the estimation value thereof is directly corrected, and therefore it is possible to correct the AT transmission torque Tat as required. Here, using of differences ΔTat at plural temporal points in the inertia phase instead of one point therein enables correction even if there is a variation trend of the difference ΔTat throughout an inertia phase. That is, for magnification of the difference ΔTat, and variations thereof in any temporal point throughout the inertia phase, it is possible to acquire plural times of learning opportunities with only one execution of speed change. This enables improvement in accuracy of a learning value ΔTgk and in converging performance.

Abstract translation: 要解决的问题：提高离合器滑动时离合器传动扭矩的校正精度。解决方案：通过使用差值Dgr; Tat在AT的估计值之间校正AT传动转矩Tat与指令值的偏差 传动转矩Tat及其指令值使得可以提高变速器20的变速转换惯性阶段中的AT传动转矩Tat的校正精度。也就是说，AT传动转矩Tat的指令值与 其估计值被直接校正，因此可以根据需要校正AT传输转矩Tat。 这里，即使在整个惯性阶段存在差异Dgr; Tat的变化趋势，也可以在惯性阶段的多个时间点使用差分Dgr; Tat而不是其中一个点进行校正。 也就是说，在整个惯性阶段的任何时间点，为了放大差值Dgr，Tat及其变化，可以仅仅一次执行速度变化来获得多次学习机会。 这使得能够提高学习值＆Dgr; Tgk和收敛性能的准确性。

公开(公告)号：JP2014162359A

公开(公告)日：2014-09-08

申请号：JP2013035189

申请日：2013-02-25

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

Inventor： KATO HARUYA ,  KIMURA AKIHIRO ,  YAMAMOTO MASAYA ,  FURUTA HIDEKI ,  MORI YUMA

IPC: B60W10/02 ,  B60K6/445 ,  B60K6/547 ,  B60W20/00

CPC classification number: Y02T10/6239

Abstract: PROBLEM TO BE SOLVED: To improve the accuracy in correcting the transmission torque of a clutch when the clutch is slipping.SOLUTION: Correction of AT transmission torque Tat deviating from an instruction value by using a difference ΔTat between an estimation value of the AT transmission torque Tat and the instruction value thereof makes it possible to improve accuracy in correcting the AT transmission torque Tat when a transmission 20 is engaged in changing speeds. That is, the difference between the instruction value of the AT transmission torque Tat and the estimation value thereof is directly corrected, and therefore it is possible to correct the AT transmission torque Tat as required. Here, using of a delay-considered instruction value for the instruction value of the AT transmission torque Tat makes it possible to reduce a temporal error between the instruction value and estimation value at the time of calculating the difference ΔTat, enabling a further accuracy in correcting the AT transmission torque Tat. This enables improvement of a life of components (e.g., a friction member of a clutch C) and suppression of deterioration in drivability.

Abstract translation: 要解决的问题：提高离合器滑动时离合器传动扭矩的校正精度。解决方案：通过使用差值Dgr; Tat在AT的估计值之间校正AT传动转矩Tat与指令值的偏差 传动转矩Tat及其指令值使得有可能在变速器20接合变速时提高校正AT传动转矩Tat的精度。 也就是说，直接校正AT传输转矩Tat的指令值与其估计值之间的差异，因此可以根据需要校正AT传输转矩Tat。 这里，通过使用延迟考虑的指令值作为AT传输转矩Tat的指令值，可以减少在计算差值Dgr; Tat时指令值与估计值之间的时间误差，从而能够进一步提高精度 在校正AT传输扭矩Tat时。 这使得能够提高部件（例如，离合器C的摩擦构件）的寿命和抑制驾驶性能的劣化。

公开(公告)号：JP2014100055A

公开(公告)日：2014-05-29

申请号：JP2013261779

申请日：2013-12-18

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

Inventor： FUKUSHIRO EIJI ,  KINOSHITA TAKEO ,  MUTA KOICHIRO ,  HASHIMOTO TOSHIYA ,  AOKI TAKANORI ,  KIMURA AKIHIRO ,  OYAMA SHUNSUKE ,  YAMAMOTO MASAYA ,  ITABASHI KAIJI ,  OIKAWA YOSHITAKA ,  SAITO TAKASHI

IPC: B60L15/20 ,  B60K6/445 ,  B60W10/08 ,  B60W20/00

CPC classification number: B60W20/15 ,  B60G17/0164 ,  B60G17/0195 ,  B60G2300/50 ,  B60G2400/204 ,  B60G2400/208 ,  B60G2400/302 ,  B60G2400/32 ,  B60G2400/34 ,  B60G2500/10 ,  B60G2600/09 ,  B60G2600/11 ,  B60G2600/187 ,  B60G2800/014 ,  B60G2800/162 ,  B60G2800/213 ,  B60G2800/215 ,  B60G2800/85 ,  B60G2800/916 ,  B60G2800/922 ,  B60G2800/952 ,  B60K1/02 ,  B60K6/365 ,  B60K6/445 ,  B60L2240/423 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  B60W2510/244 ,  B60W2710/0666 ,  B60W2710/083 ,  Y02T10/56 ,  Y02T10/6239 ,  Y02T10/6286 ,  Y02T10/642 ,  Y02T10/7258

Abstract: PROBLEM TO BE SOLVED: To realize highly accurate sprung vibration damping control.SOLUTION: A sprung vibration damping control device of a vehicle restrains sprung vibration generated in a vehicle body of the vehicle provided with first and second motor-generators 31 and 32 as a driving source, and comprises sprung vibration damping control amount arithmetic operation means 5 for setting a sprung vibration damping control amount for restraining the sprung vibration and motor-generator control means 6 for executing sprung vibration damping control by controlling a motor-generator control amount of the second motor-generator 32 so as to realize its sprung vibration damping control amount, and limits the sprung vibration damping control by the second motor-generator 32 by prohibiting the sprung vibration damping control or reducing the sprung vibration damping control amount by the second motor-generator 32, when the motor generator control amount is a value in the same as a voltage boosting switching determining threshold value of system voltage of an inverter 42 or near to this.

Abstract translation: 要解决的问题：实现高精度的弹簧减震控制。解决方案：车辆的弹簧减振控制装置限制在设置有第一和第二电动发电机31和32的车辆的车体中产生的弹簧振动作为驱动 源，并且包括用于设定用于限制簧上振动的弹簧减振控制量的弹簧减振控制量算术运算装置5和用于通过控制第二个电动发电机控制量来执行簧上减振控制的电动发电机控制装置6 电动发电机32，以实现其弹簧减震控制量，并且通过禁止弹簧减振控制或通过第二电动发电机减小簧上减振控制量来限制第二电动发电机32的弹簧减振控制 如图32所示，当电动发电机控制量是与升压相同的值时 逆变器42的系统电压的阈值或接近该值。

公开(公告)号：JP2014065365A

公开(公告)日：2014-04-17

申请号：JP2012210787

申请日：2012-09-25

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

Inventor： YAMAMOTO MASAYA

IPC: B60W10/10 ,  B60K6/445 ,  B60K6/543 ,  B60K6/547 ,  B60W10/08 ,  B60W20/00

CPC classification number: Y02T10/6239

Abstract: PROBLEM TO BE SOLVED: To control overspeed of a rotary electric machine if an internal combustion engine stops during vehicle traveling.SOLUTION: A hybrid vehicle 100 mounted with an engine 2 and a motor generator MG1 includes a three shaft-type motive power division device 4 and a transmission 5. The three shaft-type motive power division device 4 is mechanically connected to an output shaft of the engine 2, a rotational shaft of the motor generator MG1 and a drive shaft. The transmission 5 is provided between the drive shaft and driving wheels 6. A controller 50 of the hybrid vehicle 100 comprises a detection unit and a transmission control unit. The detection unit detects a rotational frequency of the drive shaft. If the engine 2 stops during vehicle traveling and the rotational frequency detected by the detection unit is higher than a specified value, the transmission control unit controls the transmission 5 so as to reduce the rotational frequency.

Abstract translation: 要解决的问题：如果在车辆行驶期间内燃机停止，则控制旋转电机的超速。解决方案：安装有发动机2和电动发电机MG1的混合动力车辆100包括三轴式动力分配装置4 和变速器5.三轴式动力分配装置4机械地连接到发动机2的输出轴，电动发电机MG1的旋转轴和驱动轴。 变速器5设置在驱动轴和驱动轮6之间。混合动力车辆100的控制器50包括检测单元和变速器控制单元。 检测单元检测驱动轴的旋转频率。 如果发动机2在车辆行驶期间停止，并且由检测单元检测到的转速高于指定值，则发送控制单元控制变速器5以降低转速。

公开(公告)号：JP2014054100A

公开(公告)日：2014-03-20

申请号：JP2012197471

申请日：2012-09-07

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社 ,  Denso Corp ,  株式会社デンソー

Inventor： YAMAMOTO MASAYA ,  SETA ITARU ,  TAKAYANAGI HIROYUKI

IPC: B60L3/00 ,  H02J7/00

Abstract: PROBLEM TO BE SOLVED: To provide a cruisible distance display device for causing a driver to pay necessary attentions.SOLUTION: A cruisible distance Ltmp is calculated (at S120 and S130) by using a vehicular electric cost Ev and the storage ratios SOC1 and SOC2 of a battery. When a subtraction value ΔL is at or larger than a value 0, a rate value Rt is calculated (at S160) by multiplying the subtraction value ΔL by a coefficient kr1. If the subtraction value ΔL is less than a value 0, a rate value Rt is calculated (at S170) by multiplying the subtraction value ΔL by a coefficient kr2 larger than the coefficient kr1. A cruisible distance L is calculated (S180) by adding the calculated rate value Rt to the previous cruisible distance (the previous value L). The cruisible distance L calculated is displayed (at S190) on the display 70.

Abstract translation: 要解决的问题：提供一种用于使驾驶员需要注意的可靠的距离显示装置。解决方案：通过使用车辆电费Ev计算可靠距离Ltmp（在S120和S130），并且存储比率SOC1和SOC2 一个电池 当减法值＆Dgr; L等于或大于值0时，通过将减法值Dgr; L乘以系数kr1来计算速率值Rt（在S160）。 如果减法值＆Dgr; L小于值0，则通过将减法值Dgr; L乘以大于系数kr1的系数kr2来计算速率值Rt（S170）。 通过将计算出的速率值Rt与先前的可行距离（前一值L）相加来计算可靠距离L（S180）。 在显示器70上显示计算的可靠距离L（在S190处）。

公开(公告)号：JP2014054099A

公开(公告)日：2014-03-20

申请号：JP2012197470

申请日：2012-09-07

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社 ,  Denso Corp ,  株式会社デンソー

Inventor： YAMAMOTO MASAYA ,  SETA ITARU ,  TAKAYANAGI HIROYUKI

IPC: B60L3/00 ,  H01M10/48 ,  H02J7/00

Abstract: PROBLEM TO BE SOLVED: To provide a cruisible distance display device allowing a driver to easily make a travel plan.SOLUTION: A cruisible distance L0 according to a vehicular electric cost Ev (or the latest arithmetic value) and a storage ratio SOC of a battery, a cruisible distance L1 according to the worst vehicular electric cost Ev1 and the storage ratio SOC of the battery, and a cruisible distance L2 according to the best vehicular electric cost Ev2 and the storage ratio SOC of the battery are calculated (at S160 to S190), and these cruisible distances L0, L1 and L2 are displayed in a display unit 70 (at S200). As a result, the driver can be informed of not only the cruisible distance L0 at the present using state of the vehicle but also the minimum cruisible distance L1 and the maximum cruisible distance L2 considering the used state of the vehicle till the present time. As a result, the driver can easily make a running plan.

Abstract translation: 要解决的问题：提供允许驾驶员容易地进行旅行计划的可巡视距离显示装置。解决方案：根据车辆电费Ev（或最新运算值）和电池的储存比率SOC的可靠距离L0 计算根据最差的车辆电费Ev1和电池的储存比率SOC的可靠距离L1和根据最佳车辆电费Ev2和电池的储存比率SOC的可靠距离L2（在S160至S190 ），并且这些可靠距离L0，L1和L2显示在显示单元70中（在S200）。 结果，不仅可以将车辆的当前使用状态下的驾驶员的可靠距离L0通知给考虑车辆的使用状态的当前时间的最小可行距离L1和最大可追踪距离L2。 因此，司机可以轻松地制定运行计划。

公开(公告)号：JP2013172609A

公开(公告)日：2013-09-02

申请号：JP2012036294

申请日：2012-02-22

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社 ,  Denso Corp ,  株式会社デンソー

Inventor： YAMAMOTO MASAYA ,  YASUE JUN

IPC: B60L11/18 ,  B60K1/04 ,  B60L3/00 ,  H01M10/48

CPC classification number: B60L11/1851 ,  B60L11/1861 ,  B60L15/2045 ,  B60L2240/12 ,  B60L2240/423 ,  B60L2240/547 ,  B60L2240/549 ,  Y02T10/642 ,  Y02T10/645 ,  Y02T10/7005 ,  Y02T10/7011 ,  Y02T10/7044 ,  Y02T10/705 ,  Y02T10/7283

Abstract: PROBLEM TO BE SOLVED: To suppress deterioration of drivability due to abrupt fluctuations in a traveling driving force, in an electric vehicle that generates the traveling driving force by a motor using an electric power outputted from an energy storage device.SOLUTION: An electric vehicle 100 includes an energy storage device B, a motor generator 50, and a control device 60. The motor generator 50 generates a traveling driving force using an electric power outputted from the energy storage device B. Based on a load state of the energy storage device B, the control device 60 controls an outputtable power Wout indicating an electric power capable of being output from the energy storage device B. During a return from a state where the outputtable power Wout is restricted, the control device 60 reduces a rising rate of the electric power outputted from the energy storage device B according to a situation where the outputtable power Wout is likely to be restricted.

Abstract translation: 要解决的问题：为了抑制由行驶驱动力的突然变动引起的驱动力的劣化，在由使用从储能装置输出的电力的电动机中产生行驶驱动力的电动汽车中。电动车辆100 包括能量存储装置B，电动发电机50和控制装置60.电动发电机50使用从蓄能装置B输出的电力产生行驶驱动力。基于能量存储装置B的负载状态 控制装置60控制指示能够从能量存储装置B输出的电力的输出功率Wout。在从输出功率Wout被限制的状态返回期间，控制装置60降低电力的上升率 根据可能限制可输出功率Wout的情况从能量存储装置B输出的功率。

公开(公告)号：JP2013158174A

公开(公告)日：2013-08-15

申请号：JP2012017958

申请日：2012-01-31

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社 ,  Denso Corp ,  株式会社デンソー

Inventor： YAMAMOTO MASAYA ,  YASUE JUN

IPC: B60L9/18 ,  B60L3/00

CPC classification number: B60L15/20 ,  B60L3/0046 ,  B60L3/04 ,  B60L11/14 ,  B60L15/12 ,  B60L15/2009 ,  B60L2240/12 ,  B60L2240/423 ,  B60L2240/547 ,  B60L2240/549 ,  B60L2250/26 ,  Y02T10/645 ,  Y02T10/70 ,  Y02T10/7077 ,  Y02T10/7275

Abstract: PROBLEM TO BE SOLVED: To provide a vehicle speed control device for controlling a vehicle into a sufficient low-speed state when a battery runs out.SOLUTION: A vehicle speed control device 1 includes: a battery B; a motor M for driving wheels 23 of the vehicle 10 to rotate; an inverter 21 that is connected to the battery B via electrical paths 101, 102, converts direct-current power from the battery B into alternating-current power, and supplies the alternating-current power to the motor M; and relays SMR1, SMR2 that are provided on the electric circuits. The vehicle speed control device 1, which makes a first determination to determine whether the battery B is in a battery-running-out state or not and turns the relays SMR1, SMR2 off if the battery B is determined to be in the battery-running-out state as a result of the first determination, makes a second determination to determine whether the battery B is about to run out or not and controls the motor M such that the speed V of the vehicle 10 reaches a vehicle speed V2 or lower at which the SMRs can be turned off if the battery B is determined to be about to run out as a result of the second determination.

Abstract translation: 要解决的问题：提供一种用于在电池耗尽时将车辆控制到足够的低速状态的车速控制装置。解决方案：车速控制装置1包括：电池B; 用于驱动车辆10的车轮23旋转的马达M; 经由电路101,102与电池B连接的逆变器21将来自电池B的直流电力转换成交流电力，并向电动机M供给交流电力; 并且设置在电路上的继电器SMR1，SMR2。 判定电池B是否处于电池电量耗尽状态的第一判断车速控制装置1，如果判断为电池电量正在运行，则将继电器SMR1，SMR2切断 作为第一确定的结果，进行第二确定以确定电池B是否即将耗尽，并且控制电动机M使得车辆10的速度V达到车辆速度V2或更低 如果确定电池B将作为第二确定的结果将要耗尽，则可以关闭SMR。

公开(公告)号：JP2013154719A

公开(公告)日：2013-08-15

申请号：JP2012015861

申请日：2012-01-27

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

Inventor： SHIMAGAMI SHINICHI ,  YAMAMOTO MASAYA

IPC: B60W10/00 ,  B60K6/445 ,  B60L11/14 ,  B60W10/26 ,  B60W20/00

CPC classification number: Y02T10/6239 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To accurately calculate electricity cost for estimating a travelable distance by an electric motor.SOLUTION: An electricity cost calculation device is applied to a hybrid vehicle 10 capable of traveling by an EV mode traveling by using mainly a second power generation motor MG2, and traveling by an HV mode traveling by using both of the second power generation motor MG2 and an internal combustion engine 20. A remaining capacity of an electric storage apparatus (battery 64) that supplies power to the second power generation motor MG2 is estimated, an integrated value of a traveling distance of the hybrid vehicle in a specific driving state of driving in the EV mode and not driving the internal combustion engine, and a consumption amount of the remaining capacity in the specific driving state are obtained, and the electricity cost is calculated based on the integrated value of the obtained traveling distance and the obtained consumption amount of the remaining capacity.

Abstract translation: 要解决的问题：准确地计算用于通过电动机估计行驶距离的电力成本。解决方案：电力成本计算装置应用于能够通过主要使用第二发电电动机行驶的EV模式行驶的混合动力车辆10 MG2，并且通过使用第二发电电动机MG2和内燃机20两者行驶的HV模式行驶。估计向第二发电电动机MG2供电的蓄电装置（电池64）的剩余容量 获得混合动力车辆在EV模式下的驱动特定驾驶状态下的行驶距离的积分值，并且不驱动内燃机，并且获得特定驾驶状态下的剩余容量的消耗量 基于获得的行驶距离的积分值和所获得的剩余容量的消耗量来计算成本 性。

公开(公告)号：JP2013154706A

公开(公告)日：2013-08-15

申请号：JP2012015626

申请日：2012-01-27

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

Inventor： ENDO HIROKI ,  YAMAMOTO MASAYA

IPC: B60W10/26 ,  B60K6/445 ,  B60K6/448 ,  B60K6/48 ,  B60L3/00 ,  B60L11/14 ,  B60L11/18 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  F01N3/20 ,  F02D29/02

CPC classification number: Y02A50/2322 ,  Y02T10/7005

Abstract: PROBLEM TO BE SOLVED: To prevent battery voltage from easily reaching below an acceptable lower limit voltage for control.SOLUTION: When warming of purifying catalyst is demanded and the driving power Pdrv* is larger than output limit for control Wout* of high voltage battery, difference power (Pdrv*-Wout*) derived by subtracting the output limit for control Wout* from the driving power Pdrv* is output from an engine, and the engine and a motor are controlled so that a vehicle is driven by the driving power Pdrv*. In case the inter-terminal voltage Vb of the high voltage battery is not higher than a threshold voltage Vbref which is higher than an acceptable lower limit voltage Vbmin (S320), a control current limit Ibmax* and the output limit for control Wout* are made smaller than these before the inter-terminal voltage Vb of high voltage battery is not higher than the threshold voltage Vbref (S360, S370).

Abstract translation: 要解决的问题：为了防止电池电压容易达到低于可接受的下限电压以进行控制。解决方案：当需要净化催化剂加热并且驱动功率Pdrv *大于高压电池的控制Wout *的输出限制时， 从发动机输出从驱动功率Pdrv *减去控制Wout *的输出限制导出的差分功率（Pdrv * -Wout *），并且控制发动机和电动机，使得车辆由驱动力Pdrv *。 在高电压电池的端子间电压Vb不高于可接受下限电压Vbmin的阈值电压Vbref（S320）的情况下，控制电流限制Ibmax *和控制Wout *的输出限制为 在高电压电池的端子间电压Vb不高于阈值电压Vbref之前，使其小于这些值（S360，S370）。