Toyota Jidosha Kabushiki Kaisha

Other

Denso Corporation

Aisin Aw Co., Ltd.

Masaya Amano

Takashi Ando

Takeshi Kishimoto

Yu Shimizu

Atsushi Tabata

Yutaka Taga

Keiji Kaita

Nobuyuki Tanaka

Seiji Nakamura

Takeshi Hoshiba

Yuki Hayakawa

Koji Hokoi

Takahiko Hirasawa

Kenji Uchida

Masahiro Hasebe

Daigo Ando

Satoru Wakuta

Shigeo Tsuzuki

Kenji Omote

Masashi Yoshimi

Shinichiro Minegishi

Keiichi Shinohara

Go Hayasaka

Ryuji Ibaraki

Shunsuke Oyama

Shuji Nagano

Shoji Nagata

Shinjiro Ashida

Takaharu Hori

Tomoyuki Shibata

Wataru Nagashima

Naoya Kanada

Kenji Tahara

Kouji Miyazaki

Mitsuhiro Matsumura

When starting of a fuel gas consuming device configured to consume a fuel gas is instructed, an electric power is supplied to a fuel gas sensor that has a predetermined unstable period until an accuracy of fuel gas detection reaches a predetermined level after having been supplied with electric power, supply of the fuel gas from a fuel gas supply device to the fuel gas consuming device is started by opening an electric valve that is electrically opened and shut off. When a signal from the fuel gas sensor exhibits behavior of approaching a predetermined determination threshold value before the unstable period has elapsed, the electric valve is shut off. When the signal from the fuel gas sensor is less than a predetermined determination value in a predetermined period after the electric valve has been shut off, the electric valve is opened.

Fuel gas supply control device, fuel gas supply control method, and method of starting fuel-cell vehicle

A hybrid vehicle may include an engine, a first rotating electric machine, an output shaft, a planetary gear mechanism, a second rotating electric machine, a battery, an inverter and an electronic control unit. The electronic control unit may be programmed to perform inverterless traveling control. The inverterless traveling control may be control for causing the hybrid vehicle to travel by placing the inverter in a gate cut-off state, and driving the engine. The electronic control unit also may be programmed to interrupt current flowing between the first rotating electric machine and the battery when a shift range other than a forward range is selected, during the inverterless traveling control.

Hybrid vehicle

A vehicle includes an engine, an MG (motor generator), an MG, a planetary gear device mechanically coupled to the engine and MGand MG, a battery, a converter configured to boost a voltage from the battery, an inverter configured to perform a power conversion between the converter and MGor between the converter and MG, and a controller. MGgenerates a counter-electromotive voltage when rotated by the engine, and a braking torque is generated as the counter-electromotive voltage becomes greater than the output voltage of the converter. During an inverter-less running control where the inverter is put into a gate shut-off state and the engine is driven to cause MGto generate the counter-electromotive torque, the controller decreases a voltage difference between the counter-electromotive voltage and the output voltage of the converter when a chargeable power of the battery is lower than a predetermined value.

A vehicle includes an engine, an MG (motor generator) an MG, a planetary gear device mechanically coupled to the engine and MGand MG, a battery, an inverter configured to perform a power conversion between the battery and MGand between the battery and MG, and a controller. MGgenerates a counter-electromotive torque when rotated by the engine. During an inverter-less running control where the inverter is put into a gate shut-off state and the engine is driven to cause MGto generate the counter-electromotive torque, the controller decreases a engine target rotation speed Netag when an integrated value of battery charging current (deterioration evaluation value D) is greater than a predetermined value (threshold value D) smaller than the engine target rotation speed Netag when the deterioration evaluation value D is equal to or smaller than the threshold value D

When there is an abnormality in communications between a motor ECU and an HVECU in an automobile, the motor ECU controls a motor such that creep torque or a given torque larger than the creep torque is delivered from the motor. Thus, when there is an abnormality in communications between the HVECU and the motor ECU, the automobile is able to run in a limp home mode.

Automobile including motor for running the automobile

Inverterless running control is control in which an inverter is set to a gate cut-off state, an engine is driven to mechanically rotate a motor-generator and to generate in the motor-generator, counter-electromotive torque in accordance with a difference between a counter-electromotive voltage of the motor-generator and a system voltage, and a vehicle runs with drive torque applied to an output shaft as reaction force of the counter-electromotive torque. An ECU controls drive torque to produce driving force determined by an accelerator position by raising or lowering the system voltage during inverterless running control.

Hybrid vehicle and method for controlling the same

When at least one of motor generators is not under normal control and where the MGtemperature is less than an upper limit value, an ECU is configured to perform an inverter-less running control. In the inverter-less running control, an inverter is brought into a gate shutoff state and an engine is driven to cause the motor generator to generate a counter-electromotive voltage which consequently produces a counter-electromotive torque. During the inverter-less running control, the ECU makes a voltage difference between the counter-electromotive voltage and the voltage of a power line connecting a converter and an inverter when the MGtemperature is equal to or greater than a predetermined value smaller than the voltage difference when the MGtemperature is less than the predetermined value.

An ECU performs control processing including setting an inverter to a gate blocking state when an abnormal condition of the inverter occurs, activating a converter, driving an engine, carrying out first suppression control when an abnormal condition of a resolver occurs and when an MGrotation speed immediately before occurrence of the abnormal condition is equal to or smaller than a first speed threshold value, and carrying out second suppression control when the MGrotation speed immediately before occurrence of the abnormal condition is greater than the first speed threshold value and when there is no record of stop.

Hybrid vehicle and method of controlling hybrid vehicle

When a malfunction occurs in communication between an HV-ECU and an MG-ECU, inverterless running is performed to ensure that a driving torque of a vehicle is applied, by setting inverters in a gate shutoff state and using a braking torque generated in a motor generator rotated by an engine. When the inverterless running resulting from the malfunction in communication is performed, the MG-ECU uses a converter to control a system voltage VH to a predetermined voltage. During the inverterless running resulting from the malfunction in communication, the HV-ECU sets an assumed power range of a battery based on a detected value regarding a vehicle running state and the predetermined voltage. When an actual electric power determined from the voltage and current of the battery is out of the assumed power range, the HV-ECU performs a process for stopping the vehicle from running.

A hybrid vehicle includes: an engine; a first motor; a planetary gear having three rotary elements that are connected respectively to a rotary shaft of the first motor, an output shaft of the engine, and a drive shaft coupled to an axle such that on a collinear diagram, the rotary shaft, the output shaft, and the drive shaft are arranged in that order; a second motor; a first inverter configured to drive the first motor; a second inverter configured to drive the second motor; a battery capable of exchanging power with the first and second motors via the first and second inverters; and an electronic control unit configured to control the engine such that a rotation speed of the engine increases at a predetermined time when the engine is operative, respective gates of the first and second inverters are both blocked, and an accelerator is ON.

A PM-ECU configured to control a drive torque of a vehicle is configured to be stopped in response to a driver's operation of a start switch and then activated in response to a driver's re-operation of the start switch. The PM-ECU is configured to be activated and place a restriction on the drive torque of the vehicle, in response to a re-operation of the start switch after the PM-ECU is stopped in response to an operation of the start switch. The PM-ECU is configured to remove the restriction on the drive torque in response to a reduction of an operation amount by which an accelerator pedal is operated.

Control system of vehicle

In the state where a sensor used for controlling a first inverter has an abnormality, when rotation speed Ne of an engine is lower than a predetermined reference value Nref (S), three phase-on control of a first inverter is performed (S). This causes the rotation speed of the engine to be increased with an increase in rotation speed of a driveshaft. Operation control of the engine is started when the rotation speed Ne of the engine reaches or exceeds a threshold value Nst (Sto S).

In a manual transmission mode, a downshift instruction signal is outputted by a position sensor, and a shift range is lowered by one gear, as a result of an operation of a shift lever by the driver. The driving force of the vehicle is increased through downshifting. The number of times of downshifting within a predefined time is limited to a predefined number of times.

Vehicle control apparatus

When a vehicle collision is detected, a electric connection between a power supply and an input stage of an inverter is switched to the disconnected condition. Then, when a rotation speed of an alternating current motor is higher than an allowable rotation speed or a terminal voltage of a storage unit provided at the input stage is higher than an allowable terminal voltage, an exciting current command value is set at a value other than zero and a torque current command value is set at zero, and when the rotation speed is equal to or lower than the allowable rotation speed and the terminal voltage is equal to or lower than the allowable terminal voltage, both command values are set at zero. An exciting current component and a torque current component of an alternating current supplied from the inverter to the motor are controlled according to the set command values.

Control apparatus and control method for vehicle

An ECU determines whether or not there is an abnormality (shift pattern abnormality) in a combination of shift signals provided from a shift position sensor. After occurrence of the shift pattern abnormality is determined, the ECU determines whether or not a first condition that a shift pattern changes into a normal pattern of a drive range is satisfied, and whether or not a second condition that a vehicle is running (a driver has an intention to cause the vehicle to run) is satisfied. When occurrence of the shift pattern abnormality is determined, the ECU stops generation of driving force of the vehicle and prohibits switching to the drive range. When the above-mentioned first condition and second condition are satisfied after occurrence of the shift pattern abnormality is determined, the ECU switches the shift range to the drive range indicated by the shift pattern and recovers the driving force.

Growing community of inventors

Toyota, Japan

Masaya Amano