Toyota Jidosha Kabushiki Kaisha

Other

Aisin Seiki Kabushiki Kaisha

Kabushiki Kaisha Toyota Chuo Kenkyusho

Toyoda Jidosha Kabushiki Kaisha

Shoichi Sasaki

Tetsuhiro Ishikawa

Yukio Inaguma

Sumikazu Shamoto

Kazunari Moriya

Takeshi Kotani

Masayuki Komatsu

Hiroki Ohtani

Eiji Yamada

Yasutomo Kawabata

Yoshihide Nii

Makoto Nakamura

Hichirosai Oyobe

Eiji Sato

Masaaki Yamaoka

Tomokazu Yamauchi

Tomoharu Maeda

Hiroshi Sugiura

Yoshiaki Ito

Tetsuya Abe

Katsuhiko Yamaguchi

Hiroshi Kanai

Hideo Nakai

Toshifumi Takaoka

Takao Miyatani

Yoshimitsu Takahashi

Yuki Tojima

Takahiro Misu

Shigetaka Nagamatsu

Masanao Shiomi

Shigeru Matsuhashi

Hidetsugu Hamada

Ryouji Mizutani

Mitsumasa Fukumura

Kyomi Shimada

Masami Osawa

Tatsuki Saito

Kazunobu Eritate

Syuji Tomura

Shigeru Matuhashi

Yuki c/o Intellectual Property Department Tojima

Takahiro c/o Intellectual Property Department Misu

Masami c/o Intellectual Property Department Osawa

Kazunari c/o KK Toyota Chuo Kenkyusho Moriya

Hiroki c/o KK Toyota Chuo Kenkyusho Ohtani

Yukio c/o KK Toyota Chuo Kenkyusho Inaguma

In a state of reverse driving with load operation of an engine, an upper limit torque Temax of the engine is set to cause a total torque of a torque demand Tr* and a cancellation torque for cancelling a torque applied to a driveshaft accompanied with load operation of the engine to be output from a second motor to the driveshaft. A product of the upper limit torque Temax of the engine and an upper limit rotation speed Nemax of the engine is set to an upper limit power Pemax. A target power Pe* of the engine is then set in a range of not greater than the upper limit power Pemax. The engine, a first motor and the second motor are then controlled such as to cause the target power Pe* to be output from the engine and such as to output the torque demand Tr* to the driveshaft.

Hybrid vehicle

A drive control device which estimates an engine torque during traveling in a fixed gear ratio mode is disclosed. The drive control device includes the engagement mechanism including the revolution component revolved by the torque of the engine and the fixed component that engages with the revolution component, the torque applying unit which applies torque to the revolution component and the first transmitting control unit which engages the engagement mechanism to make the engagement mechanism receive the reaction force of the torque. The torque estimating control unit executes control of torque applied to the revolution component by the torque applying unit during executing the control by the first transmitting control unit to detect the phase change between the revolution component and the fixed component and estimates the torque of the engine based on the phase change and torque applied by the torque applying unit.

Drive control device for a vehicle

The rotating shaft of the motor is connected to and disconnected from the first coupled rotating shaft, the crankshaft of the engine, and the drive shaft is connected to and disconnected from the second coupled rotating shaft and the third coupled rotating shaft. Thereby, the connection state when a power is output to the drive shaft can be increased and the power to the drive shaft can be output in a more efficient connection state in comparison with only connecting and disconnecting the rotating shaft of the motor to and from the first coupled rotating shaft and the crankshaft of the engine.

Power output apparatus, vehicle mounting the same, and method for controlling power output apparatus

A load on a vehicle is connected to first and second neutral points in first and second motor generators through a relay circuit and power output lines. A control device controls inverters depending on a requested voltage of the load on a vehicle such that a potential at the first neutral point becomes higher than a potential at the second neutral point by that requested voltage.

Electric power control device, electric powered vehicle including the same, and method for controlling electric power of electric vehicle

A driving device of the invention has a clutchand a continuously variable transmission. The clutchcouples and decouples a rotating shaftor an output shaft of a motorwith and from a driveshaft. The continuously variable transmissionhas an input shaft connected to the rotating shaftand an output shaft connected to the driveshaftvia a gear mechanism. A springis attached to a rotorof the motorto apply a pressing force and cause the clutchto couple the rotating shaftwith the driveshaftin response to a relatively small output torque of the motor. With an increase in output torque of the motor, a thrust force produced in the motormoves the rotating shaftagainst the pressing force of the springto cause the clutchto decouple the rotating shaftfrom the driveshaft. The output torque of the motoris then transmitted to the driveshaftwith a gear change of the continuously variable transmission

Driving device and power output apparatus equipped with driving device

When surplus power not charged to an electric storage is generated at the time of regenerative braking of a vehicle, a voltage is generated across first and second neutral points using a zero-voltage vector each of first and second inverters and the generated surplus power is consumed by a resistance connected across the first and second neutral points. The voltage generated across the first and second neutral points is calculated in accordance with the surplus voltage, using a resistance value of the resistance.

Power control apparatus, electrically powered vehicle and power control method of power system

An electric vehicleincludes a power supply apparatus. The power supply apparatusincludes a fuel cell system, capacitorand secondary batterythat are connected in parallel to wiring. When a drive motor is performing regeneration, the capacitoris collecting the regenerated electric power. The fuel cell systemgenerates electric power in accordance with the load demand. The switchesbetween the fuel cell and the wiring are closed when the load becomes small and the regenerated voltage attains a predetermined level. As a result, the generation of electric power by the fuel cell system is suspended under low-load conditions where the energy efficiency of the fuel cell systemis low.

Power supply apparatus including fuel cell and capacitor, and operation method thereof

Torque pulsations generated in the torque of an engine are obtained from detection signals from a crankshaft angle detection sensor and an engine water temperature detection sensor at the time of an engine starting operation. A control unit controls an MGvia a drive circuit so that a damping torque of the same phase as the torque pulsations is generated, and ensures that the torque pulsations of the engine are not transmitted to a ring gear from a planetary carrier.

Torque transmission device and method of reducing effects of torque pulsations

While a ring gear shaftlinked with a drive shaft rotates, a power output apparatusapplies a torque to a first motor MGattached to a sun gear shaftthereby abruptly increasing a revolving speed of an engineto which a fuel injection is stopped. A torque generated by a frictional force of, for example, a piston in the engineand working as a reaction is applied as a braking torque to the ring gear shaftvia a planetary gearThe magnitude of the braking torque depends upon the frictional force of, for example, the piston and can be controlled by regulating the revolving speed of the engineby means of the first motor MGThis control procedure enables the energy consumed by the engineto be output as a braking force to the drive shaft.

Power output apparatus and method of controlling the same

While a ring gear shaftlinked with a drive shaft rotates, a power output apparatusapplies a torque to a first motor MGattached to a sun gear shaft, thereby abruptly increasing a revolving speed of an engine, to which a fuel injection is stopped. A torque generated by a frictional force of, for example, a piston in the engineand working as a reaction is applied as a braking torque to the ring gear shaftvia a planetary gear. The magnitude of the braking torque depends upon the frictional force of, for example, the piston and can be controlled by regulating the revolving speed of the engineby means of the first motor MG. This control procedure enables the energy consumed by the engineto be output as a braking force to the drive shaft.

An accessory drive apparatus includes a power source, an accessory system that provides an input to the power source, an accessory driving source that drives the accessory system, and a power combination/distribution mechanism that is connected to the power source and the accessory system to transmit power from both the power source and the accessory driving source to the accessory system. With this arrangement, the accessory system is driven by a combination of power received from the accessory driving source and the power source.

Accessory drive apparatus

A power output apparatusincludes a clutch motor, an assist motor, and a controller. The clutch motor and the assist motor are controlled by the controller to enable the power output from an engine to a crankshaft, and expressed as the product of its revolving speed and torque, to be converted to the power expressed as the product of a revolving speed and a torque of a drive shaft and to be output to the drive shaft. The engine can be driven at an arbitrary driving point defined by a revolving speed and a torque, as long as the energy or power output to the crankshaft is identical. A desired driving point that attains the highest possible efficiency with respect to each amount of output energy is determined in advance. In order to allow the engine to be driven at the desired driving point, the controller controls the clutch motor and the assist motor as well as the fuel injection and the throttle valve position. Such control procedures of the power output apparatus enhance the energy efficiency of the whole power output apparatus.

Power output apparatus, method of controlling power output apparatus, and driving system with power output apparatus incorporated therein

A control unit of the present invention for an electric vehicle capable of being driven using torque from an electric motor generated in response to a torque instruction, comprising an electric motor rotation speed detection and estimation unit for detecting or estimating rotation speed of the electric motor, a drive wheel rotation speed detection and estimation unit for detecting or estimating rotation speed of drive wheels, and a torque instruction compensation unit. The torque instruction compensation unit compensates the torque instruction so as to control vibration of the vehicle based on rotational speed of the electric motor detected or estimated by the electric motor rotation speed detection and estimation unit and drive wheel rotation speed detected or estimated by the drive wheel rotation speed detection and estimation unit.

Control unit and control method for controlling vibration of an electric vehicle

A direct-current power supply ( ) is connected between the neutral points of two three-phase coils ( ) of a 2Y motor ( ) constituted of the windings of the two three-phase coils ( ), which are connected in Y-connection and wound on a same stator, and to which three-phase alternating current power is severally supplied with a phase difference of a shifted angle between the windings from two inverter circuits ( ) having a positive pole bus ( ) and a negative pole bus ( ) for common use. A capacitor ( ) is connected between the positive pole bus ( ) and the negative pole bus ( ). The electric potential difference between the neutral points of the three-phase coils ( ) is made larger or smaller than the voltage of the direct-current power supply ( ) through the switching control of the inverter circuits ( ). Thereby, the capacitor ( ) can be charged or discharged. Consequently, an inverter input voltage can be adjusted within a wide range.

Driving apparatus, power output apparatus, and control method

When the absolute values of the negative voltage V&minus; and the positive voltage V&plus; of a rectangular wave to be applied to the three phase coils of the motor driven using a rectangular-waved voltage are different, time T and time T for the rectangular wave are adjusted such that the area A representing the absolute value of a time integration value of the negative voltage V&minus; and the area B representing the absolute value of a time integration value of the positive voltage V&plus; becomes equal to each other. With this adjustment, the average voltage of the rectangular wave becomes of value 0, so that a DC component current is prevented from flowing into the three phase coils of the motor.

Power output device

Growing community of inventors

Mishima, Japan

Shoichi Sasaki