Tài liệu xe ô tô Lexus Hybrid - P1

Tài liệu xe ô tô Lexus Hybrid - LS600hL_LS600h (Chassis) L110F Hybrid Transmission Overall L110F hybrid transmission mainly consists of the following components Specification Transmission Type L110F (LS600hL / LS600h) L110 (GS450h) MG1 Type P

Power Split Device

Transfer

Transmission Type L110F (LS600hL / LS600h) L110 (GS450h)

MG1

Function •• Generator (Regenerative Braking)Drive motor 

Oil Capacity [Liters (US qts, Imp qts)] 5.7 (6.0, 5.0) 5.4 (5.7, 4.7)

Ring Gear

Pinion Gear

Ring Gear Sun Gear

Front Sun Gear

Gear

Planetary Carrier

Planetary Carrier

Short Pinion Gear

Output Shaft MG2

• Planetary Carrier: Engine

2-stage Motor Speed Reduction Device

• Front Sun Gear: B1

• Rear Sun Gear: MG2

• Planetary Carrier:Wheel

• Ring Gear: B2

Gear Train

Power Split Device

The power split device distributes the

engine power as appropriate to

directly drive the vehicle as well as

the generator.

2-stage Motor Speed Reduction Device

The 2-stage motor speed reduction device controls the MG2 motor speed in two stages, between the low-speed range and high-speed range.

Gear Number of Teeth

Ring Gear 78 Pinion Gear 22 Sun Gear 34

Ring Gear 78 Short Pinion Gear 28 Long Pinion Gear 20

Sun Gear (connected to the MG1)

Planetary Carrier (connected to the propeller shaft) Rear Sun Gear (connected to the MG2)

Ring Gear (connected to the

Long Pinion Gear

2-stage Motor Speed Reduction Device

– Realize high speed and high torque by compact MG2

Range of Hi Gear Drive (for high speed)

For -A 42.3 (26.3) 73.0 (45.3)

85.2 (52.9) 49.3 (30.6)

Vehicle Speed [km (mph)]

Lo Hi

2-stage Motor Speed Reduction Device

– B1 and B2 Control

Linear Solenoid Valve

Control Valve

2-stage Motor Speed Reduction Device

Nomographic Chart

– Power Split Device

Carrier (Engine) Ring Gear(Wheel)

+

-rpm, Torque

-+

rpm, Torque

Rear Sun Gear (MG2)

Carrier (Wheel)

Front Sun Gear (Hi)

MG2

Rear Sun Gear

Ring Gear

Carrier (Wheel)

B1

Rear Sun Gear (MG2)

Linked

Sun Gear (MG1)

Carrier (Engine) GearRing

(Wheel)

Ring Gear (Lo)

Front Sun Gear (Hi)

Lubrication System

– L110F has two oil pumps

• Mechanical oil pump: Driven by the engine

• Electric oil pump: Supplies hydraulic pressure when the engine is stopped

Power Split Device

Mechanical Oil Pump

Oil Pump Drive Gear

Engine

MG1

Electric Oil Pump

Oil Pump Controller

Lubrication System

– Electric oil pump is controlled by the oil pump

controller in accordance with the signal from HV ECU

HV ECU

OPST OPM1 TOPM

SIG OPST

Motor Speed (Duty Signal)

Motor (3 Phase)

Oil Pump State (Duty Signal)

Oil Pump Controller

Coil Temp

Sensor Motor Position Sensor

U V W O H U O H V O H W

Lubrication System

– Electric oil pump

• Oil pump state signal contains 2 information (motor state information and motor speed information), and these information are sent alternately to the HV ECU

HV ECU ControllerOil Pump

1: Motor State Info.

2: Motor Speed Info.

Oil Pump State Signal

Duty Signal

Lubrication System

– Electric oil pump

• Motor state information / motor speed information

Motor State Signal to HV ECU (Duty: %)

Motor Speed (rpm)

30 40 50 20

10

2, Motor Speed Info.

1, Motor State Info.

63 71 79 87 95

1,000

0 0

2,000 3,000 4,000 5,000

System normal System malfunction Controller overheat 2 Controller overheat 1 Low power supply

Motor Stop

Pressure To SL1

and SL2

Lubrication System

– ATF cooler is used to increase cooling performance

Therefore, the transmission enables high output

Oil Cooler Inlet Hose

Oil Cooler Outlet Hose Electric Oil Pump Radiator

ATF Cooler

Solenoid Valve

– 3 solenoid valves are used

Solenoid Valve SL1

Lower Valve Body

Solenoid Valve SL2

Solenoid Valve S1

ATF Pressure Switch

– 3 pressure switches are used to detect operation

condition of hydraulic unit

ATF Pressure

Switch 1

ATF Pressure Switch 2

ATF Pressure Switch 3

Lower Valve Body

The driver selects the “S” range position by moving the shift lever At this time, the engine brake range position is selected from the S4 to S7 range depending on the vehicle speed

Sequential Shiftmatic System

– In the S range, 8 stages of engine braking force can

be selected by operating the shift lever

-A

Sequential Shiftmatic System

– The engine brake force control

Sequential Shiftmatic System

– This system limits the switching of the engine brake range if the vehicle is cruising at a speed that is higher than the limit speed, and informs the driver by

sounding an alarm

– If the vehicle accelerates from engine brake range

position 1 through 5, the engine brake range goes up automatically to position 6 in accordance with the

Engine Brake Range

Mode Select Switch

– Use the pattern select switch to select the driving

mode that best suits the driving and road conditions

PWR Motive force generated when the accelerator pedal opening is around the mid range is larger than that in NORMAL mode to enhance the vehicle

acceleration.

SNOW Less motive force is generated than that in NORMAL mode to prevent the

wheels from slipping and improve drivability.

Mode Select Switch

– Deceleration control that changes the extent of the

engine brake force in accordance with the mode select switch is newly adopted

– The PWR mode increases the deceleration rate in

order to increase the range of the engine brake force applied through accelerator operation

Special Notes on Service of Hybrid Transmission

– Inspection

• If the ATF leak out, replace the hybrid transmission

• The ATF is the maintenance-free type

(except Australia and New Zealand)

– ATF adjustment

• Transmission requires TOYOTA Genuine ATF WS

• Maintain the vehicle in a horizontal position while adjusting the fluid level

• Transmission requires ATF adjustment when the following cases:

 Oil bleed on the transmission

 After servicing the transmission

» Transmission is replaced, oil cooler hose is reinstalled, ATF is replaced

ATF Adjustment Procedure

– Outline of ATF adjustment procedure

1 Drain and Refill the ATF

2 ATF temperature check

3 Adjust the ATF level

Outline of ATF Adjustment

Cases

-ATF Replacement*

ATF Leakage (Little bit)

Oil cooler hose is reinstalled

Transmission is replaced

*: Only for Australia and New Zealand

ATF Adjustment Procedure

– Overflow plug: Adjusting ATF

– Oil cooler outlet hose: Refilling ATF

– Drain Plug: Draining ATF

Overflow

Plug

Drain Plug

Front

Oil Cooler Outlet Hose

ATF Adjustment Procedure

– Refill ATF (ATF Replacement)

1.Drain and Refill the ATF

2 ATF temperature check

3 Adjust the ATF level

1 Lifts the vehicle

2 Drain the ATF

3 Disconnect the oil cooler outlet

hose and remove the overflow plug

4 Fill up ATF from the oil cooler

from the overflow plug hole

5 Install the overflow plug

6 Refill ATF from the refill hole*

7 Connect the oil cooler outlet

hose

1 Refill the ATF

2 ATF temperature check

3 Adjust the ATF level

ATF Adjustment Procedure

– Fluid temp check

5 Warm-up the ATF until the “D”

range indicator lights up

“D” Range Indicator

+ -

P

1 Refill the ATF

2 ATF temperature check

3 Adjust the ATF level

ATF Adjustment Procedure

– Fluid level check

1 Check that ATF is a proper

temperature

2 Lift up the vehicle with READY

ON state

3 Remove the overflow plug

 If ATF will overflows, wait and proceed to the Step4

 If no ATF overflow, turn the power switch OFF and add ATF from the oil cooler outlet hose

Then, perform fluid level check again.

4 Install the overflow plug

Overflow Tube

Reset Memory (Initialization and Calibration)

– After replacing the HV ECU or the hybrid transmission, make sure to perform Reset Memory

[Reset Memory Procedure (1/2)]

Reset Memory (Initialization and Calibration)

– After replacing the HV ECU or the hybrid transmission, make sure to perform Reset Memory

[Reset Memory Procedure (2/2)]

Removal of L110F

Remove the Engine with L110F

Separate the Engine and L110F

– Full-time type LF1A transfer which uses newly

developed asymmetrical torque distribution type TORSEN LSD in the center differential, is used

Drive Type (Gear Ratio) Full-time (1.000) Center Differential Gear

Differential Gear Oil LX Oil Viscosity / Oil Grade 75W-80 / GL-5 or equivalentOil Capacity

[Liters (US qts, Imp qts)] 0.7 (0.7, 0.6)Service Weight

(Reference) [kg (lb)] 24.5 (54.0)

Center Differential (TORSEN LSD)

– Center differential consists of a ring gear, 8 pinion

gears, sun gear, planetary carrier and clutch plate

The sun gear is connected to the front wheels and the ring gear is connected to rear wheels

Planetary Carrier Sun Gear

Center Differential

– Center differential generates a limited-differential

torque in proportional to the drive torque, and instantly changes automatically the front and rear torque distribution ratio in order to prevent slippage of the front and rear wheels

Wheel Speed Condition Driving Condition Torque Distribution Ratio

Under Acceleration Under Deceleration Front Wheel = Rear Wheel

Basic operation of Center Differential

[During Straight-ahead]

- Sun gear and ring gear rotate at the same

speed.

[During Turning]

(under acceleration example)

- Rotational speed of the sun gear is

different from that of the ring gear and

the pinion gear rotates on its axis.

- At this time, friction resistance occurs

between the pinion gear and bore of the

planetary carrier This friction resistance

cause the pinion gear to stop rotating and

make the gear on the low speed rotation

side rotate Then, the rotation speed is

Planetary Carrier

Sun Gear GearRing Pinion

Gear

Input

Output

Ground Resistance

Output Torque

Before LSD During LSD

Friction Resistance

Speed

Operation during Straight-ahead

– There is no difference in rotation speed between the sun gear and the ring gear Therefore, the front-rear torque distribution ratio is set to 40:60 due to the turning radius difference of each gears

Front Output Planetary

Input Shaft

Sun Gear

40 60

Pinion Gear

Operation during Turning (under acceleration)

– Sun gear rotates faster than the ring gear The torque distribution of motive force is changed instantly to

of the rotational speed occurs, as follows:

Front Output Rear

Planetary Carrier Pinion GearInput Shaft

Sun Gear

Ring Gear

Friction Resistance

Friction

Operation during Rear Wheel Skid (under acceleration)– Ring gear rotates faster than the sun gear The torque distribution of motive force is changed instantly to

of the rotational speed occurs, as follows:

Front Output Planetary

Pinion Gear Input Shaft

Sun Gear

Friction Resistance

Friction

To decrease rolling angle during cornering

To change steering characteristic by driving

conditions

Overall

– Enhanced cornering ability to decrease an amount of roll by controlling twist of the front / rear stabilizer bars for the vehicle posture control during cornering

: Stabilizer bar effect

Main Components

DC/DC Converter for EPS and Active stabilizer

Rear Active Stabilizer Actuator

Rear Active Stabilizer ECU

Control ECU

Major Difference from GS450h

Drive Voltage of Active

Stabilizer Actuator

AC 46 V (Step down HV battery nominal voltage)

AC 14 V (Battery voltage)

Some DTCs are newly added and

(System Check)

System Diagram

Front Active Stabilizer Actuator

Motor Rotation

Sensor

Meter ECU

Rear Active Stabilizer Actuator

DC/DC Converter [EPS /Active Stabilizer

Suspension]

HV Battery

Speed Sensors

Skid Control ECU

Main Body ECU

Motor

Steering Angle

Sensor Control ECUSuspension

Yaw Rate Sensor Deceleration Sensor Control ECUSteering

Motor Rotation Sensor

Motor

Front Active Stabilizer Control ECU

Center Console

Switch Module

AC

Vehicle Roll Angle

– Amount of twisting the stabilizer bar are controlled

based on signals of actual turning angle of tire, vehicle speed, lateral acceleration, and AVS mode

[Characteristic of Roll Angle] [Operating Conditions]

• Shift position except “R”

and “N” range

• Vehicle speed is satisfied following condition

OFF ON

5 km/h (3.2 mph) (12.5 mph)20 km/h

Vehicle Speed

Active Stabilizer Actuator

– Each stabilizer bar position is kept to the neutral

position by the vehicle’s weight, when system is OFF

Each stabilizer bar position is not

fixed, however is not free

Conditions Active Stabilizer Actuator [Stabilizer Bar Conditions]

System ON

Not satisfied operating conditions Fixed (Controlled by ECU)Satisfied operating

Warning Message

– System condition check by multi-information display

System Condition Multi-information

Display

Master

System Malfunction ON Malfunction detected in this system

Check Active Stabilizer Suspension System

The following operation is operated every one second automatically

1 Front side of the vehicle leans to the right

2 Keep above condition

3 Return normal

4 Front side of the vehicle leans to the left

5 Keep above condition

6 Return normal again

If operation is prohibited through fail-safe control, Active Test cannot be performed

Stabilizer

Check

Rear active stabilizer actuator

The following operation is operated every one second automatically

1 Rear side of the vehicle leans to the right

2 Keep above condition

3 Return normal

4 Rear side of the vehicle leans to the left

If operation is prohibited through fail-safe control, Active Test cannot be

Active Test

– If Active Test does not operate, test mode DTCs are output

[DTC for Active Test]

C194F Operation of Static Test Mode is Incomplete

(Test Mode DTC)

• Test mode operation error

• Steering angle sensor C1950 Front Stabilizer Target Angle Not Attained (Test Mode DTC) • Active stabilizer actuators

• Active stabilizer ECUs

• Wire harness C1951 Rear Stabilizer Target Angle Not Attained (Test Mode DTC)

Initialization and Calibration Items

– After disconnecting auxiliary battery

Parts Procedure If initialization does not operate, the following functions are not workedSteering Angle

Sensor

Drive vehicle on a straight road at 35 km/h (22 mph) or more for 5 sec or more

Active stabilizer control functions are not

working (Roll angle may not decrease during cornering)

– Vehicle speed sensing type EPS system and VGRS

system are used for all models as STD

Major Difference from LS460L / LS460, GS450h

LS600hL / LS600h (Model with VGRS/ LS460L / LS460

19-inch wheels)

GS450h

Gear Ratio (Overall) 12.4 to 19.3 11.6 to 16.7 12.4 to 17.2

No of Turns Lock to

Drive Voltage of EPS

Motor

AC 46 V (Step down HV battery

voltage)

AC 46 V (Boost up Battery

voltage)

AC 14 V (auxiliary battery voltage)

Power Supply Device DC/DC Converter for EPS and Active

Stabilizer

Boost Converter

Rotation Angle Sensor

Power Steering

ECU

HV Battery

Sensor

Suspension Control ECU

Auxiliary Battery

HV ECU

DC/DC Converter [EPS /Active Stabilizer

Suspension]

Torque Sensor

DLC3

Combination Meter

Skid Control ECU

Layout of Main Components

DC/DC Converter for EPS and Active stabilizer

HV Battery Unit

Skid Control ECU

Steering Control ECU

Parking Assist ECU

Driving Support ECU

Auxiliary Battery

Power Steering ECU

Steering Gear Unit

DC/DC Converter for EPS and Active Stabilizer

– Usually, DC/DC converter steps down the HV battery voltage from DC 288 V to DC 46 V and supplies

electrical power to the power steering ECU

HV ECU

DC 288 V

DC/DC Converter [EPS /Active Stabilizer Suspension]

High-voltage use permission

signal

EPS Motor

AC 46 V

Step Down Circuit

Shut Down Circuit

Power Steering

ECU

DC/DC Converter for EPS and Active Stabilizer

– When there are any HV battery voltage problems, the DC/DC converter temporarily converts the auxiliary battery voltage from DC 12 V to approx DC 33 V and supplies electrical power to the power steering ECU

HV ECU

DC 288 V

DC/DC Converter [EPS /Active Stabilizer Suspension]

High-voltage use permission

signal

EPS Motor

AC 46 V

Step Down Circuit

Shut Down Circuit

High-voltage use permission

signal

Step Down Circuit

Shut Down Circuit