[雙語翻譯]驅(qū)動橋外文翻譯--豐田小型混合動力汽車變速驅(qū)動橋的開發(fā)（英文）

1、JSAE Review 24 (2003) 109–116New Technologies received in revised form 2 September 2002AbstractIn June 2001, Toyota Motor Corporation developed the Toyota Hybrid System-CVT (THS-C) for mini-vans. A new transaxle develop

2、ed for the front drive unit of the THS-C system is compact, lightweight, and highly efficient. The unit achieves excellent driving comfort with smooth speed change by CVT control and provides high-level driving power con

3、trol by wet multiple disc clutches. r 2003 Published by Elsevier Science B.V.1. IntroductionCO2 emissions reduction through enhanced fuel economy and clean exhaust emissions are important development themes in the automo

4、bile industry. A dual benefit to the environment is achieved by alleviating global warming and also by preventing pollution. A hybrid system that incorporates an electric motor is an effective means of improving fuel eco

5、nomy. Espe- cially, mini-vans with large and heavy bodies typically have lower fuel economies than passenger cars. Thus the merits of developing a hybrid type mini-van are substantial. Toyota’s THS-C (Fig. 1) is the most

6、 favorable hybrid system for mini-vans [1]. The THS-C hybrid system has the following features:* A reduced dependency on electric motor power (Table 1) yields further compactness and lower cost.* A torque increase mechan

7、ism with CVT, and control of the drive power source, enhance driving perfor- mance.* A 4WD system, most desired for mini-vans, has been adopted. An electric 4WD system exhibits improved fuel economy in four-wheel regener

8、ation and ordin- ary FWD operation.To achieve them we designed and developed a new transaxle for the front drive unit of THS-C system.2. Structure and drive power switching methodThe new transaxle is based on the Super C

9、VT (K110) that was originally developed by Toyota in 2000 [2], which proved to be the most favorable structure for hybrid vehicles. Existing components were used as much as possible. However, the motor and some other com

10、ponents were specially designed for improved compactness, lightweight and cost reductions. The structure of the transaxle and the drive power switching mechanism (power management system) are described below.2.1. Structu

11、reThe cross section of the transaxle is indicated in Fig. 2. A torsional damper and motor generator are used in place of a conventional torque converter. The engine and motor torque inputs are installed, throughJSAE20034

12、017Battery(216V)Oil Pump MotorCVTFront MG(13kW)Planetary Gear & ClutchRear MG(18kW) Starter MGInverterTHS-C: Mechanical Path : Electrical Path : Motor Generator MGFig. 1. Configuration of THS-C and THS.0389-4304/03/

13、$30.00 r 2003 Published by Elsevier Science B.V. PII: S 0 3 8 9 - 4 3 0 4 ( 0 2 ) 0 0 2 3 8 - 2The oil pump mounted in the front of the vehicle is not driven by the engine generally but by an electric motor. This enables

14、 us to realize both a motor power mode and an idling stop driving mode. Further a decision was made to drive the transaxle and power steering oil pumps with a single motor. The motor is positioned between the two oil pum

15、ps that are arranged one above the other. This made the design compact and lightweight and also improved the system efficiency (Fig. 3).2.2. Power management systemThe power management system placed on the input shaft is

16、 comprised of an engine-motor power switching mechanism and a reverse-forward switching mechanism.Table 2 Specifications of transaxleCVT belt Element width 30 mm/9 bands Planetary gear ratio Forward 1.000, 1.754 (ETC mod

17、e) Reverse 1.00, 0.754 (Rev. friction mode)Pulley ratio Forward 2.396–0.428 Reverse 2.396–1.211Final gear ratio 5.182 Service oil Toyota genuine CVT fluid Shift range P-R-N-D-B Overall length 411 mm Mass (wet) 110 kg Pla

18、netary gear type Double pinion typeETC Mode: electric torque converter power modeMotorPump of Power SteeringDriving AxlePump of TransaxleCoolantFig. 3. Cross section of oil pump unit.H. Endo et al. / JSAE Review 24 (2003