1 toyota’s environmental technology

1

TOYOTA’s Environmental Technology

2Vehicles that are compatible with the Environment

＊ High Energy Efficiency

＊ Low Exhaust Emissions

(Reducing CO2 Emission)

Diesel Petrol

TOYOTA D-CAT TOYOTA Hybrid System

(PM, NOx => ozone)

3

TOYOTA

4

Intake AirEGR Cooler

Exhaust Gas

EGR Valve

Air Fuel Ratio Sensor

Diesel Throttle

Pressure DifferenceSensor

Gas TemperatureSensor

New Common Rail System2nd Generation 180MPa

DPNR Catalytic Converter(2.0L)

Oxidation Catalytic Converter

System configuration

FuelInjector

Inter-Cooler

Air Flow Meter

VNT Turbo Charger

5DPNR catalyst cross-section

NOx Storage - Reduction Coating

Exhaust Gas Flow

Diesel Particulate FilterEnlarged View

NOx Storage -Reduction Coating

Diesel Particulate Filter

Exhaust Gas Flow

6

NOx

Lean Condition Rich Condition

PM

Reduction of NOx

HCCO

H2ON2

NO＋O*Pt

CO2

Filter Substrate

O* O*

CO2

Pt

PM

Filter Substrate

Storage of NOx

NOO2 NO2+O*

Filter SubstratePt

NO+O2 CO2

PtO*

PM

NO2

Filter Substrate

NOx Storage Catalyst

Continuous OxidationContinuous Oxidation

NOx Storage Catalyst

DPNR system purification mechanism

7

Fuel Injector

SprayGas Flow

Additional Fuel Injector

8

TOYOTA Hybrid System

9

Toyota Hybrid System (THS)

TireDifferential Gear

Planetary gear

P/G

Enginedirect Torque

Engine

MotorTorque

Generator

Motor

• Vehicle is propelled by engine and/or motor• Strong hybrid with high power NiMH battery (EV driving )• Engine, motor, generator are connected by planetary gear• No clutch, no torque converter

Mechanical PathElectric Path

Battery

10

Hybrid Component Location

11

Gasoline EngineGasoline Engine GeneratorGenerator MotorMotor

Power split devicePower split device

THS Hardware

12

Planetary carrier (engine)Planetary carrier (engine)

Ring gear Ring gear (Motor/output (Motor/output

axle)axle)

Pinion gearPinion gear

Sun gearSun gear(Generator)(Generator)

Power Split Device

13

Take off from 0km/h

14

Deceleration


＊ High Energy Efficiency(Reducing CO2 Emission)

• Highly efficient engine

• Optimised vehicle / system efficiency

• Regenerative Braking

16

Highly efficient Engine

Exhaust valve openExhaust valve open

Intake valve closeIntake valve close

Compression actualCompression actual

Mechanical CompressionMechanical CompressionPowerPower

Bore x StrokeBore x Stroke

DisplacementDisplacement

3232°°BBDCBBDC

7070～～115115°°ABDCABDC

4.84.8～～9.39.3

13.013.0

57kW/5000rpm57kW/5000rpm

φφ75 75 ×× 84.784.7

14971497

Specifications ('03 model)Specifications ('03 model)

ratioratio

Minimum SFC 225g/kWh

(3) Low friction design(3) Low friction design(2) VVT- i (2) VVT- i (1) Atkinson cycle(1) Atkinson cycle

(4) All range λ=1(4) All range λ=1

17

AverageAverage

AA; Optimizing Engine Operation Range; Optimizing Engine Operation Rangeby powerby power--splitsplit--device (CVT function)device (CVT function)

A

Engine OutputEngine Output

High Vehicle Efficiency => low CO2

Bra

ke T

herm

al E

ffici

ency

Bra

ke T

herm

al E

ffici

ency

BB; Improving Engine Efficiency; Improving Engine Efficiency

BAverageAverage

THS VehicleTHS Vehicle

Conventional VehicleConventional Vehicle

18

FrontFrontRearRear

Hydraulic BrakeHydraulic Brake

THS ECU

Power SplitPower SplitDeviceDevice

EngineEngine

GeneratorGenerator InverterInverterBatteryBattery

BrakeBrakeMasterMasterCylinderCylinder

HydraulicHydraulicPowerPower

AdjusterAdjuster

Brake ECUBrake ECU

Regenerative BrakeRegenerative BrakeMotorMotor

Regenerative Braking System

19

60

100

140

180

220

260

600 800 1000 1200 1400 1600 1800 2000 2200 2400

GasolineDiesel

’00 Prius

140g/km

’03 Prius

120g/km

Inertia Weight (kg)

CO

2Em

issi

on (g

/km

)CO2 Potential

20

CO2 versus Power

0

50

100

150

200

250

300

0 20 40 60 80 100 120 140 160 180 200

Power (kW)

CO

2 Em

issi

on (g

/km

)

Gasoline

Diesel

Hybrid

'03 Prius

'00 Prius

21

Inde

x of

Fue

l C

onsu

mpt

ion

[%]

Engine technologies play a key role for reduction of fuel consumption

THS (Toyota Hybrid System) BaseVehicle (AT)

50

100City ModeCity Mode

Regeneration

Engineimprovement

Idle stop

Engine operating area

Highway ModeHighway Mode

Fuel Consumption Improvement

22

20

30

40

120 140 160Vehicle Speed (km/h)

Engi

ne

Effic

ienc

y (%

)

80

90

Tran

smis

sion

Effic

ienc

y (%

)

200

250

300

350

CO

2 (g

/km

)

gasoline ATdiesel ATgasoline HV

CO2 Potential in Highway cruising

Good

Good

100

• Cruising mode => reduced HV function

• Gasoline HV: equal CO2 as diesel even in highway driving.

SimulationdataVehicle spec =common

• 1L Diesel = 15% more CO2 than 1L gasoline




•• Driving by motor (ZeroDriving by motor (Zero--emission) emission) •• Power assisted by motor at accelerationPower assisted by motor at acceleration

(all (all λλ=1)=1)•• Engine start/stop by high power MGEngine start/stop by high power MG

(PM, NOx => ozone)

24

00 2020 4040 6060 8080LA4 Time [sec]LA4 Time [sec]

Vehicle SpeedVehicle Speed

Vehicle Power Vehicle Power

・ Retard Control・ λ=1 Just After Cold Start・ Retard Control・ λ=1 Just After Cold Start

Rapid CatalystWarm-up

Rapid CatalystWarm-up

Rapid Catalyst Warm upUsing Motor Drive

Vehicle is driven by motor

Motor PowerMotor Power

Engine Operation is ConstantEngine Operation is Constant

Air mass flowAir mass flow

25Effect of Rapid Catalyst Effect of Rapid Catalyst Warm up ControlWarm up Control

00

200200

400400

600600

800800

00 2020 4040 6060 8080 100100LA#4 Time [sec]LA#4 Time [sec]

Cat

alys

t Tem

pera

ture

[℃

]C

atal

yst T

empe

ratu

re [

℃]

Light-off TemperatureLight-off Temperature

SpeedSpeed

Without Power ManagementWithout Power Management

With Power ManagementWith Power Management

Rapid Warm-upRapid Warm-up

26

Engine Stop Control for lowest NOxEngine Stop Control for lowest Engine Stop Control for lowest NOxNOx

Engi

ne S

peed

[rpm

]En

gine

Spe

ed [r

pm]

Time [sec]Time [sec]

Engine Run-on TimeEngine Run-on Time

OffOffIgnitionIgnition

Late FuelLate Fuel--cutcut

Shorten Run-on byUsing Motor PowerShorten Run-on byUsing Motor Power

OO22 SaturatedSaturated

NOxNOxHH22OOCOCO22

OO22HC,COHC,CONOxNOx

CatalystCatalyst

Modest OModest O22

HH22OOCOCO22

CatalystCatalystHC,COHC,CO

NOxNOx OO22

Schematic Modelof NOx Reduction

Schematic Modelof NOx Reduction

27

NOx emission effect at Stop&Go NOx emission effect at Stop&Go NOx emission effect at Stop&Go

4040 8080Time [sec]Time [sec]

NO

xN

Ox

StopStopRunRun

1010

2020

3030A

/FA/F

EngineEngine

00

Without ControlWithout Control

NOx Reduction NOx Reduction

RunRun

（LA#4 Mode）（LA#4 Mode）

① Prevention of Lean Condition at Engine Stop① Prevention of Lean Condition at Engine Stop

② Enrichment after Restart ② Enrichment after Restart

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0

0.1

0.2

0.3

1.0 0.5 0 0.1 0.2 0.3 0.4CO(g/km) HC(g/km)

NOx(g/km)Diesel EU4regulationGasoline EU4regulation

Prius

In house data

0

0.01

0.02

0.03

PM(g

/km

) Diesel EU4 regulation

Diesel Prius

ConventionalDiesel

Emission Potential of TOYOTA’senvironmental technologies

• Prius: NOx and PM: Lowest in city and highway driving

TOYOTA D-CAT

TOYOTA D-CAT

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Prius DieselHighspeed (160km/h)

Prius Prius = DieselHighway (120~140km/h)

Prius Prius City

NOx + PM emissions

CO2

Environmental summary

Toyota DToyota D--Cat: Cat: Clean Diesel Clean Diesel

with low with low NOxNOx + PM + PM

• Prius: Most environmental friendly car

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FIA / ADAC Ecotest

31

• Toyota Prius : most eco-friendly car out of 113 tested vehicles

• Toyota Avensis D-4D D-CAT best in D-segment, first diesel to reach “green” emission

FIA / ADAC Ecotest




(Reducing CO2 Emission)

… and＊ attractive for the customer

Acceleration performance “TOYOTA” reliability & durability

High comfort

33

9 9.5 10 11 12 1413

13.4Prius 2000Comp 9Comp 8

Comp 7Comp 6Comp 5Comp 4Comp 3

Comp 2Comp 1

10.5 11.5 12.5 13.5

Prius 20039.9

11.211.2

11.210.9

10.8

10.7

10.9

10.8

10.8

Competitive Performance0-100km/h: '03 Prius in comparison to ‘00 Prius and

Diesel market

34

High power by high voltage

500V

New Prius:

Higher level

= Higher voltage

=> Lower losses

274V

Power (W) = Current (I) x Voltage (V)

Prius’2000

Hybrid Synergy Drive

35


50kW MY2003

33kW MY2000

Pow

er(k

W)

Motor power Motor torque

rpm

400N m

MY2003

350N m

MY2000Torq

ue(N

/m)

rpm

Battery

BoostConverter

Inverter

Generator

202V

202V ~

500VMotor

+ cost optimisation

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Full acceleration

0

100

200

300

400

500

600

time (sec)

Volta

ge[V

DC

]

Mot

or rp

m

Motor rpm

System voltage command

System voltage


37

NiMH Battery

Wei

ght (

kg

/ uni

t )W

eigh

t ( k

g / u

nit )

00

2020

4040

6060

8080

‘‘97 97 PriusPrius ‘‘01 01 PriusPrius New New PriusPrius

00

5050

100100

150150

Volu

me

( L /

unit

)Vo

lum

e ( L

/ un

it )

‘‘97 97 PriusPrius ‘‘01 01 PriusPrius New New PriusPrius

▲▲25% 25%

▲▲15% 15%

Power density trend of battery(W/Kg)

1999 1995 2000 2005 2010

Other HV'S Battery

1997 Prius

2000 Prius

New Prius

- Air-cooled (3 sensors)- integrated Battery-CU- 28modules x 7.2V

=> 201.6V

38

SOCSOC

TimeTimeUndercharging areaUndercharging area

Upper limitUpper limit

Lower limitLower limit

Target SOCTarget SOC

Actual Actual SOCSOC

Overcharging areaOvercharging area

State of Charge Control

• Key for highest durability

Inte

rnal

Res

ista

nce

[mΩ

/mod

ule]

Distance Driven [km]

0

2

4

6

8

10

12

14

16

0 50 100 150 200 250 300 350

‘00 Prius ‘03 Prius

[ @40℃ ]

39

Engine start/stop by generator

Time [sec]Time [sec]

AA

A'A'

BB

B'B'Intake closeIntake close

120 120 oo ABDCABDC

Intake closeIntake close90 90 ooABDCABDC

--1010

00

1010

--0.20.2 00 0.20.2 0.40.4 0.60.6 0.80.8 1100

10001000

--1010

00

1010

Engi

ne s

peed

Engi

ne s

peed

Acc

eler

atio

nA

ccel

erat

ion

Acc

eler

atio

nA

ccel

erat

ion

(m / sec(m / sec 22))

(rpm)(rpm)

(m / sec(m / sec 22))

Low noiseLow noiseby engineby enginestopstop

Low Low vibrationsvibrationsby low by low comprcompr..ratio atratio atengineenginestartstart

40

Toyota Dyna Hybrid (2003) Hino Ranger Hybrid (4’2004)Hino Dutro Hybrid (2003)

Diesel Hybrid




… and＊ attractive for the customer

What’s the benchmark for the future ?

42

Toyota Data: Japanese 10-15 mode*1 Natural gas to hydrogen

Total Efficiency(%)0 10 20 30 40

Tank toWheel

(%)

Well toTank (%)

CurrentGasoline AT

'97THS

'00THS'03THS'02FCHVFCHV(Target)

3788 32%

1688

2888

3288

5058*1

6070

14%

25%

28%

29%

42%

(Ref. THS with conventional engine) 22%

Comparison with Fuel Cell in Well to Wheel Efficiency

'03 THS exceed ‘02FCHV efficiency in well to wheel

43

Low Temperature Startability

The generated water freezes

Low temperature starting is a major issue

e-e-HydrogenHydrogen

AirAir（（OO22））

H2H2 O2O2

H2OH2O

e-e- ElectricityElectricity

H+H+

H+H+

WaterWaterWaterWater

44

Hydrogen Storage Technology

WeightIssue: Volume Boil-off gas

High pressure hydrogen tank

Liquid hydrogen tankHydrogen-absorbing alloy tank

and: Hydrogen Infrastructure ?

45

TOYOTA FINE-S

Fuel-Cell Research

• Exciting prototype cars for an exciting technology

46

ICE Hybrid Vehicle Fuel Cell Vehicle

Engine Fuel Cell

>Battery

>Motor >Regenerative braking

>Vehicle power management

>Inverter

Common Tech.

Evolution of Hybrid Technology

• HV and FC are based on common technologies• Easy to transfer the technologies

47

Conclusion

The Ultimate ECO-CarThe Ultimate ECO-Car

Electricity

FCHV

EV

Electricity

FCHV

EV

HSD

Gasoline

THS

D4

Lean-burn

VVT-i

HSD

Gasoline

THS

D4

Lean-burn

VVT-i

Diesel

HV

Toyota D-CAT

Common-rail

Diesel

HV

Toyota D-CAT

Common-rail

Alternative fuel

CNG

Alternative fuel

CNG

Hybrid TechnologyHybrid TechnologyHybrid TechnologyHybrid TechnologyHybrid TechnologyHybrid Technology

48

Thank you Thank you

for your attentionfor your attention

1 toyota’s environmental technology

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