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Reducing vehicle CO2 emissions is an important measure to help address global warming. To reduce CO2 emissions on a global basis, Toyota Motor Corporation is taking a multi-pathway approach that involves the introduction of the optimal powertrains according to the circumstances of each region, including hybrid electric (HEVs) and plug-in hybrid electric vehicles (PHEVs), as well as battery electric vehicles (BEVs). This report describes the development of a new PHEV system for the Toyota Prius. This system features a traction battery pack structure, transaxle, and power control unit (PCU) with boost converter, which were newly developed based on the 2.0-liter HEV system. As a result, the battery capacity was increased by 1.5 times compared to the previous model with almost the same battery pack size. Transmission efficiency was also improved, extending the distance that the Prius can be driven as an EV by 70%.

The concept of the vehicle has changed in accordance with the technological innovations on last decade. Today we can call these changes basically as "CASE" (Connected, Autonomous/Automated, Shared, and Electric). The ease of product access on the user side and the mass production related works have increased worldwide production volumes. This issue has resulted in a greater demand for manpower in the sector. In addition, management, productivity, and profitability related difficulties have occurred. In this project, improvements were made mainly around the productivity through the automation of "vehicle transfer operations in plant operations", which is one of a major problem and a manpower/hour consuming task. This system named as Remote-Control Auto Driving System (RCD). The advance technology used system enabling unmanned, secured operations, were implemented in mass production environment earlier than the rest of the world.

Toyota has developed a new 2.4L L4 turbo (2.4L-T) engine with 8AT and 1-motor hybrid electric powertrains for midsize pickup trucks. The aim of these powertrains is to fulfill both strict fuel economy and emission regulations toward “Carbon Neutrality”, while exceeding customer expectations. The new 2.4L L4 turbocharged gasoline engine complies with severe Tier3 Bin30/LEVIII SULEV30 emission regulations for body-on-frame midsize pickup trucks improving both thermal efficiency and maximum torque. This engine is matched with a newly developed 8-speed automatic transmission with wide range and close step gear ratios and extended lock-up range to fulfill three trade-off performances: powerful driving, NVH and fuel economy. In addition, a 1-motor hybrid electric version is developed with a motor generator and disconnect clutch between the engine and transmission.

In recent years, swift changes in market demands toward achieving carbon neutrality have driven significant developments within the automotive industry. Consequently, employing computer simulations in the early stages of vehicle development has become imperative for a comprehensive understanding of performance characteristics. Of particular importance is the cooling performance of vehicles, which plays a vital role in ensuring safety and overall performance. It is crucial to predict optimal cooling performance, particularly about the heat generated by the powertrain during the initial phases of vehicle development. However, the utilization of thermal analysis models for assessing vehicle cooling performance demands substantial computational resources, rendering them less practical for evaluating performance associated with design changes in the planning phase.

The world is currently facing environmental issues such as global warming, air pollution, and high energy demand. To mitigate these challenges, the electrification of vehicles is essential as it is effective for efficient fuel utilization and promotion of alternative fuels. The optimal approach for electrification varies across different markets, depending on local energy conditions and current circumstances. Consequently, Toyota has taken the initiative to offer a comprehensive lineup of battery electric vehicles (BEV), hybrid electric vehicles (HEV), plug-in hybrid electric vehicles (PHEV), and fuel cell electric vehicles (FCEV), aiming to provide sustainable solutions tailored to the unique situations and needs of each region. As part of this effort, Toyota has developed the 5th generation of hybrid electric vehicles. This paper describes the electric motor used in the new Toyota Camry which achieves high torque, high power, low losses, and compact design.

In the 1st generation Toyota "MIRAI" fuel cell stack, carbon protective surface coating is deposited after individual Ti bipolar plate being press-formed into the desired shape. Such a process has relatively low production speed, not ideal for large scale manufacturing. A new coating concept, consisting of a nanostructured composite layer of titanium oxide and carbon particles, was devised to enable the incorporation of both the surface treatment and the press processes into the roll-to-roll production line. The initial coating showed higher than expected contact resistance, of which the root cause was identified as nitrogen contamination during the annealing step that inhibited the formation of the composite film structure. Upon the implementation of a vacuum furnace chamber as the countermeasure, the issue was resolved, and the improved coating could meet all the requirements of productivity, conductivity, and durability for use in the newer generation of fuel cell stacks.

Reducing the carbon emissions associated with ICE- containing vehicles is a complimentary step towards carbon neutrality alongside the introduction of vehicles using newer energy vectors. In this study, the authors investigated emissions and efficiency impact of fully renewable E10-grade gasoline fuels blended with sustainable components at both 90 RON and 96 RON in comparison with reference regular E0 and premium certification gasolines across a range of ICE vehicle applications. Both renewable fuels were blended to the Japan JIS K2022 2012 E10 specification. The study shows very low carbon gasolines are technically feasible and potentially have an important role to play in decarbonizing both new advanced technology ICE vehicles and, critically, the existing ICE vehicle parc in the transition towards a zero emissions future.

Internal combustion engines will play an important role in the coming decades, even considering targets of carbon neutrality for a sustainable future. This will be especially true in regions where pure electrified vehicle implementation is not yet practical, or for long-range heavy load transportation purposes, even in regions where BEV infrastructure is well established. HEV/PHEV’s importance and contribution to CO2 emission reduction together with carbon neutral fuels such as hydrogen, e-fuel and biomass fuel etc. will remain crucial regardless of region/transport sectors. In this respect, brake thermal efficiency improvements by friction reduction needs further investigation. This is especially so with the crankshaft bearings’ lubrication system, which can provide as much as 40% of the total mechanical losses in some cases. It is a well-established fact, that plain bearings require a minimum oil flow volume to maintain their real function rather than oil pressure.

HEV and PHEV require an improved aftertreatment system to clean the exhaust gas in various driving situations. The efficiency of aftertreatment system is significantly influenced by the residence time of the gas in a catalyst which gas flow has generally strong pulsation. Simulation showed up to 70% reduction of exhaust gas emission if the pulsation could be completely attenuated. A new concept exhaust manifold was designed to minimize pulsation flow by wall impingement, with slight increase of pressure loss. Experimental results with new concept exhaust manifold showed exhaust gas emission were reduced 16% at cold condition and 40% at high-load condition.

Contribution to carbon neutrality is one of the most important challenges for the automotive industry. Though CO2 emission has been reduced through electrification, internal combustion engines equipped in vehicles such as Hybrid Electric Vehicle (HEV) and Plug-in Hybrid Electric Vehicle (PHEV) are still necessary for the foreseeable future, and continuous efforts to improve fuel economy are demanded. To improve powertrain thermal efficiency, direct-injection turbocharged gasoline engines have been widely utilized in recent years. Super lean-burn combustion engine has been being researched as the next generation of turbocharged gasoline engines. It is known that an increase of the boost pressure causes deposit formation, which decrease the turbocharger efficiency, in the turbocharger compressor housing. To avoid the efficiency loss due to deposit, air temperature at compressor outlet has to be limited low.

This paper describes a new control technology that coordinates the operation of multiple actuators in a new hybrid electric vehicle (HEV) system consisting of a turbocharged engine, front and rear electric motors, two clutches, and a 6-speed automatic transmission. The development concept for this control technology is to achieve the driver’s desired acceleration G with a natural feeling engine speed. First, to realize linear acceleration G even while the engine is starting from EV mode, clutch hydraulic pressure reduction control is implemented. Furthermore, the engine start timing is optimized to prevent delayed drive force response by predicting the required maximum power during cranking. Second, to realize linear acceleration, this control selects the proper gear position based on the available battery power, considering noise and vibration (NV) restrictions and turbocharging response delays.

Global focus on CO2 reduction and environmental protection is increasing. To comply with stricter exhaust gas regulations and reduce real world emissions, it is becoming increasingly important to improve the performance of three-way catalysts. Therefore, highly efficient conversion of hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) is required. In general, the more active the precious metals used, the better the conversion performance. However, precious metals have supply risks, such as price fluctuation and the uneven distribution of production areas. Therefore, it is necessary to lower emissions while also lowering the amount of precious metals used. This paper focuses on how catalysts are used and describes the development of a new three-way catalyst for the purpose of strengthening cold conversion and decreasing the usage of precious metals.

To prevent global warming, many countries are making efforts to reduce CO2 emissions toward achieving 2050 carbon neutrality. In order to reduce CO2 concentration quickly, in addition to spread of renewable energy and expansion of BEV, it is also important to reduce CO2 emissions by improving thermal efficiency of ICE (internal combustion engine) and utilizing carbon neutral fuels such as synthetic fuels and biofuels. It is well known that lean burn is an effective technology to increase thermal efficiency of engine highly. However, since NOx emission from lean burn engine cannot be reduced with three-way catalyst, there have been issues such as complicated system configuration due to the addition of NOx reduction catalyst or limiting lean operation to narrow engine speed and load in order to meet emission regulation of each country.

Toyota has launched a new BEV which incorporates our newest evolutions in BEV powertrain systems and vehicle platform innovations. The new BEV uses newly developed large format battery cells, which, in addition to achieving our key performance and safety targets, also incorporates new technologies resulting in improved battery energy density and a reduction in battery deterioration. For the BEV battery cooling, to enhance safety, the cooling plate and the battery cells are separated by a chamber structure. The battery pack also incorporates a newly developed high resistance coolant with low conductivity. The new BEV improves system efficiency by leveraging some technologies that were originally developed for HEV and developing new systems. For example, radiant heating and a newly developed heat pump system improve EV driving range. This presentation will introduce our new battery technologies and discuss our new BEV system.

It is necessary for us to reduce CO2 emissions in order to hold down global warming which is advancing year by year. Toyota Motor Corporation believes that not only the introduction of BEVs but also the sale of the hybrid vehicles must spread in order to achieve the necessary CO2 reduction. Therefore, we planned to improve the attractiveness of future hybrid vehicles. Prius has always made full use of hybrid technologies and leading to significant CO2 reduction. Toyota Motor Corporation has developed a 2.0L hybrid system for the new Prius. We built the system which could achieve a comfortable drive along following the customer’s intention while improving the fuel economy more than a conventional system. The engine improves on both output and thermal efficiency. The transaxle decreases mechanical loss by downsizing the differential, and adoption of low viscosity oil.

Nitric Oxide (NO) can significantly influence the autoignition reactivity and this can affect knock limits in conventional stoichiometric SI engines. Previous studies also revealed that the role of NO changes with fuel type. Fuels with high RON (Research Octane Number) and high Octane Sensitivity (S = RON - MON (Motor Octane Number)) exhibited monotonically retarding knock-limited combustion phasing (KL-CA50) with increasing NO. In contrast, for a high-RON, low-S fuel, the addition of NO initially resulted in a strongly retarded KL-CA50 but beyond the certain amount of NO, KL-CA50 advanced again. The current study focuses on same high-RON, low-S Alkylate fuel to better understand the mechanisms responsible for the reversal in the effect of NO on KL-CA50 beyond a certain amount of NO.

To achieve carbon neutrality by reducing carbon dioxide (CO2) emissions, vehicles with an internal combustion engine have started to be replaced by electrification vehicles such as hybrid electric vehicles (HEVs), plug-in HEVs (PHEVs), and battery EVs (BEVs) worldwide, which have motors in their transaxles (T/As). Reducing transmission torque loss in the transaxles is effective to reduce CO2 emissions, and lowering the viscosity of lubrication fluids in T/As is a promising method for reducing churning and drag loss. However, lowering viscosity generally leads to thin oil films and makes the lubrication condition severe, resulting in worse anti-fatigue and anti-seizure performance. To deal with these issues, we made improvements on the additive formulation of fluid, such as the addition of an oil-film-forming polymer, chemical structure change of calcium detergents, and an increase of anti-wear additives including phosphorus and sulfur.

This paper presents a design method for continuous fiber composites in three-dimensional space with locally varying orientation distribution and their fabrication method. The design method is formulated based on topology optimization by augmented tensor field design variables. The fabrication method is based on Tailored Fiber Placement technology, whereby a CNC embroidery machine prepares the preform. The fiber path is generated from an optimized orientation distribution field. The preform is formed with vacuum-assisted resin transfer molding. The fabricated prototype weighs 120 g, a 70% weight reduction, achieving 3.5× mass-specific stiffness improvement.

Since the regulations of CO2 emissions have been tightened in each country recently, each automotive manufacturer has responded by bringing competitive technologies that maximize efficiency while promoting vehicle electrification such as xEV. Not only the efficiency, we need to meet or exceed occupant performance and comfort expectations. The climate control system expends a large amount of energy to keep a comfortable environment, having a significant impact on fuel consumption and EV driving range. Therefore, many manufacturers try to save energy and improve occupant comfort quickly by using not only the conventional convective heating by HVAC but also the conductive heating to heat the human body directly such as seat and steering wheel heater. In this study, a radiative heater, which is more efficient than a convective heating to warm anterior thigh and shin where a conductive heating cannot warm, was applied to vehicle.

This paper proposes a technology to reduce vehicle surge during towing that utilizes motors and shifting to help ensure comfort in a parallel HEV pickup truck. Hybridization is one way to reduce fuel consumption and help realize carbon neutrality. Parallel HEVs have advantages in the towing, hauling, and high-load operations often carried out by pickup trucks, compared to other HEV systems. Since the engine, motor, torque converter, and transmission are connected in series in a parallel HEV, vehicle surge may occur when the lockup clutch is engaged to enhance fuel efficiency, similar to conventional powertrains. Vehicle surge is a low-frequency vibration phenomenon. In general, the source is torque fluctuation caused by the engine and tires, with amplification provided by first-order torsional driveline resonance, power plant resonance, suspension resonance, and cabin resonance. This vibration is amplified more during towing.