LS600hL / LS600h CHASSIS November 18 Lexus TMME Europe Presentation.

LS600hL / LS600h CHASSIS November 18 Lexus TMME Europe Presentation

L110F HYBRID TRANSMISSION
Overall L110F hybrid transmission mainly consists of the following components MG1 Power Split Device 2-stage Motor Speed Reduction Device MG2 Basic operation and construction are the same as L110 hybrid transmission on GS450h. The 2-stage motor speed reduction device changes the MG2 motive force and speed at Hi or Lo. The hydraulic control unit controls the 2-stage motor speed reduction device. Electric oil pump supplies hydraulic pressure when the engine is stopped. NOTE: Don’t disassemble the L110F transmission. It is an assembly parts with LF1A transfer. Electric Oil Pump Mechanical Oil Pump (driven by the engine) Hydraulic Control Unit Transfer (LF1A)

*1: These are tentative values. *2: Weight shows the figure with the engine oil and engine coolant fully filled. Specification TRANSMISSION TYPE L110F (LS600hL / LS600h) L110 (GS450H) MG1 Type Permanent Magnet Motor  Max. System Voltage AC 650 V Function Generator Starter Motor MG2 Max. Output [kW (HP] 165 kW (221 HP)*1 147 kW (197 HP) Max. Torque 300 Nm*1 275 Nm Reduction Ratio Lo 3.90 Hi 1.90 Generator (Regenerative Braking) Drive motor Oil Type ATF-WS Oil Capacity [Liters] 5.7 5.4 Cooling System SLLC Water-cooled ATF N.A. Service Weight*2 [kg ] 133 127

Gear Train Short Pinion Gear B1 B2 Planetary Carrier Engine Pinion Gear MG1 MG2 Planetary Carrier Output Shaft The gear train consists primarily of the MG1, MG2, power split device and 2-stage motor speed reduction device. Front Sun Gear Damper Long Pinion Gear Rear Sun Gear Sun Gear Ring Gear Ring Gear 2-stage Motor Speed Reduction Device Power Split Device

Gear Train B1 B2 MG2 Engine MG1 To Transfer 2-stage Motor Speed Reduction Device Front Sun Gear: B1 Rear Sun Gear: MG2 Planetary Carrier: Wheel Ring Gear: B2 Power Split Device Sun Gear: MG1 Planetary Carrier: Engine Ring Gear: Wheel

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 Train Short Pinion Gear POWER SPLIT DEVICE The power split device distributes the engine power as appropriate to directly drive the vehicle as well as the generator. Planetary Carrier (connected to the propeller shaft) Long Pinion Gear Rear Sun Gear (connected to the MG2) Pinion Gear Ring Gear (connected to the MG2 and output shaft) Front Sun Gear (connected to the No. 1 brake [B1]) Ring Gear (connected to the No. 2 brake [B2]) 2-stage motor speed reduction device reduces the MG2 speed in 2-stage. The mechanism is like a automatic transmission, using a Ravigneaux planetary gear set. GEAR NUMBER OF TEETH Ring Gear 78 Short Pinion Gear 28 Long Pinion Gear 20 Front Sun Gear 27 Rear Sun Gear 30 Sun Gear (connected to the MG1) Planetary Carrier (connected to the engine) GEAR NUMBER OF TEETH Ring Gear 78 Pinion Gear 22 Sun Gear 34

2-stage Motor Speed Reduction Device Realize high speed and high torque by compact MG2 NOTE: These are fundamental charts. Torque NORMAL DRIVING EXAMPLE Range of Lo Gear Drive (for high torque) Hi Gear Position Range of Hi Gear Drive (for high speed) By the adoption of 2-stage motor speed reduction device, high speed and high torque driving with compact MG2 is realized. Lo For -A 73.0 (45.3) 42.3 (26.3) 85.2 (52.9) 49.3 (30.6) For -W Vehicle Speed [km (mph)] Vehicle Speed

2-stage Motor Speed Reduction Device B1 and B2 Control HV ECU SHIFT POSITION B1 B2 P IG OFF  READY  R N D, S Lo Hi Linear Solenoid Valve B1 SL1 SL2 B1 and B2 control method is same as conventional automatic transmission. When switching gear ratio’s, both brakes should react simultaneous. To avoid shift shocks, the solenoid valves are controlled linear, thus building up pressure gradually. Control Valve B2 Line Pressure

2-stage Motor Speed Reduction Device Operation MG2 B1 B2 B1 B2 [Lo Gear] [Lo Gear Operation] B1: Not Operate B2: Operate (fix the ring gear) Reduction Ratio: 3.900 [Hi Gear Operation] B1: Operate (fix the front sun gear) B2: Not Operate Reduction Ratio: 1.900 MG2 B1 B2 B1 B2 [Hi Gear]

Nomographic Chart Power Split Device + - rpm, Torque MG1 2.294 1000 The data list will show + rpm’s on MG1 when rotating in the same direction as the engine. 1 2294 Sun Gear (MG1) Carrier (Engine) Ring Gear (Wheel)

Nomographic Chart 2-stage Motor Speed Reduction Device Lo Gear B2 B1 - + rpm, Torque MG2 B1 B2 1000 3.90 1 3900 Carrier (Wheel) Ring Gear (Lo) Front Sun Gear (Hi) Rear Sun Gear (MG2) Reduction Ratio:

Nomographic Chart 2-stage Motor Speed Reduction Device Hi Gear B2 B1 - + rpm, Torque MG2 B1 B2 1000 1.9 Since the ring gear has no function here, it is not indicated on the nomographic chart. The drive power comes from the rear sun gear over the satellites of the carrier to the locked front sun gear. The data list will show + rpm of MG2 when the vehicle is driving forward. Keeping in mind that the carrier in both gears is linked to the wheels, by locking or the ring or the front sun gear, two ratio’s are created. To complete the chart, the ring gear is added, will rotate but does not transmit any power. Being at a fixed vehicle speed (carrier speed) while changing gears, the speed of MG2 will change abrupt. To avoid shift shocks, B1 and B2 will gradually be applied to stop respectively front sun gear and ring gear from rotating. 1 1900 Carrier (Wheel) Ring Gear (Lo) Front Sun Gear (Hi) Rear Sun Gear (MG2) Reduction Ratio:

Nomographic Chart Total nomographic chart B2 B1 + - rpm, Torque - + rpm, Torque Linked Linking the power split gear device to the 2-stage motor speed reduction device, gives a total overview of the nomographic chart of the LS600hL/LS600h. Sun Gear (MG1) Carrier (Engine) Ring Gear (Wheel) Carrier (Wheel) Ring Gear (Lo) Front Sun Gear (Hi) Rear Sun Gear (MG2)

Power Split Device MG1 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 Engine Oil Pump Drive Gear Mechanical Oil Pump Mechanical Oil Pump Electric Oil Pump

Lubrication System Electric oil pump is controlled by the oil pump controller in accordance with the signal from HV ECU Motor Speed (Duty Signal) HV ECU Electric Oil Pump Oil Pump Controller OPM1 SIG OPST OPST Oil Pump State (Duty Signal) OHU OHV OHW TOPM U V W The oil pump controller controls the pump motor speed in accordance with the duty signal from HV ECU. 3 hall ICs are used as the motor position sensor. Coil Temp. Sensor Motor (3 Phase) Motor Position Sensor Oil Pump Controller

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 OIL PUMP STATE SIGNAL 2 2 2 1 1 1 The duty cycle itself contains than the information. 1: Motor State Info. 2: Motor Speed Info. HV ECU Duty Signal Oil Pump Controller

Lubrication System Electric oil pump Motor state information / motor speed information Low power supply Controller overheat 1 Controller overheat 2 1, Motor State Info. System malfunction System normal 5,000 2, Motor Speed Info. 4,000 Motor Speed (rpm) 3,000 Motor Stop 2,000 1,000 10 20 30 40 50 63 71 79 87 95 Motor State Signal to HV ECU (Duty: %)

Lubrication System Hydraulic circuit Both pumps are placed parallel with a check valve to avoid loss of pressure through the inoperative pump S1 Line Pressure To SL1 and SL2 Check Valve M Mechanical Oil Pump Electric Oil Pump

Lubrication System ATF cooler is used to increase cooling performance. Therefore, the transmission enables high output. Electric Oil Pump Radiator Oil Cooler Inlet Hose Oil Cooler Outlet Hose ATF Cooler

Solenoid Valve 3 solenoid valves are used LOWER VALVE BODY Solenoid Valve SL1 Solenoid Valve SL2 3 solenoid valves are used. Solenoid valve SL1 is a linear solenoid and controls B1 apply pressure. Solenoid valve SL2 is a linear solenoid and controls B2 apply pressure. Solenoid valve S1 is a 3-way solenoid valve and control line pressure High or Low. Solenoid Valve S1

ATF Pressure Switch 3 pressure switches are used to detect operation condition of hydraulic unit LOWER VALVE BODY 3 pressure switches are used to detect operation condition of hydraulic unit. ATF pressure switch 1 detects the B1 apply pressure. ATF pressure switch 2 detects the B2 apply pressure. ATF pressure switch 3 detects the pressure regulator valve apply pressure (= line pressure). ATF Pressure Switch 3 ATF Pressure Switch 1 ATF Pressure Switch 2

Sequential Shiftmatic System In the S range, 8 stages of engine braking force can be selected by operating the shift lever. REFERENCE 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. “S” Range S8 (D) S7 S1 S2 S3 S4 S5 S6 By operating the shift lever from the S range position to “+” or “-”, the driver can select the engine braking forces from 1 to 8. The lower the engine brake range position, the greater the engine braking force. Engine brake force at S8 range is same as the engine brake force at D range. -A S4 S5 S6 S7 Engine Braking Force Shift Range -W S4 S5 S6 S7 Strong 50 (31) 100 (62) 150 (93) 200 (124) Vehicle Speed [km/h (mph)] Low High Vehicle Speed

Confidential Sequential Shiftmatic System The engine brake force control WEEK ENGINE BRAKE FORCE STRONG ENGINE BRAKE FORCE Inverter Inverter Inverter Inverter Engine Engine MG1 MG2 MG1 MG2 [Confidential] The engine brake force is control by the regenerative brake force. And the all generated electricity is supplied to MG1, and MG1 drives the engine to consume the electricity. [When the strong engine brake is required] The large amount of electricity is generated to create strong regenerative brake force. Engine is operated at high speed by the the large amount of electricity. [When the week engine brake is required] The small amount of electricity is generated to create week regenerative brake force. Engine is operated at low speed by the the small amount of electricity. Fuel Cut Fuel Cut

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. ENGINE BRAKE RANGE POSITION LIMIT SPEED [km/h (mph)] S8 to 7S  S7 toS6 225 (139,0) S6 to S5 180 (111,8) S5 to S4 142 (88,2) S4 to S3 104 (64,6) S3 to S2 89 (55,3) S2 to S1 66 (41,0) [Shift Down Prohibition] Shift down operation is prohibited when the vehicle speed is higher than the specified vehicle speed. This function is used for safety. [Auto Shift Up Function] The shift range is automatically shift upped when the vehicle accelerates. 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 vehicle speed. At this time, the shift range indicator light will also switch.

Mode Select Switch Use the pattern select switch to select the driving mode that best suits the driving and road conditions MODE ACCELERATION CONTROL 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. Normal PWR Mode: Greater engine braking force from Hybrid (Normal) Mode or SNOW Mode Hybrid (Normal), SNOW Mode: Best balance PWR System Output SNOW Mode Select Switch Accelerator Pedal Opening Angle

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. Hybrid (Normal) Mode: Best balance PWR Mode: More active feeling SNOW Mode: Good controllability at slippery road Acceleration Normal / SNOW Vehicle Speed PWR Mode Select Switch Deceleration

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 L110F hybrid transmission is assembly supply parts. Therefore, do NOT disassemble the transmission. NOTE: L110F hybrid transmission is assembly supply part. Therefore, do NOT disassemble the transmission.

ATF Adjustment Procedure Outline of ATF adjustment procedure NOTE: New transmissions are already filled with transmission fluid. OUTLINE OF ATF ADJUSTMENT CASES ATF Replacement* 1. Drain and Refill the ATF ATF Leakage (Little bit) [Outline of ATF adjustment procedure] 1. Refill the ATF - Transmission Fluid Capacity: 5.7 Liters (6.0 US qts, 5.0 Imp. qts)] 2. ATF temperature check NOTE: ATF temperature is between 30 deg C [86 deg F] and 40 deg C [104 deg F] 3. Adjust the ATF level Notice: ***Removing of the overflow plug without engine running will flow out fluid. Follow the procedures for fluid refill and fluid level check to prevent accidental loss of fluid. 2. ATF temperature check Transmission is replaced Oil cooler hose is reinstalled 3. Adjust the ATF level *: Only for Australia and New Zealand models

ATF Adjustment Procedure Overflow plug: Adjusting ATF Oil cooler outlet hose: Refilling ATF Drain Plug: Draining ATF Front Oil Cooler Outlet Hose Overflow Plug Drain Plug

ATF Adjustment Procedure Refill ATF (ATF Replacement) 1. Drain and Refill the ATF 2. ATF temperature check 3. Adjust the ATF level Lifts the vehicle Drain the ATF Disconnect the oil cooler outlet hose and remove the overflow plug Fill up ATF from the oil cooler outlet hose until overflowing from the overflow plug hole Install the overflow plug Refill ATF from the refill hole* Connect the oil cooler outlet hose Lowering the vehicle [Refill the ATF] Note: This Step is needed only when the ATF is replaced. Lifts the vehicle (its level). Drain the ATF from drain hole, and install drain plug with a new gasket. Disconnect the oil cooler outlet hose and remove the overflow plug. Fill up ATF from the oil cooler outlet hose until overflowing from the overflow plug hole. Install and tighten the overflow plug. Refill ATF from the refill hole. (refer to the repair manual for the refill amount) Connect the oil cooler outlet hose. Lowering the vehicle. *: Refer to the repair manual for the refill amount

ATF Adjustment Procedure Fluid temp. check R N D S + - P 1.5 sec. or less D 1. Refill the ATF 2. ATF temperature check 3. Adjust the ATF level Connect TC, TS and CG of DLC3 Turn the power switch ON (READY ON state) Shift alternately the shift lever from N to D range N 6 sec. or more [ATF temperature check] 1. Connect SST to the terminals TC, TS and CG of DLC3 (SST No ). 2. Turn the power switch ON (READY ON state). 3. Shift alternately from N to D range position until “D” range indicator lights up. Note: “D” range indicator lights up for 2 seconds, when transfer to the ATF adjustment mode. 4. Shift to P range and disconnect the SST from terminal TC. 5. Warm-up the ATF until the “D” position indicator lights up. Note: “D” range indicator shows the ATF temp. condition. - OFF: Lower than the proper temp. - ON: Proper temp. (30 – 40 deg C [86 – 104 deg F]) - Blink: Higher than the proper temp. “D” Range Indicator Shift to P range and disconnect terminal TC Warm-up the ATF until the “D” range indicator lights up

ATF Adjustment Procedure Fluid level check 1. Refill the ATF 2. ATF temperature check 3. Adjust the ATF level Check that ATF is a proper temperature Lift up the vehicle with engine running 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 Install the overflow plug [Adjust the ATF level] NOTE: The ATF temperature must be between deg C [ deg F] to check the ATF level. 1. Check that ATF is a proper temperature (D range indicator ON: deg C [ deg F]). 2. Lift-up the vehicle with READY ON state. 3. Remove the overflow plug. - If ATF will overflows from overflow tube, wait until the overflow slows to a trickle and proceed to 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 overflow plug with a new gasket. Oil Pan Overflow Tube

SERVICE POINT (L110F HYBRID TRANSMISSION)
Removal of L110F Remove the Engine with L110F Separate the Engine and L110F Notice: The hybrid transmission is a high-voltage component. Use extreme caution during removal and installation. Disconnect the high-voltage cables of the hybrid transmission at the inverter assembly. To prevent foreign matter from entering the transmission, do NOT disconnect the cables at the hybrid transmission. Do NOT disassemble the L110F hybrid transmission. It is assembly supply parts. [Removal of L110F (outline)] 1. Remove the Engine with L110F transmission. 2. Separate the L110F hybrid transmission. Note: The removal procedure is basically the same as conventional vehicle. NOTICE: Do NOT disconnect the cables at the hybrid transmission.

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LS600hL / LS600h CHASSIS November 18 Lexus TMME Europe Presentation.

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