throbber
GLOBAL VIEWPOINTS
`
`est hardship. According to
`UNICEF, 50% of children
`under five are malnour-
`ished and 40% of female
`children do not attend
`school. The government's
`annual per capita invest-
`ment in health and educa-
`tion is approximately $14
`compared to, for example,
`$160 in South Korea. There
`are about 328 million
`people in India who fall be-
`low the poverty line, that is
`with income of less than
`$25 per month.
`The United Nations'
`Human Development In-
`dex ranks India 135th of the
`174 countries listed, well
`below Kenya, Ghana,
`Equatorial Guinea and just
`above Nigeria, Zambia,
`
`and the Republic of the
`Congo (Zaire).
`India has the fourth-larg-
`est foreign debt among sov-
`ereign nations ($93.2 bil-
`lion), with 9% inflation of
`consumer prices.
`India's
`per capita GDP is $340. The
`government spends $420
`million each year to pro-
`mote family planning, ac-
`cording to Secretary of
`Health and Family Welfare
`Y.N. Chaturvedi.
`A large percentage of the
`population is highly edu-
`cated and vocationally
`trained. There are 2 million
`engineers and scientists and
`approximately 50 million
`people with a secondary
`education. Universities are
`graduating more than the
`
`system can absorb and sup-
`port. The remaining popu-
`lation has very little educa-
`tion. India is projected to
`have the largest population
`of illiterates in the world by
`2000.
`Reforms in 1991 and
`1993 have set a new direc-
`tion for the country's for-
`merly closed economy,
`which had been marked by
`complacency. In the past
`few years, the economy has
`been improving with im-
`ports and exports up, finally
`enabling India to join the
`world economy.
`India's 40 million most
`affluent can purchase cars
`either with cash or through
`financing. About 500,000
`citizens are very wealthy by
`
`western standards. By 2000,
`an expanding segment of
`the population (forecast to
`reach 60 million) will be
`able to afford a new or used
`car. Most of the increases
`will come from those who
`currently drive motor-
`cycles, scooters, and mo-
`peds.
`India's vehicle market
`will become very competi-
`tive at a very fast pace. Ve-
`hicle production will place a
`strain on component sup-
`pliers with manufacturing
`plants in remote areas of the
`country. At issue will be the
`transport infrastructure for
`on-time deliveries.
`Raymond Champagne
`Interesting? Circle 159
`Not interesting? Circle 160
`
`Toyota Prius
`
`Toyota has christened its gasoline-electric hybrid car Prius,
`forthcoming frontal 40% offset impact at 56 km/h. Toyota
`taking the name from the company's 1995 Tokyo Motor
`subjected the Prius to its own draconian crash tests, including
`Show concept car. The Prius is said to be Japan's first, and
`a frontal 40% offset crash at 60 km/h, in which the car is said
`one of the world's first, series production internal-combus-
`to have performed extremely well.
`tion engine/electric motor-driven passenger cars. Prius,
`The Prius employs a parallel hybrid system, using both
`according to Toyota, means "pioneering" in Latin. The com-
`the internal combustion engine and electric motor for pro-
`pact four-seat sedan is priced at 2.15 million yen, about
`pulsion. Toyota, by the way, preceded the Prius with a
`$20,000, "Two One" signifying the coming century.
`series hybrid vehicle, an electrically driven mini bus whose
`The Prius is on a new platform, exclusive to the hybrid car
`gasoline engine is used to generate electricity and recharge
`at this time, though it will serve in other small cars. Likewise,
`the battery.
`the type 1NZ-FXE engine shares its basic architecture with
`The type 1NZ-FXE dual-overhead-camshaft, 16-
`the forthcoming replacement of the company's small engine
`valve, inline four-cylinder engine was purpose-de-
`family, the 4E series.
`signed for the hybrid application. It is an extremely
`compact unit, to be installed inline
`The four-door sedan measures 4275 mm
`with the electric motor and
`long, 1695 mm wide, and 1490 mm tall on a
`CVT. The aluminum 1.5-L
`2550-mm wheelbase, and its curb mass
`engine, placed trans-
`is 1515 kg. The Prius' unique styling
`versely, measures 560
`is a creation of Toyota's
`mm long, 595 mm
`CALTY design center in Cali-
`wide, and 680 mm tall,
`fornia. The car's all-steel,
`with a mass of 88.3 kg
`welded integral body
`inclusive of coolant,
`shell was designed to
`lubricant, and air
`Toyota's GOA (global
`cleaner.
`outstanding assess-
`ment) standards, and
`Both the cylinder
`meets the world's
`head and block are
`toughest crash re-
`die-cast in aluminum,
`quirements, includ-
`the latter with thin (2.0
`ing Japan's frontal
`mm) iron liners. The
`and side impacts at 50
`engine has a 75 mm
`km/h and Europe's
`bore to a long 84.7 mm
`
`four-seat sedan, measuring 4275 mm
`Toyota Prius is a compact
`1695 mm wide, and 1490 mm tall on a 2500-mm wheelbase.
`
`long,
`
`29 Automotive Engineering International/January 1998
`
`1 of 4
`
`FORD 1440
`
`

`

`GLOBAL V EWPO NTS
`
`stroke with a tight bore pitch of 83 mm, and a total displace-
`ment of 1496 cm3. An interesting feature is the adoption of an
`offset crankshaft, whose journal center is 12 mm off the bore
`center, to minimize the piston's side-thrust, for the sake of
`optimum efficiency. The forged crankshaft is fitted with four
`balance weights, attaining a 70% balancing ratio, and is
`supported by five main bearings whose size is 46 mm in
`diameter and 22 mm in width. The pin diameter is 34 mm
`and width 18 mm.
`A single-row, 8.0-mm-pitch roller chain drives dual over-
`head camshafts, a rare practice for Toyota, which seems to
`favor timing belts. Again this method is used for compact
`packaging. The camshaft acts on valves via inverted bucket
`tappets with inner clearance shims. The engine adopts WT-
`i, continuously variable intake valve timing ("i" is for intelli-
`gent, signifying electronic control, which alters the intake
`valve timing for a maximum value of 40° of crankshaft
`revolution). Valve timings are as follows:
`
`Intake valve opens* (deg)
`30 ATDC/10 BTDC
`120 ABDC/80 ABDC
`closes (deg)
`Exhaust valve opens (deg)
`32 BBDC
`2 ATDC
`closes (deg)
`* continuously variable valve timing
`
`The WT-i improves low- and mid-speed torque and fuel
`economy, and reduces exhaust emissions and minimizes
`powertrain vibrations during engine start-up (the vehicle
`normally moves off on electric power, and the engine comes
`in when accelerating).
`The engine operates in the Atkinson/Miller-cycle, em-
`ploying late intake valve closing, thereby obtaining a higher
`charge expansion ratio without resorting to an extraordinar-
`ily high virtual compression ratio, and reducing pumping
`loss. The combustion chamber shape conforms to Toyota's
`recent favorite, the angled squish area design. Valve diam-
`eters are 30.5 mm for intake and 25.5 mm for exhaust.
`The 1NZ-FXE produces 42.7 kW JIS net at 4000 rpm and a
`
`maximum torque of 102 N-m at 4000 rpm on a 13.5:1 compres-
`sion ratio, and is content with unleaded, regular grade gaso-
`line. The engine operates in a relatively narrow and opti-
`mally efficient band.
`The electric motor/regenerator is a permanent magnet,
`synchronous, ac, watercooled type rated at 30 kW at 940-2000
`rpm and 305 N•m peak torque produced at 0-940 rpm. The
`parallel hybrid system employs a separate generator, which
`supplies power to the propulsion motor that recharges the
`battery, and by modulating the amount of electricity gener-
`ated, controls the planetary-gear-type transaxle's continu-
`ously variable transmission function. Both the motor/regen-
`erator and the generator are of Toyota's own design and
`manufacture.
`The transaxle is essentially an electrically controlled CVT,
`by a clever use of a planetary geartrain, whose sun gear is
`connected to the generator, the planetary gear-carrier to the
`engine, and the ring gear to the motor/output shaft. It splits
`driving torque between the engine and motor, and also func-
`tions as a continuously variable transmission.
`The parallel Toyota Hybrid System (THS) operates as
`follows:
`System start: the engine is started. It automatically stops
`when coolant temperature reaches a preset level:
`Low-speed operation: where the engine's efficiency is low,
`it is stopped by fuel cutoff, and the vehicle is propelled by the
`electric motor. The battery supplies electricity.
`Normal operation: the engine's output is split to 1) drive
`the wheels via a torque-split system (CVT), and 2) drive the
`generator whose electricity is supplied via invertor to the
`motor which adds to vehicle propulsion
`High-load operation: as in full acceleration, the battery's
`electricity is added to the motor for increased torque output
`Deceleration: the motor is employed to regenerate electric-
`ity which is stored in the battery.
`
`Instrumentation is digital, in the center top of the
`instrument panel, below which is a multipurpose
`display.
`
`Display shows both the engine and electric motor
`driving the vehicle, with both the battery and generator
`feeding electricity to the motor. Another display
`shows fuel consumption and energy regeneration
`every five minutes, in 50 W•h units.
`
`30
`
`Automotive Engineering International/January 1998
`
`2 of 4
`
`FORD 1440
`
`

`

`
`
`Code generation for production controllers?
`
`Engineering Tools
`
`L:
`
`9
`
`See ETAS at the SAE Expo, booth 1611.
`
`malls-3:;
`
`3 of 4
`
`
`
`FORD 1440
`
`3 of 4
`
`FORD 1440
`
`

`

`The battery's charge level is monitored
`and maintained by bringing in the engine to
`recharge it. Further, the engine is called
`upon to drive the generator to recharge the
`battery, to drive the air conditioning com-
`pressor, and to raise coolant temperature to
`the operating level.
`The battery pack is a high-output nickel-
`hydride type, comprising 240 cells of 12 V
`each, obtaining a total voltage of 2880 V. A
`senior engineer sees a very long life with this
`battery type, not witnessing a single instance
`of failure during his team's long endurance
`test programs.
`The chassis employs front MacPherson
`strut suspension, and a variation of a twist-
`beam design at the rear. The latter is fitted
`with a triple-rubber-bushed toe-control link
`at each mount pivot to the body. A conven-
`tional twist-beam axle tends to assume a toe-
`out attitude when subjected to lateral force as
`in cornering or lane-change because of the
`attaching pivot bushings' elasticity. The toe-
`control links enable true lateral displacement
`of the axle, thereby assuring stability.
`Steering is by rack and pinion, and is elec-
`tronically controlled and electrically assisted
`with an electric motor acting on the pinion
`shaft.
`Front ventilated disc and rear drum brakes
`are combined with ABS and hydraulic servo
`assistance. The THS's regenerative braking
`effect is also incorporated in the total brake
`system. The Prius is fitted with 165/65R15
`tires on lightweight, cast aluminum wheels.
`The front seat belt system includes a pyro-
`technically activated pretensioner and force
`limiter. Dual SRS air bags are standard.
`The Prius' instrumentation is located at
`the top center of the instrument panel, and is
`a digital/graphic display. Additionally
`there is an LCD-color energy monitor in the
`central console, which shows the instanta-
`neous flow of energy within THS (which of
`the propulsion units is/are driving, is the
`battery being depleted or filled). The display
`may also show fuel/energy consumption/
`regeneration in 30 minutes at five-minute
`increments. An optional navigation/infor-
`mation system also uses this display.
`Toyota claims a Japanese 10/15-mode
`fuel consumption of 28 km/L, about 66 mpg,
`which halves consumption of a typical small
`gasoline engine car of comparable perfor-
`mance and size.
`
`Jack Yamaguchi
`Interesting? Circle 161
`Not interesting? Circle 162
`
`Prius' high-output nickel-hydride battery pack (top) is positioned
`between the rear seat and luggage compartment Below is the
`inverter unit, whose electronic elements are of Toyota s own design
`and manufacture, as is the motor regenerator.
`
`32
`
`Automotive Engineering International/January 1998
`
`4 of 4
`
`FORD 1440
`
`

This document is available on Docket Alarm but you must sign up to view it.


Or .

Accessing this document will incur an additional charge of $.

After purchase, you can access this document again without charge.

Accept $ Charge
throbber

Still Working On It

This document is taking longer than usual to download. This can happen if we need to contact the court directly to obtain the document and their servers are running slowly.

Give it another minute or two to complete, and then try the refresh button.

throbber

A few More Minutes ... Still Working

It can take up to 5 minutes for us to download a document if the court servers are running slowly.

Thank you for your continued patience.

This document could not be displayed.

We could not find this document within its docket. Please go back to the docket page and check the link. If that does not work, go back to the docket and refresh it to pull the newest information.

Your account does not support viewing this document.

You need a Paid Account to view this document. Click here to change your account type.

Your account does not support viewing this document.

Set your membership status to view this document.

With a Docket Alarm membership, you'll get a whole lot more, including:

  • Up-to-date information for this case.
  • Email alerts whenever there is an update.
  • Full text search for other cases.
  • Get email alerts whenever a new case matches your search.

Become a Member

One Moment Please

The filing “” is large (MB) and is being downloaded.

Please refresh this page in a few minutes to see if the filing has been downloaded. The filing will also be emailed to you when the download completes.

Your document is on its way!

If you do not receive the document in five minutes, contact support at support@docketalarm.com.

Sealed Document

We are unable to display this document, it may be under a court ordered seal.

If you have proper credentials to access the file, you may proceed directly to the court's system using your government issued username and password.


Access Government Site

We are redirecting you
to a mobile optimized page.





Document Unreadable or Corrupt

Refresh this Document
Go to the Docket

We are unable to display this document.

Refresh this Document
Go to the Docket