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Smooth

■ High Environmental Performance: the engine simultaneously improves thermal efficiency and 　torque at the same time, which helps maximize the efficiency of the powertrain system by 　combining it with a multistage transmission with high efficiency ■ Excellent Driving Performance : Realization of a direct and smooth “as desired driving” experience Torque improvement throughout all ranges of engine condition where the customer is able to experience the attractiveness of driving on a daily basis Rhythmical and smooth acceleration with a multistage transmission, and high responsiveness in terms of gearshift control ■ With product technology innovation, Toyota plans to introduce 37 new variations of 19 models in the next five years until 2021

New powertrain contributes to fuel economy and driving performance significantly

Improve and maximize efficiency of powertrain systems (engines/transmissions/HV systems)

Lightweight, compact, low center of gravity, High speed combustion,

Increased gear steps and efficient transmission

Further technological breakthroughs for the future

Continuous evolution of component technologyResponding to product and localized needs

Completely enhanced performance of fundamental components

Enhance without changing the fundamentals

Future Adaptation

Components

D-4S, Supercharged, High ratio damper

Basic Frame

TNGA development concept

Environmental performance and Fun to Drive

Conventional vehicles

Fuel

eco

nom

y（

Nor

th A

mer

ica

Com

b. F

uel e

cono

my ）

Acceleration time (Contribution by powertrain)

Acceleration time (Contribution by powertrain)

(Con

trib

utio

n b

y p

ower

trai

n)Fu

el e

cono

my (J

C08

tes

t m

ode )

Con

trib

utio

n b

y p

ower

trai

n

H V

Dynamic Force Engine 2.5L　　　　&　　New THS Ⅱ

Dynamic Force Engine 2.5L　　　　&　Direct Shift-8AT

Current THSⅡ

Current powertrain

Reduced by 10%

Reduced by 12%

Imp

rove

d b

y 20

%Im

pro

ved

by

20%

Eng

ine

torq

ue

Engine speed

Most-efficient driving area

CVT

THS

Max. torque performance curve

AT

①最大熱効率向上①最大熱効率向上（深く）（深く）

①最大熱効率向上①最大熱効率向上（深く）（深く）

④高効率領域を使用④高効率領域を使用（ワイドギアレンジ化）（ワイドギアレンジ化）⑤高応答制御⑤高応答制御

③トルク向上③トルク向上④高効率領域を使用④高効率領域を使用（ワイドギアレンジ化）（ワイドギアレンジ化）⑤高応答制御⑤高応答制御

③トルク向上③トルク向上

①

②

Improved maximum thermal efficiency (deeper)

Expanded high fuel-efficiency area(wider)

③ Improved engine torque

④⑤ High response and control

Use of high efficiency area (wider gear range)

Toyota's New Powertrain Basedon the TNGA Concept

&Direct

Smooth

High-speed and flexible production

Promptly provide products to customers

Processing Tools (uniform)

Develop lines that can flexibly produce different models at high speed by Uniform processing and assembly standards

Accelerating global deployment with the standardization of process and facility specifications

Achieve increases in development efficiency while contributing to higher productivity

Introduce 37 new variations of 19 models⇒In 2021, 60% or more of vehicles sold* will feature the new powertrain components

Reducing CO2 emissions by 15% or more*(powertrain contribution as compared to 2015)

Compact

App. 40% reduction

New Engines

Medium

Large

a

b

c

6

4

・・・ ・・・

・・・×

PreviousEngines

A B

Production line

･EGR

･VVT-iE

･Valvematic

･D-4S

Concept of the new powertrain development

New powertrain production technology Introducing a million vehicles a year with the new powertrain

NR

ZR

AR

Toyota's New Powertrain Basedon the TNGA Concept

Previous Development

Standardized structural and elemental technologies Engine modularization

Consolidate and streamline engine types

Cylinder capacity

No. of cylinders

Development using TNGA

100％

80％

60％

40％

20％

0％

Japan, USA, Europe and China only

* In Japan, United States, Europe and China

‘16 ‘17 ‘18 ‘19 ‘20 ‘21

Others

Est

imat

ed s

ales

rat

e

&Direct

SmoothNew Inline 4 Cylinder

2.5L Direct Injection Gasoline Engine

Dynamic Force Engine

Current New

Torq

ue [N

m]

Engine speed [rpm]800

20

40

60

80

100

120

140

160

180

200

1200 1600 2000 2400 2800 3200

36 37

38

38

38

39

39

39

39

38

38

37 37

37

3636

36

34

32

29

2622 22 22 22

26 26 2629 29 2932

323234

3434

35%35%35%35%

35%35%

35%35%40%★40%★

○ Fuel economy (Thermal efficiency)/　 Performance

○ High response

・High speed combustion technology

　- Long stroke (Stroke/Bore≒1.2)　- Widen the angle between the intake and exhaust valve　- High efficiency intake port (Laser cladded valve seat)　- High Compression Ratio (Conv. 13, HV 14)　- High energy ignition coil　- New D-4S　- Multi-hole direct injector

･VVT-iE･Small-concave-profile camshaft･Compact HLA･High strength connecting rod･High response intake air control

○ Low emission･Fuel injection control (Multi-injection)･Cylinder heads with built-in EGR cooler function・New catalyst・Exhaust manifold layout change・Piston oil jet control

Key technologies / performance

High thermal efficiency(Low fuel consumtion) High performance

High responseEngine specifications

行程

New engine New engine for HV

Displacement(cc) 2,487 2,487

Bore x stroke (mm) Φ87.5x103.4 Φ87.5x103.4

Compression ratio 13 14

Injection system D-4S D-4S

Max. Power (kW/rpm) 151/6600 130/5700

250/4800 220/3600-5200

Emissions control

Max. Torque (Nm/rpm)

LEVⅢ(SULEV30) LEVⅢ(SULEV30)

0.5

time[sec]

0.1 New

Current

Gradual accelerationfrom 50km/h

250

230

210

190

170800

Torq

ue [N

m]

Acc

eler

atio

n [m

/s2]

1600 2400 3200 4000 4800 5600 6400 7200

160150140130120110

Engine speed [rpm]

Pow

er [k

W]

New

Current

■ Good engine response and high performance by compact design and light weight contribute to better vehicle driveability.

■ Both world-class top level maximum thermal efficiency and specific power realized by high speed combustion and variable control systems.

■ The basic engine structure has been completely redesigned in order to bring out the engine potential to the maximum.

・Variable cooling system

　- Motor driven water pump　- Electrical control thermostat

・Continuous variable-capacity oil pump・Low viscosity engine oil・Water jacket spacer

Accel-pedal On

&Direct

Smooth

detail of the holeInjector tip configuration

Dynamic Force Engine

Both strong tumble flow and high intake air volume are achieved by redesigning the stroke-bore ratio (Stroke/Bore≒1.2）, widening the angle of the valve and the high efficiency intake port with laser-cladded valve seat.

Multi-hole direct injector

Strong tumble flow and high perforce injector improved fuel air mixture, then high speed combustion was realized.

Continuous variable capacity oil pump -Trochoid type-

Controlling* oil flow rate under any engine running conditions contributes to the engine friction loss reduction.

*Changing the oil pressure in the control chamber can move the oil pressure adjusting ring, then make the oil flow rate change continuously.

Eng

ine

per

form

ance

ind

ex

Stroke/bore ratio

Straight intake port

Long stroke

Widen the angle betweenthe intake and exhaust valve

Intake port performance

Oil pressure control map (Image)

Eng

ine

load

rat

e[％

]

Engine speed[rpm]

100

80

60

40

20

01000

1000

2000 3000 4000 5000 6000

110kPa

110～170kPa

170～240kPa

240～300kPa 300kPa300kPa

Laser cladding manufacturing process

Laser beam

Laser oscillator

Seat material powder

BeadNozzle

Details of new technologies

High speed combustion technology

Out(oil)

In(oil)

Outerrotor

Control chamber

Maximum discharge position Minimun discharge positionOil pressure

adjusting ring

In(oil)

Out(oil)

1 1.2 1.4 1.6

DynamicForce Engine

2.5L

：Toyota：Competitors (Toyota data)

Tumble ratio

Flo

w c

o-e

ffic

ient

1 1.50.4

0.5

0.45

0.55

0.6

0.65

2.5 3.52 3

Top trend

Laser cladded valve seat

Angle approx. 41deg.

IN EX

Current spray shap

Cylinderbore wall

Tumbleflow

Side view

Top view

Spray picture

New Inline 4 Cylinder2.5L Direct Injection Gasoline Engine

World's first

World's first

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Smooth

(A)

(B)

New FF 8-speed Automatic Transmission

Direct Shift-8AT

Performance

Lightweight, compact size

UA80

従来AT

50%低減

Direct Shift-8ATUA80

Reduced by 40-55%

0 1000 2000 3000 4000 5000

100％

Plate(fixed)

Direct Shift-8AT

従来4AT

競合他社

多段化で要素増加⇒効率悪化

最新技術による磨き上げ

★Direct Shift-8AT

4.0 5.0 6.0 7.0 8.0 9.0

■ Top-level transmission efficiency contributes to higher fuel economy, compactness, 　lightweight, low center of gravity contributes to driving performance■ Lock-up range of the new 8-speed gear train is widened to realize direct response driving.

■High ratio damper

■Ultra compact flat torus

■Multi-disc lock-up clutch

High transmission efficiency, enhanced fuel economy

Achieved world-class top level transmission efficiency

Compact package design achieved with Multi-shift step and high peformance

Realization of a more responsive driving feeling which quickly reacts to driver’s acceleration operation

Tran

smis

sion

effi

cien

cyLo

st t

orq

ue

Usa

ge ra

tio o

f loc

k up

con

trol

in th

e fu

el e

cono

my

test

driv

ing

mod

e

Number of revolutions [rpm]

Acc

eler

ator

op

enin

gA

ccel

erat

ion

Time

Time

StationaryStationary Overtaking acceleration Deceleration

Gear relative width

Avoids vibration, shock, booming noise, and locks up from a low speed range

・Outer diameter(A) ▲30mm, Axial length(B) ▲16.7mm (from the current 6AT)

・Achieved both higher torque capacity and a more compact torque converter

・Improved response and controllability

Torque converter mechanism

LA#4 mode

Current 4AT

Lost torque was reduced by 50% with the optimization of friction plate segment shape in order to improve fluid drag force with a disengaged clutch.

Newly developed lock-up system enabled widening the area which car can drive while the clutch is locked-up

Increase component partsby adding speed of AT⇒ Cause lower Efficiency

Newly developedtechnology

Competitors

Current 6AT

Current 6AT

Direct and quick response

Driving with Direct shift 8AT

Driving with the current 6AT

Direct Shift-8AT

Gear train : -15mm

Total length: -5mm

Details of the new technologies

Low-loss torque friction plate High performance compact torque converter

Current 6AT

Current 6AT

Current 6AT

Improved by approx. 30%

Direct Shift-8AT

Direct Shift-8AT

Direct Shift-8AT

friction plate(revolutions)

transmission torque is lost by the drag resistance generated between the plate and the friction plate

drag torque is reduced by the separating effect between plate and the friction plate

separating plate from friction plate by controlling the oil flow

clutch drum(revoluting with friction plate)

drag resistance

&Direct

Smooth

New 10-speed gear train High performance compact torque converter

Direct Shift-10AT

Performance

Direct and quick response

Time

Eng

ine

spee

d

Acc

eler

ator

op

enin

g

vehicle speedMap of the lock up control range

Expanding the lock up control range

10AT size in comparison with the current 8AT

Comparison of elements which the gear train is composed ofNumbers of planetary gear set and friction engaging devices

Direct Shift-10AT

Direct Shift-10AT

Direct Shift-10AT

Direct Shift-10AT

2nd

2nd

3nd

3nd

4th 5th

4th

0.5

0.4

0.3

0.2

0.1

0

Tim

e(s

ec)

Direct Shift-10AT

Premium sport

Car A Car B Car C

0.22 0.230.35

0.40

Direct Shift-10AT

10AT 8AT 8AT9AT

Current 8AT Competitor A Competitor B

10 10 10 9

(A)

(B)Current 8AT

Time

Time

■ In addition to its high basic performance which is common with the Direct Shift-8AT, an exhilarating driving performance for FR premium car is pursued

■ Adopting a close-ratio transmission, and its world-class top gear change speed helps to ensure smooth driving

■ Directly responding to the driver's accelerator operation

Details of the new technologies

Pleasant gear shift rhythm World-class top speed gear change

Acc

eler

ator

op

enin

gA

ccel

erat

ion

StationaryStationary Overtaking acceleration Deceleration

Driving with Direct shift 10AT

Close-ratio transmission

Driving with the current 8AT

current 8AT

current 8AT

current 8AT

current 8AT

Close-ratio transmission creates a smooth and rhythmical gear change

Realization of a more responsive driving feeling which reacts quickly to the driver’s operation of the acceleration

Fastest and shock-free gear change

■High ratio damper

■Ultra compact flat torus

■Multiple clutch disc for lock-up

With the adoption of the dynamic damper which utilizes a mass of turbine runner, the lock-up range has been widened significantly

・Outer diameter(A) ▲12mm, Axial length(B) ▲20mm (from the current 8AT)

・Achieved both higher torque capacity and a more compact torque converter

・Improved response and controllability Torque converter structure

10-speed AT with minimum components⇒The same size with the current 8AT

Sophisticated technologies into compact size

New FR 10-speed Automatic Transmission

&Direct

SmoothNew Toyota Hybrid System Ⅱ

for 2.5L Dynamic Force Engine

THS　(2.5L Engine)

・Class-leading efficiency and performance due to high speed combustion technology.

・The new engine has a maximum thermal efficiency of 41% - the world’ s highest in a mass-produced gasoline engine.

・New low-loss components help reduce electrical loss by approximately 10%.

・The new PCU is smaller and lighter than before, which allows it to be placed directly above the transaxle.

・The motor features a new rolling-coil structure with fewer wires, and also uses a newly developed magnetic steel. A new parallel reduction gear format helps to reduce the loss in the transaxle.

・A new multi-axis structure for the MG1 and MG2 motors reduces the size and weight of the system.

Ⅱ

JC08

mod

e Fu

el e

cono

my

at J

C08

mod

e※ (k

m/L

)

※Improvement rate of the fuel economy and intermediate acceleration are based on the efficiency of the HV system (also includes the engine).

Intermediate acceleration for 40-70km/h※ (sec)

★

2.5-liter gasoline engine Lithium-ion and nickel-metal hydride batteries

Power Control Unit (PCU) Transaxle

■ With new hybrid system which is smaller, lighter, and loses less-energy than the previous system, as well as the new TNGA engine that features class-leading efficiency and high power output, high-level driving performance and fuel economy has been realized.

・The new lithium-ion and nickel-metal hydride batteries are both smaller and lighter than before, thus enabling installation under the rear seats.

The system in the figure is that of the Prius THSⅡ

Newly developed hybrid system

Current system 2.5L engine +THS Ⅱ

Reduced by 10%

Imp

rove

d b

y 20

%

&Direct

SmoothNew Transaxle

New Power Control Unit

THS　(2.5L Engine)Ⅱ

2-motor mechanical power split type

Synchronous AC

88kW (120ps)

202N･m (20.6kgf･m)

MG1 (the generator) adopts a concentrated winding structure.

MG1 and MG2 (motor) have a multi-axis configuration.

MG2 has a new parallel reduction gear format.

MG2 adopts a segment coil (SC) winding structure.

Transaxle

Motor

Maximum motor output

Maximum motor torque

NewCurrent

良

IGBT

New Power Control Unit

New Transaxle

Loss reduced by more than 20% Transaxle: length shortened by approx. 30mm

・ The motor features a new rolling-coil structure with fewer wires, and also uses a newly developed magnetic steel. A new parallel reduction gear format helps to reduce the loss in the transaxle.

・ The new PCU is 10% smaller, and 20% lighter than conventional model, which allows it to be placed directly above the transaxle.

・ A new multi-axis structure for the MG1 and MG2 motors reduces the size and weight of the system.

Control board

Layered cooler

Layered cooler

Insulation plate Heat sink

Power cards Power cards

Power stack (cooler and power cards)

Regular/ Stationary loss【W】

Low-loss power semiconductor components

・Double-sided cooling structure・2-in-1 power cards used・Compact control board

Sw

itchi

ng lo

ss【W】

New

Current

Reduction of loss by approx. 10%

compared to conventional model

&Direct

Smooth

THS　(2.5L Engine)

Lithium-ion battery Nickel-metal hydride battery

Ⅱ

Main specifications

※1 Registered trademark of Primearth EV Energy Co., Ltd.

バッテリー リチウムイオン

総電圧 259V 244.8V

容量 4.0Ah 6.5Ah

セル数量 70個 204個

Lithium-ion Hyper-Prime Nickel (※1)

Voltage 259V 244.8V

Capacity 4.0Ah 6.5Ah

Numbers of cells 70 204

Bat

tery

vo

lum

e (L

)

40.3

11% smaller than the previous model Relocation of HV-TNGA battery

3rd generation Prius 4th generation Prius

+110mm

-55mm

Larger luggage space(502 L (+56 L))

Figure is of the Prius HV40.0

38.0

36.0

34.0

32.0

30.0

New Battery (Lithium-ion , Nickel-metal Hydride)

・ The new lithium-ion and nickel-metal hydride batteries are both smaller and lighter than before, enabling installation under the rear seats.

・Compact structure realized by redesigning battery structure and cooling system

・Luggage space enlarged by relocating and making the battery more compact

NewCurrent

Battery

Reduced by 11%Reduced by 11%

&Direct

Smooth

■ Achieved outstanding starting acceleration performance and high response driving performance.■ Enhanced fuel economy during fast-speed driving by improving system efficiency as well as intermittent　engine stop which operates at a faster speed range than before.

Multi-stage THS　

Performance

Details of the new technologies

High driving power at the startwhich exceeds V8 5.0L engine

performance with V6 3.5L engine

Quick respondingacceleration

Smooth acceleration created with10-speed A/T simulated control

Ⅱ

Improved electrical path efficiency

By adopting the Multi-Stage Shift Device to THS,the engine is able to operate in a wider speed range

With the Multi-Stage Shift Device,both engine torque and MG torque are reinforced.

“Driving pleasure of HV”

“Refined fuel economy performance”

Fuel

eco

nom

y @

US

Com

b. [m

pg]

0-60mph acceleration [sec]

Multi-stage THSⅡ

Current HV engine operating range

Maximum outputspeed of engine

6000rpm

Maximum outputspeed of engine

6600rpm

7000

6000

5000

4000

3000

2000

1000

00 50 100 150 200 250

Vehicle speed [km/h]

4stage

Increase maxmumoutput speed of engine

0

1000

2000

3000

4000

5000

6000

7000

0 50 100 150 200 250

Engin

e Spe

ed [r

pm]

Current HV engine operating range

1stage2stage 3stage Multistage THSⅡ

Engine Motor

Multistage Shift Device

Current THSⅡ

Engine Motor

Reduction gear

Vehicle speed [km/h]time

Multi-stage THSⅡ

Dri

vep

ower

[kN

]

Vehicle speed [km/h]

Multi-stage THSⅡ(V6)

V6 vehicle

20

15

10

5

0 100 200

▲

V8 vehicle

Wide OpenThrottle

1st

2nd

3rd

4th

Acc

eler

atio

n [G

]

Eng

ine

spee

d [r

pm

]

Eng

ine

spee

d [r

pm

]

0.6

0.4

0.2

0

LS600 hCurrent THS

LS460Conventional 8AT

Accel-pedal On

200ms

Ele

ctri

cal p

ath

efic

ienc

y

Freq

uenc

y of

dri

ve

Input and output speed ratio

High power and high fuel economy is achieved at the same time

Current THS

City drive freq.

Highway drive freq.

World′s first

7000

6000

5000

4000

3000

2000

1000

00 20 40 60 80 100 120 140 160 180 200 220 240 260

★Multi-stage THSⅡ Target

Competitors

（Toyota data）

▲

better

better

New Multi Stage Hybrid System

1st 2nd 4th 5th 6th 7th 8th

9th

10th

3rd

CVT control area

&Direct

Smooth 　The PHV System

Prius PHV

ZR-FXE engine which achieved 40% of maximum thermal efficiency

Adopting a dual-motor drive system

Increased electric charger output

No need for dedicated construction of the battery recharging infrastructure

Adopting the quick charger

Contributes to fuel economy

EV driving range: target over 60km/hMaximum speed: 135km/h

Enhanced EV mode driving performanceunder low temperature

Improved output of boost converter: 1.8 times better than the previous model

Increased battery capacity: 2 times better

Adopting battery temperature rising system

Enhanced EV mode draing performance

Using both the motor and generator for driving power, powerful electric drive is possible

EV driving range increased by about double, while recharging time has increased by just about 1.5 times. (AC 200V)

No need for dedicated construction for the recharger as the AC 100V / 6A recharging system has been adopted.

80% recharging is possible within a short time (approx. 20 minutes)

Current

Motor

Generator

*1 JC08mode (Toyota's measurements)*2 Toyota's measurements on test course, and under other conditions

&Direct

Smooth

Prius PHV

On top of the conventional motor used for driving, a generator has been added as a motor to help achieve powerful EV-mode cruising performance

One-way clutch

Generator (MG1)Motor (MG2)

Motor (MG2)

During normal EV-mode cruising

Stops reverse engine rotation to implement normal direction rotation with no drag

Power control unit

The motor's torque

The generator's torque

Generator

Conventional Motor (MG2) output

Inner ring Pole

Outer ring (= engine axis) Spring

Str

ong

Low High

Wea

kD

rivin

g to

rque

Vehicle speed

Motor

Engine

Battery

Power control unit

Generator

Motor

Engine

Battery

During normal EV-mode cruising

Engine reverse direction rotation (lock)

Normal direction enginerotation

Stronger EV acceleration performance has been achieved

Generator (MG1) output

Motor (MG2) output

Generator(MG1)

The battery supplies electric power to the two motors

During normal EV-mode cruising One-way clutch

Output

One-way clutch

Dual Motor Drive System