Toyota Jidosha Kabushiki Kaisha

Subaru Corporation

Hideki Kubonoya

Tadashi Fujiyoshi

Junichi Deguchi

Masato Kaigawa

Seiji Kuwahara

Masami Kondo

Kazuya Okumura

Shigeru Kamio

Naoki Nishimura

Yusuke Suzuki

Hideaki Komada

Akira Murakami

Atsushi Kamada

Hirofumi Ota

Daisuke Tokozakura

Hiroki Morita

Koji Sakaguchi

Hiroshi Ienaga

Toshiya Oishi

Satoshi Tominaga

Fumiki Tanahashi

Masaharu Tanaka

Naoto Moriya

Akira Hibino

Takuya Kodama

Toshihiro Fukumasu

Naruto Yamane

Kohei Dodo

Yusaku Kawaguchi

Junichi Murase

Keiji Hoshino

Akihiro Fujimoto

Yuki Iwama

Masamichi Iwama

An electrified vehicle disclosed in the present specification includes: a motor configured to rotate a drive wheel of the electrified vehicle; a sensor configured to detect a motor rotation number that is the number of rotations of the motor; and a control device configured to perform feedback control of the motor rotation number based on a value detected by the sensor. The control device is configured to perform during the feedback control a process of extracting a vibration component in a predetermined frequency band from the value detected by the sensor, a process of calculating an integrated value by integrating the extracted vibration component for a predetermined period, and a process of determining whether the calculated integrated value falls within a predetermined abnormal range.

Electrified vehicle

A braking control device of a vehicle in which a braking force generator is connected to a differential mechanism to which a plurality of wheels is connected, and a friction brake is provided for each of the wheels includes a controller configured to control braking forces of the braking force generator and the friction brake. The controller is configured to: detect the wheel having a tendency of locking in which a slip ratio is larger than a predetermined determination value in a state where the braking force is transmitted to each of the wheels from the braking force generator via the differential mechanism; and reduce the tendency of locking by changing the braking force of the friction brake that is provided for the other wheel connected to the differential mechanism.

Braking control device

Provided are a gear train and a vehicle installing the gear train. The gear train is configured to transmit power from a rotating electrical machine to a driving wheel through a differential and a drive shaft. The gear train includes a plurality of shafts on a plurality of axes lying different from each other and a plurality of gears that is disposed respectively on the plurality of shafts. At least one of the plurality of gears is an internal gear.

Gear train and vehicle installing gear train

A controller for a switched reluctance motor, which includes a rotor, a stator, and coils wound around the stator and which is mounted on a vehicle as a traveling drive source, the controller including: a control unit performing regenerative control to apply a positive voltage and a negative voltage to the coils so that a current value of the coils becomes a first target current value in a predetermined regenerative region. Further, when the battery charge state value is a predetermined value or more, the control unit reduces a section where a negative voltage is applied to the coils to be narrower than that in a case where a battery charge state value is less than the predetermined value.

Controller for switched reluctance motor

A control device of an electric vehicle includes: a target rotation speed calculation unit that calculates a target rotation speed of a drive wheel based on a vehicle body speed; and a slip control unit that detects a slip of the drive wheel when a wheel speed exceeds the target rotation speed of the drive wheel and that controls motor torque of the motor in such a manner that the wheel speed becomes an appropriate rotation speed in detection of the slip. Further, the slip control unit controls the motor torque by feedback control according to a difference between the rotation speed of the motor and the target rotation speed of the drive wheel in detection of the slip.

Control device of electric vehicle

An electric vehicle includes front-wheel electric motor and rear-wheel electric motor driving front and rear wheels, respectively; a control unit controlling driving of those electric motors. Further, one of the electric motors is a permanent-magnet motor and the other is a magnetless motor, a maximum output of the permanent-magnet motor is smaller than a maximum output of the magnetless motor, and the control unit includes: a first drive control unit configured to drive the permanent-magnet motor when vehicle speed is in a first vehicle-speed range; and a second drive control unit configured to drive only the magnetless motor when the vehicle speed is in a second vehicle speed range, vehicle speeds in the second vehicle speed range are greater than vehicle speeds in the first vehicle-speed range.

Electric vehicle

A controller for a switched reluctance motor is provided. The switched reluctance motor includes a rotor, a stator, and a coil wound on the stator. The switched reluctance motor is mounted on a vehicle as a drive source for propelling the vehicle. The controller includes an electronic control unit. The electronic control unit is configured to execute first control for exciting the coil at a first current value in a first exciting range. The electronic control unit is configured to, when the electronic control unit determines that the vehicle is not able to start moving even when the electronic control unit executes the first control, execute second control for exciting the coil at a second current value larger than the first current value in a second exciting range narrower than the first exciting range.

A heat exchange system for a vehicle including a battery, an electric motor, and a transmission system is provided. The heat exchange system includes a heat pump, and a heat exchanger. The heat pump is used for air conditioning. The heat pump includes an electric compressor that compresses a refrigerant. The electric compressor is configured to be driven with electric power from the battery. The heat exchanger is configured to exchange heat between the refrigerant and lubricating oil that lubricates the transmission system.

Heat exchange system for vehicle

A control system for a hybrid vehicle configured to generate a required power continuously even if a large power is required frequently. An operating mode of the hybrid vehicle is selected from HV mode and EV mode, and in the hybrid vehicle, a drive power established by generating maximum output power of the engine is smaller than a drive power established by supplying a maximum electric power to the motor from the electric storage device. A controller is configured to shift the operating mode from the EV mode to the HV mode when an SOC level of a battery falls below a threshold level, and to raise the threshold level when a required running condition in the electric vehicle mode is a condition that cannot be achieved by the engine without operating the motor given that the hybrid vehicle is propelled in the hybrid mode.

Control system for hybrid vehicle

A series hybrid drive unit that is downsized while improving power transmission efficiency. In the series hybrid drive unit, a generator is driven by an engine, and a motor is operated by electricity generated by the generator. Torque generated by the generator is delivered to drive wheels through a final reduction unit. An input member that is rotated by a torque of the engine, and that is arranged parallel to a rotational center axis Og of the generator. The generator and the motor are arranged parallel to each other while keeping a predetermined clearance, and the final reduction unit is arranged parallel to the motor. The input member and the generator are connected through a first wrapping transmission mechanism, and torque of the motor is transmitted to a final reduction unit through a second wrapping transmission mechanism.

Series hybrid drive unit

A shift controller for a vehicle includes a shift switching unit, a rotation restricting element, and an electronic control unit. The electronic control unit is configured to: acquire a count value corresponding to a degree of rotation of an actuator; set a rotational position of the actuator when the count value does not change by restricting rotation of the actuator using the rotation restricting element as a reference position of the actuator corresponding to the predetermined shift position; and interrupt setting the reference position of the actuator and restart setting the reference position of the actuator when the rotation of the actuator is restricted and a supply voltage to the actuator is equal to or lower than a predetermined first voltage determination value or a variation in the count value while the rotation of the actuator is restricted is equal to or greater than a predetermined value.

Shift controller for vehicle

A hydraulic control system includes a first oil passage, a first oil pump, a second oil passage, a second oil pump and a check valve. The first oil pump is disposed in the first oil passage. The second oil passage bypasses the first oil pump, includes an intake oil passage and a discharge oil passage, the intake oil passage and the first oil passage are connected to each other at a connection point, and the discharge oil passage includes an air vent hole. The second oil pump is disposed in the second oil passage, configured to take in oil from the intake passage, and configured to discharge the oil into the discharge oil passage. The check valve is provided between the connection point and the air vent hole, configured to restrict flow of the oil from the air vent hole toward the connection point via the second oil pump.

Hydraulic control system

A control apparatus for a shift-position changing mechanism that changes the shift positions of an automatic transmission mounted in a vehicle using a rotational force of an actuator based on a signal corresponding to the state of an operation member, including: a mechanism that generates a rotational force for moving the actuator toward a rotation stop positional-range corresponding to the shift position, based on a rotation stop position of the actuator; a detection unit that detects a rotation amount of the actuator; a control unit that controls the actuator based on the signal and the detected rotation amount; and a learning unit that learns the rotation stop positional-range corresponding to the shift position, based on an amount by which the actuator has been rotated since a control over the actuator executed by the control unit is stopped.

Control apparatus and method for shift-position changing mechanism

An ECU executes a program that includes the steps of i) calculating a sporty running counting SC based on a state of a vehicle according to an operation of a driver; ii) changing a condition for executing sporty running in which an upshift is inhibited when an accelerator is suddenly released and in which a downshift is promoted during sudden braking such that the condition is easier to satisfy and changing a condition for returning from sporty running so that it is more difficult to satisfy when the sporty running count SC is equal to or greater than a threshold value; and iii) changing the condition for executing sporty running so that it is more difficult to satisfy and changing the condition for returning from sporty running so that it is easier to satisfy when the sporty running count SC is not equal to or greater than the threshold value.

Control apparatus and control method of a vehicle, program for realizing that control method using a computer, and recording medium on which that program is recorded

A control apparatus of an internal combustion engine includes an idle torque calculating portion, a target torque setting portion, and a target throttle opening amount calculating portion. The idle torque calculating portion and the target throttle opening amount calculating portion calculate the idle torque and the target throttle opening amount when the internal combustion engine is in a non-idling state, respectively, using a common physical quantity relating to an operating state of the internal combustion engine.

Growing community of inventors

Toyota, Japan

Hideki Kubonoya