Denso Corporation

Toyota Jidosha Kabushiki Kaisha

Nippon Soken, Inc.

Hitoshi Noguchi

Hiroshi Okada

Yousuke Yamamoto

Yoshihiro Yamashita

Tomohiro Saito

Hiroyuki Usami

Kazutoshi Nishinakamura

Tomoaki Nakano

Kiyoshi Iwade

Kazuhisa Hara

Shuzo Oda

Shuhei Oe

Hiroki Ichinose

Hiroshi Nakamura

Rie Osaki

Hitoshi Uda

Yukihiro Tsukasaki

Kazuki Matsuo

Toshihisa Nakajima

Hikaru Kokumai

Shinjirou Shimizu

Yuka Sugiura

Toshikazu Mori

Hideki Kimura

A control apparatus for an internal combustion engine is provided which works to control an electric motor to start the engine through a belt transmission system. The control apparatus restricts rotation of the electric motor so as to keep a speed of the electric motor below a speed at which the electric motor is capable of producing a maximum torque until a given period of time passes since the electric motor is actuated to start in the motor mode. This enables the electric motor to generate the maximum torque when it is required to crank the engine.

Control apparatus for internal combustion engine

A power transmission system transmits power from an internal combustion engine to a first and a second auxiliary device through an endless transmitting member. Prior to issuing of an engine start request, the first auxiliary device is actuated to move a tensioner pulley to a given position to increase the degree of tension of the endless transmitting member. The actuation of the first auxiliary device as an engine starter upon the issuing of the engine start request, therefore, enables a drive shaft of the engine to be rotated immediately within a required time to crank the engine. This achieves a quick start of the engine and results in a decrease in amount of time between the issuing of the engine start request and the actual start of the engine.

Structure of power transmission apparatus

A power transmission system transmits power from a drive shaft of an internal combustion engine to a first and a second auxiliary device through a belt. An auto-tensioner extends or contracts to change the tension of the belt. A controller rotates the first auxiliary device in a reverse direction to loosen the belt to cause the auto-tensioner to extend to increase the tension of the belt and calculates a reversing timing when the drive shaft will be reversed as a result of increasing of the tension of the belt. The controller inhibits the tensioner body from contracting immediately before or when the reversing time is reached to keep the tension of the belt at an increased degree, thereby eliminating the slippage of the belt on each pulley without having to finely control the operation of the first auxiliary device when the internal combustion engine is started.

A first tubular shaft is placed on a radially outer side of a countershaft. A second tubular shaft is placed on a radially outer side of the first tubular shaft. A first driven gear is provided at one end portion of the first tubular shaft and is meshed with a first drive gear. A second driven gear is provided at one end portion of the second tubular shaft and is meshed with a second drive gear. A second secondary coupling portion is provided at the countershaft. A second primary coupling portion is provided at the other end portion of the first tubular shaft. The second primary coupling portion is engageable with the second secondary coupling portion. A third primary coupling portion is provided at the other end portion of the second tubular shaft. The third primary coupling portion is engageable with the second secondary coupling portion.

Drive force transmission apparatus

A vehicle driving system control apparatus includes a regeneration control section that performs a regeneration control when a vehicle is decelerated. In the regeneration control, the regeneration control section drives at least one of a first motor generator and a second motor generator with a power of an axle so as to charge a battery with an electric power generated with the at least one of the first motor generator and the second motor generator. The regeneration control section selects a mode of the regeneration control by controlling engagement and disengagement statuses of first to third clutches in correspondence with at least one of a target energy regeneration amount, a required brake torque and a vehicle speed.

Vehicle driving system control apparatus

A main shaft has a shaft cylindrical portion extending from an outer periphery of a large-diameter portion. A drum has a drum cylindrical portion extending from an outer periphery of a drum plate portion. An axial forward end of the drum cylindrical portion is arranged in an inside of the shaft cylindrical portion. A frictional engagement unit of a clutch is provided in an inside of the shaft cylindrical portion. A motor generator has a rotor, which is firmly fitted to outer walls of the large-diameter portion and the shaft cylindrical portion and rotatable relative to a stator. A working-oil supply passage is formed in an inside of an input shaft.

Power transmitting device

A vehicle driving system control apparatus includes a power transmission device and a power transmission control section. The power transmission device includes an engine input shaft, a motor input shaft, an output shaft, an engine-side gear mechanism transmitting a power of the engine input shaft to the output shaft, a motor-side gear mechanism transmitting a power of the motor input shaft to the output shaft, a first clutch enables and disables a power transmission between the engine input shaft and the motor input shaft, a second clutch enables and disables a power transmission between the motor-side gear mechanism and the output shaft, and a third clutch enables and disables a power transmission between the engine-side gear mechanism and the output shaft. The power transmission control section determines statuses of the clutches and required torques of motor generators in correspondence with a rotation speed of an axle.

A fuel property sensor is provided with three bypass passages and a measure passage. The measure passage is located inside of a closed loop which is comprised of common tangential lines of adjacent bypass passages and a part of profile line of each bypass passage in a cross section perpendicular to the measure passage. Even if the fuel property sensor is rotated around the axis of a fuel pipe in assembling the fuel property sensor to the fuel pipe, at least one of two bypass passages is always located above the measure passage in a vertical direction. Hence, bubbles included in the fuel are restricted from flowing into the measure passage. The fuel property sensor can detect the concentration of ethanol contained in the fuel with high accuracy.

Fuel property detector

Growing community of inventors

Handa, Japan

Hitoshi Noguchi