Nippondenso Co., Ltd.

Denso Corporation

Keiichiro Banzai

Katsutaro Iwaki

Kazumasa Mori

Yoshio Akita

Katsuya Muto

Katsumi Itoh

Akira Mase

Taro Asahi

Takayasu Nimura

Masahiro Seguchi

Hiroaki Kajiura

Kazuyoshi Obayashi

Tsuneyuki Egami

Seiji Hayashi

Katsuya Ishii

Takahisa Suzuki

Hiroya Tsuji

Shinji Kouda

Takeshi Sawada

Hajime Matsuhashi

Yousuke Setaka

Toshitaka Tanahashi

Shigeru Tanaka

Sumio Yanase

Toshiaki Hotta

Akihisa Kokubo

Sin Kusase

Kunio Iritani

Hidetoshi Kato

Hirohide Sato

Takeshi Sakai

Akira Fukushima

Shigenori Yoneda

Masaya Tanaka

Takeshi Sada

Nobuo Mayumi

Hiroshi Fujita

Koshi Torii

Yuichi Imani

Yasumasa Kaji

Akio Yasuda

Tatsuru Morioka

Toyoaki Kurita

Hideo Ishida

Masatoshi Togawa

Masato Hanai

Katsuo Sakurai

Yoshihiko Ooyama

Hiroshi Matsumae

Takayasu Minura

There is provided an alternating current generator comprising: a rotatably supported field rotor having a pair of opposed rotor pole cores, each being provided with P/2 claw poles wherein P is an even number, and a field winding wound on the rotor pole cores; an armature core located around the outer periphery of the field rotor and having axially extending 3nP slots wherein n is an integer more than one; n independent sets of three-phase windings, each being wound on the armature core by being inserted in the slots so that the n sets of three-phase windings are shifted from each other by electrical angle of &pgr;/(3n) radians; and three-phase rectifiers connected with the n sets of three-phase windings to rectify output voltages generated by the three-phase windings.

Alternating current generator having a plurality of independent three-phase windings

A rotary electric machine for a hybrid vehicle includes a rotor connected between a vehicle engine and a torque transmission mechanism at the back of the vehicle engine and a stator. The rotor includes an outer rotor portion having an inner surface electro-magnetically connected to the outer surface of the stator, an inner rotor portion having an outer surface electro-magnetically connected to the inner surface of the stator. The stator includes a stator core disposed between the inner rotor portion and the outer rotor portion and a multi-phase winding wound on the stator to be electro-magnetically connected with both the outer and inner rotor portions.

Rotary electric machine having a permanent magnet stator and permanent magnet rotor

First and second dynamo-electrical machines are provided. A first rotor forming the first dynamo-electrical machine together with a second rotor is connected to either one of a front driving shaft and rear driving shaft. A second rotor forming the second dynamo-electrical machine together with a stator is connected to another one of the front driving shaft and rear driving shaft. As a result, a torque generated by the first dynamo-electric machine is transmitted to either one of the front and rear driving shafts, connected to the first rotor. A torque which subtracts a reaction torque caused by the torque generated by the first dynamo-electric machine from a torque generated by the second dynamo-electric machine is transmitted to another one of the front and rear driving shafts, connected to the second rotor.

Driving apparatus for a vehicle

In an engine-motor hybrid vehicle, vehicle drive regions are divided into a plurality of groups specified by a plurality of operation state variables. A learning variable set for each drive region is updated according to an amount of a power state of an engine, when the vehicle is in a steady state running. The learning variable indicates a change in the power state amount with age. When an engine power demand value is determined, it is corrected by using the learning variable of a selected drive region to calculate a corrected engine power demand value compensating a change in the engine with age. In this manner, the engine power is controlled.

Engine-motor hybrid vehicle control apparatus and method having engine performance Lessening compensation

A cooling apparatus communicates through a communicating pipe with an inside space of an airtight casing in which a plurality of battery cells are hermetically held. The cooling apparatus and the inside space of the airtight casing are filled with high boiling point coolant. The coolant absorbs heat developed by the plurality of battery cells in the airtight casing so that it evaporates. The evaporated (gaseous) coolant rises toward the cooling apparatus and is condensed in the cooling apparatus. Then the condensed (liquid) coolant returns to around the battery cells by its self-weight. Accordingly, the battery cells are uniformly and efficiently cooled not to have variation in temperature therein.

Battery cooling system

In an air conditioning apparatus for a vehicle, a water/refrigerant heat exchanger is disposed at a refrigerant discharge side of a compressor of a refrigerant cycle, and a cooling unit for cooling a heat-generating unit with refrigerant having an intermediate pressure of the refrigerant cycle is disposed at a downstream refrigerant side of the water/refrigerant heat exchanger. The air conditioning apparatus includes an evaporator and a hot-water type heater core disposed in an air conditioning duct. In a cooling water circuit, an engine, a radiator and an electrical pump are disposed in addition to the water/refrigerant heat exchanger and the hot-water type heater core. Thus, refrigerant absorbs heat generated in the heat-generating unit, and is heat-exchanged with cooling water in the water/refrigerant heat exchanger after passing through the compressor. As a result, the heat-generating unit can be cooled sufficiently even when outside air temperature is high in the summer, and heating capacity can be effectively improved using heat generated from the heat-generating unit in the winter.

Air conditioning apparatus for vehicle

A gas-sparing vehicle is achieved by a control system for a hybrid vehicle equipped at least with: a hybrid engine which includes at least a first rotary electric unit for deciding the rpm of the engine and a second rotary electric unit for deciding the driving force of the vehicle and which has power converting means connected to the output shaft of the engine; and electricity storing means. In one embodiment, a hybrid controller 16 controls the drive of a first rotary electric unit 2000 according to a startup torque command value which is decided based on the rpm of an engine at the time of engine startup and which decreases as the rpm increases; it also determines that the complete explosion in an engine 1 has occurred when the startup torque command value falls below a predetermined complete explosion judgment value.

Controller for hybrid vehicle

A synchronous electric machine includes a stator having an armature winding, a rotor having axially laminated magnetic sheets and a field coil, a plurality of permanent magnets disposed in the rotor to form N-pole and S-pole on the outer circumference of the rotor, and ribs and pins magnetically bypassing the N-poles and S-poles of the permanent magnets. The pins also attach the laminated magnetic sheets together as a unit. The rotor has a plurality of axially extending holes on its circumference for accommodating permanent magnets.

Synchronous electric machine having auxiliary permanent magnet

A T-S converter is composed of a first rotor which has a first control coil, a second rotor and a stator which has a second control coil. The second rotor has a first magnetic field member (such as permanent magnets) which supplies the first control coil with magnetic field and a second magnetic field member (such as permanent magnets) which supplies the second control coil with magnetic field. The first and second control coils are energized to drive the second rotor to rotate at a set speed with a set torque according to vehicle running condition. The first and the second control coil are also energized to generate battery charging current when the vehicle speed is decreased and the second rotor is driven by the vehicle wheels.

System and method for driving electric vehicle

The waste heat from a heating part mounted on a vehicle is recovered and extracted by a refrigerant for gas injection so that the heating capacity at a low ambient temperature may be effectively improved while suppressing an increase in the power consumption. At the heating time, the refrigerant is circulated in a closed circuit composed of a compressor, an indoor heat exchanger, a pressure regulator and an outdoor heat exchanger, and the refrigerant, as condensed in the indoor heat exchanger, is regulated to an intermediate pressure by a pressure regulator and introduced into a heat exchanger. In this heat exchanger, the refrigerant extracts the heat from the heating part at the side of the vehicle so that it evaporates. The refrigerant thus having evaporated is introduced through an evaporation pressure regulating valve via a gas injection passage into a gas injection port of the compressor.

Vehicular air conditioning system for electric vehicles

A power source control apparatus for parallel and series hybrid vehicles is provided. The power source control apparatus determines a required torque of a power source consisting of a generator-motor and an internal combustion engine based on a parameter indicating an operational mode of the vehicle and interrupts fuel supply to the internal combustion engine in a cycle based on the required torque of the power source so as to minimize a fuel consumption. The power source control apparatus further determines a required torque of the generator-motor based on the required torque of the power source and an output torque of the internal combustion engine to switch an operation mode of the generator-motor between a generator mode and a motor mode so as to compensate for a variation in output of the internal combustion engine during the cyclic fuel cut control.

Power source control apparatus for hybrid vehicles

A generator is controlled by a controller to generate power sufficient to a battery quickly in addition to power which is required by a wheel-drive motor for a while after a car is started and until a battery charging ratio becomes higher than a first predetermined ratio, between 80% and 100% for example. When the battery charging ratio becomes higher than the first predetermined ratio, the generator is controlled to generate a regulated power which is obtained by adding a constant power to the mean value of the power required by the wheel-drive motor to prevent the battery from generating gases due to overcharging. When the battery-charging ratio further increases and becomes higher than a second predetermined ratio, 120% for example, the generator is controlled to generate less power than the requirement of the wheel-drive-motor.

Method and device for controlling generator for hybrid vehicle

A T-S converter is composed of a first rotor which has a first control coil, a second rotor and a stator which has a second control coil. The second rotor has a first magnetic field member (such as laminated sheets of ferromagnetic material) which supplies the first control coil with magnetic field and a second magnetic field member (such as laminated sheets of ferromagnetic material) which supplies the second control coil with magnetic field. The first and second control coils are energized to drive the second rotor to rotate at a set speed with a set torque according to vehicle running condition. The first and the second control coil are also energized to generate battery charging current when the vehicle speed is decreased and the second rotor is driven by the vehicle wheels.

System for driving electric vehicles

A battery charger includes a primary side circuit, a transformer, a secondary side circuit and a control circuit. The secondary side circuit includes a first output unit and a second output unit. The battery charges a main battery and an auxiliary battery. The first output unit, which is connected to a main battery, includes an integrated rectifier-converter and a smoothing circuit. The integrated rectifier-converter is formed using MOSFETs. When charging the auxiliary battery with power from the main battery, power from the main battery is converted by the integrated rectifier-converter to AC power which induces power in an output winding of a transformer connected to the auxiliary battery.

Battery charging system for electric vehicles

A drive apparatus for driving front and rear wheels of a motor vehicle, either the front and rear wheels being mechanically driven, through a power transmission mechanism, by a motive power generated by an engine of the motor vehicle and the other wheels being driven by hydraulic motors rotationally driven by a hydraulic pump. The drive apparatus limits driving forces of the other wheels, rotationally driven by the hydraulic motor, to be below a predetermined driving force and further detects occurrences of acceleration slips of the one wheels, rotationally driven through the power transmission mechanism, on the basis of speeds of the other wheels in which the driving force is limited to be below the predetermined driving force. The driving forces of the one wheels are adjusted in accordance with the acceleration slip detection result so as to suppress the occurrences of the acceleration slips. This arrangement can improve the travelling stability of the motor vehicle and the motive power on a low friction coefficient road surface without requiring a complex structure.

Four wheel drive vehicle with slip control system

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Toyota, Japan

Keiichiro Banzai