Toyota Jidosha Kabushiki Kaisha

Toyota Jidosha Kogyo Kabushiki Kaisha

Aisin Aw Co., Ltd.

Aisin-warner Kabushiki Kaisha

Kojiro Kuramochi

Shuji Nagano

Seitoku Kubo

Koichi Tanaka

Eiji Ichioka

Kinya Yoshii

Masafumi Kinoshita

Takeharu Koide

Hatsuo Nakao

Atsushi Tabata

Akiharu Abe

Ryoji Habuchi

Hiroshi Tsujii

Yutaka Taga

Hiroshi Ito

Kunio Morisawa

Atsushi Honda

Yuji Yasuda

Koji Sumiya

Yoshio Shindo

Tokuyuki Takahashi

Kazuaki Watanabe

Yasunari Nakamura

Yoshihiro Iijima

Hirofumi Nakada

Shogo Matsumoto

Teruo Akashi

Yasuki Nakagawa

Kiyoshi Ohnuma

Kiyoshi Onuma

Mikio Mori

Norihiro Kitamura

An engine start control system includes a starter and a motor generator capable of starting an engine. The engine start control system further includes a controller that determines the rotational resistance of the crankshaft based on cooling water temperature of the engine or viscosity of the engine oil, and then selects the starting mode of the engine by a starter motor and a motor generator based on the determination. Consequently, the startability of the engine is improved according to the state of the vehicle.

Engine start control system

A hybrid vehicle comprises: a first driving force source; a transmission for transmitting the torque of the first driving force source therethrough to wheels; a second driving force source; and a torque transmitting route interposed between the driving force source and the wheels for inputting the torque of the second driving force source. The hybrid vehicle further comprises a torque adding route for synthesizing the torque outputted from the transmission and the torque transmitted from the second driving force source, to output the synthesized torque to an output member.

Hybrid vehicle

A control device for restarting an engine is configured to engage a forward clutch of an automatic transmission quickly, with little shock and without involving a special cost for restarting the engine. When the engine is restarted, a way for supplying an oil is changed in accordance with a leaving amount of an oil from an oil passage with respect to the forward clutch of the automatic transmission or an oil temperature. A time for executing a quick pressure increase control and a control target pressure is changed in accordance with a leaving amount of the oil or the oil temperature. Further, the quick pressure increase control is started at a timing when an engine revolution (a rotational speed of an oil pump) is equal to or greater than a predetermined value.

Control device for restarting engine of vehicle

A hydraulic control system for an automatic transmission of multiple clutch type, in which a switchover valve (2 in FIG. 4) for switching-over clutch control pressures includes two spool valvules (4 and 6). When one of two clutches (C1 and C2) is supplied with the clutch control pressure and is held in engagement, the spool valvules (4 and 6) operate to cut off the supply of the clutch control pressure for the other clutch to-be-disengaged and to hold the engagement of one clutch to-be-engaged. Thus, even when the supply source (12 or 14) of the clutch control pressure has failed, the clutches (C1 and C2) are prevented from coming into multiple engagement.

Hydraulic control system for automatic transmission of multiple clutch

In an economy running mode, auxiliary machines are operated by a motor generator in a state where the engine is stopped so as to reduce electric power consumption. The motor generator, the engine and the auxiliary machines are connected through pulleys and belts. Moreover, a clutch is provided for switching enabling/disabling of power transmission between the motor generator and the engine. A battery is connected to the motor generator through an inverter. When the engine is stopped, the clutch is disengaged and the auxiliary machines are operated by the motor generator.

Power train system for a vehicle and method for operating same

An apparatus including motor/generator whose axis is spaced from and parallel to engine crankshaft, 3-elements type input and output mechanism disposed coaxially with the motor/generator and having first rotary element connected to the crankshaft, second rotary element connected to output shaft of the motor/generator, and third rotary element, and first and second one-way clutches associated with the input and output mechanism, which is arranged such that speed V1 of forward rotation of the first rotary element by engine is reduced when the second rotary element is rotated forward with the third rotary element held stationary. The motor/generator is operated to rotate the second rotary element to start the engine, with the first one-way clutch inhibiting the reverse rotation of the third rotary element, and as an electric generator, with the first one-way clutch allowing the forward rotation of the third rotary element while the three rotary elements are rotated as a unit under an action of the second one-way clutch.

Engine starting and electricity generating apparatus including

In a hydraulic control system for an automatic transmission of multiple clutch type for use in a motor vehicle, a shift valve which inverts the supply and cutoff of working oil for a hydraulic actuator serving to change-over gear shift stages is provided with a spool valvule and a clutch-oil-pressure supply port (as shown in FIG. 1). Even when a solenoid valve for controlling the shift valve has failed, a clutch oil pressure is supplied from the clutch-oil-pressure supply port so as to hold the switchover position of the spool valvule and to keep the gear shift stage already established. Thus, the hydraulic control system prevents an engine speed from rising or the motor vehicle from locking due to the failure of the solenoid valve.

A twin-clutch-type transmission, which has a general input shaft, a first clutch connected with a first clutch output shaft, a second clutch connected with a second clutch output shaft, a sub shaft, and a general output shaft disposed parallel to the first clutch output shaft and the second clutch output shaft, is improved to effectively use the space around the sub shaft. A first gear connected to the first clutch output shaft and a second gear connected to the sub shaft associatingly interlock the sub shaft and the first clutch output shaft while being meshed to each other. A fifth gear and a sixth gear disposed on the general output shaft are respectively meshed with the third gear and the fourth gear which are connected to the second clutch output shaft and selectively connected to the general output shaft with a first synchronizing device disposed on the general output shaft, and interlock the second clutch output shaft and the general output shaft in association with the third gear and the fourth gear. A seventh gear meshed with the fifth gear and a eighth gear meshed with the fourth gear disposed on the sub shaft interlock the sub shaft and the general output shaft by selectively connecting the seventh gear and the eighth gear themselves to the sub shaft by the second synchronizing device so as to complete the first forward speed gearing in addition to completing the reverse gearing.

Twin-clutch-type-transmission

A drive system for an electric motor vehicle, for transmitting a rotary motion of an electric motor to a drive wheel through a speed reducing device, the system including a clutch device clutch for connection and disconnection between the electric motor and the drive wheel, a shift lever having a drive position and a neutral position, and a clutch operating mechanism which operatively connects the shift lever and the clutch device such that the clutch device is placed in its connecting and disconnecting positions when the shift lever is operated to the drive and neutral positions, respectively.

Electric motorcar drive system having shift-lever operated clutch means

A driving-force regulating apparatus for an electric vehicle, including a first device which regulates, when the accelerator is operated, an output torque of the electric motor to a running torque corresponding to (A1) an operation amount of the accelerator and (A2) a rotation speed of the motor; a second device which regulates, when the vehicle satisfies a predetermined condition, the output torque of the electric motor to a creep torque corresponding to (B) one or more conditions of the vehicle; and a third device which regulates, when the accelerator is operated after termination of the creep torque regulation, the output torque of the motor to an after-creep torque corresponding to (B) the one or more conditions of the vehicle, (C1) an after-creep operation amount of the accelerator, and (C2) an after-creep rotation speed of the electric motor, the third device regulating the output torque of the motor such that the after-creep torque is different from a running torque to which the output torque of the motor is regulated in response to a same operation amount of the accelerator as the after-creep operation amount and a same rotation speed of the motor as the after-creep rotation speed.

Driving-force regulating apparatus for electric vehicle

A drive system for an electric motor vehicle, including a differential gear device including an input element connected to an electric motor and two output elements from which the motor power received by the input element is distributed to a first wheel drive member and an intermediate shaft which extends through a hollow output shaft of the motor and is connected to a second wheel drive member, wherein the first drive member and intermediate shaft have splined end portions which engage splined center bores of the two output elements of the differential gear device, and a stop member is provided on one of the two output members, so as to protrude into at least one of the first and second center bores, such that the end faces of the end portions of the first drive member and intermediate shafts are abuttable on the opposite ends of the stop member, whereby a transverse thrust force applied to the drive members is received by the stop member.

Electric motor vehicle drive system having differential gear device

A centrifugal hydraulic cancel mechanism for the rotating clutch in which a first cylindrical body and a second cylindrical body whose diameter is smaller than the first cylindrical body are set on a same central axis, frictional plates are attached to an inner surface of the first cylindrical body and an outer surface of the second cylindrical body, which transmit torque with their friction, a piston is arranged to move forward and backward to the frictional plates, a fluid chamber is formed on the opposite side of the piston in respect to the frictional plates, and a cancel chamber is formed at an opposite side to the fluid chamber in respect to the piston, where oil pressure can be supplied and discharged, comprises an auxiliary oil chamber formed closer to the central axis than the cancel chamber, and a fluid passageway connecting the cancel chamber and the auxiliary oil chamber.

Centrifugal hydraulic cancel mechanism for the rotating clutch

A method and an apparatus for controlling a 4-wheel drive system of a motor vehicle having front wheels and rear wheels and a power transmission. The 4-wheel drive system includes a differential control clutch having input and output elements which are rotatable relative to each other with a controlled amount of engagement therebetween, so as to control a ratio of distribution of a torque from the power transmission to front and rear wheels. When it is determined that the power transmission is commanded to be shifted from a first gear position to a second gear position whose speed ratio is different from that of the first gear position, the differential control clutch is temporarily placed in a fully disengaged position thereof for a predetermined time duration. With the clutch placed in the fully disengaged position upon each shifting operation of the transmission to the second gear position, the separated friction surfaces of the clutch may be lubricated to maintain high durability of the clutch.

Method and apparatus for controlling 4-wheel drive system for a motor

In a hydraulic control system for an automatic transmission for vehicles having a pump being driven by the engine of the vehicle for generating a pressure of pressurized fluid in the hydraulic control system, and a pressure regulator valve for regulating the pressure of pressurized fluid supplied from the pump in keeping with an input signal pressure varying in accordance with the cruising condition of the vehicle, a pressure relief valve is provided in the input fluid passage of the regulator valve for relieving the pressure when the input signal pressure exceeds a predetermined level.

Hydraulic pressure regulating system for a vehicle automatic transmission

An automatic transmission with overdrive, including: a torque converter; a torque converter housing; an oil pump; an overdrive gear mechanism; an overdrive case; an underdrive gear mechanism; a transmission case; and an oil pan. In this automatic transmission, the overdrive gear mechanism is positioned between the torque converter and the underdrive gear mechanism. An exhaust passage is positioned in a lower portion of the overdrive case in side-by-side relationship to an intake passage adapted to introduce oil from the oil pan to the oil pump. As a result, oil is circulated from the oil pump to the hydraulic control device, then to the underdrive gear mechanism and the overdrive gear mechanism and then to the oil pan back to the oil pump.

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Okazaki, Japan

Kojiro Kuramochi