Hitachi, Ltd.

Hitachi Car Engineering Co., Ltd.

Hitachi Automotive Engineering Co., Ltd.

Hitachi Cable, Inc.

Other

Hitachi, Ltd. and Hitachi Car Engineering Co., Ltd.

Hitachi, Ltd. and Hitachi Automotive Engineering Co., Ltd.

Masahiko Ibamoto

Hiroshi Kuroiwa

Toshimichi Minowa

Kazuhiko Sato

Hiroyuki Sakamoto

Yutaka Nishimura

Hiroshi Narita

Mitsuyoshi Okada

Ken'ichi Kawashima

Michimasa Horiuchi

Shigetoshi Okamatsu

Naoyuki Ozaki

Mitsuhiro Masuda

Takashi Tsuboi

Hideki Asano

Hisakatsu Kiwaki

Shinji Ohyama

Jinichi Toyama

Manabu Sato

Hiroshi Kimura

Yasuo Morooka

Satoshi Shimada

Shuji Eguchi

Masami Shida

Atsushi Kanke

Hiroatsu Tokuda

Seikichi Tanno

Nobuyoshi Tsuboi

Hiroshi Ohnishi

Shigeo Uno

Hiroaki Koyanagi

Junji Mukai

Noriaki Taketani

Shigeru Kuriyama

Susumu Sato

Kazuhiko Yamaguchi

Makoto Uchida

Hideaki Rokutan

Hiroyuki Minemura

Takashi Shiraishi

Katsumi Kondo

Takashi Okada

Hiroshi Sakamoto

Akira Endo

Masato Suzuki

Makoto Shioya

Tatsuya Ochi

Mitsuo Kayano

Tomiya Abe

Yoshiyuki Yoshida

Soshiro Kuzunuki

Junichi Ishii

Yoshishige Ohyama

Tatsuki Inuzuka

Yoshio Sato

Yasuhiro Gunji

Shotaro Naito

Masato Isogai

Masahiko Amano

Tokunosuke Tanamachi

Norifumi Miyamoto

Tomoyuki Hanyu

Mitsunari Kano

Keiichi Tokuyama

Kazuhiro Kuwabara

Hajime Yokota

Masahiro Takasaka

Masato Shimura

Takamasa Hori

Junichi Noda

Eiji Kozu

Yoshimitsu Onoda

Sadayuki Okada

Yuuetsu Takuma

Yukio Shimazaki

Genichi Matsumoto

Sigeru Kuriyama

Noboru Oouchi

Kiyoshi Nemoto

Hiroyuki Ohiwa

Takeshi Mizumura

A transmission system in a vehicle using a motor to transmit power assists acceleration by generating auxiliary engine power during acceleration in addition to gear changing by the motor. Where acceleration assistance is added, torque transition is conducted along a torque transmission route of dog clutch, second intermediate shaft, motor, first intermediate shaft, and gear position of first intermediate shaft before shifting so as to avoid the torque reduction in uncomfortable shocks and feelings to the driver due to torque reduction when shifting.

Control apparatus for an automatic transmission

In a shift system wherein the transfer of power is performed using a motor, the smaller the gear ratio difference is, the smaller can be made the motor output. However, the number of gears must be increased in order to reduce the gear ratio. As the number of gears increases, the problem of gear noise becomes more serious. It is necessary to prevent both an increase in the number of gears and an increase of the motor output. In a vehicular drive system according to the present invention, a shifting power unit is not merely provided between a first intermediate shaft and a second intermediate shaft of a shift system which has the two intermediate shafts, but one side of a shifting power unit is connected to a vehicle driving power unit, while an opposite side thereof is connected to a power transfer switching clutch so as to be connected to the first or the second intermediate shaft through a reduction mechanism, whereby the output of the shifting power unit is decreased while minimizing an increase in the number of gears.

Vehicular drive system and driving method

Vehicle control apparatus and method

An automatic transmission, wherein an electric motor is between a couple of clutch shafts of twin-clutch type automatic transmission. The torque and speed of the electric motor establishes a smooth and efficient gear shifting control, and enables a creep control, idling stop starting control, R-to-D, and D-to-R selecting control. As the friction control of the clutch is not performed, smooth gear shift work can be realized. The same control scheme allows creep control, idling stop starting control, R-to-D, and D-to-R selecting control to be enabled, which leads to such an effect that the life is extended without the clutch being worn away.

Automatic transmission, dynamo-electric machine, and car

To enable compactness by lowering the connecting force of dog clutch so as to decrease the energy consumption and reduce the size of a system. A method of changing gears of automobile which moves the dog clutch in the axial direction at the time of gear change, while applying weak periodic torque vibration between the gear of the dog clutch and change gear of the gear shifter, and disconnects the two gears and, after the gear of the dog clutch and change gear of the gear shifter have been disconnected, also moves the dog clutch in the axial direction, while applying weak periodic rotating speed vibration between the gear of the dog clutch and another change gear of the gear shifter, and connects the two gears.

Method of changing gears of an automobile, automotive gear shifter, controller for automotive gear shifter, and actuator controller for automotive gear shifter

An automotive shift change control system and automatic transmission system is provided to give passengers a comfortable feeling of shift changing or of driving. A transmission connects a vehicle-driving engine, an electrical rotary machine, and axles via a differential gearbox, transmits the power of the engine to the axles via the electrical rotary machine during a shift change, and conducts the shift change. The automotive shift change control unit that controls the change gear ratio of the transmission includes a driving force controller to control the driving force of the electrical rotary machine, a shift-changing speed controller to send a driving force command from the electrical rotary machine to the driving force controller, and a target shift-changing speed changeover device to output the target shift-changing speed that becomes a target value of the shift-changing speed controlled by the shift-changing speed controller.

Shift change control system and automatic transmission system of automobile

The object of the invention is to provide a less expensive active transmission control system for an automobile, capable of disconnecting an engine, without increasing the number of dog clutches. In an active shift transmission, a second intermediate shaft is provided between a transmission input shaft connected with an engine and a transmission output shaft, and the transmission ratio is determined by the product of gear ratios of two sets of transmission gears. Further, a differential gear box is connected between both intermediate shafts and a motor is connected to the third shat of this differential gear box, so that the engine torque is borne by the motor on a temporary basis, whereby active transmission is performed. When the transmission gear of the input shaft is released, the engine rotation loss at the time of regenerative braking can be eliminated by disconnecting the engine.

Active shift transmission, transmission control unit and automobile

The object of the invention is to provide a less expensive active transmission control system for an automobile, capable of disconnecting an engine, without increasing the number of dog clutches. In an active shift transmission, a second intermediate shaft is provided between a transmission input shaft connected with an engine and a transmission output shaft, and the transmission ratio is determined by the product of gear ratios of two sets of transmission gears. Further, a differential gear box is connected between both intermediate shafts and a motor is connected to the third shaft of this differential gear box, so that the engine torque is borne by the motor on a temporary basis, whereby active transmission is performed. When the transmission gear of the input shaft is released, the engine rotation loss at the time of regenerative braking can be eliminated by disconnecting the engine.

Method of changing gears of automobile, automotive gear shifter, controller for automotive gear shifter, and actuator controller for automotive gear shifter

In a control unit for an automobile power transmission apparatus which includes a gear-type transmission and several of the motors are controlled so as to suppress thrust or push-up on the torque of the output shaft of the transmission due to inertia torque or to suppress draw or pull-in on the output shaft.

Power transmission apparatus for automobile

An electric motor is inserted between clutch shafts of a twin-clutch type automatic transmission are controlled for the torque and speed of the electric motor, establishing a smooth and efficient gear shifting control as well for a creep control, idling stop starting control, and R-to-D, D-to-R selecting control being controlled. The pre-stage gear is released after the torque transfer is completed with the electric motor, and the clutch is exchanged after synchronizing the motor speed with the electric motor. As a single transmission can realize multiple functions, there is such an effect that the overall cost can be reduced relatively.

In a counter shaft type transmission equipped with a pair of transmission gear trains, the input shaft of the first gear train is connected with the engine and the second gear train is connected with the engine via a motor. The torque of the first gear train is briefly shifted onto the second gear train while a gear change in the first gear train is accomplished. By setting the gear ratio of the second gear train to a half-position of gear ratio of the first gear train, motor capacity and battery capacity can be reduced, reducing transmission cost. Further, with the motor, torque transfer becomes possible for both up-shift and down-shift and, since continuous ratios can be achieved, drivability of an automobile improves.

Automatic transmission system and automobile using the system

A transmission in which an electric motor is inserted between a couple of clutch shafts of a twin-clutch type automatic transmission with the torque and speed of the electric motor being controlled. The pre-stage gear is released after the torque transfer is completed with the electric motor, and the clutch is exchanged after synchronizing the motor speed with the electric motor. Friction control of the clutch is not performed.

Transmission control apparatus for an automatic transmission

The present invention provides a driving apparatus for a vehicle comprising an engine for providing a primary driving force to a driving shaft and an auxiliary power plant connected with the engine through a transmission the transmission comprising an input shaft for inputting the primary driving force from the engine and an output shaft connected to the input shaft for transmitting the primary driving force to the driving shaft wherein the auxiliary power plant provides a secondary driving force to the driving shaft during a shifting in speed.

Driving apparatus for a vehicle

Growing community of inventors

Hitachinaka, Japan

Masahiko Ibamoto