Toyota Jidosha Kabushiki Kaisha

Aisin Aw Co., Ltd.

Aisin Seiki Kabushiki Kaisha

Masataka Sugiyama

Hiroaki Kimura

Ryuji Ibaraki

Hideaki Komada

Masahiro Kojima

Tadashi Takemura

Tatsuya Ozeki

Hiroatsu Endo

Tomohiro Saeki

Hiroshi Hata

Masatoshi Adachi

Masaru Ebata

Hideto Watanabe

Akihiko Ikeda

Hiroki Kuwamoto

Takeshi Kuwahara

Tsutomu Sekine

Kenji Odaka

Takashi Shimizu

Akitaka Ichikawa

Yoshinori Morita

Kenji Asai

Kenji Tanabe

Hiromichi Kimura

Hiroshi Kato

Satoru Kasuya

Satoru Wakuta

Satoshi Nakagaito

Masatoshi Ito

Takeshi Kanayama

Masashi Kitou

Taku Harada

Haruo Isomura

Tomoaki Suzuki

Yoshimitsu Yokouchi

Hiroaki Suezaki

Takuya Kodama

Seigo Kano

Atomi Arakawa

Kazunori Sakai

Fumiaki Shigematsu

Koichi Kondo

Masamitsu Seno

Ryoki Ii

Satoshi Miyanaga

Yumi Iraha

Taku Sakai

Tomohisa Taga

In a power transmission device for a vehicle, comprising: a transaxle casing in which a motor and a voltage power line are housed; and a cover attached so as to close an opening of the transaxle casing, the cover includes a flange portion provided at an outer edge portion of the cover and connected to the opening of the transaxle casing, a bearing support portion for a bearing that supports a rotary shaft rotatably, and a cover wall provided between the flange portion and the bearing support portion, and a valve body is attached to the cover wall so as to be positioned at a portion of the cover wall at which a direct distance between the bearing support portion and the flange portion surrounding the bearing support portion is longest.

Power transmission device for vehicle

A parking lock mechanism comprises: a parking gear disposed on a power transmission member mechanically coupled to a drive wheel; and a parking pawl provided with a lock claw configured to mesh with the parking gear and switching between a lock state in which the lock claw is meshed with the parking gear and an unlock state in which meshing between the lock claw and the parking gear is released. In the mechanism, the lock claw includes a first end surface and a second end surface opposite to each other in a face width direction, the lock claw includes a tooth tip surface provided with a retreated portion at a corner on the second end surface side, and a position of a center of gravity of the parking pawl is on the second end surface side relative to a center plane in the face width direction of the lock claw.

Parking lock mechanism

In a power transmitting system of a vehicle including a differential gear device including a differential shaft; a first oil pump; a first oil strainer connected to the first oil pump; a second oil pump; a second oil strainer connected to the second oil pump; and a casing within which the engine drive shaft, the differential gear device, the first and second oil pumps, and the first and second oil strainers are accommodated, such that the engine drive shaft and the differential shaft of the differential gear device are spaced apart from each other in a longitudinal direction of the vehicle, the first and the second oil strainers are disposed between the engine drive shaft and the differential shaft of the differential gear device in the longitudinal direction of the vehicle, and are spaced apart from each other in an axial direction of the engine drive shaft.

Vehicular power transmitting system

A vehicle damper device may include: a first plate coupled to a crankshaft of the engine; a second plate coupled via an elastic body to the first plate; an inertia body coupled to the second plate; a support member coupled to the crankshaft along with the first plate; a bearing inserted between the support member and the inertia body; a third plate coupled to the inertia body; a fourth plate coupled to an input shaft of the power transmission device; and a torque limiter mechanism disposed between the third plate and the fourth plate, the torque limiter mechanism being disposed at a position on a radially inner side than the elastic body and not axially overlapping with the elastic body, the elastic body being a coil spring disposed in an outer circumferential portion of the first or second plate, and the elastic body being an arc-shaped arc spring.

Vehicle damper device

An engine and a motor are arranged on different rotational axes. A driven gear shaft is arranged to rotate about the rotational axis shared with a rotor shaft of the motor. The driven gear shaft is connected to the rotor shaft of the motor for power transmission. The rotor shaft is rotatably supported by a first bearing. The rotor shaft and the driven gear shaft are formed of different shafts. The driven gear shaft is configured to extend in a shaft direction toward the rotor shaft side. A second bearing is arranged in an extended portion. The output shaft is arranged to rotate about the rotational axis shared with the rotor shaft of the motor. The output shaft is connected to the rotor shaft for power transmission. The output shaft is connected to a drive wheel for power transmission.

Drive device for hybrid vehicle

A power transmission structure of a vehicle, which is provided with a first rotor, a second rotor, and a metallic cylinder. In this power transmission structure, the reduction shaft and the second rotor shaft receive reaction force from the cylindrical metallic member in radially opposite directions. The cylindrical metallic member is deformable elastically in a radial direction and press-fitted in a part where the reduction shaft and the second rotor shaft of a second electric motor overlap each other in the radial direction adjacent to a spline fitting part of the reduction shaft and the second rotor shaft. Therefore, misalignment between the axis of the reduction shaft and the axis of the second rotor shaft is restrained, and generation of tooth hitting sound is thus restrained. Since the cylindrical metallic member has high rigidity and is restrained from being deformed in a rotation direction, responsiveness of torque transmission is improved.

Power transmission structure of vehicle

In a positive torsion angle region in which a torque is transmitted from an engine side, a small hysteresis torque is generated at all times. Therefore, torsional vibrations of a small amplitude occurring during idle operation can be effectively attenuated by the small hysteresis torque, without switching to a large hysteresis torque, for example, during idle operation of the engine. As a result, the driver can be prevented from feeling uncomfortable due to switching to a large hysteresis torque during idle operation, and drivability can therefore be improved.

Damper device for vehicle

A damper apparatus according to an embodiment includes a pair of first plates, a second plate, an elastic member, a first friction material and a second friction material. The elastic member is configured to elastically deform in a circumferential direction of a rotation axis by a relative rotation between the pair of first plates and the second plate around the rotation axis. The first friction material is configured to generate a first friction torque in a case where the second plate rotates relative to the pair of first plates in a first direction from an initial state. The second friction material is configured to generate a second friction torque greater than the first friction torque in a case where the second plate rotates relative to the pair of first plates in a second direction which is opposite from the first direction from the initial state.

Damper apparatus

A first bearing device () rotatably supports a rotor shaft () of a motor (MG) on a driven gear () side in an axial direction of the rotor shaft (). A second bearing device () rotatably supports one () of a driven gear shaft () and an output shaft (). The one () of the driven gear shaft () and the output shaft () is arranged radially inward of the other () one of the driven gear shaft () and the output shaft (). A third bearing device () is arranged between an outer periphery of the one () of the driven gear shaft () and the output shaft () and an inner periphery of the rotor shaft () or an inner periphery of the other one () of the driven gear shaft () and the output shaft (). The third bearing device () rotatably supports the one () of the driven gear shaft () and the output shaft ().

A control apparatus for a hybrid vehicle drive system, which permits effective reduction of deterioration of the drivability of the hybrid vehicle. The control apparatus includes a drive mode switching portionconfigured to switch the hybrid vehicle drive system from a hybrid drive mode to a first EV drive mode if an electric energy amount stored in a battery is smaller than a predetermined threshold value &#x3b1; or if a vehicle drive force required to be generated by the hybrid vehicle drive system is smaller than a predetermined threshold value &#x3b2;, and to a second EV drive mode if the electric energy amount stored in the battery is equal to or larger than the threshold value &#x3b1; and if the drive force required to drive the hybrid vehicle is equal to or larger than the threshold value &#x3b2;, when the drive mode switching portion has determined that the hybrid vehicle drive system should be switched from the hybrid drive mode to the first or second EV drive mode.

Control apparatus for a hybrid vehicle drive system

A vehicular electric drive system includes: an electric motor operatively connected to drive wheels; a hydraulically operated clutch disposed in a power transmitting path between the electric motor and the drive wheels; a gear mechanism disposed between the hydraulically operated clutch and the drive wheels; a first chamber accommodating the electric motor and the hydraulically operated clutch; a second chamber accommodating the gear mechanism; a partition wall disposed so as to isolate the first chamber and the second chamber from each other; a connecting hole formed on the partition wall; an oil seal fitted in the connecting hole; an oil pump provided to deliver the oil required within the first chamber; and a splash type lubricating mechanism provided to supply the oil to the second chamber.

Vehicular electric drive apparatus

Providing a vehicle damper device enabling acquisition of hysteresis torque with a simple structure. When the stoppersandare actuated and the relative rotation is regulated between the platesand the disc plate, a slip occurs between the platesand the hub member. As a result, a friction force is generated between the platesand the hub member, and a hysteresis torque is generated based on this friction force. Since this configuration can be achieved by simply providing the plates, the clip, and the stoppers, the hysteresis torque can be acquired with a simple configuration without a significant design change.

A vehicular damper device interposed between an engine and an output shaft and provided with a dual-mass flywheel includes: a first inertial body in the form of a disk connected to a crankshaft of said engine and rotatable about an axis of said crankshaft; a torsional damping portion interposed between said first inertial body and said output shaft; a second inertial body in the form of a disk rotatable about said axis and having a smaller outside diameter than said first inertial body, said second inertial body cooperating with said first inertial body to constitute said dual-mass flywheel; and an elastic member interposed between said first inertial body and said second inertial body and operatively connecting said first and second inertial bodies such that said elastic member is elastically deformable according to an amount of relative rotation of the first and second inertial bodies.

Vehicular damper device

A vehicle damper device disposed between a power transmission member coupled to an output shaft of an engine and a power transmission shaft disposed concentrically and rotatably relative to the power transmission member, the vehicle damper device includes: an input-side rotating member to which power of the engine is input via the power transmission member; an output-side rotating member relatively non-rotatably coupled to the power transmission shaft to be concentric and rotatable relative to the input-side rotating member; a mass body disposed rotatably relative to the input-side rotating member; a first elastic member interposed between the input-side rotating member and the mass body; and a second elastic member interposed between the input-side rotating member and the output-side rotating member.

A torque fluctuation absorber, including: an output plate that is rotatably disposed; a first rotating plate disposed for movement in the direction of rotation of the output plate relatively from the output plate; a first elastic member engaged with the output plate and the first rotating plate and capable of transmitting the power applied to the first rotating plate to the output plate; a second elastic member to which the power from a power source is applied and capable of transmitting the power to the first rotating plate; and a power transmission control mechanism. The power transmission control mechanism is located radially outside the first elastic member about an axis of rotation. The second elastic member is spaced from the first elastic member and the power transmission control mechanism in the direction of the axis of rotation. The first elastic member and the second elastic member are arranged radially offset.

Torque fluctuation absorber

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Toyota, Japan

Masataka Sugiyama