Toyota Jidosha Kabushiki Kaisha

Other

Aisin Aw Co., Ltd.

Nok-megulastik Co., Ltd.

Aisin Seiki Kabushiki Kaisha Kariya

Mitsuhiro Umeyama

Yuji Iwase

Hiroatsu Endo

Masaki Inui

Akira Murakami

Hisanori Nomoto

Kenichi Yamamoto

Nobuyuki Nagashima

Kaoru Wakahara

Hidehiro Oba

Hiroyuki Shioiri

Hiroshi Itoh

Kazumi Hoshiya

Makoto Funahashi

Eiji Ichioka

Kinya Yoshii

Takeharu Koide

Takashi Shimizu

Masanori Ohtake

Yutaka Taga

Mitsuhiro Nada

Kunio Morisawa

Masahiro Hasebe

Nobuyuki Kobayashi

Takeshi Inuzuka

Tatsuya Ozeki

Shigeo Tsuzuki

Kenji Omote

Kiyonori Kobayashi

Masakazu Kamiya

Koji Oshima

Mototaka Nakane

Yoshihiko Sasaki

Junji Kagiyama

Tomoe Osada

Katsuyuki Kobayashi

Hisao Ohtani

Masaki Hosono

Akira Kasamatsu

Katsumi Inoue

Tsuyoshi Sumi

Masayuki Kii

Hiroski Nimura

Masana Kato

Toshihiro Ohtake

Shinji Honoki

Toshihiro Ootake

Hiroaki Nimura

Masaru Kinoshita

Kenichi Kametaka

A first hydraulic pump and a second hydraulic pump are respectively mounted to both ends of a rotary shaft in an electric motor, whereby it is possible to drive both of the first hydraulic pump and the second hydraulic pump by one electric motor. Since the electric motor is driven and controlled so as to have any higher rotational speed among a rotational speed of the first hydraulic pump for obtaining an amount of working fluid required in a hydraulic control circuit for a power steering apparatus and a rotational speed of the second hydraulic pump for obtaining an amount of working fluid required in a hydraulic control circuit for a power train by a hydraulic pump drive controlling portion, it is possible to necessarily and sufficiently secure the working fluids respectively required in the power steering hydraulic control circuit and the power train hydraulic control circuit which are independent from each other, by a little electric power consumption.

Hydraulic control apparatus of vehicle and control method

A lubricating apparatus, for a friction engagement element that engages a rotatable member with a case includes a hub connected to the rotatable member, friction members disposed between the hub and the case, a hydraulic servo for engaging the friction members, and an oil passage for supplying lubricant from the case to the friction members. A discharge opening of the oil passage is formed at a position which is radially inward of the friction members and which is axially to a side of the friction members. The discharge opening is directed toward the friction members. A weir member for restricting escape of lubricant in the axial direction through a gap between the hub and the friction members is provided at the other axial side of the friction members. Therefore, the axial escape of lubricant exiting the friction members can be prevented by a non-contact leakage restriction that does not cause drag resistance. The radially outward stream of oil between the friction members is secured, and the friction members can be reliably cooled to remove heat generated by slip control of the friction engagement element.

Friction engagement element with lubrication

A control apparatus for controlling a hybrid automotive vehicle including an engine and an electric motor as drive power sources for driving the vehicle, and an electric generator operable by the engine to charge a battery while the vehicle is driven by the engine. The control apparatus includes a charging opportunity selecting device operable to determine whether the battery should be charged by the electric generator, on the basis of at least one of a required charging amount of electric energy with which the battery is charged and an energy conversion efficiency of said electric generator.

Hybrid vehicle control apparatus wherein battery is charged based on required charging amount and/or energy conversion efficiency of electric generator

A control apparatus for controlling an automotive vehicle having an internal combustion engine provided as one drive unit for driving the vehicle, a starter motor for starting the engine, a clutch device which is released to substantially disconnect a power transmitting path between the drive wheels and the engine, and another drive unit operatively connected to drive wheels, the control apparatus including a first engine-starting device for placing the clutch device in its released state and activating the starter motor to start the engine, when the vehicle is running in a running condition in which the engine cannot be started with a kinetic energy of the vehicle while the clutch device is placed in its engaged state, and a second engine-starting device for placing the clutch device in the engaged state, to start the engine with the vehicle kinetic energy, when the vehicle is running in a running condition in which the engine can be started with the kinetic energy with the clutch device held in the engaged state.

Apparatus for controlling vehicle drive units

A hydraulic control system for an automatic transmission, which has a frictional engagement unit adapted to be kept in a slipping state when in a predetermined speed changing state and in an applied state when in another gear ratio changing state; and a drain oil establishing member for establishing a drain oil when the frictional engagement unit is kept in the slipping state comprises a drain pressure switching mechanism for supplying the drain oil to the frictional face of the frictional engagement unit when the frictional engagement unit is kept in the slipping state.

Hydraulic control system for automatic transmissions

A hybrid drive system comprising: a torque amplify mechanism coupled to an output member of an internal combustion engine and an output member of an electric motor, as energized by an electric power to output a torque, for amplifying and outputting the torque, as outputted from the internal combustion engine, by controlling the torque of the electric motor; and a continuously variable transmission arranged between torque amplify mechanism and the output shaft for increasing/decreasing and outputting the torque inputted from the torque amplify mechanism. Further comprised is a forward/backward switching mechanism between the torque amplify mechanism and the output shaft for setting a forward state, in which the inputted motive power is unreversed and outputted, and a backward state in which the inputted motive power is reversed and outputted. As a result, the reverse run can be made only with the motive power outputted from the internal combustion engine.

Hybrid drive system

A control system for improving the fuel economy of a hybrid vehicle by evaluating a fuel to be consumed for a charging operation thereby to select a running mode. Specifically, a drive control system for a hybrid vehicle including an internal combustion engine, an electric motor and a battery device. The drive control system comprises: a first evaluator for evaluating the fuel consumption in the case assuming that the run with a demanded power is made by using the electric power reserved in the battery device, while including the fuel consumption at the time when the battery device is charged with the electric power; a second evaluator for evaluating the fuel consumption in the case assuming that the run with the demanded power is made by the motive power generated by burning the fuel in the internal combustion engine; and a motive power selector for selecting one of the run using the electric motor and the run using the internal combustion engine, on the basis of the evaluation results of the first evaluator and the second evaluator.

Drive control system for hybrid vehicles

Gear designing method, gear manufacturing method, and gear manufactured

A motor vehicle transmission system including frictional coupling devices disposed in series connection with respective gear trains between input and output shafts, a one-way clutch disposed in series connection with each of at least one of the gear trains except the smallest gear ratio gear train, for transmitting power from the input shaft to the output shaft, and a shift controller operable during forward running of the vehicle to operate the frictional coupling devices for simultaneous slipping or partial engagement of selected frictional coupling devices, particularly, upon and immediately after starting of the vehicle.

Vehicle transmission system capable of simultaneous slipping of

A transmission including composite planetary gears supported by a carrier such that the planetary gears are arranged around an axis of the carrier, each planetary gear consisting of a large and a small pinion which mesh with a first and a second gear, respectively, and which have a ratio Zp.sub.1 /Zp.sub.2 equal to an integer not smaller than 2, wherein Zp.sub.1 and Zp.sub.2 represent numbers of teeth of the large and small pinions, respectively. The transmission is assembled by assembling the common second gear and the carrier supporting the planetary gears, such that the small pinion of each composite planetary gear meshes with the common second gear, and assembling the common first gear and the carrier such that the large pinion of each planetary gear supported by the carrier meshes with the common first gear.

Transmission with integral large and small planetary gears, and method

A planetary gear device including a first gear, a second gear, a carrier, and composite planetary gears each having a large- and a small-diameter pinion that are formed integrally with each other and arranged in the axial direction. The composite planetary gears are mounted rotatably on respective pinion shafts such that the composite planetary gears are axially movable over predetermined distances due to axial plays, and the pinion shafts are supported by the carrier such that the pinion shafts are disposed around an axis of the carrier. The pinions of the composite planetary gears mesh with the first and second gears, respectively. Each of the first and second gears and the pinions consists of a helical gear whose teeth have a helix angle with respect to the axis. The large-diameter and small-diameter pinions have the same direction of helix and the same amount of lead.

Planetary gear device including planetary gears each having integrally

An idler mass member is provided inside or outside a torque transmittance path including a clutch for connecting and disconnecting an engine side and a transmission side having a synchromesh. The idler mass member is detached from a power train when the clutch is disengaged and is brought into contact or engagement with a driven side of the power train when or before the clutch is moved to be engaged. Due to the idler mass member, a peak torque generated in the driven side at a rushed start of an automobile is decreased.

Peak torque decreasing apparatus for an automobile power train

A torsional damper type flywheel device including drive side and driven side flywheels, a first spring mechanism connecting the drive side and driven side flywheels, a second spring mechanism which may include an air cushion spring, and a viscous damping mechanism arranged in series with the second spring mechanism. The series combination of the second spring mechanism and the viscous damping mechanism is arranged parallel to the first spring mechanism and connects the drive side and driven side flywheels. This flywheel device continuously changes its vibrational behavior between two characteristics due to the action of the viscous damping mechanism. Due to the vibrational behavior change, no notable resonance occurs when the rotational speed passes through the resonance speed of the flywheel device. Also, since a continuously sliding friction mechanism is not used, its speed variation and torque variation absorbing effect is greatly improved at the standard range of engine speeds.

Torional damper type flywheel device

A torsional damper type flywheel device includes drive side and driven side flywheels, a first spring mechanism connecting the drive side and driven side flywheels, a second spring mechanism which may include an air cushion spring, and a viscous damping mechanism arranged in series with the second spring mechanism. The series combination of the second spring mechanism and the viscous damping mechanism is arranged parallel to the first spring mechanism and connects the drive side and driven side flywheels. This flywheel device continuously changes its vibrational bahavior between two characteristics due to the action of the viscous damping mechanism. Due to the vibrational behavior change, no notable resonance occurs when the rotational speed passes through the resonance speed of the flywheel device. A continuously sliding friction mechanism is not used.

Torsional damper type flywheel device

A torsional damper type flywheel device including a drive side flywheel, a driven side flywheel rotatable relative to the drive side flywheel, at least one kind of spring mechanism connected between the drive side and driven side flywheels, and a friction mechanism arranged in series with the spring mechanism. An inertial plate is fastened to the drive side flywheel so as to construct one portion of the drive side flywheel so that a mass center of the drive side flywheel is shifted to an engine side to prevent the drive side flywheel from being deformed to an engine side when rotated at high speeds. Further, the engine side drive plate is bent at its radially intermediate portion so that a radially outer portion of the drive plate approaches the axial center of the drive side flywheel. As a result, an axial increase in width of the flywheel device due to the provision of the inertial plate is minimized. Further, a friction mechanism of the flywheel device is improved by integrally forming a thrust lining with a centering bushing and contacting only a radially outer portion of a cone spring with a thrust plate.

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Toyota, Japan

Mitsuhiro Umeyama