Aisin-warner Kabushiki Kaisha

Aisin Aw Co., Ltd.

Kabushikikaisha Equos Research

Aisin-warner K.k.

Aisin-warner Limited

Aisin Seiki Kabushiki Kaisha

Toyota Motor Corporation

Aisun Aw Co., Ltd.

Aisin-waker Kabushiki Kaisha

Mutsumi Kawamoto

Hidemitsu Inagaki

Nobuaki Miki

Shiro Sakakibara

Shuzo Moroto

Yoshinori Miyaishi

Satoru Tanaka

Hiroyuki Amano

Tsuyoshi Yoshida

Tatsuya Iwatsuki

Kozo Yamaguchi

Takenori Kano

Tsuneo Hida

Mitsugi Yamashita

Shigeo Tuzuki

Mitugu Yamashita

Yukihiro Minezawa

Minoru Toyoda

Robert W Wayman

Masahiro Hasebe

Yutaka Hotta

Shingo Hashimoto

Satoru Wakuta

Masahiko Ando

Koujiro Kuramochi

Koji Sumiya

Masao Kawai

Hiroyuki Tanaka

Susumu Kato

Shingo Sato

Toshihiro Shiimado

Hideki Aruga

Takeshi Yokoyama

Yoshihiro Yamada

Hiroyuki Kojima

Kazuhiko Shibata

Kazuya Iwatsuki

Yoshimi Ishihara

Nobuhiro Hosoi

A manufacturing method of a stator for manufacturing a stator by mounting a concentrated winding coil wound with a square wire conductor on each of a plurality of teeth in a stator core and welding end of the concentrated winding coil to corresponding end of another concentrated winding coil, characterized in that a first set of concentrated winding coils and a second set of concentrated winding coils are mounted on the teeth, and the welding of each end in the first set of concentrated winding coils and corresponding end in the second set of concentrated winding coils is started while a third set of concentrated winding coils is mounted on the teeth.

Manufacturing method of a stator

A transmission for a vehicle includes a main transmission (M) and a differential gear mechanism (). The main transmission has at least two rotating elements () each set to a different gear ratio, and the differential gear mechanism has at least three elements (). There are provided first input means (C-, C-) which selectively inputs an input rotation to two rotating elements of the main transmission, and second input means (, C-) which connects the two rotating elements to two elements () of the differential gear mechanism and inputs the input rotation to the other at least one element (). Since an intermediate gear ratio with respect to an individual gear ratio is generated by two rotating elements at a time of simultaneously transmitting power to two rotating elements, it is possible to increase the number of shift speeds.

Transmission for vehicle

A control system for control of a vehicle prime mover includes an operation mode selecting device for selecting an operation mode, an accelerator operator, an operation mode detector for detecting the selected operation mode, an accelerator sensor for detecting an accelerator operating amount, an accelerator instruction value calculator for setting an accelerator instruction value to 0 unconditionally when the non-travel mode is selected and determining the accelerator instruction value based on a difference between the accelerator operating amount and a zero point value when the travel mode is selected, and an instruction value output calculator for determining and outputting an instruction value to the prime mover. The accelerator instruction value calculator sets the zero point value corresponding to the accelerator operating amount when the operation mode is changed.

Prime mover control responsive to accelerator operation

A hybrid vehicle maintains its travel even if the motor driving system used therein suddenly encounters some problem in operation. The hybrid vehicle has an internal combustion engine and an electric motor with its output connected to an output axle. A clutch is provided to selectively connect the internal combustion engine to the output axle and a hydraulic power transmission is provided between the clutch and the internal combustion engine. A drive power share computer apportions the needed drive power between the engine and the motor. A detector is provided for detecting a malfunction of the motor. A first controller serves to release the clutch when the vehicle is running in a motor drive mode and a second controller effects engagement of the clutch and driving with the engine, even when the vehicle is a motor drive mode, when the detector detects a malfunction of the motor.

Hybrid vehicle

A clutch mechanism connecting and disconnecting an output shaft of an internal combustion engine and an input shaft of a transmission unit includes a first clutch assembly coupled to the input shaft of the transmission unit and a second clutch assembly coupled to an output shaft of the engine. A torque conduction member is provided between the first and second clutch assemblies for rotation relative to the two clutch assemblies. The torque conduction member has a first connecting surface for engaging the first clutch assembly and a second connecting surface for engaging the second clutch assembly. The contacting force at the first connecting surface is stronger than that at the second connecting surface, when a predetermined load is applied to the two connecting surfaces in succession.

Clutch mechanism

A power transmission system in a hybrid vehicle uses the power developed by an electric motor for directly rotating driving wheels, without power loss in a torque convertor connected to an engine. When the vehicle travels by the power of the engine, an input clutch 7 is engaged so that rotation of an engine output shaft 1a is transmitted to a two-gear shift device 9 via the torque convertor 6, the input clutch 7, and an intermediate shaft 21, whereby driving wheels 33a and 33b are driven by a differential unit 11. While powered by the electric motor, the input clutch 7 is released and the rotation of the electric motor 27 is preferably changed in the shift device 9 before being transmitted to the driving wheels 33a and 33b.

Power transmission system in a hybrid vehicle

A hybrid vehicle has an internal combustion engine, an electric motor, a transmission unit and driving wheels. The transmission unit includes a planetary gear unit and a one-way clutch, so that each output rotary speed of the internal combustion engine and the electric motor is changed. The planetary gear unit includes three elements: a ring gear, a sun gear and a carrier having at least one pinion. When the vehicle is in an under-drive cruising state, the first element of the planetary gear unit, which does not rotate, is connected to the output shaft of the internal combustion engine, the second element of the planetary gear unit, which rotates at a relatively high, speed, is connected to the output shaft of the electric motor, and the third element of the planetary gear unit, which rotates at relatively lower speed, is connected to the output shaft of the transmission unit. The one-way clutch is provided between the output shaft of the internal combustion engine and a case housing the transmission unit to allow the output shaft of the internal combustion engine to rotate in one direction only.

Hybrid vehicle powered by an internal combustion engine and an electric

A drive system for an electric vehicle includes a plurality of motors and reduction gearing, including planetary gearing, for power transmission from the motors to the wheels of the electric vehicle. The motors and the reduction gearing are coaxially arranged so that they can be mounted in axial alignment with and between the right-hand and left-hand wheels of the electric vehicle.

Drive system for electric car

A motor drive apparatus for an electric vehicle has a case attached to a vehicle body; an output axle which rotates relative to the case; an electric motor having a magneto stator secured to an inside wall of the case and a rotor which faces the magneto stator with a predetermined clearance and rotates relative to the case; and a planetary gear unit provided inside of the rotor and consisting of three components of a sun gear, a ring gear and a carrier. The electric motor speed is output from the output axle through the planetary gear unit.

Electrical motor drive apparatus with planetary gearing

A driving force controller for an electric motor vehicle which suppresses changes in behavior of a vehicle when a right or left driving wheel experiences trouble and detects vehicle conditions to independently control the driving force of each wheel so as not to deviate from a predetermined range. The driving force controller computes a driving force for each wheel in accordance to a demand value for driving force and a detected vehicle traveling condition to drive each wheel independently by electric motors. Motor drivers control the motors so that each motor generates power corresponding to the value of driving force computed therefor. A driving demand detector detects the value of driving force demanded for the vehicle and a vehicle condition detector detects a traveling condition of the vehicle. Wheel driving condition detectors detect conditions at the wheels. A computer computes the values of driving force to be provided at each wheel in accordance with the value of driving force demanded and the detected vehicle traveling conditions and corrects the values computed for individual wheel driving forces when a vehicle traveling condition or a wheel driving condition exceeds a predetermined range.

Driving force controller for electric motor vehicle

An electric motor vehicle having a plurality of motors mounted thereon as a driving force source includes a detector for detecting the vehicle speed; a detector for detecting the load applied to the wheels; a calculating device for selecting a detected value of either one of these detectors and for determining driving force command values for respective motors corresponding to the wheels on the basis of the detected value selected and driving force values required of the electric motor vehicle; and a controller for controlling the driving forces of the motors on the basis of the driving force command values of the calculating device.

Control of electric vehicle motors responsive to detected vehicle speed

A drive unit for an electric motor vehicle includes first and second electric motors having characteristics which achieve high efficiencies in different operational regions. A common motor shaft receives output torques from both of the first and second motors, which output torque are then transmitted to a drive wheel. Sensors are provided for sensing a travelling condition of the vehicle and the rotational speeds of the first and second motors. Request torque, i.e. that torque required for the travel of the vehicle, is determined in accordance with the detected travelling condition of the vehicle. The determined request torque is distributed to the first and second motors in accordance with the detected rotational speeds to govern the output torques of the first and second motors.

Drive unit for electric motor vehicle

A collision-preventing apparatus for an electric motor vehicle in which wheels are driven by electric motors and the electric motors are subjected to braking such as regenerative braking or dynamic braking. The apparatus includes an obstacle sensor and a control unit for processing detected information supplied from the obstacle sensor and for outputting a brake actuation signal when the result of processing indicates a set of conditions predetermined to be dangerous, so as to apply brakes to the electric motors.

Collision-preventing apparatus for electric motor vehicle

In a wheel supporting apparatus, a strut type suspension has an upper end supported by a vehicle frame and a lower end supported by the vehicle frame through a lower arm. The wheel supporting apparatus comprises a wheel supporting part provided at the lower end of the strut type suspension, and supporting the wheel to allow relative rotation to the strut type suspension. A center axis of the strut type suspension is disposed parallel to a rotation axis of the relative rotation of the wheel.

Wheel supporting apparatus

A wheel motor provided with a reduction gear includes a stator fixed to a casing, a hollow cylindrical rotor supported by the casing through a bearing, an output flange supported by the casing through a double row angular ball bearing and attached to a wheel, and reduction gearing having an input gear wheel supported by the rotor and an output gear wheel supported by the output flange and disposed in a hollow in the rotor. The rotor has a thin-wall edge portion and a second, opposing edge portion. The thin edge portion and the opposing edge portion form two axially spaced points at which the rotor is rotatably supported by ball bearings.

Wheel motor provided with a reduction gear

Growing community of inventors

Nagoya, Japan

Mutsumi Kawamoto