Toyota Jidosha Kabushiki Kaisha

Aisin Aw Co., Ltd.

Exedy Corporation

Naoki Itazu

Yoshinobu Nozaki

Toshiya Yamashita

Yoichi Nakashima

Koichi Okuda

Masaru Ebata

Yasunori Doman

Takashi Hori

Kazuyuki Noda

Yusuke Nakade

Yuhei Yoshioka

Satoshi Kasamai

Atsushi Kamada

Masaharu Tanaka

Hiroshi Fujita

Masaya Michishita

Shigeru Kimura

Naoya Okada

Toshihiro Fukumasu

Takayuki Teramoto

Shinichiro Ishikawa

Kazumi Endo

Yasunori Takeda

Shyusaku Kitamura

Atsushi Nakamura

Hiromitu Metugi

Yoshihiro Oishi

Kentaro Naruse

A drive apparatus is for a vehicle that includes left and right wheels. The drive apparatus includes: (a) a left-side gear transmission mechanism disposed between a left-side drive source and the left wheel; and (b) a right-side gear transmission mechanism disposed between a right-side drive source and the right wheel. Each of the left-side and right-side gear transmission mechanisms includes a plurality of rotary shafts and a plurality of gears. The left-side and right-side gear transmission mechanisms are the same as each other in terms of a number of the rotary shafts, a number of the gears and a positional relationship between the gears. Each of the gears of the left-side gear transmission mechanism and a corresponding one of the gears of the right-side gear transmission mechanism are identical with each other and disposed in the same attitude as each other.

Drive apparatus for vehicle

A power transmission device according to an aspect of the present disclosure includes a first drive unit having a first drive source, a first transmission connected to the first drive source and the driving force to be transmitted, a second drive source, and a second transmission connected to the second drive source and the driving force to be transmitted, and includes a second drive unit arranged in parallel with the first drive unit, and a frictional differential limiting element disposed between the first transmission and the second transmission and limiting a differential between the rotational drive of the first transmission and the rotational drive of the second transmission.

Power transmission device

A driving force transmitting device includes an axle housing and a transaxle main body. The axle housing includes a supporting body and two shafts extending in opposite directions from the supporting body. The supporting body has an internal space. The transaxle main body is supported by the supporting body. The axle housing further includes a first breather plug. The first breather plug is fixed to the supporting body and is configured to discharge a gas in the internal space to an outside. The transaxle main body includes a gear mechanism, a case that accommodates the gear mechanism, and a second breather plug. The gear mechanism is configured to transmit a driving force. The second breather plug is fixed to the case and is configured to discharge a gas in the case to the outside. The second breather plug is located in the internal space.

Driving force transmitting device and vehicle

A vehicle electric drive apparatus is provided with a single hydraulic pump and left-side and right-side drive units. The left-side drive unit includes a left-side electric motor and a left-side transmission mechanism. The right-side drive unit includes a right-side electric motor and a right-side transmission mechanism. One of rotary shafts of the left-side transmission mechanism and one of rotary shafts of the right-side transmission mechanism constitute a pair of pump-drive rotary shafts. The single hydraulic pump is connected to the pair of pump-drive rotary shafts through respective one-way clutches, and is to be driven by one of the pump-drive rotary shafts that is rotated at a speed higher than the other of the pump-drive rotary shafts, so as to output a hydraulic pressure.

Electric drive apparatus for vehicle

In a vehicular power transmitting system, a fixing portion of a brake retaining portion receives a reaction force from a reverse drive brake and is located in a portion of a circumference of the brake retaining portion, which is outside a predetermined circumferential portion close to the shifting shaft support portion and is defined by a pair of lines tangent to a circumference of the shifting shaft and parallel to a straight line connecting first and second axes and located on opposite sides of the straight line, as seen in a plane normal to the first axis, where a forward/reverse switching device including the reverse drive brake is disposed on the first axis, and a gear type transmission is disposed on the first axis and the second axis and an outer housing wall and a partition wall radially inwardly extending from the outer housing wall are provided.

Vehicular power transmitting system

A vehicular fluid power transmitting device includes a pump impeller, a turbine runner, a damper device, a set member, and a centering member. The pump impeller has a pump shell to which torque from a drive source is input. The damper device has a damper input member and a damper output member. The damper input member is connected to an output shaft of the drive source. The damper output member is connected to the pump shell. The set member is fixed to the pump shell, and is connected to the damper output member. Also, the centering member is provided protruding toward the pump shell from the output shaft of the drive source, and is fitted together with the damper input member.

Vehicular fluid power transmitting device

A vehicular fluid power transmitting device has a pump impeller, a turbine runner, damper device, an annular set member and a bearing assembly. The pump impeller has a pump shell. The damper device is provided between a drive source and the pump shell in an axial direction of an output shaft, and has a damper input member that is connected to the drive source, and a damper output member that is connected to the pump shell. The damper output member is connected to the annular set member that is fixed to the pump shell. The damper input member is relatively rotatably supported via the bearing assembly by the annular set member.

A vehicular fluid power transmitting device includes a pump impeller, a turbine runner, a damper device, and a ring-shaped annular set member. The pump shell has a rear shell and a front shell that is connected to the rear shell. Also, the ring-shaped annular set member connects the damper output member to the front shell and is fixed to the front shell. An intermediate position between a position of an outer radius of the front shell and a position of a radius of the cylindrical shaft is included in a width (W) of the annular set member in a radial direction of the annular set member.

A vehicle shift control device includes: a parking lock device selectively switched by driving of an electric motor between a lock position restraining rotation of wheels and a non-lock position not restraining the rotation of the wheels; and an electronic control device controlling the electric motor, the vehicle shift control device providing a parking lock switching control of selectively switching the parking lock device between the lock position and the non-locking position in an activated state of the electronic control device, wherein if the electronic control device is switched from the deactivated state to the activated state, the vehicle shift control device provides a wall abutment control of driving the parking lock device with the electric motor to a mechanical displacement end before starting the provision of the parking lock switching control, and if a temperature of the electric motor is lower than a predefined low-temperature determination value, the vehicle shift control device provides an electric motor heat generation control of energizing the electric motor without rotating the electric motor after the electronic control device is switched from a deactivated state to an activated state and before starting the provision of the wall abutment control.

Vehicle shift control device

A control device of a power transmission device includes a damper absorbing torsional vibration between a fluid transmission device with a lockup clutch and an engine, the power transmission device is disposed with a connecting/disconnecting device capable of connecting and interrupting power transmission on the downstream side of the fluid transmission device, the control device has a lockup engagement control means engaging the lockup clutch while the power transmission is interrupted by the connecting/disconnecting device in a predetermined engine rotation speed range lower than an idle rotation speed when the engine is started, the lockup engagement control means includes: a resonance due to frequency entrainment determination means determining whether a resonance due to frequency entrainment occurs that blocks an increase in an engine rotation speed NE depending on whether a predefined resonance determination time is exceeded by a required start time of the engine or an elapsed time until the engine rotation speed NE reaches a predetermined rotation speed; a lockup engagement means engaging the lockup clutch while the power transmission is interrupted by the connecting/disconnecting device when the resonance due to frequency entrainment determination means determines that the resonance due to frequency entrainment occurs.

Device for controlling power transmission apparatus

A breather device includes a main body that includes a breather chamber with an inner bottom surface; a first communicating portion provided at the main body; a second communicating portion provided at the main body and at a position above the first communicating portion in a vertical direction and away from the first communicating portion in a horizontal direction; and a downward gradient provided at the inner bottom surface of the breather chamber, the downward gradient guides the oil that has entered the breather chamber through the first communicating portion toward the first communicating portion.

Breather device of automatic transmission

An operating device () for a state-changing element that is an embodiment of the present invention includes a detent mechanism () for displacing and positioning displacement members () included in a state-changing element (), an actuator () for driving the detent mechanism (), and a control unit () that controls the actuator (). The control unit () includes an initial motion means (S) that, in a case of receiving a request to change the state of the state-changing element () and changing the position of a detent member (), drives an electric motor () and reduces play in the rotation direction that exists in the actuator (), and a management means (Sto S) that, when it has been determined that the play has been reduced, sets a value obtained by tacking on play in the rotation direction that exists in a coupling portion between a spindle () and an output shaft () to a rotation angle necessary for a position change of the detent member () corresponding to the request, as a target rotation angle of the electric motor ().

State-changing element operating device, range changing device for automatic transmission, and parking apparatus

A shift switching control device of a vehicle including a shift switching mechanism that electrically switches a shift position of an automatic transmission with activation of a step motor based on an operation signal indicative of an operating state of an operating device for switching a shift position of the automatic transmission, wherein if a first shift switching control is provided that is determined in advance as shift position switching control giving higher priority to higher output of the step motor rather than responsiveness of switching of a shift position, the shift switching control device of a vehicle drives the step motor in a one-two-phase excitation mode and sets a rotation speed of the step motor to a predetermined first rotation speed, and wherein if a second shift switching control is provided that is determined in advance as shift position switching control giving higher priority to responsiveness of switching of a shift position rather than higher output of the step motor, the shift switching control device of a vehicle drives the step motor in a one phase excitation mode or a two phase excitation mode and sets a rotation speed of the step motor to a predetermined second rotation speed higher than the first rotation speed.

Shift switching control device of vehicle

In a shift-by-wire gearshift control apparatus, even if a switching anomaly in which switching between forward and reverse gears is not possible has occurred, transmission of driving power to the output shaftcan be interrupted as quickly as possible. In the case of the occurrence of a switching anomaly in which switching from a forward gear stage to a reverse gear stage, or vice versa, is not possible, as a path for draining engaging hydraulic pressure supplied to a frictional engagement element (Cto C, B, B) involved in establishing the current gear stage, the hydraulic control circuitsecures an anomaly drain path (or) that is shorter than a normal drain path (or) secured by the hydraulic control circuitduring normal switching.

Shift-by-wire gearshift control apparatus

Providing a control apparatus for a vehicle having a parking lock devicewhich is placed in its released state with a hydraulic pressure generated by an oil pumpoperated by an engine, which control apparatus permits reduction of a risk of unintended releasing of the parking lock deviceupon occurrence of an operating failure of an ON-OFF switching valveor a switching valveof a hydraulic deviceprovided to supply the hydraulic pressure. Engine start restricting meansis configured to restrict starting of the enginewhen a component of the hydraulic deviceprovided to operate the parking lock devicehas an operating failure that causes the parking lock deviceto be held in its released state, as compared with the starting when the component does not have the operating failure, so that the engine start restricting meansreduces a risk of releasing of the parking lock devicedue to application of the hydraulic pressure from the hydraulic deviceto the parking lock device, which application would be caused by the starting of the engine

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Nagoya, Japan

Naoki Itazu