Toyota Jidosha Kabushiki Kaisha

Denso Corporation

Naoyuki Kishimoto

Shuichi Iwata

Atsushi Honda

Hiroshi Yaguchi

Hirotsugu Yoshino

Fusahiro Tsukano

Motoki Tabuchi

Naoki Marukawa

Daisuke Tokozakura

Masaaki Katayama

Hironori Asaoka

Satoshi Tominaga

Tadashi Sekiguchi

Hiroyuki Amano

Yu Miyahara

Daisuke Okamoto

Fumiki Tanahashi

Shinsuke Aoyagi

Shingo Aijima

Tomoe Osada

Hirotaka Koyanagi

Syuhei Horita

Yoshihiro Miyamachi

A cooling system includes a first cooling passage in which a first cooling object is cooled by first coolant, a flow passage that supplies the first coolant to a second cooling object from the first cooling passage, a flow rate regulation mechanism that regulates a flow rate of the first coolant flowing in the first cooling passage, and a controller that controls the flow rate regulation mechanism. The controller controls the flow rate regulation mechanism so that the flow rate of the first coolant flowing in the first cooling passage is lower when temperature of the first cooling object is lower than temperature of the first coolant, than the flow rate when the temperature of the first cooling object is equal to or higher than the temperature of the first coolant.

Cooling system with flow rate regulation

An electric vehicle includes a rotating electrical machine; a motor case that accommodates the rotating electrical machine; a cooling mechanism that supplies oil to the rotating electrical machine and cools the rotating electrical machine; an inverter that drives the rotating electrical machine; and a connecting member that electrically connects the inverter and the rotating electrical machine, wherein the electric vehicle is of a structure in which the inverter is integrated with the motor case, the cooling mechanism includes a supply port provided inside the motor case at a position upward from the rotating electrical machine to discharge the oil to the connecting member, and the connecting member includes a portion provided inwardly in a radial direction from an outer periphery of the rotating electrical machine inside the motor case, at a position upward from a rotation center of the rotating electrical machine and downward from the supply port.

Electric vehicle with rotating electrical machine, motor case, inverter and cooling mechanism

A vehicle drive system includes: a case accommodating a first rotary electric machine and a second rotary electric machine that are arranged to have respective rotational axes parallel to each other and to be radially adjacent to each other; and a power control device configured to control the first rotary electric machine and the second rotary electric machine. The case includes a peripheral wall portion surrounding the first rotary electric machine and the second rotary electric machine, and the power control device is mounted in a mounting section provided on an outer peripheral surface of the peripheral wall portion. A lower part of the power control device is located in a space surrounded by a line connecting a first cross point, and a second cross point, the first rotary electric machine and the second rotary electric machine.

Vehicle drive system

Positive and negative power terminals protrude from a power terminal arrangement surface not facing a capacitor element. Positive and negative electrode bus bars gather with each other after at least one of them extends along a non-electrode surface of the capacitor element, and then run side by side in a bus bar parallel running section. The positive electrode bus bar runs in parallel with the negative electrode bus bar in the bus bar parallel running section, and then extends along the positive power terminal from the proximal end of the positive power terminal to the distal end thereof. The negative electrode bus bar runs in parallel with the positive electrode bus bar in the bus bar parallel running section, and then extends along the negative power terminal from the proximal end of the negative power terminal to the distal end thereof.

Power converter

A cooling system for a powertrain includes: a rotating electrical machine unit including a rotating electrical machine; and a power control unit configured to drive the rotating electrical machine. The cooling system includes: a radiator configured to cool a refrigerant; a refrigerant circulation circuit configured to supply the refrigerant flowing out from the radiator to a second cooled portion via a first cooled portion; a bypass flow path bypassing the second cooled portion; a flow control valve configured to adjust the ratio of a second refrigerant flow rate to a first refrigerant flow rate; and a control device configured to control the flow control valve. The control mode of the flow control valve includes a flow rate limiting mode in which the flow control valve is controlled to adjust the ratio such that the second refrigerant flow rate becomes less than the first refrigerant flow rate.

Control system

A vehicle driving device includes a case that accommodates therein a first rotary electric machine and a second rotary electric machine arranged with rotation axes thereof parallel to each other and radially adjacent to each other, and a power control device that controls electric power supplied to the first rotary electric machine and the second rotary electric machine. In the power control device, a control board, a power card and a cooler, a reactor and a capacitor, and a water jacket are disposed in order from top in a height direction.

Vehicle driving device

An automatic transmission includes a main transmission and an auxiliary transmission. The auxiliary transmission includes an auxiliary-transmission-side planetary gear mechanism, a first clutch, and a second clutch. The auxiliary-transmission-side planetary gear mechanism is provided between a pair of main-transmission-side planetary gear mechanisms, and a part of the auxiliary-transmission-side planetary gear mechanism is located within the main transmission. The first clutch fixes rotation of a sun gear of the auxiliary-transmission-side planetary gear mechanism. The second clutch connects a ring gear of the auxiliary-transmission-side planetary gear mechanism with the sun gear.

Automatic transmission

A front compartment is provided with an engine, an air cleaner, a radiator, a reservoir tank, a motor unit, an auxiliary battery, and an EFI-ECU. The engine, the reservoir tank, the motor unit and the EFI-ECU are aligned in a vehicle's width direction. The air cleaner and the auxiliary battery are also aligned in the vehicle's width direction. The air cleaner is located in front of the motor unit. The motor unit includes a power control unit and a transaxle. The air cleaner is located in front of the power control unit. The auxiliary battery is located diagonally forward to left of the motor unit.

Layout structure for front compartment of hybrid vehicle

An automatic transmission includes: a main transmission including a plurality of main transmission side planetary gear mechanisms; an auxiliary transmission having a rotation axis different from a rotation axis of the main transmission; and a low/high switching mechanism switching between a low mode and a high mode by engaging and disengaging an engaging device provided on the auxiliary transmission. Further, the low/high switching mechanism switches between the low mode and the high mode at a point where a gear ratio in the low mode coincides with a gear ratio in the high mode.

A transmission includes: a plurality of annular first engagement members; a fitting member having outer teeth spline-fitted to inner teeth of the first engagement members, the fitting member being configured to be rotatable around a predetermined rotation axis; a plurality of annular second engagement members configured to be engaged with the first engagement members; a lubricating oil supply portion configured to supply a lubricating oil to the fitting member; and a transmission case configured to accommodate the first engagement members, the fitting member, the second engagement members, and the lubricating oil supply portion. The lubricating oil supply portion is provided on an inner wall of the transmission case, and a discharge portion of the lubricating oil supply portion which ejects the lubricating oil is configured to eject the lubricating oil toward a portion where the first engagement members and the fitting member are spline-fitted to each other.

Transmission

A first valve is disposed in an oil passage through which the engaging pressure generated by a linear solenoid valve is supplied to A second brake. The first valve is closed when the second brake is released, so as to close the oil passage, and is opened when the second brake is engaged, so as to open the oil passage. A second valve is disposed in a lubricating oil passage through which lubricating oil is supplied to the second brake, and communicates with the linear solenoid valve. The second valve is opened when the engaging pressure is supplied from the linear solenoid valve, so as to open the lubricating oil passage, and is closed when no engaging pressure is generated by the linear solenoid valve.

Lubricating system for engagement mechanism

An automatic transmission includes a first engagement mechanism selectively engaging a first rotating member to a second rotating member, a second engagement mechanism selectively engaging the first rotating member to a third rotating member, and other engagement mechanisms. At least one of the first or second engagement mechanisms is a dog clutch. The automatic transmission sets intermediate, high and low speed stages by controlling the engagement mechanisms. The first engagement mechanism is kept engaged in shifting from the high speed stage to the intermediate speed stage. The second engagement mechanism is kept engaged in shifting from the low speed stage to the intermediate speed stage. When the automatic transmission sets the intermediate speed stage by controlling the other engagement mechanisms, a rotation speed of the rotating member that is coupled to the first rotating member by the dog clutch coincides with a rotation speed of the first rotating member.

Automatic transmission for vehicle

To prevent response delay and to damp torsional vibration transmitted to a power transmission route. A vibration damper includes a first route Rprovided with a coil springas an elastic member, and a second route Rprovided with a sun gearas an inertial body formed to be parallel as power transmission routes between an engineto a transmission, and by switching the first route Rand the second route Rby a first clutch Cand a second clutch C, switchover to a state in which an inertial torque acts on the power transmission route by the sun gearand a state in which the inertial torque is not generated is carried out.

Vibration damper

The present invention relates to a torsional vibration damping device in which a contact site with an inertial mass can be lubricated effectively while reducing resistance of the inertial mass to oscillate. The vibration damping device includes a rotary member that is rotated by a torque, and an inertial mass that is oscillated by torque pulses. The inertial mass is held in a chamber formed on the rotary member liquid-tightly together with lubrication oil while being allowed to be oscillated by torque pulses in the rotational direction of the rotary member. An amount of the lubrication oil is adjusted in a manner such that the inertial mass will not be brought into contact with an oil film of the lubrication oil centrifugally adhering to a radially outer section of an inner face of the chamber.

Growing community of inventors

Susono, Japan

Naoyuki Kishimoto