Toyota Jidosha Kabushiki Kaisha

Aisin Aw Co., Ltd.

Aisin Seiki Kabushiki Kaisha

Aisin Ai Co., Ltd.

Takeharu Koide

Kinya Yoshii

Eiji Ichioka

Koichi Tanaka

Kojiro Kuramochi

Makoto Funahashi

Kan Sasaki

Mitsuhiro Umeyama

Yoshihiko Sasaki

Kenji Odaka

Takashi Shimizu

Keisuke Takimura

Mitsuhiro Nada

Masahiro Hasebe

Nobuaki Katayama

Hideaki Matsui

Fumitomo Tsuchiya

Eiji Orisaka

Akemi Okawa

Yosuke Hayashi

Akemi c/o Intellectual Property Department Okawa

A drive unit for a hybrid vehicle includes an engine mounted on a front portion of a vehicle, a motor mounted on the front portion of the vehicle, a transmission mounted on a rear portion of the vehicle, an auxiliary transmission connected to an output shaft of the engine and to an output shaft of the motor, and a connecting shaft connecting an output shaft of the auxiliary transmission to the transmission, wherein the motor is arranged to be closer to a rear portion of the auxiliary transmission than to a front portion of the auxiliary transmission in a front/rear direction of the vehicle and to be below the connecting shaft.

Drive unit for hybrid vehicle

A brake controlling apparatus for electric vehicles provided with a transmission between an electric motor and wheels. Regenerative brake control furnishes a regenerative braking force to the vehicle. A transmission control switches a stage of gear of the transmission the basis of driver operation. A friction brake control furnishes a friction braking force to the vehicle by controlling a friction brake. During gear shifting control, the regenerative brake control sets a regenerative torque essentially to zero, and the friction brake control supplements the regenerative braking force that was furnished to the vehicle prior to gear shifting control with the friction braking force. Therefore, there is no drop in deceleration during gear shifting control, even if the driver downshifts during regenerative braking. Smooth gear shifting is then possible.

Brake controlling apparatus for electric vehicle

A drive system for an electric vehicle, which can make the number of parts as small as possible and minimize the space for arranging the parts in a direction perpendicular to the axis. Between a motor acting as a prime mover and left and right output shafts, there are interposed toroidal type continuously variable transmissions which can individually control their gear ratios and their forces for thrusting power rollers. The RPMs and torques of left and right wheels can be individually controlled, and the differential rotation between the left and right wheels can be smoothly established by the continuously variable transmissions.

Toroidal drive system for electric vehicles

A hybrid drive system for a motor vehicle, including an engine operated by combustion of a fuel, a first motor/generator, a distributing mechanism for mechanically distributing an output of the engine to the first motor/generator and an output member, a second motor/generator whose rotary force is transferred to a power transmitting path between the output member and a drive wheel of the motor vehicle, and wherein an engine starting device is provided for operating the first motor/generator to crank the engine through the distributing mechanism, for thereby starting the engine.

Hybrid vehicle drive system having two motor/generator units and engine

An apparatus for controlling a mechanical parking lock device of an electric vehicle including an electric motor, the mechanical parking lock device including a parking lock gear rotated with a wheel of the vehicle, a parking lock pawl having a lock position for engagement of the lock pawl with the lock gear to lock the wheel, and an unlock position for releasing the lock pawl from the lock gear, and an engaging member mechanically linked with a shift lever, for engagement of the engaging member with the lock pawl to bring the pawl into the lock position upon operation of the shift lever to a parking position, and for permitting the lock pawl to be moved to the unlock position upon operation of the shift lever from the parking position to another position, the apparatus including a parking release intention determining device for determining an intention of a vehicle operator of operating the shift lever from the parking position to another position, and a parking release motor control device, which is operable upon determination of the operator's intention by the parking release intention determining device, for activating the electric motor so as to reduce a load of engagement between the lock gear and the lock pawl.

Electric vehicle parking lock device control apparatus, adapted to

A drive system for an electric motor vehicle, for transmitting a rotary motion of an electric motor to a drive wheel through a speed reducing device, the system including a clutch device clutch for connection and disconnection between the electric motor and the drive wheel, a shift lever having a drive position and a neutral position, and a clutch operating mechanism which operatively connects the shift lever and the clutch device such that the clutch device is placed in its connecting and disconnecting positions when the shift lever is operated to the drive and neutral positions, respectively.

Electric motorcar drive system having shift-lever operated clutch means

A motor vehicle power transmission system whose rotating elements are all stopped upon stopping of the vehicle, and which comprises a lubricating device including an oil sump for storing a lubricating oil and a mechanically operated oil pump which is driven by one of the rotating elements to deliver the pressurized lubricating oil to predetermined lubricating points such as bevel gears of a differential gear device. The lubricating device has a substantially fluid-tight enclosure in which the lubricating points are disposed and which stores, in a substantially fluid-tight manner, a mass of the lubricating oil delivered from the oil pump.

Vehicle power transmission having fluid-tight enclosure accommodating

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

A driving-force regulating apparatus for an electric vehicle, including a first device which regulates, when the accelerator is operated, an output torque of the electric motor to a running torque corresponding to (A1) an operation amount of the accelerator and (A2) a rotation speed of the motor; a second device which regulates, when the vehicle satisfies a predetermined condition, the output torque of the electric motor to a creep torque corresponding to (B) one or more conditions of the vehicle; and a third device which regulates, when the accelerator is operated after termination of the creep torque regulation, the output torque of the motor to an after-creep torque corresponding to (B) the one or more conditions of the vehicle, (C1) an after-creep operation amount of the accelerator, and (C2) an after-creep rotation speed of the electric motor, the third device regulating the output torque of the motor such that the after-creep torque is different from a running torque to which the output torque of the motor is regulated in response to a same operation amount of the accelerator as the after-creep operation amount and a same rotation speed of the motor as the after-creep rotation speed.

Driving-force regulating apparatus for electric vehicle

A drive system for an electric motor vehicle, including a differential gear device including an input element connected to an electric motor and two output elements from which the motor power received by the input element is distributed to a first wheel drive member and an intermediate shaft which extends through a hollow output shaft of the motor and is connected to a second wheel drive member, wherein the first drive member and intermediate shaft have splined end portions which engage splined center bores of the two output elements of the differential gear device, and a stop member is provided on one of the two output members, so as to protrude into at least one of the first and second center bores, such that the end faces of the end portions of the first drive member and intermediate shafts are abuttable on the opposite ends of the stop member, whereby a transverse thrust force applied to the drive members is received by the stop member.

Electric motor vehicle drive system having differential gear device

A power transfer device for four-wheel drive includes a center differential of the bevel gear type arranged to split the driving torque from a power transmission into two torque delivery paths respectively for front-wheel drive and rear-wheel drive, a front-drive differential of the bevel gear type arranged coaxially with the center differential at one side thereof to transfer the split driving torque from a side gear of the center differential to front-wheel axles, an output gear for rear-wheel drive arranged coaxially with the center differential at the other side thereof to transfer the split driving torque from another side gear of the center differential to rear-wheel axles, and a limited-slip differential in the form of a viscous coupling assembled with a mounting case for the output gear to effect limited-slip torque proportional to the difference in rotational speed between the side gears. In the transfer device, a clutch mechanism is arranged between the center differential and the mounting case for the output gear to selectively render the limited-slip differential inoperative.

Power transfer device for four-wheel drive

A support structure of a power transfer device arranged in parallel with an internal combustion engine and integrally assembled with a transmission unit secured at one side thereof to a cylinder block of the engine, which includes a first stiffener fastened at one end thereof to an end portion of a casing of the power transfer device and at another end thereof to the cylinder block of the engine, a second stiffener fastened at one end thereof to an intermediate portion of the power transfer casing and at another end thereof to the cylinder block of the engine, and a third stiffener fastened at one end thereof to a casing of the transmission unit and at another end thereof to the cylinder block of the engine, wherein the stiffeners are made of cast iron.

Growing community of inventors

Toyota, Japan

Takeharu Koide