Toyota Jidosha Kabushiki Kaisha

Mitsubishi Jidosha Kogyo Kabushiki Kaisha

Aisin Seiki Kabushiki Kaisha

Jtekt Corporation

Yoshihiro Ikushima

Kaoru Sawase

Yasuaki Tahara

Masaya Michishita

Noriaki Nonaka

Atsushi Kajikawa

Takahisa Niwa

Shigeyuki Yoshida

Tsuyoshi Kimura

Tadashi Yoshioka

Jun Mikami

Koichi Hasegawa

Tadashi Yamada

Yuichi Ushiroda

Satoshi Shimizu

Daichi Kosaka

Naoki Sawada

Hideki Tamoto

Hirokazu Suzuki

Ryota Nakabayashi

Mikiharu Oyabu

Masakatsu Kani

Shin Kurosaki

Shun Ohno

Minoru Sawayama

Rikako Zenibana

Koji Ando

Yasunari Saito

Makoto Arimoto

Kazuhiko Matsumoto

Takami Yokoo

Kazuhiko Yuasa

Atsushi Tonohata

Yusei Nakamura

Hiroyuki Shimokasa

Hirofumi Goto

Yoshifumi Ashihara

Hirotake Ito

Satori Ito

Akifumi Miyazaki

A status detection system includes a connection cable, a first detection unit, a second detection unit, and a determination unit configured to make determination on an overall connection status among a power storage vehicle, an electrified vehicle, and the connection cable based on a detection result from the first detection unit and a detection result from the second detection unit.

Status detection system and connection cable

A condition evaluation system evaluates a condition of an in-vehicle device installed in a vehicle. The condition evaluation system includes: an evaluation unit configured to acquire load information indicating a load on the in-vehicle device when the vehicle is used and, each time the load information is acquired, derive a condition rank of the in-vehicle device based on the load information, the condition rank indicating at least whether the in-vehicle device should be recycled; and a storage unit configured to store the condition rank derived by the evaluation unit.

Condition evaluation processor for in-vehicle device

In a vehicle drive apparatus, a drive gear which engages with a gear provided on the counter shaft is provided on the input shaft relatively rotatably to the input shaft, and the vehicle drive apparatus comprises a switching mechanism including an actuator and a connection/disconnection sleeve which is driven by the actuator in a direction of the first rotation axis and which selectively switches between a first state in which the drive gear is connected to the input shaft and disconnected from a non-rotating member and a second state in which the drive gear is disconnected from the input shaft and connected to the non-rotating member.

Vehicle drive apparatus

A vehicle drive apparatus includes a connection/disconnection sleeve wherein a lubricating pipe is provided above the connection/disconnection sleeve and has a discharge port through which a lubricating oil is discharged, the drive gear is relatively rotatably supported by the input shaft via a bearing portion provided on the drive gear, and the connection/disconnection sleeve includes a first guide portion guiding the lubricating oil discharged from the discharge port of the lubricating pipe to a tooth surface of the drive gear when the connection/disconnection sleeve is in a first position so as to connect the drive gear and the input shaft; and a second guide portion guiding the lubricating oil discharged from the discharge port of the lubricating pipe to the bearing portion when the connection/disconnection sleeve is in a second position so as to disconnect the drive gear and the input shaft.

A lubricating structure for a speed reducer includes: a case; a first reduction gear pair provided inside the case; a second reduction gear pair provided inside the case; a first catch tank arranged inside the case; a second catch tank arranged inside the case; a partition member that includes a partition wall that partitions an inside of the case into a first accommodation space in which the first reduction gear pair is accommodated and a second accommodation space in which the second reduction gear pair is accommodated; a first oil passage communicating with the first accommodation space and configured to guide lubricating oil to the first catch tank; a second oil passage communicating with the second accommodation space and configured to guide lubricating oil to the second catch tank; and a communication port provided in the partition member and communicating the first oil passage with the second oil passage.

Lubricating structure for speed reducer

A lubricating structure for a speed reducer includes: a case; a reduction gear provided inside the case, the reduction gear being configured to rotate around a rotation axis; a catch tank configured to store part of lubricating oil scooped up by the reduction gear; an oil passage provided in the side wall, the oil passage being configured to guide the lubricating oil, scooped up by the reduction gear, to the catch tank; a rib formed on the side wall so as to radially extend, the rib being configured to guide the scooped-up lubricating oil toward a radially inner side; and a groove provided at an end edge of the rib of the side wall, the lubricating oil trapped by the rib being introduced into the groove, and the groove communicating with the lubricating oil supply object.

During turning of a vehicle, a vehicle body deceleration due to a cornering drag is obtained. An electronically controlled coupling is controlled to give, to rear wheels, a pre-torque set to be larger as the vehicle body deceleration is larger. Also, the pre-torque is restricted by an upper limit of the pre-torque that is set to be lower as a differential rotational speed of the front and rear wheels is smaller. By giving the pre-torque to the rear wheels, if a shift condition for a four-wheel drive state is established subsequently, a driving force can be generated in the rear wheels substantially at the same time that a fastening force of the electronically controlled coupling is increased, thereby the shift to the four-wheel drive state is immediately completed. Consequently, delay in response is not generated in the shift.

Vehicle control device

A rotary shaft and a seal mechanism are provided. The rotary shaft extends into outside air outside a case via a shaft hole provided in the case of a drive system. The seal mechanism prevents entry of foreign matter from the outside air into the shaft hole. The case includes a canopy portion and a recessed portion. The recessed portion is recessed coaxially with the canopy portion from an end face of the canopy portion in the direction of the axis. The seal mechanism includes a deflector and a seal member. The deflector is fixed to the rotary shaft in a liquid-tight manner, and extends into the recessed portion. The seal member is an elastic body. The seal member is fixed in the shaft hole in a liquid-tight manner, and is in sliding contact in a liquid-tight manner with the rotary shaft and the deflector.

Rotary shaft seal structure for drive system of vehicle

Disclosed is a torque indicating device including: a first indicating section that indicates a torque transmitted to primary drive wheels of a vehicle; and a second indicating section that indicates a torque transmitted to secondary drive wheels of the vehicle. The second indicating section indicates a quantity that is less than or equal to the quantity indicated by the first indicating section.

Torque indicating device and vehicle including same

A driving force transmission apparatus includes: a housing having an inner peripheral spline portion; an inner shaft having an outer peripheral spline portion; a main clutch including first outer and inner clutch plates respectively engaged with the inner and outer peripheral spline portions; a cam mechanism generating pressing force for pressing the main clutch by relatively rotating a pair of cam members; and an electromagnetic clutch mechanism including an armature engaged with the inner peripheral spline portion and applying rotation force to the cam mechanism for relatively rotating the cam members through energization of an electromagnetic coil. An end face facing the armature is formed in the inner peripheral spline portion between a first region engaged with the first outer clutch plate and a second region engaged with the armature. Movement of the armature toward the first region is regulated by contact of the armature with the end face.

Driving force transmission apparatus

The rotation of a first rotating element is shifted in speed by a speed shift device, and is transmitted to a second rotating element or a third rotating element of a differential device via a first clutch or a second clutch. In this manner, the torque of right and left driving wheels can be controlled. Furthermore, in conjunction with limitation of the differential motion, the amount of torque transmitted to a fourth rotating element is eliminated by allowing the speed shift device to freely rotate, and the accumulated amount of sliding of friction engagement elements at the time of differential motion limitation can be reduced by completely engaging the first clutch and the second clutch without allowing them to slide. Thus, the differential motion limitation control can be realized without a need to increase the size of the first clutch and the second clutch.

Vehicular drive force distribution device

Disclosed herein is a driving state switching unit with a synchro-mechanism which employs a synchro-mechanism to perform switching of a driving state. The switching unit is equipped with a first gear ( ) and a second gear ( ) coaxially disposed, a gear connecting member ( ) axially movable so that the first gear ( ) and the second gear ( ) can be connected, and a synchro-mechanism ( ) interposed between the first gear ( ) and the second gear ( ). By moving the gear connecting member ( ) by an electric actuator ( ), the first gear ( ) and the second gear ( ) are connected, while they are being synchronized by the synchro-mechanism ( ). When this occurs, control means ( ) controls a supply current to the electric actuator ( ), and judgement means ( ) judges synchronization of the synchro-mechanism ( ), based on a change in the supply current value to the electric actuator ( ). With this, the judgement of the synchronization of the synchro-mechanism ( ) is made possible without providing dedicated sensors, switches, etc., and an accurate judgement, corresponding even to an individual difference in the sliding resistance between members and a change in running conditions, is made possible.

Driving state switching unit with synchro-mechanism

Driving-state switching device equipped with synchronizing mechanism

A forward-speed/reverse-speed changeover mechanism , serving as a motive-force connection/disconnection mechanism, is accommodated into a housing member fixed to a casing . To the forward-speed/reverse-speed changeover mechanism an input end of a primary shaft is connected. The housing member rotatably supports the primary shaft via a bearing member . On an imaginary line intersecting the primary shaft perpendicularly and passing through the bearing member a load-receiving element is provided between the housing member and the casing . The tension of a belt is received by the load-receiving element . As a result, it is possible to provide a bearing structure of a continuously variable transmission enabling holding the bearing members of the primary and secondary shafts at their regular positions against the tension of the belt and maintaining an optimum belt-alignment, thereby enhancing the durability of the continuously variable transmission.

Continuously variable transmission

Power transmission

Growing community of inventors

Okazaki, Japan

Yoshihiro Ikushima