Nissan Motor Company Limited

Bridgestone Corporation

Yuusuke Satou

Masahiko Kondo

Hiroshi Kojima

Akira Ueki

Tomohiro Ito

Yoshinori Hirano

Takanobu Sugiyama

Yukihiro Sugimoto

Shinpei Kondo

Yoshiyasu Kimura

Motohiro Yanagida

Yusuke Ienaka

Masahiko Kondou

Hirotaka Kaneko

Humiharu Kurose

Fumiharu Kurose

A hybrid vehicle control method is provided for a hybrid vehicle having an engine and a generator directly connected via a gear train having a plurality of gears that are engaged with each other. In this hybrid vehicle control method, a prescribed torque is continuously applied to the generator upon determining the engine is in a rotating state such that a transmission torque of the gear train does not continuously fluctuate above and below zero torque. Preferably, in one embodiment, the prescribed torque continuously applied to the second motor/generator is a negative torque value during a power generation operation in which the generator is rotated by the engine and is a positive torque value during a motoring operation in which the engine is rotated by the generator.

Hybrid vehicle control method and control device

An anti-vibration device for a vehicle has a first torque rod assembly having a first rod with one end fixed to an engine and the other end fixed to a vehicle body, an inertial mass supported on the first rod, and an actuator that reciprocates the inertial mass in an axial direction of the first rod, and a second torque rod assembly having a second rod with one end fixed to the engine and the other end fixed to a sub-frame that is installed on the vehicle body via an elastic member.

Anti-vibration device for vehicle

A torque rod () has two elastic bushes () to be mounted respectively to a vibration-generating side and a vibration-receiving side, and a connecting rod () connecting the two elastic bushes (). The actively controlled vibration cancellation means () is an actuator including: the shaft () having two opposite ends mounted to the connecting rod () and extending in an axial direction of the connecting rod (), the mass member () shaped in a tube to surround the shaft (); a coil () and a winding core () fixed to the shaft () in the tube-shaped mass member (); a permanent magnet () mounted to an inner peripheral surface of the tube-shaped mass member () or the shaft (), and a connecting member () for connecting at least one end of the tube-shaped mass members () to the shaft ().

Torque rod and engine mounting system for using same

A multi-link engine is provided with an upper link, a lower link and a control link. The upper link is pivotally connected to a piston by a piston pin. The lower link is rotatably mounted on a crankpin of a crankshaft and connected to the upper link by an upper pin. The control link is rotatably connected to the lower link by a control pin and pivotally mounted on a pivot portion of a control shaft. The links are configured and arranged with respect to each other such that inertia forces of a prescribed second or higher order in terms of an engine rotational speed act on at least the upper link and the control link in a transverse direction of the engine with a sum of leftward and rightward inertia forces of the prescribed second or higher order being substantially zero.

Multi-link engine

An anti-vibration device for a vehicle including a rod () fixed to an engine () at one end portion () thereof and fixed to a vehicle body at the other end portion () thereof, an inertia mass () supported on the rod (), an actuator () operative to reciprocate the inertia mass in an axial direction of the rod, and an acceleration sensor () that detects vibration of the rod in the axial direction. The acceleration sensor () is disposed between the one end portion () of the rod () and the other end portion () of the rod (). Accordingly, sensitivity to pitch vibration of the rod () is reduced so that accuracy in detection of rigid body resonance in the axial direction is enhanced.

A vibration reduction device includes: a rod rigid body supported between an engine and a vehicle body via respective elastic bodies, a resonance frequency of which is set to be lower than an engine rigid body resonance frequency; an elastic component that is provided on the rod rigid body and caused to deform by a force acting in an axial direction of the rod rigid body; an inertial mass supported by the elastic component; and an actuator that causes the inertial mass to reciprocate in the axial direction of the rod rigid body by generating a force that is proportionate to an axial direction velocity of the rod rigid body. As a result, resonance itself can be suppressed without reducing a double vibration proofing effect.

Growing community of inventors

Ebina, Japan

Yuusuke Satou