Abstract: The disclosed left-right wheel drive device (30) includes first tubular surface portions (21), second tubular surface portions (22), and third tubular surface portions (23). The first tubular surface portion (21) is formed into a tubular surface shape along an outer circumference of a driven gear (8) and serves as a passage that transmits, to a lower side of counter shaft (6), lubricant collected under output shaft (9). The second tubular surface portion (22) is formed into a tubular surface shape along an outer circumference of a first counter gear (4) and collects lubricant under the counter shaft (6). The third tubular surface portion (23) is formed into a tubular surface shape along an outer circumference of the first counter gear (4), is arranged between a first bearing (27) of the driven gear (8) and the first counter gear (4), and serves as a passage that transmits, to an upper side of the output shaft (9), lubricant collected by the second tubular surface portions (22).

Abstract: The disclosed hybrid vehicle (1) includes: an engine (3) mounted in a vehicle (1) and to which an EGR system (2) is applied; a motor (4) having a function of driving the vehicle (1) and a function of performing power regeneration; a battery (5) into which electric power generated by the power regeneration is charged. Further, the hybrid vehicle (1) includes: a generator (6) coupled to the engine (3) and having a function of driving the engine (3) with electric power of the battery (5); and an EGR valve (11) interposed in an EGR passage (10) connecting an intake system (8) and an exhaust system (9) of the engine (3). Furthermore, the hybrid vehicle (1) includes a control unit (13) that performs, in the power regeneration, an idle circulation control that idly drives the engine (3) by the generator (6) while opening the EGR valve (11).

Abstract: In a left-right wheel drive device (10) that accommodates, in a casing (4), two electric motors (1, 2) spaced apart from each other and a planetary gear mechanism (3) arranged so as to be offset on a first side in an axial direction, a pair of motor shafts (11), a pair of counter shafts (12), and two output shafts (13, 14) are arranged in parallel. The first output shaft (13) is arranged on the first side from the planetary gear mechanism (3) and is fixed with a carrier (3C) at an end portion of a second side thereof. The second output shaft (14) is longer than the first output shaft (13) and is fixed with the second sun gear (3S2) at an end portion on the first side thereof. The second output shaft (14) is rotatably supported by roller bearings (35, 36) at the end portion on the second side and a position on the second side from a driven gear meshing with the second counter gear.

Abstract: In a left-right wheel driving device (10) including two motors (1, 2) that drive left and right wheels and a gear mechanism (3) that amplifies a torque difference between the two motors (1, 2) and transmits the amplified torques to the left and right wheels, respective, rotating shafts (1A, 2A) of the two motors (1, 2) are coaxially disposed.

Abstract: On a lower side of a floor (2), a battery storage section (31) is formed on a front side of a cross member (27) that connects left and right side members (3l, 3r) to dispose a driving battery (34), a tank storage section (30) is formed on a rear side to dispose a fuel tank (32) and a driving motor (9) is disposed on a rear side of the tank storage section (30). A power cable (26) from a terminal block (34a) of the driving battery (34) is routed and fixed as appropriate so as to bypass the fuel tank (32) via the left side of the fuel tank (32) in the tank storage section (30) and connected to the driving motor (9) via a junction box (21). In an extra length routing area (37) on a side wall (27a) of the cross member (27), an extra length area (26a) is formed by slackening the power cable (26) in a semicircular shape.

Abstract: The disclosed hybrid vehicle (1) includes an engine (2) and a motor (3) that operate independently of each other, a battery (5) that stores electric power to drive the engine (2) and the motor (3); and a control device (10) that controls operating states of the engine and the motor. If a voltage of the battery declines to a threshold higher than a lower limit voltage, the control device (10) performs output suppression control that gradually reduces a battery output of the battery. This prolongs time for which the motor (3) is continuously used and therefore enhances the running feeling.

Abstract: A display control device for a support system includes a number-of-charging-lights determination unit for determining the number of charging lights, which corresponds to state-of-charge which ranges from maximum state-of-charge of a driving battery to a charge threshold and is assigned to a plurality of segments; a number-of-output-lights determination unit for determining the number of output lights, which corresponds to a difference, where a requested output ranging from an output that can be output to an output threshold is assigned to the plurality of segments; and a number-of-lights instruction unit for instructing a display device to light up the least number of segments of the number of charging lights or the number of output lights, when an EV priority mode is selected.

Abstract: A pair of left and right front side members (1) each have a front end to which an upper crash box (4) is fastened via flange portions (1a, 4a). A pair of left and right front suspension members (7) are disposed below the front side members (1). Each of the front suspension members (7) has a front end to which a lower crash box (10) is fastened via flange portions (7a, 10a) by inner and outer fastening portions (13out) arranged diagonally. The upper crash box (4) and the lower crash box (10) respectively have front ends that are connected via a bumper reinforcement side (15). Each of the fastening portions (13in, 13out) is spaced apart from an outer surface of the lower crash box (10) to facilitate deformation of the flange portions (7a, 10a). At a time of a slight-wrap frontal collision, the lower crash box (10) is rotationally displaced in a plan view while the flange portions (7a, 10a) are deformed, to promote lateral shift of a vehicle body.

Abstract: The disclosed vehicle drive device (10) includes: motor housings (11,12), a gearbox housing (13), an inverter case (14), and a PN line (9). The motor housings (11,12) form respective exteriors of a left motor (1) and a right motor (2) that drive left and right wheels of a vehicle with electric power of a battery. The gearbox housing (13) incorporates therein a gearbox (3) that amplifies torque of the left and right motors and that transmits the amplified torque to the left and right wheels, is sandwiched between the left and right motor housings (11,12), and is offset in a front-rear direction from the left and right motor housings (11,12). The inverter case (14) incorporates therein a pair of semiconductor modules (6,7) and is arranged above the left and right motor housings (11,12). The PN line (9) connects the battery to the semiconductor modules (6,7) from a lower surface side of the inverter case (14) so as to pass through a first space (41).

Abstract: The disclosed vehicle drive device (10) includes: left and right motors (1,2) that drive left and right wheels of the vehicle; a gearbox (3) that is sandwiched between the left and right motors (1,2); and an inverter (4) that is arranged in a mounting space (S) over the left and right motors (1,2) and the gearbox (3). The gearbox (3) forms, in conjunction with respective motor housings (11,12) of the left and right motors (1,2), a depressed portion (8) depressed downward. The inverter (4) includes a cover (15) that is in a flat-plate shape, is attached to a tray unit (16), and covers the capacitor (5) and a semiconductor module (6) from above the capacitor (5) and the semiconductor module (6). The capacitor (5) is attached to a lower surface of the cover (15) and is arranged in the depressed portion (8). The semiconductor module (6) is attached to the lower surface of the cover (15) and is displaced from each of the capacitor (5) and the rotating shafts (C) of the motors (1,2) when seen from above.

Abstract: A vehicle drive device (10) includes: a motor unit (1) that includes a motor for driving mounted on a vehicle and a gear mechanism that transmits torque of the motor to each of left and right wheels of the vehicle; and an inverter (4) that is arranged over the motor unit (1) and that includes a capacitor (5) smoothing electricity and a semiconductor module (6) including a plurality of switching elements, wherein the inverter (4) includes a tray unit (16) that accommodates the capacitor (5) and the semiconductor module (6), and a cover (15) that is in a flat-plate shape, is attached to the tray unit (16), and covers the capacitor (5) and the semiconductor module (6) from above the capacitor (5) and the semiconductor module (6), the cover(15) is integrated with a cooling unit (20) through which a coolant for cooling the inverter (4) flows, and the capacitor (5) and the semiconductor module (6) are attached to a lower surface (17) of the cover (15).

Abstract: Cell modules (3) are aligned on front and rear sides and left and right sides in a tray (2), and a cross member (11) is disposed to cross inside of the tray (2) in a left-right direction between the front and rear cell modules (3). The cross member (11) is configured to have a hollow shape with a front wall (11e) and a rear wall (11f) coupled with four structure walls (11a to 11d). An upper notch (16) is formed at an upper edge of the cross member (11), and a lower notch (17) is formed at a lower edge, in a state where third and fourth structure walls (11c, 11d) are left.

Abstract: A control device for controlling an engine includes main-chamber injecting means (1,3) that supplies a main chamber (8) with fuel; sub-chamber injecting means (2) that supplies a sub chamber (5) with fuel after the main chamber injecting means (1,3) supplies the fuel; estimating means (21) that estimates a degree of knocking serving as indices of an intensity of the knocking and an occurrence frequency of the knocking; and fuel controlling means (22) that carries out, when the degree (N) of the knocking is a first predetermined value (N1) or more, fuel control that reduces a sub-chamber fuel amount representing an amount of fuel supplied by the sub-chamber injecting means (2). By reducing the sub-chamber fuel amount in this manner, the occurrence of knocking can be suppressed, so that the combustion state of a divided-combustion-chamber engine can be enhanced.

Abstract: A control device for a hybrid vehicle determines whether an EGR valve has an opening failure, and performs a pre-operation in which the engine is operated at a load smaller than a load in a series mode for a certain period of time while the vehicle is driven by a motor immediately before switching from an EV mode to the series mode. The pre-operation has a normal pre-mode in which the engine is operated at a first load when it is determined that the EGR valve does not have an opening failure, and a small failure pre-mode and a large failure pre-mode in which the engine is operated at a second load larger than the first load when it is determined that the EGR valve has the opening failure.

Abstract: A vehicle control device (10) that controls an electric motor (2) that drives a wheel (5) of the vehicle, the vehicle control device (10) includes: a first calculating unit (11) that calculates a first vehicle body velocity (VBreal) based on an angular velocity of the wheel (5); a second calculating unit (12) that calculates a second vehicle body velocity (VBref) based on an angular velocity of the electric motor (2) at a cycle shorter than a cycle of the first calculating unit (11); an estimating unit (13) that estimates an estimated vehicle body velocity according to a state of the vehicle (1), the estimated vehicle body velocity (VBctrl) being calculated by using the first vehicle body velocity (VBreal) and the second vehicle body velocity (VBref) in combination; and a controlling unit (16) that controls, based on the estimated vehicle body estimated by the estimating unit (13), the electric motor (2).

Abstract: A drive unit includes an internal combustion engine (21) disposed in an engine compartment (10), a first electric motor (31) and a second electric motor (33), and an inverter (27) disposed above an electromotive unit (23). The drive unit has: a first harness (41) that connects the inverter and the first electric motor; a second harness (42) that connects the inverter and the second electric motor; a step portion (51) formed so as to be recessed on one side or the other side, in the left-right direction, of the upper end of the inverter; and an AC terminal block (55) disposed in the step portion. The first harness and the second harness respectively extend downward from the DC terminal block while extending outward, and are respectively connected to upper parts of the first electric motor and the second electric motor.

Abstract: A control unit diagnoses a failure of a fuel storage unit that seals a fuel tank and a processing unit that processes fuel evaporative gas in the fuel tank. A first pressure detection unit of the fuel storage unit detects the pressure of the fuel tank. A second pressure detection unit of the fuel storage unit is disposed at a position different from the first pressure detection unit, and detects the pressure of the fuel tank. The control unit specifies a failure portion of the fuel storage unit and the processing unit based on a change in either one or both of a first pressure value detected by the first pressure detection unit and a second pressure value detected by the second pressure detection unit when the pressure of the fuel tank is changed.

Abstract: A control system for a vehicle (1) provided with a differential mechanism (3) that applies a torque difference to left and right wheels (5) and two electric motors (2) coupled to the differential mechanism (3), the control system including: two control units (11, 12) being connected to each other via high-speed communication means and each controlling one of the two electric motors (2); a first rotation speed sensor (26R) that detects a first rotation speed of a first electric motor (2R) of the two electric motors (2) and outputs the first rotation speed to the two control units (11, 12); a second rotation speed sensor (26L) that detects a second rotation speed of a second electric motor (2L) of the two electric motors (2) and outputs the second rotation speed to the two control units (11, 12); and a superordinate control unit (10) that calculates demanded torques of the two electric motors (2) based on vehicle information of the vehicle (1).

Abstract: This disclosure relates to a driving force adjusting device including a pair of electric motors (1) that drives left and right wheels (5) of a vehicle, a differential mechanism (3) that provides the left and right wheels (5) with a torque difference, and left and right drive shafts (4) that transmits driving force from the differential mechanism and to the left and right wheels (5), the driving force adjusting device having four elements and two degree of freedom. In this driving force adjusting device, inertia moments (JML,JMR) on paths from the pair of electric motors (1) to the left and right wheels (5) are set to values such that a resonance frequency (f) of the driving force adjusting device when the vehicle is turning comes to be larger than a yaw resonance frequency (fyaw) of the vehicle.