Abstract: A vehicle drive device with a simple parts construction and improved maintainability is to be provided. Power of an internal combustion engine 10 as a first drive source is transmitted to a differential gear of a drive force transducer 40 by a propeller shaft 30. Power of an electric motor 50 as a second drive source is transmitted to the differential gear of the driving force transducer 40. The electric motor 50 is constituted separately from the differential gear. A rotor shaft of the electric motor 50 is disposed in an area opposite to the propeller shaft and on a rear side of the differential gear. A spline bearing S1 is used as means for connecting and engaging the electric motor 50 with the differential gear.

Abstract: The invention provides a power transmission apparatus for vehicle which can realize a high torque transmission efficiency and a high reduction gear ratio of a reduction gear unit with a more compact structure, and a vehicle-driving electric machinery system using the power transmission apparatus for vehicle. The power transmission apparatus for vehicle comprises a motor, a reduction gear unit for decelerating power outputted from the motor, and a differential gear unit for distributing the power decelerated by the reduction gear unit to left and right wheels. The reduction gear unit is a reduction gear mechanism including a plurality of gears mounted over a shaft which is rotatably held by a housing in a fixed position. The reduction gear unit and the differential gear unit are arranged within an area in oppositely facing relation to an axial end surface of the motor.

Abstract: A running controller and an electric running control system for an electric vehicle, in which when a tire slip occurs during running of the vehicle, such as under driving, braking and turning, a motor output is controlled to always maximize the coefficient ? of road friction, thereby obtaining a maximum tire driving force and a maximum tire braking force. In the electric vehicle, wheels are driven and braked through control of electric driving apparatuss each including a motor. When slipping of any of the wheels is detected, ESC-CU executes powering and regenerative control of the motor to change, depending on road conditions, a target value to which a slip rate is to be converged. The ESC-CU calculates the coefficient ? of road friction based on a motor current and executes the powering and regenerative control of the motor such that the calculated coefficient ? of road friction is maintained in the vicinity of a maximum value thereof.

Abstract: The vehicle drive device comprises a motor for driving wheels, an inverter for driving the motor, a rotational position sensor for detecting rotation of the motor, a gear mechanism for transmitting an output of the motor to wheels, an oil pump for circulating oil, and cases housing the motor, inverter, rotational position sensor, gear mechanism, and oil pump. The motor, inverter, rotational position sensor gear mechanism oil pump and cases are formed as an integral structure.

Abstract: The invention provides a power transmission apparatus for vehicle which can realize a high torque transmission efficiency and a high reduction gear ratio of a reduction gear unit with a more compact structure, and a vehicle-driving electric machinery system using the power transmission apparatus for vehicle. The power transmission apparatus for vehicle comprises a motor, a reduction gear unit for decelerating power outputted from the motor, and a differential gear unit for distributing the power decelerated by the reduction gear unit to left and right wheels. The reduction gear unit is a reduction gear mechanism including a plurality of gears mounted over a shaft which is rotatably held by a housing in a fixed position. The reduction gear unit and the differential gear unit are arranged within an area in oppositely facing relation to an axial end surface of the motor.

Abstract: In a transmission system for an automotive vehicle, a planetary gear (3) comprises a ring gear (33) fixed to a housing, the planetary gear being interposed between a drive axle (1) in which a torque is transmitted from a power source (EG) of the vehicle and an output axle (2) via which the transmitted torque is outputted, a first clutch (A-C/L) is interposed between a carrier (32) of the planetary gear and the drive axle (1), a second clutch (B-C/L) is interposed between the carrier (32) of the planetary gear and the output axle (2), and a third clutch (C-C/L) is interposed between a sun gear (31) of the planetary gear and the drive axle (1).

Abstract: A transmission unit is installed between an engine and an automatic transmission of an automotive vehicle. The transmission unit is comprised of a planetary gear set comprising a sun gear, a carrier and a ring gear. A first clutch is installed between the carrier and the drive shaft. A second clutch is installed between the carrier and the output shaft. A third clutch is installed between the sun gear and the drive shaft. Further, a brake motor is provided so as to be capable of fixing and unfixing the ring gear. Therefore, vehicle starting, creep running and hill-hold of the vehicle are smoothly executed by this transmission unit.

Abstract: In a transmission system for an automotive vehicle, a planetary gear (3) comprises a ring gear (33) fixed to a housing, the planetary gear being interposed between a drive axle (1) in which a torque is transmitted from a power source (EG) of the vehicle and an output axle (2) via which the transmitted torque is outputted, a first clutch (A-C/L) is interposed between a carrier (32) of the planetary gear and the drive axle (1), a second clutch (B-C/L) is interposed between the carrier (32) of the planetary gear and the output axle (2), and a third clutch (C-C/L) is interposed between a sun gear (31) of the planetary gear and the drive axle

Abstract: A motor/generator unit applicable to an automotive vehicle is disclosed. The motor/generator unit includes: a torque converter (102a) to perform a transmission of a driving force between an output axle of a vehicular engine and an input axle of a transmission, the transmission being enabled to switch between a neutral state and a forward-and-rearward state and being enabled to vary a gear ratio; a housing (5) enclosing a periphery of the torque converter; a hydraulic clutch; an electromagnetic clutch, both (102c) of the hydraulic clutch and electromagnetic clutch being juxtaposed to be enabled to form a lock-up state of the torque converter; and amotor/generator (102b) including a stator (1) fixed to the housing and a rotor (8) attached to a rotary element of the torque converter so as to be opposed to the stator, the motor/generator being disposed to be enabled to give and receive a torque to and from the rotary element of the torque converter.

Abstract: This invention relates to the shape of a skirt below the piston head of a piston in an engine cylinder and continuous with it. The skirt has a basic configuration comprising at least two type of elliptical horizontal cross-section with a short axis parallel to said piston pin, and a barrel-shaped vertical cross-section smaller at its top and bottom. A T-shaped projection is also provided on the lateral surfaces of the skirt corresponding to the two ends of the long axis of said ellipse, this projection consisting of a vertical piece and two side pieces situated on either side of the vertical piece. When the engine is running, the skirt comes into contact with the inner surface of the cylinder via this projection. The vertical section of the lower part of the skirt from below the lower edge of the two side pieces to the lower edge of the skirt is inclined toward the inside of said barrel-shaped vertical section so that the skirt is joined smoothly to the projection below the two side pieces.

Abstract: A piston for an internal combustion engine comprises a skirt portion formed with a piston pin hole. The skirt portion includes in an axial direction of the piston a first portion upper than an axis of the piston pin hole, and a second portion lower than the axis thereof. The first portion has a first cross section formed in accordance with a first ellipse, and the second portion has a second cross section formed in accordance with a second ellipse. The first and second ellipses have two foci, respectively, on a center plane of the piston which is perpendicular to the axis of the piston pin hole. The first ellipse is smaller in ellipticity than the second ellipse. The skirt portion including a ramp portion connecting the first portion to the second portion.

Abstract: A piston assembly of an internal combustion engine is provided with a piston structure with which oil comsumption is suppressed. A piston of the assembly is disposed inside each cylinder wall of the engine and formed with a top land and the second land. A compression ring groove is formed between the top and second lands. A first chamfered surface is formed at the upper peripheral edge of the second land, and a second chamfered surface larger in width than the first chamfered surface is formed at the lower peripheral edge of the top land. A compression ring having a butt-type ring gap is disposed in the compression ring groove to be slidably contacted with the cylinder wall. With this structure, the oil comsumption is effectively suppressed in both high pressure and negative pressure conditions during operation of the combustion chamber corresponding to the cylinder.

Abstract: The first of a pair scissor like rocker arms is pivotally mounted at one end either by way of an adjust screw or a hydraulic lash adjuster and arangement to engage the top of a valve stem at the other. A cam follower which is located between the first and second ends engages a lift cam. The second of the rocker arms is pivotally mounted on the first one and has a closure cam follower at one end and engages the lower face of a retainer which secured to the top of the valve stem by way of a ring type collet. The shaft on which the second rocker arm is pivotally mounted can be provided with eccentric portions which enable the second rocker arm valve clearances to be adjusted separately from the adjustment of the first rocker arm clearance. The arrangement can be adapted to lift and close two valves.

Abstract: A first rocker arm is used to induce valve lift while a second one used to move the valve back to closed position. The rocker arms are arranged to engage the valve top or retainer surfaces at locations offset from the axis of the valve and to induce the valve to rotate during the lift and closing operations. Springs, hydraulic lifters or double adjust screw type arrangements are used to control clearances.

Abstract: In a single point injection system of the kind having an electronically controlled fuel injector disposed upstream of a throttle valve, a throttle body is formed with a fuel storage chamber and an idle fuel pickup passage for supplying fuel in the fuel storage chamber into an auxiliary air passage in such a manner that a quantity of fuel supplied through the idle fuel pickup passage is proportional to the flow rate of air passing through the auxiliary air passage.

Abstract: An ignition system for a multi-cylinder internal combustion engine eliminates high-voltage cables and a mechanical distributor in order to reduce electrical power losses due to joule effect caused mainly by the high voltage circuit, comprises a plurality of ignition coils and plugs, one provided for each cylinder, a distribution unit for distributing advance-angle control signals into the respective cylinders, and a booster for boosting the supply voltage in order to reduce the size of the ignition coil, in addition to the conventional ignition system. Furthermore, the ignition coil can be built integrally with the ignition plug for eliminating high-voltage cables connected between coil and plug.

Abstract: An ignition system for an internal combustion engine having a plurality of engine cylinders, wherein ignition coil and spark plug are integrally assembled into each engine cylinder so as to eliminate an ignition energy transmission loss, a DC-DC converter for boosting a low DC voltage into a high DC voltage is provided for applying the high DC voltage into each secondary winding of the ignition coils for achieving an efficient ignition of air-fuel mixture, the application of the high DC voltage being enabled according to a particular engine operating condition, e.g., engine low speed and light engine load condition, and the ignition energy being varied according to an engine operating condition by changing the pulsewidth of the ignition pulse signal to be fed into a cylinder judging circuit which judges the spark plug to be ignited and distributes the ignition pulse signal into the related circuit of the corresponding ignition coil.

Abstract: A system for forcefully igniting a spray of fuel injected into combustion chambers of a diesel engine during engine starting, in place of a conventional glow plug preheating system. The system comprises a plurality of spark plugs located within the respective combustion chambers of the diesel engine and an ignition means for sequentially igniting each of the spark plugs. The system is operated simultaneously with an engine starter motor and at least until the engine has achieved a spontaneous ignition state or most preferably until a fixed interval of time after the engine has achieved the spontaneous ignition state. Detection of the spontaneous ignition state is based on (a) combustion pressure; (b) engine speed; (c) oxygen concentration; (d) engine starter motor actuation (e) exhaust gas temperature; or (f) engine cooling water temperature.

Abstract: An internal combustion engine ignition system comprises: (a) a capacitive discharge ignition device having a voltage transformer which converts a low DC voltage into a corresponding AC voltage and boosts and rectifies the AC voltage into a first higher DC voltage for discharging each of the spark plugs sequentially, boosts and rectifies the AC voltage into a second higher DC voltage for generating arc-sustaining ignition energy, and rectifies the AC voltage into a third higher DC voltage; (b) an ignition signal generating means which generates and outputs an ignition signal whenever the engine rotates through a predetermined engine rotational angle offset by an angular interval determined by the engine speed and engine load; (c) an ignition coil means having a primary winding and secondary winding, one end of the primary winding thereof receiving the first DC voltage from the DC-DC converting means, the other end of the primary winding thereof being grounded when the ignition signal is received from the ignit

Abstract: In order to improve the cold starting efficiency of a an internal combustion engines using alcohol or low cetane type fuel, an ignition method provides an ignition mode in which a plurality of energizations of the ignition plugs per cycle is effected during engine cold starting operation which is detected by sensing at least one of the engine temperature and the engine speed. The number of energizations per cycle is returned to one after the engine has sufficiently warmed up. The method is applied to both of a plasma ignition system and a conventional spark ignition system.