Honda Giken Kogyo Kabushiki Kaisha

Other

Honda Motor Co., Ltd.

Tochigi Fuji Sangyo Kabushiki Kaisha

Akihiro Iwazaki

Tatsuhiro Tomari

Masakatsu Hori

Rikiya Kunii

Kazuhiro Wada

Shinji Okuma

Hiromi Inagaki

Takashi Kuribayashi

Tomoyuki Shinmura

Shinji Ohkuma

Kiyoshi Wakamatsu

Koji Matsubara

Ryuji Asada

Yasuji Shibahata

Kenji Honda

Shinichi Inagawa

Yutaka Tashiro

Masao Teraoka

Masaaki Kusumi

Keiichi Ooiso

Yasuo Nekado

Katsuhiro Kitamura

Ken Onoe

Yoichiro Yamamoto

Shin Aoki

An electromagnetic brake interposed between a fixed housing and a rotating member. The electromagnetic brake includes a multiplate brake mechanism, a ringlike core member fixed through an annular brake guide inside the fixed housing, an exciting coil accommodated in an annular groove formed on the core member, and a ringlike armature member arranged radially outside of the core member. Each of the core member and the armature member has a plurality of tapering surfaces. The tapering surfaces of the core member are respectively complementary in shape to the tapering surfaces of the armature member. The electromagnetic brake further includes a cylindrical pressure member movable in a direction of pressing the multiplate brake mechanism. The cylindrical pressure member has one end fixed to the armature member and another end engaged with the multiplate brake mechanism.

Electromagnetic brake

An electromagnetic brake interposed between a fixed housing and a rotating member. The electromagnetic brake includes a multiplate brake mechanism, a ringlike core member fixed in the fixed housing, an annular exciting coil accommodated in an annular groove formed on the core member, and a ringlike armature member opposed to the annular groove of the core member and having an outer diameter larger than the outer diameter of the core member. The electromagnetic brake further includes an annular pressure plate axially and movably mounted on the fixed housing at one end portion of the multiplate brake mechanism adjacent to the core member, and a cylindrical pressure member provided so as to surround the outer circumferential surface of the core member and be movable in a direction of pressing the multiplate brake mechanism as being guided by the core member. One end of the cylindrical pressure member is fixed to an outer circumferential portion of the armature member, and the other end is engaged with the annular pressure plate.

Electromagnetic brake and drive force distributing apparatus for vehicle using the electromagnetic brake

An electromagnetic coil assembly has a main coil having a first end and a second end, the main coil being wound without a bobbin, a first cover fitted over the main coil from the first end of the main coil, a second cover fitted over the main coil from the second end of the main coil and a molding resin covering the first and second covers.

Electromagnetic coil assembly and electromagnetic actuator

A differential with a differential action limiting mechanism includes a differential mechanism D for distributing the drive force of an internal combustion engine inputted into a differential caseto a left-hand axle shaftand a half shaftwhich continuously connects to a right-hand axle shaft for output therefrom and friction clutchesL,R for limiting differential rotations of the left-hand axle shaftand the half shaftrelative to the differential case. An actuator A for generating an engagement force for bringing the friction clutchesL,R into engagement is provided outside a housingfor accommodating therein the differential case, whereby an engagement force generated by the actuator A is transmitted to the friction clutchesL,R via the half shaft

Limited slip differential

The differential includes a differential casing configured to be rotatably driven by a motor under a driving force. The differential includes a differential mechanism which includes a pair of first and second side-gears for distributing a torque of the differential casing to first and second output shafts. The differential includes a frictional clutch for interconnecting the first and second output shafts. The frictional clutch includes first and second power-transmitting members connected to first and second output shafts respectively and first and second clutch plates. The first and second clutch plates are connected to the first and second power-transmitting members respectively. The differential includes an actuator for operating the frictional clutch. One output shaft of the first and second output shafts is axially displacable by the actuator under an engagement force to engage the frictional clutch.

Differential

A driving force distribution system selectively operates right and left electromagnetic clutches and, thereby assisting a vehicle in turning by transmitting torque from the inner turning wheel to the outer turning wheel. The right electromagnetic clutch includes an armature on the right side of a core housing a coil. The left electromagnetic clutch includes an armature on the left side of the core housing a coil. When the right electromagnetic clutch is engaged in order to assist the turning by transmitting torque from the right driven wheel to the left driven wheel when the vehicle is turning right, since the right electromagnetic clutch includes the armature on the right side of the core, the armature is urged leftward toward the core due to a centrifugal force caused by turning right to reduce an air gap, thereby enhancing the responsiveness of engagement of the right electromagnetic clutch as well as reducing the power consumption.

Electromagnetic clutch structure in driving force distribution system

An electromagnetic coupling apparatus interposed between a fixed housing and a rotating member. The electromagnetic coupling apparatus includes a multiplate brake mechanism, a ringlike core member fixed in the housing, an annular exciting coil accommodated in an annular groove of the core member, and a ringlike armature member opposed to the annular groove of the core member. The armature member has an outer diameter larger than the outer diameter of the core member. The electromagnetic brake further includes a cylindrical pressure member having one end fixed to an outer circumferential portion of the armature member and the other end engaged with the multiplate brake mechanism. The cylindrical pressure member surrounds the core member so as to be movable in a direction of applying a pressure to the multiplate brake mechanism as being guided by the core member. The opposed portion between the core member and the armature member is formed by tapered end surfaces each having a predetermined tapered angle.

Electromagnetic coupling apparatus

The object of the present invention is to provide an electromagnetic friction connecting apparatus, which allows the easier operations associated with the installation of an exciting coil or a search coil in a core element. Input and output terminals having second horizontal parts extending in the vehicle inward direction and second vertical parts extending from the ends of the second horizontal parts into the radial outward direction are provided for the exciting coil and the search coil. Each end of the second vertical parts is situated radially inside a periphery surface of the exciting coil. Holes which allow the respective ends of the second vertical parts of the input and output terminals to face the outside are made on the core element and the housing. They are connected to the ends of the second vertical parts of the input and output terminals by inserting couplers into these holes.

Electromagnetic friction connecting apparatus

Two sensors are provided on a clutch core. Sensor coils are driven at a high frequency by a high-frequency driving circuit. As the sensors sense a magnetic flux of a magnetic circuit including the clutch core and an armature, the impedance of the sensor coils changes. In accordance with the outputs from the sensor coils at this point, an impedance detecting circuit detects the impedance of the sensor coils. Then, an impedance combining circuit combines the impedance of the sensor coils. On the basis of the combined impedance, a current control circuit controls a current supplied to an exciting coil. Thus, the attracting force of the armature to the core excited by the exciting coil is controlled.

Electromagnetic clutch

An electromagnetic clutch structure in a driving force distribution system selectively operates right and left electromagnetic clutches so as to transmit torque from the inner turning wheel to the outer turning wheel, thereby assisting turning, or so as to transmit torque from the outer turning wheel to the inner turning wheel, thereby stabilizing vehicle behavior. The right and left electromagnetic clutches each include a coil, a core housing the coils, armatures arranged so as to adjoin the core in the lateral direction, and frictional engagement members arranged on the inside, in the radial direction, of the core. The frictional engagement members are engaged by pressure of a pressure part of the armatures, the pressure part extending further inward in the radial direction than the core.

In a vehicle in which a torque generated in an engine is transmitted to driven wheels through a torque converter and an automatic transmission, when a speed ratio e in the torque converter is equal to or larger than a predetermined value (e.g., 0.85), and the accuracy of estimating a capacity &tgr; of the torque converter is low, an estimated engine torque Ti is multiplied by a torque ratio k of the torque converter to estimate a drive torque Td. When the speed ratio e in the torque converter is smaller than the predetermined value, and a response lag is produced in the transmission of the engine torque, a drive torque Td is estimated from an engine rotational sped Ne and the speed ratio e in the torque converter. During shifting of the automatic transmission, a drive torque Td is estimated from a wheel speed V. Thus, a correct drive torque can be estimated.

Process for estimating drive torque in vehicle

The engagement force of an electromagnetic clutch can be precisely controlled at a target engagement force by a simple structure even when an air gap of the electromagnetic clutch varies. An electromagnetic clutch control system includes magnetic flux density sensors, a target engagement force calculating device, a target magnetic flux density calculating device, and a feedback control device. The target magnetic flux density calculating device calculates a target magnetic flux density &phgr;t based on a target engagement force Tt of electromagnetic clutches calculated by the target engagement force calculating device. The current supplied to the electromagnetic clutches is feedback controlled by the feedback control device so that an actual magnetic flux density &phgr; detected by the magnetic flux density sensors agrees with the target magnetic flux density &phgr;t. This allows a target engagement force to be generated in the electromagnetic clutches by making the actual magnetic flux density agree precisely with the target magnetic flux density, even when the air gap varies due to wear of a frictional engagement member, etc. and the relationship between the actual magnetic flux density and the current supplied to the electromagnetic clutches changes.

Electromagnetic clutch control system

A vehicle co-operative control system is provided which suppresses the torque steer phenomenon by co-operatively controlling a driving force and/or braking force distribution device and an electric power steering device without changing the control device of the electric power steering device for a vehicle having a specification in which the co-operative control is not carried out or with the introduction of only a minimal change. The control device can also be applied to a vehicle having a specification in which the co-operative control is carried out. In order to achieve this, the steering torque detected by the steering torque detecting device is input into a corrected steering torque calculating device of a first electronic control unit for controlling the driving force and/or braking force distribution device and a corrected steering torque which has been calculated in the corrected steering torque calculating device is input into the second electronic control unit for controlling the electric power steering device. The second electronic control unit controls the electric power steering device based on the corrected steering torque and thus the torque steer phenomenon caused by the driving force and/or braking force distribution device is suppressed.

Vehicle co-operative control system

A driving force distribution device which controls the engagement forces of electromagnetic clutches and which govern the torque distribution between the driving wheels of a vehicle by calculating a target magnetic flux density and converting the same into a target excitation current. Since the relationship between the target magnetic flux density and the target excitation current changes according to a decrease in the air gaps accompanying wear of the frictional engagement members of the electromagnetic clutches, a relationship between the magnetic flux density and the excitation current is determined by applying current to the electromagnetic clutches when torque distribution control is not being carried out such as when the system is started, and the target excitation current is calculated from the target magnetic flux density based on the determined relationship. Since there is no need to detect dynamic changes in the magnetic flux density, inexpensive devices can be used as magnetic flux density detecting means so contributing to a reduction in the cost.

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Wako, Japan

Akihiro Iwazaki