Honda Giken Kogyo Kabushiki Kaisha

Isamu Hashizume

Tetsuro Hamada

Kentaro Arai

Katsuhiko Masuda

Yoshihiro Kanamaru

Jun Aoki

This is a connecting device (,) to be interposed between left and right wheels (,L,,R) of a vehicle. There are provided: a differential gear (,) having a first rotational element (,), and second and third rotational elements (,). The third rotational element (,) is coupled to one (,R) of the rear wheels via the first power transmission system (,), and the second rotational element (,) is coupled to the other (,L) of the rear wheels via second and third power transmission systems (,). The gear ratios of both the first and second power transmission systems (,) are identically set, and the gear ratio of the third power transmission system (,) is set so as to be opposite in direction to, but be equal in absolute value to, the above-mentioned gear ratio.

Coupling device between left and right wheels of vehicle

This is a connecting device (7) to be interposed between left and right wheels (5L, 5R) of a vehicle. It enables to perform a starting assistance control, a cornering control to improve the cornering performance by positively generating a difference rotation between left and right wheels, and a differential limiting control for restricting the difference rotation between the left and right wheels. There are provided: a differential gear (8) having a first rotational element (8a), and second and third rotational elements (8b, 8c) so arranged that, when one of them rotates in the forward direction relative to the first rotational element (8a), the other thereof rotates in the reverse direction; and a driving source (9) connected to the first rotational element (8a). One of the second and third rotational elements, e.g., the third rotational element (8c) is coupled to one (5R) of the rear wheels via the first power transmission system (10), and the second rotational element (8b) is coupled to the other (5L) of the rear wheels via second and third power transmission systems (11, 12) which are selectively established via a switching means (13). The gear ratios of both the first and second power transmission systems (10, 11) are identically set, and the gear ratio of the third power transmission system (12) is set so as to be opposite in direction to, but be equal in absolute value to, the above-mentioned gear ratio.

It is a purpose of the present invention to connect the operation of the driving-force distributing device with the operation of the driving-force reducing device at an appropriate timing to insure a stable performance of the vehicle. When a slip rate exceeds a predetermined value, a driving-force distributing device which includes a variable differential operation limiting device is first operated so as to hold a differential operation limiting torque at a predetermined value. If the slip rate further increases, a driving-force reducing device which includes a traction control device is operated so as to hold the engine output at a predetermined value. At that time, if slip rates of both racing inner wheel and racing outer wheel are further increased, the driving-force reducing device is operated to reduce the engine output.

Driving-force control system for a vehicle

A driving-wheel torque control system for an automotive vehicle determines whether or not the driving wheels of the vehicle are in a predetermined racing state. If it is determined that the driving wheels are in the predetermined racing state, the limited slip differential torque is held at a first value substantially equal to or close to a second value thereof assumed when it is determined that the driving wheels are in the predetermined racing state.

Driving-wheel torque control system for automotive vehicles

A connecting system which includes a pilot clutch brought into an engaged state by an actuator, a cam member operated by an engaging force of the pilot clutch, an urging member driven and moved by the cam member, and a main clutch brought into an engaged state by a movement of the urging member. The cam member includes a first cam ring restrained by the pilot clutch, a second cam ring provided on the urging member, and rolling members interposed the first and second cam rings for converting the relative rotation of the cam rings into a thrust. The system further includes a biasing member for biasing the urging member and the first cam ring in a direction of abutment against each other in order to generate a frictional force between the urging member and the first cam ring. Thus, it is possible to prevent the engaging force of the main clutch from being influenced by a drag torque produced in the pilot clutch.

Growing community of inventors

Saitama-ken, Japan

Isamu Hashizume