Mitsubishi Jidosha Kogyo Kabushiki Kaisha

Other

Takuya Yamamura

Yuichi Ushiroda

Kaoru Sawase

Adarsh Sandhu

Makoto Taoda

Zaki Primadani

A first gear train couples one shaft with the left axle or the right axle. The one shaft is one of two shafts which are not coupled to the reduction gear. The other one of the two shafts is coupled with one element which are not coupled to the first gear train among three elements of the differential case, the left axle and the right axle. The planetary gear mechanism, first gear train and second gear train have a gear ratio by which rotation of a motor stops when the differential apparatus does not perform differential operation and total torque of the left axle and the right axle when torque of the motor is applied does not change. The motor is disposed at one side in a vehicle widthwise direction with reference to the differential apparatus, and a planetary gear mechanism is disposed at the other side.

Driving force adjustment apparatus

A differential apparatus including a pair of left and right outputting shafts is interposed between a left shaft and a right shaft of a vehicle, and a motor is coupled to the differential apparatus. A reverse rotating mechanism which generates rotation being reverse to a first outputting shaft being one of the outputting shafts and having a same rotational speed as the first outputting shaft is provided. A changeover mechanism for controlling a power transmission state is interposed between the left shaft coupled to the first outputting shaft and the reverse rotating mechanism. The changeover mechanism has a first state where the left shaft is coupled to the first outputting shaft, a second state where the left shaft in not coupled to the differential apparatus and the reverse rotating mechanism, and a third state where the left shaft is coupled to the reverse rotating mechanism.

A first synchronizing sleeve () is provided in a second main shaft () and a first idling gear () is connected to the second main shaft () by the first synchronizing sleeve () to transmit a driving force to a first sub-shaft () or a second sub-shaft () or a second synchronizing sleeve () is provided in the second sub-shaft () to transmit the driving force to a second idling gear () or a third idling gear () and the driving forces respectively transmitted thereto and shifted are output to a differential gear () by a first fixed gear () fixedly provided in the second sub-shaft ().

Transmission

A reversing gear () is disposed between a fifth fixed gear () having a smallest outer diameter among respective gears provided in a first main shaft () and a second main shaft () and a sixth idling gear () having a smallest outer diameter among respective gears provided in a first sub-shaft () to always mesh with the respective gears. A first synchronizing sleeve () is disposed to overlap a bearing () of a third sub-shaft () in the axial direction of the second main shaft (). A second synchronizing sleeve (), a third synchronizing sleeve (), and a fourth synchronizing sleeve () are disposed to overlap a bearing () of the third sub-shaft () in the axial direction of the second main shaft ().

This invention is to provide a temperature sensor which can measure a precise temperature of a minute region, which can measure a temperature in a wide range from a low temperature to a high temperature, and which has a simple structure. The temperature sensor comprises a two-dimensional electron gas. A resistance of the two-dimensional electron gas is used to measure a temperature. The two-dimensional electron gas may have a heterostructure selected from the group consisting of an AlGaN/GaN system, an AlGaAs/GaAs system, an InAs/GaAs system, an InAs/GaSb/AlSb system, a SiGe/Si system, a SiC/Si system, a CdTe/HgTe/CdTe system, an InGaAs/InAlAs/InP system, and nanocrystalline silicon.

Temperature sensor

A right-left driving force control system includes: a selecting unit which: selects an adjusting unit adjusting distribution of a driving force between right and left wheels, when a shifting direction in which the driving force is shifted between the wheels and which is related to a control amount is the same as a first direction towards one of the wheels which has a larger speed; selects a limiting unit adjusting a differential action limiting force, when the shifting direction is the same as a second direction towards one of the wheels which has a smaller speed, and a difference between the wheel speeds is equal to or larger than a threshold value; and maintains the adjusting unit or the limiting unit, which has been selected, when the shifting direction is the same as the second direction, and the difference between the wheel speeds is less than the threshold value; and a control unit which controls the adjusting unit or the limiting unit, which is selected or maintained by the selecting unit, based on the control amount.

Right-left driving force control system

A controller includes: a adjuster, configured to adjust distribution of driving force between right and left wheels; a limiter, configured to limit a difference between operations of the right and left wheels; a first calculator, configured to calculate a first control amount corresponding to the adjustor and including an amount related to direction of shift of driving force between the right and left wheels; a second calculator, configured to calculate a second control amount corresponding to the limiter; a third calculator, configured to calculate a third control amount including the second control amount and the amount; a fourth calculator, configured to calculate a fourth control amount that is a combination of the first and third control amounts; a selector, configured to select either the adjustor and the limiter; and a controller, configured to control the adjustor or the limiter in accordance with the fourth control amount.

Right-left driving force controller

A device operable to distribute driving forces to left and right wheels of a vehicle, includes: a differential mechanism, a driving-force adjuster and a differential limiter. The differential mechanism is operable to distribute a driving force from a drive source of the vehicle to the left and right wheels as distributed driving forces, while allowing a rotation difference between the left and right wheels. The driving-force adjuster is operable to adjust each of the distributed driving forces. The differential limiter is operable to limit rotation difference between the left and right wheels by applying a limiting torque to the differential mechanism.

Growing community of inventors

Okazaki, Japan

Takuya Yamamura