Honda Giken Kogyo Kabushiki Kaisha

Honda Giken Kogyo K.k.

Tetsuro Hamada

Yoshimi Furukawa

Kentaro Arai

Kazunori Shibuya

Mitsuya Serizawa

Yoshimichi Kawamoto

Katsuhiko Masuda

Kazuhiko Shimada

Yoshihiro Kanamaru

Koji Kuroda

Shoichi Sano

Takayuki Yakou

Kazunori Kobayashi

Isamu Hashizume

Yoshiki Noro

Noboru Ashikawa

Hiroshi Ikegami

Makoto Sato

Shohei Matsuda

Katsuji Watanabe

Etsuo Fujii

Masaki Izawa

Shigenobu Sekiya

Kiyokazu Okubo

Seiichi Hirai

Kunitaka Furuya

Yasuo Kima

Tetsuji Muto

Ryuichi Murakami

Yasuharu Ohyama

Kazuyuki Suetake

Yasunori Arai

Kazuhiro Nakano

Kouji Kuroda

Mitsuhiro Iwata

Naoki Hayashibe

Yoshikazu Konishi

Yasuhiro Sawa

Makoto Nakano

Yosikazu Konishi

Masayuki Hikita

Robert Paul Day

Yoshimich Kawamoto

Hideaki Fukui

Ryuichi Kawanaka

A control device for in-wheel transmissions in an electric vehicle, each of which comprises a stepped transmission that transmits power from each motor to each vehicle wheel. The control device is arranged to alleviate gear-change shock without increasing the number of steps of the in-wheel transmissions. Gear-change of the in-wheel transmissions of the vehicle wheels is effected with a time difference between the vehicle wheels. The change of acceleration produced by the gear change thereby occurs in such a manner that the change of acceleration is dispersed in regard to time, so the gear-change shock is alleviated compared with the case where gear-change of the four wheels is performed simultaneously.

Control device for in-wheel transmissions in an electric vehicle

An electromagnetic clutch having a solenoid coil ( ), a coil housing ( ) disposed surrounding the solenoid coil ( ), an armature plate ( ) disposed facing the side of the coil housing, and a clutch mechanism. The current flowing to the solenoid coil ( ) is controlled so as to control the clamping of the armature plate ( ) to the coil housing ( ), and the clamping force acting on the armature plate is used to control the engagement of the clutch mechanism. There is also a lubricating oil supply channel ( ) for supplying lubricating oil from the inside in the radial direction into a gap between the coil housing and the armature plate, and oil reservoir holding lubricating oil to be supplied into the gap is formed around the inner periphery of the portion where the coil housing faces the armature plate.

Lubrication structure of electro-magnetic clutch

An electromagnetic clutch having a solenoid coil ( ), a coil housing ( ) disposed surrounding the solenoid coil ( ), an armature plate ( ) disposed facing the side of the coil housing, and a wet-type multi-plate clutch mechanism, the armature plate being linked to the clutch housing ( ). The current flowing to the solenoid coil ( ) is controlled so as to control the clamping of the armature plate ( ) to the coil housing ( ), and the clamping force acting on the armature plate is used made to act on the clutch mechanism via a ball cam mechanism ( ). A first rotational backlash amount BLm occurring between the rotation input member and the rotation output member in a rotation transmission system in which the clutch mechanism is interposed in an engaged state, and a second rotational backlash amount BLp occurring between the rotation input member and the rotation output member in a rotation transmission system in which the cam mechanism is interposed in a state in which the cam mechanism is fixed and the armature plate is clamped to the coil housing, are set such that BLm>BLp.

Power transmission device having electromagnetic clutch

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

A coupling device to be provided between left and right wheels of a vehicle has an electric motor and a switching mechanism switchable between a starting assistance state in which a torque is transmitted in the same direction of rotation from the electric motor to left and right wheels, and a cornering assistance state in which a torque for acceleration is transmitted from the electric motor to one of the left and right wheels. When the switching state of the switching mechanism is for starting assistance control, lamps in the central indicator of an indicating device are lighted in a number corresponding to the electric current value of the electric motor. When the switching state is for cornering assistance control, the lamps of the left and right indicators corresponding to the outer wheel are lighted in a number corresponding to the electric current value.

A difference rotation generating apparatus which generates a difference rotation between the left and right idler wheels by an output torque of an electric motor. When the driving condition of the vehicle is power-off state or when the slip angle is above a predetermined value, a yawing moment to decrease the slip angle is generated by an independent operation of the left and right brakes. When the slip angle is below the predetermined value, the difference rotation generating apparatus is operated to thereby generate the yawing moment to decrease the slip angle.

Running stablizing apparatus to be mounted on 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.

A rear differential in a four-wheel drive vehicle includes a left and right clutches adapted to distribute a driving force transmitted from front wheels through a propeller shaft to left and right rear wheels. If the engagement of the left and right clutches is released, only the front wheels are driven and in this manner, the vehicle is brought into a front wheel-drive state. If the left and right clutches are brought into their engaged states, both of the front wheels and the rear wheels are driven and in this manner, the vehicle is brought into a four-wheel drive state. By changing the engagement forces of the left and right clutches, different driving forces can be distributed to the left and right rear wheels. In addition, when a driver operates a differential lock switch, the left and right clutches, are brought into their engaged states with the maximum engagement force, thereby integrally coupling the propeller shaft to the left and right rear wheels to provide a differential-locked state. Thus, a differential lock mechanism can be provided to the differential in a simple structure.

Four-wheel drive vehicle

A process for controlling a yaw moment in a vehicle by generating a braking force in one of the left and right wheels of the vehicle and by generating a driving force in the other wheel. When a vehicle is accelerated during the turning thereof, grounding loads of rear wheels are increased in order to generate a yaw moment in a direction opposite from a turning direction. However, such yaw moment can be eliminated in order to enhance the turning performance by bringing one of the hydraulic clutches into an engaged state with a torque which is proportional to a product of longitudinal and lateral accelerations. Consequently, a braking force and a driving force in inner and outer wheels during turning of the vehicle, respectively, are generated. When the vehicle is decelerated during turning thereof, grounding loads of front wheels are increased to a yaw moment in the same direction as the turning direction. However, such yaw moment can be eliminated in order to enhance the high-speed stable performance by bringing one of the hydraulic clutches into an engaged state with a torque which is proportional to longitudinal and lateral accelerations. Thus, when the vehicle is accelerated or decelerated during the turning thereof, the generation of an undesired yaw moment can be avoided in order to insure the turning performance and the high-speed stable performance.

Process for controlling yaw moment in vehicle

A power transmitting system having an input shaft, a driven bevel gear, a follower bevel gear and a clutch drive shaft accommodated in center casings. Left and right electromagnetic clutches connected to the clutch drive shaft are accommodated in left and right side casings. Oil for lubricating the electromagnetic clutches is supplied from an oil pump accommodated in the center casings and driven by the clutch drive shaft through oil passages and axially defied in the clutch drive shaft and left and right output shafts. Thus, the length of the oil passages for supplying the oil from the oil pump to the clutches can be minimized to provide a reduction in size of the power transmitting system.

Clutch lubricating structure in power transmitting system

A starting assistance device for a vehicle has an electric motor and a dog clutch which is switched on at the time of starting of the vehicle to thereby transmit a torque to idler wheels. A sensor is provided to detect the switching on and switching off of the dog clutch. In case the switching off of the dog clutch is not detected when the rotational speeds of the idler wheels have exceeded a predetermined value after the starting of the vehicle, the electric motor is driven in such a direction of rotation so as to cancel the torque which operates on the dog clutch due to the frictional force in the electric motor.

Starting assistance device for a vehicle with a motor and dog-clutch

A 4-wheel drive vehicle has a driving force control method in which a portion of a driving force for front wheels is distributed to rear wheels through clutches. In a 4-wheel drive state in which a driving force T.sub.p is distributed to rear wheels, for example, if the vehicle is turned leftwards to generate a difference W.sub.R -W.sub.L between left and right rear wheel speeds, it is ensured that a driving force T.sub.R distributed to the right rear wheel, which is an outer wheel during turning of the vehicle, is larger than a driving force T.sub.L distributed to the left rear wheel, which is an inner wheel during turning of the vehicle, thereby providing an enhancement in turning performance. As the difference W.sub.R -W.sub.L between the left and right rear wheel speeds is increased as a result of decreasing of the turning radius of the vehicle, the driving force T.sub.P (=T.sub.L +T.sub.R) distributed to the rear wheels is decreased to avoid an increase in travel resistance. Thus, it is possible to prevent the occurrence of problems such as a deterioration of specific fuel consumption, an abnormal sound generated in a drive system and an increase in the load of the drive system due to an increase in travel resistance during turning of the vehicle.

Driving force control method in 4-wheel drive vehicle

A gearbox mounted between axles for left and right follower wheels of a vehicle includes a countershaft parallel to the axles. The countershaft is rotated at a speed greater than those of the right axle by speed-increasing gears. The countershaft and the left axle are capable of being connected to each other through first and second shifting gears and a first hydraulic clutch and through third and fourth shifting gears and a second hydraulic clutch. The first and second hydraulic clutches are disposed back-to-back between the first and third shifting gears and therefore, the size of the entire gearbox can be reduced. Moreover, since the first and second hydraulic clutches are mounted on the countershaft which is rotated at the higher speed, the necessary torque transmitting capacities of the first and second hydraulic clutches can be decreased, leading to reduced sizes of the first and second hydraulic clutches.

System for generating difference in speed between left and right wheels

A power transmitting system for a four-wheel drive vehicle includes a first hydraulic pump driven interlockingly with the rotation of front wheels, a second hydraulic pump driven interlockingly with the rotation of rear wheels, and a hydraulic clutch for connecting the front wheels and rear wheels. The hydraulic clutch is adapted to be brought into an engaged state by an increase in oil pressure based on the difference between the amount of oil discharged from one of the hydraulic pumps and the amount of oil drawn into the other hydraulic pump. The hydraulic clutch, first hydraulic pump and second hydraulic pump are arranged in that sequence from the front toward rear of the vehicle on an axis extending longitudinally of the vehicle to maximize the air cooling effect on the hydraulic clutch and minimize the length of oil passages between the two hydraulic pumps.

Power transmitting system for four-wheel drive vehicle

Growing community of inventors

Saitama, Japan

Tetsuro Hamada