Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Yasuo Kitami

Shigeru Suzuki

Harumi Takedomi

Hiromitsu Sato

Osamu Hasegawa

Yasuyuki Sando

Koichiro Ozawa

Noriyuki Abe

Shigemitsu Akutsu

Yoshinori Mita

Tetsurou Hamada

Kenji Fukuda

Hiroo Yamaguchi

Hideyo Miyano

Yasuaki Asaki

Minoru Nakajima

Shoichi Ohtaka

Akihisa Senga

Yukio Kondo

Kaoru Aoki

Masaaki Hiratani

Hideaki Hosoya

Toshiyuki Watanabe

Hidenori Tezuka

Tadashi Hashimoto

Syuji Watanabe

Tomoji Yoshizawa

A driving device for a hybrid vehicle including: an engine; an electric motor; a power combination/distribution mechanism which is disposed between both the engine and the electric motor and one pair of front wheels and rear wheels so as to combine and distribute power generated from the engine and the electric motor; and a transmission mechanism which is disposed between the engine and the other pair of the front wheels and the rear wheels, wherein the power combination/distribution mechanism is a planetary gear mechanism having a sun gear, a carrier, and a ring gear; an output shaft of the electric motor is connected to the carrier; and wherein rotational driving ranges in the electric motor are set to each of a normal rotation direction and a reverse rotation direction.

Driving device for hybrid vehicle

A power unit which makes it possible to attain the reduction of the size and manufacturing costs thereof, and improve turnability. A power unit drives left and right rear wheels. A first rotating machine and a second rotating machine are configured to be capable of inputting and outputting energy. A first and a second planetary gear units are disposed between the first and second rotating machines and the left and right rear wheels, respectively, for transmitting energy between the first rotating machine and the left and right rear wheels and between the second rotating machine and the same. The first rotating machine, the left rear wheel, the right rear wheel, and the second rotating machine are in a collinear relationship in rotational speed, and are in a line in this order in a collinear chart representing the collinear relationship.

Power unit

High-tension cablesU,V,W connect an inverterdisposed outside an engine compartment with a motor/generatordisposed in the engine compartment, the high-tension cablesU,V,W are individually passed through metallic protection pipesunder a floor of a vehicle, the protection pipesare supported from an underside of the floor, and the high-tension cablesU,V,W are passed through a protection tubeover a predetermined distance from the motor/generatorin the engine compartment.

Vehicle power cables retaining structure

A plurality of reinforcing ribs 8 and 9 are formed on an end wall of a battery container 2 of a battery B, and a pair of notches 11 are defined in the reinforcing rib 9 at an upper end. A battery suspending jig J has a pair of hooks 14 formed on a base plate 12 formed of a metal plate material. An attaching/detaching portion 14.sub.1 of the hook 14 is passed through an attaching/detaching bore 11.sub.1 of the notch 11 and then moved upwards, whereby an engage portion 14.sub.2 of the hook 14 is brought into engagement into an engage bore 11.sub.2 of the notch 11, and a receiving portion 14.sub.3 of the hook 14 is urged against a lower surface of the reinforcing rib 9. Thus, the battery B can be suspended and moved by connecting the battery suspending jig J to a chain block or a winch through a wire.

Battery and battery suspending jig

A battery temperature regulating apparatus efficiently controls the charging temperature of a battery assembly which serves as a power source to energize a propulsive motor on an electric vehicle to run on a road. A fluid jacket is disposed in heat exchange relationship with the battery assembly and supplied with a coolant to regulate the temperature of the battery assembly with a radiator or an electric heater for allowing the battery assembly to be charged in a temperature range from 20.degree. C. to 35.degree. C., for example, which is optimum for the charging of the battery assembly. The battery temperature regulating apparatus can maintain the optimum temperature range more reliably than a conventional apparatus which regulates the temperature of the battery assembly as it is charged with a forced flow of hot air or cool air, and can reduce the electric energy consumption to 1/3 of that of the conventional apparatus.

Battery temperature regulating apparatus

A battery assembly has a temperature control mechanism for effecting cooling or heating unit batteries for operation in a desired temperature range. First heat-exchange planar members of respective heat-transfer plates are sandwiched between the unit batteries that are arranged in an array, and second heat-exchange planar members thereof are held against transverse narrow side walls of the unit batteries. The unit batteries and the heat-transfer plates are securely fastened together by holder plates. Heat produced when the unit batteries are in operation is transferred through the first and second heat-exchange planar members of the heat-transfer plates and dissipated into an appropriate cooling medium, such as atmospheric air or another cooling fluid, through a heat-exchange.

Battery assembly with temperature control mechanism

In an intake device for a multi-cylinder internal combustion engine, comprising a pair of resonance chambers and a pair of resonance passages, the resonance chambers and the resonance passages are disposed in parallel in a V-space in the internal combustion engine with a dividing wall interposed therebetween, thereby providing a compact intake system. In the intake device, the resonance chambers are defined in one of upper and lower assembly box portions, while the resonance passages are defined in the other assembly box portion, and an on-off valve capable of changing suction characteristics of the internal combustion engine is provided in a plate-like valve unit separating and joined to the opened surfaces of the two box portions. This enables a reasonable layout of the on-off valve. Further, in the intake device, the resonance chambers are capable of communicating with each other through a communication chamber having a predetermined volume. This ensures both a resonance supercharge effect and an inertia supercharge effect.

Intake device for multi-cylinder internal combustion engine

An intake manifold assembly of a variable intake passage length includes a branch passage body for introducing air from a main throttle valve into intake ports of an engine. The branch passage body has an intake chamber communicating with the main throttle valve, a plurality of shorter passages extending upwardly from the intake chamber and each having an auxiliary throttle valve for selectively opening and closing the shorter passage, a plurality of longer passages extending from the intake chamber around a lower side of the intake chamber, the shorter and longer passages having downstream ends joined to each other at respective junctions, and connected to the intake ports. The branch passage assembly comprises an upper member, a lower member, and an intermediate member sandwiched between the upper and lower members, the intake chamber being defined in the lower member, the shorter passages being defined in the upper and intermediate member, the longer passages being defined in the upper, intermediate, and lower member, a connection to the intake ports being defined in the upper member, the auxiliary throttle valves being angularly movably disposed respectively in the shorter passages in the intermediate member.

Intake manifold assembly for engines

A variable-speed driving device particularly adapted for an automotive internal combustion engine and associated AC generator. The device includes a driver shaft, such as the crankshaft, a constant-speed-ratio driven shaft, a variable-speed-ratio driven shaft, such as the AC generator shaft, two driver pulleys of different diameters mounted on the driver shaft, a single constant-speed-ratio driven pulley mounted on the constant-speed-ratio driven shaft, and two speed-changing pulleys mounted on the variable-speed-ratio driven shaft. One driving belt is trained over a drive pulley, single constant-speed-ratio driven pulley, and one pulley and an additional belt is trained around the second drive pulley, the second speed-changing pulley, and, if desired, over another constant-speed-ratio pulley on another shaft. There is a changeover mechanism for selectively coupling the speed-changing pulleys to the variable-speed-ratio driven shaft at the desired speed ratio depending on the speed of the driver shaft.

Variable-speed driving device

An intake manifold system for a V-type multiple cylinder engine comprising an upstream intake passage, a plenum intake chamber, an intake manifold and downstream intake passages. The upstream intake passage which is directly connected to a throttle body curves downwards towards the intake chamber while the downstream intake passages are connected to the upper end of the intake chamber by way of the intake manifold and after being curved in the shape of inverted letter U are connected to the intake ports of the engine. The intake manifold system as a whole can be accommodated within a gap defined between the two cylinder banks of the engine in a highly compact manner. The advantageous arrangement of the overall intake passage produces favorable ram effect and assures high volume efficiency particularly in low speed range of the engine.

Growing community of inventors

Higashimatsuyama, Japan

Yasuo Kitami