Nippondenso Co., Ltd.

Toyota Jidosha Kabushiki Kaisha

Denso Corporation

Yamaha Hatsudoki Kabushiki Kaisha

Yuichi Imani

Yoshiyuki Hattori

Kazuma Matsui

Akira Kuno

Yoshihisa Nomura

Keiichiro Banzai

Tetsuji Kozaki

Takeshi Sakai

Ken Nomura

Takeshi Sawada

Tetsuya Nagata

Koichi Moriguchi

Jirou Asai

Katsuo Sakurai

Akira Ito

Koji Nakane

The present invention provides a vehicle-drive system which can recovers inertial power from a vehicle. Torque of an internal-combustion engine is transferred to input shaft of transmission through main clutch. Dynamo-electric-machine mechanism is connected to input shaft of transmission through assistant clutch, and further, accessories are connected to dynamo-electric-machine mechanism. Therefore, in simple structure, substantially added by only assistant clutch relative to conventional structure, plural manners of operation can be realized by connecting or disconnecting two clutches thereby attaining other superior effects such as fuel-cost savings.

Vehicle-drive system

A drive line device for an automotive vehicle is provided which includes a transmission and a clutch consisting of a flywheel connected to an engine and a clutch disc connected to an input shaft of the transmission. The drive line device includes a brake unit which applying a brake to a given peripheral portion of the flywheel so as to synchronize rotation of the input shaft of the transmission with rotation of an output shaft of the transmission when a gear shift is achieved.

Drive line apparatus for automotive vehicle

A drive apparatus for driving front and rear wheels of a motor vehicle, either the front and rear wheels being mechanically driven, through a power transmission mechanism, by a motive power generated by an engine of the motor vehicle and the other wheels being driven by hydraulic motors rotationally driven by a hydraulic pump. The drive apparatus limits driving forces of the other wheels, rotationally driven by the hydraulic motor, to be below a predetermined driving force and further detects occurrences of acceleration slips of the one wheels, rotationally driven through the power transmission mechanism, on the basis of speeds of the other wheels in which the driving force is limited to be below the predetermined driving force. The driving forces of the one wheels are adjusted in accordance with the acceleration slip detection result so as to suppress the occurrences of the acceleration slips. This arrangement can improve the travelling stability of the motor vehicle and the motive power on a low friction coefficient road surface without requiring a complex structure.

Four wheel drive vehicle with slip control system

The pneumatic pressure in a tire on a wheel of a vehicle is introduced into a pressure chamber positioned at a central axis about which the tire is rotatable through a communication passage defined in the wheel. When the pneumatic pressure in the pressure chamber varies, a diaphragm or bellows attached over the pressure chamber is elastically displaced, axially moving a slide bar extending axially through a wheel shaft on which the wheel is supported. The movement of the slide bar displaces a ferromagnetic member in a coil, whose inductance then varies. The change in the coil inductance is detected by an electronic control unit, which transmits a signal to a display unit.

System for detecting pneumatic pressure in tire

An air suspension system includes a rotary valve 3 disposed to selectively establish and interrupt communication between an air spring 1 and a plurality of subchambers of an air chamber 2, and a motor 4 by which the rotary valve 3 is rotated. The rotary valve 3 is composed of a hollow outer cylindrical member 21 having openings opened to each subchamber of the air chamber 2, and an inner cylindrical member 22 having air holes. The openings of the outer cylindrical member 21 have different lengths in the direction of rotation of the inner cylindrical member 22. By this arrangement, the number of the subchambers of the air chamber 2, which may be communicated with the primary air chamber 1 through the openings and the air holes, is adjusted in response to angular position of the inner cylindrical member 22.

Air suspension system

A vehicle has a body, a right-hand wheel, and a left-hand wheel. A first device rotatably connects the right-hand wheel to the body. A second device rotatably connects the left-hand wheel to the body. An elastically deformable stabilizer is connected between the first and second devices. A mechanism serves to positively deform the stabilizer. A sensor may detect an operating condition of the vehicle, such as a steering condition or speed of the vehicle. The stabilizer may be positively deformed in accordance with the detected operating condition of the vehicle.

Stabilizer control system

A brake oil pressure control device including a main line system for a normal braking operation, and a subline system for antiskid control and acceleration slip control. The main line system connects a master cylinder to a wheel cylinder, and has a first valve which opens the main line for a normal braking operation, and closes the main line when an antiskid control or acceleration slip control is in effect. The subline system has an oil pump connected to the wheel cylinder through a subline having a second valve, which is controlled to open and close the subline for the antiskid control or acceleration slip control. Inlet and outlet ports are connected by a relief pipe having a third valve and a relief valve. The relief valve opens the relief pipe under pressure from the master cylinder when a discharge pressure from the oil pump is higher than the pressure at the master cylinder, to restrain the discharge pressure from the oil pump. The third valve opens the relief pipe for an antiskid control, and closes the relief pipe for an acceleration slip control.

Brake oil pressure control device

An antiskid control device including a main line system, a first oil hydraulic source generating a pressurized oil and supplying the oil to wheel cylinders through the main line system, a subline system, and a second oil hydraulic source generating a pressurized oil and supplying the oil to the wheel cylinders through the subline system. The main line system and the first oil hydraulic source are provided for a usual braking operation. The subline system and the second oil hydraulic source are provided for an antiskid control. The main line system has a cut-off valve which opens the main line system in the usual braking operation and closes the main line system in the antiskid control. The subline system has a switching valve which opens and closes the subline system according to a locking condition of the wheel during the antiskid control. The second oil hydraulic source generates a pressurized oil when a locking condition is sensed.

Antiskid control device

An antiskid control device including a main line system for usual braking operation, a subline system for an antiskid control, and an oil hydraulic mechanism supplying pressurized oil to the subline system. The oil hydraulic mechanism has an oil hydraulic source constantly generating hydraulic pressure during operation of the engine of the vehicle, an oil hydraulic motor driven by the oil hydraulic source, and an oil hydraulic pump discharging a highly pressurized oil. While the oil hydraulic motor is constantly rotated during the operation of the engine, the oil hydraulic pump is rotated when the rotation of the oil hydraulic motor is transmitted thereto. For this purpose, a mechanism for transmitting the rotation between the motor and the pump is provided.

A motorcycle has an engine with a crankcase supported on a body frame. The body frame has a pair of rear arm members. A battery is supported on the body frame between the rear arm members in the vicinity of the back of the crankcase, thereby being disposed in a convenient and compact lower region, and leaving an enlarged upper region available for articles such as an air cleaner, whose size should not unnecessarily be limited.

Growing community of inventors

Hamamatsu, Japan

Yuichi Imani