Abstract: An in-wheel motor in which a torque will not be applied excessively to a rotor and a wheel, and in which an axial length is reduced. In the in-wheel motor, a rotor is arranged around the stator, and torque is transmitted between a drive member rotated integrally with the rotor and a driven member rotated integrally with a wheel through a transmission member. The transmission member is adapted to allow the drive member and the driven member to rotate relatively to each other when an extraordinary torque is applied to the drive member or the driven member, thereby restricting the torque transmitted between the drive member and the driven member to a predetermined magnitude.

Abstract: An electric vehicle without a propeller shaft including a rotating machine selectively functioning as an electric motor and a generator, configured to serve as a drive force source in the vehicle when the rotating machine functions as the electric motor, and functioning as the generator during running of the vehicle to thereby generate a regenerative brake force, and a wheel brake disposed on a wheel, used as a service brake, and generating a braking force corresponding to a brake request amount during running of the vehicle, the electric vehicle comprising: a third braking device disposed in a power transmission path between the rotating machine and a drive wheel to generate a braking force with a braking method other than regeneration during running of the vehicle.

Abstract: An electric drive device for a vehicle includes: a rotating machine that is used as a driving force source for traveling of the vehicle; a differential device configured to distribute power transmitted from the rotating machine to right and left driving wheels; and a retarder provided in a power transmission path between the rotating machine and the differential device and configured to generate a braking force. The retarder is either an electromagnetic retarder or a fluid retarder. The rotating machine and the retarder are arranged on opposite sides of an axis of the differential device in a front-rear direction of the vehicle in a plan view seen from above the vehicle, the axis of the differential device being parallel to a width direction of the vehicle.

Abstract: An electric drive device for a vehicle includes: a rotating machine that is used as a driving force source for traveling of the vehicle; a differential device configured to distribute power transmitted from the rotating machine to right and left driving wheels; and a retarder provided in a power transmission path between the rotating machine and the differential device and configured to generate a braking force. The retarder is either an electromagnetic retarder or a fluid retarder. The rotating machine and the retarder are arranged on opposite sides of an axis of the differential device in a front-rear direction of the vehicle in a plan view seen from above the vehicle, the axis of the differential device being parallel to a width direction of the vehicle.

Abstract: An electric vehicle without a propeller shaft including a rotating machine selectively functioning as an electric motor and a generator, configured to serve as a drive force source in the vehicle when the rotating machine functions as the electric motor, and functioning as the generator during running of the vehicle to thereby generate a regenerative brake force, and a wheel brake disposed on a wheel, used as a service brake, and generating a braking force corresponding to a brake request amount during running of the vehicle, the electric vehicle comprising: a third braking device disposed in a power transmission path between the rotating machine and a drive wheel to generate a braking force with a braking method other than regeneration during running of the vehicle.

Abstract: A driving force distribution device for distributing driving force from an engine to left and right rear wheels has: a differential case which accommodates a differential mechanism therein; an intermediate shaft which is provided parallel to an output shaft extending leftward or rightward from the differential mechanism; a speed-up mechanism which is provided to the left or right of the differential case and changes and transmits driving force input to the differential case to the output shaft via the intermediate shaft; and a clutch mechanism capable of switching between a transmitting state in which the speed-up mechanism transmits the driving force to the output shaft and a blocking state in which the transmission of the driving force is blocked. According to the driving force distribution device, cost reduction and downsizing of the driving force distribution mechanism and a housing thereof can be realized.

Abstract: A driving force distribution device for distributing driving force from an engine to left and right rear wheels has: a differential case which accommodates a differential mechanism therein; an intermediate shaft which is provided parallel to an output shaft extending leftward or rightward from the differential mechanism; a speed-up mechanism which is provided to the left or right of the differential case and changes and transmits driving force input to the differential case to the output shaft via the intermediate shaft; and a clutch mechanism capable of switching between a transmitting state in which the speed-up mechanism transmits the driving force to the output shaft and a blocking state in which the transmission of the driving force is blocked. According to the driving force distribution device, cost reduction and downsizing of the driving force distribution mechanism and a housing thereof can be realized.

Abstract: A drive force control apparatus for a vehicle, having at least one engaging element and configured to implement drive force control to control transmitting of a drive force generated by a drive power source, to left and right drive wheels by controlling an engaged state of the at least one engaging element in accordance with a demand for control of the drive force, includes control demand determining means determining possibility that the demand for control of the drive force is made on the basis of a predetermined standard, and engagement control means implementing preliminary control to control the engaged state of the at least one engaging element to a stage prior to implementing of the drive force control if the control demand determining means determines that it is possible that the demand for control would be made.

Abstract: A planetary gear type center differential unit contains a carrier, a first sun gear and a second sun gear provided interiorly of the carrier, a first and second pinions respectively meshing with the first and the second sun gears, a pinion member having a shaft-receiving hole and carrying the first pinion and the second pinion therearound, and a pinion shaft made of carbon/carbon composite. The pinion shaft is supported by the carrier at one end and is inserted into the shaft-receiving hole of the pinion member, so that the pinion shaft directly supports the pinion member so as to rotate.

Abstract: A planetary gear type center differential unit contains a carrier, a first sun gear and a second sun gear provided interiorly of the carrier, a first and second pinions respectively meshing with the first and the second sun gears, a pinion member having a shaft-receiving hole and carrying the first pinion and the second pinion therearound, and a pinion shaft made of carbon/carbon composite. The pinion shaft is supported by the carrier at one end and is inserted into the shaft-receiving hole of the pinion member, so that the pinion shaft directly supports the pinion member so as to rotate.