Condition Responsive Patents (Class 475/199)
  • Patent number: 11662274
    Abstract: The present disclosure belongs to the technical field of automobile chassis suspension system tests, and provides a wheel acceleration torque system and test equipment for an automobile chassis simulation road test. The automatic connection and separation mechanism is connected with a transmission shaft of a wheel; the automatic connection and separation mechanism can apply acceleration torque of the torque shaft to the transmission shaft, and can separate the acceleration torque applied to the transmission shaft; and the wheel acceleration torque system and the test equipment can adapt to the requirement for applying the acceleration torque in a test of a test bench, simulate to apply the acceleration torque which the wheel bears in the actual road running process, ensure that a test state of a tested wheel and suspension system is close to a test state of a real automobile test field.
    Type: Grant
    Filed: July 6, 2021
    Date of Patent: May 30, 2023
    Assignee: CITIC Dicastal Co., Ltd.
    Inventors: Alateng, Guoyuan Xiong, Yingying Song, Zuo Xu, Chenguang Wei, Hanqi Wu
  • Patent number: 10583824
    Abstract: A vehicle includes a left clutch provided on a path for transmitting driving torque to a left rear wheel and a right clutch provided on a path for transmitting driving torque to a right rear wheel torque. If a command value of the driving torque distributed to the left rear wheel using the left clutch and a command value of the driving torque distributed to the left rear wheel using the right clutch fall respectively below predetermined lower limit values, a control device controls the command values of the driving torque to be predetermined lower limit values. While realizing an optimal torque distribution control, accuracy of the driving torque distributed to the left and right rear wheels (auxiliary drive wheels) can be improved by preventing the command values (command torque) distributed to the left and right rear wheels from becoming small below the limit.
    Type: Grant
    Filed: November 29, 2017
    Date of Patent: March 10, 2020
    Assignee: HONDA MOTOR CO., LTD.
    Inventors: Hitoshi Sasaki, Tetsuro Hara
  • Patent number: 10408343
    Abstract: A continuously variable transmission pump limited stop controls system includes a continuously variable transmission (CVT) including primary and secondary variator pulleys. The primary and the secondary variator pulley each have a mating half with a conical face, defining a variable-width gap between each pulley and its mating half. A flexible member is positioned within the gap and is movable on the conical faces defining a CVT ratio. A secondary pulley valve controls flow of a fluid to the secondary variator pulley. A secondary pulley pressure boost system identifies if a rapid stop event is occurring and issues a command to fully open the secondary pulley valve during the rapid stop event. As the CVT ratio reaches a predetermined threshold of a desired relaunch ratio during the rapid stop event, an engine speed request is issued to an engine connected to the CVT to increase engine speed.
    Type: Grant
    Filed: June 30, 2017
    Date of Patent: September 10, 2019
    Assignee: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: Joseph W. Tatangelo, Paul G. Otanez
  • Patent number: 9458911
    Abstract: A multi ratio drive including a first drive chain having a first drive chain engaged state and a first drive chain disengaged state; and a second drive chain having a second drive chain engaged state and a second drive chain disengaged state. The first drive chain drives the axle with a first gear ratio between the drive shaft and the axle when the first drive chain is in the first drive chain engaged state and the second drive chain is in the second drive chain disengaged state; the second drive chain drives the axle with a second gear ratio between the drive shaft and the axle when the second drive chain is in the second drive chain engaged state and the first drive chain is in the first drive chain disengaged state; and the first gear ratio is different from the second gear ratio.
    Type: Grant
    Filed: May 12, 2015
    Date of Patent: October 4, 2016
    Inventor: Michael L. Valesh
  • Publication number: 20150126320
    Abstract: The present disclosure provides a differential assembly with at least a first gear ratio and a second gear ratio. The differential assembly of the present disclosure can be integrated with an automatic transmission system thereby increasing the number of available gear ratios. A method of shifting to improve engine efficiency is also provided.
    Type: Application
    Filed: January 16, 2015
    Publication date: May 7, 2015
    Inventors: Thomas Alan GENISE, Gregory L. HEATWOLE, Richard KUKUCKA, Gabriela Florentina RADULESCU, Daniel Stanley FRAZIER, Robert Joseph KYLE, Andrew P. HARMAN, Robert Michael ARNSPARGER, Patrick John MCMILLAN, Jamie Gerad CULLEN
  • Patent number: 8870702
    Abstract: A power switching device for vehicle has an engaging mechanism for connecting and disconnecting between a pair of rotating members arranged on a driving force transmission passage, an operating mechanism for switch-operating the engaging mechanism, an electric actuator, and a waiting mechanism having an elastic member. The elastic member is incorporated into the waiting mechanism so that the elastic member can temporarily accumulate the operating power only when the engaging mechanism is switched to the engaged condition.
    Type: Grant
    Filed: December 30, 2011
    Date of Patent: October 28, 2014
    Assignee: Kawasaki Jukogyo Kabushiki Kaisha
    Inventors: Hideaki Kii, Seiji Itoo, Ayumi Hamada
  • Patent number: 8702552
    Abstract: Infinitely variable motion control (IVMC) provides motion control without any requirement for changing gears or use of a clutch. A spur gear transgear, defined as a system having an input, an output and a control, a variable pitch cam having an eccentric inner and outer cam assembly and a driver may be used to form a speed converter. The speed converter is used in various forms to provide an infinitely variable transmission, a differential, embodiments of wind and river turbines and pumps/compressors. In one embodiment, the speed converter drives first and second directional control assemblies to provide a vehicle with zero turn radius. A variable torque converter may be used in various embodiments to control torque from a minimum to a maximum by controlling movement of a rotor along a shaft in relation to a stator.
    Type: Grant
    Filed: June 12, 2013
    Date of Patent: April 22, 2014
    Assignee: Differential Dynamics Corporation
    Inventor: Kyung Soo Han
  • Patent number: 8672793
    Abstract: The invention relates to a drive device for motor vehicles with at least one longitudinal output or transverse output differential gear, with an input shaft, and with a means for controlled torque distribution to the two output shafts. A quick-response, structurally advantageous drive device is thus achieved in that the differential gear is a self-locking differential gear and in that a speed-regulation drive, which changes the differential-side speed of 1:1 in the plus or minus direction based on dynamic performance parameters, is integrated into one of the output shafts, or in that speed-regulation drives, which alternately change the differential-side speed of 1:1 in the plus direction or in the negative direction based on dynamic performance parameters, are integrated into two output shafts.
    Type: Grant
    Filed: October 8, 2008
    Date of Patent: March 18, 2014
    Assignee: Audi AG
    Inventor: Ulrich Freudling
  • Publication number: 20130296091
    Abstract: A variable speed drive (AVSD) includes an input shaft connected to receive a mechanical input from an aircraft engine and an output shaft connected to provide a speed-controlled mechanical output. The AVSD includes a first power path having a fixed gear ratio, a second power path having a variable gear ratio, and a differential coupled to combine power received from the first power path and the second power path for provision to the output shaft. A controller modifies the variable gear ratio of the second power path to regulate the output shaft of the AVSD to a desired speed.
    Type: Application
    Filed: May 2, 2012
    Publication date: November 7, 2013
    Applicant: HAMILTON SUNDSTRAND CORPORATION
    Inventors: Glenn C. Lemmers, JR., Brandon M. Grell, Todd A. Spierling, David S. Behling
  • Patent number: 8241163
    Abstract: 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.
    Type: Grant
    Filed: July 14, 2009
    Date of Patent: August 14, 2012
    Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
    Inventors: Takuya Yamamura, Yuichi Ushiroda, Kaoru Sawase
  • Patent number: 8177672
    Abstract: A driving-force transmitting device includes a first disengaging mechanism that disengages a driving force from an engine to a driving-force transmitting unit and a second disengaging mechanism having a synchronizing mechanism that disengages the driving force from a driving-force transmitting unit to a right-rear-wheel driving shaft. A change gear ratio between front wheels and rear wheels is constructed so that a driving-force transmitting unit side of the first disengaging mechanism rotates at a speed higher than that of an opposing side at the time of completion of synchronization of the second disengaging mechanism. In switching from a two-wheel drive mode to a four-wheel drive mode, synchronization of the second disengaging mechanism first starts to increase the rotation speed of the driving-force transmitting unit, and next connects the first disengaging mechanism when a rotation speed of the driving-force transmitting unit side of the first disengaging mechanism matches that of an opposing side.
    Type: Grant
    Filed: May 19, 2010
    Date of Patent: May 15, 2012
    Assignee: Univance Corporation
    Inventors: Tadahiko Kato, Toshiyuki Miyachi
  • Patent number: 7753173
    Abstract: A power divider for motor vehicles includes a housing, a primary shaft and a secondary shaft, wherein a friction clutch having an outer part that is rigidly connected to the primary shaft, and an inner part, derives torque from the primary shaft and delivers the torque to the secondary shaft by means of the inner part and a displacement drive. To ensure a sufficient supply of lubrication oil under all conditions, an oil reservoir, which at least partially surrounds the ramp ring, is fixed in the housing between the coupling and the displacement drive. The base of the oil reservoir comprises at least one opening, which is adjacent to the upper part of the periphery of the ramp ring, and the oil reservoir has at least one guiding device that extends into the centrifugal area of the displacement drive, through which the centrifuged lubrication oil is received in the reservoir.
    Type: Grant
    Filed: July 26, 2005
    Date of Patent: July 13, 2010
    Assignee: Magna Drivetrain AG & Co KG
    Inventors: Franz Gratzer, Markus Kraxner, Mario Vockenhuber
  • Patent number: 7553250
    Abstract: The drive train of an all-wheel drive vehicle comprises a transfer case that is connected to the motor block, a driven front axle, a driven rear axle, drive shafts and a control device. To vary the torque distribution between the axles from 0 to 100% the transfer case has a drive-through shaft that has a drive connection both with the motor block and the drive shaft that leads to the rear axle. The drive-through shaft includes a drive connection with the drive shaft that leads to the front axle by a first friction clutch that determines the torque applied to the front axle. The rear axle is equipped with an additional adjustable drive unit comprising a second friction clutch, which is used to control the torque applied to the rear axle.
    Type: Grant
    Filed: February 22, 2005
    Date of Patent: June 30, 2009
    Assignee: Magna Drivetrain AG & Co KG
    Inventor: Helmuth Sachsenmaier
  • Patent number: 7553252
    Abstract: The differential unit with a limited slip differential mechanism of the present invention comprises a planetary gear mechanism for torque distribution of drive torque inputted to an input shaft from an engine between a front drive shaft and a rear drive shaft, and a multiple disc clutch for limiting differential rotation of the planetary gear mechanism, wherein, when a clutch plate receiving clutch engaging force applied to the multiple disc clutch is fixed to a side surface of a planetary carrier of the planetary gear mechanism, pins are formed on the ends of bolts for fixing the planetary carrier, and positioning and fixing is carried out by fitting the pins into check holes formed in the clutch plate.
    Type: Grant
    Filed: June 9, 2006
    Date of Patent: June 30, 2009
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventors: Mamoru Murakami, Norio Owada
  • Publication number: 20090082154
    Abstract: A control apparatus for a vehicular drive system including (a) an electrically controlled differential portion having a differential mechanism and operable to control a differential state between its input and output speeds by controlling an operating state of an electric motor connected to a rotary element of the differential mechanism, and (b) a transmission portion which constitutes a part of a power transmitting path between the electrically controlled differential portion and a drive wheel of a vehicle, the control apparatus including a non-iso-power shifting control portion configured to implement a non-iso-power shifting control of the vehicular drive system (differential portion) when a required special shifting action of the transmission portion not according to a shifting boundary line map should be restricted.
    Type: Application
    Filed: April 2, 2008
    Publication date: March 26, 2009
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Yuji Iwase, Tooru Matsubara, Hiroyuki Shibata, Atsushi Tabata
  • Publication number: 20080146396
    Abstract: A power transmission device includes a housing, a rotatable input member and a rotatable output member supported in the housing by a pair of bearings. A friction clutch is operable to selectively transmit a requested magnitude of torque between the input member and the output member. The clutch is axially positioned between the bearings. An actuator is operable to provide an actuation force to the friction clutch to generate the requested magnitude of torque.
    Type: Application
    Filed: November 30, 2007
    Publication date: June 19, 2008
    Applicant: AMERICAN AXLE & MANUFACTURING, INC.
    Inventor: Stuart J. Millar
  • Patent number: 7033303
    Abstract: In a transfer drive mode switching control system employing a shift actuator that switches from one of a plurality of drive mode positions of a transfer to the other, a drive mode position sensor is provided to detect the drive mode position switched by the shift actuator and to generate information regarding the drive mode position. A transfer control unit outputs a control command signal based on the drive mode position information to the shift actuator for controlling switching between the drive mode positions responsively to a driver-selected drive mode. The transfer control unit allows only a switching operation between predetermined two different drive mode positions corresponding to both ends of a working range of the shift actuator at which motion of the shift actuator is stopped mechanically, in presence of a failure in the drive mode position sensor.
    Type: Grant
    Filed: April 21, 2004
    Date of Patent: April 25, 2006
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Toshiharu Takasaki, Osamu Sugitani
  • Patent number: 7031819
    Abstract: A plurality of vehicle stabilizing devices which operate according to different strategies and which actuate, independently of the driver, brake actuators which are assigned to the vehicle wheels, in order to stabilize the vehicle are arranged in the vehicle. The vehicle is equipped with at least one switchable differential lock in the drive train. The differential lock assumes a non-switched operating state, a first operating state in which the differential lock is preselected, and a second operating state in which the differential lock is switched. When the differential lock assumes the first operating state, some of the vehicle stabilizing devices, other than that vehicle stabilizing device which, by actuating the brake actuators independently of the driver, prevents the vehicle wheels from locking during a braking operation, are influenced in terms of their operating mode.
    Type: Grant
    Filed: February 20, 2003
    Date of Patent: April 18, 2006
    Assignee: DaimlerChrysler AG
    Inventors: Albert Hack, Franz Himler, Gerd Linzmayer
  • Patent number: 6910983
    Abstract: A power transfer apparatus 1 of a four-wheel drive vehicle includes, a clutch, an inversion detector, and controller. The clutch generates an engagement force that effects a driving force output from an engine to wheels of the vehicle via a transmission. The transmission includes the inversion detector 23, 27 for detecting inversion or non-inversion of a gear-shifting direction of the transmission 13. The controller 23 subjects the electromagnet to energization control such that torque to be transmitted by the clutch is decreased to a target value in accordance with an inversion signal pertaining to said gear-shifting direction detected by said inversion detector 23, 27.
    Type: Grant
    Filed: October 8, 2003
    Date of Patent: June 28, 2005
    Assignee: Tochigi Fuji Sangyo Kabushiki Kaisha
    Inventor: Masanari Wakamatsu
  • Patent number: 6840880
    Abstract: A power-split transmission for motor vehicles with off-road travel consists of a case (1), of an input shaft (2), of a first output shaft (3) coaxial with the latter, of a second output shaft (4), of a reduction unit (5), of a clutch unit (6) and of an offset drive (7).
    Type: Grant
    Filed: July 19, 2001
    Date of Patent: January 11, 2005
    Assignee: Steyr-Daimler-Puch Fahrzeugtechnik AG & Co. KG
    Inventor: Rudolf Glassner
  • Patent number: 6712729
    Abstract: A three-speed transfer case for providing a direct drive connection between the input shaft and the output shafts, a low-range drive connection and an ultra low-range drive connection. The ability to choose between the distinct speed ratio drive connections permits the vehicle operator to best match the road conditions or off-road terrain to the tractive requirements of the motor vehicle.
    Type: Grant
    Filed: June 9, 2003
    Date of Patent: March 30, 2004
    Assignee: New Venture Gear, Inc.
    Inventors: Carl Stephens, Thomas Noble
  • Patent number: 6612956
    Abstract: A front-rear axle driving torque transmission apparatus, which can improve a degree of freedom with respect to a change of torque distribution to a front wheel driving axle and a rear wheel driving axle by making the best use of a wet-type multiple disc clutch. The front-rear axle driving torque transmission apparatus includes: power input means; differential planetary gear driving means for rotating a front wheel side output shaft and a rear wheel side output shaft at a different rotational speed on the basis of a power inputted by the power input means; and clutch means for locking an operation of the differential planetary gear driving means so that the front wheel side output shaft and the rear wheel side output shaft can be rotated at the same rotational speed.
    Type: Grant
    Filed: November 30, 2000
    Date of Patent: September 2, 2003
    Assignee: Komatsu Ltd.
    Inventors: Toshihiro Fukuno, Makoto Toyama
  • Publication number: 20030125153
    Abstract: A vehicle is provided with a continuously variable transmission having a low range operating mode for off road driving. A wide range continuously variable transmission is combined with a high fixed ratio final drive mechanism to provide a high gear ratio low range mode. A power take-off unit provides driving torque to a second pair of drive wheels and a coupling mechanism is provided in a second drive line for providing all wheel drive operation in response to wheel slip of the primary drive wheels.
    Type: Application
    Filed: December 27, 2001
    Publication date: July 3, 2003
    Inventors: Richard Kukucka, Thomas A. Dailey
  • Patent number: 6575867
    Abstract: A three-speed transfer case for providing a direct drive connection between the input shaft and the output shafts, a low-range drive connection and an ultra low-range drive connection. The ability to choose between the distinct speed ratio drive connections permits the vehicle operator to best match the road conditions or off-road terrain to the tractive requirements of the motor vehicle.
    Type: Grant
    Filed: December 21, 2001
    Date of Patent: June 10, 2003
    Assignee: New Venture Gear, Inc.
    Inventors: Carl Stephens, Thomas Noble
  • Patent number: 6551211
    Abstract: In a twin shaft type transmission having an input shaft and a counter shaft, a planetary gear type center differential coaxially provided with the counter shaft comprises a hollow center differential input shaft connected coaxially with the counter shaft, a first sun gear mounted on the center differential input shaft, a second sun gear provided coaxially with the first sun gear for outputting power to a rear drive shaft, a first pinion meshing with the first sun gear, a second pinion formed integrally with the first pinion and meshing with the second sun gear, a carrier rotatably holding the first and second pinions for outputting power to a front drive shaft, and a hub secured to the inside of the carrier and extending through a space between the first and second sun gears to the inside of the center differential input shaft and connected with the front drive shaft.
    Type: Grant
    Filed: September 13, 2001
    Date of Patent: April 22, 2003
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventor: Kazuo Kanazawa
  • Patent number: 6458056
    Abstract: A power transfer system includes a transfer case having a clutch assembly arranged across an interaxle differential, a hydraulic clutch actuation system operable to control actuation of the clutch assembly, sensors for detecting various dynamic and operational characteristics of the vehicle, and a controller for controlling the hydraulic clutch actuation system in response to the sensor signals. Upon the occurrence of traction loss, the clutch assembly is automatically actuated for limiting interaxle slip while transferring increased drive torque to the non-slipping driveline. The actuated condition of the clutch assembly is modulated between its non-actuated and fully-actuated limits for automatically varying the magnitude of speed differentiation and torque biasing across the interaxle differential in response to changes in the operational characteristics of the motor vehicle.
    Type: Grant
    Filed: October 11, 2001
    Date of Patent: October 1, 2002
    Assignee: New Venture Gear, Inc.
    Inventors: David Brown, Richard E. Eastman, Sankar K. Mohan, Nancy Mintonye
  • Publication number: 20020042318
    Abstract: A full-time power transfer system is disclosed to include a transfer case having a clutch assembly arranged to control speed differentiation and torque biasing across an interaxle differential, sensors for detecting and generating sensor signals indicative of various dynamic and operational characteristics of the vehicle, and a controller for controlling actuation of the clutch assembly in response to the sensor signals. Upon the occurrence of traction loss, the clutch assembly is automatically actuated for limiting interaxle slip while transferring increased drive torque to the non-slipping driveline. Under a preferred adaptive control scheme, the actuated condition of the clutch assembly is controllably modulated between its non-actuated and fully-actuated limits for automatically varying the magnitude of speed differentiation and torque biasing across the interaxle differential in response to changes in the dynamic and operational characteristics of the vehicle.
    Type: Application
    Filed: October 3, 2001
    Publication date: April 11, 2002
    Inventors: David Brown, Richard E. Eastman, Sankar K. Mohan, Nancy Mintonye, Janet Brown
  • Patent number: 6254506
    Abstract: A motor vehicle transmission has a differential assembly (17) in which one input, sun gear (39), of an epicyclic gear train can be selectively coupled by a sleeve (59) through a viscous coupling (55) to either an input, i.e. annulus gear (31), or to another output, i.e. carrier (36). Coupling the sun gear to the annulus gear gives a low resistance mode of operation and coupling the sun gear to the carrier gives a high resistance mode of operation. A locked mode where the annulus is locked to the sun gear is also described, together with a free mode where the viscous coupling is disconnected from both the annulus gear and the carrier. The sleeve is lined to the control of a range change gearbox to select the low resistance mode when a high range is selected for on-road use and a high resistance mode is selected when a low range is selected for off-road use.
    Type: Grant
    Filed: November 24, 1999
    Date of Patent: July 3, 2001
    Assignee: Rover Group Limited
    Inventor: John Spooner
  • Patent number: 6211794
    Abstract: An analog output Hall effect sensor provides a proportional output representative of the angular position of a rotary shift member in a transfer case, transmission or the like. The rotary shift member is driven by a bidirectional electric motor through a speed reducing gear train. A wheel having a single spiral bipolar (N-S) magnetic track rotates with the output of the gear train and the shift member. The analog output Hall effect sensor is proximate the spiral magnetic track and provides an analog (ramp) output proportional to the position of the rotary shift member relative to first and second end points.
    Type: Grant
    Filed: April 6, 2000
    Date of Patent: April 3, 2001
    Assignee: BorgWarner
    Inventor: Michael George DeSoto
  • Patent number: 5980413
    Abstract: An integrated system for automatically controlling the operation of both an automated manual transmission and a multiple speed axle assembly in a vehicle drive train assembly includes a transmission actuator for operating the transmission in any one of a plurality of transmission gear ratios. The system further includes an axle actuator for operating the axle assembly in any one of a plurality of axle gear ratios. An electronic controller is provided for operating the transmission in a desired one of the plurality of transmission gear ratios and for operating the axle assembly in a desired one of the plurality of axle gear ratios to provide a desired overall gear ratio for the vehicle. To accomplish this, the electronic controller is responsive to one or more input signals that represent operating parameters of the vehicle.
    Type: Grant
    Filed: August 21, 1998
    Date of Patent: November 9, 1999
    Assignee: Dana Corporation
    Inventors: Scott V. Anderson, Charles R. Jones
  • Patent number: 5910064
    Abstract: A differential mechanism has a differential casing for receiving drive power from an engine and a pair of output members for distributing the received drive power to road wheel ends. A pair of drive power control mechanisms each respectively comprise a combination of a speed change mechanism and a friction clutch for a serial connection between the differential casing and either output member or between the output members and an actuator for actuating the friction clutch to be let in. A controller controls a pair of the actuators to have a pair of the friction clutches periodically let in and let out in an alternating manner with a relatively short period.
    Type: Grant
    Filed: January 15, 1998
    Date of Patent: June 8, 1999
    Assignee: Tochigi Fuji Sangyo Kabushiki Kaisha
    Inventor: Tadashi Kuroki
  • Patent number: 5906557
    Abstract: A manual transmission for a four wheel drive vehicle having a driving force distributing apparatus is composed of a transmission gearing mechanism and a differential mechanism. The transmission gearing mechanism comprises an input shaft for transmitting driving force of an engine, an output shaft arranged on the same axis as the input shaft for outputting driving force of the transmission to the differential mechanism, a counter shaft arranged in parallel with the output shaft for transmitting driving force from the input shaft to the output shaft through transmission gears. The differential mechanism mounted at the rear end of the transmission mechanism on the same axis as the output shaft comprises a differential for distributing driving force of the transmission gearing mechanism into a front drive shaft and a rear drive shaft. Further, the differential mechanism includes a differential limiting mechanism for controlling a torque distribution ratio according to running conditions.
    Type: Grant
    Filed: November 13, 1997
    Date of Patent: May 25, 1999
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventor: Toshio Kobayashi
  • Patent number: 5713813
    Abstract: A trans-planetary mechanical torque impeller utilizes at least two sets of input planetary pinion gears of differing sizes, which are supported by a planetary carrier. These input planetary pinion gears rotate with respect to primary and secondary annulus gears which, in turn, drive bevel gears which engage a differential pinion gear to drive an output shaft. The output shaft load causes the torque impeller to automatically vary its gear ratio to match the input shaft or motor power output capability to the output shaft load.
    Type: Grant
    Filed: July 18, 1996
    Date of Patent: February 3, 1998
    Inventor: John W. von Greyerz
  • Patent number: 5702321
    Abstract: A power transfer system is disclosed for a full-time four-wheel drive vehicle. The power transfer system includes a layshaft gear reduction unit that is operable for establishing high-range and low-range speed ratios, and a synchronized range shift mechanism that is adapted to permit the vehicle operator to shift on-the-fly for establishing full-time high-range and low-range four-wheel drive modes. The power transfer system includes an slip limiting/torque-biasing arrangement including an interaxle differential and a transfer clutch operable for controlling the magnitude of speed differentiation and torque biasing across the interaxle differential.
    Type: Grant
    Filed: June 25, 1996
    Date of Patent: December 30, 1997
    Assignee: New Venture Gear, Inc.
    Inventors: Richard A. Bakowski, Richard E. Eastman
  • Patent number: 5688202
    Abstract: A power transfer system is disclosed for a four-wheel drive vehicle operable for permitting a vehicle operator to select between various full-time and part-time four-wheel drive modes. The power transfer system includes a dual-planetary gear reduction unit that is operable for establishing high-range and low-range speed ratios, and a powershift mechanism that is adapted to permit the vehicle operator to shift on-the-fly for establishing full-time and part-time high-range and low-range four-wheel drive modes. The power transfer system includes an slip limiting/torque-biasing arrangement including an interaxle differential and a mode clutch operable for controlling the magnitude of speed differentiation and torque biasing across the interaxle differential.
    Type: Grant
    Filed: July 9, 1996
    Date of Patent: November 18, 1997
    Assignee: New Venture Gear, Inc.
    Inventor: Thomas Bowen
  • Patent number: 5370588
    Abstract: Described is a drive power distribution control system for a vehicle, which is suitable for use in distributing drive power to a left and right drive wheels or to front or rear drive wheels or in distributing drive power by transfer of drive power between a left and right non-drive wheels. The system is provided, between a first output shaft and a second output shaft, with a differential casing to which drive power is inputted, a differential mechanism for transmitting the drive power to the shafts, and a drive power transmission control mechanism capable of controlling the distribution of the drive power to the respective shafts. The mechanism is interposed between the shafts and the casing and is constructed of a speed change mechanism capable of changing and outputting rotational speeds of the shafts and a drive power transmission mechanism capable of transmitting drive force between the casing and a second sun gear of the speed change mechanism.
    Type: Grant
    Filed: November 27, 1992
    Date of Patent: December 6, 1994
    Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
    Inventors: Kaoru Sawase, Keiji Isoda
  • Patent number: 5033996
    Abstract: The drive comprises a drive motor (1), two differentials (2, 2'), two worm drives (6, 6'), two servomotors (10, 10'), as well as two control units (9, 9'). The drive motor (1) is connected to one input shaft (3, 3') each, the worm gears (8, 8') are each connected to another input shaft (4, 4') of the differentials (2, 2'), and the worms (7, 7') are connected to output shafts (19, 19') of the servomotors (10, 10'). The driving shafts (5, 5') of the differentials (2, 2') are coupled with one another so that they rotate in opposite directions. The control units (9, 9') control the servomotors (10, 10') so that at constant speed of the drive motor (1) the sum of speeds of the output shafts (19, 19') is constant. Due to this design, the driving shaft (5) is able to rotate in both directions of rotation at constant direction of rotation and constant direction of the drive torque acting on the drive motor, and the driving torque is able to act in both directions.
    Type: Grant
    Filed: May 11, 1990
    Date of Patent: July 23, 1991
    Inventor: Heinz Frey