Abstract: A driving force distribution controller comprises: a control device determining the value of torque which must be transmitted to a rear wheel; and a driving force transmission device transmitting torque corresponding to the torque value determined by the control device to the rear wheel. The control device reduces a torque value calculated based on an opening degree of an accelerator and a rotational speed difference when the rotational speed of an engine is lower than a first threshold value but higher than a second threshold value.

Abstract: A four-wheel-drive vehicle includes a clutch that is able to allow and interrupt transmission of driving force to a propeller shaft, and a traction control unit that controls at least one of the driving force generated by an engine and braking force applied to right and left front wheels to suppress a slip of the right and left front wheels. When the drive mode is switched from a two-wheel-drive mode to a four-wheel-drive mode, if the relative rotational speed between a first rotary member and a second rotary member constituting a clutch is equal to or higher than a predetermined value, an ECU outputs a control command signal for suppressing the slip of the right and left front wheels to the traction control unit.

Abstract: A seal member is attached to a cover which occludes a gear case as a housing unit. The seal member is formed of elastomer and integrally formed with: a plate-shaped portion formed into a disc shape which covers the inner surface of the cover; an inner seal portion which is positioned on the inner peripheral edge of a through-hole, and comes into sliding contact with the outer peripheral surface of an output member; an outer seal portion which is positioned on the periphery of the cover, and comes into contact with the opening end of the housing unit; and anchor portions which latch onto the front surface of the cover via mounting holes provided to the cover. The boundary between the seal member and the cover extends only to the outside of the gear case, and does not extend to the inside of the gear case.

Abstract: A four-wheel-drive vehicle includes: a drive source which generates torque forming a driving force of the vehicle; a driving force transmission system which transmits the torque of the drive source to main driven wheels and auxiliary driven wheels; and a dog clutch provided in the driving force transmission system and capable of transmitting the torque to an auxiliary driven wheel side by engagement of a recess portion and a protruding portion. The vehicle further includes: a determination unit which determines whether a friction coefficient of a road surface is lower than a predetermined value based on an index value relating to the friction coefficient of the road surface; and a control unit which generates a control signal which causes engagement of the dog clutch before the vehicle starts when the determination unit determines that the friction coefficient of the road surface is lower than the predetermined value.

Abstract: A vehicle 1 has a torque coupling 8, which is located in a driving power transmission system for transmitting the torque of an engine 2 to front and rear wheels 13f, 13r. The torque coupling 8 changes the torque distribution by adjusting the frictional engaging force of an electromagnetic clutch 16. The vehicle 1 also has a 4WD ECU 21 (CPU), which controls the operation of the torque coupling 8 based on the driving state. The 4WD ECU 21 (CPU) estimates a transfer case oil temperature Tptu. When the transfer case oil temperature Tptu is higher than or equal to a first predetermined transfer case oil temperature KTptu1, the 4WD ECU 21 executes overheat prevention control.

Abstract: When determining that a vehicle is not skidding, the ECU carries out tight corner control if vehicle speed is smaller than the upper limit value of the vehicle speed range corresponding to the starting state of the vehicle and the steering wheel turning angle of a steering wheel is greater than or equal to the minimum value of the steering wheel turning angle at which the tight corner braking phenomenon may occur. When determining that the vehicle is skidding, the ECU inhibits the tight corner control even if the vehicle speed is smaller than the upper limit value and the steering wheel turning angle is greater than or equal to the minimum value of the steering wheel turning angle at which the tight corner braking phenomenon may occur.

Abstract: Detecting a rotation state of a worm wheel side with good accuracy while allowing play between an armature-shaft-side coupling member and a worm-shaft-side coupling member. The armature-shaft-side coupling member is provided together rotatably to the other end of an armature shaft; the worm-shaft-side coupling member is provided together rotatably to one end of a worm shaft; the armature-shaft-side coupling member and the worm-shaft-side coupling member are coupled together rotatably; and a sensor magnet is provided together rotatably to the worm-shaft-side coupling member. Therefore, the rotation state of the worm shaft can be detected with good accuracy. Even if the play is provided between the armature-shaft-side coupling member and the worm-shaft-side coupling member, this play does not affect the accuracy of detection of the rotation state of the worm shaft, thereby bringing no problem regarding accuracy of detection of a rotation state of a worm wheel side.

Abstract: A power supply terminal 76a and a ground terminal 76b are respectively disposed on both sides of a connector junction 72 in longitudinal direction, and the control terminals 77a to 77f are disposed between the power supply terminal 76a and the ground terminal 76b, arranged in two rows in longitudinal direction of the connector junction 72, and arranged in three rows in lateral direction of the connector junction 72. Therefore, it is possible to separate the power supply terminal 76a from the ground terminal 76b. And it is possible to reduce the connector junction 72 in size while securing a sufficient air gap (distance L) between the power supply terminal 76a and the ground terminal 76b. Further, it is possible to reduce the power window motor in size.

Abstract: A driving force transmission apparatus includes: a driving force transmission shaft receiving driving force of a driving source from a rotating member and transmitting the driving force from a main driving wheel side to an auxiliary driving wheel side; a first driving force interruption unit connects/disconnects the driving force transmission shaft to/from the rotating member; a second driving force interruption unit connects/disconnects the driving force transmission shaft to/from at least one of two auxiliary driving wheels so that transmitted torque is variable; and a control unit controls connection and disconnection of the first and second driving force interruption units. The control unit causes the second driving force interruption unit to connect/disconnect the driving force transmission shaft to/from the at least one of the auxiliary driving wheels before causing the first driving force interruption unit to connect/disconnect the driving force transmission shaft to/from the rotating member.

Abstract: An object of the present invention to make a measure against moisture entry into an edge portion of a double-layered product such as a photovoltaic cell panel or an electronic panel more reliable. A tip end of the coating agent discharge port is arranged to face a part of an edge portion of a double-layered product serving as the work to be coated. An applying nozzle having the slit-shaped coating agent discharge is rotated and driven to allow a direction of the slit-shaped coating agent discharge port changeable as viewed in a planar state.

Abstract: Detecting a rotation state of a worm wheel side with good accuracy while allowing play between an armature-shaft-side coupling member and a worm-shaft-side coupling member. The armature-shaft-side coupling member is provided together rotatably to the other end of an armature shaft; the worm-shaft-side coupling member is provided together rotatably to one end of a worm shaft; the armature-shaft-side coupling member and the worm-shaft-side coupling member are coupled together rotatably; and a sensor magnet is provided together rotatably to the worm-shaft-side coupling member. Therefore, the rotation state of the worm shaft can be detected with good accuracy. Even if the play is provided between the armature-shaft-side coupling member and the worm-shaft-side coupling member, this play does not affect the accuracy of detection of the rotation state of the worm shaft, thereby bringing no problem regarding accuracy of detection of a rotation state of a worm wheel side.

Abstract: A vehicle 1 has a torque coupling 8, which is located in a driving power transmission system for transmitting the torque of an engine 2 to front and rear wheels 13f, 13r. The torque coupling 8 changes the torque distribution by adjusting the frictional engaging force of an electromagnetic clutch 16. The vehicle 1 also has a 4WD ECU 21 (CPU), which controls the operation of the torque coupling 8 based on the driving state. The 4WD ECU 21 (CPU) estimates a transfer case oil temperature Tptu. When the transfer case oil temperature Tptu is higher than or equal to a first predetermined transfer case oil temperature KTptu1, the 4WD ECU 21 executes overheat prevention control.

Abstract: When determining that a vehicle is not skidding, the ECU carries out tight corner control if vehicle speed is smaller than the upper limit value of the vehicle speed range corresponding to the starting state of the vehicle and the steering wheel turning angle of a steering wheel is greater than or equal to the minimum value of the steering wheel turning angle at which the tight corner braking phenomenon may occur. When determining that the vehicle is skidding, the ECU inhibits the tight corner control even if the vehicle speed is smaller than the upper limit value and the steering wheel turning angle is greater than or equal to the minimum value of the steering wheel turning angle at which the tight corner braking phenomenon may occur.

Abstract: A speed reducer is provided with a shock absorbing rubber damper disposed in a power transmission path from a first wheel to which a driving force of a motor is input to a second wheel from which the power is output. First projecting portions 3e and auxiliary projecting portions 3f are provided on a first wheel. Second projecting portions 5b are provided on a second wheel 5. The projecting portions are disposed together in intervals T defined between segmented rubber dampers 6. Receiver plates 7, 8 are attached to the end surfaces 6a, 6b of the rubber dampers 6 and serve as load bearing surfaces confronting the projections 3e, 3f and 5b so as to approximately distribute the loads over the entire end surfaces. Two receiver plates 7, 8 disposed across the end surfaces 6a, 6b can be arranged as an integral receiver plate unit U. With this arrangement, a shock absorbing capability is enhanced as well as the number of parts can be reduced.

Abstract: A motor is provided with a speed reducer. The motor includes a rotatable motor shaft having an end face and a threaded portion. The speed reducer includes a gear for communicating with the threaded portion of the motor shaft. A speed reduction case encloses at least a part of the speed reducer and includes a thrust receiving portion facing the end face of the motor shaft. An end spacer is disposed between the thrust receiving portion of the speed reduction case and the end face of the motor shaft. The end spacer includes a press-fitting portion secured at the thrust receiving portion of the speed reduction case to prevent the end spacer from rotating relative to the speed reduction case. The end spacer also includes a protrusion. A thrust force applied to the motor shaft presses the end face of the motor shaft to the protrusion of the end spacer to brake the rotation of the motor shaft by friction.

Abstract: A structure for a terminal section of a motor having a plurality of terminals juxtaposed with each other and extending in the axial direction of the motor shaft. The plurality of terminals are inserted into an end case covering the yoke opening, and have lead connecting portions at the distal ends thereof, which are exposed to the outside of the end case and to which a plurality of leads are individually connected. The lead connecting portions are exposed in a stepped manner, that is, they are subsequently shifted from each other both in the direction around and in the direction along the motor shaft. The leads are connected to the exposed lead connecting portions from directions substantially perpendicular to the motor shaft. The structure is capable of ensuring a sufficient insulating distance and reducing the motor size without lowering operational efficiency during production and without increasing the number of sealing locations.