Abstract: A connection-disconnection device configured to switch between a connected state and a released state of a side gear and a coupling shaft, each supported by a case member so as to be rotatable relative to the case member. The connection-disconnection device has an input shaft coupled to the side gear so as not to be rotatable relative to the side gear, axial movement of the input shaft being restricted with respect to the side gear, a dog member coupled to the coupling shaft so as not to be rotatable relative to the coupling shaft and so as to be movable with respect to the coupling shaft in an axial direction, and a moving mechanism configured to move the dog member back and forth in the axial direction. Each of the input shaft and the dog member has an annular meshing portion that mesh with each other.

Abstract: An electric motor unit includes an electric motor and a connection module. The electric motor includes motor coils, a stator and a rotor. The electrical connection module includes a power feed bus bar and a neutral bus bar. The power feed bus bar includes power feed collars for each phase, in which terminal portions for each phase are arranged. The neutral bus bar includes a neutral collar in which neutral terminal portions are arranged. When viewed in a direction intersecting with a second cross section, which intersects with a first cross section containing all the neutral terminal portions, the minimum distance between a second cross-section neutral terminal row on the second cross section and a second cross-section power feed terminal row on the second cross section is greater than zero.

Abstract: An auxiliary drive device includes: a drive unit that has an electric motor; a meshing clutch that has a first meshing member and a second meshing member; an actuator that moves the second meshing member; and a control unit that controls the electric motor and the actuator. The actuator moves the second meshing member among a separation position, at which the second meshing member is not meshed with the first meshing member, an abutment position, at which first meshing teeth and second meshing teeth possibly abut against each other, and a meshing position, at which the first meshing teeth and the second meshing teeth are meshed with each other. The control unit makes a current supplied to the electric motor when the second meshing member is located between the abutment position and the meshing position smaller than a current required to maintain the rotational speed of the electric motor.

Abstract: An auxiliary drive device includes: a drive unit that has an electric motor; a meshing clutch that has a first meshing member and a second meshing member; an actuator that moves the second meshing member; and a control unit that controls the electric motor and the actuator. The actuator moves the second meshing member among a separation position, at which the second meshing member is not meshed with the first meshing member, an abutment position, at which first meshing teeth and second meshing teeth possibly abut against each other, and a meshing position, at which the first meshing teeth and the second meshing teeth are meshed with each other. The control unit makes a current supplied to the electric motor when the second meshing member is located between the abutment position and the meshing position smaller than a current required to maintain the rotational speed of the electric motor.

Abstract: All electric motor unit includes an electric motor and a connection module. The electric motor includes motor coils, a stator and a rotor. The electrical connection module includes a power feed bus bar and a neutral bus bar. The power feed bus bar includes power feed collars for each phase, in which terminal portions for each phase are arranged. The neutral bus bar includes a neutral collar in which neutral terminal portions are arranged. When viewed in a direction intersecting with a second cross section, which intersects with a first cross section containing all the neutral terminal portions, the minimum distance between a second cross-section neutral terminal row on the second cross section and a second cross-section power feed terminal row on the second cross section is greater than zero.

Abstract: A vehicle control device controls torque of a drive motor such that rotation of the drive motor is transferred to rear drive wheels of a vehicle via a drive unit that includes a speed reducer including a plurality of gears rotatably supported by bearings. The vehicle control device sets different values as torque restriction values for torque to be generated by the drive motor when the vehicle is driven forward and when the vehicle is driven rearward.

Abstract: A drive unit includes a speed reducer that includes a plurality of gears having helical teeth and rotatably supported by bearings, and transfers rotation of a drive motor to rear drive wheels of a vehicle. The maximum value of torque to be generated by the drive motor during rearward travel of the vehicle is set to be lower than that during forward travel. Under such a precondition, the size of a bearing that receives a load during rearward travel, among the bearings which constitute the speed reducer, is smaller than the size of a bearing that receives a load during forward travel.

Abstract: A drive unit includes a speed reducer that includes a plurality of gears having helical teeth and rotatably supported by bearings, and transfers rotation of a drive motor to rear drive wheels of a vehicle. The maximum value of torque to be generated by the drive motor during rearward travel of the vehicle is set to be lower than that during forward travel. Under such a precondition, the size of a bearing that receives a load during rearward travel, among the bearings which constitute the speed reducer, is smaller than the size of a bearing that receives a load during forward travel.

Abstract: A vehicle control device controls torque of a drive motor such that rotation of the drive motor is transferred to rear drive wheels of a vehicle via a drive unit that includes a speed reducer including a plurality of gears rotatably supported by bearings. The vehicle control device sets different values as torque restriction values for torque to be generated by the drive motor when the vehicle is driven forward and when the vehicle is driven rearward.

Abstract: A drive state control apparatus is applied to a vehicle which has not only a transfer including a multi-disc clutch mechanism but also a changeover mechanism interposed in an axle and which can be switched between 2WD and 4WD. When a 2WD-to-4WD changeover condition is satisfied, the multi-disc clutch is immediately switched from a “decoupled state” to a “coupled state.” Meanwhile, a connecting operation of the changeover mechanism is started upon establishment of a state in which left and right rear wheels have no acceleration slippage, and a state in which rotational speeds of first and second axles on opposite sides of the changeover mechanism are approximately equal to each other. In addition, in the case where the left and right rear wheels have acceleration slippage after the 2WD-to-4WD changeover condition has been satisfied, an E/G output reduction control is executed. Thus, the connecting operation can be performed smoothly.

Abstract: When a vehicle speed is equal to or higher than a first vehicle speed threshold value or an uphill gradient is lower than a first gradient threshold value and uphill start control is cancelled, if a state where the vehicle speed is lower than a second vehicle speed threshold value and the uphill gradient is equal to or higher than a second gradient threshold value continues for a first set time, uphill start control is executed. When the vehicle speed is decreased after being once increased within a range where the vehicle speed is lower than the first vehicle speed threshold value and uphill start control is cancelled, if a state where the vehicle speed is lower than the second vehicle speed threshold value and the uphill gradient is equal to or higher than the second gradient threshold value continues for a second set time, the uphill start control is executed.

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: Discloses is a method of controlling a four-wheel drive vehicle equipped with a torque distribution device capable of changing a torque distribution amount for secondary driven wheels according to an input current to be applied thereto. This method comprises the steps of: applying, to the torque distribution device, a current value corresponding to a target torque distribution amount; and, performing a current changing control for increasing and reducing the input current to the torque distribution device. The step of performing a current changing control includes causing the input current to the torque distribution device to be temporarily increased to a value greater than the current value corresponding to the target torque distribution amount, and then returned to the current value corresponding to the target torque distribution amount, and repeating the temporary increasing of the input current at least at intervals of a predetermined time.

Abstract: A driving force distribution control device, which is mounted on a vehicle including an engine configured to generate driving force for the vehicle, a transmission device configured to shift rotation of an output shaft of the engine by transmission ratios, and a driving force transmission system capable of transmitting output of the transmission device to main drive wheels and auxiliary drive wheels, includes: a control device configured to, when a rotational speed of the output shaft of the engine is in a range in which abnormal sound of the driving force transmission system due to pulsation of the driving force can be generated, set a torque value to a value capable of reducing the abnormal sound depending on the driving force; and a driving force transmitting device configured to transmit driving force depending on the set value to the auxiliary drive wheels.

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 road surface frictional coefficient estimation device includes: a first straight travel determination unit configured to determine whether or not a vehicle travels straight based on a rotational speed difference between a plurality of wheels of the vehicle; a second straight travel determination unit configured to determine whether or not the vehicle travels straight based on a steering angle of the vehicle; a selection unit configured to select one of determination results of the first straight travel determination unit and the second straight travel determination unit; and a frictional coefficient estimation unit configured to estimate a frictional coefficient of a road surface on which the vehicle travels when the one of the determination results selected by the selection unit indicates that the vehicle travels straight.

Abstract: An on-demand-type drive state control apparatus for a vehicle is provided. In the case where acceleration slippage occurs at drive wheels (rear wheels) of a vehicle when a drive system is in a two-wheel drive state, the drive system is switched from the two-wheel drive state to a four-wheel drive state. That is, the maximum transmittable torque of a multi-disc clutch mechanism increases from “0” to a predetermined value. In the four-wheel drive state, the maximum transmittable torque decreases stepwise from the present value by a predetermined value every time the vehicle travels over a predetermined distance in a state in which none of the wheels cause acceleration slippages. That is, the clutch drive current supplied to the multi-disc clutch mechanism decreases gradually (stepwise or in a plurality of steps), and the drive torque distributed to the front wheels (rear wheels) decreases (increases) gradually.

Abstract: A driving force distribution control device mounted on a vehicle including an engine, a transmission device, a clutch engaging an output shaft of the engine with an input shaft of the transmission device, and a driving force transmission system capable of transmitting output of the transmission device to main and auxiliary drive wheels, includes: a control device obtaining a torque value to be transmitted to the auxiliary drive wheels, the control device reducing the torque value for a predetermined time when the vehicle is in a stopped state or in a state where a vehicle speed of the vehicle is lower than a predetermined value, and an increasing speed of engaging force of the clutch is equal to or greater than a predetermined value; and a driving force transmitting device transmitting torque depending on the obtained torque value to the auxiliary drive wheels.

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: A driving force distribution control device, which is mounted on a vehicle including an engine configured to generate driving force for the vehicle, a transmission device configured to shift rotation of an output shaft of the engine by transmission ratios, and a driving force transmission system capable of transmitting output of the transmission device to main drive wheels and auxiliary drive wheels, includes: a control device configured to, when a rotational speed of the output shaft of the engine is in a range in which abnormal sound of the driving force transmission system due to pulsation of the driving force can be generated, set a torque value to a value capable of reducing the abnormal sound depending on the driving force; and a driving force transmitting device configured to transmit driving force depending on the set value to the auxiliary drive wheels.