Abstract: A curtain airbag device includes an airbag including, on one end side in a vehicle front-rear direction, an inflation portion configured to be inflated by a gas, and a non-inflation region into which the gas does not flow. In a state where the airbag is inflated and deployed, the non-inflation region covers a part of an opening among the plurality of openings, and the inflation portion is disposed to surround the non-inflation region, the opening being located at endmost in a vehicle longitudinal direction. In a case where an impactor strikes the opening located at the endmost, the impactor comes into contact with the non-inflation region, and a lower inflation portion of the inflation portion is sandwiched between a lower end of the impactor and the interior materials of the vehicle side portion, the lower inflation portion being located on a vehicle lower side of the non-inflation region.

Abstract: An airbag device includes an inflator configured to generate gas, a first panel including an edge portion, a first fixing portion, and a second fixing portion, the second fixing portion facing the first fixing portion, a regulating member provided inside the airbag. The regulating member includes a first portion fixed to the first fixing portion, and a second portion fixed to the second fixing portion. A length from the first fixing portion to the second fixing portion is longer than a length from the first portion to the second portion. The airbag includes main bag, and a sub inflation portion. In a state where the airbag is inflated and deployed, gas from the inflator is introduced into the main bag, the first panel faces an occupant, and the sub inflation portion receives the occupant.

Abstract: A curtain airbag device includes an airbag including, on one end side in a vehicle front-rear direction, an inflation portion configured to be inflated by a gas, and a non-inflation region into which the gas does not flow. In a state where the airbag is inflated and deployed, the non-inflation region covers a part of an opening among the plurality of openings, and the inflation portion is disposed to surround the non-inflation region, the opening being located at endmost in a vehicle longitudinal direction. In a case where an impactor strikes the opening located at the endmost, the impactor comes into contact with the non-inflation region, and a lower inflation portion of the inflation portion is sandwiched between a lower end of the impactor and the interior materials of the vehicle side portion, the lower inflation portion being located on a vehicle lower side of the non-inflation region.

Abstract: An airbag device (1100) includes: an inflator (1110); a first panel (1130) that has a first fixing portion (1132) and a second fixing portion (1133) that are different parts from an edge portion (1131) and that face each other; a second panel (1140) that makes up a sack-like airbag along with the first panel (1130); and a regulating member (1150) provided within the airbag. The length from the first fixing portion (1132) to the second fixing portion (1133) of the first panel (1130) is longer than a length from a first part (1151) to a second part (1152) of the regulating member (1150). The airbag has a main bag (1121) and a sub-inflating portion (1122), and when inflated and deployed, gas from the inflator (1110) in introduced to the main bag (1121), the first panel (1130) faces a passenger, and the sub-inflating portion (1122) catches the passenger.

Abstract: The side airbag device includes an inflator and a side airbag that is stored in a folded state in a side portion of a seatback of a vehicle seat and is inflatable and deployable in a space between a vehicle sidewall and a side portion of an occupant. The side airbag includes an outer bag and an inner bag. The inner bag houses the inflator and is disposed at a rear portion of the outer bag along an extending direction of the seatback. The outer bag is provided with a vent hole configured to communicate with an outside. The inner bag is provided with a gas circulating hole configured to communicate with the outer bag. The gas circulating hole is disposed at a position to be blocked by the outer bag when the side airbag in an inflated and deployed state is pressed between the occupant and the vehicle sidewall.

Abstract: The side airbag device includes an inflator and a side airbag that is stored in a folded state in a side portion of a seatback of a vehicle seat and is inflatable and deployable in a space between a vehicle sidewall and a side portion of an occupant. The side airbag includes an outer bag and an inner bag. The inner bag houses the inflator and is disposed at a rear portion of the outer bag along an extending direction of the seatback. The outer bag is provided with a vent hole configured to communicate with an outside. The inner bag is provided with a gas circulating hole configured to communicate with the outer bag. The gas circulating hole is disposed at a position to be blocked by the outer bag when the side airbag in an inflated and deployed state is pressed between the occupant and the vehicle sidewall.

Abstract: A differential device is provided in which a first wave number (Z1) of a first hypo groove part on an input plate, a second wave number (Z2) of a first epi groove part on a first differential plate and opposing the first hypo groove part, a third wave number (Z3) of a second hypo groove part on the first differential plate and on the opposite side from the first epi groove part, and a fourth wave number (Z4) of a second epi groove part on a second differential plate and opposing the second hypo groove part are set as Z1=8, Z2=Z3=6 and Z4=4, or as Z1=Z4=6, Z2=4, Z3=8. Such differential device enables equal torque distribution and equal differential rotation via a cycloid reduction mechanism without using a bevel gear or a center plate.

Abstract: A transmission device includes a first transmission member, an eccentric rotating member formed by integrally linking to each other a main shaft portion and an eccentric shaft portion, a second transmission member rotatably supported on the eccentric shaft portion, a third transmission member that opposes the second transmission member, a first transmission mechanism provided between the first and second transmission members, and a second transmission mechanism provided between the second and third transmission member. The second transmission member includes a first half body rotatably supported on the eccentric shaft portion, a second half body that opposes the first half body while sandwiching a housing space for the balance weight, and a linking member that links the two half bodies so as to surround the housing space, the linking member having a first access window that enables an operation of inserting the balance weight into the housing space.

Abstract: A differential device includes: a differential gear mechanism; and an integrated differential case housing the mechanism, the differential case including bearing bosses formed integrally on one and other side portions thereof and aligned on a same axis to be rotatably supported by a transmission case; a work window being provided in the differential case; sleeves rotatably supported by the bosses and connected to side gears of the mechanism liquid-tightly. The sleeves can be passed through an inside of the differential case from the window and fitted and inserted to inner peripheries of the bosses, falling-off prevention devices are provided between the sleeves and the bosses, and seal devices for preventing lubricating oil in the differential case from flowing out are provided between the side gears and the sleeves. Accordingly, when drive shafts are removed from the differential device, the oil in the transmission and differential cases does not flow out.

Abstract: A differential device is provided in which a first wave number (Z1) of a first hypo groove part on an input plate, a second wave number (Z2) of a first epi groove part on a first differential plate and opposing the first hypo groove part, a third wave number (Z3) of a second hypo groove part on the first differential plate and on the opposite side from the first epi groove part, and a fourth wave number (Z4) of a second epi groove part on a second differential plate and opposing the second hypo groove part are set as Z1=8, Z2=Z3=6 and Z4=4, or as Z1=Z4=6, Z2=4, Z3=8. Such differential device enables equal torque distribution and equal differential rotation via a cycloid reduction mechanism without using a bevel gear or a center plate.

Abstract: A differential device includes: a differential gear mechanism; and an integrated differential case housing the mechanism, the differential case including bearing bosses formed integrally on one and other side portions thereof and aligned on a same axis to be rotatably supported by a transmission case; a work window being provided in the differential case; sleeves rotatably supported by the bosses and connected to side gears of the mechanism liquid-tightly. The sleeves can be passed through an inside of the differential case from the window and fitted and inserted to inner peripheries of the bosses, falling-off prevention devices are provided between the sleeves and the bosses, and seal devices for preventing lubricating oil in the differential case from flowing out are provided between the side gears and the sleeves. Accordingly, when drive shafts are removed from the differential device, the oil in the transmission and differential cases does not flow out.

Abstract: A differential device includes: a differential gear mechanism; and an integrated differential case housing the mechanism, the differential case including bearing bosses formed integrally on one and other side portions thereof and aligned on a same axis to be rotatably supported by a transmission case; a work window being provided in the differential case; sleeves rotatably supported by the bosses and connected to side gears of the mechanism liquid-tightly. The sleeves can be passed through an inside of the differential case from the window and fitted and inserted to inner peripheries of the bosses, sleeve retainers are provided between the sleeves and the bosses, and seal devices for preventing lubricating oil in the differential case from flowing out are provided between the side gears and the sleeves. Accordingly, when drive shafts are removed from the differential device, the oil in the transmission and differential cases does not flow out.

Abstract: A differential device includes: a differential gear mechanism; and an integrated differential case housing the mechanism, the differential case including bearing bosses formed integrally on one and other side portions thereof and aligned on a same axis to be rotatably supported by a transmission case; a work window being provided in the differential case; sleeves rotatably supported by the bosses and connected to side gears of the mechanism liquid-tightly. The sleeves can be passed through an inside of the differential case from the window and fitted and inserted to inner peripheries of the bosses, falling-off prevention devices are provided between the sleeves and the bosses, and seal devices for preventing lubricating oil in the differential case from flowing out are provided between the side gears and the sleeves. Accordingly, when drive shafts are removed from the differential device, the oil in the transmission and differential cases does not flow out.

Abstract: A control device for in-wheel transmissions in an electric vehicle, each of which comprises a stepped transmission that transmits power from each motor to each vehicle wheel. The control device is arranged to alleviate gear-change shock without increasing the number of steps of the in-wheel transmissions. Gear-change of the in-wheel transmissions of the vehicle wheels is effected with a time difference between the vehicle wheels. The change of acceleration produced by the gear change thereby occurs in such a manner that the change of acceleration is dispersed in regard to time, so the gear-change shock is alleviated compared with the case where gear-change of the four wheels is performed simultaneously.

Abstract: An electromagnetic clutch having a solenoid coil (80), a coil housing (81) disposed surrounding the solenoid coil (80), an armature plate (82) disposed facing the side of the coil housing, and a clutch mechanism. The current flowing to the solenoid coil (80) is controlled so as to control the clamping of the armature plate (82) to the coil housing (81), and the clamping force acting on the armature plate is used to control the engagement of the clutch mechanism. There is also a lubricating oil supply channel (63) for supplying lubricating oil from the inside in the radial direction into a gap between the coil housing and the armature plate, and oil reservoir holding lubricating oil to be supplied into the gap is formed around the inner periphery of the portion where the coil housing faces the armature plate.

Abstract: An electromagnetic clutch having a solenoid coil (80), a coil housing (81) disposed surrounding the solenoid coil (80), an armature plate (82) disposed facing the side of the coil housing, and a wet-type multi-plate clutch mechanism, the armature plate being linked to the clutch housing (52). The current flowing to the solenoid coil (80) is controlled so as to control the clamping of the armature plate (82) to the coil housing (81), and the clamping force acting on the armature plate is used made to act on the clutch mechanism via a ball cam mechanism (65).

Abstract: A control device for in-wheel transmissions each of which comprises a stepped transmission that transmits power from each motor to each vehicle wheel of an electric vehicle is arranged to alleviate gear-change shock without increasing the number of steps of the in-wheel transmissions. Gear-change of the in-wheel transmissions of the vehicle wheels is effected with a time difference between the vehicle wheels. The change of acceleration produced by the gear change thereby occurs in such a manner that the change of acceleration is dispersed in regard to time, so the gear-change shock is alleviated compared with the case where gear-change of the four wheels is performed simultaneously.

Abstract: This is a connecting device (7) to be interposed between left and right wheels (5L, 5R) of a vehicle. There are provided: a differential gear (8) having a first rotational element (8a), and second and third rotational elements (8b, 8c). The third rotational element (8c) is coupled to one (5R) of the rear wheels via the first power transmission system (10), and the second rotational element (8b) is coupled to the other (5L) of the rear wheels via second and third power transmission systems (11, 12). The gear ratios of both the first and second power transmission systems (10, 11) are identically set, and the gear ratio of the third power transmission system (12) is set so as to be opposite in direction to, but be equal in absolute value to, the above-mentioned gear ratio.

Abstract: A coupling device to be provided between left and right wheels of a vehicle has an electric motor and a switching mechanism switchable between a starting assistance state in which a torque is transmitted in the same direction of rotation from the electric motor to left and right wheels, and a cornering assistance state in which a torque for acceleration is transmitted from the electric motor to one of the left and right wheels. When the switching state of the switching mechanism is for starting assistance control, lamps in the central indicator of an indicating device are lighted in a number corresponding to the electric current value of the electric motor. When the switching state is for cornering assistance control, the lamps of the left and right indicators corresponding to the outer wheel are lighted in a number corresponding to the electric current value.

Abstract: A difference rotation generating apparatus which generates a difference rotation between the left and right idler wheels by an output torque of an electric motor. When the driving condition of the vehicle is power-off state or when the slip angle is above a predetermined value, a yawing moment to decrease the slip angle is generated by an independent operation of the left and right brakes. When the slip angle is below the predetermined value, the difference rotation generating apparatus is operated to thereby generate the yawing moment to decrease the slip angle.