Abstract: A printed wiring board includes: a first insulating layer having a first surface and a second surface opposite from the first surface; a second insulating layer stacked on the first surface of the first insulating layer; and a conductor wiring interposed between the first insulating layer and the second insulating layer. The first insulating layer contains a liquid crystal polymer. The second insulating layer contains a cured product of a thermosetting composition, containing an inorganic filler and a thermosetting component, and a fibrous base member. A temperature, at which a decrease in the mass of the second insulating layer that has had its temperature increased at a temperature increase rate of 10° C./min from an initial-state temperature of 25° C. reaches 5% of its initial-state mass, is equal to or higher than 355° C.

Abstract: A printed wiring board includes: a first insulating layer having a first surface and a second surface opposite from the first surface; a second insulating layer stacked on the first surface of the first insulating layer; and a conductor wiring interposed between the first insulating layer and the second insulating layer. The first insulating layer contains a liquid crystal polymer. The second insulating layer contains a cured product of a thermosetting composition, containing an inorganic filler and a thermosetting component, and a fibrous base member. A temperature, at which a decrease in the mass of the second insulating layer that has had its temperature increased at a temperature increase rate of 10° C./min from an initial-state temperature of 25° C. reaches 5% of its initial-state mass, is equal to or higher than 355° C.

Abstract: When an engine (2) is in a stopped state and a vehicle is in a standstill state, a travel control unit (8a2) allows the vehicle to travel by a driving force of a rear motor (6) during a period after the brake is released until an acceleration demand determination unit (8a1) determines that acceleration is demanded for the vehicle. During the period, a startup speed determination unit (8a4) determines a startup travelling speed where the engine (2) is started up on the basis of a load which is estimated by a load estimation unit (8a3) on the basis of a current value supplied to the rear motor (6). When the travelling speed of the vehicle is equal to or greater than the startup travelling speed, a startup unit (8a5) starts up the engine (2).

Abstract: When an engine (2) is in a stopped state and a vehicle is in a standstill state, a travel control unit (8a2) allows the vehicle to travel by a driving force of a rear motor (6) during a period after the brake is released until an acceleration demand determination unit (8a1) determines that acceleration is demanded for the vehicle. During the period, a startup speed determination unit (8a4) determines a startup travelling speed where the engine (2) is started up on the basis of a load which is estimated by a load estimation unit (8a3) on the basis of a current value supplied to the rear motor (6). When the travelling speed of the vehicle is equal to or greater than the startup travelling speed, a startup unit (8a5) starts up the engine (2).

Abstract: A differential with a differential action limiting mechanism includes a differential mechanism D for distributing the drive force of an internal combustion engine inputted into a differential case 28 to a left-hand axle shaft 13 and a half shaft 11 which continuously connects to a right-hand axle shaft for output therefrom and friction clutches 44L, 44R for limiting differential rotations of the left-hand axle shaft 13 and the half shaft 11 relative to the differential case 28. An actuator A for generating an engagement force for bringing the friction clutches 44L, 44R into engagement is provided outside a housing 14 for accommodating therein the differential case 28, whereby an engagement force generated by the actuator A is transmitted to the friction clutches 44L, 44R via the half shaft 11.

Abstract: The differential includes a differential casing configured to be rotatably driven by a motor under a driving force. The differential includes a differential mechanism which includes a pair of first and second side-gears for distributing a torque of the differential casing to first and second output shafts. The differential includes a frictional clutch for interconnecting the first and second output shafts. The frictional clutch includes first and second power-transmitting members connected to first and second output shafts respectively and first and second clutch plates. The first and second clutch plates are connected to the first and second power-transmitting members respectively. The differential includes an actuator for operating the frictional clutch. One output shaft of the first and second output shafts is axially displacable by the actuator under an engagement force to engage the frictional clutch.

Abstract: The differential includes a differential casing configured to rotatably drive by a motor under a driving force. The differential includes a differential mechanism which includes a pair of first and second side-gears for distributing a torque of the differential casing to first and second output shafts. The differential includes a frictional clutch for interconnecting the first and second output shafts. The frictional clutch includes a first power-transmitting member connected to a first output shaft. The frictional clutch includes a second power-transmitting member connected to a second output shaft. The frictional clutch includes first and second clutch plates axially displacable to engage with each other. A first clutch plate is connected to the first power-transmitting member. A second clutch plate is connected to the second power-transmitting member. The differential includes an actuator for operating the frictional clutch.

Abstract: A differential with a differential action limiting mechanism includes a differential mechanism D for distributing the drive force of an internal combustion engine inputted into a differential case 28 to a left-hand axle shaft 13 and a half shaft 11 which continuously connects to a right-hand axle shaft for output therefrom and friction clutches 44L, 44R for limiting differential rotations of the left-hand axle shaft 13 and the half shaft 11 relative to the differential case 28. An actuator A for generating an engagement force for bringing the friction clutches 44L, 44R into engagement is provided outside a housing 14 for accommodating therein the differential case 28, whereby an engagement force generated by the actuator A is transmitted to the friction clutches 44L, 44R via the half shaft 11.

Abstract: A rear wheel drive vehicle having a pair of front steering wheels, a pair of rear driving wheels having axles coupled thereto, and a device for sensing the steering of the front wheels and for steering the rear wheels in response thereto. A differential gear apparatus between the axles of the rear wheels, wherein the differential gear apparatus is a differential lock type, including a differential restricting device such that, when steering the front wheels, the rear wheels are steered in the same direction as the front wheels.

Abstract: A trailing arm suspension includes a holder pivotally supported on a vehicle body by a first pivot shaft extending substantially longitudinally of the vehicle body and supporting a second pivot shaft extending substantially transversely of the vehicle body, a trailing arm pivotally supported by the second pivot shaft on the holder and having a spindle mounted on a rear portion thereof for rotatably supporting a wheel, and a plurality of links have first ends thereof coupled to the trailing arm and extending substantially transversely of the vehicle body. The point at which the trailing arm is pivotally supported by the second pivot shaft can easily be displaced transversely through swinging movement of the holder about the axis of the first pivot shaft. A rubber bushing interposed between the trailing arm and the second pivot shaft can be harder or higher in rubber rigidity in the longitudinal and vertical directions of the vehicle body for limiting changes in wheel alignment when wheels are driven or braked.

Abstract: A steering assembly for a motor vehicle includes a trailing arm pivotally supported on a pivot shaft extending substantially transversely of the motor vehicle and rotatably supporting a wheel at a rear end thereof, at least three links each having one end pivotally coupled to said trailing arm and extending substantially transversely of the motor vehicle, and a steering gear box for steering the wheel. One of the three links, i.e., the first link, has an opposite end operatively coupled to said steering gear box. The other two links are coupled to the trailing arm by respective joints interconnected by a straight line serving as a kingpin axis serving as a steering center of the wheel.

Abstract: A steering apparatus for a vehicle having steerable front and rear wheels includes a front wheel steering system for steering the front wheels, a rear wheel steering system for steering the rear wheels, a linkage member for coupling the front and rear wheel steering systems to each other. The rear wheel steering system comprises a housing adapted to be mounted on the vehicle, an input shaft angularly movably supported by the housing and having a front end coupled to the connecting means and an eccentric shaft on a rear end thereof, a joint member supported by the housing so as to be movable transversely of the vehicle, a pair of tie rods connected at ends to the joint member and at opposite ends to the rear wheels, and a slide member held in slidable engagement with the joint member and operatively coupled to the eccentric shaft for movement in response to angular movement of the input shaft.

Abstract: A steering system for a vehicle having a steering wheel and front and rear wheels, including a front steering sub-system for steering the front wheels in accordance with the steering angle of the steering wheel and a rear steering sub-system for steering the rear wheels in the same and opposite directions with respect to the front wheels in accordance with the steering angle of the steering wheel. The steering system is provided with a rack and pinion type variable-ratio mechanism for varying the ratio of the steered angle of at least either of the front or rear wheels to the steering angle of the steering wheel in accordance with the magnitude of the steering angle of the steering wheel. The design freedom in setting a functional relation between the steering angle of the steering wheel and the turning curvature of the vehicle is thus maximized.