With Differential Means For Driving Two Wheel Sets At Dissimilar Speeds Patents (Class 180/248)
  • Patent number: 7578762
    Abstract: A four-wheel-drive vehicle transmission (1) having a drive torque input shaft (8) rotated about a first axis of rotation (A); a front output shaft (10); a rear output shaft (12); an auxiliary tubular shaft (14) mounted alongside the input shaft (8) to rotate about a second axis of rotation (D); at least one first group of gears (15, 16) for selectively connecting the auxiliary tubular shaft (14) to the input shaft (8); a first countershaft (17) mounted inside the auxiliary tubular shaft (14); a second countershaft (18) mounted for rotation opposite the first countershaft (17); a planetary gear train (19) for mechanically connecting the auxiliary tubular shaft (14) to the first (17) and second (18) countershafts; and a first (25) and a second (26) cascade gear set for connecting the first and second countershafts (17,18) to the front and rear output shafts (10,12), respectively.
    Type: Grant
    Filed: October 15, 2002
    Date of Patent: August 25, 2009
    Assignee: Ferrari S.p.A.
    Inventors: Franco Cimatti, Carlo Neri
  • Patent number: 7562947
    Abstract: An apparatus for controlling the driving force of a vehicle is capable of using brakes to limit a differential operation, securing sufficient torque, and suppressing the heating and wearing of the brakes. In the vehicle, an engine generates torque to drive front wheels and/or rear wheels. A front differential allows differential rotation between the front wheels and transmits torque of the engine to the front wheels. A rear differential allows differential rotation between the rear wheels and transmits torque of the engine to the rear wheels. Disk brakes separately brake the front and rear wheels. An ABS/attitude electric control unit controls the disk brakes to limit differential rotation between the front wheels or between the rear wheels. At least one of the front and rear differentials is provided with a differential limiting mechanism.
    Type: Grant
    Filed: December 7, 2005
    Date of Patent: July 21, 2009
    Assignee: GKN Driveline Torque Technology KK
    Inventors: Kunio Katada, Masatoshi Noguchi, Masao Teraoka
  • Publication number: 20090173563
    Abstract: A drivetrain for an all-wheel drive motor vehicle which includes a longitudinally arranged central transmission, a transfer box, a Cardan shaft and two drive axles arranged normal to the direction of travel. The transfer box includes a central differential, an input and two output shafts. The input shaft of the central transmission communicates with an engine crankshaft. The transfer box input shaft is connected to an output shaft and an input element of the central differential. The first output shaft of the transfer box is connected to a first output element of the central differential and the first drive axle. The second outputt shaft of the transfer box is actively connected to a second output element of the central differential and to the second drive axle.
    Type: Application
    Filed: January 7, 2009
    Publication date: July 9, 2009
    Applicant: ZF Friedrichshafen AG
    Inventor: Dirk HABECK
  • 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: 7549497
    Abstract: A vehicle includes a wheel speed sensor sensing a vehicle speed V, a 2WD/4WD switch operative to input an instruction to switch between a two-wheel driving state and a four-wheel driving state, a transfer and an actuator switching the two-wheel driving state and the four-wheel driving state, and an ECU driving the actuator. The ECU instructs the actuator to switch from the four-wheel driving state to the two-wheel driving state regardless of the switching instruction from the 2WD/4WD switch if the vehicle tows a trailer and runs in the four-wheel driving state when the vehicle speed exceeds a predetermined value. Consequently, it is possible to provide a four-wheel drive vehicle capable of running while towing an object and also avoiding an increase in the size of the peripheral parts of driving wheels.
    Type: Grant
    Filed: April 7, 2006
    Date of Patent: June 23, 2009
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Akinori Homan, Satoshi Munakata, Yoshiyuki Aoyama, Kazutaka Noguchi
  • Patent number: 7533754
    Abstract: A hybrid motor vehicle (10) has a four wheel drive arrangement in which the front wheels (12 and 13) are driven by the engine (11) in two wheel drive mode and all four wheels (12-15) in four wheel drive mode. The engine is connected to the rear wheels (14 and 15) through an auxiliary driveline which includes a first clutch (22) to connect to the engine (11), a propshaft (23) and a differential (25). An electric motor (28) is connected to the propshaft (23) for the purpose of driving the vehicle either with or without the assistance of the engine (11). A second clutch (27) is located between the propshaft (23) and the differential (25). When the vehicle is in two wheel drive mode, the propshaft (23) is disconnected from both the engine (11) and the rear wheels (14 and 15) and on switching to four wheel drive mode when the vehicle is moving the propshaft (23) is firstly spun up to a speed matching that of the engine (11) and rear wheels (14, 15) by the action of the electric motor (28).
    Type: Grant
    Filed: February 16, 2007
    Date of Patent: May 19, 2009
    Assignee: Ford Global Technologies, LLC
    Inventors: Andrew Burrows, Rob Barlow
  • Publication number: 20090120707
    Abstract: In a driving-force distribution control unit, a first transfer-torque calculation unit calculates an input-torque sensitive transfer torque, a second transfer-torque calculation unit calculates a steering-angle/yaw-rate sensitive transfer torque, and a third transfer-torque calculation unit calculates a tack-in preventing transfer torque. In the third transfer-torque calculation unit, tack-in prevention control is performed during turning at a high speed not only when the accelerator opening is substantially reduced and the current accelerator opening becomes small, but also when the torque amount to be reduced by a traction control unit is more than a preset value. Further, when at least one of a side-slip prevention control unit and an ABS is started, tack-in prevention control is prohibited.
    Type: Application
    Filed: September 30, 2008
    Publication date: May 14, 2009
    Applicant: FUJI JUKOGYO KABUSHIKI KAISHA
    Inventor: Takeshi Yoneda
  • Publication number: 20090120706
    Abstract: A system for transmitting rotary power to the wheels of a motor vehicle includes an input, a planetary final drive connected driveably to the input and including a first output that is driven at a speed that is slower than a speed of the input, and a inter-wheel planetary differential driveably connected to the first output for splitting torque carried by the first output between a second output connected driveably to a first wheel of a first wheel set and a third output connected driveably to a second wheel of the first wheel set.
    Type: Application
    Filed: November 9, 2007
    Publication date: May 14, 2009
    Inventor: David A. Janson
  • Patent number: 7530421
    Abstract: A transfer mechanism distributes drive power from a drive power source of a motor vehicle to left and right front wheels and left and right rear wheels of the vehicle. A rear differential mechanism transfers the drive power to the left and right rear wheels. A clutch is provided between the rear differential mechanism and each of the left and right rear wheels. A control device independently controls an engaged state of each of the clutches. A speed-increasing mechanism sets revolution speeds of an output shaft of the transfer mechanism and of an input shaft of the rear differential mechanism to be the same and sets a speed of the outer circumference of the rear wheel to which the drive power is transferred, via an engaged clutch, to be faster than a speed of the outer circumference of the left and right front wheels.
    Type: Grant
    Filed: August 7, 2006
    Date of Patent: May 12, 2009
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Atsuhiro Mori, Shinichi Suzuki, Hirotaka Kusukawa
  • Publication number: 20090099762
    Abstract: A method for fore-aft stabilization of a vehicle for motion in a specified direction over an underlying surface. The vehicle has at least one forward wheel and at least one aft wheel, and the forward wheel is characterized by a force normal to the instantaneous direction of motion of the vehicle. A motor actuator drives each aft wheel, and a controller governs the motor actuator or motor actuators in such a manner as to dynamically stabilize the vehicle, according to a uniform control law, when the forward wheel is in contact with the underlying surface or not. A torque is applied to the aft wheel on the basis of vehicle pitch or the force on the forward wheel normal to the direction of motion. Additionally, a periodic rotational modulation may be applied to the aft wheel, and a stabilizing torque provided based on a detected response, either of vehicle pitch or of normal force on the front wheel.
    Type: Application
    Filed: December 17, 2008
    Publication date: April 16, 2009
    Applicant: Segway Inc.
    Inventors: John D. Heinzmann, David W. Robinson, Jon M. Stevens, J. Douglas Field, Jeremy B. Lund
  • Patent number: 7510041
    Abstract: A drive axle assembly includes a pair of axleshafts connected to a pair of wheels, and a drive mechanism for selectively coupling a driven input shaft to one or both of the axleshafts. The drive mechanism includes first and second drive units that can be selectively engaged to control the magnitude of the drive torque transferred and the relative rotary speed between the input shaft and the axleshafts. Each drive unit includes a planetary gearset disposed between the input shaft and its corresponding axleshaft, and a pair of mode clutches that may be activated to cause the planetary gearset to establish different speed ratio drive connections between the input shaft and the axleshaft. A control system including an electronic control unit (ECU) and sensors are provided to control actuation of the clutches so as to control the side-to-side traction characteristics of the drive axle assembly.
    Type: Grant
    Filed: August 13, 2007
    Date of Patent: March 31, 2009
    Assignee: Magna Powertrain USA, Inc.
    Inventor: Thomas C. Bowen
  • Patent number: 7507178
    Abstract: A transmission unit (7) with a housing (9), a transmission input shaft (10) and three transmission output shafts (11, 12, 13), at least two planetary gearsets (14, 15) and a device (16) arranged between two actively interconnected shafts (14A, 15A) of the planetary gearsets for variable distribution of torque delivered by the transmission input shaft between two of the three transmission output shafts is described. A web (14D) of the first planetary gearset is formed with a differential cage (19A) of a differential (19), which is provided in order to distribute part of the torque which is delivered by the transmission shaft that has been passed on to the two of the transmission output shafts between the two transmission output shafts.
    Type: Grant
    Filed: October 17, 2006
    Date of Patent: March 24, 2009
    Assignee: ZF Friedrichshafen AG
    Inventors: Thomas Rosemeier, Ulrich Mair, Detlef Baasch, Christoph Pelchen
  • Publication number: 20090076696
    Abstract: A vehicle include a first disconnect disposed between a prime mover of the vehicle and a certain one of the vehicle drive wheels. The first disconnect is operable to connect and disconnect the prime mover to and from the certain one of the drive wheels. A second disconnect is disposed between the powertrain and the certain one of the drive wheels, and is operable to connect and disconnect the certain one of the drive wheels to and from the powertrain when the first disconnect is engaged. A control system and method are configured to control operation of at least the first and second disconnects. Through selective control of the disconnects, the system can be automatically placed in a four-wheel-drive mode based on predetermined criteria, or the desirability of the four-wheel-drive mode can be indicated to the vehicle operator in a passive version of the control system and method.
    Type: Application
    Filed: September 13, 2007
    Publication date: March 19, 2009
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: William Paul Perkins, Scott Howard Gaboury, Steven A. Daleiden
  • Patent number: 7503416
    Abstract: A drive axle assembly includes first and second axleshafts and a drive mechanism coupling a driven input shaft to the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshaft, a brake and first and second mode clutches. The first clutch is operable with the brake and the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second clutch is operable with the brakes and the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both mode clutches.
    Type: Grant
    Filed: March 31, 2006
    Date of Patent: March 17, 2009
    Assignee: Magna Powertrain USA, Inc.
    Inventors: Anupam Sharma, Timothy M. Burns
  • Patent number: 7497297
    Abstract: An on demand vehicle drive system monitors vehicle performance and operating conditions and controls torque delivery to the vehicle wheels. The system includes a plurality of speed and position sensors, a transfer case having primary and secondary output shafts driving primary and secondary axles and a microcontroller. The sensors include a vehicle speed sensor, a pair of primary and secondary drive shaft speed sensors, and brake and driveline status sensors. The transfer case includes a modulating electromagnetic clutch controlled by the microcontroller which is incrementally engaged to transfer torque from the primary output shaft to the secondary output shaft. When the speed of either the front or the rear drive shafts overruns, i.e., exceeds, the speed of the other drive shaft by a predetermined value related to the vehicle speed, indicating that wheel slip is present, clutch current is incrementally increased to increase clutch engagement and torque transfer to the secondary axle.
    Type: Grant
    Filed: August 1, 2003
    Date of Patent: March 3, 2009
    Assignee: BorgWarner, Inc.
    Inventors: Will Watson, Alan L. Miller, Drew A. Sundquist, Roger T. Simpson, Dan J. Showalter
  • Patent number: 7493982
    Abstract: A control device for a four-wheel drive vehicle, including: a yaw moment control unit for selecting and applying to a wheel based on a driving state a braking force to generate vehicular yaw moment; a driving force control unit for identifying and reducing excess driving force based on the driving state; a limited slip differential control unit for limiting a front wheel differential; a front/rear driving force distribution control unit for controlling engagement torque of a clutch unit which varies front/rear torque distribution via a center differential; and a switch unit for selecting an operation/non-operation of the driving force control unit, wherein the front/rear driving force distribution control unit sets the engagement torque at a greater value when the yaw moment control unit operates while the driving force control unit is non-operating, than when the yaw moment control operates while the driving force control unit is operating.
    Type: Grant
    Filed: January 26, 2006
    Date of Patent: February 24, 2009
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventors: Junichi Kurosawa, Kouichi Inoue, Yoshiyuki Tanaka
  • Publication number: 20090045001
    Abstract: A method for the readjustment of an actuator of an all-wheel drive clutch of a motor vehicle that includes determining a clutch slip value corresponding to a difference between the speed of a primary axle and the speed of a secondary axle; determining a reference secondary axle torque corresponding to the proportion of a driving torque which is transmitted to the secondary axle and for which a clutch slip value of substantially zero is expected; and comparing the clutch slip value with a threshold value and comparing a desired clutch torque with the reference secondary axle torque. A desired clutch torque/control signal relationship for the clutch actuator is changed in dependence on the result of these comparisons.
    Type: Application
    Filed: August 13, 2008
    Publication date: February 19, 2009
    Applicant: MAGNA Powertrain AG & Co KG
    Inventor: Martin Parigger
  • Patent number: 7467678
    Abstract: A four-wheel drive system for a hybrid vehicle includes at least two motor-generators and a single engine connected to a differential having multiple degrees of freedom. In some embodiments, by adjusting the outputs of the motor-generators, a controller allocates power from the engine, to or from each of the motor-generators, to the front wheels and to the rear wheels, each of which is connected to an element of the differential. The relationship between the elements of the differential is represented by an alignment chart of the differential.
    Type: Grant
    Filed: November 7, 2005
    Date of Patent: December 23, 2008
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Daiki Tanaka, Jun Sugihara
  • Patent number: 7464779
    Abstract: An all-wheel drive motor vehicle having at least two wheel axles and comprising an electrical or hydraulic drive unit having a plurality of electric or hydraulic motors connected to an electrical or hydraulic energy source. Each motor is associated with a drive wheel and drives such wheel via a transmission. The motors that are associated with a given one of the wheel axles are adapted to be coupled with one another via a shiftable transverse locking device. At least one of the motors on a first side of the vehicle is adapted to be coupled, via a shiftable longitudinal locking device, with one of the motors associated with a different one of the wheel axles on the same side or on a second side of the vehicle.
    Type: Grant
    Filed: April 27, 2006
    Date of Patent: December 16, 2008
    Assignee: Krauss-Maffei Wegmann GmbH & Co. KG
    Inventors: Norbert Grabmaier, Kurt Helf
  • Patent number: 7458437
    Abstract: In a four-wheel drive motor vehicle with a primary drive axle and a secondary drive axle, at least one secondary drive axle coupling of the limited slip type is provided in the powertrain between the engine of the vehicle and the secondary drive axle. A primary drive axle coupling of the limited slip type is provided for the primary drive axle.
    Type: Grant
    Filed: June 19, 2006
    Date of Patent: December 2, 2008
    Assignee: Haldex Traction AB
    Inventor: Per-Olof Davidsson
  • Publication number: 20080289894
    Abstract: A distribution ratio determining unit determines the distribution ratio for distributing a required torque based on a static load distribution ratio, when the sign of the required torque is negative. The distribution ratio determining unit determines the distribution ratio based on a dynamic load distribution ratio, when the sign of the required torque is positive. The distribution ratio determining unit determines the distribution ratio based on the static load distribution ratio and the dynamic load distribution ratio, when the sign of the required torque changes. Thus, even when the sign of the required torque changes, it is possible to prevent the driving forces for a plurality of wheels of a vehicle from changing discontinuously.
    Type: Application
    Filed: February 6, 2007
    Publication date: November 27, 2008
    Applicants: Toyota Jidosha Kabushiki Kaisha, Denso Corporation
    Inventors: Koichiro Muta, Katsuhiko Yamaguchi, Eiji Masuda
  • Publication number: 20080257630
    Abstract: An engine arrangement structure of a saddle-ride type vehicle includes an engine having a crankcase and a cylinder part overhung upwardly from the crankcase. An alternating current generator is provided at one end of the crankshaft with a power transmission system member being provided at the other end thereof. The alternating current generator and the power transmission system member are overhung ahead of and behind the engine relative to the engine cylinder part, respectively. A width by which the power transmission system member is overhung is larger than that by which the alternating current generator is overhung. The alternating current generator of the engine is arranged so as to be directed to the front side of the vehicle body and the power transmission system member is arranged so as to be directed to the rear side of the vehicle body.
    Type: Application
    Filed: August 28, 2007
    Publication date: October 23, 2008
    Inventors: Masao Takeshima, Hitoshi Furuhashi, Kihoko Kaita
  • Patent number: 7434646
    Abstract: An on-demand four wheel drive system for a vehicle having a front drive train, a rear drive train, and a transfer case. The system includes a sensor system operable to detect the speed of the front drive train and the speed of the rear drive train. The system also includes a controller operable to cause the transfer case to supply input torque to the front drive train and the rear drive train when the sensor system detects that the speed of the rear drive train exceeds the speed of the front drive train by a predetermined amount. The controller is further operable to cause the transfer case to limit the amount of input torque supplied to the front drive train when the sensor system detects that the speed of the front drive train exceeds the speed of the rear drive train.
    Type: Grant
    Filed: December 15, 2005
    Date of Patent: October 14, 2008
    Assignee: Chrysler LLC
    Inventors: Mark E Thompson, Frank C Thompson, IV, Michael W Gapski
  • Publication number: 20080245596
    Abstract: A limited slip differential for a vehicle includes an engine, a transmission, a differential mechanism operable to distribute an output from the engine which is transmitted by way of the transmission to one of a pair of left and right front wheels and a pair of left and right rear wheels, a transfer mechanism which is disposed closer to a center of the vehicle in the left-right direction than the differential mechanism, and a distribution controller operable to control amounts of distributed outputs. The differential mechanism is disposed in a first side of the transfer mechanism. The distribution controller is disposed in a second side of the transfer mechanism which is opposite to the first side, and includes a clutch mechanism operable to limit a differential action between the one of the drive shafts and the output shaft.
    Type: Application
    Filed: March 19, 2008
    Publication date: October 9, 2008
    Inventors: Takanori ISHII, Yuichi Ushiroda, Takao Tsuchiya
  • Publication number: 20080236927
    Abstract: Power of an engine is divided to be transmitted to a power transmission path to front wheels and a power transmission path to rear wheels by a transfer mechanism where the power has just passed through a transmission so as to be transmitted to front wheels and rear wheels. In addition, a torque reduction and transmission joint is provided on the power transmission path to the rear wheels, so that the rotational drive torque to the rear wheels is reduced to be transmitted thereto. Additionally, constant velocity joints which are provided on the power transmission path to the rear wheels are configured to have a smaller torque transmission capacity and a smaller size than those of constant velocity joints which are provided on the power transmission path to the front wheels.
    Type: Application
    Filed: March 28, 2008
    Publication date: October 2, 2008
    Applicant: JTEKT CORPORATION
    Inventors: Tsuyoshi Kamikawa, Masahiro Inoue, Masanobu Yamaguchi
  • Publication number: 20080230295
    Abstract: A vehicle driveline comprising a primary drive system including at least one primary drive wheel and an auxiliary drive system including at least one auxiliary drive wheel is disclosed. The vehicle driveline may further comprise a system for idling the auxiliary drive system. The system may include at least one wheel disconnect device for selectively connecting and disconnecting the auxiliary drive wheel from the auxiliary drive system and a power transfer unit for selectively engaging and disengaging the auxiliary drive system from the primary drive system. The power transfer unit may include a multi-plate clutch in series with a dog clutch.
    Type: Application
    Filed: March 19, 2008
    Publication date: September 25, 2008
    Inventor: John Allen Grogg
  • Patent number: 7421328
    Abstract: A vehicle slip state determination system serves to calculate an estimated vehicle speed VB, an estimated vehicle deceleration in the vehicle speed DVB, and each of wheel speed differences between right front and rear wheels and between left front and rear wheels ?VR, ?VL, respectively. The wheel speed difference ?VR, ?VL are divided into three ranges, that is, range 1, range 2, and range 3 by the speed difference upper and lower limit values JVUP and JVLO, each of which is a linear function value with respect to the estimated vehicle deceleration DVB. In the ranges 1 and 3, the vehicle traveling on the road with the low friction coefficient ? is brought into the slip state where four wheels are slipped. If the wheel speed difference at a predetermined estimated vehicle deceleration deviates from a determination range defined by the upper and lower limit values, the slip state of the vehicle, that is, the condition where the vehicle is traveling on the road with the low friction coefficient ? is determined.
    Type: Grant
    Filed: September 7, 2004
    Date of Patent: September 2, 2008
    Assignee: Advics Co., Ltd.
    Inventors: Takashi Watanabe, Yasuhiro Abe, Ken Kudo
  • Publication number: 20080179129
    Abstract: A power transfer system for four-wheel drive vehicles is provided which allows the power transmission system to be compact and the front differential to be located near the lateral center of the vehicle body even when an unmodified FR vehicle transmission is used. The amount of offset by which a pinion shaft of the front differential is offset from the lateral center of the vehicle body toward a drive pinion shaft is defined such that right and left drive shafts coupled to the front differential can be considered generally equal in length to each other. Furthermore, a differential case near the pinion shaft is extended toward the drive pinion shaft where the outer diameter thereof is maintained, and a hypoid drive gear is attached to the extended portion.
    Type: Application
    Filed: January 31, 2008
    Publication date: July 31, 2008
    Applicant: FUJI JUKOGYO KABUSHIKI KAISHA
    Inventor: HIROMI HIRASE
  • Patent number: 7399250
    Abstract: In an all-wheel drive train for a motor vehicle wherein the drive torque of the engine of the motor vehicle is transmitted from the transmission output shaft partially to the rear axle and partially to the front axle via an offset transmission structure and a laterally arranged drive shaft extending from the offset transmission structure past the transmission to the front axle of the motor vehicle extends from the offset transmission forwardly at a certain opening angle in close proximity to the transmission structure which narrows down toward the rear so that the rear end of the lateral drive shaft is relatively close to the center axis of the transmission.
    Type: Grant
    Filed: January 20, 2006
    Date of Patent: July 15, 2008
    Assignee: Daimler AG
    Inventors: Philip Gansloser, Tobias Haerter, Werner Klein, Hartmut Nied, Rolf Schroeder, Petra Tennert
  • Patent number: 7392875
    Abstract: To provide a four-wheel drive system which improves running performance of an automotive vehicle by inhibiting a driving torque from becoming insufficient upon occurrence of a slip. An R slip sensing means of a DC motor torque calculating means senses a slip due to a spin of rear wheels. When the rear wheel slip is sensed, an R slip DC-motor-torque correcting means corrects a torque of the rear wheels so that a driving force of the rear wheels is reduced and then increased. The R slip DC-motor-torque correcting means reduces a driving torque of the rear wheels to eliminate the slip and holds the reduced driving torque until the slip is eliminated, and then increases the driving torque to a value lower than a value which the driving torque has taken at the time of occurrence of the slip. The driving torque is increased to a predetermined limit value depending on the number of slips.
    Type: Grant
    Filed: December 22, 2004
    Date of Patent: July 1, 2008
    Assignee: Hitachi, Ltd.
    Inventor: Norikazu Matsuzaki
  • Patent number: 7384357
    Abstract: An electric drive unit for a vehicle includes an electric motor, two output shafts, a first speed reduction planetary gearset driven by the motor, a second speed reduction gearset driven by an output of the first gearset, and a compound planetary differential gearset including an input driveably connected to the output of the second gearset, a first differential output driveably connected to the first output shaft, and a second differential output driveably connected to the second output shaft.
    Type: Grant
    Filed: May 5, 2006
    Date of Patent: June 10, 2008
    Assignee: Ford Global Technologies, LLC
    Inventors: Steven G. Thomas, David A. Janson, Matthew D. Hammond
  • Patent number: 7386383
    Abstract: A differential limiting control apparatus for a vehicle has: clutch unit interposed between one rotational shaft and the other rotational shaft for variably transmitting a driving force between the one rotational shaft and the other rotational shaft; target differential speed setting unit for setting a target differential speed between the one rotational shaft and the other rotational shaft, actual differential speed detecting unit for detecting an actual differential speed between the one rotational shaft and the other rotational shaft, and clutch torque computing unit for computing an engagement force of the clutch unit by obtaining a deviation between the target differential speed and the actual differential speed, configuring a switching function by using at least a polarity related to an integral term of the deviation, and applying a sliding mode control.
    Type: Grant
    Filed: September 23, 2003
    Date of Patent: June 10, 2008
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventors: Takeshi Yoneda, Shinichiro Kojima
  • Patent number: 7386382
    Abstract: A method of controlling a vehicle drive system is provided for a vehicle having an internal combustion engine, free-wheeling steerable front wheels, driven rear wheels, an infinitely variable transmission (IVT) transmitting torque from the engine to the rear wheels, and a control unit for controlling the IVT as a function of sensed parameters and supplying a speed command to the IVT for commanding a speed of the rear wheels. The method includes sensing a steering angle of the front wheels, sensing a front wheel speed, sensing a rear wheel speed, generating a corrected estimated vehicle speed as a function of the front wheel speed and the sensed steering angle, and increasing the speed command in response to a comparison between the corrected estimated vehicle speed and the rear wheel speed. The infinitely variable transmission is preferably embodied by a hybrid electric drive system.
    Type: Grant
    Filed: January 9, 2006
    Date of Patent: June 10, 2008
    Assignee: Deere & Company
    Inventors: Arun Kumar Seksaria, Mervin Peter Kizlyk, Robert Eugene Kasten
  • Patent number: 7383910
    Abstract: A drive force control method for a four-wheel drive vehicle having front wheels as main drive wheels always connected to a driving source, rear wheels as auxiliary drive wheels whose drive torque is adjustable, and a mechanism capable of adjusting a torque distribution ratio between the front wheels and the rear wheels so that the torque distribution ratio of the rear wheels to the front wheels is increased in turning and also capable of adjusting a torque distribution ratio between the right and left rear wheels in turning. The drive force control method includes the steps of detecting a vehicle speed, and gently decreasing the torque distribution ratio of a turning outer wheel to a turning inner wheel with an increase in the vehicle speed. When the transmission shift position is a low-speed position or a high-speed position or the vehicle is in reverse running, the torque distribution ratio of the turning outer wheel to the turning inner wheel is decreased.
    Type: Grant
    Filed: March 30, 2005
    Date of Patent: June 10, 2008
    Assignee: Honda Motor Co., Ltd.
    Inventors: Atsushi Mori, Yasuji Shibahata
  • Patent number: 7384366
    Abstract: The transfer case reduction gearset is often never used for its original intended function, that is, to provide an additional speed reduction (torque amplification) ratio for the powertrain. This concept allows for the increased use of the transfer case gearset components to work in concert with the automatic transmission to increase its ratio spread. This increase in ratio spread will result in improved launch performance for the vehicle by steepening the effective first gear ratio of the automatic transmission. The increase in ratio spread may also provide for reductions in numerical axle ratio of the vehicle thereby improving the fuel economy during normal highway operation. The present invention focuses on a method of shifting the transmission of the vehicle in accordance with the invention which includes providing a transmission connected to a vehicle engine having a predetermined number of gear ratios which are selectable.
    Type: Grant
    Filed: March 11, 2005
    Date of Patent: June 10, 2008
    Assignee: BorgWarner Inc.
    Inventor: William R. Kelley, Jr.
  • Publication number: 20080128191
    Abstract: A running vehicle has front and rear driving wheels, and a sensor for measuring the acceleration of the running vehicle. The vehicle determines a distribution rate of torque to each of the driving wheels in accordance with the found acceleration, and changes driving torque to each of the front and rear driving wheels based on the found distribution rate to control driving motors.
    Type: Application
    Filed: December 3, 2007
    Publication date: June 5, 2008
    Applicant: MURATA MACHINERY, LTD.
    Inventor: Hideki KUBO
  • Patent number: 7374255
    Abstract: A control method for a four-wheel drive vehicle such that the control is changed in braking the vehicle, includes the steps of detecting an ON/OFF status of a braking operation, detecting an accelerator opening or throttle opening greater than or equal to a predetermined value and setting the status of the braking operation to be OFF, for purposes of the control method, when the detected acceleration opening or throttle opening is greater than or equal to the predetermined value simultaneously with a detection of the status of the braking operation to be ON.
    Type: Grant
    Filed: July 6, 2005
    Date of Patent: May 20, 2008
    Assignee: Honda Motor Co., Ltd.
    Inventor: Atsushi Mori
  • Patent number: 7357208
    Abstract: A control unit of an at least temporarily four wheel-driven motor vehicle is provided. The control unit is arranged such that a displacement path for an actuator that actuates a transmission clutch is assigned to a setpoint clutch torque via a characteristic curve, and when at least one defined operating condition is present, ensures stable operation of the wheels. The control unit specifies a displacement path which according to the characteristic curve results in a not completely locked state of the transmission clutch, and subsequently computes the actual clutch torque from only the drive slip on the front axle, the drive slip on the rear axle, and the total drive torque.
    Type: Grant
    Filed: April 5, 2006
    Date of Patent: April 15, 2008
    Assignee: Bayerische Motoren Werke Aktiengesellschaft
    Inventors: Christian Billig, Thomas Hopper
  • Patent number: 7343998
    Abstract: An all-terrain vehicle (ATV) has a subtransmission detachably fastened to an engine casing. The engine crankshaft includes a drive pulley connected via a belt to a driven pulley in the subtransmission, thus providing a continuously variable transmission (CVT) between the engine crankshaft and the subtransmission. The subtransmission includes a 2WD-4WD selector mechanism to select two-wheel-drive or four-wheel-drive and also includes a transmission selector mechanism to put the vehicle in park, neutral, reverse, high-speed drive or low-speed drive. By disposing these selector mechanisms in the subtransmission, mass centralization is improved relative to prior-art drivetrains wherein the 2WD-4WD selector mechanism connects to the front differential. When operating in 2WD mode, the drivetrain does not waste energy rotating the front drive shaft, as in the prior art.
    Type: Grant
    Filed: July 18, 2005
    Date of Patent: March 18, 2008
    Assignees: Bombardier Recreational Products Inc., BRP-Rotax GmbH & Co. KG
    Inventors: Vincent Morin, Ghislain Caron, Ronald Schapf, Roland Ennsmann
  • Patent number: 7334655
    Abstract: A control unit of a control system for an at least temporarily four wheel-driven motor vehicle is arranged such that a displacement path for an actuator that actuates a transmission clutch is assigned to a setpoint clutch torque via a characteristic curve, and the control unit checks whether slip of the transmission clutch occurs when a displacement path is specified that should result in an at least fully locked state of the transmission clutch according to the characteristic curve.
    Type: Grant
    Filed: April 5, 2006
    Date of Patent: February 26, 2008
    Assignee: Bayerische Motoren Werke Aktiengesellschaft
    Inventors: Christian Billig, Thomas Hopper
  • Publication number: 20080040011
    Abstract: In the case of a control system for an at least temporarily four-wheel-driven motor vehicle having an electronic control unit, which determines at least the rotational speeds of all wheels and the vehicle speed, and by which the driving torque of a drive unit can be distributed in a variable manner by way of a controllable transfer clutch to primary driving wheels, which are permanently connected with the drive unit, and to secondary driving wheels which, can be connected with the drive unit as required, the control unit closes the transfer clutch when the slip of a rear wheel exceeds the slip of the front wheel of the same vehicle side by a value which is greater than a given first threshold and when, preferably, also the longitudinal deceleration of the vehicle exceeds a given second threshold or the lateral acceleration of the vehicle exceeds a given third threshold.
    Type: Application
    Filed: August 10, 2007
    Publication date: February 14, 2008
    Applicant: Bayerische Motoren Werke Aktiengesellschaft
    Inventors: Thomas-Dieter VOGEL, Gerd Egger
  • Patent number: 7326144
    Abstract: A vehicle transmission system includes an input shaft connected to a differential mechanism, which has two output shafts. The two output shafts carry first and second coaxially mounted sun wheels, respectively, of an epicyclic gear system which mesh with first and second sets of planet wheels, respectively, which mesh with first and second annulus wheels, respectively. Each planet wheel is mounted to rotate independently about a respective planet shaft and the planet shafts are connected to a common carrier, which is rotatably mounted coaxially with the first and second sun wheels. The first and second annulus wheels are connected together. The carrier is connected to selectively operable speed changing device arranged to increase or decrease the speed of rotation of the carrier about its axis.
    Type: Grant
    Filed: August 20, 2003
    Date of Patent: February 5, 2008
    Assignee: Ricardo UK Limited
    Inventor: Jonathan Charles Wheals
  • Patent number: 7325640
    Abstract: A power transmission system for a four-wheel drive vehicle comprises a power transmission mechanism provided in a vehicle arranged such that power is always transmitted to one of two pairs of wheels consisting of a pair of front wheels and a pair of rear wheels, to transmit power to the other pair of wheels, and a differential gear unit arranged between left and right wheels in the other pair, to distribute the power transmitted from the power transmission mechanism to the other pair, between the left and right wheels. The differential gear unit is a torque-sensitive differential gear unit with a differential limiting function for producing a differential limiting force between the left and right wheels, depending on power transmitted thereto, and a power transmission control means controls the power transmitted from the power transmission mechanism to the differential gear unit according to a driving state of the vehicle.
    Type: Grant
    Filed: December 2, 2004
    Date of Patent: February 5, 2008
    Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
    Inventors: Yuichi Ushiroda, Kaoru Sawase
  • Patent number: 7316304
    Abstract: A four-wheel drive center disconnect electric actuator is provided. The actuator includes a one-way motor that actuates a cam mechanism for causing engagement and disengagement of the center disconnect. The actuator achieves improved reliability and efficiency through a less expensive construction than conventional actuators.
    Type: Grant
    Filed: June 10, 2005
    Date of Patent: January 8, 2008
    Assignee: Warn Industries, Inc.
    Inventors: Oliver Heravi, Ernest Ozsvath, Scott Stocker, Kip E. Clohessy, Bryan M. Averill
  • Patent number: 7315776
    Abstract: In the case of a control device for an at least part-time four-wheel-driven motor vehicle, having a control unit which can variably distribute the driving torque of a drive unit to primary driving wheels, which are permanently connected with the drive unit, and to secondary driving wheels which, if required, can be connected by way of a transfer clutch with the drive unit, wherein the control unit determines a desired clutch torque which is to be set by an actuator device at the transfer clutch, the control unit consists of a main control unit and an additional control unit, the main control unit computing the desired clutch torque as a function of detected and/or determined parameters, which clutch torque is transmitted to the additional control unit, and the additional control unit converting the desired clutch torque to a corresponding electric control signal for the actuator device.
    Type: Grant
    Filed: January 23, 2006
    Date of Patent: January 1, 2008
    Assignee: Bayerische Motoren Werke Aktiengesellschaft
    Inventor: Christian Billig
  • Patent number: 7294083
    Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential, a speed changing unit operably disposed between the differential assembly and one of the first and second axleshafts, and first and second mode clutches. The first mode clutch is operable to engage the speed changing unit for reducing the rotary speed of the second axleshaft relative to the rotary speed of the first axleshaft. The second mode clutch is operable to engage the speed changing unit for increasing the rotary speed of the second axleshaft relative to the rotary speed of the first axleshaft. A control system controls actuation of both mode clutches.
    Type: Grant
    Filed: December 6, 2006
    Date of Patent: November 13, 2007
    Assignee: Magna Powertrain, USA, Inc.
    Inventor: Thomas C. Bowen
  • Patent number: 7290633
    Abstract: A vehicle drive speed control system is provided for a vehicle having driven rear wheels, driven steerable front wheels, a powertrain for driving the front and rear wheels at controllable speeds. A control unit controls the powertain so that a front/rear wheel speed ratio is a non-linear trigonometric function of a sensed steering angle signal. The front/rear wheel speed ratio increases as the steering angle increases. The relationship of the front/rear wheel speed ratio to the steering angle is represented by a curve which is concave in a direction of an axis of increasing speed ratio. With a mode select switch, an operator can selectively cause the control unit to control the front/rear speed ratio according to a first normal or a second more aggressive predefined relationship.
    Type: Grant
    Filed: May 19, 2005
    Date of Patent: November 6, 2007
    Assignee: Deere & Company
    Inventors: Robert Eugene Kasten, Mervin Peter Kizlyk, Norman Frederick Lemmon, Bernard Brandt Poore
  • Patent number: 7264078
    Abstract: A vehicle includes steerable front wheels, an interaxle differential for transmitting torque from an engine to the front wheels and to rear wheels. The differential includes a controllable clutch operable to control a ratio of front wheel speed to rear wheel speed. A control unit controls the clutch as a function of sensed steering angles and stored information including steering angles and corresponding front to rear wheel speed ratio values. The control unit is automatically calibrated. The control unit periodically obtains steering angle values, periodically obtains front and rear wheel speed values, periodically generates new front to rear wheel speed ratio values, and replaces one of the stored front to rear wheel speed ratio values with one of the new ratio values if the steering angle values indicate that the vehicle has been in a straight ahead travel mode for at least a certain time period.
    Type: Grant
    Filed: February 10, 2005
    Date of Patent: September 4, 2007
    Assignee: Deere & Company
    Inventor: Reno Antonio Rodeghiero
  • Patent number: 7264077
    Abstract: A drive force control method for a four-wheel drive vehicle including a torque distributing mechanism capable of changing a drive force distribution ratio between front and rear wheels and a drive force distribution ratio between right and left front wheels or between right and left rear wheels. This method includes the steps of increasing the drive force distribution ratio of the rear wheels to the front wheels according to an increase in absolute value of a lateral G signal, and increasing the drive force distribution ratio of a turning outer wheel as one of the right and left front wheels or one of the right and left rear wheels to a turning inner wheel as the other. A lateral G sensor signal is corrected by an estimated lateral G signal calculated according to a steering angle and a vehicle speed to obtain a control lateral G signal, which is used as the lateral G signal.
    Type: Grant
    Filed: March 30, 2005
    Date of Patent: September 4, 2007
    Assignee: Honda Motor Co., Ltd.
    Inventors: Atsushi Mori, Yasuji Shibahata
  • Patent number: 7258187
    Abstract: A drive axle assembly includes a pair of axleshafts connected to a pair of wheels, and a drive mechanism for selectively coupling a driven input shaft to one or both of the axleshafts. The drive mechanism includes first and second drive units that can be selectively engaged to control the magnitude of the drive torque transferred and the relative rotary speed between the input shaft and the axleshafts. Each drive unit includes a planetary gearset disposed between the input shaft and its corresponding axleshaft, and a pair of mode clutches that may be activated to cause the planetary gearset to establish different speed ratio drive connections between the input shaft and the axleshaft. A control system including an electronic control unit (ECU) and sensors are provided to control actuation of the clutches so as to control the side-to-side traction characteristics of the drive axle assembly.
    Type: Grant
    Filed: May 14, 2004
    Date of Patent: August 21, 2007
    Assignee: Magna Powertrain USA, Inc.
    Inventor: Thomas C. Bowen