With Differential Means For Driving Two Wheel Sets At Dissimilar Speeds Patents (Class 180/248)
  • Patent number: 7258185
    Abstract: Front and rear wheels Tf, Tr of a motor vehicle driven by an engine 10 are connected through a differential control device 15 which is capable of varying the torque to transmit. When the turning radius of a predetermined one wheel or the motor vehicle is equal to or smaller than a predetermined turning radius, the transmission torque of the differential control device is decreased by a control device to prevent the tight-corner braking phenomenon from occurring. When the motor vehicle is stopped momentarily with the transmission torque being lowered, the control device maintains the transmission torque as it is, and the vehicle is then restarted with the transmission torque being lowered. Thus, when the motor vehicle which was stopped momentarily with a large steering angle is then restarted, the tight-corner braking phenomenon can be prevented from occurring from the beginning of the restarting.
    Type: Grant
    Filed: April 23, 2003
    Date of Patent: August 21, 2007
    Assignee: JTEKT Corporation
    Inventors: Akihiro Ohno, Tsuyoshi Murakami, Akira Kodama
  • Patent number: 7254471
    Abstract: A motor vehicle powertrain includes a transmission producing multiple speed ratios, and a transfer case including a second input driveably connected to the transmission output, a second output continually driveably connected to a first set of wheels and releasably connected to a second set of wheels, for producing alternately in the transfer case a low speed ratio and a high speed ratio. A mode selector produces a signal representing a desired driving mode. A controller, responsive to the signals produced by the mode selector, controls the transmission to produce alternately the multiple speed ratios of the transmission, and for controls the transfer case to operate alternately in the low speed ratio and high speed ratio that corresponds to the desired driving mode and a current speed ratio produced by the transmission.
    Type: Grant
    Filed: July 12, 2005
    Date of Patent: August 7, 2007
    Assignee: Ford Global Technologies, LLC
    Inventors: Timothy Allen, Steve Thomas, Juliette McCoy, Hong Jiang
  • Patent number: 7252173
    Abstract: A differential (2) for a vehicle is proposed for the apportionment of a drive torque conducted via a drive shaft on a crown gear (7). The drive torque is engendered by a motor (1) onto two output shafts (3, 4) and differential is to serve for the compensation of a difference in speed of rotation between the two output shafts (3, 4). The crown gear (7) is located in an area between the motor (1) and a drive wheel (6) of a vehicle (29) while a semi-independent suspension assembly (10) is to be found between the output shafts (3, 4) in the area between the motor (1) and the other drive wheel (5) of the vehicle, whereby the crown gear (7) and the semi-independent suspension assembly (10) are bound together via a shaft (8).
    Type: Grant
    Filed: October 29, 2004
    Date of Patent: August 7, 2007
    Assignee: ZF Friedrichshafen AG
    Inventor: Ulrich Mair
  • Patent number: 7248957
    Abstract: In the case of a control device for an at least temporarily four-wheel-driven motor vehicle, having a control unit which can variably distribute the driving torque of a drive unit as a function of operating conditions 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, in that the control unit determines a desired clutch torque which is to be set by an actuator device at the transfer clutch, one operating condition is the vehicle speed. The control unit is further developed such that, when the desired clutch torque is determined, at least one defined high-speed range is taken into account and in that a speed-range-related clutch torque assigned to the high-speed range is defined as a maximally permissible limit torque.
    Type: Grant
    Filed: January 23, 2006
    Date of Patent: July 24, 2007
    Assignee: Bayerische Motoren Werke Aktiengesellschaft
    Inventor: Christian Billig
  • Patent number: 7207409
    Abstract: A two speed drive system for an all wheel drive vehicle includes a double planetary gear front differential and a power take-off unit transferring drive torque to a front wheel set and a rear wheel set of the vehicle. A rear differential connects the power take-off unit and the rear wheel set providing the drive torque to the rear wheel set. A two speed drive unit is positioned between the power take-off unit and the rear differential. The drive unit shifts between a high range drive operation and a low range drive operation. The drive unit may be mounted directly to either the power take-off unit or the rear differential.
    Type: Grant
    Filed: March 10, 2004
    Date of Patent: April 24, 2007
    Assignee: American Axle & Manufacturing, Inc.
    Inventor: James P. Downs
  • Patent number: 7201266
    Abstract: A torque transfer mechanism for controlling the magnitude of a clutch engagement force exerted on a clutch pack that is operably disposed between a first rotary member and a second rotary member includes a hydraulic clutch actuation system. The hydraulic clutch actuation system includes a primary fluid circuit coupled to a secondary fluid circuit by a pressure intensifier. The pressure intensifier provides magnified pressure to a piston for actuating the clutch pack.
    Type: Grant
    Filed: June 9, 2006
    Date of Patent: April 10, 2007
    Assignee: Magna Powertrain USA, Inc.
    Inventors: James S. Brissenden, Timothy M. Burns, Sankar K. Mohan, Eric A. Bansbach, Steven W. O'Hara
  • Patent number: 7188018
    Abstract: In the case of a control device for an at least partially 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 is further configured such that, when the desired clutch torque is determined, at least one degree of stress to the transfer clutch and/or at least one degree of stress to the actuator device are taken into account. In this case, the taking into account of a short-duration degree of stress to the transfer clutch is particularly important with a view to a closing which is as fast as possible for preventing a slip.
    Type: Grant
    Filed: January 23, 2006
    Date of Patent: March 6, 2007
    Assignee: Bayerische Motoren Werke Aktiengesellschaft
    Inventor: Christian Billig
  • Patent number: 7175559
    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: November 28, 2005
    Date of Patent: February 13, 2007
    Assignee: Magna Powertrain USA, Inc.
    Inventor: Thomas C. Bowen
  • Patent number: 7168518
    Abstract: A multi-wheel-drive vehicle has at least six wheels, a transmission with a first brake, and a transaxle device for the front drive wheels. The transaxle device includes a drive axle, an input shaft rectangular to the drive axle for receiving power from the transmission, a drive train connecting the drive axle to the input shaft, a second brake, and a clutch device in the input shaft. The drive axle may be a pair of drive axles connected by a differential unit. The clutch device can selectively isolate the drive axle from the rotation of the input device. Further, the clutch device is engaged when the first brake is applied. Additionally, the first and second brakes may be connected such that their operation may be synchronized.
    Type: Grant
    Filed: January 11, 2006
    Date of Patent: January 30, 2007
    Inventor: Akihiro Ima
  • Patent number: 7150694
    Abstract: A full-time power take-off unit is equipped with a dual-mode bi-directional overrunning clutch and a shift mechanism to establish all-wheel drive and part-time four-wheel drive modes. Further, the power take-off unit includes a disconnect clutch that is controlled by the mode shift mechanism to establish a full-time four-wheel drive mode.
    Type: Grant
    Filed: December 15, 2005
    Date of Patent: December 19, 2006
    Assignee: Magna Powertrain USA, Inc.
    Inventors: Richard Mizon, Dale L. Pennycuff
  • Patent number: 7124850
    Abstract: A four wheel drive assembly 10 including a torque transfer assembly 60 which operates under the control of the controller 62 and which receives and selectively transfers a certain desired amount of torque to a front axles 14, 15 and to the rear axles 14 17. The amount of transferred torque varies depending upon the occurrence of a sensed slip condition the use of a pre-emptive slip control mode of operation in which the controller 62 determines that it is likely that a slip may occur. Particularly, controller 62 is allowed to enter the preemptive mode of operation only after an actual slip has occurred and the controller 62 exits this preemptive mode of operation upon the occurrence of a certain event or condition or upon the passage of a certain amount of time.
    Type: Grant
    Filed: March 5, 2002
    Date of Patent: October 24, 2006
    Assignee: Ford Global Technologies, LLC
    Inventors: Syun Kyung Lee, Ashok Rodrigues, John Antoni Glab, Dana Joseph Katinas, Peter James Barrette
  • Patent number: 7127343
    Abstract: A temporary indicated torque is obtained by taking a conventional dead zone area for a first slip control area, and the value proportional to the slip quantity for a maximum value, this temporary indicated torque is corrected by a correction value according to the tight cornering brake quantity to be the indicated torque of the transfer clutch, and occurrence of any tight cornering brake phenomenon is prevented thereby. In a slip control area after passing a dead zone area (a second slip control area), the slip control is smoothly transferred from the first slip control area to the second slip control area by performing the slip control with a value of the indicated torque according to the slip quantity added to the indicated torque in the first slip control area as the indicated torque, abrupt torque change is prevented, and the vehicle behavior is stabilized thereby.
    Type: Grant
    Filed: September 23, 2003
    Date of Patent: October 24, 2006
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventors: Tatsunori Nagura, Haruo Fujiki, Koji Matsuno
  • Patent number: 7101304
    Abstract: The present invention provides a shift mechanism disposed in a housing for providing operable communication between a shift actuator and a shift sleeve. The shift mechanism generally includes a shift rail, a shift fork, a first biasing member, and a second biasing member. The shift rail is slidably supported by the housing. The shift fork is slidably disposed on the shift rail and engages the shift sleeve. The first biasing member is disposed between the shift actuator and the shift rail for selectively biasing the shift rail in a first direction upon actuation of the shift actuator. The second biasing member is disposed between the housing and the shift fork for biasing the shift fork in a second direction that is substantially opposite the first direction.
    Type: Grant
    Filed: September 24, 2004
    Date of Patent: September 5, 2006
    Assignee: Magna Powertrain USA, Inc.
    Inventors: Jeffrey Swanson, Carl H. Vonnegut
  • Patent number: 7083539
    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 the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshaft and first and second mode clutches. The first mode clutch is operable with 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 mode clutch is operable with 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: January 26, 2006
    Date of Patent: August 1, 2006
    Assignee: Magna Powertrain USA, Inc.
    Inventor: Thomas C. Bowen
  • Patent number: 7082358
    Abstract: A fault detecting apparatus for a four-wheel drive vehicle is provided for avoiding without fail any erroneous detection due to a response delay associated with an operation for switching a speed increasing system and due to sudden fluctuations in wheel speed, to highly accurately detect a fault in the speed increasing system. The speed increasing system is configured to transmit a driving force of a prime mover directly to main driving wheels and to sub-driving wheels through associated clutches, and to increase rotational speed of the sub-driving wheels above rotational speed of the main driving wheels when a speed increase instruction signal is outputted. The fault detecting apparatus comprises an S-AWD•ECU for detecting a fault in the speed increasing system, and for disabling the fault detection until a predetermined time has elapsed after a speed increase instruction signal was outputted or after the output of the speed increase instruction signal was stopped.
    Type: Grant
    Filed: August 19, 2005
    Date of Patent: July 25, 2006
    Assignee: Honda Motor Co., Ltd.
    Inventor: Yasuhiko Sugo
  • Patent number: 7080707
    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 25, 2005
    Date of Patent: July 25, 2006
    Assignee: Magna Powertrain USA, Inc.
    Inventor: Malcolm E. Kirkwood
  • Patent number: 7059462
    Abstract: A torque transfer mechanism for controlling the magnitude of a clutch engagement force exerted on a clutch pack that is operably disposed between a first rotary member and a second rotary member includes a hydraulic clutch actuation system. The hydraulic clutch actuation system includes a primary fluid circuit coupled to a secondary fluid circuit by a pressure intensifier. The pressure intensifier provides magnified pressure to a piston for actuating the clutch pack.
    Type: Grant
    Filed: November 28, 2005
    Date of Patent: June 13, 2006
    Assignee: Magna Powertrain, Inc.
    Inventors: James S. Brissenden, Timothy M. Burns, Sankar K. Mohan, Eric A. Bansbach, Steven W. O'Hara
  • Patent number: 7059992
    Abstract: A power transfer assembly for a four-wheel drive vehicle includes first and second output shafts and a drive mechanism operable to selectively transfer drive torque from a driven input shaft to the output shafts. The drive mechanism includes a differential assembly, a planetary gear assembly and first and second mode clutches. The first mode clutch is operable with the planetary gear assembly to increase the rotary speed of the first output shaft which, in turn, causes a corresponding decrease in the rotary speed of the second output shaft. The second mode clutch is operable with the planetary gear assembly to decrease the rotary speed of the first output shaft so as to cause an increase in the rotary speed of the second output shaft. A control system controls actuation of both mode clutches.
    Type: Grant
    Filed: January 26, 2006
    Date of Patent: June 13, 2006
    Assignee: Magna Powertrain, Inc.
    Inventor: Thomas C. Bowen
  • Patent number: 7048084
    Abstract: A CPU computes a throttle opening degree increasing speed V?h and a steering wheel angular velocity V? based on a throttle opening degree ?h and a steering wheel angle ?. Based on the throttle increasing speed V?h and the steering wheel angular velocity V?, the CPU selects one of a first drive mode and a second drive mode. The CPU controls the power transmission ratio of a power transmitting device according to the selected drive mode. Therefore, the power transmission ratio of the power transmitting device is properly controlled in accordance with the degree of intention for acceleration of the driver, which is computed based on the throttle increasing speed V?h, and the turning speed of the steering wheel, which is computed based on the steering wheel angular velocity V?. Therefore, the drive mode is properly switched in accordance with the driving state of a four-wheel drive vehicle.
    Type: Grant
    Filed: July 8, 2004
    Date of Patent: May 23, 2006
    Assignee: Toyoda Koki Kabushiki Kaisha
    Inventors: Ryouhei Shigeta, Tsuyoshi Murakami, Hisao Fumoto, Yutaka Hirokane
  • Patent number: 7044880
    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 assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshafts and first and second mode clutches. The first mode clutch is operable with 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 mode clutch is operable with 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: May 20, 2004
    Date of Patent: May 16, 2006
    Assignee: Magna Powertrain, Inc.
    Inventor: Thomas C. Bowen
  • Patent number: 7017702
    Abstract: A parallel engine and transmission drive arrangement with application to both land and marine vehicles reduces the large moment arm and moment about the rear axle in the case of land vehicles, and provides trim and stability and compact arrangement of the drive arrangement in the case of a marine vessel. The arrangement is applicable to buses, tractor-trailer rigs, towing, dump trucks, garbage trucks, concrete trucks, fire trucks, recreational vehicles, and boats or ships. In one aspect, the engine and transmission are laterally arranged in a parallel manner. This arrangement shortens the longitudinal distance necessary in rear-mounted engine designs from about 120 inches to as little as 54 inches. The large moment arm found about the rear axle in conventional rear-mounted engines is thereby reduced, and the transfer case performance requirements are relaxed, resulting in a transfer case with reduced bulk and weight.
    Type: Grant
    Filed: October 14, 2003
    Date of Patent: March 28, 2006
    Inventor: William Gunby
  • Patent number: 7006899
    Abstract: A hunting detecting device used for an electrical load detecting device sets a current command value for an electrical load. Based on a deviation between a current that actually flows through the electrical load and the current command value, the hunting detecting device performs at least proportional control in a group including proportional control, integral control, and differential control. The hunting detecting device sends a current generated based on the performed control to the electrical load. A current determining device determines whether there is a current through the electrical load. When the current determining device determines that there is a current through the electrical load, a hunting detector detects a number of times of hunting within a predetermined period.
    Type: Grant
    Filed: August 27, 2003
    Date of Patent: February 28, 2006
    Assignee: Toyoda Koki Kabushiki Kaisha
    Inventors: Hisaaki Wakao, Kiyoshige Kato
  • Patent number: 6997299
    Abstract: A torque transfer mechanism for controlling the magnitude of a clutch engagement force exerted on a clutch pack that is operably disposed between a first rotary member and a second rotary member includes a hydraulic clutch actuation system. The hydraulic clutch actuation system includes a primary fluid circuit coupled to a secondary fluid circuit by a pressure intensifier. The pressure intensifier provides magnified pressure to a piston for actuating the clutch pack.
    Type: Grant
    Filed: December 8, 2003
    Date of Patent: February 14, 2006
    Assignee: Magna Powertrain, Inc.
    Inventors: James S. Brissenden, Timothy M. Burns, Sankar K. Mohan, Eric A. Bansbach, Steven W. O'Hara
  • Patent number: 6996466
    Abstract: A method of controlling the handling of vehicles having a controllable longitudinal clutch and/or a controllable main-axle lateral lock in the case of all-wheel systems and a controllable lateral lock in the case of vehicles with a single-axle drive. The input quantities are first detected and processed, and subsequently, a comparison takes place of the desired driving direction, which is defined by way of the steering angle (LW), and the actual moving direction (BR) of the vehicle. If the two values deviate from one another by a definable reference value (RW), the coupling between the front axle and the rear axle of the vehicle is increased for increasing the yaw damping, or, when a controllable main-axle lateral lock is present, the locking torque of the lateral lock is increased, or the two measures are initiated simultaneously.
    Type: Grant
    Filed: September 26, 2003
    Date of Patent: February 7, 2006
    Assignee: Dr. Ing. h.c.F. Porsche AG
    Inventors: Klaus Bastian, Jan Frank, Markus Hofbauer
  • Patent number: 6966864
    Abstract: A transfer case is provided with a range unit, an interaxle differential, a clutch assembly and a power-operated actuation mechanism. The range unit includes a planetary gearset driven by an input shaft, and a synchronized dog clutch assembly for releasably coupling one of the input shaft or an output component of the planetary gearset to an input member of the interaxle differential. The interaxle differential further includes a first output member driving a first output shaft, a second output member operably driving a second output shaft. The clutch assembly is a multi-plate friction clutch operably disposed between the first and second output shafts. The power-operated actuation mechanism includes a range actuator assembly, a ball-ramp clutch actuator assembly and a motor assembly operable to control actuation of the range actuator assembly and the clutch actuator assembly.
    Type: Grant
    Filed: November 29, 2004
    Date of Patent: November 22, 2005
    Assignee: Magna Drivetrain of America, Inc.
    Inventors: Randolph C. Williams, Hemant S. Suthar, Aaron Ronk
  • Patent number: 6964315
    Abstract: A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes a clutch actuator for generating and applying a clutch engagement force on the clutch assembly.
    Type: Grant
    Filed: August 30, 2004
    Date of Patent: November 15, 2005
    Assignee: Magnadrivetrain of America, Inc.
    Inventor: Joseph G. Mueller
  • Patent number: 6959778
    Abstract: A motor vehicle transfer case includes an interaxle differential driven by an input shaft and an electromagnetic synchronizer and brake for synchronizing and braking rotation of the input and secondary output shaft. An electromagnetic coil is mounted within the transfer case about the input shaft and surrounded by a freely rotatable rotor. A circular armature is coupled to a chain drive sprocket adjacent the rotor and the electromagnetic coil. The chain drive sprocket is driven by the secondary output of the interaxle differential, the other output of which drives the primary transfer case output. Energization of the electromagnetic coil attempts to synchronize and brake rotation of the input shaft and the chain drive sprocket and secondary driveline and maintains the slack or lash in the driveline in a constant state to eliminate noise and driveline transients.
    Type: Grant
    Filed: August 26, 2003
    Date of Patent: November 1, 2005
    Assignee: BorgWarner, Inc.
    Inventors: Scott P. Wood, David Owen, John Merte
  • Patent number: 6949044
    Abstract: A transfer case for motor vehicles with off-the-road gear comprises a casing, an input shaft, a first output shaft, coaxial with the latter, a second output shaft, offset therefrom, a speed-reduction unit, a coupling unit and an offset drive. The speed-reduction unit comprises a central drive gearwheel, connected in a rotationally fixed manner to the input shaft, a central driven gearwheel and at least two intermediate transmissions, rotatable about spindles fixed to the casing, each with two intermediate gearwheels, one of which meshes with the central drive gearwheel and the other meshes with the central driven gearwheel, a first driven shaft, connected in a rotationally fixed manner to the central drive gearwheel, and a hollow second driven shaft, connected in a rotationally fixed manner to the central driven gearwheel, which driven shafts lead to a coupling unit.
    Type: Grant
    Filed: July 19, 2001
    Date of Patent: September 27, 2005
    Assignee: Steyr-Daimler-Puch Fahrzeugtechnik AG&Co. KG
    Inventor: Rudolf Glassner
  • Patent number: 6942054
    Abstract: In the case four-wheel drive is required, a generator connected to an engine generates electric current, which is supplied to a motor such that a rear wheel shaft can be driven by a driving force transferred through a clutch interposed between the motor and the rear wheel shaft. Accordingly, slippage of the vehicle wheels is prevented and safety of the vehicle is improved.
    Type: Grant
    Filed: September 19, 2003
    Date of Patent: September 13, 2005
    Assignee: Hyundai Motor Company
    Inventor: Jong Hun Kim
  • Patent number: 6932180
    Abstract: A mode establishing section of a differential limiting control apparatus for a four wheel drive vehicle commands an automatic mode control section or a manual mode control section to output calculated clutch torques according to a signal from a mode switch operated by a driver. In an initial condition of an ignition switch turned on, the execution command is issued to the automatic mode control section, until the driver newly selects the manual mode through the mode switch. Further, when the vehicle travels at a speed higher than a preestablished threshold value, the execution command is outputted to the automatic mode control section, irrespective of the signal from the mode switch.
    Type: Grant
    Filed: October 23, 2003
    Date of Patent: August 23, 2005
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventors: Koji Matsuno, Hideharu Tatsumi, Atsushi Fukuda
  • Patent number: 6918851
    Abstract: An interaxle differential is provided which includes a side gear, a clutch gear torsionally locked on a first input shaft and axially slidably mounted thereon and an annular piston mounted in a differential casing for urging the clutch gear into engagement with a side gear and a spring to urge the clutch gear to an unlocked position.
    Type: Grant
    Filed: November 6, 2002
    Date of Patent: July 19, 2005
    Assignee: Dana Corporation
    Inventors: James Ziech, Lawrence P. Wagle
  • Patent number: 6907953
    Abstract: An ECU, which functions as a driving force distribution control apparatus for a four-wheel drive vehicle, includes a CPU. The CPU controls a coupling for changing torque distribution of front and rear wheels. The CPU determines either of first and second torque distribution modes based on detection signals of a throttle opening sensor and steering angle sensor, which are operating parameters. In the second torque distribution mode, torque is distributed to the front and rear wheels more equally than in the first torque distribution mode. The CPU sets a duration for the second torque distribution mode when the second torque distribution mode is selected. Until the duration elapses, regardless of the operating parameters, the CPU continues the control of the coupling in the second torque distribution mode.
    Type: Grant
    Filed: April 28, 2003
    Date of Patent: June 21, 2005
    Assignee: Toyoda Koki Kabushiki Kaisha
    Inventors: Ryohei Shigeta, Tsuyoshi Murakami, Akihiro Ohno
  • Patent number: 6886652
    Abstract: A torque distribution control device for a four-wheel drive vehicle is disclosed, wherein a torque transmitted from an engine to prime drive wheels is distributed by an electromagnetic clutch to sub-drive wheels on an on-demand basis. A pre-torque is determined based on a vehicle speed and a throttle opening degree in a feed-forward sense. A compensation torque is determined based on the rotational speed difference between the prime drive wheels and the sub-drive wheels and the vehicle speed in a feedback sense. The pre-torque and the compensation torque are added for a command torque, depending on which the electromagnetic clutch is controlled to transmit the torque from the engine to the sub-drive wheels.
    Type: Grant
    Filed: January 20, 2004
    Date of Patent: May 3, 2005
    Assignee: Toyoda Koki Kabushiki Kaisha
    Inventors: Akio Maekawa, Yasushi Yamada
  • Patent number: 6878085
    Abstract: In a differential limiting torque control section, a target differential rotation speed between front and rear drive shafts is established according to a dial position inputted by a driver of a variable dial. Further, an actual differential rotation speed between front and rear drive shafts is calculated and a deviation between the target differential rotation speed and the actual differential rotation speed is calculated. Based on the deviation, a first differential limiting torque and based on a dial position of a variable dial a second differential limiting torque are calculated. Further, a third differential limiting torque is calculated based on the dial position and a throttle opening angle. A final differential limiting torque between front and rear drive shafts is obtained by summing up these first, second and third differential limiting torques.
    Type: Grant
    Filed: August 6, 2003
    Date of Patent: April 12, 2005
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventor: Koji Matsuno
  • Patent number: 6873896
    Abstract: A drive-force distribution controller controls a drive-force transmission apparatus of a vehicle in order to control transmission of drive force to rear wheels or front wheels of the vehicle in accordance with a designated drive-force transmission ratio. The drive-force transmission ratio is changed on the basis of vehicle speed, differential rotational speed (speed difference between the front and rear wheels), and throttle opening. Alternatively, the drive-force transmission ratio is changed on the basis of vehicle speed, throttle opening, and throttle open speed. The change speed of current which is supplied to the drive-force transmission apparatus in order to control the drive-force transmission ratio is adjusted in accordance with a command current filter value which is determined on the basis of vehicle speed and a command current filter map of a vehicle-speed responsive type.
    Type: Grant
    Filed: April 24, 2003
    Date of Patent: March 29, 2005
    Assignee: Toyoda Koki Kabushiki Kaisha
    Inventors: Akio Maekawa, Ryohei Shigeta
  • Patent number: 6871719
    Abstract: A vehicle drive train assembly includes a source of rotational power and at least one rotatably driven vehicle wheel. A male splined member and a female splined member are connected between the source of rotational power and the vehicle wheel to transmit rotational power therebetween. At least one of the splined members is a driveshaft. The splines of the male splined member have side surfaces and outer surfaces which are convex in shape. The convex splines of the male splined member cooperate with the splines of the female splined member to connect the splined members together in a manner that allows for limited angular and axial movement therebetween.
    Type: Grant
    Filed: December 27, 2001
    Date of Patent: March 29, 2005
    Assignee: Torque-Traction Technologies, Inc.
    Inventors: Douglas E. Breese, Mark S. Williams
  • Patent number: 6863143
    Abstract: Power transmission device for automobile is disclosed. The power transmission device for automobile comprises a driving shaft (10), an output shaft (30) a transmission (20), a differential gear part (50) and a four-wheel drive part (60). The driving shaft (10) has a plurality of driving gears (12), each of them having a different diameter respectively. The driving shaft (10) is connected to an engine (E). The output shaft (30) is a hollow shaft and outputs power from the driving shaft (10). The transmission (20) has a plurality of speed change gears (22) meshing continuously with the driving gears (12) and also has a brake member braking the speed change gears (22) selectively to transfer power to the output shaft (30). The differential gear part (50) is located at an end portion of the output shaft (30) and controls the amounts of rotation of both right and left front wheels (42). The four-wheel drive part (60) is fixed on the output shaft (30) and transfers power to rear wheels (44) selectively.
    Type: Grant
    Filed: August 9, 2001
    Date of Patent: March 8, 2005
    Inventor: Tae-Hwan Ha
  • Patent number: 6862953
    Abstract: A controllable, multi-mode, bi-directional overrunning clutch assembly and a shift system are adapted for use in a power transmission device. The clutch assembly includes a first ring journalled on a first rotary member, a second ring fixed to a second rotary member, and a plurality of rollers disposed in opposed cam tracks formed between the first and second rings. The first ring is split to define an actuation channel having a pair of spaced end segments. An actuator ring is moveable between positions engaged with and released from the end segments of the first ring. The shift system includes a moveable clutch actuator which controls movement of the actuator ring for establishing engaged and disengaged clutch modes. An alternate embodiment clutch assembly includes first and second rings non-rotatably coupled to one another. A third ring is selectively engageable with a rotary component to transfer power thereto.
    Type: Grant
    Filed: July 24, 2003
    Date of Patent: March 8, 2005
    Assignee: Magna Drivetrain of America, Inc.
    Inventors: Brian M. Fitzgerald, Douglas W. Conklin
  • Patent number: 6865470
    Abstract: A traction distribution control system for a 4WD vehicle is constructed to calculate a difference gain in accordance with a difference in spinning state between main driving wheels, and determine a control signal for controlling traction distribution to driven wheels by multiplying a control amount by the difference gain.
    Type: Grant
    Filed: February 10, 2003
    Date of Patent: March 8, 2005
    Assignee: Hitachi Unisia Automotive, Ltd.
    Inventor: Nobuyuki Ohtsu
  • Patent number: 6859715
    Abstract: A torque-biasing system (10) includes a torque-biasing device (12) and a control unit (14) for use in a motor vehicle. The torque-biasing system is preferably installed in a vehicle having a first front wheel (18) with a first rotational speed and second wheel (20) with a rear rotational speed and an engine (22) with a torque output. The control unit (14) functions to determined when and how to bias the torque output of the front and rear wheels, and to control the torque-biasing device (12) based on this determination.
    Type: Grant
    Filed: October 11, 2001
    Date of Patent: February 22, 2005
    Assignee: Visteon Global Technologies, Inc.
    Inventors: Hyeongcheol Lee, Clive McKenzie
  • Patent number: 6851501
    Abstract: An all wheel drive system for use in a vehicle where that system includes a front axle having a front differential. The all wheel drive system also includes a center differential connected to the front differential via a prop shaft. The all wheel drive system also includes a rear axle having a rear differential wherein the rear differential is connected to the center differential. The rear differential having a reduction gear integrated therein.
    Type: Grant
    Filed: April 30, 2001
    Date of Patent: February 8, 2005
    Inventor: Theodor Gassmann
  • Patent number: 6851502
    Abstract: A differential mechanism for a vehicle has: a differential for transferring a rotational drive force of an input shaft to two output shafts; an input generator motor for generating electric power using a rotational drive force of the input shaft and/or applying the rotational drive force to the input shaft using electric power supplied thereto; an output generator motor for generating electric power and applying a rotational drive force to the one of the output shafts; and connecting means for electrically connecting the input side generator motor with the output generator motor; switching control unit for switching between an output drive force control for supplying electric power generated by the input generator motor to the output generator motor and the input drive force application control for supplying electric power generated by the output generator motor to the input generator motor.
    Type: Grant
    Filed: December 20, 2002
    Date of Patent: February 8, 2005
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventor: Akihiko Sakazaki
  • Patent number: 6845838
    Abstract: A four-wheel drive vehicle provides a torque distribution clutch mechanism which directly transmits the driving force generated from the engine to one of two front wheels or two rear wheels, and which transmits it to the other wheels therethrough in order to control the engaging force in accordance with a traveling status of the four-wheel drive vehicle. The vehicle further comprises a tight corner judging structure, a normal mode setting structure, a low friction road judging structure and a tight mode setting structure. The tight corner judging structure judges whether the vehicle travels at a large turning angle or not, and the normal mode setting structure sets a normal mode to control the engaging force when it is judged by the tight corner judging structure that the vehicle does not travel at the large turning angle.
    Type: Grant
    Filed: April 23, 2003
    Date of Patent: January 25, 2005
    Assignee: Toyoda Koki Kabushiki Kaisha
    Inventors: Hisaaki Wakao, Fukami Imai
  • Patent number: 6843748
    Abstract: The present invention provides a transmission mechanism with a single differential mechanism for an automotive vehicle. The transmission mechanism of the invention is of a compact structure and a relatively less cost of manufacturing, and makes a clearance between the chassis of the automotive vehicle and the ground increased. The performance of the automotive vehicle equipped with the transmission mechanism of the invention can be improved.
    Type: Grant
    Filed: September 10, 2003
    Date of Patent: January 18, 2005
    Assignee: Xinjiang Shengsheng Co., Ltd.
    Inventors: Weijin Ma, Mingxue Yang, Yujiang Wang, Yingpu Wang, Bin Lang, Yongge Fan, Wenbin Pan, Feng Gao
  • Patent number: 6843749
    Abstract: A motor vehicle drive train assembly for achieving multiple effective ratios from a single ratio transaxle enables application of a fixed ratio transaxle, such as used in electric vehicle drive trains, to a multi-speed requirement, for example, in airport ground support equipment. Multiple configurations are enabled by varying the relative speed of the outputs through the differential of the transaxle, such as bringing one of the outputs to zero, or by using another motor to control the speed of one of the outputs.
    Type: Grant
    Filed: January 16, 2003
    Date of Patent: January 18, 2005
    Assignee: Ballard Power Systems Corporation
    Inventors: William Kelledes, Richard L. Willis
  • Patent number: 6840345
    Abstract: Steering system for vehicles comprises a frame with a front axle and a rear axle, at least one of these carrying two steered wheels, the wheels of each axle being driven by a hydraulic motor via a differential unit, the steered wheels being connected, for steering control, to a cylinder-piston unit fed by a usual power steering device, in which at least the hydraulic motor associated with one axle is of variable piston displacement, and is associated with piston displacement adjustment means governed by the position of the cylinder of the cylinder-piston unit which controls the steering.
    Type: Grant
    Filed: July 23, 2003
    Date of Patent: January 11, 2005
    Assignee: Gianni Ferrari S.R.L.
    Inventor: Vando Gianni Ferrari
  • Patent number: 6840880
    Abstract: A power-split transmission for motor vehicles with off-road travel consists of a case (1), of an input shaft (2), of a first output shaft (3) coaxial with the latter, of a second output shaft (4), of a reduction unit (5), of a clutch unit (6) and of an offset drive (7).
    Type: Grant
    Filed: July 19, 2001
    Date of Patent: January 11, 2005
    Assignee: Steyr-Daimler-Puch Fahrzeugtechnik AG & Co. KG
    Inventor: Rudolf Glassner
  • Patent number: 6837329
    Abstract: A four-wheel drive vehicle has front wheels and rear wheels driven by an engine, and a coupling for changing the distribution ratio of torque to the front wheels and the rear wheels. An ECU determines whether engine braking is being applied based on the vehicle speed V and the throttle opening degree Od. When determining that engine braking is being applied, the ECU temporarily performs the engine braking related control. The ECU controls the engaging force of the coupling such that the distribution ratio of torque to the front wheels and the rear wheels is changed to a more equalized state in the engine braking related control than that before the engine braking related control is started. Accordingly, the fixing force of the front wheels and the rear wheels is temporarily increased without delay when engine braking is applied.
    Type: Grant
    Filed: March 31, 2003
    Date of Patent: January 4, 2005
    Assignee: Toyoda Koki Kabushiki Kaisha
    Inventors: Tsuyoshi Murakami, Ryohei Shigeta, Hisao Fumoto, Hideshi Hiruta, Masashi Oda
  • Patent number: 6834225
    Abstract: In a motor vehicle driveline including a transfer case whose output is continually connected to a first output, a clutch, operating partially engaged, responds to a control signal to change the degree of clutch engagement, whereby a second output is connected driveably to the first output. A digital computer, repetitively executing a computer readable program code algorithm for operating the clutch partially engaged, continually selects a desired magnitude of clutch engagement with reference to functions indexed by vehicle speed and either engine throttle position or engine throttle rate. The computer repetitively updates at frequent intervals the desired degree of clutch engagement, and issues a command clutch duty cycle to a solenoid-controlled valve, which signal changes the degree of clutch engagement in response to the command signal.
    Type: Grant
    Filed: February 9, 2004
    Date of Patent: December 21, 2004
    Assignee: Ford Global Technologies, LLC
    Inventors: Hong Jiang, Bal Sankpal, Steven Thomas, Timothy Allen
  • Patent number: 6830528
    Abstract: A manual transmission for a four-wheel drive vehicle transmits a power to a front drive shaft for driving front wheels and to a rear drive shaft for driving rear wheels through a propeller shaft. A plurality of shift gear trains are formed by drive gears mounted on an input shaft, driven gears meshing with the drive gears and mounted on an output shaft arranged below the input shaft and clutches. The output shaft is hollowed inside to incorporate the front drive shaft therein. An intermediate shaft is rotatably, coaxially disposed with the input shaft and is driven by the output shaft through a connection gear train. The intermediate shaft is coaxially connected with a transfer unit from which power is distributed to the front drive shaft through another connection gear train and at the same time to the rear drive shaft. Further, the transmission incorporates another clutch for directly transmitting power from the input shaft to the intermediate shaft so as to produce a shift gear ratio of 1.0.
    Type: Grant
    Filed: March 19, 2003
    Date of Patent: December 14, 2004
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventor: Kenichi Yamada