With Differential Means For Driving Two Wheel Sets At Dissimilar Speeds Patents (Class 180/248)
  • 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: 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: 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: 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: 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: 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: 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: 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: 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
  • Patent number: 6830122
    Abstract: A yaw management system for a vehicle with driveline torque control is comprised of sensors to determine the rate of change of yaw in the vehicle, a controller for receiving information from the sensors, and a means for using that information to selectively transfer torque from the inner half shaft axles of the vehicle to the outer half shaft axles of the vehicle for regulating the torque delivered to the drive wheels.
    Type: Grant
    Filed: February 26, 2003
    Date of Patent: December 14, 2004
    Assignee: Dana Corporation
    Inventor: William J. Kroppe
  • Patent number: 6827662
    Abstract: A planetary gear mechanism 3 is provided at one end portion of a housing 2 in a direction of the rotation axis L. The mechanism 3 includes a planetary gear 31 disposed at the housing such that the planetary gear is rotatable about its own axis and revolvable about the rotation axis together with the housing, and an inner gear 33 and a sun gear 34 which are in mesh with the planetary gear. A differential gear mechanism 4 is provided at the other end portion of the housing. The mechanism 4 includes a casing 41 non-rotatably connected to the sun gear, a pair of pinion gears 43 disposed within the casing such that the pinion gears are rotatable about their axes and revolvable about the rotation axis together with the casing, and a pair of side gears 44, which are in mesh with the pinion gears.
    Type: Grant
    Filed: October 7, 2002
    Date of Patent: December 7, 2004
    Assignee: Bosch Automotive Systems Corporation
    Inventor: Makoto Nishiji
  • Patent number: 6824487
    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: July 30, 2003
    Date of Patent: November 30, 2004
    Assignee: New Venture Gear, Inc.
    Inventors: Randolph C. Williams, Hemant S. Suthar, Aaron Ronk
  • Patent number: 6814682
    Abstract: A transfer case for a vehicle that allows shifting between AWD and two-wheel drive at any vehicle speed. The transfer case includes a center differential employing pinion and sun gears that allow a front drive shaft and a rear drive shaft to turn at different speeds to provide the all-wheel drive function. The transfer case further includes an electrically actuated synchronizer assembly that allows the speed of the front drive shaft to be synchronized to the speed of the rear drive shaft when shifting from two-wheel drive to all-wheel drive to provide the shift on the fly function. The synchronizer assembly also includes a neutral position where both the front drive shaft and the rear drive shaft are not engaged to the vehicle transmission to allow for vehicle towing.
    Type: Grant
    Filed: May 7, 2002
    Date of Patent: November 9, 2004
    Assignee: BorgWarner Inc.
    Inventor: Ralph J. Spitale
  • Patent number: 6808037
    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: April 8, 2003
    Date of Patent: October 26, 2004
    Assignee: New Venture Gear, Inc.
    Inventor: Joseph G. Mueller
  • Publication number: 20040200655
    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: Application
    Filed: April 8, 2003
    Publication date: October 14, 2004
    Inventor: Joseph G. Mueller
  • Publication number: 20040200656
    Abstract: A driving force distribution control apparatus and driving force distribution control method for a four-wheel drive vehicle which can quickly increase torque distribution to sub-drive wheels after a transmission has been shifted down. According to the apparatus and method, when it is determined that the transmission has been shifted down, an ECU controls a coupling capable of changing the torque distribution to the front wheels and rear wheels such that the torque distribution to the front wheels and rear wheels approaches a uniform state.
    Type: Application
    Filed: February 19, 2004
    Publication date: October 14, 2004
    Inventors: Tsuyoshi Murakami, Ryohei Shigeta
  • Patent number: 6786293
    Abstract: A two-wheel-drive/four-wheel-drive switching system for a vehicle wherein a switching mechanism is securely fixed and functions of the switching mechanism can be secured, preventing noise from being made. An outside flange is provided to an electromagnetic coil forming a switching mechanism for switching two wheel drive and four wheel drive. A fitting section having a difference in a level to which the outside flange touches is formed in a casing in which the switching mechanism is installed. A fitting groove is formed on the inside face at an interval equal to or larger than the thickness of the outside flange from the fitting section. A circlip opposite to the outside flange is inserted into the circular groove and the outside flange is pressed on the fitting section by inserting a circular elastic member between the circlip and the outside flange.
    Type: Grant
    Filed: December 19, 2002
    Date of Patent: September 7, 2004
    Assignee: Honda Giken Kogyo Kabushiki Kaisha
    Inventor: Akio Handa
  • Publication number: 20040168846
    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: Application
    Filed: January 20, 2004
    Publication date: September 2, 2004
    Applicant: TOYODA KOKI KABUSHIKI KAISHA
    Inventors: Akio Maekawa, Yasushi Yamada
  • Publication number: 20040168545
    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: Application
    Filed: July 24, 2003
    Publication date: September 2, 2004
    Inventors: Brian M. Fitzgerald, Douglas W. Conklin
  • Patent number: 6776275
    Abstract: Drive system for an all-wheel driven motor vehicle having a first and a second driven axle (3, 9), which drive system has a differential-speed-dependent clutch (6) for driving the second driven axle, and an at least partially lockable differential (8) between the wheels of the second driven axle (9). The differential-speed-dependent clutch (6) comprises a pump (10) which, when a differential speed occurs, produces a pressure which leads to the transmission of a torque to the second driven axle (9). In order to ensure that the differential lock responds in a manner coordinated neatly in terms of time and taking account of the driving state, a connecting line (18) leads from the delivery side (11 or 12) of the pump (10) to an actuating member (27) of the lockable differential (8), with the result that, when a differential speed occurs, the pressure produced by the pump (10; 67) makes it possible to at least partially lock the differential (8) by means of a positive locking clutch (26).
    Type: Grant
    Filed: March 26, 2003
    Date of Patent: August 17, 2004
    Assignee: Steyr Powertrain AG & Co. KG
    Inventor: Franz Gratzer
  • Patent number: 6769506
    Abstract: An all wheel drive system for a motor vehicle having a front differential and rear differential, a pair of front and rear halfshaft assemblies, a power takeoff unit, a constant velocity joint connected to the power takeoff unit, a first propshaft, a plunging constant velocity joint, a second propshaft, a flexible coupling, a self contained speed sensing torque transfer assembly connected to the flexible coupling wherein torque is selectively transferrable when the self contained speed sensing torque transfer assembly is engaged, and a torque arm assembly.
    Type: Grant
    Filed: July 25, 2002
    Date of Patent: August 3, 2004
    Assignee: GKN Automotive, Inc.
    Inventors: Theodore Gassmann, Brent Peura
  • Publication number: 20040129477
    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: Application
    Filed: September 26, 2003
    Publication date: July 8, 2004
    Applicant: PORSCHE AG
    Inventors: Klaus Bastian, Jan Frank, Markus Hofbauer
  • Publication number: 20040124025
    Abstract: The present invention provides a transmission mechanism with a differential mechanism for an automotive vehicle to drive four wheels instead of those with two differential mechanisms disposed on the front axle and rear axle in the prior art. 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: Application
    Filed: September 11, 2003
    Publication date: July 1, 2004
    Inventors: Weijin Ma, Mingxue Yang, Yujiang Wang, Yingpu Wang, Bin Liang, Yongge Fan, Wenbin Pan, Feng Gao
  • Patent number: 6752233
    Abstract: A vehicle drive system includes a primary axle driven by torque from a transmission, an output shaft or propeller shaft driven by the primary axle or transmission, a secondary axle, a secondary axle clutch, and a secondary axle drive module. The secondary axle clutch is configured to operatively connect the secondary axle with the output shaft. The secondary axle drive module is operatively connected between the output shaft and secondary axle. The drive module includes an overspeed gear set connected in parallel with a one-way clutch to facilitate application of torque to the secondary axle even when the secondary axle is rotating faster than the primary axle.
    Type: Grant
    Filed: February 11, 2003
    Date of Patent: June 22, 2004
    Assignee: General Motors Corporation
    Inventor: Daniel Shakespear
  • Patent number: 6752742
    Abstract: A vehicle has a transmission apparatus that changes the distribution of power transmitted from a power source to a plurality of wheels. The method for distributing power of the vehicle includes detecting the temperature of a part located on a power transmission path between the power source and a wheel to which power is transmitted from the power source through the transmission apparatus, the heat of the part being increased as the power distribution ratio is increased; determining that the current state is a specific state in which the detected temperature reaches a previously set first reference temperature; and controlling the transmission apparatus to lower the power distribution ratio to the wheel from the transmission apparatus when the current state is determined to the specified state.
    Type: Grant
    Filed: October 31, 2002
    Date of Patent: June 22, 2004
    Assignees: Toyoda Koki Kabushiki Kaisha, Mazda Motor Corporation
    Inventors: Ryouhei Shigeta, Tsuyoshi Murakami, Hideshi Hiruta, Hisao Fumoto, Masashi Oda
  • Publication number: 20040099459
    Abstract: A front and rear wheel drive vehicle having a front wheel pair and a rear wheel pair, one of which is driven with an engine and the other one of which is driven with a motor. The vehicle includes an engine driving force setting section which sets a target driving force of the engine based on driving conditions of the vehicle, a motor driving force setting section which sets a target driving force of the motor based on driving conditions of the vehicle and a control section of the motor in accordance with changes of the target engine driving force and the target motor driving force.
    Type: Application
    Filed: August 29, 2003
    Publication date: May 27, 2004
    Applicant: Honda Giken Kogyo Kabushiki Kaisha
    Inventors: Tooru Nakasako, Kazuhiko Kitano, Toshihiko Fukuda, Takahiro Yonekura
  • Patent number: 6726591
    Abstract: The four-wheel drive system for vehicles has a center differential mechanism that divides the rotational driving force from the engine E between the front and rear wheels, and a front wheel side axle differential mechanism that divides this divided rotational driving force between the left and right front wheels. The center differential mechanism is constructed from a single pinion type first planetary gear device which has a first carrier 13 that receives the rotational driving force from the engine E, a first sun gear 11, and a first ring gear 14 that is connected to the rear wheel side, and the axle differential mechanism is constructed from a double pinion type second planetary gear device which has a second ring gear 24 that is connected to the first sun gear 11, a second sun gear 21 that is connected to the right front wheel, and a second carrier 23 that is connected to the left front wheel. The first and second planetary gear devices are disposed adjacent to each other in a coaxial configuration.
    Type: Grant
    Filed: July 15, 2002
    Date of Patent: April 27, 2004
    Assignee: Honda Giken Kogyo Kabushiki Kaisha
    Inventors: Taiji Maruyama, Tetsurou Hamada, Kanji Kita
  • Patent number: 6719082
    Abstract: In a vehicle in which an engine output power is transmitted to front and rear wheels through a transmission and an inter axle differential, a wheel lock prevention device is provided. The wheel lock prevention device comprises a differential lock mechanism for locking the inter axle differential, a detection element for detecting a wheel lock state of the front and rear wheels, and an operation element for operating the differential lock mechanism so as to lock the inter axle differential by operating the differential lock mechanism upon the detection of the wheel lock state.
    Type: Grant
    Filed: September 7, 2001
    Date of Patent: April 13, 2004
    Assignee: Komatsu Ltd.
    Inventors: Koji Uematsu, Nobuki Hasegawa
  • Patent number: 6719660
    Abstract: The present invention provides a integral subassembly for the power train of an all wheel drive automotive vehicle. The subassembly includes a final drive unit coupled to a transmission output. The final drive unit itself includes a torque multiplier and an output adapted to provide power to the front wheels of the vehicle. Also included in the subassembly is a front differential coupled to the final drive's output. The front differential includes a left front wheel output and a right front wheel output. A power transfer unit in the subassembly is also coupled to the transmission output and provided with a non-parallel gear set and a rear driveline output, the latter being adapted to provide power to the rear wheels of the vehicle. The power transfer unit is coupled to the transmission output independently of the final drive unit. Finally, a housing commonly encloses the final drive unit, front differential and power transfer unit allowing them to be integrally provided as a subassembly.
    Type: Grant
    Filed: April 17, 2002
    Date of Patent: April 13, 2004
    Assignee: Visteon Global Technologies, Inc.
    Inventor: Joseph Palazzolo
  • Patent number: 6712729
    Abstract: A three-speed transfer case for providing a direct drive connection between the input shaft and the output shafts, a low-range drive connection and an ultra low-range drive connection. The ability to choose between the distinct speed ratio drive connections permits the vehicle operator to best match the road conditions or off-road terrain to the tractive requirements of the motor vehicle.
    Type: Grant
    Filed: June 9, 2003
    Date of Patent: March 30, 2004
    Assignee: New Venture Gear, Inc.
    Inventors: Carl Stephens, Thomas Noble
  • Patent number: 6711487
    Abstract: A four-wheel drive vehicle includes a coupling, which varies the distribution ratio of torque to the front wheels and the rear wheels. The distribution ratio of torque to the front wheels and the rear wheels is determined by the engaging force of the coupling. An ECU sets first to third determination threshold values for the opening degree of a throttle valve of an engine in accordance with the detected vehicle speed. The ECU determines whether the vehicle is in a steady driving state by comparing the detected throttle opening degree with the set first to third determination threshold values and controls the engaging force of the coupling in accordance with the determination result. Thus, the steady driving state of the vehicle is correctly determined.
    Type: Grant
    Filed: October 31, 2002
    Date of Patent: March 23, 2004
    Assignees: Toyoda Koki Kabushiki Kaisha, Mazda Motor Corporation
    Inventors: Tsuyoshi Murakami, Hideshi Hiruta, Hisao Fumoto, Hiroshi Takagi
  • Patent number: 6702706
    Abstract: A power transmission apparatus for use with a four-wheel drive vehicle, which distributes a driving force output from a transmission coupled to a transverse layout engine to the front and rear wheels, through a transfer disposed on the rear side of the engine. The transfer includes a pair of direction-changing gears for changing a transmission direction of a driving force, first and second gears for displacing in parallel the center axis of a pinion shaft whose direction is changed by the direction-changing gears, and an output shaft, rotatably inserted through the second gear, for transmitting a driving force to the rear wheels. In the transfer, an electromagnetic clutch for coupling the second gear to the output shaft in a decoupling manner is disposed at a position closer to the engine than the second gear and on the center axis of the second gear.
    Type: Grant
    Filed: November 6, 2001
    Date of Patent: March 9, 2004
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventor: Toshio Kobayashi
  • Patent number: 6698565
    Abstract: A differential assembly for an automotive vehicle includes a differential housing and a differential gear assembly mounted within the differential housing. A connector plate is adapted to connect to a drive shaft of the vehicle and a clutch pack is mounted within the differential housing that interconnects the differential gear assembly and the connector plate. A ball screw assembly is adapted to selectively apply axial force to the clutch pack, thereby engaging the connector plate and the differential gear assembly such that rotational movement of the connector plate is transferred through the clutch pack to the differential gear assembly.
    Type: Grant
    Filed: August 2, 2002
    Date of Patent: March 2, 2004
    Assignee: Visteon Global Technologies, Inc.
    Inventors: Dennis Cool, Richard Michael Krzesicki
  • Patent number: 6691847
    Abstract: A power transfer device for amplifying and transmitting torque consists of an impeller (14), a turbine (16), a stator (18). A one-way clutch (32) responsive to impeller (14) rotational speed allows the stator (18) to rotate when the turbine is stationary or during high speed operation.
    Type: Grant
    Filed: February 5, 2002
    Date of Patent: February 17, 2004
    Assignee: Ker-Train Holdings Ltd.
    Inventor: John Hugh Kerr
  • Publication number: 20040026148
    Abstract: A control apparatus for four wheel drive vehicle having differential limiting unit has: turning state determining unit; actual left and right wheel differential speed calculating unit; target differential speed setting unit; differential limiting torque calculating unit for setting a differential limiting torque at 0 in the event that an inside wheel speed falls below an outside wheel speed by a preset threshold value in the turning condition, and calculating a differential limiting torque on the basis of the target left and right wheel differential speed and the actual left and right wheel differential speed in the event that an inside wheel speed exceeds an outside wheel speed by the preset threshold value in the turning condition; and front and rear wheel differential limiting torque setting unit for setting a front and rear wheel differential limiting torque on the basis of a differential limiting torque which is calculated.
    Type: Application
    Filed: August 7, 2003
    Publication date: February 12, 2004
    Inventor: Koji Matsuno
  • Patent number: 6672986
    Abstract: A normally interlocked universal differential device comprises four differentials and two power distributors, in which a central composite differential is disposed in the central portion thereof, and includes an outer differential and an inner differential fitted into said outer differential, two side differentials are connected to both side ends of said central composite differential, power is transmitted to said power distributors from both ends of said two side differentials. The differential device can prevent a vehicle from slipping in the desert zone or the marsh land. The differential device is easy to assemble and has small size, thus increasing the steering ability, and it can be applied to the all-wheel drive automobile, the tractor, the wheeled engineering machinery and the wheeled engineering vehicle.
    Type: Grant
    Filed: June 27, 2002
    Date of Patent: January 6, 2004
    Inventor: Dianxi Zhou
  • Patent number: 6668961
    Abstract: A full-time all-wheel drive system for a motor vehicle equipped with a transversely mounted engine and transaxle includes a power take-off unit. The power take-off unit includes an interaxle differential which drives a first power path connected to the front wheels and a second power path connected to the rear wheels. The first power path includes a planetary final drive unit which drives a double planetary front differential unit that is interconnected to a pair of front axleshafts. The second power path includes a helical gearset and a bevel gearset which deliver power to a rear propshaft.
    Type: Grant
    Filed: December 6, 2002
    Date of Patent: December 30, 2003
    Assignee: New Venture Gear, Inc.
    Inventors: Thomas C. Bowen, Fred C. Porter