JPH0129137Y2 - - Google Patents
Info
- Publication number
- JPH0129137Y2 JPH0129137Y2 JP1983081211U JP8121183U JPH0129137Y2 JP H0129137 Y2 JPH0129137 Y2 JP H0129137Y2 JP 1983081211 U JP1983081211 U JP 1983081211U JP 8121183 U JP8121183 U JP 8121183U JP H0129137 Y2 JPH0129137 Y2 JP H0129137Y2
- Authority
- JP
- Japan
- Prior art keywords
- gear
- differential
- shaft
- carrier
- hydraulic clutch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000002265 prevention Effects 0.000 claims description 2
- 230000007246 mechanism Effects 0.000 description 6
- 230000002159 abnormal effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
Landscapes
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Retarders (AREA)
Description
【考案の詳細な説明】
[産業上の利用分野]
本考案は主として大型車両に装備されるタンデ
ムアクスル車両の滑り制御装置に関するものであ
る。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a slip control device for a tandem axle vehicle that is mainly installed on a large vehicle.
[従来の技術]
通常のタンデムアクスルには中間差動装置が備
えられ、車両の旋回走行時後前輪と後後輪との間
の軌跡差により生じる回転差を逃し、いわゆるア
クスルフアイトを防止するが、泥寧地で車輪がス
リツプすると、後前輪と後後輪が駆動力を失い走
行不能に陥る。[Prior Art] A normal tandem axle is equipped with an intermediate differential device, which releases the rotational difference caused by the difference in trajectory between the rear front wheels and the rear wheels when the vehicle is turning, and prevents so-called axle fights. If the wheels slip on muddy ground, the front and rear wheels lose driving force, making it impossible to drive.
このような不具合を防止するために、中間差動
装置の差動機能は随時ロツクできるようにしたデ
フロツク機構は、例えば米国特許第3388760号明
細書などにおいて公知である。しかし、従来のデ
フロツク機構を備えた中間差動装置では、デフロ
ツク機構の作動・解除の都度車両を停止しなけれ
ばならない。また、デフロツク機構の解除を忘れ
たまま走行すると、操向安定性が阻害され、タイ
ヤの異常摩耗が生じるという問題がある。 In order to prevent such problems, a deflock mechanism in which the differential function of an intermediate differential gear can be locked at any time is known, for example, in US Pat. No. 3,388,760. However, in the conventional intermediate differential gear equipped with a differential lock mechanism, the vehicle must be stopped each time the differential lock mechanism is activated or released. Furthermore, if the vehicle is driven without disengaging the deflock mechanism, there is a problem in that steering stability is impaired and abnormal tire wear occurs.
[考案が解決しようとする問題点]
本考案の目的は後前輪と後後輪との間にスリツ
プが生じた時、自動的にデフロツク機構が働くよ
うにしたタンデムアクスル車両の滑り防止装置を
提供することにある。[Problems to be solved by the invention] The purpose of the invention is to provide a slip prevention device for tandem axle vehicles in which a deflock mechanism automatically operates when slip occurs between the rear front wheels and the rear wheels. It's about doing.
[問題点を解決するための手段]
上記目的を達成するために、本考案の構成は中
間差動装置の1対の出力傘歯車の間に噛み合う入
力傘歯車を支持するキヤリヤと一方の出力傘歯車
との間に油圧式クラツチを設け、キヤリヤに連動
連結した油圧ポンプと油圧式クラツチとの間に接
続した電磁制御弁を、1対の出力傘歯車の軸に対
設した回転数センサの信号に基づく制御装置によ
り切り換えるものである。[Means for Solving the Problems] In order to achieve the above object, the configuration of the present invention includes a carrier that supports an input bevel gear that meshes between a pair of output bevel gears of an intermediate differential, and one output bevel gear. A hydraulic clutch is provided between the gears, and an electromagnetic control valve is connected between the hydraulic pump and the hydraulic clutch, which are interlocked and connected to the carrier. The switching is performed by a control device based on
[作用]
出力傘歯車28,30の回転数を検出する回転
数センサ65,64が出力軸32,47に対設さ
れ、両者の回転数の差が所定値以上になると、油
圧式クラツチ70が接続され、入力軸29と出力
傘歯車28が回転結合される。したがつて、中間
差動装置Aがロツクされ、後前輪と後後輪との間
のスリツプが解消され、泥寧地からの脱出が可能
となる。[Function] Rotation speed sensors 65, 64 that detect the rotation speed of the output bevel gears 28, 30 are provided opposite to the output shafts 32, 47, and when the difference in the rotation speeds between the two exceeds a predetermined value, the hydraulic clutch 70 is activated. The input shaft 29 and the output bevel gear 28 are rotationally coupled. Therefore, the intermediate differential device A is locked, the slip between the rear front wheels and the rear rear wheels is eliminated, and it becomes possible to escape from the muddy area.
[考案の実施例]
本考案を実施例に基づいて説明する。第1図に
示すように、後前軸36を支持する終減速機Bの
アクスルケース42の中間部分は、断面がほぼ長
方形をなし、かつ前壁部と後壁部に開口が設けら
れ、内部に後前軸36の左右の車輪の回転差動を
得る公知の差動装置が収容される。アクスルケー
ス42の後壁部はカバーにより閉鎖される。ま
た、アクスルハウジング42の前壁部に3分割体
からなるケース22,25,60が結合される。[Example of the invention] The invention will be explained based on an example. As shown in FIG. 1, the intermediate portion of the axle case 42 of the final reduction gear B that supports the rear and front shafts 36 has a substantially rectangular cross section, and has openings in the front and rear walls. A known differential device for obtaining a rotational differential between the left and right wheels of the rear and front shaft 36 is housed in the rear and front shafts 36. The rear wall portion of the axle case 42 is closed with a cover. Furthermore, the cases 22, 25, and 60, which are made up of three parts, are coupled to the front wall of the axle housing 42.
ケース60の前端部に軸受12により入力軸2
9が支持され、入力軸29にスプラインにより結
合した自在継手11を介して図示してない推進軸
が連結される。入力軸29の右端部は中空となつ
ていて、これに中間差動装置Aのキヤリヤ46が
結合される。すなわち、分割体を結合してなる箱
状のキヤリヤ46の内部に入力軸29と直交する
軸13が支持され、軸13に入力傘歯車27が支
持される。入力傘歯車27に1対の出力傘歯車2
8,30が噛み合される。出力傘歯車30はスプ
ラインにより中空状の第1の出力軸47に結合さ
れる。出力傘歯車28は第1の出力軸47に挿通
した第2の出力軸32にスプラインにより結合さ
れる。このようにして、入力軸29の回転力は後
前軸36を駆動するための第1の出力軸47と後
後軸を駆動するための第2の出力軸32へ伝達さ
れるようになつている。 The input shaft 2 is connected to the front end of the case 60 by a bearing 12.
9 is supported, and a propulsion shaft (not shown) is connected to the input shaft 29 via a universal joint 11 connected by a spline. The right end of the input shaft 29 is hollow, and a carrier 46 of the intermediate differential A is coupled to this. That is, a shaft 13 perpendicular to the input shaft 29 is supported inside a box-shaped carrier 46 formed by combining the divided bodies, and an input bevel gear 27 is supported on the shaft 13. An input bevel gear 27 and a pair of output bevel gears 2
8 and 30 are engaged. The output bevel gear 30 is coupled to a hollow first output shaft 47 by a spline. The output bevel gear 28 is connected to the second output shaft 32 inserted through the first output shaft 47 by a spline. In this way, the rotational force of the input shaft 29 is transmitted to the first output shaft 47 for driving the rear and front shafts 36 and the second output shaft 32 for driving the rear and rear shafts. There is.
中空の第1の出力軸47はケース25に対して
1対の軸受14,40により回転可能に支持さ
れ、この中間部分に歯車15が一体に形成され
る。歯車15は歯車23と噛み合される。歯車2
3はケース25の中間壁部に軸受38により支持
した後前軸の終減速機Bの入力軸39に回転結合
される。入力軸39の右端部に一体に形成した駆
動傘歯車37にクラウン歯車41が噛み合され
る。クラウン歯車41は公知の差動装置の入力側
へ回転を伝え、最終的には左右の後前軸36を駆
動するようになつている。差動装置については公
知であり、本考案には直接関係しないので説明を
省略する。 A hollow first output shaft 47 is rotatably supported by a pair of bearings 14 and 40 with respect to the case 25, and a gear 15 is integrally formed in the intermediate portion thereof. Gear 15 is meshed with gear 23. gear 2
3 is rotatably connected to an input shaft 39 of a rear-front final reduction gear B supported by a bearing 38 on the intermediate wall of the case 25. A crown gear 41 is meshed with a drive bevel gear 37 that is integrally formed on the right end of the input shaft 39 . The crown gear 41 transmits rotation to the input side of a known differential, and ultimately drives the left and right rear and front shafts 36. The differential device is well known and is not directly related to the present invention, so a description thereof will be omitted.
第1の出力軸47の右端部に歯車16が形成さ
れる。一方、第2の出力軸32は左端部を傘歯車
30に回転可能に嵌合支持され、第1の出力軸4
7から突出した部分に歯車17が形成され、右端
部は軸受49によりアクスルケース42のカバー
に支持され、かつ自在継手により図示してない後
後軸の終減速機Bへ連結される。すなわち、自在
継手を介して中継軸が連結され、中継軸は後前軸
36の終減速機Bの入力軸39と同様に後後軸の
終減速機の入力軸と連結される。 A gear 16 is formed at the right end of the first output shaft 47 . On the other hand, the left end of the second output shaft 32 is rotatably fitted and supported by the bevel gear 30, and the second output shaft 32 is rotatably fitted and supported by the bevel gear 30.
A gear 17 is formed in a portion protruding from the gear 7, and its right end portion is supported by the cover of the axle case 42 by a bearing 49, and is connected to a final reduction gear B of the rear axle (not shown) by a universal joint. That is, the relay shafts are connected via the universal joint, and the relay shafts are connected to the input shafts of the final reduction gears of the rear and rear shafts, similarly to the input shafts 39 of the final reduction gears B of the rear and front shafts 36.
本考案の重要な構成は、入力軸29の端部と中
間差動装置Aの出力傘歯車28との間に油圧式ク
ラツチ70を設け、差動機能をロツクし得るよう
にしたものである。油圧アクチユエータ76を駆
動するために、油圧ポンプ50がケース60の端
壁に備えられる。油圧ポンプ50はボルト58に
よりケース60に固定されたハウジング55の内
部に、軸53に支持した歯車54と軸56に支持
した歯車57とを噛み合せた状態に収容してな
り、吸込口が通路59,61とフイルタ69を介
してケース22の底部に充填されている潤滑油の
内部に連通される。また、油圧ポンプ50の吐出
口は通路62,63を経て電磁制御弁67に接続
され、さらに油圧アクチユエータ76の作動室へ
接続されるようになつている。油圧ポンプ50の
軸53はケース60の内部へ突出され、かつ歯車
52を結合される。歯車52がキヤリヤ46の端
部に固定した歯車51を噛み合される。 An important feature of the present invention is that a hydraulic clutch 70 is provided between the end of the input shaft 29 and the output bevel gear 28 of the intermediate differential A to lock the differential function. A hydraulic pump 50 is provided on the end wall of the case 60 to drive the hydraulic actuator 76 . The hydraulic pump 50 has a gear 54 supported on a shaft 53 and a gear 57 supported on a shaft 56 housed in a housing 55 fixed to a case 60 with bolts 58 in a meshed state, and has a suction port connected to a passage 59. , 61 and a filter 69 into the lubricating oil filled in the bottom of the case 22. Further, a discharge port of the hydraulic pump 50 is connected to an electromagnetic control valve 67 via passages 62 and 63, and further connected to an operating chamber of a hydraulic actuator 76. A shaft 53 of the hydraulic pump 50 is projected into the case 60 and is coupled to a gear 52. A gear 52 is meshed with a gear 51 fixed to the end of the carrier 46.
電磁制御弁67を制御するための制御装置66
は、第1の出力軸47と第2の出力軸32の回転
数に基づいて作動される。このため、第1の出力
軸47に形成した歯車16に対向して、この回転
数を検出する電磁ピツクアツプ型の回転数センサ
64が配置される。また、第2の出力軸32に設
けた歯車17に対向して回転数センサ65が配置
される。 Control device 66 for controlling the electromagnetic control valve 67
is operated based on the rotational speed of the first output shaft 47 and the second output shaft 32. For this reason, an electromagnetic pickup type rotation speed sensor 64 is arranged opposite to the gear 16 formed on the first output shaft 47 to detect the rotation speed. Further, a rotation speed sensor 65 is arranged opposite to the gear 17 provided on the second output shaft 32 .
第2図に示すように、油圧式クラツチ70は入
力軸29の端部がケース60の内部に回転可能に
嵌合されるとともに、フランジ29aをボルト7
1によりキヤリヤ46に結合される。入力軸29
の端部内空部にスプライン81が形成され、これ
に複数の摩擦板80が摺動可能に嵌合支持され
る。一方、出力傘歯車28のボス部にスプライン
79が形成され、これに摩擦板78が摺動可能に
嵌合支持され、かつ摩擦板80の間に配置され
る。 As shown in FIG. 2, in the hydraulic clutch 70, the end of the input shaft 29 is rotatably fitted inside the case 60, and the flange 29a is connected to the bolt 7.
1 to the carrier 46. Input shaft 29
A spline 81 is formed in the inner cavity of the end, and a plurality of friction plates 80 are slidably fitted and supported on the spline 81. On the other hand, a spline 79 is formed on the boss portion of the output bevel gear 28, and a friction plate 78 is slidably fitted and supported on the spline 79, and is disposed between the friction plates 80.
これらの摩擦板80,78を互いに摩擦係合さ
せるために、油圧アクチユエータ76がキヤリヤ
46の端部に構成される。キヤリヤ46にシリン
ダ75が設けられ、これに嵌合したピストン77
が摩擦板80に衝合される。シリンダ75は通路
74、フランジ29aとキヤリヤ46との間の環
状の空部73、入力軸29の通路72、環状溝7
2a、ケース60の通路63を経て電磁制御弁6
7へ接続される。 A hydraulic actuator 76 is configured at the end of the carrier 46 to frictionally engage the friction plates 80, 78 with each other. A cylinder 75 is provided on the carrier 46, and a piston 77 is fitted into the cylinder 75.
is brought into contact with the friction plate 80. The cylinder 75 includes a passage 74, an annular cavity 73 between the flange 29a and the carrier 46, a passage 72 for the input shaft 29, and an annular groove 7.
2a, the electromagnetic control valve 6 via the passage 63 of the case 60
Connected to 7.
次に、本考案装置の作動について説明する。回
転数センサ64,65により検出された歯車16
と歯車17との回転差が所定値s(第3図)を超
えると、制御装置66の出力信号が電磁制御弁6
7に加えられ、油圧ポンプ50から圧油が油圧ア
クチユエータ76へ供給される。油圧アクチユエ
ータ76へ加えられる油圧は、第3図に示すよう
に回転差に比例して増大する。したがつて、悪路
の走行時スリツプにより後前輪と後後輪との間に
回転差が生じると、その回転差に比例した油圧が
油圧式クラツチ70の油圧アクチユエータ76へ
加えられ、入力軸29と第2の出力軸32との滑
りが制限され、後前輪と後後輪とに駆動力が伝達
される。 Next, the operation of the device of the present invention will be explained. Gear 16 detected by rotation speed sensors 64 and 65
When the rotation difference between the gear 17 and the gear 17 exceeds a predetermined value s (FIG. 3), the output signal of the control device 66 is activated by the electromagnetic control valve 6.
7, and pressure oil is supplied from the hydraulic pump 50 to the hydraulic actuator 76. The hydraulic pressure applied to the hydraulic actuator 76 increases in proportion to the rotational difference, as shown in FIG. Therefore, when a rotation difference occurs between the rear front wheels and the rear wheels due to slipping when driving on a rough road, hydraulic pressure proportional to the rotation difference is applied to the hydraulic actuator 76 of the hydraulic clutch 70, and the input shaft 29 Slippage between the second output shaft 32 and the second output shaft 32 is restricted, and driving force is transmitted to the rear front wheels and the rear rear wheels.
本考案は上述のように、中間差動装置に油圧式
クラツチを装着し、後前輪と後後輪との回転差に
対応して作動させるものであるから、泥濘地、氷
雪路などで車輪がスリツプし、後前輪と後後輪の
間に回転差が生じると、この状態が電気的に検出
されて自動的に油圧式クラツチが接続される。し
たがつて、中間差動装置の差動機能がロツクさ
れ、後前輪と後後輪が一体的に駆動され、走行不
能の事態が回避される。 As mentioned above, in this invention, a hydraulic clutch is attached to the intermediate differential and is activated in response to the difference in rotation between the rear front wheels and the rear wheels, so that the wheels can be easily moved on muddy or icy roads. If the vehicle slips and a difference in rotation occurs between the front and rear wheels, this condition is detected electrically and the hydraulic clutch is automatically engaged. Therefore, the differential function of the intermediate differential device is locked, the rear front wheels and the rear rear wheels are driven integrally, and a situation where the vehicle cannot run is avoided.
通常の走行状態に戻ると、すなわち後前輪と後
後輪との回転差がなくなると、自動的に油圧式ク
ラツチが遮断されるので、中間差動装置の差動機
能が回復され、円滑な走行と操向安定性が維持さ
れる。 When normal driving conditions return, that is, when the rotational difference between the rear front wheels and the rear wheels disappears, the hydraulic clutch is automatically disconnected, and the differential function of the intermediate differential is restored, ensuring smooth driving. and steering stability is maintained.
中間差動装置のロツクの作動・解除が自動的に
達せられるから、従来のデフロツク機構のように
解除忘れによるタイヤの異常摩耗が解消される。 Since the intermediate differential is automatically locked and released, abnormal tire wear caused by forgetting to release the lock, which is the case with conventional deflock mechanisms, is eliminated.
[考案の効果]
本考案は上述のように、中間差動装置の1対の
出力傘歯車の間に噛み合う入力傘歯車を支持する
キヤリヤと一方の出力傘歯車との間に油圧式クラ
ツチを設け、キヤリヤに連動連結した油圧ポンプ
と油圧式クラツチとの間に接続した電磁制御弁
を、1対の出力傘歯車の軸に対設した回転数セン
サの信号に基づく制御装置により切り換えるもの
であるから、中間差動装置における第1、第2の
出力傘歯車の回転数の差が所定値を超えると、自
動的に油圧式クラツチが接続され、中間差動装置
がロツクされるので、泥寧地からの脱出が容易に
なる。[Effects of the invention] As described above, the present invention provides a hydraulic clutch between one of the output bevel gears and the carrier that supports the input bevel gear that meshes between the pair of output bevel gears of the intermediate differential. , because the electromagnetic control valve connected between the hydraulic pump and the hydraulic clutch, which are interlocked and connected to the carrier, is switched by a control device based on a signal from a rotation speed sensor installed opposite to the shaft of a pair of output bevel gears. When the difference in the rotational speed between the first and second output bevel gears in the intermediate differential exceeds a predetermined value, the hydraulic clutch is automatically connected and the intermediate differential is locked. It becomes easier to escape from.
第1、第2の出力傘歯車の回転数がほぼ一致す
ると、油圧式クラツチが遮断され、中間差動装置
の機能が回復して後前輪と後後輪との回転差動が
許されるので、タイヤの異常摩耗が回避される。 When the rotational speeds of the first and second output bevel gears almost match, the hydraulic clutch is disconnected and the function of the intermediate differential gear is restored, allowing differential rotation between the rear front wheels and the rear wheels. Abnormal tire wear is avoided.
本考案では中間差動装置の部分には油圧式クラ
ツチを配設するだけでよく、油圧ポンプは従来の
タンデムアクスルを変更することなく、ケース外
壁部に配設し得るので、機械的構成部分が簡単で
あり、安価に提供し得る。 In this invention, it is only necessary to install a hydraulic clutch in the intermediate differential, and the hydraulic pump can be installed on the outer wall of the case without changing the conventional tandem axle, so the mechanical components are reduced. It is simple and can be provided at low cost.
本考案によれば、中間差動装置のキヤリヤに連
動連結される油圧ポンプを備えているので、電磁
制御弁の圧力解放部を油圧式クラツチに隣接して
配置すれば、差動装置への潤滑が改善される。 According to the present invention, since the hydraulic pump is interlocked and connected to the carrier of the intermediate differential, if the pressure release part of the electromagnetic control valve is placed adjacent to the hydraulic clutch, the differential can be lubricated. is improved.
第1図は本考案に係る滑り防止装置を備えたタ
ンデムアクスルの側面断面図、第2図は同滑り防
止装置の要部を拡大して示す側面断面図、第3図
は同滑り防止装置の作動特性を表す線図である。
16,17:歯車、28,30:出力傘歯車、
29:入力軸、32:第2の出力軸、42:アク
スルケース、46:キヤリヤ、47:第1の出力
軸、50:油圧ポンプ、51,52:歯車、6
4,65:回転数センサ、66:制御装置、6
7:電磁制御弁、70:油圧式クラツチ。
Fig. 1 is a side sectional view of a tandem axle equipped with an anti-slip device according to the present invention, Fig. 2 is an enlarged side sectional view showing the main parts of the anti-slip device, and Fig. 3 is a sectional view of the tandem axle equipped with an anti-slip device according to the present invention. FIG. 3 is a diagram showing operating characteristics. 16, 17: Gear, 28, 30: Output bevel gear,
29: Input shaft, 32: Second output shaft, 42: Axle case, 46: Carrier, 47: First output shaft, 50: Hydraulic pump, 51, 52: Gear, 6
4, 65: Rotation speed sensor, 66: Control device, 6
7: Solenoid control valve, 70: Hydraulic clutch.
Claims (1)
う入力傘歯車を支持するキヤリヤと一方の出力傘
歯車との間に油圧式クラツチを設け、キヤリヤに
連動連結した油圧ポンプと油圧式クラツチとの間
に接続した電磁制御弁を、1対の出力傘歯車の軸
に対設した回転数センサの信号に基づく制御装置
により切り換える、タンデムアクスル車両の滑り
防止装置。 A hydraulic clutch is provided between a carrier that supports an input bevel gear that meshes between a pair of output bevel gears of the intermediate differential and one of the output bevel gears, and a hydraulic pump and a hydraulic clutch are interlocked and connected to the carrier. A slip prevention device for a tandem axle vehicle in which an electromagnetic control valve connected between the two is switched by a control device based on a signal from a rotation speed sensor installed opposite to the shaft of a pair of output bevel gears.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1983081211U JPS59186544U (en) | 1983-05-31 | 1983-05-31 | Anti-slip device for tandem axle vehicles |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1983081211U JPS59186544U (en) | 1983-05-31 | 1983-05-31 | Anti-slip device for tandem axle vehicles |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS59186544U JPS59186544U (en) | 1984-12-11 |
JPH0129137Y2 true JPH0129137Y2 (en) | 1989-09-05 |
Family
ID=30211179
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP1983081211U Granted JPS59186544U (en) | 1983-05-31 | 1983-05-31 | Anti-slip device for tandem axle vehicles |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS59186544U (en) |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5340926A (en) * | 1976-09-22 | 1978-04-13 | Eaton Corp | Differential gear mechanism |
JPS5444064A (en) * | 1977-09-10 | 1979-04-07 | Fuji Oil Co Ltd | Production of meat like fibrous lump |
JPS56101443A (en) * | 1980-01-16 | 1981-08-14 | Fuji Heavy Ind Ltd | Differential restricting device |
-
1983
- 1983-05-31 JP JP1983081211U patent/JPS59186544U/en active Granted
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5340926A (en) * | 1976-09-22 | 1978-04-13 | Eaton Corp | Differential gear mechanism |
JPS5444064A (en) * | 1977-09-10 | 1979-04-07 | Fuji Oil Co Ltd | Production of meat like fibrous lump |
JPS56101443A (en) * | 1980-01-16 | 1981-08-14 | Fuji Heavy Ind Ltd | Differential restricting device |
Also Published As
Publication number | Publication date |
---|---|
JPS59186544U (en) | 1984-12-11 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US4729450A (en) | Anti torque shock control device and method engaging torque transmitting clutch between vehicle wheels when transmission is shifted from non drive range to drive range | |
US4552241A (en) | Four-wheel drive system with center differential lock control responsive to rpm difference | |
JP3406169B2 (en) | Driving force control device for four-wheel drive vehicle | |
US7562947B2 (en) | Apparatus for controlling driving force of vehicle | |
US5860889A (en) | Tandem forward rear axle lockout | |
US4566554A (en) | Four wheel drive system with center differential unlock control responsive to steering angle | |
US7458911B2 (en) | Drive system for motor vehicle | |
GB2414527A (en) | Differential assembly with clutch and torque disconnect. | |
JPS6137130B2 (en) | ||
JP3652462B2 (en) | Rear differential casing structure for vehicles | |
JPH10194005A (en) | Four-wheel drive vehicle | |
JP2832277B2 (en) | Torque distribution control device for four-wheel drive vehicle | |
JPS6137541A (en) | Slip control brake system for total wheel driving type car | |
US6059680A (en) | Speed sensitive on-demand torque coupling differential | |
US6199653B1 (en) | Four-wheel driven vehicle | |
EP0394390B1 (en) | Vehicle with multiple driven axles | |
US6474433B1 (en) | Speed sensitive on-demand torque coupling differential | |
JPH0129137Y2 (en) | ||
JPS61191431A (en) | Driving force distribution control device for 4-wheel-drive vehicle | |
JPS6280355A (en) | Power transmission device for 4w-drive car | |
JPH04372427A (en) | Four-wheel drive unit and control thereof | |
JPS5826636A (en) | Full-time four-wheel drive car | |
JPS61178232A (en) | Driving force transmission for four-wheel drive vehicle | |
JPH02290735A (en) | Differential limit control device for vehicle | |
JPS59184025A (en) | Four-wheel-drive vehicle |