JPH03224830A - Power transmission device for four-wheel drive vehicle - Google Patents
Power transmission device for four-wheel drive vehicleInfo
- Publication number
- JPH03224830A JPH03224830A JP23824490A JP23824490A JPH03224830A JP H03224830 A JPH03224830 A JP H03224830A JP 23824490 A JP23824490 A JP 23824490A JP 23824490 A JP23824490 A JP 23824490A JP H03224830 A JPH03224830 A JP H03224830A
- Authority
- JP
- Japan
- Prior art keywords
- port
- clutch
- fluid pressure
- oil passage
- rear wheels
- 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.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 33
- 239000012530 fluid Substances 0.000 claims abstract description 94
- 238000004891 communication Methods 0.000 claims description 11
- 239000003921 oil Substances 0.000 abstract description 180
- 230000008859 change Effects 0.000 abstract description 4
- 239000010720 hydraulic oil Substances 0.000 abstract description 2
- 238000010276 construction Methods 0.000 abstract 1
- 230000001133 acceleration Effects 0.000 description 10
- 238000010586 diagram Methods 0.000 description 7
- 230000007423 decrease Effects 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000011017 operating method Methods 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 238000010992 reflux Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
Landscapes
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
Description
【発明の詳細な説明】
［発明の目的コ
〈産業上の利用分野〉
本発明は、前輪と後輪とを共通のエンジンにて駆動し得
るように構成された４輪駆動車輌の動力伝達装置に関す
る。DETAILED DESCRIPTION OF THE INVENTION [Purpose of the Invention (Industrial Application Field) The present invention provides a power transmission device for a four-wheel drive vehicle configured so that front wheels and rear wheels can be driven by a common engine. Regarding.
〈従来の技術〉
４輪駆動車輌における前輪と後輪との間の動力伝達装置
の一型式として、前・後車軸の一方をエンジンに直接的
に連結し、この一方の車軸（主駆動軸）と他方の車軸（
従駆動軸）との間に油圧作動クラッチを設け、かつ前・
後車軸の相対回転に応じて駆動されるオイルポンプの吐
出圧をクラッチに作用させることにより、前輪と後輪と
の間の駆動連結を達成するようにしたものが知られてい
る（特開昭６０−２５２０２６号公報参照）。この構造
によると、クラッチの係合力が前・後車軸の回転速度差
の２乗に比例して変化するので、回転速度差が大きい、
すなわち一方の車輪がスリップ状態となった時には十分
な差動制限力が得られ、回転速度差が小さい、すなわち
緩加速・緩減速を含む定速走行時には差動制限力が小さ
くなるため、粘性流体継手などを用いた場合に生じがち
な低速旋回時のブレーキング現象を生じないで済むとい
う利点がある。<Prior Art> As a type of power transmission device between the front wheels and rear wheels in a four-wheel drive vehicle, one of the front and rear axles is directly connected to the engine, and this one axle (main drive shaft) is connected directly to the engine. and the other axle (
A hydraulically operated clutch is provided between the front and
It is known that the drive connection between the front wheels and the rear wheels is achieved by applying the discharge pressure of an oil pump driven according to the relative rotation of the rear axle to a clutch (Japanese Patent Application Laid-open No. 60-252026). According to this structure, the engagement force of the clutch changes in proportion to the square of the rotational speed difference between the front and rear axles, so the rotational speed difference is large.
In other words, when one wheel slips, sufficient differential limiting force is obtained, and when the difference in rotational speed is small, that is, when running at a constant speed including slow acceleration and slow deceleration, the differential limiting force becomes small. This has the advantage that the braking phenomenon that tends to occur when turning at low speeds, which tends to occur when joints are used, can be avoided.
一方、動力伝達系を介して前輪と後輪とが駆動連結され
ている４輪駆動車輌においては、制動時前輪の制動力が
動力伝達系を介して後輪に伝達されるため、一般に前後
輪の制動力配分に変化を生じ易く、４輪駆動車輌におい
ては、このような制動力配分の変化をなるべく生じ難く
することが望まれる。On the other hand, in a four-wheel drive vehicle in which the front wheels and rear wheels are drive-coupled via a power transmission system, the braking force of the front wheels is transmitted to the rear wheels via the power transmission system during braking, so generally the front and rear wheels are Therefore, in a four-wheel drive vehicle, it is desirable to make such a change in braking force distribution as difficult as possible.
〈発明が解決しようとする課題〉
ところが、上記公報に開示された公知技術によると、前
輪と後輪との回転速度差に応じて駆動されるオイルポン
プからの吐出圧にてクラッチが係合するため１、加速時
などに前輪がスリップした場合のみならず、過剰制動に
よって前輪がロック傾向となった場合の回転速度差によ
っても前輪と後輪とが駆動連結され、この場合は、前輪
の制動力が後輪に伝達されるため、前後輪の制動力配分
に変化を生ずる。<Problems to be Solved by the Invention> However, according to the known technology disclosed in the above-mentioned publication, the clutch is engaged by the discharge pressure from the oil pump that is driven according to the difference in rotational speed between the front wheels and the rear wheels. Therefore, the front wheels and rear wheels are driven and connected not only when the front wheels slip during acceleration, but also when the front wheels tend to lock due to excessive braking. Since power is transmitted to the rear wheels, the distribution of braking force between the front and rear wheels changes.
一方、オイルポンプとして小形・軽量化を推進するうえ
には、ベーンポンプあるいはギヤポンプが好適であるが
、これらは吐出方向に方向性があることから、車輌の進
行方向によってクラッチの作動条件が変わってしまうと
いう不都合がある。On the other hand, vane pumps or gear pumps are suitable for promoting compactness and weight reduction as oil pumps, but since these pumps have a directional discharge direction, the operating conditions of the clutch change depending on the direction of travel of the vehicle. There is this inconvenience.
本発明は、このような不都合を解消すべく案出されたも
のであり、その第１の目的は、制動に起因して後輪側の
回転速度がより高くなった際には、前後輪間の差動制限
力が抑制されるように改善された４輪駆動車輌の動力伝
達装置を提供することにある。また本発明の第２の目的
は、小形・軽量化のために方向性があるオイルポンプを
用い、かつ進行方向の如何によらず上記第１の目的を達
成し得るように改善された４輪駆動車輌の動力伝達装置
を提供することにある。The present invention was devised to eliminate such inconveniences, and its first purpose is to reduce the gap between the front and rear wheels when the rotational speed of the rear wheels becomes higher due to braking. An object of the present invention is to provide a power transmission device for a four-wheel drive vehicle that is improved so that the differential limiting force of the vehicle is suppressed. A second object of the present invention is to provide an improved four-wheeled vehicle that uses a directional oil pump to reduce size and weight, and that can achieve the first object regardless of the direction of travel. An object of the present invention is to provide a power transmission device for a driving vehicle.
［発明の構成］
〈課題を解決するための手段〉
このような目的は、本発明によれば、原動機にて直接的
に駆動される前輪と、流体圧にて作動するクラッチを介
して駆動される後輪とを有する４輪駆動車輌の動力伝達
装置であって、前記前輪に連動して駆動される第１流体
圧ポンプと、前記後輪に連動して駆動される第２流体圧
ポンプと、前記第１流体圧ポンプの吐出ポートと前記第
２流体圧ポンプの吸入ポートとを連通接続する連結油路
と、該連結油路と前記流体圧クラッチの作動油圧室とを
連通接続する油圧供給油路とを有することを特徴とする
４輪駆動車輌の動力伝達装置を提供することにより達成
される。また本発明の第２の目的は、上記形式の４輪駆
動車輌の動力伝達装置であって、前記前輪に連動して駆
動されると共に、前進時には吐出ポートとなり後退時に
は吸入ポートとなる第１ポートと、前進時には吸入ポー
トとなり後退時には吐出ポートとなる第２ポートとを有
する第１流体圧ポンプと、前記後輪に連動して駆動され
ると共に、前進時には吸入ポートとなり後退時には吐出
ポートとなる第３ポートと、前進時には吐出ポートとな
り後退時には吸入ポートとなる第４ポートとを有する第
２流体圧ポンプと、前記第１ポートと前記第３ポートと
を連通接続する第１連結油路と、前記第２ポートと前記
第４ポートとを連通接続する第２連結油路と、前記流体
圧クラッチの作動油圧室に対する前記第１連結油路と前
記第２連結油路との連通を選択的に切替えるための切替
え手段とを有することを特徴とする４輪駆動車輌の動力
伝達装置を提供することにより達成される。[Structure of the Invention] <Means for Solving the Problems> According to the present invention, such an object is achieved by providing front wheels driven directly by a prime mover and driven via a clutch operated by fluid pressure. A power transmission device for a four-wheel drive vehicle having rear wheels, the first fluid pressure pump being driven in conjunction with the front wheels, and the second fluid pressure pump being driven in conjunction with the rear wheels. , a connecting oil passage that communicates and connects the discharge port of the first fluid pressure pump and the suction port of the second fluid pressure pump, and a hydraulic pressure supply that communicates and connects the connecting oil passage and the operating hydraulic chamber of the fluid pressure clutch. This is achieved by providing a power transmission device for a four-wheel drive vehicle characterized by having an oil passage. A second object of the present invention is a power transmission device for a four-wheel drive vehicle of the above type, which has a first port which is driven in conjunction with the front wheels and which becomes a discharge port when moving forward and an intake port when moving backward. a first fluid pressure pump having a second port which becomes an intake port when moving forward and a discharge port when reversing; and a first fluid pressure pump which is driven in conjunction with the rear wheels and which becomes an intake port when moving forward and a discharge port when reversing. a second fluid pressure pump having three ports and a fourth port that becomes a discharge port when moving forward and a suction port when moving backward; a first connecting oil passage that communicates and connects the first port and the third port; selectively switching communication between a second connecting oil passage that communicates and connects the second port and the fourth port, and the first connecting oil passage and the second connecting oil passage with respect to the working hydraulic chamber of the fluid pressure clutch; This is achieved by providing a power transmission device for a four-wheel drive vehicle characterized by having a switching means for.
く作用〉
このような構成によれば、前輪側の回転速度が後輪側を
上回る場合には、第１流体圧ポンプの吐出量が第２流体
圧ポンプの吸入量を上回るのでクラッチに流体圧が作用
し、後輪側の回転速度が前輪側を上回る場合には、第２
流体圧ポンプの吸入量が第１流体圧ポンプの吐出量を上
回るので、第１流体圧ポンプの吐出圧がクラッチの作動
油圧室に到達しない。従って、急制動時などのように前
輪がロックした場合には、クラッチが接続されないため
に前輪の過剰な制動力の後輪への伝達が阻止される。ま
た、第１・第２両流体圧ポンプの各吸入・吐出ポート間
を相互に連通する油路とクラッチの作動油圧室との間の
連通状態を選択的に切換え可能なように構成することに
より、吐出方向が回転方向に支配される形式のポンプを
用いたうえで、車輌の進行方向に関わりなくクラッチを
作動させることができる。According to this configuration, when the rotational speed of the front wheels exceeds that of the rear wheels, the discharge amount of the first fluid pressure pump exceeds the suction amount of the second fluid pressure pump, so fluid pressure is applied to the clutch. is applied and the rotational speed of the rear wheels exceeds that of the front wheels, the second
Since the suction amount of the fluid pressure pump exceeds the discharge amount of the first fluid pressure pump, the discharge pressure of the first fluid pressure pump does not reach the working hydraulic chamber of the clutch. Therefore, when the front wheels are locked, such as during sudden braking, the clutch is not engaged, and the excessive braking force of the front wheels is prevented from being transmitted to the rear wheels. In addition, by configuring the structure so that the communication state between the oil passages that communicate with each other between the suction and discharge ports of both the first and second fluid pressure pumps and the operating hydraulic chamber of the clutch can be selectively switched. By using a pump in which the discharge direction is controlled by the rotational direction, the clutch can be operated regardless of the direction in which the vehicle is traveling.
〈実施例〉
以下、添付の図面を参照して本発明の好適実施例につい
て詳細に説明する。<Embodiments> Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.
第１図は、本発明に基づ（動力伝達装置が適用された４
輪駆動車輌の動力伝達系を示すスケルトン図である。エ
ンジン１の出力は、変速機２を介して前輪側の差動装置
３に入力する。そして差動装置３の出力は、ドライブシ
ャフト４を介して左右両前軸５に伝達される。FIG.
FIG. 2 is a skeleton diagram showing a power transmission system of a wheel drive vehicle. The output of the engine 1 is input to a front wheel differential device 3 via a transmission 2. The output of the differential device 3 is transmitted to both left and right front shafts 5 via a drive shaft 4.
差動装置３に入力したエンジン１の出力は、傘歯車装置
６を介して後記する動力伝達装置７に入力し、該動力伝
達装置７の出力は、傘歯車装置８を介して後輪側の差動
装置９に伝達される。そして差動装置９の出力は、ドラ
イブシャフト１０を介して左右両後輪１１に伝達される
。The output of the engine 1 that is input to the differential device 3 is input to a power transmission device 7 (described later) via a bevel gear device 6, and the output of the power transmission device 7 is transmitted to the rear wheel side via a bevel gear device 8. The signal is transmitted to the differential gear 9. The output of the differential device 9 is transmitted to both left and right rear wheels 11 via a drive shaft 10.
動力伝達装置７は、前輪側の傘歯車装置６の出力軸に連
動駆動される第１流体圧ポンプ２１と、後輪側の傘歯車
装置８の人力軸に連動駆動される第２流体圧ポンプ２２
と、傘歯車装置６の出力軸と傘歯車装置８の入力軸との
間に介設された流体圧作動クラッチ２３と、第１・第２
両流体圧ポンプ２１・２２及びクラッチ２３に係わるオ
イルの流れを制御する流体圧制御回路（後に詳述）とか
らなっている。The power transmission device 7 includes a first fluid pressure pump 21 that is driven in conjunction with the output shaft of the bevel gear device 6 on the front wheel side, and a second fluid pressure pump that is driven in conjunction with the human power shaft of the bevel gear device 8 on the rear wheel side. 22
, a fluid pressure operated clutch 23 interposed between the output shaft of the bevel gear device 6 and the input shaft of the bevel gear device 8;
It consists of both fluid pressure pumps 21 and 22 and a fluid pressure control circuit (described in detail later) that controls the flow of oil related to the clutch 23.
第１流体圧ポンプ２１は、ギヤポンプあるいはベーンポ
ンプからなり、車輌が前進時には吐出ポートとなり後退
時には吸入ポートとなる第１ポート２４と、前進時には
吸入ポートとなり後退時には吐出ポートとなる第２ポー
ト２５とを有している。そして第２流体圧ポンプ２２は
、同じくギヤポンプあるいはベーンポンプからなり、車
輌が前進時には吸入ポートとなり後退時には吐出ポート
となる第３ポート２６と、前進時には吐出ポートとなり
後退時には吸入ポートとなる第４ポート２７とを有して
いる。これら各ポート２４〜２７は、第１ポート２４と
第３ポート２６とが第１連結油路２８を介して連通接続
され、第２ポート２５と第４ポート２７とが第２連結油
路２９を介して連通接続されている。The first fluid pressure pump 21 is a gear pump or a vane pump, and has a first port 24 that becomes a discharge port when the vehicle is moving forward and an intake port when it is reversing, and a second port 25 that becomes an intake port when the vehicle is moving forward and a discharge port when it is reversing. have. The second fluid pressure pump 22 is also a gear pump or a vane pump, and has a third port 26 that becomes an intake port when the vehicle is moving forward and a discharge port when it is reversing, and a fourth port 27 that becomes a discharge port when the vehicle is moving forward and an intake port when it is reversing. It has In each of these ports 24 to 27, the first port 24 and the third port 26 are connected to each other via the first connecting oil passage 28, and the second port 25 and the fourth port 27 are connected to each other via the second connecting oil passage 29. It is connected through.
第１連結油路２８及び第２連結油路２９と、流体圧作動
クラッチ２３の作動油圧室３０との間は、切換弁３１を
介して連結されている。この切換弁３１は、主に変速機
２が前進段にあるか、あるいは後退段にあるかに応じて
切換わるスプール弁からなり、２つに仕切られた弁室３
２・３３と、第１弁室３２から第２弁室３３へ向けての
流れを規制する一方向弁３４と、第１弁室３２と第２室
弁室３３との差圧が所定値になると、第１弁室３２と第
２弁室３３との間を連通し、第１弁室３２から第２弁室
３３へ向けての流れを許容するリリーフ弁３５とを有し
ている。この切換弁３１の作動により、前進時にあって
は、第１図に示すように、第２連結油路２９とオイルタ
ンク３６との間が第０
２弁室３３を介して連通し、第１連結油路２８とクラッ
チの作動油圧室３０との間が、バイパス油路３７ａ・第
１弁室３２・作動油圧供給油路３７ｂを介して連通し、
しかもクラッチの作動油圧室３０に作用する圧力が所定
値以上になると、リリーフ弁３５を介してオイルタンク
３６へ圧力が逃げるようになっている。そして後退時に
あっては、第２図に示すように、第１連結油路２８とオ
イルタンク３６との間が第２弁室３３を介して連通し、
第２連結油路２９とクラッチの作動油圧室３０との間が
第１弁室３２を介して連通し、しかもクラッチの作動油
圧室３０に作用する圧力が所定値以上になるとリリーフ
弁３５を介してタンク３６へ圧力が逃げるようになって
いる。The first connecting oil passage 28 and the second connecting oil passage 29 are connected to the hydraulic pressure chamber 30 of the hydraulically operated clutch 23 via a switching valve 31. This switching valve 31 mainly consists of a spool valve that switches depending on whether the transmission 2 is in forward gear or reverse gear, and has a valve chamber 3 partitioned into two.
2.33, a one-way valve 34 that regulates the flow from the first valve chamber 32 to the second valve chamber 33, and a pressure difference between the first valve chamber 32 and the second valve chamber 33 to a predetermined value. Then, it has a relief valve 35 that communicates between the first valve chamber 32 and the second valve chamber 33 and allows flow from the first valve chamber 32 to the second valve chamber 33. Due to the operation of this switching valve 31, during forward movement, as shown in FIG. The connection oil passage 28 and the working hydraulic pressure chamber 30 of the clutch communicate with each other via the bypass oil passage 37a, the first valve chamber 32, and the working oil pressure supply oil passage 37b,
Furthermore, when the pressure acting on the hydraulic pressure chamber 30 of the clutch exceeds a predetermined value, the pressure escapes to the oil tank 36 via the relief valve 35. When reversing, as shown in FIG. 2, the first connecting oil passage 28 and the oil tank 36 communicate with each other via the second valve chamber 33.
The second connection oil passage 29 and the clutch hydraulic pressure chamber 30 communicate with each other via the first valve chamber 32, and when the pressure acting on the clutch hydraulic pressure chamber 30 exceeds a predetermined value, the pressure is communicated via the relief valve 35. The pressure is then released to the tank 36.
更に、第１弁室３２とクラッチの作動油圧室３０との間
を連結するクラッチ作動油圧供給油路３７ｂは、オリフ
ィス３８を有する分岐通路を介してタンク３６の油面上
に連通している。Further, a clutch hydraulic pressure supply oil passage 37b connecting the first valve chamber 32 and the clutch hydraulic pressure chamber 30 communicates with the oil surface of the tank 36 via a branch passage having an orifice 38.
次に上記実施例の作動の要領について各状態に応じて順
に説明する。Next, the operation of the above embodiment will be explained in order according to each state.
１
前進発進加速時には、後輪１１が停止したままで前輪５
のみがスリップ状態で回転することがある。この時には
、前輪５と共に第１流体圧ポンプ２１のみが回転するた
め、オイルタンク３６から第２弁室３３及び第２連結油
路２９を介して第２ポート２５に吸入されたオイルは、
第１ポート２４から第１連結油路２８へ吐出されてバイ
パス油路３７ａに全量が流入し、第１弁室３２及びクラ
ッチ作動油圧供給油路３７ｂを介してクラッチの作動油
圧室３０に油圧を作用させる。これによりクラッチ２３
が係合し、前輪５と後輪１１との間が連結される。1. When accelerating forward, the rear wheels 11 remain stationary and the front wheels 5
The chisel may rotate in a slip state. At this time, since only the first fluid pressure pump 21 rotates together with the front wheel 5, the oil sucked into the second port 25 from the oil tank 36 via the second valve chamber 33 and the second connecting oil passage 29,
The entire amount is discharged from the first port 24 to the first connecting oil passage 28 and flows into the bypass oil passage 37a, and oil pressure is supplied to the clutch working oil pressure chamber 30 via the first valve chamber 32 and the clutch working oil pressure supply oil passage 37b. Let it work. As a result, the clutch 23
are engaged, and the front wheel 5 and rear wheel 11 are connected.
ここでオリフィス３８上流側の油圧、すなわちクラッチ
作動油圧は、第１・第２両流体圧ポンプ２１・２２の吐
出量（吸入量）差の２乗に比例して変化する。そしてオ
リフィス３８の流量によって、オリフィス上流の基本的
な油圧特性を適宜に設定することができる。また、クラ
ッチ２３の伝達トルクは、作動油圧室３０に作用する油
圧に比例することから、リリーフ弁３５の開放圧の設定
２
により、クラッチ２３の伝達トルクの上限値を適宜に設
定することができる。Here, the oil pressure on the upstream side of the orifice 38, that is, the clutch operating oil pressure, changes in proportion to the square of the difference in discharge amount (suction amount) between the first and second fluid pressure pumps 21 and 22. The basic hydraulic characteristics upstream of the orifice can be appropriately set depending on the flow rate of the orifice 38. Furthermore, since the transmission torque of the clutch 23 is proportional to the hydraulic pressure acting on the hydraulic pressure chamber 30, the upper limit value of the transmission torque of the clutch 23 can be appropriately set by setting the opening pressure of the relief valve 35. .
クラッチ２３が係合して後輪側に駆動トルクが分配され
ると、後輪１１の回転速度の増大に応じて第１流体圧ポ
ンプ２１の吐出油が第２流体圧ポンプ２２に吸入される
ようになる。そして第１流体圧ポンプ２１の吐出量と第
２流体圧ポンプ２２の吸入量との差に応じてクラッチの
作動油圧室３０に作用する油圧、すなわちクラッチ２３
の係合力が自動的に変化し、前後輪間の回転速度差が実
質的に０になる例えば定速走行状態になると、クラッチ
の作動油圧室３０に油圧が作用しなくなって後輪１１へ
のトルク分配が断たれる。When the clutch 23 is engaged and drive torque is distributed to the rear wheels, oil discharged from the first fluid pressure pump 21 is sucked into the second fluid pressure pump 22 in accordance with an increase in the rotational speed of the rear wheels 11. It becomes like this. The hydraulic pressure acting on the hydraulic pressure chamber 30 of the clutch according to the difference between the discharge amount of the first fluid pressure pump 21 and the suction amount of the second fluid pressure pump 22, that is, the clutch 23
When the engagement force of the clutch automatically changes and the difference in rotational speed between the front and rear wheels becomes substantially zero, for example, when driving at a constant speed, the hydraulic pressure no longer acts on the hydraulic pressure chamber 30 of the clutch and the rotational speed difference between the front and rear wheels becomes substantially zero. Torque distribution is cut off.
前進緩加速時、緩減速時及び定速走行時にあっては、前
輪５と後輪１１とが同一径であれば、両輪５・１１は略
同−回転速度で回転する。ここでは前輪５と共に駆動さ
れる第１流体圧ポンプ２１と、後輪１１と共に駆動され
る第２流体圧ポンプ２２との能力が互いに等しく定めで
あるので、両流体圧ポンプ２１・２２が両輪５・１１と
共に同３
一回転速度で回転すると、オイルは第１連結油路２８と
第２連結油路２９とを介して両流体圧ポンプ２１・２２
間を循環する。すなわち、この状態において第１連結油
路２８の管内圧力はクラッチ２３の作動圧力に到達せず
、従って、後輪１１に対する駆動トルクの伝達は行なわ
れない。During slow forward acceleration, slow deceleration, and constant speed running, if the front wheels 5 and rear wheels 11 have the same diameter, both wheels 5 and 11 rotate at approximately the same rotational speed. Here, since the first fluid pressure pump 21 that is driven together with the front wheels 5 and the second fluid pressure pump 22 that is driven together with the rear wheels 11 are set to have the same capacity, both fluid pressure pumps 21 and 22 are・When the same 3 rotates at the same rotational speed as 11, oil flows through the first connecting oil passage 28 and the second connecting oil passage 29 to both the fluid pressure pumps 21 and 22.
circulate between. That is, in this state, the pressure inside the first connecting oil passage 28 does not reach the operating pressure of the clutch 23, and therefore, no driving torque is transmitted to the rear wheels 11.
定速走行時に前輪５のみが摩擦係数の低い路面を踏んだ
場合、あるいは急加速せんとした時には、前輪５が過渡
的にスリップ状態になることがある。If only the front wheels 5 step on a road surface with a low coefficient of friction while driving at a constant speed, or if the vehicle attempts to accelerate suddenly, the front wheels 5 may slip temporarily.
このような状態においては、前輪５の回転速度が後輪１
１のそれを上回り、第１ポート２４からの吐出量が第３
ポート２６への吸入量を上回る。すると第１流体圧ポン
プ２１の吐出油を第２流体圧ポンプ２２が吸入しきれな
くなるため、両流体圧ポンプ２１・２２の吐出量（吸入
量）の差に対応した油圧が第１連結油路２８に作用する
。この油圧は、バイパス油路３７ａ・第１弁室３２・作
動油圧供給油路３７ｂを経てクラッチの作動油圧室３０
に導かれる。これによりクラッチ２３が係合し、後輪１
１に対して駆動トルクが分配される。In such a state, the rotational speed of the front wheels 5 is lower than that of the rear wheels 1.
1, and the discharge amount from the first port 24 is higher than that of the third port 24.
exceeds the intake amount to port 26. Then, the second fluid pressure pump 22 cannot fully suck in the oil discharged from the first fluid pressure pump 21, so that the oil pressure corresponding to the difference in the discharge amount (suction amount) of both fluid pressure pumps 21 and 22 is applied to the first connecting oil path. Acts on 28. This oil pressure passes through the bypass oil passage 37a, the first valve chamber 32, and the working oil pressure supply oil passage 37b to the working oil pressure chamber 30 of the clutch.
guided by. As a result, the clutch 23 is engaged, and the rear wheel 1
Driving torque is distributed to 1.
４
このとき、クラッチ２３の係合力は、上記のようにして
前後輪間の回転速度差に応じて自動的に変化し、後輪１
１に分配される駆動トルクの大きさは、クラッチ２３の
係合力の大きさに比例する。4 At this time, the engagement force of the clutch 23 changes automatically according to the difference in rotational speed between the front and rear wheels as described above, and
The magnitude of the driving torque distributed to the clutch 23 is proportional to the magnitude of the engagement force of the clutch 23.
車輪に制動力が作用すると、前後輪の制動力配分は一般
に前輪側がより高く設定されているので、急制動時など
では、後輪１１よりも前輪５が先にロックする。また、
定速走行からのエンジンブレーキは前輪５にのみ作用す
るので、この場合も過渡的には前輪５の回転速度が後輪
１１よりも低くなる。そして前輪５の回転速度が後輪１
１に比して低くなると、第１流体圧ポンプ２１の吐出量
が第２流体圧ポンプ２２の吸入量を下回るため、作動油
圧供給油路３７ｂへの吐出圧は発生せず、クラッチ２３
は係合しない。従って、前後輪間の連結は断たれる。こ
のとき、第４ポート２７からの吐出油の一部は、第２連
結油路２９・第２弁室３３・一方向弁３４・第１弁室３
２・バイパス油路３７ａ・第１連結油路２８を経て第３
ポート２６へ環流する。When braking force is applied to the wheels, the braking force distribution between the front and rear wheels is generally set higher on the front wheel side, so the front wheels 5 lock before the rear wheels 11 during sudden braking. Also,
Since the engine brake from constant speed running acts only on the front wheels 5, the rotational speed of the front wheels 5 is transiently lower than that of the rear wheels 11 in this case as well. And the rotation speed of front wheel 5 is rear wheel 1
1, the discharge amount of the first fluid pressure pump 21 is lower than the suction amount of the second fluid pressure pump 22, so no discharge pressure is generated to the hydraulic pressure supply oil passage 37b, and the clutch 23
is not engaged. Therefore, the connection between the front and rear wheels is severed. At this time, a part of the oil discharged from the fourth port 27 is transferred to the second connecting oil passage 29, the second valve chamber 33, the one-way valve 34, and the first valve chamber 3.
2. Bypass oil passage 37a and the third via the first connecting oil passage 28
Reflux to port 26.
５
前輪５が完全にロックすると、第１流体圧ポンプ２１が
停止して第２流体圧ポンプ２２のみが回転する。すると
第４ポート２７から第２連結油路２９への吐出油は、第
２弁室３３・一方向弁３４・第１弁室３２・バイパス油
路３７ａ・第１連結油路２８を経て第３ポート２６へと
全量が環流する。従って、この場合もクラッチ２３は係
合せず、前後輪間の連結は断たれる。5. When the front wheel 5 is completely locked, the first fluid pressure pump 21 stops and only the second fluid pressure pump 22 rotates. Then, the oil discharged from the fourth port 27 to the second connecting oil passage 29 passes through the second valve chamber 33, the one-way valve 34, the first valve chamber 32, the bypass oil passage 37a, and the first connecting oil passage 28, and then flows to the third connecting oil passage 28. The entire amount flows back to port 26. Therefore, in this case as well, the clutch 23 is not engaged, and the connection between the front and rear wheels is severed.
後退時には、第１・第２両流体圧ポンプ２１・２２の回
転方向が共に逆になり、吐出ポートと吸入ポートとの関
係が上記とは逆の関係になるが、基本的な作動原理は前
進時と同様にして行なわれる。When moving backward, the rotational directions of both the first and second fluid pressure pumps 21 and 22 are reversed, and the relationship between the discharge port and the suction port is reversed to that described above, but the basic operating principle is when moving backward. It is done in the same way as before.
後退発進加速時には、−時的に第１流体圧ポンプ２１の
みが回転する。すると第２図に示すように、オイルタン
ク３６から第２弁室３３・バイパス油路３７ａ・第１連
結油路２８を経て第１ポート２４に吸入されたオイルは
、第２ポート２５から第２連結油路２９へ吐出され、第
１弁室３２及び作動油圧供給油路３７ｂを経てクラッチ
の作動６
油圧室３０に油圧を作用させる。これによりクラッチ２
３が接続し、後輪１１に駆動トルクが分配される。During the backward acceleration, only the first fluid pressure pump 21 rotates. Then, as shown in FIG. 2, the oil sucked into the first port 24 from the oil tank 36 via the second valve chamber 33, the bypass oil passage 37a, and the first connecting oil passage 28 is transferred from the second port 25 to the second The oil is discharged to the connection oil passage 29, and passes through the first valve chamber 32 and the working oil pressure supply oil passage 37b to apply oil pressure to the oil pressure chamber 30 for clutch operation 6. As a result, clutch 2
3 is connected, and drive torque is distributed to the rear wheels 11.
そして前進時と同様に、後輪側の回転速度の増大に応じ
て第１流体圧ポンプ２１の吐出油の一部が第２流体圧ポ
ンプ２２に吸入されるようになり、この時の両ポンプ２
１・２２の吐出量（吸入量）差に応じてクラッチの作動
油圧室３０に作用する油圧が変化して後輪へのトルク分
配率が変化し、定速走行状態になるとクラッチの作動油
圧室３０に油圧が作用しなくなって前後輪間の接続が断
たれる。Then, like when moving forward, a part of the oil discharged from the first fluid pressure pump 21 is sucked into the second fluid pressure pump 22 as the rotational speed of the rear wheels increases, and both pumps at this time 2
The hydraulic pressure acting on the clutch hydraulic pressure chamber 30 changes according to the difference in the discharge amount (suction amount) between 1 and 22, and the torque distribution ratio to the rear wheels changes. 30, and the connection between the front and rear wheels is cut off.
後退緩加速時、緩減速時及び定速走行時にあっては、前
進時と同様に、第１流体圧ポンプ２１と第２流体圧ポン
プ２２とが、共に同一回転速度で回転する。すると第２
ポート２５からの吐出油は、第２連結油路２９を経て第
４ポート２７に吸入され、第３ポート２６からの吐出油
は、第１連結油路２８を経て第１ポート２４に吸入され
る。従って、第１・第２両連結油路２８・２９の管内圧
カフ
はクラッチ２３の作動圧力に到達せず、従って、後輪１
１に対する駆動トルクの伝達は行なわれない。During slow backward acceleration, slow deceleration, and constant speed travel, the first fluid pressure pump 21 and the second fluid pressure pump 22 both rotate at the same rotational speed, similar to when moving forward. Then the second
The oil discharged from the port 25 is sucked into the fourth port 27 via the second connecting oil passage 29, and the oil discharged from the third port 26 is sucked into the first port 24 via the first connecting oil passage 28. . Therefore, the internal pressure cuffs of the first and second connecting oil passages 28 and 29 do not reach the operating pressure of the clutch 23, and therefore the rear wheel 1
No drive torque is transmitted to 1.
後退定速走行からの急加速などにより前輪５がスリップ
状態になると、前輪５の回転速度が後輪１１のそれを上
回り、第１流体圧ポンプ２１の吐出量が第２流体圧ポン
プ２２の吸入量を上回る。When the front wheels 5 enter a slip state due to sudden acceleration from running at a constant speed backwards, etc., the rotational speed of the front wheels 5 exceeds that of the rear wheels 11, and the discharge amount of the first fluid pressure pump 21 decreases to the suction amount of the second fluid pressure pump 22. Exceed quantity.
すると第１流体圧ポンプ２１の吐出油を第２流体圧ポン
プ２２が吸入しきれなくなるため、両ポンプ２１・２２
の吐出量（吸入量）の差に対応した油圧が第２連結油路
２９に作用する。この油圧は、第１弁室３２・作動油圧
供給油路３７ｂを経てクラッチの作動油圧室３０に導か
れる。これによりクラッチ２３が係合し、後輪１１に対
して駆動トルクが分配される。Then, since the second fluid pressure pump 22 cannot fully suck in the oil discharged from the first fluid pressure pump 21, both pumps 21 and 22
Hydraulic pressure corresponding to the difference in the discharge amount (suction amount) acts on the second connecting oil passage 29. This oil pressure is guided to the working oil pressure chamber 30 of the clutch via the first valve chamber 32 and the working oil pressure supply oil passage 37b. As a result, the clutch 23 is engaged and drive torque is distributed to the rear wheels 11.
後退制動時には、第１流体圧ポンプ２１の回転速度が第
２流体圧ポンプ２２のそれを下回るため、前進制動時の
場合と同様に、作動油圧供給油路３７ｂへの吐出圧は発
生せず、クラッチ２３は係合しない。従って、前後輪間
の連結は断たれる。こ８
のとき、第２流体圧ポンプ２２の吐出油の一部は、第１
連結油路２８・バイパス油路３７ａ・第２弁室３３・一
方向弁３４・第１弁室３２・第２連結油路２９を経て第
４ポート２７へ環流する。そして前輪５が完全にロック
すると、第３ポート２６からの吐出油は、第１連結油路
２８・バイパス油路３７ａ・第２弁室３３・一方向弁３
４・第１弁室３２・第２連結油路２９を経て第４ポート
２７へ全量が環流する。従って、この場合もクラッチ２
３は係合せず、前後輪間の連結は断たれる。During backward braking, the rotational speed of the first fluid pressure pump 21 is lower than that of the second fluid pressure pump 22, so as in the case of forward braking, no discharge pressure is generated to the hydraulic pressure supply oil path 37b. Clutch 23 is not engaged. Therefore, the connection between the front and rear wheels is severed. At this time, a part of the oil discharged from the second fluid pressure pump 22 is transferred to the first fluid pressure pump 22.
It flows back to the fourth port 27 via the connecting oil passage 28, the bypass oil passage 37a, the second valve chamber 33, the one-way valve 34, the first valve chamber 32, and the second connecting oil passage 29. When the front wheel 5 is completely locked, the oil discharged from the third port 26 is transferred to the first connecting oil passage 28, the bypass oil passage 37a, the second valve chamber 33, and the one-way valve 3.
4. The entire amount is returned to the fourth port 27 via the first valve chamber 32 and the second connecting oil passage 29. Therefore, in this case as well, clutch 2
3 is not engaged, and the connection between the front and rear wheels is severed.
第３図及び第４図は、本発明の第２の実施例を示してお
り、上記第１の実施例と共通する部分には同一の符号を
付し、異なる部分についてのみ以下に説明する。FIGS. 3 and 4 show a second embodiment of the present invention, in which parts common to the first embodiment are given the same reference numerals, and only different parts will be described below.
本実施例における切換弁３１のスプールＳは、常時一方
の位置に向けてばね付勢されており、第１流体圧ポンプ
２１の第２ポート２５からの吐出圧を第２連結油路２９
から分岐した切換油路４１を介してスプールＳの一端に
作用させることにより、ばね付勢力に抗して他方の位置
に切換わるよ１つ
うになっている。そして３つの弁室３２・３３・４２と
、第２弁室３３から第３弁室４２へ向けての流れを規制
する一方向弁３４と、第２弁室３３と第３室弁室４２と
の差圧が所定値になると、第２弁室３３と第３弁室４２
との間を連通し、第２弁室３３から第３弁室４２へ向け
ての流れを許容するリリーフ弁３５とを有している。ま
た、第２連結油路２９と切換油路４１との分岐部には、
第４ポート２７から第２ポート２５へ向けての流れのみ
を許容する一方向弁４３が設けられている。The spool S of the switching valve 31 in this embodiment is always biased by a spring toward one position, and the discharge pressure from the second port 25 of the first fluid pressure pump 21 is transferred to the second connecting oil passage 29.
By acting on one end of the spool S through a switching oil passage 41 branched from the spool S, the spool S is switched to the other position against the biasing force of the spring. The three valve chambers 32, 33, and 42, the one-way valve 34 that regulates the flow from the second valve chamber 33 to the third valve chamber 42, and the second valve chamber 33 and the third valve chamber 42. When the differential pressure reaches a predetermined value, the second valve chamber 33 and the third valve chamber 42
It has a relief valve 35 that communicates between the valve chamber 33 and the valve chamber 42 and allows flow from the second valve chamber 33 to the third valve chamber 42 . Moreover, at the branch part between the second connection oil passage 29 and the switching oil passage 41,
A one-way valve 43 is provided that allows flow only from the fourth port 27 to the second port 25.
前進時にあっては、第３図に示す一方の位置にスプール
Ｓがあり、第２連結油路２９とオイルタンク３６との間
が第３弁室４２を介して連通し、第１連結油路２８とク
ラッチの作動油圧室３０との間がバイパス油路３７ａ・
第２弁室３３・クラッチ作動油圧供給油路３７ｂを介し
て連通し、しかもクラッチの作動油圧室３０に作用する
圧力が所定値以上になると、リリーフ弁３５を介してオ
イルタンク３６へ圧力が逃げるようになっている。During forward movement, the spool S is located at one position shown in FIG. 28 and the clutch hydraulic pressure chamber 30 is a bypass oil passage 37a.
The second valve chamber 33 communicates with the clutch operating hydraulic pressure supply oil passage 37b, and when the pressure acting on the clutch operating hydraulic pressure chamber 30 exceeds a predetermined value, the pressure escapes to the oil tank 36 via the relief valve 35. It looks like this.
後退時にあっては、第４図に示す他方の位置に＝ ２
０
スプールＳがあり、第１連結油路２８とオイルタンク３
６との間がバイパス油路３７ａ及び第２弁室３３を介し
て連通し、第２連結油路２９とクラッチの作動油圧室３
０との間が第１弁室３２及びクラッチ作動油圧供給油路
３７ｂを介して連通し、第２ポート２５の吐出圧をスプ
ールＳの一端に作用させるための切換油路４１がスプー
ルＳの一端から第２連結油路２９へ連通路４４を介して
連通し、しかもクラッチの作動油圧室３０に作用する圧
力が所定値以上になるとリリーフ弁３５を介してオイル
タンク３６へ圧力が逃げるようになっている。When reversing, move to the other position shown in Figure 4 = 2
0 There is a spool S, the first connecting oil passage 28 and the oil tank 3
6 communicate with each other via the bypass oil passage 37a and the second valve chamber 33, and the second connecting oil passage 29 and the clutch operating hydraulic chamber 3 communicate with each other via the bypass oil passage 37a and the second valve chamber 33.
A switching oil passage 41 for causing the discharge pressure of the second port 25 to act on one end of the spool S is connected to one end of the spool S. It communicates with the second connecting oil passage 29 via a communication passage 44, and when the pressure acting on the hydraulic pressure chamber 30 of the clutch exceeds a predetermined value, the pressure escapes to the oil tank 36 via the relief valve 35. ing.
さらに、切換弁３１とクラッチの作動油圧室３０との間
を連結するクラッチ作動油圧供給油路３７ｂは、オリフ
ィス３８を有する分岐通路を介してオイルタンク３６の
油面上に連通している。Further, a clutch hydraulic pressure supply oil passage 37b connecting the switching valve 31 and the clutch hydraulic pressure chamber 30 communicates with the oil surface of the oil tank 36 via a branch passage having an orifice 38.
なお、本実施例における一方向弁３４は、手動操作ノブ
４５により人為的に開放し得るようになっており、これ
を所望に応じて開くことにより、クラッチの作動油圧室
３０に対する油圧を除去し１
て人為的に前後輪間の連結を断つことができるようにな
っている。また、リリーフ弁３５には、公知のサーモワ
ックスなどを用いた感温素子４６が連結されており、油
温か所定値（例えば１２０℃）に達すると自動的にクラ
ッチの作動油圧室３０の油圧をオイルタンク３６へ逃が
すようになっている。これによってクラッチ２３の最大
伝達トルクを規定すると共に、作動油の過度な昇温を防
止している。Note that the one-way valve 34 in this embodiment can be opened artificially by a manual operation knob 45, and by opening this as desired, the hydraulic pressure to the hydraulic pressure chamber 30 of the clutch can be removed. 1 It is now possible to artificially break the connection between the front and rear wheels. Further, a temperature sensing element 46 using a known thermowax or the like is connected to the relief valve 35, and when the oil temperature reaches a predetermined value (for example, 120°C), the oil pressure in the clutch operating oil pressure chamber 30 is automatically reduced. It is designed to escape to the oil tank 36. This defines the maximum transmission torque of the clutch 23 and prevents excessive temperature rise of the hydraulic oil.
次に上記実施例の作動の要領について上記第１の実施例
と同様に各状態に応じて説明する。Next, the operation of the above-mentioned embodiment will be explained according to each state, similarly to the above-mentioned first embodiment.
前進発進加速時にエンジン１に直接的に駆動される前輪
５が過渡的にスリップ状態になると、前輪５と共に駆動
される第１流体圧ポンプ２１のみが回転するので、オイ
ルタンク３６内のオイルは、第３弁室４２及び第２連結
油路２９の一方向弁４３を経て第２ポート２５から吸入
され、第１ボート２４から吐出される。そして第１連結
油路２８への吐出油は、バイパス油路３７ａ・第２弁室
３３・作動油圧供給油路３７ｂを経てクラッチの作２
動油圧室３０に油圧を作用させる。これによりクラッチ
２３が接続し、前輪５と後輪１１との間が連結される。When the front wheels 5, which are directly driven by the engine 1, enter a transient slip state during forward start acceleration, only the first fluid pressure pump 21, which is driven together with the front wheels 5, rotates, so that the oil in the oil tank 36 is It is sucked in from the second port 25 via the third valve chamber 42 and the one-way valve 43 of the second connecting oil passage 29, and is discharged from the first boat 24. The oil discharged to the first connecting oil passage 28 acts on the hydraulic pressure chamber 30 for actuation of the clutch via the bypass oil passage 37a, the second valve chamber 33, and the hydraulic pressure supply oil passage 37b. As a result, the clutch 23 is connected, and the front wheels 5 and the rear wheels 11 are connected.
クラッチ２３が接続して第２流体圧ポンプ２２が後輪１
１と共に回転すると、第１流体圧ポンプ２１の吐出油の
一部が第２流体圧ポンプ２２に吸入されるようになる。The clutch 23 is connected and the second fluid pressure pump 22 is connected to the rear wheel 1.
1, a portion of the oil discharged from the first fluid pressure pump 21 is sucked into the second fluid pressure pump 22.
すると、第１流体圧ポンプ２１の吐出量と第２流体圧ポ
ンプ２２の吸入量との差に応じてクラッチ２３の係合力
が自動的に変化し、定速走行状態になると、両流体圧ポ
ンプ２１・２２が両輪５・１１と共に同一回転速度で回
転するので、オイルは第１連結油路２８と第２連結油路
２９とを介して両流体圧ポンプ２１・２２間を環流する
。従って、クラッチの作動油圧室３０に油圧が作用しな
くなり、後輪１１に対する駆動トルクの伝達が断たれる
。Then, the engagement force of the clutch 23 automatically changes according to the difference between the discharge amount of the first fluid pressure pump 21 and the suction amount of the second fluid pressure pump 22, and when a constant speed running state is reached, both fluid pressure pumps Since the pumps 21 and 22 rotate at the same rotation speed as the wheels 5 and 11, oil circulates between the hydraulic pumps 21 and 22 via the first connecting oil passage 28 and the second connecting oil passage 29. Therefore, hydraulic pressure no longer acts on the hydraulic pressure chamber 30 of the clutch, and the transmission of drive torque to the rear wheels 11 is cut off.
定速走行時に前輪５のみがスリップ状態になると、前輪
５の回転速度が後輪１１のそれを上回り、第１ポート２
４からの吐出量が、第３ポート２６への吸入量を上回る
。すると両流体圧ポンプ２１３
・２２の吐出量（吸入量）の差に対応した油圧が第１連
結油路２８・バイパス油路３７ａ・第２弁室３３・作動
油圧供給油路３７ｂを経てクラッチの作動油圧室３０に
導かれ、クラッチ２３が係合して後輪１１に対して駆動
トルクが分配される。When only the front wheels 5 slip when driving at a constant speed, the rotational speed of the front wheels 5 exceeds that of the rear wheels 11, and the first port 2
4 exceeds the amount of suction into the third port 26. Then, the hydraulic pressure corresponding to the difference in the discharge amount (suction amount) of both fluid pressure pumps 213 and 22 is applied to the clutch via the first connecting oil passage 28, the bypass oil passage 37a, the second valve chamber 33, and the working oil pressure supply oil passage 37b. The driving torque is guided to the hydraulic pressure chamber 30, the clutch 23 is engaged, and the driving torque is distributed to the rear wheels 11.
制動力が作用して前輪５の回転速度が後輪１１に比して
低くなり、第２流体圧ポンプ２２の吸入量が第１流体圧
ポンプ２１の吐出量を上回ると、作動油圧供給油路３７
ｂへの吐出圧は発生せず、クラッチ２３は係合しない。When the braking force acts and the rotational speed of the front wheels 5 becomes lower than that of the rear wheels 11, and the suction amount of the second fluid pressure pump 22 exceeds the discharge amount of the first fluid pressure pump 21, the hydraulic pressure supply oil path 37
No discharge pressure is generated to b, and the clutch 23 is not engaged.
従って、前後輪間の連結は断たれる。このとき、第４ポ
ート２７からの吐出油の一部は、第２連結油路２９・第
３弁室４２・一方向弁３４・第２弁室３３・バイパス油
路３７ａ・第１連結油路２８を経て第３ポート２６へ環
流する。Therefore, the connection between the front and rear wheels is severed. At this time, a part of the oil discharged from the fourth port 27 is transferred to the second connecting oil passage 29, the third valve chamber 42, the one-way valve 34, the second valve chamber 33, the bypass oil passage 37a, and the first connecting oil passage. It flows back to the third port 26 via 28.
そして前輪５が完全にロックすると、第４ポート２７か
ら第２連結油路２９に吐出されたオイルは、第３弁室４
２・一方向弁３４・第２弁室３３・バイパス油路３７ａ
・第１連結油路２８を経て第３ポート２６へと全量が環
流する。従って、こ４
の場合もクラッチ２３は係合せず、前後輪間の連結は断
たれる。When the front wheel 5 is completely locked, the oil discharged from the fourth port 27 to the second connecting oil passage 29 is transferred to the third valve chamber 4.
2.One-way valve 34.Second valve chamber 33.Bypass oil passage 37a
- The entire amount flows back to the third port 26 via the first connecting oil path 28. Therefore, in this case as well, the clutch 23 is not engaged, and the connection between the front and rear wheels is severed.
車輌の後退時には、第１・第２両流体圧ポンプ２１・２
２の回転方向が共に逆になり、吐出ポートと吸入ポート
との関係が上記とは逆の関係になる。そのため、第２ポ
ート２５からの吐出油は、一方向弁４３の作用によって
切換油路４１へと流入してスプールＳの一端に油圧を作
用させる。これによりスプールＳが第４図に示す位置に
移動し、第２ポート２５からの吐出油は連通路４４を介
して第２連結油路２９へと流入する。When the vehicle is reversing, both the first and second fluid pressure pumps 21 and 2
The rotational directions of the two are reversed, and the relationship between the discharge port and the suction port is opposite to that described above. Therefore, the oil discharged from the second port 25 flows into the switching oil passage 41 by the action of the one-way valve 43 and applies hydraulic pressure to one end of the spool S. As a result, the spool S moves to the position shown in FIG. 4, and the oil discharged from the second port 25 flows into the second connecting oil passage 29 via the communication passage 44.
後退発進加速時に前輪５がスリップすると、第２流体圧
ポンプ２２が停止しているので、オイルはオイルタンク
３６から第２弁室３３・バイパス油路３７ａ・第１連結
油路２８を経て第１ポート２４から第１流体圧ポンプ２
１に吸入され、第２ポート２５から切換油路４１及び連
通路４４を経て第２連結油路２９へ吐出される。そして
、第１弁室３２及び作動油圧供給油路３７ｂを経てクラ
ッチの作動油圧室３０に油圧を作用させる。これ５
によりクラッチ２３が接続し、前輪５と後輪１１との間
が連結される。When the front wheels 5 slip during acceleration when starting from reverse, the second fluid pressure pump 22 is stopped, so oil flows from the oil tank 36 through the second valve chamber 33, the bypass oil passage 37a, and the first connecting oil passage 28 to the first connection oil passage 28. Port 24 to first fluid pressure pump 2
1 and is discharged from the second port 25 to the second connecting oil passage 29 via the switching oil passage 41 and the communication passage 44. Then, hydraulic pressure is applied to the hydraulic pressure chamber 30 of the clutch via the first valve chamber 32 and the hydraulic pressure supply passage 37b. This 5 connects the clutch 23 and connects the front wheel 5 and the rear wheel 11.
そして後輪側の回転速度の増大に応じて第１流体圧ポン
プ２１の吐出油の一部を第２流体圧ポンプ２２が吸入す
るようになり、上記第１の実施例と同様にして、第１・
第２両流体圧ポンプ２１・２２の吐出量（吸入量）の差
に応じてクラッチ２３の係合力が変化し、定速走行状態
になると作動油圧室３０に油圧が作用しなくなって前後
輪間の連結が断たれる。Then, as the rotational speed of the rear wheel increases, the second fluid pressure pump 22 begins to suck in a part of the oil discharged from the first fluid pressure pump 21. 1・
The engagement force of the clutch 23 changes according to the difference in the discharge amount (suction amount) of the second fluid pressure pumps 21 and 22, and when the vehicle is in a constant speed running state, the hydraulic pressure ceases to act on the hydraulic pressure chamber 30, and between the front and rear wheels. connection is severed.
第１・第２両流体圧ポンプ２１・２２が同一回転速度で
回転すると、切換油路４１・連通路４４を含む第１・第
２連結油路２８・２９を介して両流体圧ポンプ２１・２
２間をオイルが循環することになるが、この時の第２ポ
ート２５からの吐出圧にて移動し得るように、スプール
Ｓのばね付勢力が定められている。When both the first and second fluid pressure pumps 21 and 22 rotate at the same rotational speed, both the fluid pressure pumps 21 and 22 are 2
The spring biasing force of the spool S is determined so that the oil can be moved by the discharge pressure from the second port 25 at this time.
後退制動時に前輪がロックしかかると、後輪１１と連動
する第２流体圧ポンプ２２の回転速度が第１流体圧ポン
プ２１のそれを上回るため、作動６
油圧供給油路３７ｂへの吐出圧は発生せず、クラッチ２
３は結合しない。従って、前後輪間の連結は断たれる。When the front wheels begin to lock during reverse braking, the rotational speed of the second fluid pressure pump 22 that is interlocked with the rear wheels 11 exceeds that of the first fluid pressure pump 21. Does not occur, clutch 2
3 does not combine. Therefore, the connection between the front and rear wheels is severed.
このとき、第３ポート２６からの吐出油の一部は、第１
連結油路２８・バイパス油路３７ａ・第２弁室３３・一
方向弁３４・第２連結油路２９を経て第４ポート２７へ
と環流する。At this time, part of the oil discharged from the third port 26 is
The oil flows back to the fourth port 27 via the connecting oil passage 28, the bypass oil passage 37a, the second valve chamber 33, the one-way valve 34, and the second connecting oil passage 29.
前輪５が完全にロックすると、第１流体圧ポンプ２１が
停止するので、切換油路４１への吐出圧が消滅し、スプ
ールＳの位置が第３図の状態に戻る。すると第３ポート
２６からの吐出油は、バイパス油路３７ａ・第２弁室３
３・作動油圧供給油路３７ｂを経てクラッチの作動油圧
室３０に流入してクラッチ２３を接続することになる。When the front wheel 5 is completely locked, the first fluid pressure pump 21 is stopped, so the discharge pressure to the switching oil passage 41 disappears, and the position of the spool S returns to the state shown in FIG. 3. Then, the oil discharged from the third port 26 flows through the bypass oil passage 37a and the second valve chamber 3.
3. The working oil pressure flows into the working oil pressure chamber 30 of the clutch through the oil supply path 37b and connects the clutch 23.
すると後輪１１の回転力が前輪５に伝達され、前輪５の
完全ロックが抑制されることになる。Then, the rotational force of the rear wheel 11 is transmitted to the front wheel 5, and the front wheel 5 is prevented from completely locking.
このように、本実施例においては、後退時に前輪側にて
駆動される第１流体圧ポンプ２１の吐出圧にて切換弁３
１が駆動される。従って、切換弁を駆動するための外部
アクチュエータや、アクチュエータに作動指令を与える
ための走行状態検出７
センサあるいはシフトポジション検出センサなどが不要
となり、加速時の前輪スリップ及び制動時の前輪ロック
に対応したクラッチ制御が、前進・後退という進行方向
の違いに応じて完全自動にて行なわれることになる。As described above, in this embodiment, the switching valve 3 is controlled by the discharge pressure of the first fluid pressure pump 21 that is driven on the front wheel side when reversing.
1 is driven. Therefore, there is no need for an external actuator to drive the switching valve, a driving state detection sensor 7 or a shift position detection sensor for giving operation commands to the actuator, and it is possible to cope with front wheel slipping during acceleration and front wheel locking during braking. Clutch control will be performed fully automatically depending on the direction of travel, forward or backward.
また、後退制動時には、重心移動に起因して前輪側の接
地力が減少し、前輪５がより一部ロックし易くなるが、
この場合にも、前輪５が完全にロックすると瞬時に切換
弁３１が切換わり、第２流体圧ポンプ２２の吐出圧がク
ラッチの作動油圧室３０に作用してクラッチが接続する
ので、後輪１１の回転力が前輪５に伝達され、むしろ前
輪５の完全ロックを抑制することができる。Furthermore, during backward braking, the ground contact force on the front wheels decreases due to the shift of the center of gravity, making it easier for the front wheels 5 to partially lock.
In this case as well, when the front wheel 5 is completely locked, the switching valve 31 is switched instantly, and the discharge pressure of the second fluid pressure pump 22 acts on the hydraulic pressure chamber 30 of the clutch to connect the clutch. This rotational force is transmitted to the front wheels 5, and it is possible to prevent the front wheels 5 from completely locking.
第５図及び第６図は、本発明の変形実施例を示しており
、上記第１の実施例と共通する部分には同一の符号を付
し、異なる部分についてのみ以下に説明する。FIGS. 5 and 6 show a modified embodiment of the present invention, in which the same parts as in the first embodiment are given the same reference numerals, and only the different parts will be explained below.
第１・第２両実施例においては、作動油圧室３０とオイ
ルタンク３６との間を、クラッチ作動油圧供給通路３７
ｂから分岐した通路にて連通させ８
るものとしているが、本変形実施例においては、作動油
圧室３０とオイルタンク３６との間に、オリフィス３８
を備えた別の連通路４７を設けるものとしている。これ
によれば、クラッチ作動油圧供給通路３７ｂから作動油
圧室３０に圧油を供給する際に、作動油圧室３０内の空
気を速やかに排出できるので、クラッチ２３の作動応答
性をより一層向上することができる。In both the first and second embodiments, a clutch operating hydraulic pressure supply passage 37 is connected between the operating hydraulic pressure chamber 30 and the oil tank 36.
In this modified embodiment, an orifice 38 is provided between the hydraulic pressure chamber 30 and the oil tank 36.
Another communication path 47 is provided. According to this, when supplying pressure oil from the clutch actuation oil pressure supply passage 37b to the actuation oil pressure chamber 30, the air in the actuation oil pressure chamber 30 can be quickly discharged, so that the actuation response of the clutch 23 is further improved. be able to.
本変形実施例の場合も、オリフィス３８を介してのリリ
ーフ流量によってクラッチ作動油圧の特性が定まること
、並びにクラッチ２３の作動要領は、上記第１・第２両
実施例と同様である。また、この連通路４７は、第２の
実施例にも等しく適用し得る。In the case of this modified embodiment as well, the characteristics of the clutch operating oil pressure are determined by the relief flow rate through the orifice 38, and the operating procedure of the clutch 23 is the same as in both the first and second embodiments. Further, this communication path 47 can be equally applied to the second embodiment.
［発明の効果］
このように本発明によれば、前後輪間の回転速度差に応
じて後輪に駆動力を伝達するためのクラッチの係合力を
自動的に変化させることができる。[Effects of the Invention] As described above, according to the present invention, it is possible to automatically change the engagement force of the clutch for transmitting driving force to the rear wheels according to the difference in rotational speed between the front and rear wheels.
そして特に前輪側の回転速度が後輪側を上回る時にはク
ラッチの係合力が高まり、後輪側の回転速２つ
度が前輪側を上回る時にはクラッチへの流体圧の供給が
断たれるものとすることができる。従って、急加速時な
どに前輪がスリップ状態になると後輪にも°駆動力が伝
達され、制動時には前後輪の接続が自動的に断たれるの
で、４輪駆動車輌の走行性能を向上するうえで効果を奏
することができる。In particular, when the rotational speed of the front wheels exceeds that of the rear wheels, the clutch engagement force increases, and when the rotational speed of the rear wheels exceeds that of the front wheels by two degrees, the supply of fluid pressure to the clutch is cut off. be able to. Therefore, when the front wheels slip during sudden acceleration, the driving force is also transmitted to the rear wheels, and when braking the front and rear wheels are automatically disconnected, which improves the driving performance of four-wheel drive vehicles. can be effective.
加えて、クラッチの作動油圧室への連通を選択的に切換
える切換え手段を設けることにより、方向性のあるオイ
ルポンプを使用しても車輌の前進・後退という進行方向
の違いに関わりなくクラッチの制御を行なうことが可能
となるので、オイルポンプの小形・軽量化を企図するう
えにもその効果は極めて大である。In addition, by providing a switching means that selectively switches the communication to the clutch's hydraulic pressure chamber, the clutch can be controlled regardless of whether the vehicle is moving forward or backward, even if a directional oil pump is used. Since it becomes possible to carry out the following, the effect is extremely large when attempting to make the oil pump smaller and lighter.
第１図は、本発明に基づく４輪駆動車輌の動力伝達系の
全体的な構成を示すスケルトン図であり、第２図は、後
退状態にある時の油圧回路図である。
第３図は、本発明の第２の実施例を示す前進時の油圧回
路図であり、第４図は、同じく後退時の油圧回路図であ
る。
０
第５図は、本発明の変形実施例を示す第１図と同様なス
ケルトン図であり、第６図は、同変形実施例を第２図の
状態に対応して示す油圧回路図である。
１・・・エンジン、２・・・変速機、３・・・差動装置
、４・・・ドライブシャフト、５・・・前輪、６・・・
傘歯車装置、７・・・動力伝達装置、８・・・傘歯車装
置、９・・・差動装置、１０・・・ドライブシャフト、
１１・・・後輪、２１・・・第１流体圧ポンプ、２２・
・・第２流体圧ポンプ、２３・・・流体圧作動クラッチ
、２４・・・第１ポート、２５・・・第２ポート、２６
・・・第３ポート、２７・・・第４ポート、２８・・・
第１連結油路、２９・・・第２連結油路、３０・・・作
動油圧室、３１・・・切換弁、３２・・・第１弁室、３
３・・・第２弁室、３４・・・一方向弁、３５・・・リ
リーフ弁、３６・・・オイルタンク、３７ａ・・・バイ
パス油路、３７ｂ・・・作動油圧供給油路、３８・・・
オリフィス、４１・・・切換油路、４２・・・第３弁室
、４３・・・一方向弁、４４・・・連通路、４５・・・
手動操作ノブ、４６・・・感温素子、４７・・・連通路
１FIG. 1 is a skeleton diagram showing the overall configuration of a power transmission system of a four-wheel drive vehicle according to the present invention, and FIG. 2 is a hydraulic circuit diagram when the vehicle is in a backward state. FIG. 3 is a hydraulic circuit diagram showing a second embodiment of the present invention when the vehicle is moving forward, and FIG. 4 is a hydraulic circuit diagram when the vehicle is moving backward. 0 FIG. 5 is a skeleton diagram similar to FIG. 1 showing a modified embodiment of the present invention, and FIG. 6 is a hydraulic circuit diagram showing the modified embodiment corresponding to the state shown in FIG. 2. . DESCRIPTION OF SYMBOLS 1... Engine, 2... Transmission, 3... Differential device, 4... Drive shaft, 5... Front wheel, 6...
Bevel gear device, 7... Power transmission device, 8... Bevel gear device, 9... Differential device, 10... Drive shaft,
DESCRIPTION OF SYMBOLS 11... Rear wheel, 21... First fluid pressure pump, 22.
...Second fluid pressure pump, 23...Fluid pressure operated clutch, 24...First port, 25...Second port, 26
...Third port, 27...Fourth port, 28...
1st connection oil passage, 29... 2nd connection oil passage, 30... Working oil pressure chamber, 31... Switching valve, 32... 1st valve chamber, 3
3... Second valve chamber, 34... One-way valve, 35... Relief valve, 36... Oil tank, 37a... Bypass oil passage, 37b... Operating oil pressure supply oil passage, 38 ...
Orifice, 41... Switching oil passage, 42... Third valve chamber, 43... One-way valve, 44... Communication path, 45...
Manual operation knob, 46... Temperature sensing element, 47... Communication path 1
Claims (2)
て作動するクラッチを介して駆動される後輪とを有する
４輪駆動車輌の動力伝達装置であって、 前記前輪に連動して駆動される第１流体圧ポンプと、 前記後輪に連動して駆動される第２流体圧ポンプと、 前記第１流体圧ポンプの吐出ポートと前記第２流体圧ポ
ンプの吸入ポートとを連通接続する連結油路と、 該連結油路と前記流体圧クラッチの作動油圧室とを連通
接続する油圧供給油路とを有することを特徴とする４輪
駆動車輌の動力伝達装置。(1) A power transmission device for a four-wheel drive vehicle having front wheels directly driven by a prime mover and rear wheels driven via a clutch operated by fluid pressure, the power transmission device being interlocked with the front wheels. a first fluid pressure pump that is driven by the rear wheel, a second fluid pressure pump that is driven in conjunction with the rear wheel, and a discharge port of the first fluid pressure pump and a suction port of the second fluid pressure pump are communicated with each other. A power transmission device for a four-wheel drive vehicle, comprising: a connecting oil passage; and a hydraulic supply oil passage communicating and connecting the connecting oil passage and an operating hydraulic chamber of the hydraulic clutch.
て作動するクラッチを介して駆動される後輪とを有する
４輪駆動車輌の動力伝達装置であって、 前記前輪に連動して駆動されると共に、前進時には吐出
ポートとなり後退時には吸入ポートとなる第１ポートと
、前進時には吸入ポートとなり後退時には吐出ポートと
なる第２ポートとを有する第１流体圧ポンプと、 前記後輪に連動して駆動されると共に、前進時には吸入
ポートとなり後退時には吐出ポートとなる第３ポートと
、前進時には吐出ポートとなり後退時には吸入ポートと
なる第４ポートとを有する第２流体圧ポンプと、 前記第１ポートと前記第３ポートとを連通接続する第１
連結油路と、 前記第２ポートと前記第４ポートとを連通接続する第２
連結油路と、 前記流体圧クラッチの作動油圧室に対する前記第１連結
油路と前記第２連結油路との連通を選択的に切換えるた
めの切換え手段とを有することを特徴とする４輪駆動車
輌の動力伝達装置。(2) A power transmission device for a four-wheel drive vehicle having front wheels directly driven by a prime mover and rear wheels driven via a clutch operated by fluid pressure, the power transmission device being interlocked with the front wheels. a first fluid pressure pump that is driven by the vehicle and has a first port that is a discharge port when moving forward and a suction port when moving backward; and a second port that is a suction port when moving forward and a discharge port when moving backward; a second fluid pressure pump that is driven in conjunction and has a third port that is a suction port when moving forward and a discharge port when moving backward; and a fourth port that is a discharge port when moving forward and a suction port when moving backward; A first port that communicates and connects the first port and the third port.
a connecting oil passage, and a second port that communicates and connects the second port and the fourth port.
A four-wheel drive characterized by having a connecting oil passage, and a switching means for selectively switching communication between the first connecting oil passage and the second connecting oil passage with respect to the working hydraulic chamber of the hydraulic clutch. Vehicle power transmission device.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9024531A GB2239922B (en) | 1989-11-14 | 1990-11-12 | Power transmission apparatus for a four-wheel drive vehicle |
| DE4036085A DE4036085C2 (en) | 1989-11-14 | 1990-11-13 | Power transmission system for a vehicle with directly drivable front wheels |
| US07/614,788 US5201820A (en) | 1989-11-04 | 1990-11-14 | Power transmission system for a four-wheel drive vehicle |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1-295727 | 1989-11-04 | ||
| JP29572789 | 1989-11-14 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03224830A true JPH03224830A (en) | 1991-10-03 |
| JP2516095B2 JP2516095B2 (en) | 1996-07-10 |
Family
ID=17824389
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2238244A Expired - Lifetime JP2516095B2 (en) | 1989-11-04 | 1990-09-07 | Power transmission device for four-wheel drive vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2516095B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4109789A1 (en) * | 1990-03-26 | 1991-10-10 | Honda Motor Co Ltd | POWER TRANSMISSION SYSTEM FOR A VEHICLE WITH FOUR-WHEEL DRIVE |
| DE4221883A1 (en) * | 1991-07-04 | 1993-01-14 | Honda Motor Co Ltd | POWER TRANSFER SYSTEM FOR VEHICLE WITH FOUR-WHEEL DRIVE |
| EP1057676A2 (en) | 1999-06-02 | 2000-12-06 | Honda Giken Kogyo Kabushiki Kaisha | Driving force control device for four-wheel drive vehicle |
| EP1104714A2 (en) | 1999-12-03 | 2001-06-06 | Honda Giken Kogyo Kabushiki Kaisha | Power transmission device for a four-wheel drive vehicle |
| DE19529491B4 (en) * | 1994-08-11 | 2006-02-16 | Honda Motor Co., Ltd. | Method for operating anti-lock control for vehicles with four-wheel drive |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3748755B2 (en) * | 2000-02-07 | 2006-02-22 | 本田技研工業株式会社 | Power transmission device for four-wheel drive vehicle |
-
1990
- 1990-09-07 JP JP2238244A patent/JP2516095B2/en not_active Expired - Lifetime
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4109789A1 (en) * | 1990-03-26 | 1991-10-10 | Honda Motor Co Ltd | POWER TRANSMISSION SYSTEM FOR A VEHICLE WITH FOUR-WHEEL DRIVE |
| DE4221883A1 (en) * | 1991-07-04 | 1993-01-14 | Honda Motor Co Ltd | POWER TRANSFER SYSTEM FOR VEHICLE WITH FOUR-WHEEL DRIVE |
| DE19529491B4 (en) * | 1994-08-11 | 2006-02-16 | Honda Motor Co., Ltd. | Method for operating anti-lock control for vehicles with four-wheel drive |
| EP1057676A2 (en) | 1999-06-02 | 2000-12-06 | Honda Giken Kogyo Kabushiki Kaisha | Driving force control device for four-wheel drive vehicle |
| US6330928B1 (en) | 1999-06-02 | 2001-12-18 | Honda Giken Kogyo Kabushiki Kaisha | Driving force control device for four-wheel drive vehicle |
| EP1104714A2 (en) | 1999-12-03 | 2001-06-06 | Honda Giken Kogyo Kabushiki Kaisha | Power transmission device for a four-wheel drive vehicle |
| US6386348B1 (en) | 1999-12-03 | 2002-05-14 | Honda Giken Kogyo Kabushiki Kaisha | Power transmission device for a four-wheel drive vehicle |
| EP1104714A3 (en) * | 1999-12-03 | 2004-04-07 | Honda Giken Kogyo Kabushiki Kaisha | Power transmission device for a four-wheel drive vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2516095B2 (en) | 1996-07-10 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP3223196B2 (en) | Power transmission device for four-wheel drive vehicle | |
| US5219038A (en) | Power transmission device for a four-wheel drive vehicle | |
| EP3774431B1 (en) | Hydraulic drivetrain for a utility vehicle | |
| US5201820A (en) | Power transmission system for a four-wheel drive vehicle | |
| JPH0123332B2 (en) | ||
| US6305486B1 (en) | Hydrostatic drive and steering system for a utility vehicle | |
| JP2005155686A (en) | Axle driving device and four-wheel drive vehicle equipped with it | |
| JPH03224830A (en) | Power transmission device for four-wheel drive vehicle | |
| US5244056A (en) | Power transmitting system of four-wheel drive vehicle | |
| JP3717434B2 (en) | Work machine transmission structure | |
| JP2963174B2 (en) | Power transmission device for four-wheel drive vehicle | |
| JP2007039031A (en) | Travel drive device of working vehicle | |
| JPH06265013A (en) | Hst hydraulic travel driving device | |
| JPH1134676A (en) | Apparatus for driving working vehicle | |
| JPH11351382A (en) | Traveling transmission for working vehicle | |
| JP4138187B2 (en) | Power transmission device for four-wheel drive vehicle | |
| JPS6230502Y2 (en) | ||
| JPH0450181Y2 (en) | ||
| JP2813930B2 (en) | Function confirmation method for power transmission device of four-wheel drive vehicle | |
| JPH038498Y2 (en) | ||
| JP2000142163A (en) | Power distributing device of vehicle | |
| JPH011661A (en) | Work vehicle hydraulic circuit structure | |
| JPH0899551A (en) | Four wheel drive | |
| JPH01176852A (en) | Vehicle incorporating continuously variable transmission | |
| JPH09301001A (en) | Four-wheel drive vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20080430 Year of fee payment: 12 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090430 Year of fee payment: 13 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090430 Year of fee payment: 13 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100430 Year of fee payment: 14 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110430 Year of fee payment: 15 |
|
| EXPY | Cancellation because of completion of term | ||
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110430 Year of fee payment: 15 |