JPS59179425A - Four-wheel-drive car - Google Patents
Four-wheel-drive carInfo
- Publication number
- JPS59179425A JPS59179425A JP5214083A JP5214083A JPS59179425A JP S59179425 A JPS59179425 A JP S59179425A JP 5214083 A JP5214083 A JP 5214083A JP 5214083 A JP5214083 A JP 5214083A JP S59179425 A JPS59179425 A JP S59179425A
- Authority
- JP
- Japan
- Prior art keywords
- rear wheels
- clutch
- wheel
- wheels
- way 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.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
- B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
- B60K17/3505—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with self-actuated means, e.g. by difference of speed
- B60K17/351—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with self-actuated means, e.g. by difference of speed comprising a viscous clutch
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は四輪駆動車に関するもので、その動力伝達機構
に特徴を有するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a four-wheel drive vehicle, and is characterized by its power transmission mechanism.
従来の四輪駆動車の駆動方式としては、前輪と後輪とを
機械的に一対一で連結する方式と、中央差動装置を設け
た方式とがある。Conventional drive systems for four-wheel drive vehicles include a system in which front wheels and rear wheels are mechanically connected one-to-one, and a system in which a central differential is provided.
しかしながら、このような従来の一対一で連結した方式
にあっては、特にコーナリングの際などにおける前輪と
後輪の間の回転差を許容できないため、タイヤが滑って
タイヤの摩耗を早めると共に、燃費が悪化する他、小さ
な回転半径で回転す ゛ると、制動現象を生じる
不具合がある。However, such a conventional one-to-one connection system cannot tolerate the difference in rotation between the front and rear wheels, especially when cornering, which causes the tires to slip and accelerate tire wear, as well as reduce fuel efficiency. In addition to worsening the speed, there is also the problem of braking when rotating with a small turning radius.
また中央差動装置を有するものでは、滑り易い路面にお
いて、四輪中の一輪がスリップすると車が動けなくなる
ため、デフロック機構を設けなければならないという問
題点があった。Furthermore, vehicles with a central differential have the problem that a differential lock mechanism must be provided because if one of the four wheels slips on a slippery road surface, the vehicle becomes immobile.
本発明は上述のような従来装置の問題点を解決するため
なされたもので、前輪と後輪とを流体クラッチまたは粘
性クラッチ等の若干の回転差を許容するクラッチで連結
すると共に、後輪が前輪より所定範囲以上に低い回転に
なった時に、前輪駆動の動力により一方向クラッチを介
して後輪を駆動するように構成することにより、上記の
問題点を解決することを目的とするものである。The present invention was made in order to solve the problems of the conventional device as described above.The present invention connects the front wheels and the rear wheels with a clutch that allows a slight difference in rotation, such as a fluid clutch or a viscous clutch. The purpose of this is to solve the above problem by configuring the front wheel drive power to drive the rear wheels via a one-way clutch when the rotation speed is lower than a predetermined range than the front wheels. be.
以下、図面について本発明の詳細な説明する。Hereinafter, the present invention will be described in detail with reference to the drawings.
図中１は車両の原動機、２は変速機、８はその変速機出
力軸、４は前輪、５は後輪である。In the figure, 1 is a prime mover of the vehicle, 2 is a transmission, 8 is an output shaft of the transmission, 4 is a front wheel, and 5 is a rear wheel.
第１図の実施例においては、変速機出力軸８に歯車６を
固着し、この歯車６によ・り前輪差動装置７を駆動する
ようにする。７ａはそのファイナルギヤ、７ｂはギヤ７
ａと一体のデフケース、７Ｃはピニオンメート、７ｄは
ビニオンメートシャフト、７ｅはサイドギヤ、８はこれ
ら左右のサイドギヤ７ｅとそれぞれ連結した前車軸であ
る。In the embodiment shown in FIG. 1, a gear 6 is fixed to the transmission output shaft 8, and the gear 6 drives the front wheel differential 7. 7a is its final gear, 7b is gear 7
7C is a pinion mate, 7d is a pinion mate shaft, 7e is a side gear, and 8 is a front axle connected to the left and right side gears 7e, respectively.
またデフケース？ｂと一体の軸筒７ ｂ’に第１歯車９
と第２歯車１０を設け、第１歯車９は第２歯車１０より
やＮ大きくする。１１は軸筒７ ｂ’と平行に設けた軸
で、この軸１１に前記歯車９，１０とそれぞれ噛合する
歯車１２．１８を回転自在に設け、歯車１２と軸１１と
の間に粘性クラッチ１４を介装すると共に、歯車１Ｂと
軸１１との間に一方向クラッチ１５を設け、この一方向
クラッチ１５は車両の前進時において、後輪が前輪より
所定の範囲以上に低い回転になった時に、前輪駆動の動
力を後輪に伝えるものとする。Another differential case? The shaft cylinder 7 integrated with b and the first gear 9 b'
and a second gear 10 are provided, and the first gear 9 is made slightly larger than the second gear 10 by N. Reference numeral 11 denotes a shaft provided parallel to the shaft cylinder 7 b'. Gears 12 and 18 that mesh with the gears 9 and 10, respectively, are rotatably provided on this shaft 11. A viscous clutch 14 is connected between the gear 12 and the shaft 11. At the same time, a one-way clutch 15 is provided between the gear 1B and the shaft 11, and this one-way clutch 15 is activated when the rear wheels rotate lower than a predetermined range than the front wheels when the vehicle is moving forward. , which transmits power from the front wheel drive to the rear wheels.
また１６は軸１１に固着した方向変換用の傘歯車で、１
７は傘歯車１６と噛合する傘歯車、１８は傘歯車１７と
連結した後輪駆動軸、１９は軸１８に固着した傘歯車、
２０はこの傘歯車１９と噛合する後輪差動装置、２１は
後車軸である。16 is a bevel gear for direction change fixed to the shaft 11;
7 is a bevel gear meshing with the bevel gear 16; 18 is a rear wheel drive shaft connected to the bevel gear 17; 19 is a bevel gear fixed to the shaft 18;
20 is a rear wheel differential that meshes with this bevel gear 19, and 21 is a rear axle.
つぎに上述のように構成した本発明装置の作用を説明す
る。この装置を取りつけた車両の前輪４と後輪５とは、
通常はぼ同じ速度で回転するため、一方向クラッチ１５
は通常フリーになっており１、粘性クラッチ１４のみに
よって後輪５にも動力が伝達されている。また通常のカ
ーブ走行においても、粘性クラッチ１４が若干の回転差
を許容するのでスムーズな走行ができる。Next, the operation of the apparatus of the present invention constructed as described above will be explained. The front wheels 4 and rear wheels 5 of a vehicle equipped with this device are:
Normally, they rotate at approximately the same speed, so the one-way clutch 15
is normally free 1, and power is also transmitted to the rear wheels 5 only by the viscous clutch 14. Furthermore, even when the vehicle is running on a normal curve, the viscous clutch 14 allows a slight difference in rotation, so that the vehicle can run smoothly.
しかしながら、路面のスリップ現象等により、前輪４が
後輪５よりｉしく速い速度で回転しようとしても、本発
明装置によれば、第２歯車１０、歯車１Ｂおよび一方向
クラッチ１５を介して軸１１が駆動されるため、前後輪
の回転差は所定の範囲、即ち第１、第２歯車９，１００
大きさの比率、云いかえれば、前輪の回転数は、後輪の
回転数に対して、歯車１０．１８のギヤ比と、歯車１６
．１７のギヤ比と、後輪終減速比との積の逆数以上には
ならない。このため前後輪が共に駆動される状態で走行
することができ・る。However, even if the front wheels 4 try to rotate at a faster speed than the rear wheels 5 due to a slipping phenomenon on the road surface, etc., according to the device of the present invention, the shaft 11 is driven, the rotation difference between the front and rear wheels is within a predetermined range, that is, the first and second gears 9 and 100.
The ratio of the size, in other words, the rotation speed of the front wheels is the gear ratio of gear 10.18 and the rotation speed of gear 16 relative to the rotation speed of the rear wheels.
．． 17 and the final reduction ratio of the rear wheels. This allows the vehicle to travel with both the front and rear wheels being driven.
° 転生径の旋回における前後輪の回転数の差を標準
として設定することが望ましい。° It is desirable to set the difference in rotational speed between the front and rear wheels when turning with the transfer radius as a standard.
また第２図は本発明の他の実施例を示すもので、この場
合は変速機出力軸３に第１スブロケシト２２と第２スプ
ロケツト２Ｂを設けると共に、一方向クラッチ１５を介
して直列に配置した前輪駆動軸２４と後輪駆動軸２５と
を、前記変速機出力軸８と平行−に設け、前輪駆動軸２
４に第２スプロケツト２８と対応するスズロケット２６
を固着し、これらスプロケット２８．２６にチェノ２７
をかけ渡すと共に、後輪駆動軸２５に第１スプロゲツト
２２と対応するスプロケット２８を回転自在に設け、こ
れらスプロケット２２．２８間にチェノ２９をかけ渡し
、さらに後輪駆動軸２５とスプロケット２８とを粘性ク
ラッチ１４を介して連結する。すなわちこれは縦置変速
機のトランスファ一部分に本発明を応用したものである
。尚この場合はスズロケット２６．２８のギヤ比（スプ
ロケット２Ｂの径／スプロケット２６の径）と、スプロ
ケット２２．２８のギヤ比（スプロケット２８の径／ス
プロケット２２の径）との積を１以下の所定値とし、軸
２４と２５とが該所定値の回転比となるように設定し、
且つ、後輪の終減速比を該所定値の逆数弁だけ前輪の終
減速比より大きく設定する。FIG. 2 shows another embodiment of the present invention, in which a first sprocket 22 and a second sprocket 2B are provided on the transmission output shaft 3, and are arranged in series via a one-way clutch 15. A front wheel drive shaft 24 and a rear wheel drive shaft 25 are provided parallel to the transmission output shaft 8.
4, the second sprocket 28 and the corresponding tin rocket 26
and fix the cheno 27 to these sprockets 28 and 26.
At the same time, a sprocket 28 corresponding to the first sprocket 22 is rotatably provided on the rear wheel drive shaft 25, a chino 29 is stretched between these sprockets 22 and 28, and the rear wheel drive shaft 25 and sprocket 28 are also connected. The connection is made via a viscous clutch 14. That is, this is an application of the present invention to a transfer portion of a longitudinally mounted transmission. In this case, the product of the gear ratio of the tin rocket 26.28 (diameter of sprocket 2B/diameter of sprocket 26) and the gear ratio of sprocket 22.28 (diameter of sprocket 28/diameter of sprocket 22) must be 1 or less. a predetermined value, and set the shafts 24 and 25 to have a rotation ratio of the predetermined value;
Further, the final reduction ratio of the rear wheels is set to be larger than the final reduction ratio of the front wheels by the reciprocal value of the predetermined value.
この実施例の場合も通常走行時には、前輪は軸２４を介
して駆動され、後輪は粘性クラッチ１４と軸２５を介し
て駆動される。しかしながら前輪が後輪よりも異常に高
い回転数で回転しようとすると、一方向クラッチ１５が
作動するため、後輪は前輪より上記所定値に対応した低
い回転数で駆動される。したがって作用効果は第１図の
ものと同様である。Also in this embodiment, during normal running, the front wheels are driven via the shaft 24, and the rear wheels are driven via the viscous clutch 14 and the shaft 25. However, if the front wheels try to rotate at an abnormally higher rotation speed than the rear wheels, the one-way clutch 15 is activated, so that the rear wheels are driven at a lower rotation speed corresponding to the predetermined value than the front wheels. Therefore, the operation and effect are similar to those in FIG.
また第３図は本発明のさらに他の実施例を示すもので、
これは前輪駆動軸（図示せず）より分岐した後輪駆動軸
８０の途中において本発明を実施したものである。Further, FIG. 3 shows still another embodiment of the present invention,
This is an embodiment of the present invention in the middle of a rear wheel drive shaft 80 branched from a front wheel drive shaft (not shown).
すなわちこの場合は、後輪駆動軸８ｏの途中に一方向ク
ラッチ１５を介挿し、このクラッチ１５より前方の軸８
０に歯車８１を固着すると共Ｋ。That is, in this case, a one-way clutch 15 is inserted in the middle of the rear wheel drive shaft 8o, and the shaft 8 in front of this clutch 15 is
If the gear 81 is fixed to 0, it is also K.
クラッチ１５より後方の軸８０に歯車８２を回転自在に
設け、これら歯車８１と８２にそれぞれ噛合する増速歯
車ａＳ、ａ４を軸８５に固着して設け、歯車８２とクラ
ッチ１５より後方の後輪駆動軸８０とを粘性クラッチ１
４を介して接続する。A gear 82 is rotatably provided on a shaft 80 behind the clutch 15, and speed increasing gears aS and a4 that mesh with these gears 81 and 82, respectively, are fixed to the shaft 85. The drive shaft 80 and the viscous clutch 1
Connect via 4.
なおこの場合は図示してないが、後輪の終減速比を前記
した増速歯車８１，１３８，８４．８２による増速弁だ
け、前輪の終減速比より大きくする。In this case, although not shown, the final reduction ratio of the rear wheels is made larger than the final reduction ratio of the front wheels only by the speed increasing valves formed by the speed increasing gears 81, 138, 84, and 82.
したがってこの実施例の場合も、通常走行時には、後輪
は粘性−クラッチ１４を介して駆動されるが、前輪が後
輪より異常に高い回転数で回転しようとすると、一方向
クラッチが作動するため、後輪は前輪より所定の範囲低
い回転数で駆動される。Therefore, in this embodiment as well, during normal driving, the rear wheels are driven via the viscous clutch 14, but when the front wheels try to rotate at an abnormally higher rotation speed than the rear wheels, the one-way clutch is activated. , the rear wheels are driven at a rotation speed that is lower than the front wheels by a predetermined range.
このため作用効果も前記実施例と同様である。Therefore, the effect is also the same as that of the above embodiment.
また第４図は第８図の変形例を示すもので、この場合は
第８図の粘性クラッチ１４と一方向クラッチ１５の配置
を置換すると共に、歯車列８１゜８Ｂ、８４．８２を減
速歯車装置とした点が異なっている。なおこの場合、後
輪の終減速比は前輪の終減速比と同じでよい。FIG. 4 shows a modification of FIG. 8, in which the arrangement of the viscous clutch 14 and one-way clutch 15 in FIG. 8 is replaced, and the gear trains 81° 8B and 84. The difference is that it is a device. In this case, the final reduction ratio of the rear wheels may be the same as the final reduction ratio of the front wheels.
この実施例の作用効果も前記各実施例と同様である。The effects of this embodiment are also the same as those of the previous embodiments.
本発明四輪駆動車は上述の通りであるから、通常のカー
ブ走行時等における前輪と後輪の間の回転差を粘性クラ
ッチの作用によって吸収できるから、タイヤが滑ること
がなくなると共に、タイヤの摩耗も減少し、さらに燃費
も向上するという効果が得られる。Since the four-wheel drive vehicle of the present invention is as described above, the difference in rotation between the front wheels and the rear wheels during normal curve driving can be absorbed by the action of the viscous clutch, so that the tires do not slip and the tire This has the effect of reducing wear and further improving fuel efficiency.
また従来の四輪駆動車では、小さな回転半径で回転（−
ようとすると制動現象が起きる不具合があり、中央差動
装置を有するものでは、滑り易い路面において、四輪中
の一輪でもスリップすると車が動けな（なるため、デフ
ロック機構を余分に備える必要があったが、本発明によ
れば、前記した制動現象はなくなる上に、前輪がスリッ
プしそうになると、後輪も前輪よりゃ〜低い回転数で駆
動されるため、車が動けなくなる等のおそれはなくなる
というすぐれた効果が得られる。In addition, conventional four-wheel drive vehicles rotate with a small turning radius (-
However, if one of the four wheels slips on a slippery road surface, the car will be unable to move (this is why it is necessary to provide an extra differential lock mechanism). However, according to the present invention, the above-mentioned braking phenomenon is eliminated, and when the front wheels are about to slip, the rear wheels are also driven at a lower rotation speed than the front wheels, so there is no risk of the car becoming stuck. Excellent results can be obtained.
第２図〜第４図は本発明の要部の他の実施例を示。す説
明図である。
１・・・原動機 ２・・・変速機８・・・変
速機出力軸 ４・・・前輪５・・・後輪
６・・・歯車７・・・前輪差動装置 ８・・・
前車軸９・・・第１歯車 １０・・・第２歯車
１１・・・軸 １２ 、１Ｂ・・・歯車１
４・・・粘性クラッチ １５・・・一方向クラッチ
１６ 、１７・・・傘歯車 １８・・・後輪駆動軸
１９・・・傘歯車 ２０・・・後輪差動装置
２１・・・後車軸。
手続補正書
昭和５８年５月１１日
１、事件の表示
昭和５８年 特 許 願第５２１＋ｏ 号２、発明の名
称
四輪駆動車
３、補正をする者
事件との関係 特許出願人
（３９９）日産自動車株式会社
電話（５８１） ２２４１番（代表）
５゜
６、補正の対象 図面
７、補正の内容 （別紙の通り）
曹
（訂正図）
３３
３５
ゝ（支）2 to 4 show other embodiments of the main parts of the present invention. FIG. 1... Prime mover 2... Transmission 8... Transmission output shaft 4... Front wheel 5... Rear wheel
6...Gear 7...Front wheel differential 8...
Front axle 9...first gear 10...second gear 11...shaft 12, 1B...gear 1
4... Viscous clutch 15... One-way clutch 16, 17... Bevel gear 18... Rear wheel drive shaft 19... Bevel gear 20... Rear wheel differential device 21... Rear axle . Procedural amendment dated May 11, 1981 1. Indication of case 1988 Patent Application No. 521+o 2. Title of invention 4-wheel drive vehicle 3. Person making the amendment Relationship to the case Patent applicant (399) Nissan Jidosha Co., Ltd. Telephone number (581) 2241 (main) 5゜6, subject of amendment Drawing 7, contents of amendment (as attached) Cao (corrected drawing) 33 35ゝ (branch)
Claims (1)
または粘性クラッチ等の若干の回転差を許容するクラッ
チで連結すると共に、後輪が前輪より所定範囲以上に低
い回転になった時に、前輪駆動の動力により一方向クラ
ッチを介して後輪を駆動するように構成したことを特徴
とする四輪駆動車。L In a four-wheel drive vehicle, the front wheels and rear wheels are connected by a clutch that allows a slight difference in rotation, such as a fluid clutch or a viscous clutch, and when the rear wheels are rotated below a predetermined range than the front wheels, the front wheels are connected. A four-wheel drive vehicle characterized in that the rear wheels are driven by drive power via a one-way clutch.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5214083A JPS59179425A (en) | 1983-03-28 | 1983-03-28 | Four-wheel-drive car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5214083A JPS59179425A (en) | 1983-03-28 | 1983-03-28 | Four-wheel-drive car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59179425A true JPS59179425A (en) | 1984-10-12 |
Family
ID=12906565
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5214083A Pending JPS59179425A (en) | 1983-03-28 | 1983-03-28 | Four-wheel-drive car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59179425A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4699237A (en) * | 1985-12-05 | 1987-10-13 | Fuji Jukogyo Kabushiki Kaisha | Four-wheel drive system for motor vehicles |
| US4744435A (en) * | 1986-03-25 | 1988-05-17 | Volkswagen Ag | Motor vehicle having all-wheel drive |
| JPS63284027A (en) * | 1987-04-28 | 1988-11-21 | シユタイル−ダイムレル−プーフ・アクチエンゲゼルシヤフト | Drive for automobile |
| US4819506A (en) * | 1986-07-18 | 1989-04-11 | Fuji Jukogyo Kabushiki Kaisha | Power transmitting system for a four-wheel drive vehicle |
| US4907472A (en) * | 1987-04-30 | 1990-03-13 | Fuji Jukogyo Kabushiki Kaisha | Power transmitting system for a four-wheel drive vehicle |
| US4923029A (en) * | 1986-10-21 | 1990-05-08 | Steyr-Daimler-Puch Ag | Drive means for all-wheel-driven motor vehicles |
| US4981191A (en) * | 1988-01-18 | 1991-01-01 | Honda Giken Kogyo Kabushiki Kaisha | Front and rear road wheel drive apparatus for motor vehicle |
| US5012884A (en) * | 1985-11-05 | 1991-05-07 | Honda Giken Kogyo Kabushiki Kaisha | Antilock braking method and apparatus for a four-wheel drive vehicle |
-
1983
- 1983-03-28 JP JP5214083A patent/JPS59179425A/en active Pending
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5012884A (en) * | 1985-11-05 | 1991-05-07 | Honda Giken Kogyo Kabushiki Kaisha | Antilock braking method and apparatus for a four-wheel drive vehicle |
| US4699237A (en) * | 1985-12-05 | 1987-10-13 | Fuji Jukogyo Kabushiki Kaisha | Four-wheel drive system for motor vehicles |
| US4744435A (en) * | 1986-03-25 | 1988-05-17 | Volkswagen Ag | Motor vehicle having all-wheel drive |
| US4819506A (en) * | 1986-07-18 | 1989-04-11 | Fuji Jukogyo Kabushiki Kaisha | Power transmitting system for a four-wheel drive vehicle |
| US4923029A (en) * | 1986-10-21 | 1990-05-08 | Steyr-Daimler-Puch Ag | Drive means for all-wheel-driven motor vehicles |
| JPS63284027A (en) * | 1987-04-28 | 1988-11-21 | シユタイル−ダイムレル−プーフ・アクチエンゲゼルシヤフト | Drive for automobile |
| JPH0523210B2 (en) * | 1987-04-28 | 1993-04-02 | Steyr Daimler Puch Ag | |
| US4907472A (en) * | 1987-04-30 | 1990-03-13 | Fuji Jukogyo Kabushiki Kaisha | Power transmitting system for a four-wheel drive vehicle |
| US4981191A (en) * | 1988-01-18 | 1991-01-01 | Honda Giken Kogyo Kabushiki Kaisha | Front and rear road wheel drive apparatus for motor vehicle |
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