JPS60143170A - Anti-skid mechanism for four wheel drive car - Google Patents
Anti-skid mechanism for four wheel drive carInfo
- Publication number
- JPS60143170A JPS60143170A JP58246747A JP24674783A JPS60143170A JP S60143170 A JPS60143170 A JP S60143170A JP 58246747 A JP58246747 A JP 58246747A JP 24674783 A JP24674783 A JP 24674783A JP S60143170 A JPS60143170 A JP S60143170A
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- brake
- front wheel
- rear wheels
- brake pressure
- 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
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/322—Systems specially adapted for vehicles driven by more than one axle, e.g. Four Wheel-Drive vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、前後輪がエンジンにより駆動される四輪駆・
動車両であって、運転・者の選択により前輪駆動又は後
輪駆動に切換可能な断続機を備えた車両のアンデスキッ
ド装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention provides a four-wheel drive vehicle in which the front and rear wheels are driven by an engine.
The present invention relates to an unskid device for a vehicle that is equipped with a disconnector that can switch between front-wheel drive and rear-wheel drive at the driver's discretion.
従来から、アンチスキッド装置は、車輪又はその車輪と
一体的に回転する駆動軸に車輪速度センサーを設けて車
輪速度を検出し、車輪の減速度が所定の基準値を越える
か或は車輪のスリップ率が所定の基準値を越えると車輪
に加えられているブレーキ圧力が過度に上昇しロソクイ
頃向が発生したとコントロールユニットで判定し、ブレ
ーキ圧力を制御する制御装置によりロック傾向を発生し
た車輪のブレーキ圧力を低下させ、ロック傾向が解除す
ると再びブレーキ圧力を上昇させて最適のブレーキ圧力
に制御するようにしている。すなわち、車輪の減速度或
はスリップ重環車輪速度の変化によって車輪に加えられ
ているブレーキ圧力が最適か否かを判断している。Conventionally, anti-skid devices detect the wheel speed by installing a wheel speed sensor on a wheel or a drive shaft that rotates integrally with the wheel. When the brake rate exceeds a predetermined reference value, the control unit determines that the brake pressure applied to the wheels has increased excessively and a locking tendency has occurred, and the control device that controls the brake pressure controls the wheels that have a tendency to lock. The brake pressure is lowered, and when the tendency to lock is released, the brake pressure is increased again to control the brake pressure to the optimum level. That is, it is determined whether the brake pressure applied to the wheels is optimal based on changes in wheel deceleration or slip ring wheel speed.
トコロチ、前後輪がエンジンによって駆動される四輪駆
動車両においては、前輪と後輪が駆動軸およびエンジン
を介して一体的に連絡しているため、例えば、前輪のブ
レーキ圧力が過度に上冒しその車輪が著しく減速される
と、その減速が前輪駆動軸を介してエンジンに伝達され
てエンジンが減速し、更に後輪駆動軸を介し゛ζ後輪に
伝達され後輪が、それに加えられているブレーキ圧力に
関係なく前輪の減速に同期して著しく減速するという現
象を４−シる。後輪に所定値以」−の減速度か発生ずる
と、コントロールユニット
ド傾向が発生したと判断してブレーキ圧力制御信号、す
なわち、ブレーキ圧力弛め信号婆発生し、そのブレーキ
圧力を低下さーＵることとなる。その結果、後輪のブレ
ーキ圧力が必要以」−に低１マし、後輪に十分なブレー
キ力が発生せず、ブレーキ距離か必要以上に長くなると
いう問題を生じる。In a four-wheel drive vehicle where the front and rear wheels are driven by the engine, the front and rear wheels are integrally connected via the drive shaft and the engine, so for example, the brake pressure on the front wheels may be excessively applied. When the wheels are significantly decelerated, the deceleration is transmitted to the engine via the front wheel drive shaft, causing the engine to decelerate, which is further transmitted to the rear wheels via the rear wheel drive shaft, and the rear wheels are added to the deceleration. To eliminate the phenomenon of significant deceleration in synchronization with deceleration of the front wheels regardless of brake pressure. When the rear wheel decelerates below a predetermined value, the control unit determines that a tendency has occurred and generates a brake pressure control signal, that is, a brake pressure release signal, to reduce the brake pressure. It will be U. As a result, the brake pressure on the rear wheels is lower than necessary, resulting in a problem that sufficient braking force is not generated on the rear wheels and the braking distance becomes longer than necessary.
本発明は、」二連の問題点に鑑みてなされたものであっ
て、アンチスキッド装置が作動すると、エンジンと１１
；１輪駆動軸又は後輪駆動軸のいずれか一方との間の駆
動接続を断続する断続機を遮断して、前輪と後輪との同
期現象を防止し、前後輪共最適なブレーキ圧力制御を行
うようにした四輪駆動車両用アンデスキッド装置を提供
することを目的とする。The present invention was made in view of the two problems, and when the anti-skid device is activated, the engine and engine
;The interrupter that cuts off the drive connection with either the single-wheel drive shaft or the rear-wheel drive shaft is cut off to prevent synchronization between the front and rear wheels, providing optimal brake pressure control for both the front and rear wheels. An object of the present invention is to provide an unskid device for a four-wheel drive vehicle that performs the following steps.
すなわち、ブレーキ圧力制御信号が発生ずると、その信
号に基づいて駆動接続を断続する断続機を遮断して、前
輪と後輪との駆動軸およびエンジンを介する一体的連結
を解除し、前輪および後輪の車輪速度がそれぞれの車輪
に加えられるブレーキ圧力のみに依存して変化すること
を保障し、ブレーキ距離が延びることを防止するように
したことである。That is, when a brake pressure control signal is generated, the interrupter that disconnects and disconnects the drive is cut off based on that signal, and the integral connection between the front and rear wheels via the drive shaft and engine is released, and the front and rear wheels are disconnected. This ensures that the wheel speed of the wheels varies only depending on the braking pressure applied to each wheel, thus preventing the braking distance from increasing.
以下、本発明の実施例に従って詳しく説明する。図にお
いて、１はエンジン、２はｌ・ランスミソシコンであっ
て、トランスミソシコン２は前１６ 駆動軸３、４を介
して前輪５、６に連結し、また、トランスミッション２
とプロペラシャフト７との間の連結を遮断および接続す
る断続機８、プロペラシャフト７、デファレンシャルギ
ヤ９、リアアクスル１０、１１を介して後輪１２、１３
に連結している。そして、プロペラシャフト７、デファ
レンシャルギヤ９、リアアクスル１０、１１により後輪
駆動軸を構成している。Hereinafter, the present invention will be described in detail according to embodiments. In the figure, 1 is an engine, and 2 is an lance transmission system.
and the rear wheels 12 and 13 via the interrupter 8 which disconnects and connects the connection between the propeller shaft 7, the propeller shaft 7, the differential gear 9, and the rear axles 10 and 11.
is connected to. The propeller shaft 7, differential gear 9, and rear axles 10 and 11 constitute a rear wheel drive shaft.
各車輪５、６、１２、１３には、従来公知の構造の車輪
速度センサー１４、１５、１６、１７がそれぞれ装着さ
れ、各車輪の回転速度すなわち車輪速度に比例した電気
信号を配線１８、１９、２０、２１を介して、コントロ
ールユニット２２に送出スる。コントロールユニット２
２は、従来公知の構成でよく、配線１日、１９、２０、
２１から伝達された車輪速度信号をそれぞれ評価し、車
輪の減速度が所定の基準値を越えるか又はそのスリップ
率が所定の基準値を越えると、ブレーキ弛め信号をそれ
ぞれの車輪に対応して出力綿２３、２４、２５、２６を
介してブレーキ）１ニカ制御３１１装Ｗ２７に出力する
。制御装置２７は、従来公知のものであって、ブレーキ
管路２８， ２９を介して、タンデムマスタシリンダ３
０の各液圧発生室に接続するとともに、ブレーキ管路３
１、３２、３３、３４を介して、前輪５、６および後輪
１２、１３のブレーキ装置３５、３６、３７、３８にそ
れぞれ接続しており、コントロールユニット２２の出力
線２３に弛め信号が出力されるとブレーキ装置３５のブ
レーキ圧力を、出力綿２４に弛め信号が出力されるとブ
レーキ装置３６のブレーキ圧力を出力線２５に弛め信号
が出力されるとブレーキ装置３７のブレーキ圧力を、ま
た、出力線２６に弛め信号が出力されるとブレーキ装置
３８のブレーキ圧力をそれぞれ低下さゼるよう作用する
。Each wheel 5, 6, 12, 13 is equipped with a wheel speed sensor 14, 15, 16, 17 of a conventionally known structure, and an electric signal proportional to the rotational speed of each wheel, that is, the wheel speed is transmitted to wires 18, 19. , 20, 21 to the control unit 22. control unit 2
2 may have a conventionally known configuration, such as wiring 1st, 19th, 20th,
21, and if the deceleration of the wheel exceeds a predetermined reference value or the slip ratio exceeds a predetermined reference value, a brake release signal is sent to each wheel. It is outputted to the brake control unit 311 W27 via the output wires 23, 24, 25, and 26. The control device 27 is a conventionally known device, and controls the tandem master cylinder 3 via brake pipes 28 and 29.
In addition to connecting to each hydraulic pressure generating chamber of 0, the brake pipe line 3
The brake devices 35, 36, 37, and 38 of the front wheels 5, 6 and the rear wheels 12, 13 are connected to the brake devices 35, 36, 37, and 38 of the front wheels 5, 6, and the rear wheels 12, 13 through terminals 1, 32, 33, and 34, respectively, and a release signal is sent to the output line 23 of the control unit 22. When a signal is output, the brake pressure of the brake device 35 is relaxed, and when a signal is output, the brake pressure of the brake device 36 is released to the output line 25. When a signal is output, the brake pressure of the brake device 37 is relaxed. Further, when a release signal is output to the output line 26, the brake pressure of the brake device 38 is reduced.
３９はＯＲゲートであってその入力側はコントロールユ
ニット２２の出力線２３、２４、２５、２６に接続し、
その出力側は、人力信号消滅後所定の時間出力信号を保
持し続ける復帰遅延タイマ４０の入力端に接続し、その
出力側Ｂ接点４１有するリレーのコイル４２に接続して
いる。４３は運転者により操作される駆動輪選択スイッ
チてあって、一端は車両のバッテリ等の電源に接続され
、スイッチ４３が閉じ、かつＢ接点４１が閉じている状
態では、電磁装置４４が作動し、破線４５で示される操
作系を介して断続機８を接続位置に保っている。運転者
が駆動輪選択スイッチ４３を遮断するか又はコイル４２
が励磁しＢ接点４１が遮断すると、電磁袋；〃４４が非
作動位置に戻り、断続機８が遮断位置になり、トランス
ミッション２とプロペラシャフト７との連結が解け、ト
ランスミッション２は前輪駆動軸３．４ ニ（７）み連
結する。39 is an OR gate whose input side is connected to the output lines 23, 24, 25, 26 of the control unit 22,
Its output side is connected to the input end of a recovery delay timer 40 that continues to hold the output signal for a predetermined time after the human input signal disappears, and is connected to the coil 42 of a relay having a B contact 41 on its output side. Reference numeral 43 denotes a drive wheel selection switch operated by the driver, one end of which is connected to a power source such as a vehicle battery, and when the switch 43 is closed and the B contact 41 is closed, an electromagnetic device 44 is activated. , the interrupter 8 is maintained in the connected position via an operating system indicated by a broken line 45. Either the driver shuts off the drive wheel selection switch 43 or the coil 42
is excited and the B contact 41 is cut off, the electromagnetic bag 44 returns to the non-operating position, the interrupter 8 goes to the cut-off position, the transmission 2 is disconnected from the propeller shaft 7, and the transmission 2 is connected to the front wheel drive shaft 3. .4 Connect 2 (7).
なお、ＯＲゲート３９、復帰遅延タイマ４０、コイル４
２、その接点４１により断続機８を遮断する回路を構成
する。In addition, OR gate 39, recovery delay timer 40, coil 4
2. The contact 41 constitutes a circuit that interrupts the interrupter 8.
次に、上述の実施例の作用について説明する。Next, the operation of the above embodiment will be explained.
今、車両が走行している状態でブレーキが操作され、タ
ンデムマスクシリンダ３０に液圧が発生ずると、ブレー
キ圧液は、ブレーキ管路２Ｂ、２９、Ｘ１ｉｌ制御装置
２７、ブレーキ管路３１．３２．３３．３４を通って各
車輪のブレーキ装置３５．３６．３７．３８に供給され
、ブレーキが作用する。そして、ブレーキ操作を強くす
るか、或は路面の摩擦係数が低くなつ“どおり、例えば
、前輪６の減速度が著しく大きくなると、その車輪速度
の変化は車輪速度センサー１５により検出され、その出
力信号が配線１９を介してコントロールユニット２２に
伝達される。コントロールユニノＩ・内ではその車輪速
度の変化ずなわら車輪減速度所定の基準減速度と比較さ
れ、車輪減速度が基準減速度を越えるとブレーキ弛め信
号を出力線２４に出力する。その結果、制御装置２７が
作動し、車輪６のブレーキ装置３６に供給しているブレ
ーキ液圧が低下する。それと同時に、出力綿２４にブレ
ーキ弛め信号が発生ずると、その信号はＯＲゲート３９
に伝達されるので、ＯＲゲートの出力がハイとなり、復
帰遅延タイマ４０の出力がハイとなり、リレーのコイル
４２か励磁し、Ｂ接点４１を開放する。そのため、電磁
装置４４が消磁し、断続機８が遮断位置となり、前輪駆
動軸３．４とプロペラシャフト７との連結が断たれ、前
輪Ｇの車輪速度の変化が前輪駆動軸４、トランスミソシ
コン２を介して後輪１２．１３に伝達されることはな（
なる。従って後輪Ｉ２．１３の車輪速度はブレーキ装置
３７．２８に供給されるブレーキ液圧を路面の摩擦係数
のみに依存して変化することとなる。Now, when the brake is operated while the vehicle is running and hydraulic pressure is generated in the tandem mask cylinder 30, the brake pressure fluid is transferred to the brake lines 2B and 29, the X1il control device 27, and the brake lines 31 and 32. .33.34 to the brake equipment 35.36.37.38 of each wheel, and the brakes are applied. Then, when the brake operation is strengthened or the friction coefficient of the road surface is lowered, for example, when the deceleration of the front wheels 6 becomes significantly large, the change in wheel speed is detected by the wheel speed sensor 15, and its output signal is is transmitted to the control unit 22 via the wiring 19.In the control unit I, the wheel deceleration is compared with a predetermined reference deceleration regardless of the change in the wheel speed, and if the wheel deceleration exceeds the reference deceleration. and a brake release signal is output to the output line 24. As a result, the control device 27 is activated, and the brake fluid pressure supplied to the brake device 36 of the wheel 6 is reduced.At the same time, a brake release signal is output to the output line 24. When a signal is generated, the signal is passed through the OR gate 39.
As a result, the output of the OR gate becomes high, the output of the recovery delay timer 40 becomes high, the coil 42 of the relay is energized, and the B contact 41 is opened. Therefore, the electromagnetic device 44 is demagnetized, the interrupter 8 is placed in the cutoff position, the connection between the front wheel drive shaft 3.4 and the propeller shaft 7 is severed, and the change in the wheel speed of the front wheel G is caused by the change in the front wheel drive shaft 4, the transmission 2 to the rear wheels 12.13 (
Become. Therefore, the wheel speed of the rear wheel I2.13 changes depending only on the brake fluid pressure supplied to the brake device 37.28 and the coefficient of friction of the road surface.
制御装置２７によりブレーキ装置３６の液圧が低下する
と車輪６のロック傾向は解除し、出力綿２４のブレーキ
弛め信号は消滅し、制御装置が非作動位置に戻り、ブレ
ーキ装置３６のブレーキ液圧は再び上ｙｒする。ブレー
キ弛め信号が消滅するとＯＲケート３９の出力がローと
なるずなわち消滅するが、復帰遅延タイマ４０の出力は
、その遅延作用によりハイのまま保持されるのでコイル
４２は励磁状態のままであり、断続機は遮断状態に保た
れる。なお、復帰遅延タイマー４０の遅延時間はブレー
キ弛め信号が消滅してから次のブレーキ弛め信号が発生
ずるまでの時間よりも長く設定している。When the hydraulic pressure of the brake device 36 is reduced by the control device 27, the locking tendency of the wheels 6 is released, the brake release signal of the output cotton 24 disappears, the control device returns to the non-operating position, and the brake fluid pressure of the brake device 36 is reduced. goes up again. When the brake release signal disappears, the output of the OR gate 39 becomes low or disappears, but the output of the return delay timer 40 remains high due to its delay action, so the coil 42 remains in the excited state. Yes, the interrupter is kept disconnected. Note that the delay time of the return delay timer 40 is set longer than the time from when the brake release signal disappears until the next brake release signal is generated.
以下、上述のコントロールユニット２２、ηｉ１１４１
１１ 装置２７によるブレーキ液圧の低下および上昇が
繰返されブレーキ液圧は最適に制御される。Hereinafter, the above-mentioned control unit 22, ηi1141
11 The brake fluid pressure is repeatedly lowered and increased by the device 27, and the brake fluid pressure is optimally controlled.
なお、車輪６以外の他の車輪についても同様に制御され
る。Note that wheels other than wheel 6 are similarly controlled.
以上の説明から明らかな通り、本発明は、コントロール
ユニットからブレーキ圧力制御信号が発生ずると、その
信号に基づい°ζ断続機を遮断するようにしているので
、前輪又は後輪の車輪速度の変化が駆動軸を介して後輪
又は前輪に伝達されることがなく、前輪および後１ｗｉ
を互いに独立に最適に制御することができる。As is clear from the above explanation, when the brake pressure control signal is generated from the control unit, the interrupter is cut off based on the signal, so that the wheel speed of the front or rear wheels changes. is not transmitted to the rear wheels or front wheels via the drive shaft, and the front wheels and rear wheels are
can be optimally controlled independently of each other.
なお、本発明は、以上の実施例に限定されるものではな
くその技術的思想の範囲内で多くの態様が可能である。Note that the present invention is not limited to the above-described embodiments, but can be modified in many ways within the scope of its technical concept.
本実施例においては、各車輪のブレーキ圧力をそれぞれ
独立に制御するようにしているが、これに代えて、前輪
は各車輪毎に後輪は両輪を共通に制御してもよく、また
前輪、後輪とも両輪を共通に制御してもよい。また、本
実施例では、ブレーキ圧力制御信号としてブレーキ弛め
信号を用いたが、供給弁要素と排出弁要素を用いブレー
キ圧力を保持、低下および上昇さセる形式のものにおい
ては、ブレーキ圧力制御信号としてブレーキ保持又は、
ブレーキ圧力低下信号を用いてもよい。更に本実施例に
おいては、運転者による駆動輪選択用の断続機を遮断機
として用いたが、新らたに断続機を設けてもよく、その
構造についても公知のものでよい。In this embodiment, the brake pressure of each wheel is controlled independently, but instead of this, the front wheels may be controlled for each wheel, and the rear wheels may be controlled for both wheels in common. Both rear wheels may be controlled in common. In addition, in this embodiment, a brake release signal was used as a brake pressure control signal, but in a type that uses a supply valve element and a discharge valve element to maintain, decrease, and increase brake pressure, brake pressure control Hold the brake as a signal or
A brake pressure drop signal may also be used. Furthermore, in this embodiment, the interrupter for the driver to select the driving wheel is used as the interrupter, but a new interrupter may be provided, and its structure may be of a known type.
図は、本発明の一実施例を示す。
１− エンジン ２−−−−− トランスミッション３
．４−−−−一前輪駆動軸 ５．６−−−−−一前輪７
−−−−−−−プロペラシャフト ８−一一一−−−断
続機９−−−−デファレンシャルギヤ
１０ 、Ｌｌ−−−リアアクスル １２．１３−−−−
−−・後輪１４．１５．１６．１７−・−一輪速度セン
サー２２−−コントロールユニット
２７−−−−−制御装置 ３０−、−−−−一タンデム
マスクシリンダ ３５．３６．３７．３Ｂ−−−−−ブ
レーキ装置３９−一一一−−ＯＲゲート ４０−−−−
−一復帰遅延タイマ４１−−−−Ｂ接点 ４２−一−−
−リレー４３−−−−−一駆動輪選択スイソチThe figure shows an embodiment of the invention. 1- Engine 2------- Transmission 3
．． 4------First front wheel drive shaft 5.6------First front wheel 7
-------- Propeller shaft 8-111 --- Intermittent gear 9 --- Differential gear 10, Ll --- Rear axle 12.13 ---
--- Rear wheel 14.15.16.17 --- Single wheel speed sensor 22 -- Control unit 27 --- Control device 30-, --- Tandem mask cylinder 35.36.37.3B- -----Brake device 39-111---OR gate 40---
−1 return delay timer 41−−−B contact 42−1−−
-Relay 43-----One drive wheel selection switch
Claims (1)
又は前輪駆動軸に装着され、前輪の車輪速度を検出する
前輪車輪速度センサーと、その後輪又は後輪駆動軸に装
着され、後輪の車輪速度を検出する後輪車輪速度センサ
ーと、前記前輪車輪速度センサーおよび後輪車輪速度セ
ンサーからの車輪速度信号を受け、車輪にロック傾向が
発生すると当該車輪のブレーキ圧力制御信号を出力する
コントロールユニットと、各前輪および後輪のブレーキ
装置に接続されるブレーキ管路中に配置され、前記ブレ
ーキ圧力制御信号を受けて当該車輪のブレーキ装置のブ
レーキ圧力を制御する制御装置と、前記ブレーキ圧力制
御信号が発生ずるとその信号に基づいて、エンジンと前
輪駆動軸又は後輪駆動軸のいずれか一方との間の駆動接
続を断続可能な断続機を遮断する回路とを備えている四
輪駆動車両用アンチスキッド装置。A front wheel speed sensor that is attached to the front wheel or front wheel drive shaft of a four-wheel drive vehicle whose front and rear wheels are driven by an engine and detects the wheel speed of the front wheel; a rear wheel speed sensor that detects speed; and a control unit that receives wheel speed signals from the front wheel speed sensor and the rear wheel speed sensor and outputs a brake pressure control signal for the wheel when a wheel tends to lock. , a control device disposed in a brake pipe connected to a brake device of each front wheel and a rear wheel, and configured to receive the brake pressure control signal and control the brake pressure of the brake device of the wheel; A circuit for a four-wheel drive vehicle, which is equipped with a circuit that cuts off a disconnector that can cut off the drive connection between the engine and either the front wheel drive shaft or the rear wheel drive shaft based on the signal generated when the signal is generated. skid equipment.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58246747A JPS60143170A (en) | 1983-12-29 | 1983-12-29 | Anti-skid mechanism for four wheel drive car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58246747A JPS60143170A (en) | 1983-12-29 | 1983-12-29 | Anti-skid mechanism for four wheel drive car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60143170A true JPS60143170A (en) | 1985-07-29 |
| JPH029981B2 JPH029981B2 (en) | 1990-03-06 |
Family
ID=17153052
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58246747A Granted JPS60143170A (en) | 1983-12-29 | 1983-12-29 | Anti-skid mechanism for four wheel drive car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60143170A (en) |
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61102328A (en) * | 1984-10-24 | 1986-05-21 | Nissan Motor Co Ltd | Four wheel drive vehicle |
| JPS626833A (en) * | 1985-07-02 | 1987-01-13 | Fuji Heavy Ind Ltd | Four wheel drive vehicle |
| JPS6243322A (en) * | 1985-08-22 | 1987-02-25 | Mazda Motor Corp | Brake controller for four-wheel drive car |
| JPS6243326A (en) * | 1985-08-22 | 1987-02-25 | Mazda Motor Corp | Brake controller for four-wheel drive car |
| JPS6243323A (en) * | 1985-08-22 | 1987-02-25 | Mazda Motor Corp | Brake controller for four-wheel drive car |
| JPS6243321A (en) * | 1985-08-13 | 1987-02-25 | Mazda Motor Corp | Brake controller for four-wheel drive car |
| JPS6243324A (en) * | 1985-08-22 | 1987-02-25 | Mazda Motor Corp | Brake controller for four-wheel drive car |
| JPS62198134U (en) * | 1986-06-10 | 1987-12-16 | ||
| US4735279A (en) * | 1985-11-05 | 1988-04-05 | Honda Giken Kogyo Kabushiki Kaishi | Four wheel drive vehicle with anti-lock braking system and associated methods |
| JPS6350727U (en) * | 1986-06-03 | 1988-04-06 | ||
| US4753131A (en) * | 1984-05-18 | 1988-06-28 | Alfred Teves Gmbh | Slip-controlled brake system for all-wheel driven road vehicles |
| US4765429A (en) * | 1985-11-05 | 1988-08-23 | Honda Giken Kogyo Kabushiki Kaisha | Four wheel drive vehicle with anti-lock braking system and associated method of operation |
| EP0217087B1 (en) * | 1985-08-13 | 1990-01-24 | Mazda Motor Corporation | Brake control system for four-wheel drive 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 |
| GB2221739B (en) * | 1988-06-10 | 1992-07-22 | Honda Motor Co Ltd | Method for controlling a change-over between two and four-wheel drive modes for a vehicle |
| US5184695A (en) * | 1988-06-10 | 1993-02-09 | Honda Giken Kogyo Kabushiki | Method for controlling a change-over between two and four-wheel drive modes for a vehicle |
| EP2540590A1 (en) * | 2010-02-23 | 2013-01-02 | AISIN AI Co., Ltd. | Power transmission device for four-wheel-drive hybrid vehicle |
| DE102005014801B4 (en) | 2005-03-31 | 2022-04-21 | Bayerische Motoren Werke Aktiengesellschaft | Method and device for controlling a brake system of a motor vehicle |
-
1983
- 1983-12-29 JP JP58246747A patent/JPS60143170A/en active Granted
Cited By (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4753131A (en) * | 1984-05-18 | 1988-06-28 | Alfred Teves Gmbh | Slip-controlled brake system for all-wheel driven road vehicles |
| JPS61102328A (en) * | 1984-10-24 | 1986-05-21 | Nissan Motor Co Ltd | Four wheel drive vehicle |
| JPH0420811B2 (en) * | 1984-10-24 | 1992-04-07 | Nissan Motor | |
| JPS626833A (en) * | 1985-07-02 | 1987-01-13 | Fuji Heavy Ind Ltd | Four wheel drive vehicle |
| JPS6243321A (en) * | 1985-08-13 | 1987-02-25 | Mazda Motor Corp | Brake controller for four-wheel drive car |
| EP0217087B1 (en) * | 1985-08-13 | 1990-01-24 | Mazda Motor Corporation | Brake control system for four-wheel drive vehicle |
| JPS6243326A (en) * | 1985-08-22 | 1987-02-25 | Mazda Motor Corp | Brake controller for four-wheel drive car |
| JPS6243324A (en) * | 1985-08-22 | 1987-02-25 | Mazda Motor Corp | Brake controller for four-wheel drive car |
| JPS6243322A (en) * | 1985-08-22 | 1987-02-25 | Mazda Motor Corp | Brake controller for four-wheel drive car |
| JPS6243323A (en) * | 1985-08-22 | 1987-02-25 | Mazda Motor Corp | Brake controller for four-wheel drive car |
| US4735279A (en) * | 1985-11-05 | 1988-04-05 | Honda Giken Kogyo Kabushiki Kaishi | Four wheel drive vehicle with anti-lock braking system and associated methods |
| US4765429A (en) * | 1985-11-05 | 1988-08-23 | Honda Giken Kogyo Kabushiki Kaisha | Four wheel drive vehicle with anti-lock braking system and associated method of operation |
| US5012884A (en) * | 1985-11-05 | 1991-05-07 | Honda Giken Kogyo Kabushiki Kaisha | Antilock braking method and apparatus for a four-wheel drive vehicle |
| JPS6350727U (en) * | 1986-06-03 | 1988-04-06 | ||
| JPS62198134U (en) * | 1986-06-10 | 1987-12-16 | ||
| GB2221739B (en) * | 1988-06-10 | 1992-07-22 | Honda Motor Co Ltd | Method for controlling a change-over between two and four-wheel drive modes for a vehicle |
| US5184695A (en) * | 1988-06-10 | 1993-02-09 | Honda Giken Kogyo Kabushiki | Method for controlling a change-over between two and four-wheel drive modes for a vehicle |
| DE102005014801B4 (en) | 2005-03-31 | 2022-04-21 | Bayerische Motoren Werke Aktiengesellschaft | Method and device for controlling a brake system of a motor vehicle |
| EP2540590A1 (en) * | 2010-02-23 | 2013-01-02 | AISIN AI Co., Ltd. | Power transmission device for four-wheel-drive hybrid vehicle |
| EP2540590A4 (en) * | 2010-02-23 | 2013-10-16 | Aisin Ai Co Ltd | Power transmission device for four-wheel-drive hybrid vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH029981B2 (en) | 1990-03-06 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EXPY | Cancellation because of completion of term |