JPS60193750A - Antiskid braking device - Google Patents
Antiskid braking deviceInfo
- Publication number
- JPS60193750A JPS60193750A JP4969684A JP4969684A JPS60193750A JP S60193750 A JPS60193750 A JP S60193750A JP 4969684 A JP4969684 A JP 4969684A JP 4969684 A JP4969684 A JP 4969684A JP S60193750 A JPS60193750 A JP S60193750A
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- wheel drive
- control
- wheels
- brake
- 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)
- Regulating Braking Force (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は急ブレーキ作動時に車輪ロックを防止する装置
、特に、低摩擦係数の特殊路面での４輪駆動車の車輪ロ
ックを防ぐことを重視したアンチスキッドブレーキ装置
に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device for preventing wheel locking during sudden braking, and particularly to an anti-skid braking device that focuses on preventing wheel locking of a four-wheel drive vehicle on special road surfaces with a low coefficient of friction.
車両の急ブレーキ作動時の方向安定性やブレーキ距離の
短縮を計るため、車輪のスリップ率を所定範囲内に押え
るべくブレーキ液圧力を制御して車輪ロックを防止しつ
つブレーキ作動を行なわせるアンチスキッドブレーキ装
置が知られている。In order to improve directional stability and shorten the braking distance when a vehicle suddenly brakes, anti-skid technology controls the brake fluid pressure to keep the wheel slip rate within a predetermined range and prevents the wheels from locking while still applying the brakes. Brake devices are known.
このようなアンチスキッドブレーキ装置をハートタイム
式４輪駆動車の前または後の駆動輪に取付けた場合、特
に、４輪駆動時にブレーキ作動に入ると、前、後輪の動
きが相互に干渉し、複雑な挙動を示すととよシブレーキ
液圧の制御ロジックが複雑となる。このため、単に２輪
駆動時のブレーキ液圧の制御ロジックをそのまま４輪駆
動時に用いることができず、別の制御ロジックが必要と
なる。このようにパートタイム式の４輪駆動車の前また
は後車輪にアンチスキンドブレーキ装置を取付けること
は制御手段が複雑化し比較的高価となる。If such an anti-skid brake device is installed on the front or rear drive wheels of a Heart Time 4-wheel drive vehicle, the movements of the front and rear wheels may interfere with each other, especially when the brakes are applied during 4-wheel drive. , if the brake fluid pressure exhibits complex behavior, the control logic for the brake fluid pressure becomes complicated. Therefore, the brake fluid pressure control logic for two-wheel drive cannot be used as is for four-wheel drive, and a different control logic is required. In this way, installing an anti-skin brake device on the front or rear wheels of a part-time four-wheel drive vehicle requires complicated control means and is relatively expensive.
ところで、走行車両は路面の摩擦係数μに応じたブレー
キ力にょ９車輪ロックを生じる。この場合、前後輪が同
時にロックをすることが望ましいが、通常は前、後一方
が早くロックする傾向にあり、後輪が早くロックすると
車体の尻振シ現象が生じ、前輪が早いとノンドル操作に
よるコントロールが不能となる。通常、第１図に示すよ
うに、フｒ＋ ７ ｌ・とリヤの各プレー・１・力配分
ｔユ路面の摩擦係数μに応じ２次曲線Ａで示すような配
分とすることが理想とされている。これは実際の制動力
配分線Ｂと比べて明らかなように、高摩擦係数の路面で
は尻振りを防止すべくリヤロックを防ぎフロントのブレ
ーキ力を比較的強化し、逆に、低摩擦係数の路面ではハ
ンドル操作性を確保すべくフロントロックを防ぎリヤブ
レーキ力を比較的強化させるのに有効である。なおこの
傾向は通常、空車時（第１図に破線で示した）よシ積車
時（第１図に１点鎖線で示した）のほうがよシ顕著とな
る。By the way, the wheels of a running vehicle are locked due to the braking force depending on the coefficient of friction μ of the road surface. In this case, it is desirable for the front and rear wheels to lock at the same time, but normally one of the front and rear wheels tends to lock earlier. control becomes impossible. Normally, as shown in Figure 1, it is ideal to have a distribution of forces as shown by a quadratic curve A according to the friction coefficient μ of the road surface. ing. As is clear from a comparison with the actual braking force distribution line B, this means that on roads with a high friction coefficient, rear lock is prevented and the front braking force is relatively strengthened to prevent tail swing, and conversely, on roads with a low friction coefficient, the front brake force is relatively strengthened. It is effective in preventing front lock and relatively strengthening rear braking force to ensure steering operability. Note that this tendency is usually more pronounced when the vehicle is loaded (indicated by the dashed line in FIG. 1) than when the vehicle is empty (indicated by the broken line in FIG. 1).
このように低摩擦係数の路面、たとえば、雪道等のすべ
り易い路面では前輪のロックを防止しつつブレーキ液圧
を加えることが重要視される。更に、４輪駆動車の場合
、その使用条件より低摩擦係数の路面で４輪駆動走行を
多用するのが常識である。このため４輪駆動車では４輪
駆動時のみアンチスキッド作動を行なうこととしても大
きな不都合を生じないし、これにより装置の簡素化を計
れることになる。Thus, on road surfaces with a low coefficient of friction, for example, slippery roads such as snowy roads, it is important to apply brake fluid pressure while preventing the front wheels from locking. Furthermore, in the case of a four-wheel drive vehicle, it is common knowledge that four-wheel drive driving is often used on road surfaces with a lower coefficient of friction than the conditions of use. For this reason, in a four-wheel drive vehicle, performing the anti-skid operation only when the vehicle is in four-wheel drive does not cause any major inconvenience, and this allows the device to be simplified.
本発明はパートタイム式の４輪駆動車に取付けられ、制
御手段を簡素化できるアンチスキッドブレーキ装置を提
供することを目的とする。SUMMARY OF THE INVENTION An object of the present invention is to provide an anti-skid brake device that can be installed on a part-time four-wheel drive vehicle and that can simplify control means.
本発明によるアンチスキッドブレーキ装置は４輪駆動ま
たは２輪駆動を選択的に行なうことのできる４輪駆動車
の前車輪または前グロペランヤフトの回転速度信号に基
づき制御手段がブレーキ液圧力増減信号を出力し、４駆
検出センサが上記４輪駆動車の４輪駆動時に出力信号を
発し、上記４輪駆動車の後車輪のホイールシリンダに対
し液圧調整手段が上記ブレーキ液圧増減信号に対応した
ブレーキ液圧を加え、上記４輪駆動車の４輪駆動時に上
記制御手段が上記液圧調整手段を制御し、４輪駆動車に
アンチスキンドブレーキ力を加えるよう構成される。In the anti-skid brake device according to the present invention, the control means outputs a brake fluid pressure increase/decrease signal based on a rotational speed signal of the front wheel or front groper wheel of a four-wheel drive vehicle that can selectively perform four-wheel drive or two-wheel drive. , the four-wheel drive detection sensor issues an output signal when the four-wheel drive vehicle is in four-wheel drive, and the fluid pressure adjustment means adjusts the brake fluid to the wheel cylinder of the rear wheel of the four-wheel drive vehicle in accordance with the brake fluid pressure increase/decrease signal. When the four-wheel drive vehicle is in four-wheel drive, the control means controls the hydraulic pressure adjustment means to apply an anti-skin braking force to the four-wheel drive vehicle.
以下、本発明を図面と共に説明する。The present invention will be explained below with reference to the drawings.
第２図には本発明の一実施例としてのアンチスキンドブ
レーキ装置を取付けた車両の動力伝達系を示した。なお
、車両はパートタイム式４輪駆動車であり、２駆と４駆
を選択して走行できる。−組の前車輪１，２と一組の後
車輪３．４は前プロペラシャフト５と後プロペラシャフ
ト６を介しトランスファー７において断接される。第３
図に示すように、トランスファー７は１対工の伝達比を
有し、図示しないミノンヨン側よりの回転を後出力軸８
の前端（第３図中では左端）で受け、これを後端よシ後
プロペラ／ヤフト６側へ伝えると共に、中火のクラッチ
９、画伯ベルト３２および前出力軸１０を介し前プロペ
ラ／ヤフト５側へも伝えることができる。即ち、クラッ
チ９は後出力軸８と一体のタラノチハブ１１と駆動スプ
ロケット１２側の爪車１３とをスリーブ１４を介し互い
に断接させるもので、第３図に示した（断）、（接）の
方向にスリーブ１４を図示しないフォークを介しトラン
スファーコントロールレバー３２の操作により切換える
ことができる。このレバー３２には（接）への切換時、
即ち、４駆時にオン作動する４駆検出センサ３３が対設
される。なお、前出力軸１０の端部には周知のパルスジ
ェネレータで必る車速センサ３工が取イτｊけられてお
り、前プロペラシャフト５側の回転速度に応じた出力と
しての回転速度信号を発する。車両のブレーキ系はマス
クシリンダ１５をペダル操作することにより、ブレーキ
センサ３４がオンし、前後２系統の油圧回路が同時に作
動するもので、各ホイールシリンダ１６が働き、各車輪
にブレーキ作動をさせる。この内、前ブレーキ系はペダ
ルの踏込量に応じたブレーキ液圧をそのｉｔ前の各ホイ
ールシリンダ１６に伝えるものであり、後ブレーキ系に
はブレーキ液圧を所定パターンで増減させる液圧調整手
段としてのモジ−レータ１７が配備される。モジュレー
タ１７は周知のエンジン負圧を利用しブレーキ液圧を増
減するもので、第４図に示すように、油圧プランジャ１
８を嵌挿する油圧ノリンダ１９と、油圧プランジャ１８
と直結されたダイアフラム２０を収容する筒体２１と、
後述のコントロールユニット２２に接続される電磁弁か
らなる弁手段２３とで形成される。油圧シリンダ１９は
その突端側にカット弁２６を備え、この弁の開口を油圧
管２４を介しマスクシリンダ１５に連結し、中央部側壁
側を油圧管２５を介しホイールシリンダ１６にそれぞれ
連結する。グイアフラム２０によシ筒体２１内部は上室
２７と下室２８に区分され、上室２７は弁手段２３を介
し図示しないエンジンの吸気マニホウルド２９または大
気開放口３０に選択的に接続され、下室２８は吸気マニ
ホウルド２９に連結す不。コントロールユニット２２ハ
マイクロコンピユータｆｆｆ成され、前車輪１，２０回
転速度に比例した周波数の信号を発する速度センサ３１
および４側時にオン信号を出力する４駆検出センサ３３
がそれぞれ接続している。そして、４側時において、回
転速度信号およびこれを微分処理して得た加、減速度信
号に基づき前車輪１，２のスリップ率を検出し、その急
変より前車輪１，２のロック傾向を検出し、この車輪ロ
ックを防止すべく弁手段２３に所定デユーティ比のパル
ス信号を出力し、ダイアクラム２０即ち油圧プランジャ
１８を作動させ、所定ノ（ターンでブレーキ液圧を減少
させ、逆に、車輪ロック傾向がなくなると、再度、弁手
段２３に所定デユーティ比のパルス信号を出力し、所定
）くターンでブレーキ液圧を増加させるという制御を行
なう。FIG. 2 shows a power transmission system of a vehicle equipped with an anti-skin braking device as an embodiment of the present invention. The vehicle is a part-time 4-wheel drive vehicle, and can be driven in either 2WD or 4WD. - The set of front wheels 1, 2 and the set of rear wheels 3.4 are connected and disconnected at a transfer 7 via a front propeller shaft 5 and a rear propeller shaft 6. Third
As shown in the figure, the transfer 7 has a transmission ratio of 1 to
This is received at the front end (left end in FIG. 3) of the engine, and is transmitted from the rear end to the rear propeller/yaft 6 side, and is also transmitted to the front propeller/yaft 5 via the medium-heat clutch 9, painter's belt 32, and front output shaft 10. You can also tell the other side. That is, the clutch 9 connects and disconnects the rear output shaft 8, the ratchet hub 11 that is integrated with the rear output shaft 8, and the ratchet wheel 13 on the drive sprocket 12 side through the sleeve 14. The direction of the sleeve 14 can be changed by operating the transfer control lever 32 via a fork (not shown). When switching to (contact), this lever 32
That is, a 4WD detection sensor 33 that is turned on during 4WD is provided oppositely. In addition, three vehicle speed sensors τj, which are necessary in a well-known pulse generator, are installed at the end of the front output shaft 10, and generate a rotational speed signal as an output corresponding to the rotational speed of the front propeller shaft 5 side. . In the brake system of the vehicle, when the mask cylinder 15 is operated by a pedal, the brake sensor 34 is turned on, and two hydraulic circuits, front and rear, are activated simultaneously, and each wheel cylinder 16 is activated to apply brakes to each wheel. Among these, the front brake system transmits brake fluid pressure according to the amount of pedal depression to each wheel cylinder 16 in front of it, and the rear brake system has a fluid pressure adjustment means that increases or decreases the brake fluid pressure in a predetermined pattern. A modulator 17 is provided. The modulator 17 uses well-known engine negative pressure to increase or decrease the brake fluid pressure, and as shown in FIG. 4, the hydraulic plunger 1
Hydraulic nolinder 19 into which 8 is inserted, and hydraulic plunger 18
a cylindrical body 21 housing a diaphragm 20 directly connected to the diaphragm 20;
It is formed with a valve means 23 consisting of a solenoid valve connected to a control unit 22 which will be described later. The hydraulic cylinder 19 is provided with a cut valve 26 on its tip end side, the opening of this valve is connected to the mask cylinder 15 via a hydraulic pipe 24, and the side wall side of the center portion is connected to the wheel cylinder 16 via a hydraulic pipe 25, respectively. The inside of the cylinder body 21 is divided into an upper chamber 27 and a lower chamber 28 by the Guiaphram 20, and the upper chamber 27 is selectively connected to an intake manifold 29 of the engine (not shown) or an atmosphere opening port 30 via a valve means 23, and the lower chamber 27 is The chamber 28 is connected to an intake manifold 29. The control unit 22 is composed of a microcomputer fff, and a speed sensor 31 emits a signal with a frequency proportional to the rotational speed of the front wheels 1 and 20.
and 4WD detection sensor 33 that outputs an on signal when on the 4th side
are connected to each other. Then, when on the 4th side, the slip ratios of the front wheels 1 and 2 are detected based on the rotational speed signal and acceleration and deceleration signals obtained by differential processing of the rotation speed signal, and the locking tendency of the front wheels 1 and 2 is detected from the sudden change. In order to prevent this wheel lock, a pulse signal with a predetermined duty ratio is output to the valve means 23, and the diaphragm 20, that is, the hydraulic plunger 18 is actuated to reduce the brake fluid pressure at a predetermined turn. When the tendency to lock is eliminated, a pulse signal with a predetermined duty ratio is output to the valve means 23 again, and control is performed to increase the brake fluid pressure at a predetermined turn.
このようなアンチスキッドブレーキ装置を取付けた４輪
駆動車が走行する場合、寸ず、後２輪３゜４による２輪
駆動をすべく、運転者がトランスファーコントロールレ
バー３２を操作しクラッチ９を（断）に切換で走行する
間、コントロールユニット２２は４側検出信号を受けず
、弁手段２３への出力を停止し、モジ−レータ１７は油
圧シリンダ１９を介しマスクシリンダ１５と後の一組の
ホイールシリンダ１６とを連通させる。このため前、後
の各ホイールシリンダ１６はプレ〜キペダルの踏力に応
じたブレーキ液圧をその捷ま受け、その時のブレーキ力
の前後の配分は第１図にＢ線で示したものに近似した特
性を示す。これに対し、雪道等のすべり易い路面に入っ
た場合、運転者によりトランスファーコントロールレバ
〜３２が操作サレ、クラッチ９を（断）よ、！７（接）
に切換え、４側検出信号が出力される。そしてブレーキ
センサ３４のオン信号にヨシコントロールユニット２２
はアンチスキッドブレーキ作動の制御１１１１に入る。When a four-wheel drive vehicle equipped with such an anti-skid brake device is running, the driver immediately operates the transfer control lever 32 and releases the clutch 9 ( While the control unit 22 does not receive the 4-side detection signal and stops outputting to the valve means 23, the modulator 17 connects the mask cylinder 15 and the rear set via the hydraulic cylinder 19. It communicates with the wheel cylinder 16. For this reason, each of the front and rear wheel cylinders 16 receives brake fluid pressure according to the pressing force of the pre- and rear pedals, and the distribution of the brake force at that time is approximated to that shown by line B in Fig. 1. Show characteristics. On the other hand, when the driver enters a slippery road such as a snowy road, the transfer control lever 32 is operated by the driver and the clutch 9 is disengaged. 7 (contact)
and the 4th side detection signal is output. Then, the reversing control unit 22 responds to the ON signal of the brake sensor 34.
enters anti-skid brake operation control 1111.
前輪１，２側の回転速度信号に基づき前車輪のロック傾
向を検出した時点で弁手段２３を作動さぜ、後車輪のホ
イールシリンダ１６のブレーキ液圧を低減させてゆるめ
、前車輪のロック傾向がなくなると再度ブレーキ液圧を
高めるべく弁手段２３に出力し、後輪のブレーキ力強化
を割るという制御を繰り返す。即ち、この間、前輪側の
ホイール／リンダ１６は通常のブレーキ液圧の一様の増
加により、前車輪１，２にブレーキ力を一様に加えるよ
う働くのであるが、前輪１゜２と後輪３，４とはトラン
スファーにおいて１対１の結合状態にあり、前輪側のロ
ック傾向が生じると後輪側のブレーキ液圧がゆるめられ
、後輪の回転力が前輪のロックを阻止すべく強制的に回
転させるという作動に入シ、この間ハンドル操作性を確
保できる。When a locking tendency of the front wheels is detected based on the rotational speed signals of the front wheels 1 and 2, the valve means 23 is actuated to reduce the brake fluid pressure in the wheel cylinder 16 of the rear wheels to loosen the locking tendency of the front wheels. When the brake fluid pressure is exhausted, the brake fluid pressure is output to the valve means 23 to increase the brake fluid pressure again, and control is repeated to reduce the braking force reinforcement for the rear wheels. That is, during this time, the front wheel/cylinder 16 works to uniformly apply braking force to the front wheels 1 and 2 due to the normal uniform increase in brake fluid pressure. 3 and 4 are connected one-to-one in the transfer, and when the front wheels tend to lock, the brake fluid pressure on the rear wheels is relaxed, and the rotational force of the rear wheels is forcibly applied to prevent the front wheels from locking. During this operation, the steering wheel can be operated easily.
このように本発明によるアンチスキッドブレーキ装置は
４輪駆動中のブレーキ作動時に前車輪１゜２の車輪ロッ
クを生じさせないよう後車輪３，４が前車輪１，２を回
転させるというアンチスキッドブレーキ作動を行なう。As described above, the anti-skid brake device according to the present invention performs an anti-skid brake operation in which the rear wheels 3 and 4 rotate the front wheels 1 and 2 so as not to cause the front wheels 1 and 2 to lock when the brakes are applied during four-wheel drive. Do this.
これは、ブレーキ作動が低摩擦路面で行なわれる場合、
第１図中のへ曲線より明らかなように、フロントブレー
キのロックを防止すべくフロントよりリヤブレーキ力を
比較的強化するというブレーキ力の配分の主旨にも合致
する。即ち、パートタイム式４輪駆動車は低摩擦路面で
はほとんど４輪駆動を行なっており、しかもこの時ブレ
ーキ作動による前輪ロックを防ぎハンドル操作性を確保
する必要性も高いことより、４側時に前輪ロックを防止
すべくアンチスキンドブレーキ作動をさせることは有効
である。しかも、前車輪の回転速度信号に基づき後車輪
側をアンチスキッドブレーキ作動させるため装置が簡素
化され、コスト低減を計れる。This means that when braking is performed on a low-friction road surface,
As is clear from the curve in FIG. 1, this also corresponds to the purpose of the brake force distribution, which is to make the rear brake force relatively stronger than the front brake force in order to prevent the front brake from locking. In other words, most part-time 4-wheel drive vehicles use 4-wheel drive on low-friction roads, and there is also a strong need to prevent the front wheels from locking due to brake activation and ensure steering operability. It is effective to activate the anti-skin brake to prevent locking. Moreover, since the anti-skid brake is activated on the rear wheel side based on the rotational speed signal of the front wheel, the device is simplified and costs can be reduced.
第１図は車両の前後ブレーキ力配分を示す特性線図、第
２図は本発明の一実施例としてのアンチスキッドブレー
キ装置の概略図、第３図は同上装置が取付けられるトラ
ンスファーの作動説明図、第４図は同上装置に用いるモ
ジュレータの断面図をそれぞれ示している。
■、２・前車輪、３．４・・後車輪、５，６・・前、後
プロペラ／ヤント、１６・・・ホイールシリンダ、１７
・モジュレータ、２２・・コントロールユニット、３３
・・４駆検出センサ。
）／違
フロントプレーヤ力
■／口Fig. 1 is a characteristic diagram showing the front and rear brake force distribution of the vehicle, Fig. 2 is a schematic diagram of an anti-skid brake device as an embodiment of the present invention, and Fig. 3 is an explanatory diagram of the operation of a transfer to which the same device is attached. , and FIG. 4 each show a cross-sectional view of a modulator used in the above device. ■, 2. Front wheel, 3. 4. Rear wheel, 5, 6. Front and rear propeller/Yant, 16. Wheel cylinder, 17.
・Modulator, 22...Control unit, 33
・4WD detection sensor. )/Different front player power■/mouth
Claims (1)
４輪駆動車の前車輪または前プロペラシャ２トの回転速
度信号に基づきブレーキ液圧力増減信号を出力する制御
手段と、上記４輪駆動車の４輪駆動時に出力信号を発す
る４駆検出センサと、上記４輪駆動車の後車輪のホイー
ルシリンダに対し上記ブレーキ液圧力増減信号に対応し
たブレーキ液圧を加える液圧調整手段とを有し、上記４
輪駆動車の４輪駆動時に上記制御手段が上記液圧調整手
段を制ｆｆＱＩＬ、４輪駆動車にアンチスキッドブレー
キ力を加える構成のアンチスキッドブレーキ装置。A control means for outputting a brake fluid pressure increase/decrease signal based on a rotational speed signal of a front wheel or a front propeller shaft of a four-wheel drive vehicle capable of selectively performing four-wheel drive or two-wheel drive; It has a four-wheel drive detection sensor that issues an output signal when the vehicle is in four-wheel drive, and a fluid pressure adjustment means that applies brake fluid pressure to the wheel cylinder of the rear wheel of the four-wheel drive vehicle in accordance with the brake fluid pressure increase/decrease signal. and above 4
An anti-skid brake device configured such that, when the four-wheel drive vehicle is in four-wheel drive, the control means controls the hydraulic pressure adjustment means to apply an anti-skid braking force to the four-wheel drive vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4969684A JPH069957B2 (en) | 1984-03-15 | 1984-03-15 | Anti-skidding brake device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4969684A JPH069957B2 (en) | 1984-03-15 | 1984-03-15 | Anti-skidding brake device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60193750A true JPS60193750A (en) | 1985-10-02 |
| JPH069957B2 JPH069957B2 (en) | 1994-02-09 |
Family
ID=12838341
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4969684A Expired - Lifetime JPH069957B2 (en) | 1984-03-15 | 1984-03-15 | Anti-skidding brake device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH069957B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2589413A1 (en) * | 1985-11-05 | 1987-05-07 | Honda Motor Co Ltd | FOUR-WHEEL DRIVE VEHICLE HAVING AN ANTI-LOCK SYSTEM WITH FRONT AND REAR CONTROL SECTIONS |
| FR2589411A1 (en) * | 1985-11-05 | 1987-05-07 | Honda Motor Co Ltd | INTEGRAL TRANSMISSION VEHICLE EQUIPPED WITH AN ANTI-LOCK BRAKE SYSTEM AND METHOD OF OPERATION THEREOF |
-
1984
- 1984-03-15 JP JP4969684A patent/JPH069957B2/en not_active Expired - Lifetime
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2589413A1 (en) * | 1985-11-05 | 1987-05-07 | Honda Motor Co Ltd | FOUR-WHEEL DRIVE VEHICLE HAVING AN ANTI-LOCK SYSTEM WITH FRONT AND REAR CONTROL SECTIONS |
| FR2589411A1 (en) * | 1985-11-05 | 1987-05-07 | Honda Motor Co Ltd | INTEGRAL TRANSMISSION VEHICLE EQUIPPED WITH AN ANTI-LOCK BRAKE SYSTEM AND METHOD OF OPERATION THEREOF |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH069957B2 (en) | 1994-02-09 |
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