JPS60241532A - Power transmitting apparatus - Google Patents
Power transmitting apparatusInfo
- Publication number
- JPS60241532A JPS60241532A JP9547884A JP9547884A JPS60241532A JP S60241532 A JPS60241532 A JP S60241532A JP 9547884 A JP9547884 A JP 9547884A JP 9547884 A JP9547884 A JP 9547884A JP S60241532 A JPS60241532 A JP S60241532A
- Authority
- JP
- Japan
- Prior art keywords
- input member
- case
- output members
- connecting bodies
- input
- 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
- 230000005540 biological transmission Effects 0.000 claims description 6
- 230000002093 peripheral effect Effects 0.000 description 3
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 230000013011 mating Effects 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D15/00—Clutches with wedging balls or rollers or with other wedgeable separate clutching members
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Retarders (AREA)
Abstract
Description
【発明の詳細な説明】
（イ〉 産業上の利用分野
この発明は、例えばＦＦバートタイム４輪駆動車の後輪
車軸間等に配置される動力伝達装置に関する。DETAILED DESCRIPTION OF THE INVENTION (a) Industrial Application Field The present invention relates to a power transmission device disposed, for example, between the rear axles of a front-wheel drive four-wheel drive vehicle.
（ロ） 技術的背景及び問題点
従来のこの種の動力伝達装置として、特開昭５８−１８
４３２２号公報に記載のものがある。(b) Technical background and problems As a conventional power transmission device of this type,
There is one described in Japanese Patent No. 4322.
すなわち、回転入力を受ける入ツノ部材と回転軸からな
る第１、第２出力部祠との間にそれぞれクラッチが設け
られているもので、一般走行時には入力部材からの回転
入力を両クラッチを介して仏達し、一方の車輪が泥地に
落ち込み他方の１１輪が舗装路にあるＪ：うなときには
入力部材の駆動力を舗装路側の車輪に対応する例えば第
１出力部に４へ伝達することができる。また、車両コー
ナリング時には外側の車輪の角速度増加に応じてこれに
対応する側のクラッチが自動的に切られ、外側の車輪に
対応する例えば第２出力部拐を空転ざゼることかできる
。In other words, a clutch is provided between the input horn member that receives rotational input and the first and second output parts consisting of rotating shafts, and during normal driving, the rotational input from the input member is passed through both clutches. When one wheel falls into the mud and the other wheel is on the paved road, the driving force of the input member can be transmitted to the first output part 4 corresponding to the wheel on the paved road side, for example. can. Further, when the vehicle is cornering, the clutch on the side corresponding to the increase in the angular velocity of the outer wheel is automatically disengaged, so that, for example, the second output clutch corresponding to the outer wheel can be idled.
しかしながら、このような従来の動力伝達装置では、第
１出ノ〕部材と第２出力部拐とに角速度の差が生じない
限り入力部材と両出力部拐とはクラッチで連結されてい
るため、例えばＦＦバートタイム４輪駆動の後輪車軸間
に設置され、２輪駆動走行を行なう場合、エンジンと入
力部材との連動は２輪、４輪切換クラッチの切断で断つ
、ことができるものの、後輪の回転により第１、第２出
力部材、入力部材を介してプロペラシャフトを回転させ
るものとなり、極めて大きな走行抵抗となる。However, in such conventional power transmission devices, unless there is a difference in angular velocity between the first output member and the second output member, the input member and both output members are connected by a clutch. For example, when the FF Vert Time is installed between the rear axles of a 4-wheel drive and is used for 2-wheel drive driving, the interlock between the engine and the input member can be cut off by disengaging the 2-wheel or 4-wheel switching clutch; The rotation of the wheels causes the propeller shaft to rotate via the first and second output members and the input member, resulting in extremely large running resistance.
従って、この種の動力伝達装置でも、後輪のハブクラッ
チが必要となっていた。Therefore, this type of power transmission device also requires a hub clutch for the rear wheels.
〈ハ） 発明の目的
この発明は、上記従来の問題点に鑑み創案されたもので
、差動制限式デファレンシャル装置と自動的に断続する
ハブクラッチの機能を併せ持った動力伝達装置の提供を
目的とする。(c) Purpose of the Invention The present invention was devised in view of the above-mentioned conventional problems, and its purpose is to provide a power transmission device that has both the functions of a limited-slip differential and a hub clutch that automatically connects and connects. do.
（ニ） 発明の構成
上記目的を達成するためにこの発明は、回転入力を受け
る入力部材と、この入力部材に対して回転自在に支持さ
れた第１、第２出力部材と、前記入力部材と第１、第２
出力部材との間に形成された第１、第２遊動空隙部と、
この第１、第２遊動空隙部に遊嵌され遊動空隙部を前記
入力部材の回転方向前後に移動することにより入ツノ部
材と第１、第２出力部材との間に噛込まれて両者を連結
する第１、第２連結体と、この第１、第２連結体を前記
入力部材の回転方向に移動可能にしながらこの第１、第
２連結体に移動方向前後の抵抗を付与する第１、第２抵
抗手段とより構成した。(d) Structure of the Invention In order to achieve the above object, the present invention provides an input member that receives rotational input, first and second output members rotatably supported with respect to the input member, and the input member and the input member. 1st, 2nd
first and second floating gaps formed between the output member and the output member;
It is loosely fitted into the first and second free-flowing gaps, and by moving the free-flowing gaps back and forth in the rotational direction of the input member, it is caught between the input horn member and the first and second output members, and the two are separated. first and second connecting bodies that are connected; and a first unit that applies resistance in the direction of movement to the first and second connecting bodies while making the first and second connecting bodies movable in the rotational direction of the input member. , and a second resistance means.
（ホ） 実施例
以下、添イ１図面に基づき、この発明の一実施例を詳細
に説明する。(E) Example Hereinafter, an example of the present invention will be described in detail based on the accompanying drawing.
第１図は、この発明の一実施例を示し、例えばＦＦパー
トタイム４輪駆動車の後輪車軸間に配置されているもの
である。すなわち、回転入力を受ける入力部材としての
ケース１は車体側のハウジング３に軸受５を介して回転
自在に設けられている。このケース１のフランジ２には
図示されていないリングギヤが取（＝Ｉけられており、
このリングギヤが図示されていないドライブピニオンと
かみ合わされている。FIG. 1 shows an embodiment of the present invention, which is arranged, for example, between the rear axles of a front-wheel drive part-time four-wheel drive vehicle. That is, a case 1 serving as an input member receiving a rotational input is rotatably provided in a housing 3 on the vehicle body side via a bearing 5. A ring gear (not shown) is attached to the flange 2 of the case 1.
This ring gear is engaged with a drive pinion (not shown).
前記ケース１の回転中心位置には、ケース１に対して回
転自在に支持された第１、第２出ツノ部材７．９が設（
プられている。左右の後輪軸は第１、第２出力部材７．
９と一体的に構成されている。At the rotational center position of the case 1, first and second protruding horn members 7.9, which are rotatably supported with respect to the case 1, are provided (
is being pulled. The left and right rear wheel axles are the first and second output members 7.
It is constructed integrally with 9.
この第１、第２出力部材７，９と前記ケース１との間に
は、第１、第２遊動空隙部１５．１７が形成されている
。この第１、第２遊動空隙部１５゜１７は、ケース１の
内面周方向へ所定間隔毎に四部１９を設けることによっ
て構成されている。この凹部１９は、ケース１の一側か
ら第１、第２遊動空隙部１５．１７の両者に渡って形成
されているものである。また、凹部１９は、アール２１
をもってケース１の内面に連結している。前記各凹部１
９と第１出力部材７との間、すなわち各第１遊動空隙部
１５にはローラ状の第１連結体２３が遊嵌され、同様に
各第２遊動空隙部１７には第２連結体２５が遊嵌されて
いる。第１、第２連結体２３．２５の軸方向中央部には
溝２７が形成されており、溝２７にはスナップリング状
のスプリング２９が嵌込まれている。従って、°６第１
、第２連結体２３．２５は第１、第２出力部材７．９か
第２連結体２３．２５にはリング３０が嵌合され、この
リング３０には、腕棒３０ａが突設されている。この腕
棒３０ａの先端部は第１図、第４図に示すように、ケー
ス１の側壁１ａに設けた円弧状の長孔３１を貫通して左
右外方に突出されている。First and second floating gaps 15 and 17 are formed between the first and second output members 7 and 9 and the case 1. The first and second floating gaps 15 and 17 are constructed by providing four portions 19 at predetermined intervals in the circumferential direction of the inner surface of the case 1. This recess 19 is formed from one side of the case 1 to both the first and second floating gaps 15.17. Further, the recessed portion 19 has a radius 21
It is connected to the inner surface of case 1 with. Each of the recesses 1
A roller-shaped first connecting body 23 is loosely fitted between the output member 9 and the first output member 7, that is, in each first floating gap 15, and similarly, a second connecting body 25 is loosely fitted in each second floating gap 17. is loosely fitted. A groove 27 is formed in the axial center of the first and second connecting bodies 23.25, and a snap ring-shaped spring 29 is fitted into the groove 27. Therefore, °6 first
, a ring 30 is fitted to the first and second output members 7.9 or the second coupling body 23.25, and an arm bar 30a is protruded from the ring 30. There is. As shown in FIGS. 1 and 4, the tip of this arm bar 30a passes through an arc-shaped elongated hole 31 provided in the side wall 1a of the case 1 and protrudes outward to the left and right.
３２はカラーである。32 is a color.
一方、ケース１の両端部外周面にはブレーキ保持枠３３
が該ケース１と相対回転自在に嵌合されている。このブ
レーキ保持枠３３の段部外周係合面３３ａには第５図に
示すように、第１、第２抵抗手段としてのブレーキシュ
３５が該係合面３３ａに対し摺動自在に嵌め込まれてい
る。そして、ブレーキシュ３５の外周面に′は環状スプ
リング３７が嵌合されており、ブレーキシュ３５はその
押圧力で前記係合面３３ａに圧接されている。このブレ
ーキシュ３５の内面には係止凹部３９が周方向に複数設
けられており、この係止凹部３９内には前記腕棒３０ａ
の先端部が嵌合係止されている。On the other hand, brake holding frames 33 are provided on the outer peripheral surface of both ends of the case 1.
is fitted to the case 1 so as to be relatively rotatable. As shown in FIG. 5, brake shoes 35 as first and second resistance means are slidably fitted into the stepped outer peripheral engagement surface 33a of the brake holding frame 33. There is. An annular spring 37 is fitted onto the outer peripheral surface of the brake shoe 35, and the brake shoe 35 is pressed against the engagement surface 33a by its pressing force. A plurality of locking recesses 39 are provided in the inner surface of the brake shoe 35 in the circumferential direction.
The tip of the is fitted and locked.
なお、前記ブレーキ保持枠３３の基端面には、合突片４
１が形成されており、これに対し前記ハウジング３側の
端面には係合突片４１に対応する係合受部４３が形成さ
れている。そして、この係合突片４１は係合受部４３に
着脱自在に嵌め合わされ、ブレーキ保持枠３３はハウジ
ング３に回転不能に保持されている。Note that a mating piece 4 is provided on the base end surface of the brake holding frame 33.
1 is formed, and on the other hand, an engagement receiving portion 43 corresponding to the engagement protrusion 41 is formed on the end face on the side of the housing 3. The engaging protrusion 41 is removably fitted into the engaging receiving portion 43, and the brake holding frame 33 is held non-rotatably by the housing 3.
本発明の一実施例は以上の構成からなり、次にその作用
を説明する。One embodiment of the present invention has the above configuration, and its operation will be explained next.
まず、車両の４輪駆動走行にあっては、リングギヤ（図
示せず）を介してケース１が回転入力を受ける、そして
、このケース１の回転に対して、第１、第２連結体２３
．２５は腕枠３０ａに連係されたブレーキシュ３５がブ
レーキ保持枠３３の係合面３３ａから摩擦抵抗を受けて
腕枠３０ａが第４図鎖線図示の位置から相対的に実線図
示の位置となるように、ケース１と第１、第２連結体２
３．２５とが相対回転する。従って、第１、第２連結体
２３．２５は第１、第２遊動空隙部１５゜１７を回転方
向前後へ移動することにより第３図のようにケース１と
第１、第２出力部材７，９との間に噛込まれて両者を連
結する（ｗ５１図左半分、及び第３図の状態）。従って
、ケース１への回転入力が、第１、第２連結体２３．２
５、第１、第２出力部材７．９を介して図示しない左右
車軸へ伝達される。このとき、第１、第２連結体２３゜
２５の噛込力はラジアル方向であり、軸受５等へ無理な
ノ〕となって作用することが少なくなっている。First, when the vehicle runs in four-wheel drive, the case 1 receives rotational input via a ring gear (not shown), and the first and second connecting bodies 23 respond to the rotation of the case 1.
．． 25, the brake shoe 35 linked to the arm frame 30a receives frictional resistance from the engagement surface 33a of the brake holding frame 33, so that the arm frame 30a moves from the position shown by the chain line in FIG. 4 to the position shown by the solid line. , the case 1 and the first and second connecting bodies 2
3.25 rotates relative to the other. Therefore, the first and second connecting bodies 23.25 move the first and second floating gaps 15.17 back and forth in the rotational direction to connect the case 1 and the first and second output members 7 as shown in FIG. , 9 to connect them (the left half of Figure W51 and the state shown in Figure 3). Therefore, the rotational input to the case 1 is applied to the first and second connecting bodies 23.2.
5. The signal is transmitted to the left and right axles (not shown) via the first and second output members 7.9. At this time, the biting force of the first and second connecting bodies 23 and 25 is in the radial direction, and is less likely to act as an unreasonable force on the bearing 5 or the like.
この４輪駆動走行にあって、車両がカーブを曲るときに
は内外輪に差動を生じ、例えば内輪側の第１出力部材７
の角速度はケース１の角速度よりも小さいので、上記の
作用を維持し続はケース１からの駆動力が第１連結体２
３を介してひき続き内輪側車軸に伝達される。一方、外
輪側の第２出力部材９の角速度はケース１の角速度より
も大ぎくなるため、第３図において、ケース１に対して
第２連結体２５が上記と逆方向に相対回転づる。During this four-wheel drive driving, when the vehicle turns a curve, a differential is generated between the inner and outer wheels, for example, the first output member 7 on the inner wheel side.
Since the angular velocity of case 1 is smaller than that of case 1, the above action is maintained and the driving force from case 1 is transferred to first connecting body 2.
3 to the inner axle. On the other hand, since the angular velocity of the second output member 9 on the outer ring side is greater than the angular velocity of the case 1, the second coupling body 25 rotates relative to the case 1 in the opposite direction in FIG. 3.
この相対回転によって第２連結休２５は第２遊勤空隙部
１７内へ移動しケース１と第２出ツノ部材９との連結が
解除される（第１図右半分、及び第２図の状態）。従っ
て外輪側の後輪車軸はフリー回転状態となり、前記両後
輪の差動が吸収され円滑なカーブ走行を行い得る。Due to this relative rotation, the second connection break 25 moves into the second idle gap 17, and the connection between the case 1 and the second protruding horn member 9 is released (the right half of FIG. 1 and the state of FIG. 2). ). Therefore, the rear wheel axle on the outer wheel side is in a free rotating state, and the differential between the two rear wheels is absorbed, allowing smooth curve travel.
また、４輪駆動走行時に一方側の後車輪、例えば左側後
車軸が泥地に落ち込み、スリップ状態となったときでも
、右側後車軸は路面から抵抗を受けているため、第１出
力部材７の角速度がケース１の角速度よりも大ぎくなる
ことはないため、対応する第１連結体２３の噛込みは維
持され、悪路での走行も容易である。Furthermore, even when one rear wheel, for example, the left rear axle, falls into muddy ground and slips during four-wheel drive driving, the right rear axle receives resistance from the road surface, so the first output member 7 Since the angular velocity does not become larger than the angular velocity of the case 1, the engagement of the corresponding first connecting body 23 is maintained, and it is easy to drive on rough roads.
次に、４輪駆動から２輪駆動に切換えて走行を行う場合
にあっては、周知の切換装置によってエンジンとリヤド
ライブシャフトとの動力連結が遮断され、ケース１の回
転入力が停止される。一方において、左右車輪は路面か
ら駆動力を受け第１、第２出力部材７，９が回転駆動す
る。従って、この４輪から２輪への切換えによってケー
ス１の角速度（最終的には零）よりも第１、第２出力部
材７．９の角速度が大きくなり、この結果、前述したよ
うにケース１と第１、第２出力部材７，９との関係が第
１図右半分、及び第２図のようになって第１、第２連結
体２３．２５の噛込みが解除される。Next, when driving by switching from four-wheel drive to two-wheel drive, a well-known switching device cuts off the power connection between the engine and the rear drive shaft, and rotational input to the case 1 is stopped. On the other hand, the left and right wheels receive driving force from the road surface, and the first and second output members 7 and 9 are rotationally driven. Therefore, due to this switching from four wheels to two wheels, the angular velocity of the first and second output members 7.9 becomes larger than the angular velocity of case 1 (ultimately zero), and as a result, as described above, case 1 The relationship between the first and second output members 7 and 9 becomes as shown in the right half of FIG.
従って、第１、第２出力部材７，９から左右車輪までが
空転し、走行抵抗の減少を図ることができる。Therefore, from the first and second output members 7 and 9 to the left and right wheels idle, it is possible to reduce running resistance.
なお、この発明は上記一実施例に限定されない。Note that this invention is not limited to the above embodiment.
例えば、第１、第２連結体２３．２５はボール状に構成
することもできる。第１、第２抵抗手段は流体式のもの
で構成づることもできる。また、前後輪いずれの車軸間
にも配置することができる。For example, the first and second connecting bodies 23.25 can also be configured in the shape of a ball. The first and second resistance means can also be constructed of fluid type. Further, it can be placed between the axles of either the front or rear wheels.
さらに、フルタイム４輪駆動車等にも応用することがで
き、この場合、車両減速時に車輪が自動的に空転し、車
両の保有エネルギーの減少を避けることかでき、燃費向
上に貢献Ｊる。Furthermore, it can be applied to full-time four-wheel drive vehicles, etc. In this case, the wheels automatically spin when the vehicle decelerates, making it possible to avoid a decrease in the vehicle's retained energy and contributing to improved fuel efficiency.
（へ） 発明の効果
以上より明らかなようにこの発明の構成によれば、差動
制限式デファレンシャル装置の機能とオートハブの機能
を持たせることができる。従ってパートタイム４輪駆動
車に適用したときはハブクラッチを省略することができ
、フルタイム４輪駆動車に適用したときは燃費向上を図
ることができる。その上、入ツノ部材を支持するための
部材に無理な力が作用することが少なく、耐久性の向上
を図ることができる。(F) Effects of the Invention As is clear from the above, according to the configuration of the present invention, it is possible to provide the function of a limited differential differential device and the function of an auto hub. Therefore, when applied to a part-time four-wheel drive vehicle, a hub clutch can be omitted, and when applied to a full-time four-wheel drive vehicle, fuel efficiency can be improved. Moreover, unreasonable force is less likely to be applied to the member for supporting the inserting horn member, and durability can be improved.
第１図はこの発明の一実施例に係る断面図、第２図は第
１図ｎ −ＩＩ線矢視断面図、第３図は第１図■−■線
矢視断面図・第４図は第１図のＩＶ−ＩＶ Ｓ線断面図
、第５図は第１図のＶ−ｖ線断面図、第６図は第１図の
Ｖｌ −Ｖｌ線断面図である。
１・・・クース（入力部材）
７・・・第１出力部材 ９・・・第２出力部材１５・・
・第１遊動空隙部 １７・・・第２遊動空隙部２３・・
・第１連結体 ２５・・・第２連結体３５・・・ブレー
キシュ（第１、第２抵抗手段）代 埋 人 弁理士 三
好 保 男
第１図
第２図
第３図
第４図
第５図
第６図FIG. 1 is a sectional view of an embodiment of the present invention, FIG. 2 is a sectional view taken along the line n-II in FIG. 1, and FIG. 3 is a sectional view taken along the line ■-■ in FIG. 1 is a sectional view taken along the line IV-IVS in FIG. 1, FIG. 5 is a sectional view taken along the line V-v in FIG. 1, and FIG. 6 is a sectional view taken along the line Vl-Vl in FIG. 1... Coos (input member) 7... First output member 9... Second output member 15...
・First floating gap portion 17...Second floating gap portion 23...
・First connecting body 25... Second connecting body 35... Brake brake (first and second resistance means) person Patent attorney Yasuo Miyoshi Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6
Claims (1)
転自在に支持された第１、第２出力部材ど、前記入力部
材と第１、第２出力部材どの間に形成された第１、第２
遊動空隙部と、この第１、第２遊動空隙部に遊嵌され遊
動空隙部を前記入力部材の回転方向前後に移動すること
により入力部材と第１、第２出力部材との間に噛込まれ
て両者を連結する第１、第２連結体と、この第１、第２
連結体を前記入力部材の回転方向に移動可能にしながら
この第１、第２連結体に移動方向前後の抵抗を付与する
第１、第２抵抗手段とより構成された動力伝達装置。an input member receiving a rotational input, first and second output members rotatably supported with respect to the input member, and first and second output members formed between the input member and the first and second output members. 2
A floating gap is loosely fitted into the first and second floating gaps, and is caught between the input member and the first and second output members by moving the floating gap back and forth in the rotational direction of the input member. first and second connecting bodies that connect the two together;
A power transmission device comprising first and second resistance means that apply resistance in the direction of movement to the first and second connecting bodies while making the connecting body movable in the rotational direction of the input member.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9547884A JPS60241532A (en) | 1984-05-15 | 1984-05-15 | Power transmitting apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9547884A JPS60241532A (en) | 1984-05-15 | 1984-05-15 | Power transmitting apparatus |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS60241532A true JPS60241532A (en) | 1985-11-30 |
Family
ID=14138725
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9547884A Pending JPS60241532A (en) | 1984-05-15 | 1984-05-15 | Power transmitting apparatus |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60241532A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6257386B1 (en) * | 1999-02-24 | 2001-07-10 | Ntn Corporation | Power cut/connect device |
| WO2002012746A1 (en) * | 2000-08-08 | 2002-02-14 | Ntn Corporation | Clutch unit |
-
1984
- 1984-05-15 JP JP9547884A patent/JPS60241532A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6257386B1 (en) * | 1999-02-24 | 2001-07-10 | Ntn Corporation | Power cut/connect device |
| WO2002012746A1 (en) * | 2000-08-08 | 2002-02-14 | Ntn Corporation | Clutch unit |
| US6955251B2 (en) | 2000-08-08 | 2005-10-18 | Ntn Corporation | Clutch unit |
| CN100451373C (en) * | 2000-08-08 | 2009-01-14 | 株式会社Ntn | Clutch unit |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4493387A (en) | Clutch driven front axle fourwheel drive system | |
| JPH0542653Y2 (en) | ||
| GB2267322A (en) | Differential gearing unit | |
| JPS63195451A (en) | Differential gear | |
| US5540119A (en) | Cam-actuated clutch differential drive assembly | |
| JP2000313242A (en) | Torque transmission joint | |
| US4561518A (en) | Recreational vehicle with limited differential | |
| JPH07109222B2 (en) | Power transmission device | |
| EP0091447B1 (en) | Transmission systems for vehicles | |
| JP2000168386A (en) | Differential gear | |
| JPS60241532A (en) | Power transmitting apparatus | |
| JPH0212093Y2 (en) | ||
| US5542515A (en) | Device for controlling a part-time drive axle for a motor vehicle | |
| JPH0331611Y2 (en) | ||
| JPS6229255B2 (en) | ||
| JPH0451697B2 (en) | ||
| JPH0212094Y2 (en) | ||
| PL118791B1 (en) | Differential gear in particular for vehiclesrtnykh sredstv | |
| JPH036511Y2 (en) | ||
| JPS60237227A (en) | Power transmission device | |
| JPS6358445B2 (en) | ||
| JPH034833Y2 (en) | ||
| JPH0247366B2 (en) | ||
| JPS6320224A (en) | Four wheel drive device | |
| JPH0377088B2 (en) |