JPS6124618A - Transfer unit for four-wheel-drive car - Google Patents

Transfer unit for four-wheel-drive car

Info

Publication number
JPS6124618A
JPS6124618A JP14564484A JP14564484A JPS6124618A JP S6124618 A JPS6124618 A JP S6124618A JP 14564484 A JP14564484 A JP 14564484A JP 14564484 A JP14564484 A JP 14564484A JP S6124618 A JPS6124618 A JP S6124618A
Authority
JP
Japan
Prior art keywords
clutch
torque
negative pressure
load
transfer unit
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
Application number
JP14564484A
Other languages
Japanese (ja)
Inventor
Kaichiro Hoshikawa
星川　嘉一郎
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Subaru Corp
Original Assignee
Fuji Heavy Industries Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Fuji Heavy Industries Ltd filed Critical Fuji Heavy Industries Ltd
Priority to JP14564484A priority Critical patent/JPS6124618A/en
Publication of JPS6124618A publication Critical patent/JPS6124618A/en
Pending legal-status Critical Current

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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer 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)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

PURPOSE:To automatically prevent a braking event when a front and rear direct coupling type four-wheel-drive car turns by providing a multiple-plate clutch in the transfer unit of the driving car and using the air intake negative pressure to control the transmission torque through a link mechanism so as to be reduced as the load becomes lower. CONSTITUTION:An intermediate shaft 19 and a rear drive shaft 23 are coupled in a transfer unit through a multiple-plate clutch 22 that prevents a braking event. This multiple-plate clutch 22 varies its torque characteristics in accordance with the engine load. In other words, for the high load in which the air intake negative pressure is weak, the diaphragm of an actuator 35 is moved right by a spring 45. Consequently, a pressing plate 32 is moved left through a rod 40, booster 41 made of a link mechanism, rail 42, and fork 43 and both clutch disks 28 and 29 are coupled firmly. On the other hand, for the low load in which the air intake negative pressure is intense, the operation is done in the manner reverse to the above-mentioned operation. That is, the transmission torque is reduced by making the pressing plate 32 recede against a spring 34.

Description

【発明の詳細な説明】[Detailed description of the invention] 【産業上の利用分野】[Industrial application field]

本発明は、センターデフをもたない前後輪直結式の４輪
駆動車のトランスファ装置に関し、特に４輪駆動走行で
の前後輪の一方への伝達トルクをエンジン負荷に応じて
自動的に制御するものに関する。 この種の前後輪直結式の４輪駆動車として、既に本イ！
１出願人による例えば特開昭５５−４２．９２号公報に
より前後輪の伝動系の途中に噛合い式のトランスファク
ラッチを設け、このクラッチの係合により直結するもの
が提案されている。ところでこの方式によると、４輪駆
動での走行モードにａ３ける旋回時に前後輪に旋回半径
の差に基づいて回転差を生じると、駆動系が直結してそ
の回転差を吸収できないことから、ブレーキング現象を
生じ、円滑４′に旋回を行い難い。従って、Ｊ−記先行
技術ではＦＦの２輪駆動と４輪駆動の切換えが可能なパ
ートタイム式に構成され、旋回時には２輪駆動に切換え
てタイトコーナブレーキング現象を回避し得るものにな
っているが、これでは４輪駆動車としての性能を充分に
発揮できず、４輪駆動の走行モードにａ５Ｌプるブレー
キング現象を自動的に回避することが望まれる。The present invention relates to a transfer device for a four-wheel drive vehicle that is directly connected to the front and rear wheels and does not have a center differential, and in particular automatically controls the torque transmitted to one of the front and rear wheels during four-wheel drive driving according to the engine load. related to things. As this type of 4-wheel drive vehicle with front and rear wheels directly connected, it is already in production!
For example, Japanese Patent Application Laid-Open No. 55-42.92, filed by the same applicant, proposes a system in which a dog-type transfer clutch is provided in the middle of a transmission system for front and rear wheels, and the transmission is directly connected by engagement of this clutch. By the way, according to this method, if a rotation difference occurs between the front and rear wheels based on the difference in turning radius when turning in A3 in four-wheel drive driving mode, the drive system is directly connected and cannot absorb the rotation difference, so the brake This causes a turning phenomenon and makes it difficult to turn smoothly. Therefore, in the prior art described in J-2, the FF is configured as a part-time type that can switch between two-wheel drive and four-wheel drive, and when turning, it is possible to switch to two-wheel drive to avoid the tight corner braking phenomenon. However, this does not allow the vehicle to fully demonstrate its performance as a four-wheel drive vehicle, and it is desirable to automatically avoid the braking phenomenon that occurs when the A5L enters four-wheel drive driving mode.

【従来の技術】[Conventional technology]

そこで、従来上記ブレーキング現象の自動的な回避に関
する先行技術として、例えば特開昭５１−１５０１’９
号公報に示すようにトランスファクラッチに電磁式クラ
ッチを用い、転舵角に応じてクラッチ電流を制御するこ
とで伝達トルクを可変にしｌこり、特開昭５６−４３０
３１号、特開昭５７−８４２２７号の公報に示づように
トランスファクラッチに温式多板の油圧クラッチを用い
、このクラッヂ油圧を制御する等の方法が提案されてい
る。しかるに、上記いずれの場合も構造が複雑であり、
後者の場合はオイルポンプ等の油圧源が無いマニュアル
変速機には適用し難く、種々のセンサ、その信号に基づ
いて判断する制御系も必要になる等の不具合がある。 ［発明の目的］ 本発明は、このような従来技術にお参プる問題点に鑑み
、前後輪直結式の４輪駆動車において４輪駆動でのタイ
トコーナブレーキング現象の自動回避機構を簡素化し、
制御系、油圧や電力源等を不要にしていかなる変速機に
も適用可能にしたトランスフ１装置を提供することを目
的とする。Therefore, as a prior art related to automatic avoidance of the above-mentioned braking phenomenon, for example, Japanese Patent Application Laid-Open No. 51-1501'9
As shown in the publication, an electromagnetic clutch is used as the transfer clutch, and the transmission torque is made variable by controlling the clutch current according to the steering angle.
As shown in Japanese Patent Laid-open No. 31 and Japanese Patent Application Laid-Open No. 57-84227, a method has been proposed in which a warm multi-disc hydraulic clutch is used as a transfer clutch and the clutch hydraulic pressure is controlled. However, in all of the above cases, the structure is complex,
In the latter case, it is difficult to apply to a manual transmission that does not have a hydraulic power source such as an oil pump, and there are problems such as the need for various sensors and a control system that makes decisions based on their signals. [Object of the Invention] In view of the problems encountered in the prior art, the present invention has been made to simplify the automatic avoidance mechanism for the tight corner braking phenomenon in a four-wheel drive vehicle with front and rear wheels directly connected. turned into
It is an object of the present invention to provide a transfer device that does not require a control system, oil pressure, power source, etc. and can be applied to any transmission.

【発明の構成】[Structure of the invention]

この目的のため本発明の構成は、旋回時にエンジン出力
を低下して大転舵する（Ｊどタイトコーナブレーキング
現象の影響が大きいことから、エンジンの負荷の低下に
応じて伝達トルクも小ざくするように制御すれば良い１
点に着目し、前後輪の伝動系の途中で、２．４輪駆動切
換用のトランスファクラッチを有するものにおいてその
クラッチの出力側に、スプリングにより大ぎい初［１３
１−ルクが伺与されている多板クラッチを設（ブ、旋回
時１ンジン負荷の低下に対応して＋ｉ械的に多板クラッ
チの押圧プレートを後退づることでその伝達トルクを減
じ、ブレーキング現象を自動的に四Ｍ−Ｊることを要旨
とするものである。 【実　施　例］ 以下、図面を参照して本発明の一実施例を具体的に説明
するヵまず第１図において本発明による４輪部ｅ車の伝
動系について説明プると、ＦＦの２輪駆動をベースにし
たパートタイム式のもので噛合式のもので、入力軸３〜
に対して出力軸５が平行に設置されで、これらの両軸３
．５に第１速ないし第１１速の４組の変速用のギヤ６な
いし９が設けてあり、これらのギヤ６ないし９をチ１ン
ジレバーの操作で２組の同期機構ｉｏ、　ｉｌを介して
選択することにより各変速を行う。また、入力す１１３
に８９【Ｊである後退段のギヤ１２に一方の同期機構１
０のスリーブ側のギヤ１３を図示しないアイドラギヤを
噛合わせることで後進速を得るようになっている。 また、クラッチ２と変速機４との間の入力１１１１１１
３下部にフロントデフ装置１４が配設され、この装置１
４のクラウンギヤ１５に出力軸５の一方のドライ１ビニ
Ａン１６が噛合って、直接前輪を駆動するようになって
いる。 変速機４の後部にはトランス７戸装置１７が装着されて
、変速機出力軸５の後方延長部に一体結合するドライブ
ギＡ７１８と中間軸１９に回転自在なドリブンギヤ２０
が噛合い、これらの中間軸１９とドリブンギヤ２０が２
．４輪駆動切換用の噛合い式トランスファクラッチ２１
により連結される。トランスファ装置１７において中間
軸１つは更にブレーキング現象回避用の多板クラッチ２
２を介してりＡ７ドライブ’ｌｌ１ｂ２３に連結し、リ
ヤドライブ軸２３からプロペラ輔２４、すＡ７γフ装置
２５を介して後輪側に伝動構成される。 第２図に、ｌＩ３いて、多板クラッチ２２とモの操作系
について訂記すると、中間軸１９どリヤドライブ軸２３
が軸受２Ｇによりセンタリングして同軸上にＢｆｌ　ｆ
ａされ、入力側の中間軸１９にはクラッヂドラム２７が
取イ」りられ、ドラム２７とリヤドライブ軸２３にスプ
ライン嵌合するクラッチディスク２８．２９が交Ｈに保
間される。そして、これらのディスク２８．２９の一方
にはスナップリング３０で固定される支持プレート３１
が接し、その他方にはドラム２７の外部においてリヤド
ライブ軸２３にスプライン嵌合する押圧プ１ノート３２
が接しており、押圧プレート３２にはスプリング受４゛
Ｊ３３との間でスプリング３４がイ・１勢されて大きい
初ＩＩＩ　ｔ−ルクを付与するようになっている。 また、操作系について説明すると、ダイ１７フラム式ア
クチュエ〜り３５を有し、このアクチュ］二−タ３５の
スプリング４５を有づる負圧室３６が通路３７を杼てエ
ンジン１の吸気マニホールド３８に連通し、ダイヤフラ
ム３９と一体的なロッド４０．がイ８カ装置４１に連結
する。そして、倍力装置４１からのレール４２と一体的
なフォーク４３が押圧プレート３２の外周部の溝４４に
係合し、機械的に抑圧プレート３２を後）１）移動する
ように構成される。 これにより、多板クラッチ２２のトルク特性はエンジン
負荷に応じて変化し、第３図のようになる。 即ち、高負荷時にはエンジン１の吸入管負圧が小ざいこ
とで、アクチュエータ３５の［１ツド４０はスプリング
４５により突出し、倍力装置４１．４２、−）Ａ−り４
３により押圧プレート３２をクラッチディスク２８゜２
９の方向に移動し、且つスプリング３４でクラッチディ
スク２８．２９を強ト１に係合する。こうして大きい伝
達トルクＴ１を有する。次いで、エンジン負荷が低下す
ると、吸入管負圧の増大に伴いアクチュエータ３５のロ
ッド４０が引込むことで、倍力装置４１によりレール４
２が上）ボと逆に移動し、押圧プレート３２をスプリン
グ３４に抗して後退づる。そこでクラッチディスク２８
．２９の係合力と共に伝達トルクが順次減少するように
変化し、アクセル開放時には７Ｐ＆も小さい伝達トルク
Ｔ２となる。 次いで、このように構成された４輪駆動中の走行につい
て説明する。先ず、トランスファクラッチ２１が切１ｌ
１１１されると、変速機４の出力＠５に取出されｔｓ初
動力フロントデフ装置１４を介し前輪にのみ伝達されて
、「Ｆの２輪駆動となる。 一方、トランスファクラッチ２１が噛合って一体化づる
と、上記変速機出力軸５の動力がそのクラッチ２１．中
間軸１９．多板クラッチ２２．すＡ７ドライブｌｌｌ１
ｂ２３．プロペラｌ１１１２４等を経−Ｃ後輪にも伝達
され、前後輪による４輪駆動の走行モードとなる。ここ
で、アクセルの踏込みによる高負荷運転時には多板クラ
ッチ２２の伝達トルクが大きいことで、前後輪は略直結
して駆動する。これに対し、低負荷運転時では負荷が小
さいほど多板クラッチ２２の伝達トルクを低減するよう
に変化し、これに伴い滑り易くなる。そこで旋回する場
合の転舵角に応じた前後輪の回転差が多板クラッチ２２
の滑りにより吸収され、ブレーキング現象を牙じること
なく円滑に旋回するのであり、かかる負荷の走行では多
板クラッチ２２の伝達トルクがアクセル開放時のＴ２以
下に下ることばなくて、４輪駆動状態が確保され、加速
時に伝達トルクは迅速に立上る。 以上、本発明の一実施例について述べたが、多板クラッ
チはリヤデフ装置に組付（プても良い。また、ＲＲベー
スのパートタイム式、トランスフ／７クラツヂが無いフ
ルタイム式、横置きトランスアクスル型等にも適用可能
である。 【発明の効果］ 以上の説明から明らかなように、本発明によれば、前後
輪の伝動系の途中にお（プるトランスファ装置に多板ク
ラッチが付設され、負荷が低いほどエンジン発生トルク
が小さくなるのでそれに見合った伝達トルクとすると共
に、エンジン発生トルクを越えたトルクが生じた時は滑
るように制御づるので、４輪駆動での旋回時のブレーキ
ング現象が自動的に回避されて円滑に旋回し得る。多板
クラッチとその操作系を付設するだけであるから、構造
が簡単であり、制御系、油圧源等が不要であり、いかな
る変速機にもそのまま適用し得る。吸入恰負Ｈを利用し
ているので操作系の構造が簡素化づる。更に、初期トル
クにより大きい伝達トルクを（”ｌ”５し、旋回時にそ
の伝達トルクを低下するように制御するものであるから
、４輪駆動車の性能を優先的に確保し得る。For this purpose, the configuration of the present invention reduces the engine output when turning and performs a large steering turn. You can control it so that
Focusing on this point, in the middle of the transmission system between the front and rear wheels, in those equipped with a transfer clutch for 2.
A multi-disc clutch that receives 1-torque is installed (in response to a decrease in engine load when turning, the pressure plate of the multi-disc clutch is mechanically moved backwards to reduce the transmitted torque and reduce the braking force). [Example] Hereinafter, an example of the present invention will be specifically described with reference to the drawings. To explain the transmission system of the four-wheel e vehicle according to the present invention, it is a part-time type based on FF two-wheel drive, and is a mesh type.
The output shaft 5 is installed parallel to the
．． 5 is provided with four sets of gears 6 to 9 for shifting from 1st speed to 11th speed, and these gears 6 to 9 are selected via two sets of synchronizing mechanisms io and il by operating a change lever. Each shift is performed by doing this. Also, input 113
One synchronizing mechanism 1 is connected to the reverse gear 12 which is 89 [J].
Reverse speed is obtained by meshing the gear 13 on the sleeve side of No. 0 with an idler gear (not shown). In addition, an input 111111 between the clutch 2 and the transmission 4
A front differential device 14 is disposed at the bottom of 3, and this device 1
One of the output shafts 5, the dry 1-vinyl A 16, meshes with the crown gear 15 of the output shaft 5 to directly drive the front wheels. A seven-door transformer device 17 is installed at the rear of the transmission 4, and a drive gear A718 is integrally connected to the rear extension of the transmission output shaft 5, and a driven gear 20 is rotatable to the intermediate shaft 19.
mesh with each other, and these intermediate shafts 19 and driven gears 20
．． Mesh type transfer clutch 21 for four-wheel drive switching
connected by. In the transfer device 17, one intermediate shaft is further equipped with a multi-disc clutch 2 for avoiding braking phenomena.
It is connected to the A7 drive'll1b23 via the rear drive shaft 23, the propeller shaft 24, and the A7 gamma gear 25 to transmit power to the rear wheels. In Fig. 2, the operation system of the multi-disc clutch 22 and the rear drive shaft 23 is corrected.
is centered by bearing 2G and Bfl f is placed on the same axis.
A, a clutch drum 27 is installed on the intermediate shaft 19 on the input side, and clutch discs 28 and 29 spline-fitted to the drum 27 and the rear drive shaft 23 are maintained in a constant state. A support plate 31 is fixed to one of these disks 28 and 29 with a snap ring 30.
is in contact with the other side, and on the other side is a pressing plate 32 that is spline-fitted to the rear drive shaft 23 on the outside of the drum 27.
is in contact with the pressing plate 32, and a spring 34 is biased between the pressing plate 32 and the spring receiver 4'J33 to apply a large initial torque. In addition, to explain the operation system, it has a die 17 flam type actuator 35, and a negative pressure chamber 36 having a spring 45 of this actuator 35 is conveyed through a passage 37 to the intake manifold 38 of the engine 1. A rod 40 in communication and integral with the diaphragm 39. is connected to the I8 device 41. Then, a fork 43 integral with the rail 42 from the booster 41 engages with a groove 44 on the outer circumference of the pressing plate 32, and is configured to mechanically move behind the pressing plate 32 (1). As a result, the torque characteristics of the multi-disc clutch 22 change depending on the engine load, as shown in FIG. 3. That is, when the load is high, the suction pipe negative pressure of the engine 1 is small, so that the actuator 35's [1] rod 40 is protruded by the spring 45, and the booster 41, 42, -) A-4
3, press the pressing plate 32 onto the clutch disc 28°2
9, and the spring 34 engages the clutch discs 28, 29 with the force lever 1. Thus, it has a large transmission torque T1. Next, when the engine load decreases, the rod 40 of the actuator 35 retracts as the suction pipe negative pressure increases, and the booster 41 increases the rail 4.
2 moves in the opposite direction to the upper part, and the pressing plate 32 is moved backward against the spring 34. So clutch disc 28
．． The transmission torque gradually decreases with the engagement force of 29, and when the accelerator is released, the transmission torque T2 becomes as small as 7P&. Next, traveling in four-wheel drive configured as described above will be described. First, transfer clutch 21 is disengaged.
111, the initial power is taken out as the output @5 of the transmission 4 and transmitted only to the front wheels via the front differential device 14, resulting in "F" two-wheel drive. On the other hand, the transfer clutch 21 engages and the As a result, the power of the transmission output shaft 5 is transferred to its clutch 21. intermediate shaft 19. multi-disc clutch 22. A7 drive lll1
b23. The propeller l11124 etc. is also transmitted to the -C rear wheels, resulting in a four-wheel drive driving mode using the front and rear wheels. Here, during high-load operation due to depressing the accelerator, the transmission torque of the multi-disc clutch 22 is large, so that the front and rear wheels are substantially directly connected and driven. On the other hand, during low-load operation, the smaller the load, the more the transmission torque of the multi-disc clutch 22 changes to be reduced, and accordingly, the multi-disc clutch 22 becomes more prone to slipping. When turning, the difference in rotation between the front and rear wheels depending on the steering angle is determined by the multi-disc clutch 22.
The torque is absorbed by the slippage of the multi-disc clutch 22 and turns smoothly without suffering the braking phenomenon, and when driving under such a load, the transmission torque of the multi-disc clutch 22 does not fall below T2 when the accelerator is released, and the four-wheel drive system is activated. condition is ensured, and the transmitted torque quickly rises during acceleration. Although one embodiment of the present invention has been described above, the multi-disc clutch may be assembled (or installed) in the rear differential device.Also, the multi-disc clutch may be installed in the rear differential system. It is also applicable to an axle type, etc. [Effects of the Invention] As is clear from the above explanation, according to the present invention, a multi-disc clutch is installed in the transmission system of the front and rear wheels. The lower the load, the smaller the engine generated torque, so the transmitted torque is adjusted accordingly, and when the torque exceeds the engine generated torque, it is controlled so that it slips, so the brakes when turning in four-wheel drive are controlled. The turning phenomenon can be automatically avoided and the turning can be made smoothly.The structure is simple because only a multi-plate clutch and its operating system are attached, and no control system, hydraulic power source, etc. are required, and it can be used with any transmission. It can also be applied as is to the engine.The structure of the operating system is simplified because it uses the suction pressure H.Furthermore, the initial torque is increased by a larger transmission torque ("l"5), and the transmission torque is reduced when turning. Therefore, the performance of the four-wheel drive vehicle can be ensured preferentially.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明による装置の一実施例を示ず仝休のスク
ルトン図、第２図は要部の一部断面して示丈構成図、第
３図は伝達トルク特性の線図である。 ４・・・′＆３！機、１４・・・フロントデフ装置、１
７・・・トランスファ装置、２１・・・トランスファク
ラッチ、２２・・・多板クラッチ、２５・・・リヤデフ
装置、３２・・・押圧プレート、３４・・・スプリング
、３５・・・アクチュエータ、４１・・・倍力装置、４
２・・・レール、４３・・・フォーク。Fig. 1 is a skeleton diagram showing an embodiment of the device according to the present invention, Fig. 2 is a partial cross-sectional view of the main part to show its length, and Fig. 3 is a diagram of transmission torque characteristics. . 4...'&3! Machine, 14...Front differential device, 1
7... Transfer device, 21... Transfer clutch, 22... Multi-plate clutch, 25... Rear differential device, 32... Press plate, 34... Spring, 35... Actuator, 41...・Boosting device, 4
2...Rail, 43...Fork.

Claims (1)

【特許請求の範囲】[Claims] 前後輪の伝動系の途中で、２、４輪駆動切換用のトラン
スファクラッチを有するものにおいてそのクラッチの出
力側に、スプリングにより大きい初期トルクが付与され
ている多板クラッチを設け、エンジン負荷に応じて動作
するアクチュエータを倍力装置、レールを介して上記多
板クラッチの押圧プレートに連結し、エンジン負荷に応
じて多板クラッチの伝達トルクを制御することを特徴と
する４輪駆動車のトランスファ装置。In the middle of the transmission system between the front and rear wheels, if there is a transfer clutch for switching between 2 and 4 wheel drive, a multi-disc clutch is installed on the output side of the clutch to which a large initial torque is applied by a spring, and the transfer clutch is installed in the middle of the transmission system for the front and rear wheels. A transfer device for a four-wheel drive vehicle, characterized in that an actuator operated by the driver is connected to a pressure plate of the multi-disc clutch via a booster and a rail, and the transmission torque of the multi-disc clutch is controlled according to the engine load. .
JP14564484A 1984-07-12 1984-07-12 Transfer unit for four-wheel-drive car Pending JPS6124618A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP14564484A JPS6124618A (en) 1984-07-12 1984-07-12 Transfer unit for four-wheel-drive car

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP14564484A JPS6124618A (en) 1984-07-12 1984-07-12 Transfer unit for four-wheel-drive car

Publications (1)

Publication Number Publication Date
JPS6124618A true JPS6124618A (en) 1986-02-03

Family

ID=15389774

Family Applications (1)

Application Number Title Priority Date Filing Date
JP14564484A Pending JPS6124618A (en) 1984-07-12 1984-07-12 Transfer unit for four-wheel-drive car

Country Status (1)

Country Link
JP (1) JPS6124618A (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2630055A1 (en) * 1988-04-15 1989-10-20 Rgb Spa VEHICLE HAS FOUR POWER WHEELS THAT CAN BE MECHANICALLY CONTROLLED
KR101060036B1 (en) 2009-01-07 2011-08-29 현대위아 주식회사 Transfer case
JP2016540684A (en) * 2013-12-12 2016-12-28 ボルグワーナー トルクトランスファー システムズ エービー Final drive for road vehicles
CN109210103A (en) * 2018-09-30 2019-01-15 湖州丰源农业装备制造有限公司 A kind of novel gear clutch

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2630055A1 (en) * 1988-04-15 1989-10-20 Rgb Spa VEHICLE HAS FOUR POWER WHEELS THAT CAN BE MECHANICALLY CONTROLLED
KR101060036B1 (en) 2009-01-07 2011-08-29 현대위아 주식회사 Transfer case
JP2016540684A (en) * 2013-12-12 2016-12-28 ボルグワーナー トルクトランスファー システムズ エービー Final drive for road vehicles
CN109210103A (en) * 2018-09-30 2019-01-15 湖州丰源农业装备制造有限公司 A kind of novel gear clutch

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