JPS6277231A - Automatic shifting device for 4-wheel-drive vehicle - Google Patents

Automatic shifting device for 4-wheel-drive vehicle

Info

Publication number
JPS6277231A
JPS6277231A JP21715685A JP21715685A JPS6277231A JP S6277231 A JPS6277231 A JP S6277231A JP 21715685 A JP21715685 A JP 21715685A JP 21715685 A JP21715685 A JP 21715685A JP S6277231 A JPS6277231 A JP S6277231A
Authority
JP
Japan
Prior art keywords
cornering
wheel
wheel drive
force
engine
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
Application number
JP21715685A
Other languages
Japanese (ja)
Other versions
JPH0571407B2 (en
Inventor
Tatsuya Iwatsuki
岩附　龍矢
Mutsumi Kawamoto
睦 川本
Takemasu Kano
威倍 加納
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.)
Aisin AW Co Ltd
Original Assignee
Aisin AW Co 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 Aisin AW Co Ltd filed Critical Aisin AW Co Ltd
Priority to JP21715685A priority Critical patent/JPS6277231A/en
Publication of JPS6277231A publication Critical patent/JPS6277231A/en
Publication of JPH0571407B2 publication Critical patent/JPH0571407B2/ja
Granted legal-status Critical Current

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Abstract

PURPOSE:To improve cornering performance, by furnishing a device to shift to the 4-wheel-drive through computing a limitation of cornering force in a cornering. CONSTITUTION:A driving force from an engine is delivered to a torque converter 1, a main transmission 2, and a sub-transmission 3, and, the output is transmitted to a frontwheel driving shaft 7 through a differential unit 6, and exercises a 2-wheel-drive. On the other hand, signals of the accelerator opening, the engine rotations, the tire load, the steering angle, and the car speed are input to an arithmetic processor C, to compute the driving force and the cornering force. When the cornering force reaches the limitation, a current is applied to a solenoid S and a clutch 13 is shifted to the 4-wheel-drive side. Therefore, a slip of the driving wheels is prevented and the limiting property in the cornering can be improved.

Description

【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、２輪駆動と４輪駆動が切換可能なパートタイ
ム式４輪駆動車において、２輪駆動走行におけるコーナ
リング時に車両のコーナリングフォースの減少を防止す
るための４輪駆動車の自動切換装置に関する。Detailed Description of the Invention [Field of Industrial Application] The present invention is directed to a part-time four-wheel drive vehicle that can switch between two-wheel drive and four-wheel drive. The present invention relates to an automatic switching device for a four-wheel drive vehicle for preventing reduction of vehicle speed.

〔従来の、技術〕[Conventional technology]

従来、前輪駆動若しくは後輪駆動と４輪駆動が切換可能
なパートタイム式４輪駆動車においては、通常前輪のみ
若しくは後輪のみに駆動力を伝達させて走行するが、ラ
フロード、凍結ロード等の路面状況或いは急加速、２．
Ｈ速等の走行条件から判断して４輪駆動に切換えて走行
することも可能になっている。Conventionally, in part-time 4-wheel drive vehicles that can be switched between front-wheel drive, rear-wheel drive, and 4-wheel drive, driving power is normally transmitted only to the front wheels or only to the rear wheels. Road condition or sudden acceleration, 2.
It is also possible to switch to four-wheel drive and drive based on driving conditions such as H speed.

〔発明が解決しようとする問題点〕[Problem that the invention seeks to solve]

しかし、従来のパートタイム式４輪駆動車においては、
車両のコーナリング時、４輪駆動で走行している場合に
は各車輪がエンジンからの駆動力を分散して路面に伝達
しているため一つの車輪が受は持つエンジンからの駆動
力は２輪駆動に比べて小さくて良いので車輪の発生可能
なコーナリングフォースは２輪駆動に比べて大きくなり
円滑なコーナリングが行われるが、２輪駆動で走行して
いる場合にはエンジンからの駆動力を２つの駆動軸が路
面に伝達するため駆動軸の発生可能なコーナリングフォ
ースは４輪駆動に比べて小さくなりエンジンからの駆動
力が過大になると駆動軸がコーナリングによる遠心力と
エンジンからの駆動力を負担出来なくなり駆動軸がスリ
ップし、コーナリング性能が低下する問題が生していた
。However, in conventional part-time four-wheel drive vehicles,
When a vehicle is cornering, if it is running in four-wheel drive, each wheel distributes the driving force from the engine and transmits it to the road surface, so the driving force from the engine that one wheel receives is divided into two wheels. Since the cornering force that can be generated by the wheels is smaller than that of the drive, the cornering force that can be generated by the wheels is larger than that of two-wheel drive, and smooth cornering is performed, but when driving with two-wheel drive, the driving force from the engine is reduced by two. Because two drive shafts transmit power to the road surface, the cornering force that can be generated by the drive shaft is smaller than in four-wheel drive.If the driving force from the engine becomes excessive, the drive shaft will bear the burden of the centrifugal force caused by cornering and the driving force from the engine. This caused problems such as the drive shaft slipping and reduced cornering performance.

本発明は、上記の問題点を解決するものであって、２輪
駆動走行におけるコーナリング時に自動的に４輪駆動に
切換えてコーナリング時の限界性能を高める４輪駆動車
の自動切換装置を提供することを目的とするものである
。The present invention solves the above-mentioned problems, and provides an automatic switching device for a four-wheel drive vehicle that automatically switches to four-wheel drive when cornering in two-wheel drive driving to improve limit performance during cornering. The purpose is to

〔問題点を解決するための手段〕[Means for solving problems]

そのために本発明の４輪駆動車の自動切換装置は、エン
ジンの動力を前輪又は後輪の一方へ直接伝達させるとと
もに、２輪−４輪切換用クラッチの操作により前記前輪
又は後輪の他方へも伝達させる４輪駆動車において、２
輪駆動走行におけるコーナリング時にコーナリングフォ
ースの限界を演算して自動的に４輪駆動に切換えること
を特徴とするものである。To this end, the automatic switching device for a four-wheel drive vehicle of the present invention directly transmits engine power to one of the front wheels or the rear wheels, and also transfers the power from the engine to the other of the front wheels or rear wheels by operating a clutch for switching between two wheels and four wheels. In a four-wheel drive vehicle that also transmits 2
This system is characterized by calculating the limit of cornering force during cornering during wheel drive driving and automatically switching to four-wheel drive.

〔作用および発明の効果〕[Action and effect of the invention]

本発明の４輪駆動車の自動切換装置では、２輪駆動走行
におけるコーナリング時にコーナリングフォースの限界
を演算して自動的に４輪駆動に切換えるので、車両のコ
ーナリングフォースの限界を高め、駆動軸のスリップを
防止できる。The automatic switching device for a four-wheel drive vehicle of the present invention calculates the limit of cornering force when cornering in two-wheel drive driving and automatically switches to four-wheel drive, thereby increasing the cornering force limit of the vehicle and Can prevent slipping.

〔実施例〕〔Example〕

以下、実施例を図面を参照しつつ説明する。 Examples will be described below with reference to the drawings.

第１図は本発明が適用される制御系のブロック構成図、
第２図及び第３図は本発明の各実施例における制御のフ
ローチャートを説明するための図、第４図はタイヤグリ
ップ能力を説明するための図、第５図はエンジン性能曲
線を示す図、第６図はパートタイム式４輪駆動車の動力
伝達系を示す図である。図中、Ｃは演算制御装置、Ｓは
ソレノイド、Ａは自動変速機、１はトルクコンバータ、
２は主変速機、３は副変速機、５は駆動歯車、６はフロ
ント用差動装置、７は前輪駆動軸、９は後輪駆動用プロ
ペラシャフト、１０は傘歯車、１１は後輸出力部材、１
２は後輪伝達装置、１３は２輪−４輪切換用クラッチを
示す。FIG. 1 is a block diagram of a control system to which the present invention is applied;
FIG. 2 and FIG. 3 are diagrams for explaining control flowcharts in each embodiment of the present invention, FIG. 4 is a diagram for explaining tire grip ability, and FIG. 5 is a diagram showing an engine performance curve. FIG. 6 is a diagram showing a power transmission system of a part-time four-wheel drive vehicle. In the figure, C is an arithmetic control unit, S is a solenoid, A is an automatic transmission, 1 is a torque converter,
2 is the main transmission, 3 is the sub-transmission, 5 is the drive gear, 6 is the front differential, 7 is the front wheel drive shaft, 9 is the propeller shaft for rear wheel drive, 10 is the bevel gear, 11 is the rear export force Part, 1
2 is a rear wheel transmission device, and 13 is a clutch for switching between two wheels and four wheels.

一般に、前輪又は後輪の一方による２輪駆動と、前後輪
の両方による４輪駆動が可能なパートタイム式４輪駆動
車において、エンジンをフロント側に載置した１例を示
すものであり、第６図に示すようにエンジンからの動力
が自動変速機Ａ内に配設されたトルクコンバータ１、王
変速ａ２、および副変速機３に伝達され、その出力が駆
動歯車５、次いで該駆動歯車５に一体に設置されたフロ
ント用差動装置６を介して前輪駆動軸７に伝達され２輪
駆動が行われるように構成されている。一方、後輪駆動
用プロペラシャフト９が傘歯車１０を介して後輸出力部
材１１に連結され、該後輸出力部材１１と前記駆動歯車
５に一体に設置された後輪伝達装置１２とが、２輪−４
輪切換用クラッチ１３により切離自在に配置され、該切
換用クラッチ１３の作動により、自動変速機Ａから動力
が前記プロペラシャフト９に伝達され後輪が駆動される
ことになり４輪駆動が行われるように構成されている。In general, this is an example of a part-time 4-wheel drive vehicle in which the engine is mounted on the front side in a part-time 4-wheel drive vehicle that is capable of 2-wheel drive using either the front or rear wheels or 4-wheel drive using both the front and rear wheels. As shown in FIG. 6, the power from the engine is transmitted to the torque converter 1, the king shift a2, and the sub-transmission 3 disposed in the automatic transmission A, and the output is transmitted to the drive gear 5, and then to the drive gear 5. The power is transmitted to the front wheel drive shaft 7 via a front differential device 6 installed integrally with the front wheel drive shaft 5, so that two-wheel drive is performed. On the other hand, a rear wheel drive propeller shaft 9 is connected to a rear export force member 11 via a bevel gear 10, and a rear wheel transmission device 12 that is integrally installed on the rear export force member 11 and the drive gear 5, 2 wheels-4
It is disposed to be freely disengageable by a wheel switching clutch 13, and when the switching clutch 13 operates, power is transmitted from the automatic transmission A to the propeller shaft 9 to drive the rear wheels, resulting in four-wheel drive. It is configured to be

そして、運転者が路面の状況、走行条件等から判断して
２輪−４輪切換用クラッチ１３を操作することにより、
通常走行での２輪駆動、又は凍結ロード或いは急加減速
時での４輪駆動の走行が行われる。Then, the driver operates the 2-wheel to 4-wheel switching clutch 13 based on the road surface situation, driving conditions, etc.
Two-wheel drive is used during normal driving, or four-wheel drive is used when driving on frozen roads or during sudden acceleration and deceleration.

一方、２輪駆動走行におけるコーナリング時には、車両
のコーナリングフォースの限界を演算して自動的に２輪
−４輪切換用クラッチ１３を作動することにより４輪駆
動に切換え、車両のコーナリングフォースの限界を高め
、コーナリング性能を高めるものである。この点をさら
に詳述すると、タイヤのグリップ能力Ｇは第４図に示す
ように、縦軸にエンジンからの駆動力を、横軸にコーナ
リング時の遠心力に打勝つためのコーナリングフォース
をとると一定の円で表され、この円の範囲内にエンジン
からの駆動力及びコーナリングフォースが納まっていれ
ばコーナリング時に問題は生しないが、円の範囲外に出
ると駆動輪のスリップが生しる。今、２輪駆動走行にお
けるコーナリング時にエンジンからの駆動力すを伝達す
ると、ｂ′のコーナリングフォースしか得られず、さら
にＧ２〈ｂ２→−ｂ’ｚの関係になると駆動輪がスリッ
プしてしまうが、４輪駆動走行の場合にはエンジンの駆
動力を４輪に分散するため、１つの車輪が受は持つ駆動
力がｃ　＝　ｂ　／　２まで減少し逆にコーナリングフ
ォースＣ′は増大し、駆動輪のスリップは生じなくなる
。On the other hand, when cornering in 2-wheel drive driving, the limit of the cornering force of the vehicle is calculated and the 2-wheel to 4-wheel switching clutch 13 is automatically operated to switch to 4-wheel drive. This is to improve cornering performance. To explain this point in more detail, the grip capacity G of a tire is determined by taking the driving force from the engine on the vertical axis and the cornering force to overcome the centrifugal force during cornering on the horizontal axis, as shown in Figure 4. It is represented by a certain circle, and if the driving force and cornering force from the engine are within the range of this circle, there will be no problem when cornering, but if it goes outside the range of the circle, the drive wheels will slip. Now, if we transmit the driving force from the engine during cornering in two-wheel drive driving, only the cornering force of b' will be obtained, and if the relationship becomes G2〈b2→-b'z, the driving wheels will slip. In the case of four-wheel drive driving, the driving force of the engine is distributed to the four wheels, so the driving force received by one wheel decreases to c = b / 2, and conversely, the cornering force C' increases, and the driving force No wheel slippage occurs.

次に、コーナリング時における制御方法を第１図、第２
図、及び第３図を参照しつつ説明する。Next, the control method during cornering is shown in Figures 1 and 2.
This will be explained with reference to FIGS.

まず、第１図に示す制御系について説明すると、アクセ
ル開度θ、エンジン回転数Ｎｔ、タイヤ荷重Ｆｔ、ハン
ドル切れ角θ、い車速Ｖの検出信号が演算制御部（コン
ピュータ）Ｃに入力され、ここでエンジンからの駆動力
及びコーナリングフォースが演算される。そしてコーナ
リングフォースが限界に達すると出力信号がソレノイド
Ｓに送られ、該ソレノイドＳが通電されることにより、
第６図で説明した２輪−４輪切換用クラッチ１３を４輪
駆動側に切換えるものである。次いで、第２図に示すフ
ローチャートにより処理の流れを説明すると、 ■　車両が発進し走行時に２輪−４輪切換用クラッチ１
３を作動させるソレノイドがＯＦＦ　（２輪駆動）であ
るかどうかを調べる。ＮＯの場合（４輪駆動）にはＹＥ
Ｓになるまで繰り返し、ＹＥＳの場合には次に■の処理
を行う。First, to explain the control system shown in FIG. 1, detection signals of accelerator opening θ, engine speed Nt, tire load Ft, steering wheel turning angle θ, and vehicle speed V are input to an arithmetic control unit (computer) C. Here, the driving force and cornering force from the engine are calculated. When the cornering force reaches its limit, an output signal is sent to the solenoid S, and the solenoid S is energized.
This is to switch the two-wheel to four-wheel switching clutch 13 explained in FIG. 6 to the four-wheel drive side. Next, the flow of the process will be explained with reference to the flowchart shown in FIG.
Check whether the solenoid that operates 3 is OFF (2-wheel drive). If NO (4 wheel drive), YE
Repeat until S is reached, and if YES, then process (2) is performed.

■　アクセル開度θとエンジン回転数ＮＥの検出１８号
を読み込み、次に■の処理を行う。■ Read detection number 18 of accelerator opening θ and engine speed NE, and then perform process (■).

■　アクセル開度θとエンジン回転数Ｎ、からエンジン
の駆動力ＴＥを演算する。この計算は第５図に示すエン
ジン性能曲線をコンピュータにインプットしておくこと
により行われる。次に■の処理を行う。■ Calculate the engine driving force TE from the accelerator opening θ and the engine rotation speed N. This calculation is performed by inputting the engine performance curve shown in FIG. 5 into a computer. Next, perform the process (■).

■　Ｔ、とトルク比、ギヤ比、デフ比、ギヤ段数よりＴ
／Ｍアウトプットトルク（タイヤに伝達される駆動力Ｔ
。を算出する。■ From T, torque ratio, gear ratio, differential ratio, and number of gears, T
/M output torque (driving force T transmitted to the tire
. Calculate.

■　駆動力ＴＤが定数Ｇより大であるかどうかを判断し
、Ｎｏの場合には■の処理を行い、ＹＥＳの場合には次
に■の処理を行う。なお、定数Ｇはコーナリングフォー
スの限界値を経験的に設定したものである。(2) Determine whether the driving force TD is greater than the constant G. If No, perform the process (2), and if YES, perform the process (2) next. Note that the constant G is a limit value of cornering force set empirically.

■　２輪−４輪切換用クラッチ１３を作動させるソレノ
イドをＯＮさせ４輪駆動に切換える。次に■の処理に戻
す。■Turn on the solenoid that operates the clutch 13 for 2-wheel to 4-wheel switching to switch to 4-wheel drive. Next, return to the process in ■.

次に、第３図に示す実施例により処理の流れを説明する
。第３図の■、■、■、■及び［相］の処理は第２図の
■、■、■、■及び■の処理と同様であるので説明は省
略する。Next, the flow of processing will be explained using the embodiment shown in FIG. Since the processes of ■, ■, ■, ■, and [phase] in FIG. 3 are the same as the processes of ■, ■, ■, ■, and ■ in FIG. 2, their explanation will be omitted.

■　タイヤ荷重ＦＬ、ハンドル切れ角θ、い車速Ｖの検
出信号を読み込み、次に０の処理を行う。■ Read the detection signals of tire load FL, steering wheel turning angle θ, and vehicle speed V, and then perform 0 processing.

［相］　タイヤ荷重Ｆｔ、ハンドル切れ角θ、い車速■
からコーナリングフォースＣ，を演算し、次にＯの処理
を行う。[Phases] Tire load Ft, steering wheel turning angle θ, vehicle speed■
The cornering force C is calculated from C, and then the process O is performed.

＠　　ＴＤ　”　＋Ｃ（”　＞ｃ”であるかどうかを調
べる。ＮＯの場合には■の処理を行い、ＹＥＳの場合に
は次に＠の処理を行う。これにより４輪駆動に切り換わ
る。@TD" +C (Check whether ">c". If NO, perform the process ■; if YES, perform the next process @. This switches to four-wheel drive.

以上の説明から明らかなように、本発明によれば、エン
ジンからの駆動力を前輪又は後輪の一方へ直接伝達させ
るとともに、２輪−４輪切換用クラッチの操作により前
記前輪又は後輪の他方へも伝達させる４輪駆動車におい
て、２輪駆動走行におけるコーナリング時にコーナリン
グフォースの限界を演算して自動的に４輪駆動に切換え
るようにしたから、駆動輪のスリップを防止しコーナリ
ング時の限界性能を向上することができる。As is clear from the above description, according to the present invention, the driving force from the engine is directly transmitted to one of the front wheels or the rear wheels, and the front wheels or the rear wheels are controlled by operating the clutch for switching between two wheels and four wheels. In 4-wheel drive vehicles, the limit of cornering force is calculated when cornering when driving in 2-wheel drive, and the system automatically switches to 4-wheel drive, thereby preventing slippage of the drive wheels and reducing the limit when cornering. Performance can be improved.

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

第１図は本発明が適用される制御系のブロック構成図、
第２図及び第３図は本発明の各実施例における制御のフ
ローチャートを説明するための図、第４図はタイヤグリ
ップ能力を説明するための図、第５図はエンジン性能曲
線を示す図、第６図はパートタイム式４輪駆動車の動力
伝達系を示す図である。 Ｃ・・・演算制御装置、Ｓ・・・ソレノイド、Ａ・・・
自動変速機、１・・・トルクコンバーク、２・・・王変
速機、３・・・副変速機、５・・・駆動歯車、６・・・
フロント用差動装置、７・・・前輪駆動軸、９・・・後
輪駆動用プロペラシャフト、ｌＯ・・・傘歯車、１１・
・・後輸出力部材、１２・・・後輪伝達装置、１３・・
・２輪−４輪切換用クラッチ。 特許出願人　アインン・ワーナー株式会社代理人　弁理
士　　阿　　部　　龍　　吉第１図 第２図 第＋図 第５図 エンシ゛ン回ｋｌＬ（ｒｐｍ）FIG. 1 is a block diagram of a control system to which the present invention is applied;
FIG. 2 and FIG. 3 are diagrams for explaining control flowcharts in each embodiment of the present invention, FIG. 4 is a diagram for explaining tire grip ability, and FIG. 5 is a diagram showing an engine performance curve. FIG. 6 is a diagram showing a power transmission system of a part-time four-wheel drive vehicle. C... Arithmetic control unit, S... Solenoid, A...
Automatic transmission, 1... Torque converter, 2... King transmission, 3... Sub-transmission, 5... Drive gear, 6...
Front differential device, 7... Front wheel drive shaft, 9... Rear wheel drive propeller shaft, lO... Bevel gear, 11.
... Rear export force member, 12... Rear wheel transmission device, 13...
・Clutch for switching between 2 wheels and 4 wheels. Patent Applicant: Eynne Warner Co., Ltd. Representative Patent Attorney: Ryukichi Abe Figure 1 Figure 2 + Figure 5 Engine rotation klL (rpm)

Claims (3)

【特許請求の範囲】[Claims] （１）エンジンの動力を前輪又は後輪の一方へ直接伝達
させるとともに、２輪−４輪切換用クラッチの操作によ
り前記前輪又は後輪の他方へも伝達させる４輪駆動車に
おいて、２輪駆動走行におけるコーナリング時にコーナ
リングフォースの限界を演算して自動的に４輪駆動に切
換えることを特徴とする４輪駆動車の自動切換装置。(1) A two-wheel drive vehicle in which engine power is directly transmitted to one of the front wheels or the rear wheels and is also transmitted to the other of the front wheels or rear wheels by operating a clutch for switching between two and four wheels. An automatic switching device for a four-wheel drive vehicle, which calculates the limit of cornering force during cornering during driving and automatically switches to four-wheel drive. （２）コーナリングフォースの限界を、エンジンの駆動
力に対応して演算することを特徴とする特許請求の範囲
第１項記載の４輪駆動車の自動切換装置。(2) The automatic switching device for a four-wheel drive vehicle according to claim 1, wherein the limit of cornering force is calculated in accordance with the driving force of the engine. （３）コーナリングフォースの限界を、エンジンの駆動
力とコーナリングフォースとの比較により演算すること
を特徴とする特許請求の範囲第１項記載の４輪駆動車の
自動切換装置。(3) The automatic switching device for a four-wheel drive vehicle according to claim 1, wherein the limit of cornering force is calculated by comparing the driving force of the engine with the cornering force.
JP21715685A 1985-09-30 1985-09-30 Automatic shifting device for 4-wheel-drive vehicle Granted JPS6277231A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP21715685A JPS6277231A (en) 1985-09-30 1985-09-30 Automatic shifting device for 4-wheel-drive vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP21715685A JPS6277231A (en) 1985-09-30 1985-09-30 Automatic shifting device for 4-wheel-drive vehicle

Publications (2)

Publication Number Publication Date
JPS6277231A true JPS6277231A (en) 1987-04-09
JPH0571407B2 JPH0571407B2 (en) 1993-10-07

Family

ID=16699728

Family Applications (1)

Application Number Title Priority Date Filing Date
JP21715685A Granted JPS6277231A (en) 1985-09-30 1985-09-30 Automatic shifting device for 4-wheel-drive vehicle

Country Status (1)

Country Link
JP (1) JPS6277231A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5167293A (en) * 1989-12-30 1992-12-01 Hyundai Motor Company Full time four wheel drive system
JP2016101874A (en) * 2014-11-28 2016-06-02 株式会社ジェイテクト Control device of four-wheel drive car

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5167293A (en) * 1989-12-30 1992-12-01 Hyundai Motor Company Full time four wheel drive system
JP2016101874A (en) * 2014-11-28 2016-06-02 株式会社ジェイテクト Control device of four-wheel drive car

Also Published As

Publication number Publication date
JPH0571407B2 (en) 1993-10-07

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