JPS63162333A - Power transmission in four-wheel drive vehicle - Google Patents
Power transmission in four-wheel drive vehicleInfo
- Publication number
- JPS63162333A JPS63162333A JP30811486A JP30811486A JPS63162333A JP S63162333 A JPS63162333 A JP S63162333A JP 30811486 A JP30811486 A JP 30811486A JP 30811486 A JP30811486 A JP 30811486A JP S63162333 A JPS63162333 A JP S63162333A
- Authority
- JP
- Japan
- Prior art keywords
- wheel drive
- drive shaft
- gear
- front wheel
- rear wheel
- 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
- 230000005540 biological transmission Effects 0.000 title claims description 12
- 238000002485 combustion reaction Methods 0.000 claims abstract description 28
- 238000000034 method Methods 0.000 claims description 8
- 230000008878 coupling Effects 0.000 abstract description 4
- 238000010168 coupling process Methods 0.000 abstract description 4
- 238000005859 coupling reaction Methods 0.000 abstract description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 1
Landscapes
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明は、四輪駆動車の動力伝達方法に係り、特に粘
性継手を介して連結した前車輪駆動軸と後車輪駆動軸と
の減速比をそれぞれ異ならせ内燃機関の動力を伝達する
ことにより、内燃機関の動力を前車輪駆動軸と後車輪駆
動軸とに常時伝達して四輪の全てを常時駆動し得る四輪
駆動車の動力伝達方法に関する。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a power transmission method for a four-wheel drive vehicle, and particularly relates to a reduction ratio between a front wheel drive shaft and a rear wheel drive shaft connected via a viscous joint. A power transmission system for a four-wheel drive vehicle that can constantly drive all four wheels by constantly transmitting the power of the internal combustion engine to the front wheel drive shaft and the rear wheel drive shaft by transmitting the power of the internal combustion engine by making the two wheels different from each other. Regarding the method.
近時、悪路走行や不整地走行のみならず通常の走路走行
等あらゆる走行状態における走行性能や安全性等を向上
させるべく、内燃機関の動力を前車輪駆動軸と後車輪駆
動軸とに伝達し２四輪の全てを駆動する方式のいわゆる
四輪駆動車が多種出現している。この四輪駆動車には、
前車輪駆動軸と後車輪駆動軸とを差動機を介して連結し
たものや、例えば実開昭６１−６１２３３号公報に開示
の如く−の駆動軸たる前車輪駆動軸に内燃機関の動力を
伝達し、この前車輪駆動軸に粘性継手（ビスカス・カッ
プリング）を介して他の駆動軸たる後車輪駆動軸を連結
したもの等がある。Recently, power from an internal combustion engine has been transmitted to the front and rear wheel drive shafts in order to improve driving performance and safety in all driving conditions, including not only driving on rough roads and uneven terrain, but also normal road driving. Many types of so-called four-wheel drive vehicles have appeared, which drive all four wheels. This four-wheel drive vehicle has
The power of the internal combustion engine is transmitted to the front wheel drive shaft which is a drive shaft in which the front wheel drive shaft and the rear wheel drive shaft are connected via a differential, or as disclosed in Japanese Utility Model Application Publication No. 61-61233, for example. However, there is one in which this front wheel drive shaft is connected to another drive shaft, that is, a rear wheel drive shaft, via a viscous coupling.
前記前車輪駆動軸と後車輪駆動軸とを差動機を介して連
結した四輪駆動車は、第３図に示す如く前車輪駆動軸と
後車輪駆動軸との回転数の差に拘らず内燃機関の動力を
前車輪駆動軸と後車輪駆動軸とに一定の比率で伝達し、
四輪の全てを駆動するものである。また、前記公報に開
示の前車輪駆動軸と後車輪駆動軸とを粘性継手を介して
連結した四輪駆動車は、通常走行状態においては前車輪
駆動軸にのみ内燃機関の動力を伝達して二輪を駆動し、
例えば前車輪がスリップした場合等は、第４図に示す如
（粘性継手によって前車輪駆動軸と後車輪駆動軸との回
転数の差に比例して内燃機関の動力を後車輪駆動軸に伝
達し、四輪の全てを駆動するものである。In a four-wheel drive vehicle in which the front wheel drive shaft and the rear wheel drive shaft are connected via a differential, the internal combustion The power of the engine is transmitted to the front wheel drive shaft and the rear wheel drive shaft at a fixed ratio,
It drives all four wheels. Furthermore, the four-wheel drive vehicle disclosed in the above publication in which the front wheel drive shaft and the rear wheel drive shaft are connected via a viscous joint transmits the power of the internal combustion engine only to the front wheel drive shaft during normal driving conditions. Drive two wheels,
For example, when the front wheels slip, the power of the internal combustion engine is transmitted to the rear wheel drive shaft in proportion to the difference in rotational speed between the front wheel drive shaft and the rear wheel drive shaft using a viscous joint as shown in Figure 4. It drives all four wheels.
なお、粘性継手は、粘性流体の粘性を利用して一側の回
転力を他側に伝達するものであり、粘性流体両側に生じ
た回転数に差に比例した回転力を一側から他側に伝達す
る。A viscous joint uses the viscosity of viscous fluid to transmit rotational force from one side to the other side, and transmits rotational force from one side to the other side in proportion to the difference in the number of rotations generated on both sides of the viscous fluid. to communicate.
ところで、前車輪駆動軸と後車輪駆動軸とを粘性継手を
介して連結した四輪駆動車は、従来、前車輪駆動軸と後
車輪駆動軸との回転数が略同−になるように減速比を設
定して連結しである。従って、例えば直進走行状態の如
く前車輪と後車輪とが同一回転数になり、前車輪駆動軸
と後車輪駆動軸との回転数に差が生じない走行状態にお
いては、第４図からも明らかな如く、粘性継手が内燃機
関の動力を伝達しない。このため、内燃機関の動力は−
の駆動軸たる前車輪駆動軸にのみ伝達し、他の駆動軸た
る後車輪駆動軸に伝達し得なかった。By the way, a four-wheel drive vehicle in which a front wheel drive shaft and a rear wheel drive shaft are connected via a viscous joint has conventionally been decelerated so that the rotation speeds of the front wheel drive shaft and rear wheel drive shaft are approximately the same. Set the ratio and connect. Therefore, it is clear from FIG. 4 that in a driving condition where the front wheels and rear wheels have the same rotational speed and there is no difference in the rotational speed between the front wheel drive shaft and the rear wheel driveshaft, such as when driving straight ahead. As shown in the figure, the viscous joint does not transmit the power of the internal combustion engine. Therefore, the power of the internal combustion engine is −
It was possible to transmit the signal only to the front wheel drive shaft, which is the drive shaft of the vehicle, and not to the rear wheel drive shaft, which is the other drive shaft.
この結果、前車輪駆動軸と後車輪駆動軸とを粘性継手を
介して連結した四輪駆動車は、内燃機関の動力を前車輪
駆動軸と後車輪駆動軸とに常時伝達して四輪の全てを駆
動することができず、あらゆる走行状態における走行性
能や安定性等の向上を果し得ない不都合があった。As a result, a four-wheel drive vehicle in which the front wheel drive shaft and the rear wheel drive shaft are connected via a viscous joint, constantly transmits the power of the internal combustion engine to the front wheel drive shaft and the rear wheel drive shaft. This has the disadvantage that it is not possible to drive all of the components, making it impossible to improve driving performance, stability, etc. in all driving conditions.
そこでこの発明の目的は、粘性継手を介して連結した前
車輪駆動軸と後車輪駆動軸との減速比をそれぞれ異なら
せ内燃機関の動力を伝達することにより、内燃機関の動
力を前車輪駆動軸と後車輪駆動軸とに常時伝達して四輪
の全てを駆動し得て、これによりあらゆる走行状態にお
ける走行性能や安定性等の向上を果たし得る四輪駆動車
の動力伝達方法を実現することにある。Therefore, an object of the present invention is to transfer the power of the internal combustion engine to the front wheel drive shaft by transmitting the power of the internal combustion engine by changing the reduction ratio of the front wheel drive shaft and the rear wheel drive shaft, which are connected via a viscous joint. To realize a power transmission method for a four-wheel drive vehicle that can constantly transmit power to a rear wheel drive shaft to drive all four wheels, thereby improving driving performance and stability in all driving conditions. It is in.
この目的を達成するためにこの発明は、前車輪駆動軸と
後車輪駆動軸とを粘性継手を介して連結した四輪駆動車
の前記前車輪駆動軸と後車輪駆動軸との減速比をそれぞ
れ異ならせ内燃機関の動力を伝達することを特徴とする
。In order to achieve this object, the present invention provides a four-wheel drive vehicle in which the front wheel drive shaft and the rear wheel drive shaft are connected via a viscous joint, and the reduction ratios of the front wheel drive shaft and the rear wheel drive shaft are respectively adjusted. It is characterized by transmitting the power of an internal combustion engine.
この発明方法によれば、粘性継手を介して連結した前車
輪駆動軸と後車輪駆動軸との減速比をそれぞれ異ならせ
内燃機関の動力を伝達することにより、前車輪駆動軸と
後車輪駆動軸との回転数に差が生じるので、粘性継手は
内燃機関の動力を伝達することになる。これにより、内
燃機関動力を前車輪駆動軸と後車輪駆動軸とに常時伝達
し、四輪の全てを駆動する。According to the method of this invention, the front wheel drive shaft and the rear wheel drive shaft are connected via a viscous joint, and the front wheel drive shaft and the rear wheel drive shaft are transmitted with different reduction ratios to transmit the power of the internal combustion engine. Since there is a difference in the rotational speed between the two, the viscous joint transmits the power of the internal combustion engine. As a result, internal combustion engine power is constantly transmitted to the front wheel drive shaft and the rear wheel drive shaft, driving all four wheels.
以下図面に基づいてこの発明の実施例を詳細に説明する
。Embodiments of the present invention will be described in detail below based on the drawings.
第１・２図はこの発明方法の実施例を示すものである。Figures 1 and 2 show an embodiment of the method of this invention.
第１図において、２は内燃機関、４は変速機である。前
記内燃機関２の変速機４には、前部差動機６が噛合して
おり、この前部差動機６に前車輪駆動軸８・８の内端が
夫々噛合している。In FIG. 1, 2 is an internal combustion engine, and 4 is a transmission. A front differential 6 meshes with the transmission 4 of the internal combustion engine 2, and the inner ends of front wheel drive shafts 8, 8 mesh with the front differential 6, respectively.
また前車輪駆動軸８・８の外端には、前車輪１０・１０
が夫々取付けである。Further, front wheels 10, 10 are attached to the outer ends of the front wheel drive shafts 8, 8.
are installed respectively.
前記前部差動機６には、前部ハイポイドギヤ１２により
推進軸１４の前端が噛合している。この推進軸１４の後
端は、後部側に粘性継手（ビスカス・カップリング）１
６を介設して後部ハイポイドギヤ１８により後部差動機
２０に噛合している。後部差動機２０には、後車輪駆動
軸２２・２２の内端を夫々噛合してあり、後車輪駆動軸
２２・２２の外端には後車輪２４・２４が夫々取付けで
ある。なお、符号１２ａ・１２ｂは前部ハイポイドギヤ
１２のそれぞれ駆動側ギヤ・被動側ギヤであり、また符
号１８ａ・１８ｂは後部ハイポイドギヤ１８のそれぞれ
駆動側ギヤ・被動側ギヤである。A front end of a propulsion shaft 14 is engaged with the front differential 6 by a front hypoid gear 12 . The rear end of this propulsion shaft 14 has a viscous coupling 1 on the rear side.
6 is interposed, and the rear hypoid gear 18 meshes with the rear differential 20. The rear differential 20 meshes with the inner ends of rear wheel drive shafts 22, 22, respectively, and rear wheels 24, 24 are attached to the outer ends of the rear wheel drive shafts 22, 22, respectively. Note that reference numerals 12a and 12b are the driving side gear and driven side gear of the front hypoid gear 12, respectively, and numerals 18a and 18b are the driving side gear and driven side gear of the rear hypoid gear 18, respectively.
このように前車輪駆動軸８・８と後車輪駆動軸２２・２
２とを粘性継手１６を介して連結した四輪駆動車につい
て、前記前車輪駆動軸８・８と後車輪駆動軸２２・２２
との減速比をそれぞれ異ならせる。In this way, the front wheel drive shafts 8, 8 and the rear wheel drive shafts 22, 2
2 are connected via a viscous joint 16, the front wheel drive shafts 8, 8 and the rear wheel drive shafts 22, 22
and have different reduction ratios.
例えば、前部ハイポイドギヤ１２の駆動側ギャ１２ａと
被動側ギヤ１２ｂとの歯数の比を３９：１１、後部ハイ
ポイドギヤ１８の駆動側ギヤ１８ａと被動側ギヤ１８ｂ
との歯数の比を３６：１１にそれぞれ設定する。これに
より、前部ハイポイドギヤ１２の回転比はＦ＝３．５４
５となり、後部ハイポイドギヤ１８の回転比はＲ＝３．
２７２となる。従って、後車輪駆動軸２２・２２は、前
記前車輪駆動軸８・８よりも小さい減速比になり、０．
９２３倍の回転数になる。For example, the ratio of the number of teeth between the driving side gear 12a and the driven side gear 12b of the front hypoid gear 12 is 39:11, and the ratio of the number of teeth between the driving side gear 18a and the driven side gear 18b of the rear hypoid gear 18 is set to 39:11.
The ratio of the number of teeth is set to 36:11. As a result, the rotation ratio of the front hypoid gear 12 is F=3.54.
5, and the rotation ratio of the rear hypoid gear 18 is R=3.
It becomes 272. Therefore, the rear wheel drive shafts 22, 22 have a smaller reduction ratio than the front wheel drive shafts 8, 8, and 0.
The rotation speed will be 923 times higher.
このように、前車輪駆動軸８・８と後車輪駆動軸２２・
２２との減速比をそれぞれ異ならせ内燃機関２の動力を
伝達することにより、第２図の如く、例えば直進走行状
態の如く前車輪１０−１０と後車輪２４・２４とが同一
回転数になる走行状態においても、前記前車輪駆動軸８
・８と後車輪駆動軸２２・２２とは回転数に差を生じる
ので、粘性継手１６は回転数の差に比例して内燃機関２
の動力を後車輪駆動軸２２・２２に伝達することになる
。In this way, the front wheel drive shafts 8, 8 and the rear wheel drive shafts 22,
By transmitting the power of the internal combustion engine 2 with different reduction ratios between the wheels 22 and 22, the front wheels 10-10 and the rear wheels 24, 24 have the same rotational speed, as shown in FIG. 2, for example, when driving straight ahead. Even in the running state, the front wheel drive shaft 8
・Since there is a difference in rotational speed between 8 and the rear wheel drive shafts 22, 22, the viscous joint 16 rotates internal combustion engine 2 in proportion to the difference in rotational speed.
power is transmitted to the rear wheel drive shafts 22, 22.
このため、内燃機関２の動力を前車輪駆動軸８・８と後
車輪駆動軸２２・２２とに常時伝達し、前車輪１０・１
０と後車輪２４・２４とを駆動することができる。Therefore, the power of the internal combustion engine 2 is constantly transmitted to the front wheel drive shafts 8, 8 and the rear wheel drive shafts 22, 22, and the front wheels 10, 1
0 and the rear wheels 24.
また、走行中に、例えば前車輪１０・１０のスリップに
より前車輪駆動軸８・８と後車輪駆動軸２２・２２との
回転数の差が変化すると、粘性継手１６は回転数の差に
比例して後車輪駆動軸２２・２２に内燃機関２の動力を
増加して伝達し、後車輪２４・２４を駆動することがで
きる。Additionally, when the difference in rotational speed between the front wheel drive shafts 8, 8 and the rear wheel driveshafts 22, 22 changes during driving, for example due to slipping of the front wheels 10, 10, the viscous joint 16 is proportional to the difference in rotational speed. The power of the internal combustion engine 2 can be increased and transmitted to the rear wheel drive shafts 22, 22 to drive the rear wheels 24, 24.
さらに、ステアリング切れ角が大となる車庫入れ等の如
き低速、低回転時の走行状態においては、前車輪１０・
１０と後車輪２４・２４とを駆動しつつ前車輪駆動軸８
・８と後車輪駆動軸２２・２２との回転数の差を粘性継
手１６により吸収し、いわゆるタイトコーナー・ブレー
キング現象を解消することができる。Furthermore, in driving conditions at low speeds and low rotations, such as when parking in a garage, where the steering angle is large, the front wheels 10 and
10 and the rear wheels 24, 24 while driving the front wheel drive shaft 8.
- The difference in the rotational speed between the rear wheel drive shaft 8 and the rear wheel drive shaft 22 can be absorbed by the viscous joint 16, thereby eliminating the so-called tight corner braking phenomenon.
この結果、内燃機関２の動力を前車輪駆動軸８・８と後
車輪駆動軸２２・２２とに常時伝達し、前車輪１０・１
０と後車輪２４・２４との全てを駆動することができる
。これにより、あらゆる走行状態において、四輪駆動車
の走行性能や安定性等の向上を果たすことができる。ま
た、前車輪駆動軸８・８、後車輪駆動軸２２・２２、推
進軸１４等の動力伝達系には、常時軽度の負荷が加担し
ているので、歯車のバックラッシュによる歯打音の発生
を軽減することができる。As a result, the power of the internal combustion engine 2 is constantly transmitted to the front wheel drive shafts 8, 8 and the rear wheel drive shafts 22, 22, and the front wheels 10, 1
0 and the rear wheels 24, 24 can all be driven. This makes it possible to improve the driving performance and stability of the four-wheel drive vehicle in all driving conditions. In addition, since a slight load is always applied to the power transmission system such as the front wheel drive shafts 8, 8, the rear wheel drive shafts 22, 22, and the propulsion shaft 14, rattling noise may occur due to gear backlash. can be reduced.
以上詳細に説明した如くこの発明によれば、粘性継手を
介して連結した前車輪駆動軸と後車輪駆動軸との減速比
をそれぞれ異ならせたことにより、前車輪駆動軸と後車
輪駆動軸との回転数に差が生じるので、粘性継手は内燃
機関の動力を伝達することになる。これにより、内燃機
関の動力を前車輪駆動軸と後車輪駆動軸とに常時伝達し
、四輪の全てを駆動することができる。As explained in detail above, according to the present invention, the front wheel drive shaft and the rear wheel drive shaft are connected via a viscous joint, and the reduction ratios of the front wheel drive shaft and the rear wheel drive shaft are made different. Since there is a difference in the rotational speed of the engine, the viscous joint transmits the power of the internal combustion engine. Thereby, the power of the internal combustion engine can be constantly transmitted to the front wheel drive shaft and the rear wheel drive shaft, and all four wheels can be driven.
このため、四輪駆動車のあらゆる走行状態における走行
性能や安定性等の向上を果たすことができる。また、動
力伝達系に常時軽度の負荷が加担しているので、歯車の
バックラッシュによる歯打音の発生を軽減することがで
きる等の効果を奏することができる。Therefore, it is possible to improve the driving performance and stability of the four-wheel drive vehicle in all driving conditions. Furthermore, since a light load is always applied to the power transmission system, it is possible to reduce the occurrence of rattling noise due to gear backlash.
第１・２図はこの発明方法の実施例を示し、第１図は動
力伝達系の概略構成図、第２図はこの発明方法による伝
達トルクと回転数の差との関係を示す図である。
第３・４図は従来例を示し、第３図は前車輪駆動軸と後
車輪駆動軸とを差動機を介して連結した四輪駆動車の伝
達トルクと回転数の差との関係を示す図、第４図は前車
輪駆動軸と後車輪駆動軸とを粘性継手を介して連結した
四輪駆動車の伝達トルクと回転数の差との関係を示す図
である。
図において、２は内燃機関、４は変速機、６は前部差動
機、８・８は前車輪駆動軸、１０・１０は前車輪、１２
は前部ハイポイドギヤ、１２ａは駆動側ギヤ、１２ｂ被
動側ギヤ、１４は推進軸、１Ｇは粘性継手（ビスカス・
カップリング）、１８は後部ハイポイドギヤ、１８ａは
駆動側ギヤ、１８ｂは被動側ギヤ、２０は後部差動機、
２２・２２は後車輪駆動軸、２４・２４は後車輪である
。Figures 1 and 2 show examples of the method of this invention, Figure 1 is a schematic configuration diagram of a power transmission system, and Figure 2 is a diagram showing the relationship between the transmitted torque and the difference in rotational speed according to the method of this invention. . Figures 3 and 4 show a conventional example, and Figure 3 shows the relationship between the transmitted torque and the difference in rotation speed of a four-wheel drive vehicle in which the front wheel drive shaft and the rear wheel drive shaft are connected via a differential. FIG. 4 is a diagram showing the relationship between the transmission torque and the difference in rotational speed of a four-wheel drive vehicle in which a front wheel drive shaft and a rear wheel drive shaft are connected via a viscous joint. In the figure, 2 is an internal combustion engine, 4 is a transmission, 6 is a front differential, 8.8 is a front wheel drive shaft, 10.10 is a front wheel, 12
is the front hypoid gear, 12a is the drive side gear, 12b is the driven side gear, 14 is the propulsion shaft, and 1G is the viscous joint (viscous joint).
18 is a rear hypoid gear, 18a is a drive side gear, 18b is a driven side gear, 20 is a rear differential,
22 and 22 are rear wheel drive shafts, and 24 and 24 are rear wheels.
Claims (1)
した四輪駆動車の前記前車輪駆動軸と後車輪駆動軸との
減速比をそれぞれ異ならせ内燃機関の動力を伝達するこ
とを特徴とする四輪駆動車の動力伝達方法。A four-wheel drive vehicle in which a front wheel drive shaft and a rear wheel drive shaft are connected via a viscous joint has a front wheel drive shaft and a rear wheel drive shaft that have different reduction ratios to transmit power from an internal combustion engine. A distinctive power transmission method for four-wheel drive vehicles.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61308114A JP2508674B2 (en) | 1986-12-26 | 1986-12-26 | Power transmission method for four-wheel drive vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61308114A JP2508674B2 (en) | 1986-12-26 | 1986-12-26 | Power transmission method for four-wheel drive vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63162333A true JPS63162333A (en) | 1988-07-05 |
| JP2508674B2 JP2508674B2 (en) | 1996-06-19 |
Family
ID=17977044
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61308114A Expired - Fee Related JP2508674B2 (en) | 1986-12-26 | 1986-12-26 | Power transmission method for four-wheel drive vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2508674B2 (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6440726U (en) * | 1987-09-07 | 1989-03-10 | ||
| JPH02200529A (en) * | 1989-01-31 | 1990-08-08 | Suzuki Motor Co Ltd | Power transmitting device for automobile |
| JPH03135842A (en) * | 1989-10-20 | 1991-06-10 | Fuji Heavy Ind Ltd | Power distribution control device for four wheel drive vehicle |
| US7554600B2 (en) | 2004-08-25 | 2009-06-30 | Sony Corporation | Lens-barrel and image pickup apparatus |
| JP2009251234A (en) * | 2008-04-04 | 2009-10-29 | Nikon Corp | Lens barrel and imaging equipment provided with it |
| JP2018111390A (en) * | 2017-01-11 | 2018-07-19 | マツダ株式会社 | Transfer structure of vehicle |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS517628A (en) * | 1974-07-10 | 1976-01-22 | Tochigi Fuji Sangyo Kk | 4 rinkudosha |
| JPS6161233U (en) * | 1984-09-28 | 1986-04-24 |
-
1986
- 1986-12-26 JP JP61308114A patent/JP2508674B2/en not_active Expired - Fee Related
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS517628A (en) * | 1974-07-10 | 1976-01-22 | Tochigi Fuji Sangyo Kk | 4 rinkudosha |
| JPS6161233U (en) * | 1984-09-28 | 1986-04-24 |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6440726U (en) * | 1987-09-07 | 1989-03-10 | ||
| JPH02200529A (en) * | 1989-01-31 | 1990-08-08 | Suzuki Motor Co Ltd | Power transmitting device for automobile |
| JPH03135842A (en) * | 1989-10-20 | 1991-06-10 | Fuji Heavy Ind Ltd | Power distribution control device for four wheel drive vehicle |
| US7554600B2 (en) | 2004-08-25 | 2009-06-30 | Sony Corporation | Lens-barrel and image pickup apparatus |
| JP2009251234A (en) * | 2008-04-04 | 2009-10-29 | Nikon Corp | Lens barrel and imaging equipment provided with it |
| JP2018111390A (en) * | 2017-01-11 | 2018-07-19 | マツダ株式会社 | Transfer structure of vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2508674B2 (en) | 1996-06-19 |
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| LAPS | Cancellation because of no payment of annual fees |