JP3137387B2 - Vehicle driving force transmission device - Google Patents
Vehicle driving force transmission deviceInfo
- Publication number
- JP3137387B2 JP3137387B2 JP03267596A JP26759691A JP3137387B2 JP 3137387 B2 JP3137387 B2 JP 3137387B2 JP 03267596 A JP03267596 A JP 03267596A JP 26759691 A JP26759691 A JP 26759691A JP 3137387 B2 JP3137387 B2 JP 3137387B2
- Authority
- JP
- Japan
- Prior art keywords
- axle
- input shaft
- retainer
- wheel
- shaft
- 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.)
- Expired - Fee Related
Links
Landscapes
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Description
【0001】[0001]
【産業上の利用分野】この発明は、車両の車輪に駆動力
を伝達するための装置に関し、例えば4輪駆動車におけ
る駆動力伝達の切換えに利用できる。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for transmitting driving force to wheels of a vehicle, and can be used for switching driving force transmission in a four-wheel drive vehicle, for example.
【0002】[0002]
【従来の技術及びその課題】オフロード走行を主目的と
した4輪駆動車は、低速走行時において大きな駆動力を
得る必要があるため、副変速機を用いると共に4輪を機
械的に直結する駆動機構が採用されている。しかし、こ
のような4輪駆動車では、4輪駆動と2輪駆動の切換え
を、摺動するスプライン同士の噛み合い等を利用したド
ッグクラッチの断接により行なっているため、走行中に
駆動方法の切換えが行なえず、最適な走行状態を任意に
選択できない問題がある。2. Description of the Related Art A four-wheel drive vehicle mainly intended for off-road traveling needs to obtain a large driving force during low-speed traveling. Therefore, an auxiliary transmission is used and the four wheels are mechanically directly connected. A drive mechanism is employed. However, in such a four-wheel drive vehicle, switching between four-wheel drive and two-wheel drive is performed by connecting / disconnecting a dog clutch utilizing engagement of sliding splines or the like. There is a problem that switching cannot be performed and the optimum running state cannot be arbitrarily selected.
【0003】また、従来の駆動方法の切換えは、トラン
スファーにおいて前輪推進軸と後輪推進軸の連結を切離
すことで行なっているため、後輪のみによる2輪駆動状
態においても、後輪につれ回りする前輪からフロントデ
フ、前輪推進軸までの駆動経路全体が引続いて回転す
る。このため、駆動系のロスが大きく、燃費の悪化や騒
音が大きくなる不具合があった。Further, since the conventional driving method is switched by disconnecting the connection between the front wheel propulsion shaft and the rear wheel propulsion shaft in the transfer, even in the two-wheel drive state where only the rear wheels are used, the driving method is switched with the rear wheels. The entire drive path from the front wheel to the front differential and the front wheel propulsion shaft rotates continuously. For this reason, there has been a problem that the loss of the drive system is large, the fuel efficiency is deteriorated, and the noise is increased.
【0004】これに対して、前輪のホイールハブと車軸
との間で駆動力の伝達と遮断を行ない、前輪と車軸の回
転を切離すことができるハブクラッチが、従来、実公平
2−43785号等により提案されている。しかし、こ
の従来のハブクラッチは、スライドギヤ等によりホイー
ルハブと車軸を直結する構造であるため、前輪と車軸と
の断接を手動で切換える必要があり、走行中での自動切
換え作業ができない欠点がある。On the other hand, a hub clutch capable of transmitting and blocking a driving force between a wheel hub of a front wheel and an axle and separating the rotation of the front wheel from the axle has been disclosed in Japanese Utility Model Publication No. 2-34785. And so on. However, this conventional hub clutch has a structure in which the wheel hub and the axle are directly connected by a slide gear or the like, so it is necessary to manually switch the connection and disconnection between the front wheel and the axle, and the automatic switching operation during running cannot be performed. There is.
【0005】そこで、この発明は、車両の駆動経路に組
込むことにより、走行中に運転者が自由に駆動方法を切
換えることができ、しかも、後輪による2輪駆動状態で
は自動的に前輪とそれ以外の駆動経路との連結を切離す
ことができる駆動力の伝達装置を提供することを目的と
している。[0005] Therefore, the present invention, by incorporating the vehicle into the drive path, allows the driver to freely switch the driving method during traveling, and when the two wheels are driven by the rear wheels, the front wheels and the front wheels are automatically connected. It is an object of the present invention to provide a driving force transmission device capable of disconnecting a connection with a driving path other than the above.
【0006】[0006]
【課題を解決するための手段】上記のような課題を解決
するため、この発明は、トランスファーの前輪推進軸と
後輪推進軸の分岐部、及び前輪と車軸との連結部にそれ
ぞれクラッチ装置を設けた車両の駆動力伝達装置におい
て、トランスファー側のクラッチ装置は、前輪推進軸に
連結する外輪とエンジンに連結する入力軸との間に、入
力軸との相対回転によって係合子を外輪と入力軸に係合
離脱させる保持器を組込み、その保持器と後輪推進軸を
回転方向すき間を介して共回り可能に連結すると共に、
後輪推進軸と入力軸を、両者の軸芯に沿って配置され、
両者を回転方向すき間の中立位置で弾性的に保持するト
ーションバーで連結し、後輪推進軸と入力軸に係合離脱
して回り止めするロック部材とを設けて構成し、前輪側
のクラッチ装置は、前輪のホイールハブと車軸との間
に、車軸との相対回転によって係合子をホイールハブと
車軸に係合離脱させる保持器を組込み、その保持器と車
軸を回転方向すき間を介して共回り可能に連結すると共
に、保持器と車軸の間に回転差を生じさせる差動手段を
設けて構成したものである。SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention provides a clutch device at a branch portion between a front wheel propulsion shaft and a rear wheel propulsion shaft of a transfer and at a connection portion between a front wheel and an axle. In the installed vehicle driving force transmission device
Te, transfer side of the clutch device, between the input shaft connecting to the outer ring and the engine connecting to the front wheel propeller shaft, a retainer to disengage the engaging element by relative rotation of the input shaft to the outer ring and the input shaft Incorporating, the cage and the rear wheel propulsion shaft are connected so as to be able to rotate together through a clearance in the rotational direction,
The rear wheel propulsion shaft and input shaft are arranged along the axis of both,
Toe that elastically holds both at the neutral position in the rotational gap
The rear wheel propulsion shaft and a lock member that engages with and disengages from the input shaft to prevent rotation are provided, and the clutch device on the front wheel side is provided between the wheel hub of the front wheel and the axle. A retainer for engaging and disengaging the engaging element with the wheel hub and the axle by relative rotation of the axle is incorporated, and the retainer and the axle are rotatably connected via a clearance in the rotational direction, and a rotational difference between the retainer and the axle. Is provided by providing a differential means for generating
【0007】また、この発明は、上記構造におけるトラ
ンスファー側のクラッチ装置の入力軸と外軸との間に、
両者の回転を接近させる同調装置を設ける構造を採用す
るものである。[0007] The present invention also provides a transfer device according to the above structure, wherein an input shaft and an outer shaft of the clutch device on the transfer side are provided.
This adopts a structure in which a tuning device is provided to make the rotations close to each other.
【0008】[0008]
【作用】上記の構造においては、トランスファー側のク
ラッチ装置において入力軸が回転すると、後輪からの抵
抗によって減速される後輪推進軸により、保持部材が弾
性変形し、これにより入力軸と後輪推進軸に連結する保
持器とが相対回転し、係合子が移動して入力軸と外輪を
一体化する。このため、外輪を介して前輪が駆動され、
後輪推進軸により後輪が駆動され、4輪駆動になる。In the above structure, when the input shaft rotates in the clutch device on the transfer side, the holding member is elastically deformed by the rear wheel propulsion shaft that is decelerated by the resistance from the rear wheel. The retainer connected to the propulsion shaft rotates relatively, and the engaging element moves to integrate the input shaft and the outer ring. For this reason, the front wheels are driven via the outer wheels,
The rear wheels are driven by the rear wheel propulsion shaft, and are driven by four wheels.
【0009】一方、ロック部材により入力軸と後輪推進
軸を回り止めすると、係合子が移動せず、外輪と入力軸
が切離された状態で保持され、後輪だけの2輪駆動状態
になる。On the other hand, when the input shaft and the rear wheel propulsion shaft are prevented from rotating by the lock member, the engaging member does not move, the outer wheel and the input shaft are held in a separated state, and a two-wheel drive state in which only the rear wheel is performed. Become.
【0010】この2輪駆動状態では、前輪推進軸に連結
する前輪側の車軸が停止状態におかれるため、前輪側の
クラッチ装置において、ホイールハブが係合子に対して
オーバーランニングし、前輪だけが駆動経路と切離され
て回転する。In this two-wheel drive state, the front wheel-side axle connected to the front wheel propulsion shaft is stopped, so that in the front wheel-side clutch device, the wheel hub overruns with respect to the engaging element, and only the front wheel is driven. It is separated from the drive path and rotates.
【0011】上記の2輪駆動状態からロック部材による
入力軸と後輪推進軸との連結を外し、前輪駆動軸(前輪
車軸)を回転させると、前輪側のクラッチ装置において
は、差動手段の作用により回転方向すき間の分だけ保持
器と車軸が相対回転し、係合子がホイールハブと車軸を
一体化して、自動的に4輪駆動状態に切換わる。In the two-wheel drive state, when the connection between the input shaft and the rear wheel propulsion shaft by the lock member is released and the front wheel drive shaft (front wheel axle) is rotated, in the front-wheel side clutch device, the differential means Due to the action, the retainer and the axle rotate relative to each other by the clearance in the rotational direction, the engaging element integrates the wheel hub and the axle, and automatically switches to the four-wheel drive state.
【0012】なお、この切換えの際、同調装置により入
力軸と外輪の回転を同調させると、回転差のある両者を
スムーズに結合でき、衝撃のない駆動切換えを行なうこ
とができる。At this time, when the rotation of the input shaft and the outer ring is tuned by the tuning device, the two components having a difference in rotation can be smoothly connected to each other, and the drive switching can be performed without impact.
【0013】[0013]
【実施例】以下、この発明の実施例を添付図面に基づい
て説明する。図1は、実施例の駆動力伝達装置を、車両
の駆動系に装着した例を示している。この図において、
AはエンジンBに連結するトランスファー、Cは前輪推
進軸、Dは後輪推進軸、Eはフロントデフ、Fはリヤデ
フ、Gは前輪車軸であり、トランスファーAにおける前
輪推進軸Cと後輪推進軸Dの分岐部に、第1クラッチ装
置Hが組込まれ、車軸Gと前輪Jの連結部に、第2クラ
ッチ装置Iが組込まれている。なお、図におけるKは後
輪、Lは運転席等に設けた副変速機と共用する切換えレ
バーである。Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 shows an example in which the driving force transmission device of the embodiment is mounted on a driving system of a vehicle. In this figure,
A is a transfer connected to the engine B, C is a front wheel propulsion shaft, D is a rear wheel propulsion shaft, E is a front differential, F is a rear differential, and G is a front wheel axle. A first clutch device H is incorporated in a branch portion of D, and a second clutch device I is incorporated in a connection portion between the axle G and the front wheel J. In the drawings, K is a rear wheel, and L is a switching lever shared with an auxiliary transmission provided in a driver's seat or the like.
【0014】図2乃至図5は、トランスファー側に設け
た第1クラッチ装置Hを示す。図2において、2は、エ
ンジンBに連結する入力軸であり、この入力軸2の回り
に、一対の軸受3、3を介して外輪1が回転自在に支持
されている。この外輪1は、外径面にスプロケットリン
グ4が固定され、図1に示すごとくスプロケットリング
4に係合するサイレントチェーン5を介して前輪推進軸
Cに連結している。FIGS. 2 to 5 show a first clutch device H provided on the transfer side. In FIG. 2, reference numeral 2 denotes an input shaft connected to the engine B. An outer ring 1 is rotatably supported around the input shaft 2 via a pair of bearings 3, 3. The outer ring 1 has a sprocket ring 4 fixed to an outer diameter surface, and is connected to a front wheel propulsion shaft C via a silent chain 5 that engages with the sprocket ring 4 as shown in FIG.
【0015】上記入力軸2の先端面には、その軸芯に沿
って軸挿入孔6が形成され、その軸挿入孔6に、後輪推
進軸Dの端部が挿入されて回転自在に支持されている。
この後輪推進軸の先端面は、図3に示すように角軸7に
形成され、一方、軸挿入孔6の閉塞端には、その角軸7
が遊嵌する角孔8が形成されており、この角孔8と角軸
7の間に回転方向遊びXが設けられている。A shaft insertion hole 6 is formed in the front end surface of the input shaft 2 along the axis thereof, and the end of the rear wheel propulsion shaft D is inserted into the shaft insertion hole 6 to be rotatably supported. Have been.
The front end surface of the rear wheel propulsion shaft is formed on a square shaft 7 as shown in FIG. 3, while the closed end of the shaft insertion hole 6 has the square shaft 7
Is formed, and a play X in the rotational direction is provided between the square hole 8 and the square shaft 7.
【0016】また、入力軸2と後輪推進軸Dには、軸芯
に沿って両者を貫通する挿通孔9が設けられ、その挿通
孔9に保持部材としてのトーションバー10が挿入され
ている。このトーションバー10の一端部は、後輪推進
軸Dに連結され、他端部は、入力軸2に連結されてお
り、トーションバー10は、そのばね力によって後輪推
進軸Dの角軸7を回転方向すき間Xの中立位置に弾性的
に保持している。The input shaft 2 and the rear wheel propulsion shaft D are each provided with an insertion hole 9 penetrating therethrough along the axis, and a torsion bar 10 as a holding member is inserted into the insertion hole 9. . One end of the torsion bar 10 is connected to the rear wheel propulsion shaft D, and the other end is connected to the input shaft 2. Is elastically held at the neutral position of the gap X in the rotational direction.
【0017】一方、入力軸2の先端部には、図2及び図
4に示すように、周方向に複数の係合溝11が形成さ
れ、その係合溝11に向き合う後輪推進軸Dの外径面
に、軸方向に延びる複数の係合溝12が形成され、この
係合溝12に、ロック部材13がスライド可能に取付け
られている。このロック部材13は、両係合溝11、1
2の間に嵌合する嵌合部13aと、切換えレバーLに接
続する作動部13bとから成っており、図1に実線で示
すように、ロック部材13が両係合溝11、12の間に
嵌合することにより、入力軸2と後輪推進軸Dを回り止
めする。On the other hand, a plurality of engagement grooves 11 are formed in the distal end portion of the input shaft 2 in the circumferential direction as shown in FIGS. A plurality of engagement grooves 12 extending in the axial direction are formed on the outer diameter surface, and a lock member 13 is slidably mounted in the engagement grooves 12. The lock member 13 is provided with two engagement grooves 11, 1
2 and an operating portion 13b connected to the switching lever L. As shown by a solid line in FIG. To prevent the input shaft 2 and the rear wheel propulsion shaft D from rotating.
【0018】また、上記外輪1の内径面は、円筒面14
に形成され、それに対向する入力軸2の外径面は、その
円筒面14と同心の円筒面15となり、この両円筒面1
4、15の間に、回動可能な大径の制御保持器16と、
入力軸2に固定される小径の固定保持器17が組込まれ
ている。The inner diameter surface of the outer ring 1 has a cylindrical surface 14.
And an outer diameter surface of the input shaft 2 opposed thereto becomes a cylindrical surface 15 concentric with the cylindrical surface 14.
A large-diameter control holder 16 rotatable between 4 and 15;
A small-diameter fixed retainer 17 fixed to the input shaft 2 is incorporated.
【0019】上記制御保持器16と固定保持器17に
は、周方向に複数のポケット18、19が対向して形成
され、その各ポケット18、19に、係合子としてのス
プラグ20と弾性部材21とが組込まれている。このス
プラグ20は、図5に示すように、外径側と内径側がス
プラグの中央線上に曲率中心をもつ弧状面22で形成さ
れ、左右の両方向に所定角度傾くと、弧状面22が円筒
面14、15に係合して入力軸2と外輪1を一体化す
る。また、弾性部材21は、制御保持器16に取付けら
れ、各スプラグ20を両側から押圧して両円筒面14、
15と係合しない中立の位置に保持している。A plurality of pockets 18 and 19 are formed in the control retainer 16 and the fixed retainer 17 so as to face each other in the circumferential direction. Each of the pockets 18 and 19 has a sprag 20 as an engaging element and an elastic member 21. And is incorporated. As shown in FIG. 5, the sprag 20 has an arcuate surface 22 having an outer diameter side and an inner diameter side having a center of curvature on the center line of the sprag, and when inclined by a predetermined angle in both the left and right directions, the arcuate surface 22 becomes cylindrical surface 14. , 15 and the input shaft 2 and the outer ring 1 are integrated. The elastic member 21 is attached to the control retainer 16 and presses the sprags 20 from both sides to press the two cylindrical surfaces 14,
15 is held at a neutral position not engaged.
【0020】また、上記制御保持器16は、後輪推進軸
Dから半径方向に延びるピン23に一体に連結されてお
り、入力軸2の周壁にはそのピン23が挿通するピン挿
入孔24が形成されている。このピン挿入孔24とピン
23との間には、回転方向すき間が設けられ、ピン23
は、上記トーションバー10のばね力によってその回転
方向すき間の中立位置に保持されている。The control retainer 16 is integrally connected to a pin 23 extending in the radial direction from the rear wheel propulsion shaft D. A pin insertion hole 24 through which the pin 23 is inserted is formed on the peripheral wall of the input shaft 2. Is formed. A clearance is provided between the pin insertion hole 24 and the pin 23 in the rotation direction.
Is held at the neutral position of the gap in the rotation direction by the spring force of the torsion bar 10.
【0021】一方、図6乃至図8は、前輪側に設けた第
2クラッチ装置Iを示している。この第2クラッチ装置
Iにおいては、図6に示すように、前輪駆動用の車軸G
に、その先端部分を除いて車体に固定されるナックル3
2が嵌合し、そのナックル32に軸受33、33を介し
て前輪Jのホイールハブ34が回転可能に支持されてい
る。6 to 8 show a second clutch device I provided on the front wheel side. In the second clutch device I, as shown in FIG.
A knuckle 3 that is fixed to the vehicle body except for its tip
The wheel hub 34 of the front wheel J is rotatably supported on the knuckle 32 via bearings 33, 33.
【0022】このホイールハブ34は、ボルト37を介
して連結される前部材35と後部材36とから成り、後
部材36に、タイヤホイール38やブレーキ装置39が
取付けられている。また、前部材35には、先端部に防
水・防塵用のキャップ40が装着され、内周面にクラッ
チ用外輪41が圧入によって固定されている。The wheel hub 34 is composed of a front member 35 and a rear member 36 connected via bolts 37, and a tire wheel 38 and a brake device 39 are mounted on the rear member 36. Further, a cap 40 for waterproofing and dustproofing is attached to the front member 35 at the distal end, and an outer ring 41 for a clutch is fixed to the inner peripheral surface by press fitting.
【0023】上記外輪41と向き合う車軸31の周面に
は、セレーション溝の嵌め合いによりクラッチ用内輪4
2が一体に取付けられ、その内輪42と外輪41の対向
する面に、それぞれ係合子としてのスプラグ45が係合
する円筒形の係合面43、44が形成されている。On the peripheral surface of the axle 31 facing the outer race 41, the inner race 4 for the clutch is formed by fitting a serration groove.
2 are integrally attached, and cylindrical engaging surfaces 43 and 44 with which sprags 45 as engaging elements are respectively engaged are formed on opposing surfaces of the inner ring 42 and the outer ring 41.
【0024】この両係合面43、44の間には、大径の
回動可能な制御保持器46と、内輪42に取付けた作動
ピン48に固定される小径の固定保持器47が組込ま
れ、その作動ピン48の先端が、制御保持器46に設け
たピン孔49に挿通している。A large-diameter rotatable control retainer 46 and a small-diameter fixed retainer 47 fixed to an operating pin 48 attached to the inner race 42 are incorporated between the engagement surfaces 43 and 44. The tip of the operating pin 48 is inserted through a pin hole 49 provided in the control holder 46.
【0025】制御保持器46と固定保持器47には、図
7に示すように、対向して周方向に複数のポケット5
0、51が形成され、その各ポケット50、51に、ス
プラグ45と、そのスプラグ45を中立位置に保持する
弾性部材52とが組込まれている。As shown in FIG. 7, the control cage 46 and the fixed cage 47 have a plurality of pockets 5 facing each other in the circumferential direction.
Each of the pockets 50 and 51 has a sprag 45 and an elastic member 52 for holding the sprag 45 at a neutral position.
【0026】このスプラグ45は、前述した第1クラッ
チ装置のものと同様に、外径側と内径側がスプラグの中
央線上に曲率中心をもつ弧状面53で形成され、左右の
両方向に所定角度傾くと、両係合面43、44と係合し
て車軸31とホイールハブ34を一体化する。The sprag 45 is formed with an arcuate surface 53 having a center of curvature on the center line of the sprag on the outer diameter side and the inner diameter side in the same manner as in the first clutch device described above. The axle 31 and the wheel hub 34 are integrated with each other by engaging the engagement surfaces 43 and 44.
【0027】一方、上記の制御保持器46の後端部に
は、車軸31にホルダー54を介して取付けた差動軸受
55が連結している。この差動軸受55は、半径方向す
き間をゼロ以下に設定し、所定圧以上の予圧を加えて転
がり時の回転モーメントを大きく設定してあり、その回
転抵抗により制御保持器46を減速して、車軸31に対
して制御保持器46を常に遅れ回転させる機能をもって
いる。On the other hand, a differential bearing 55 attached to the axle 31 via a holder 54 is connected to the rear end of the control retainer 46. In this differential bearing 55, the radial clearance is set to zero or less, a preload greater than a predetermined pressure is applied to set a large rotational moment during rolling, and the rotational resistance decelerates the control retainer 46 by the rotational resistance. It has a function of constantly rotating the control retainer 46 with respect to the axle 31 with a delay.
【0028】また、内輪42と両保持器46、47を挿
通する作動ピン48は、図8に示すように、内輪42と
固定保持器47に対してはすき間なく一体で固定される
が、制御保持器46のピン孔49との間には回転方向す
き間Yをもって遊嵌されている。この回転方向すき間Y
は、制御保持器46の車軸31に対する遅れ角を決定
し、その大きさは、スプラグ45が内外輪41、42間
の中立の位置から弾性部材52を介して両係合面43、
44に接触するまでの距離よりも大きく設定されてい
る。As shown in FIG. 8, an operating pin 48 for passing the inner race 42 and the retainers 46 and 47 is integrally fixed to the inner race 42 and the fixed retainer 47 without any gap. The retainer 46 is loosely fitted to the pin hole 49 with a clearance Y in the rotational direction. This rotational direction gap Y
Determines the delay angle of the control retainer 46 with respect to the axle 31, the size of which is determined by the sprag 45 from the neutral position between the inner and outer rings 41, 42 via the elastic member 52 via the two engaging surfaces 43,
The distance is set to be larger than the distance until the contact is made.
【0029】この実施例の駆動力伝達装置は上記のよう
な構造であり、次にその作用を、各種の走行状態に応じ
て説明する。The driving force transmission device of this embodiment has the above-described structure, and its operation will now be described according to various running conditions.
【0030】(a)図2に破線で示すように、第1クラ
ッチ装置Hにおいてロック部材13を入力軸2から切離
し、その状態で、エンジンBから入力軸2に回転が加え
られると、後輪推進軸Dには路面に接地した後輪から回
転抵抗が加わっているため、トーションバー10が変形
して入力軸2と後輪推進軸Dが相対回転し、制御保持器
16と固定保持器17が相対移動する。(A) As shown by the broken line in FIG. 2, when the lock member 13 is separated from the input shaft 2 in the first clutch device H and the rotation is applied from the engine B to the input shaft 2 in this state, the rear wheels are rotated. Since a rotational resistance is applied to the propulsion shaft D from the rear wheel that touches the road surface, the torsion bar 10 is deformed, and the input shaft 2 and the rear wheel propulsion shaft D rotate relative to each other, so that the control retainer 16 and the fixed retainer 17 are rotated. Moves relative to each other.
【0031】このため、スプラグ20が両円筒面14、
15に係合し、入力軸2の回転は外輪1を介して前輪推
進軸Cに伝達される。For this reason, the sprags 20 have both cylindrical surfaces 14,
The rotation of the input shaft 2 is transmitted to the front wheel propulsion shaft C via the outer wheel 1.
【0032】また、前輪推進軸Cにより車軸Gが回転す
ると、前輪側の第2クラッチ装置Iにおいては、差動軸
受55の作用により減速される制御保持器46が、回転
方向すき間Yの分だけ車軸Gより回転が遅れ、固定保持
器47に対して相対回転する。この両保持器46、47
の相対回転によりスプラグ45が車軸Gの回転方向に対
して反対方向に傾き、両係合面43、44に接触して係
合作動状態になる。When the axle G is rotated by the front wheel propulsion shaft C, in the second clutch device I on the front wheel side, the control retainer 46 that is decelerated by the action of the differential bearing 55 is moved by the clearance Y in the rotational direction. The rotation is delayed from the axle G, and the rotation relative to the fixed retainer 47 is performed. These two retainers 46, 47
The sprags 45 are inclined in the opposite direction to the rotation direction of the axle G by the relative rotation of the axles G, and come into contact with the engagement surfaces 43 and 44 to be engaged.
【0033】この場合、制御保持器46に取付けた弾性
部材52がスプラグ45を常に押圧状態で保持するた
め、作動ピン48とピン孔49の周壁が接触する前に全
スプラグ45が係合状態に移動し、その状態で車軸Gと
制御保持器46が共回りする。In this case, since the elastic member 52 attached to the control retainer 46 always holds the sprag 45 in a pressed state, all the sprags 45 are engaged before the operation pin 48 and the peripheral wall of the pin hole 49 come into contact with each other. The axle G and the control retainer 46 rotate together in this state.
【0034】上記の状態から、車軸Gがひきつづき回転
して、ホイールハブ34との間に回転差が生じると、ス
プラグ45が即座に係合面43、44に係合し、外輪4
1と内輪42を一体化する。このため、車軸Gの駆動力
がホイールハブ34を介して前輪に伝わり、4輪駆動状
態になる。When the axle G continues to rotate from the above state and a difference in rotation occurs between the wheel hub 34 and the wheel hub 34, the sprag 45 immediately engages with the engagement surfaces 43 and 44 and the outer ring 4
1 and the inner ring 42 are integrated. For this reason, the driving force of the axle G is transmitted to the front wheels via the wheel hub 34, and a four-wheel drive state is established.
【0035】(b)4輪駆動走行状態では、タイトコー
ナーの旋回等により後輪より前輪が速く回転すると、第
2クラッチ装置Iにおいて、ホイールハブ34の回転が
車軸Gの回転を上回る。この状態では、外輪41がスプ
ラグ45に対してオーバーランニングするため、スプラ
グ45は係合面43、44に係合しない。このため、車
軸Gとホイールハブ34は切離された状態で回転し、後
輪のみによる2輪駆動状態となって前輪の動きが規制さ
れず、タイトコーナーでのブレーキング現象が生じな
い。(B) In the four-wheel drive running state, when the front wheels rotate faster than the rear wheels due to turning at a tight corner or the like, in the second clutch device I, the rotation of the wheel hub 34 exceeds the rotation of the axle G. In this state, the outer ring 41 overruns the sprag 45, so that the sprag 45 does not engage with the engagement surfaces 43 and 44. For this reason, the axle G and the wheel hub 34 rotate while being separated from each other, and the two wheels are driven only by the rear wheels, so that the movement of the front wheels is not restricted and the braking phenomenon at a tight corner does not occur.
【0036】(c)この後輪による2輪駆動の状態で、
後輪のスリップや、後輪の一方が脱輪すると、第1クラ
ッチ装置Hにおいて、車速の低下に伴なって減速する外
輪1の回転に、エンジンBと連結する入力軸2の回転が
追いつくため、スプラグ20が円筒面14、15に係合
して前輪に駆動力が伝わり、4輪駆動に移行する。(C) In the state of two-wheel drive by the rear wheels,
When the rear wheel slips or one of the rear wheels derails, the rotation of the input shaft 2 connected to the engine B catches up with the rotation of the outer wheel 1 that is decelerated as the vehicle speed decreases in the first clutch device H. Then, the sprags 20 are engaged with the cylindrical surfaces 14 and 15 so that the driving force is transmitted to the front wheels, thereby shifting to four-wheel drive.
【0037】また、4輪駆動の状態で、前輪の一方が脱
輪すると、フロントデフEの差動機能により前輪には有
効な駆動力が伝わらないが、第1クラッチ装置Hを介し
て後輪による2輪駆動状態が維持されるため、車両の走
行状態が保持される。When one of the front wheels is released in the four-wheel drive state, no effective driving force is transmitted to the front wheels due to the differential function of the front differential E, but the rear wheels are transmitted via the first clutch device H. , The traveling state of the vehicle is maintained.
【0038】(d)一方、第1クラッチ装置Hにおい
て、切換えレバーLによりロック部材13を移動させ、
図1に実線で示すように、ロック部材13を入力軸2と
後輪推進軸Dの両係合溝11、12に嵌合させると、入
力軸2と後輪推進軸Dが一体で回転するため、スプラグ
20の係合が生じない。このため、駆動力は後輪だけに
伝達され、2輪駆動状態が維持される。(D) On the other hand, in the first clutch device H, the lock member 13 is moved by the switching lever L,
As shown by a solid line in FIG. 1, when the lock member 13 is fitted into the engagement grooves 11 and 12 of the input shaft 2 and the rear wheel propulsion shaft D, the input shaft 2 and the rear wheel propulsion shaft D rotate integrally. Therefore, engagement of the sprag 20 does not occur. Therefore, the driving force is transmitted only to the rear wheels, and the two-wheel drive state is maintained.
【0039】この2輪駆動状態では、トランスファーA
において外輪1と前輪推進軸Cが回転せず、車軸Gが停
止状態におかれるため、第2クラッチ装置Iにおいて、
前輪のホイールハブ34がスプラグ45に対してオーバ
ーランニングし、前輪Jと車軸Gが切離される。このた
め、前輪Jは後輪Kにつれ回りして回転し、車軸Gから
フロントデフE、前輪推進軸Cに至るまでの前輪の駆動
経路が全て停止状態となる。In this two-wheel drive state, transfer A
The outer wheel 1 and the front wheel propulsion shaft C do not rotate, and the axle G is in a stopped state.
The wheel hub 34 of the front wheel overruns the sprag 45, and the front wheel J and the axle G are separated. For this reason, the front wheel J rotates while rotating around the rear wheel K, and all the drive paths of the front wheels from the axle G to the front differential E and the front wheel propulsion shaft C are stopped.
【0040】(e)上記の2輪駆動状態から、第1クラ
ッチ装置Hにおけるロック部材13の係合を外し、入力
軸2と後輪推進軸Dの固定状態を解除すると、トーショ
ンバー10による捩り戻し機能が働き、スプラグ20が
入力軸2と外輪1を係合させ、前輪推進軸Cを回転させ
る。(E) When the lock member 13 of the first clutch device H is disengaged from the two-wheel drive state and the fixed state of the input shaft 2 and the rear wheel propulsion shaft D is released, the torsion bar 10 causes torsion. The return function works, and the sprags 20 engage the input shaft 2 and the outer ring 1 to rotate the front wheel propulsion shaft C.
【0041】この場合、車軸Gが回転すると、第2クラ
ッチ装置Iにおいて、差動軸受55の作用により保持器
46と車軸Gが相対回転し、スプラグ45がホイールハ
ブ34と車軸Gを一体化する。このため、自動的に4輪
駆動に切換わる。In this case, when the axle G rotates, in the second clutch device I, the retainer 46 and the axle G rotate relatively by the action of the differential bearing 55, and the sprags 45 integrate the wheel hub 34 and the axle G. . Therefore, the mode is automatically switched to four-wheel drive.
【0042】なお、上記の切換えの際、前輪Jは後輪K
とのつれ回りにより回転しているため、第2クラッチ装
置Iにより回転状態にある車軸Gが前軸のホイールハブ
34に係合してもトルク負荷がなく、走行中でも円滑な
切換えを行なうことができる。At the time of the above-mentioned switching, the front wheel J becomes the rear wheel K
Therefore, even if the axle G in the rotating state is engaged with the front wheel hub 34 by the second clutch device I, there is no torque load, and smooth switching can be performed even during running. it can.
【0043】また、上記の切換え時、第1クラッチ装置
Hにおいて、停止状態にある外輪1に回転するスプラグ
20が係合するが、スプラグ20はスプライン等のよう
に決まった係合位置がなく、自由な位置で係合できるた
め、スムーズな結合が行なえる。Further, at the time of the above-mentioned switching, in the first clutch device H, the rotating sprags 20 are engaged with the outer ring 1 in the stopped state, but the sprags 20 do not have a fixed engagement position such as a spline. Since the engagement can be performed at a free position, a smooth connection can be performed.
【0044】なお、上記の説明では、車両の一方向の作
用について説明したが、トランスミッションから入力軸
2に加わる回転方向が逆になると、第1、第2クラッチ
装置におけるスプラグ20、45の傾きが逆になって係
合するため、前進と後退の両方向において駆動の切換え
を全く同様に行なうことができる。In the above description, the operation in one direction of the vehicle has been described. However, when the rotation direction applied from the transmission to the input shaft 2 is reversed, the inclination of the sprags 20 and 45 in the first and second clutch devices is reduced. Since the engagement is reversed, the drive can be switched in exactly the same way in both the forward and backward directions.
【0045】また、ロック部材13に対する作動は、切
換えレバーLの操作により行なうようにしたが、他の機
械的機構や電気的な機構によりロック部材を作動させる
ようにしてもよい。Although the operation of the lock member 13 is performed by operating the switching lever L, the lock member may be operated by another mechanical mechanism or an electrical mechanism.
【0046】図9は、上記の第1クラッチ装置Hにおい
て、外輪1と入力軸2の間に、両者の回転速度を接近さ
せる同調装置61を設けた例を示したものである。FIG. 9 shows an example in which a tuning device 61 is provided between the outer ring 1 and the input shaft 2 in the first clutch device H to make the rotational speeds of the two close together.
【0047】この同調装置61は、入力軸2外径面の係
合溝62に移動可能に設けた作動部材63と、その作動
部材63の押圧面64に設けた摩擦材65とから成り、
その摩擦材65を外輪1のフランジ端面66に当接させ
ることで、滑り摩擦によって入力軸2と外輪1の回転を
同調させる。このような回転の同調を、ロック部材13
による入力軸2と後輪推進軸Dとの結合を解く前に行な
うことにより、停止状態にある外輪1に高速回転中の入
力軸2を、衝撃なくスムーズに結合させることができ
る。The tuning device 61 comprises an operating member 63 movably provided in an engaging groove 62 on the outer diameter surface of the input shaft 2 and a friction material 65 provided on a pressing surface 64 of the operating member 63.
By bringing the friction material 65 into contact with the flange end surface 66 of the outer ring 1, the rotation of the input shaft 2 and the rotation of the outer ring 1 are synchronized by sliding friction. Such synchronization of rotation is performed by the lock member 13.
Is performed before the coupling between the input shaft 2 and the rear wheel propulsion shaft D is released, the input shaft 2 that is rotating at a high speed can be smoothly coupled to the stopped outer wheel 1 without any impact.
【0048】図10及び図11は、第1クラッチ装置の
他の例を示している。このクラッチ装置H’では、入力
軸72の外径面に、外輪71の円筒面73との間で楔形
空間を形成する複数のカム面74を形成し、入力軸72
と外輪71の間に設けた保持器75のポケット76に、
上記円筒面73とカム面74に係合するローラ77と、
そのローラ77を中立位置に保持する弾性部材78を組
込んでいる。FIGS. 10 and 11 show another example of the first clutch device. In this clutch device H ′, a plurality of cam surfaces 74 that form a wedge-shaped space between the input shaft 72 and the cylindrical surface 73 of the outer race 71 are formed on the outer diameter surface of the input shaft 72.
And a pocket 76 of a retainer 75 provided between the
A roller 77 that engages with the cylindrical surface 73 and the cam surface 74;
An elastic member 78 for holding the roller 77 at the neutral position is incorporated.
【0049】また、入力軸72と後輪推進軸Dを連結す
るトーションバーを無くし、その代りに、後輪推進軸と
保持器75を連結するピン80と、入力軸72に設けた
ピン挿入孔81との間に、保持部材として弾性リング7
9を組込んでおり、その弾性リング79の弾性力によっ
て、後輪推進軸Dの角軸82を角孔83に対して回転方
向遊びXの中立位置に保持している。Further, the torsion bar for connecting the input shaft 72 and the rear wheel propulsion shaft D is eliminated, and instead, a pin 80 for connecting the rear wheel propulsion shaft and the retainer 75 and a pin insertion hole provided in the input shaft 72 are provided. 81, an elastic ring 7 as a holding member.
9 is held, and the elastic force of the elastic ring 79 holds the square axis 82 of the rear wheel propulsion shaft D at the neutral position in the play X in the rotational direction with respect to the square hole 83.
【0050】他の部品については、前述の実施例と同様
であるので、同一部品には同じ符号を付して説明を省略
する。Other components are the same as those in the above-described embodiment, and the same components are denoted by the same reference numerals and description thereof will be omitted.
【0051】上記の構造では、入力軸72が回転する
と、弾性リング79が変形して入力軸72と後輪推進軸
Dが相対回転し、保持器75がローラ77を移動させ
る。入力軸72と後輪推進軸Dの間に回転差がなくなる
と、弾性リング79の弾力により後輪推進軸Dが中立位
置に戻され、ローラ77の係合を外す。In the above structure, when the input shaft 72 rotates, the elastic ring 79 is deformed, and the input shaft 72 and the rear wheel propulsion shaft D rotate relatively, and the retainer 75 moves the roller 77. When there is no rotation difference between the input shaft 72 and the rear wheel propulsion shaft D, the elasticity of the elastic ring 79 returns the rear wheel propulsion shaft D to the neutral position, and disengages the roller 77.
【0052】一方、図12は、第2クラッチ装置におい
て、クラッチの係合子にスプラグに代えてローラを用い
た例を示している。この例では、ホイールハブ34に取
付けた外輪91に円筒形の係合面92を形成し、車軸G
に取付けた内輪93の外周面に、上記の係合面92に対
してくさび状のカム面を形成する複数の係合面94を設
けている。On the other hand, FIG. 12 shows an example in which a roller is used in the second clutch device instead of the sprag for the clutch engagement element. In this example, a cylindrical engagement surface 92 is formed on an outer ring 91 attached to the wheel hub 34, and the axle G
A plurality of engaging surfaces 94 forming a wedge-shaped cam surface with respect to the above-mentioned engaging surface 92 are provided on the outer peripheral surface of the inner ring 93 attached to the inner ring 93.
【0053】また、係合面92と係合面94の間に、環
状の保持器95を組込み、この保持器95に設けたポケ
ット96に、一対のローラ97、98と、そのローラ9
7、98をポケット96の対向する側面に押し付けて中
立位置に保持する弾性部材99を組込んでいる。An annular retainer 95 is incorporated between the engaging surface 92 and the engaging surface 94, and a pair of rollers 97, 98 and the rollers 9 are mounted in a pocket 96 provided in the retainer 95.
An elastic member 99 is incorporated which presses the 7, 98 against the opposing side surfaces of the pocket 96 and holds it in the neutral position.
【0054】この場合、図示は省略したが、保持器95
に設けたピン孔に、内輪93から突出作動ピンを遊嵌
し、かつ保持器95に差動軸受を連結させる。In this case, although not shown, the retainer 95
The operation pin protruding from the inner ring 93 is loosely fitted in the pin hole provided in the above, and the differential bearing is connected to the retainer 95.
【0055】上記の構造では、保持器95が車軸Gに対
して左右方向に回動すると、ローラ97、98の一方が
係合面92、94に交互に係合し、車軸Gとホイールハ
ブ34を一体化する。In the above structure, when the retainer 95 rotates in the left-right direction with respect to the axle G, one of the rollers 97 and 98 alternately engages with the engagement surfaces 92 and 94, and the axle G and the wheel hub 34 are rotated. Are integrated.
【0056】なお、クラッチの係合子は、一方向の回転
方向によって係合するスプラグを左右一対で係合面の間
に組込んで用いるようにしてもよい。It should be noted that the clutch engagement member may be used by incorporating a pair of left and right sprags engaged in one direction of rotation between the engagement surfaces.
【0057】また、保持器と車軸の間に回転差をつける
差動手段は、上述した差動軸受55に限らず、歯車差速
機構や、摩擦部材とのすべり接触によって減速させるブ
レーキ機構などを利用することもできる。The differential means for providing a rotational difference between the cage and the axle is not limited to the differential bearing 55 described above, but may be a gear differential speed mechanism, a brake mechanism for decelerating by sliding contact with a friction member, or the like. Can also be used.
【0058】[0058]
【効果】以上のように、この発明の駆動力伝達装置は、
トランスファーの分岐部と前輪の連結部に、それぞれ入
出力間の速度差によって係合を切換えるクラッチ装置を
設けたので、4輪と2輪の駆動の切換えを自動的に行う
ことができ、加えて、後輪による2輪駆動時には前輪側
の駆動経路を停止させ、4輪駆動時には自動的に前輪を
駆動経路に結合させることができるので、燃費性能や騒
音性に優れたフルオートの4輪駆動走行を実現すること
ができる。As described above, the driving force transmission device of the present invention
A clutch device that switches the engagement depending on the speed difference between the input and output is provided at the junction between the transfer branch and the front wheel, so that the drive switching between the four wheels and the two wheels can be automatically performed. In the case of two-wheel drive with rear wheels, the drive path on the front wheel side can be stopped, and in the case of four-wheel drive, the front wheels can be automatically coupled to the drive path, so that fully automatic four-wheel drive with excellent fuel efficiency and noise performance Driving can be realized.
【図1】実施例の車両の駆動経路への装着例を示す図FIG. 1 is a diagram illustrating an example of mounting a vehicle on a drive path according to an embodiment;
【図2】実施例の第1クラッチ装置を示す縦断正面図FIG. 2 is a longitudinal sectional front view showing a first clutch device of the embodiment.
【図3】図2のIII −III 線に沿った断面図FIG. 3 is a sectional view taken along the line III-III in FIG. 2;
【図4】図2のIV−IV線に沿った断面図FIG. 4 is a sectional view taken along the line IV-IV in FIG. 2;
【図5】同上のスプラグの作動状態を示す断面図FIG. 5 is a sectional view showing an operation state of the sprag according to the first embodiment;
【図6】実施例の第2クラッチ装置を示す縦断正面図FIG. 6 is a longitudinal sectional front view showing a second clutch device of the embodiment.
【図7】図6のVII −VII 線に沿った断面図FIG. 7 is a sectional view taken along the line VII-VII of FIG. 6;
【図8】図6のVIII−VIII線に沿った断面図FIG. 8 is a sectional view taken along the line VIII-VIII in FIG. 6;
【図9】他の実施例を示す縦断正面図FIG. 9 is a longitudinal sectional front view showing another embodiment.
【図10】第1クラッチ装置の他の例を示す縦断正面図FIG. 10 is a longitudinal sectional front view showing another example of the first clutch device.
【図11】図10のXI−XI線に沿った断面図11 is a sectional view taken along the line XI-XI in FIG.
【図12】第2クラッチ装置の他の例を示す断面図FIG. 12 is a sectional view showing another example of the second clutch device.
A トランスファー C 前輪推進軸 D 後輪推進軸 E フロントデフ G 車軸 H 第1クラッチ装置 I 第2クラッチ装置 1、71 外輪 2、72 入力軸 10 トーションバー 16 制御保持器 17 固定保持器 20 スプラグ 34 ホイールハブ 45 スプラグ 46 制御保持器 47 固定保持器 55 差動軸受 61 同調装置 75 保持器 77 ローラ 79 弾性リング 95 保持器 97、98 ローラ Reference Signs List A Transfer C Front wheel propulsion shaft D Rear wheel propulsion shaft E Front differential G Axle H First clutch device I Second clutch device 1, 71 Outer wheel 2, 72 Input shaft 10 Torsion bar 16 Control retainer 17 Fixed retainer 20 Sprag 34 Wheel Hub 45 sprag 46 control retainer 47 fixed retainer 55 differential bearing 61 tuning device 75 retainer 77 roller 79 elastic ring 95 retainer 97, 98 roller
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 昭61−77528(JP,A) 特開 昭63−255126(JP,A) 特開 平5−4538(JP,A) 特開 平4−328026(JP,A) 実開 昭60−96127(JP,U) 実開 昭61−196826(JP,U) 実開 昭62−156535(JP,U) (58)調査した分野(Int.Cl.7,DB名) B60K 23/00 - 23/08 B60K 17/28 - 17/36 ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-61-77528 (JP, A) JP-A-63-255126 (JP, A) JP-A-5-4538 (JP, A) JP-A-4- 328026 (JP, A) Japanese Utility Model Showa 60-96127 (JP, U) Japanese Utility Model Showa 61-196826 (JP, U) Japanese Utility Model Showa 62-156535 (JP, U) (58) Field surveyed (Int. 7 , DB name) B60K 23/00-23/08 B60K 17/28-17/36
Claims (2)
軸の分岐部、及び前輪と車軸との連結部にそれぞれクラ
ッチ装置を設けた車両の駆動力伝達装置において、トラ
ンスファー側のクラッチ装置は、前輪推進軸に連結する
外輪とエンジンに連結する入力軸との間に、入力軸との
相対回転によって係合子を外輪と入力軸に係合離脱させ
る保持器を組込み、その保持器と後輪推進軸を回転方向
すき間を介して共回り可能に連結すると共に、後輪推進
軸と入力軸を、両者の軸芯に沿って配置され、両者を回
転方向すき間の中立位置で弾性的に保持するトーション
バーで連結し、後輪推進軸と入力軸に係合離脱して回り
止めするロック部材とを設けて構成し、前輪側のクラッ
チ装置は、前輪のホイールハブと車軸との間に、車軸と
の相対回転によって係合子をホイールハブと車軸に係合
離脱させる保持器を組込み、その保持器と車軸を回転方
向すき間を介して共回り可能に連結すると共に、保持器
と車軸の間に回転差を生じさせる差動手段を設けて構成
したことを特徴とする車両の駆動力伝達装置。1. A driving force transmission device for a vehicle in which a clutch device is provided at a branch portion between a front wheel propulsion shaft and a rear wheel propulsion shaft of a transfer, and a coupling portion between a front wheel and an axle, wherein the clutch device on the transfer side comprises a front wheel. A retainer for engaging and disengaging the engaging element between the outer ring and the input shaft by relative rotation with the input shaft is incorporated between the outer ring connected to the propulsion shaft and the input shaft connected to the engine, and the retainer and the rear wheel propulsion shaft are incorporated. And the rear wheel propulsion shaft and the input shaft are arranged along the axis of both, so that both can rotate.
Torsion to hold elastically in neutral position in rolling gap
The rear wheel propulsion shaft and the lock member for engaging and disengaging the input shaft to prevent rotation are provided, and the clutch device on the front wheel side is provided between the wheel hub of the front wheel and the axle. A retainer for engaging and disengaging the engaging element with the wheel hub and the axle by relative rotation of the axle is incorporated, and the retainer and the axle are rotatably connected via a clearance in the rotational direction, and a rotational difference between the retainer and the axle. A driving force transmitting device for a vehicle, characterized in that the driving force transmitting device is provided with a differential means for generating the force.
軸と外軸との間に、両者の回転を接近させる回転同調装
置を設けた請求項1に記載の車両の駆動力伝達装置。2. The driving force transmission device for a vehicle according to claim 1, further comprising a rotation tuning device for bringing the rotations of both clutches closer to each other between the input shaft and the outer shaft of the clutch device on the transfer side.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP03267596A JP3137387B2 (en) | 1991-10-16 | 1991-10-16 | Vehicle driving force transmission device |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP03267596A JP3137387B2 (en) | 1991-10-16 | 1991-10-16 | Vehicle driving force transmission device |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH05104967A JPH05104967A (en) | 1993-04-27 |
JP3137387B2 true JP3137387B2 (en) | 2001-02-19 |
Family
ID=17446942
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP03267596A Expired - Fee Related JP3137387B2 (en) | 1991-10-16 | 1991-10-16 | Vehicle driving force transmission device |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3137387B2 (en) |
-
1991
- 1991-10-16 JP JP03267596A patent/JP3137387B2/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
JPH05104967A (en) | 1993-04-27 |
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