JPH029981B2 - - Google Patents
Info
- Publication number
- JPH029981B2 JPH029981B2 JP24674783A JP24674783A JPH029981B2 JP H029981 B2 JPH029981 B2 JP H029981B2 JP 24674783 A JP24674783 A JP 24674783A JP 24674783 A JP24674783 A JP 24674783A JP H029981 B2 JPH029981 B2 JP H029981B2
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- brake
- brake pressure
- wheel speed
- wheels
- 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
Links
- 230000005540 biological transmission Effects 0.000 description 8
- 239000012530 fluid Substances 0.000 description 5
- 238000011084 recovery Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/322—Systems specially adapted for vehicles driven by more than one axle, e.g. Four Wheel-Drive vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
Description
【発明の詳細な説明】
本発明は、前後輪がエンジンにより駆動される
四輪駆動車両であつて、運転者の選択により前輪
駆動又は後輪駆動に切換可能な断続機を備えた車
両のアンチスキツド装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention provides an anti-skid system for a four-wheel drive vehicle in which the front and rear wheels are driven by an engine, and is equipped with a disconnector that can switch between front-wheel drive and rear-wheel drive at the driver's selection. Regarding equipment.
従来から、アンチスキツド装置は、車輪又はそ
の車輪と一体的に回転する駆動軸に車輪速度セン
サーを設けて車輪速度を検出し、車輪の減速度が
所定の基準値を越えるか或は車輪のスリツプ率が
所定の基準値を越えると車輪に加えられているブ
レーキ圧力が過度に上昇しロツク傾向が発生した
とコントロールユニツトで判定し、ブレーキ圧力
を制御する制御装置によりロツク傾向を発生した
車輪のブレーキ圧力を低下させ、ロツク傾向が解
除すると再びブレーキ圧力を上昇させて最適のブ
レーキ圧力に制御するようにしている。すなわ
ち、車輪の減速度或はスリツプ率等車輪速度の変
化によつて車輪に加えられているブレーキ圧力が
最適か否かを判断している。 Conventionally, anti-skid devices detect the wheel speed by installing a wheel speed sensor on a wheel or a drive shaft that rotates integrally with the wheel, and detect whether the deceleration of the wheel exceeds a predetermined reference value or the slip rate of the wheel. If the brake pressure applied to the wheel exceeds a predetermined reference value, the control unit determines that the brake pressure applied to the wheel has increased excessively and a lock tendency has occurred, and the control device that controls the brake pressure adjusts the brake pressure of the wheel where the lock tendency has occurred. When the locking tendency is released, the brake pressure is increased again to control the brake pressure to the optimum level. That is, it is determined whether the brake pressure applied to the wheels is optimal based on changes in wheel speed such as wheel deceleration or slip rate.
ところで、前後輪がエンジンによつて駆動され
る四輪駆動車両においては、前輪と後輪が駆動軸
およびエンジンを介して一体的に連絡しているた
め、例えば、前輪のブレーキ圧力が過度に上昇し
その車輪が著しく減速されると、その減速が前輪
駆動軸を介してエンジンに伝達されてエンジンが
減速し、更に後輪駆動軸を介して後輪に伝達され
後輪が、それに加えられているブレーキ圧力に関
係なく前輪の減速に同期して著しく減速するとい
う現象を生じる。後輪に所定値以上の減速度が発
生すると、コントロールユニツトは後輪にスキツ
ド傾向が発生したと判断してブレーキ圧力制御信
号、すなわち、ブレーキ圧力弛め信号を発生し、
そのブレーキ圧力を低下させることとなる。その
結果、後輪のブレーキ圧力が必要以上に低下し、
後輪に十分なブレーキ力が発生せず、ブレーキ距
離が必要以上に長くなるという問題を生じる。 By the way, in a four-wheel drive vehicle where the front and rear wheels are driven by the engine, the front and rear wheels are integrally connected via the drive shaft and the engine, so for example, the brake pressure on the front wheels may increase excessively. When the wheels are significantly decelerated, the deceleration is transmitted to the engine via the front wheel drive shaft, causing the engine to decelerate, which is further transmitted to the rear wheels via the rear wheel drive shaft, and the rear wheels are added to the deceleration. A phenomenon occurs in which the vehicle decelerates significantly in synchronization with the deceleration of the front wheels, regardless of the brake pressure applied. When a deceleration of more than a predetermined value occurs in the rear wheels, the control unit determines that a skid tendency has occurred in the rear wheels and generates a brake pressure control signal, that is, a brake pressure release signal,
This will reduce the brake pressure. As a result, the brake pressure on the rear wheels drops more than necessary.
A problem arises in that sufficient braking force is not generated at the rear wheels and the braking distance becomes longer than necessary.
本発明は、上述の問題点に鑑みてなされたもの
であつて、アンチスキツド装置が作動すると、エ
ンジンと前輪駆動軸又は後輪駆動軸のいずれか一
方との間の駆動接続を断続する断続機を遮断し
て、前輪と後輪との同期現象を防止し、前後輪共
最適なブレーキ圧力制御を行うようにした四輪駆
動車両用アンチスキツド装置を提供することを目
的とする。 The present invention has been made in view of the above-mentioned problems, and includes an interrupter that disconnects and disconnects the drive connection between the engine and either the front wheel drive shaft or the rear wheel drive shaft when the anti-skid device is activated. An object of the present invention is to provide an anti-skid device for a four-wheel drive vehicle which prevents synchronization between the front and rear wheels by shutting off the skid and performs optimal brake pressure control for both the front and rear wheels.
すなわち、ブレーキ圧力制御信号が発生する
と、その信号に基づいて駆動接続を断続する断続
機を遮断して、前輪と後輪との駆動軸およびエン
ジンを介する一体的連結を解除し、前輪および後
輪の車輪速度がそれぞれの車輪に加えられるブレ
ーキ圧力のみに依存して変化することを保障し、
ブレーキ距離が延びることを防止するようにした
ことである。 That is, when a brake pressure control signal is generated, the interrupter that disconnects and disconnects the drive connection is cut off based on that signal, the integral connection between the front wheels and the rear wheels via the drive shaft and the engine is released, and the front and rear wheels are disconnected. ensures that the wheel speed of the wheels varies only depending on the brake pressure applied to each wheel,
This is to prevent the braking distance from increasing.
以下、本発明の実施例に従つて詳しく説明す
る。図において、１はエンジン、２はトランスミ
ツシヨンであつて、トランスミツシヨン２は前輪
駆動軸３，４を介して前輪５，６に連結し、ま
た、トランスミツシヨン２とプロペラシヤフト７
との間の連結を遮断および接続する断続機８、プ
ロペラシヤフト７、デフアレンジヤルギヤ９、リ
アアクスル１０，１１を介して後輪１２，１３に
連結している。そして、プロペラシヤフト７、デ
フアレンジヤルギヤ９、リアアクスル１０，１１
により後輪駆動軸を構成している。 Hereinafter, the present invention will be explained in detail according to embodiments. In the figure, 1 is an engine, 2 is a transmission, and the transmission 2 is connected to front wheels 5 and 6 via front wheel drive shafts 3 and 4, and the transmission 2 and propeller shaft 7
It is connected to rear wheels 12, 13 via a disconnector 8, a propeller shaft 7, a differential gear 9, and rear axles 10, 11, which disconnect and connect the connection between the two. And propeller shaft 7, differential gear gear 9, rear axle 10, 11
This constitutes the rear wheel drive shaft.
各車輪５，６，１２，１３には、従来公知の構
造の車輪速度センサー１４，１５，１６，１７が
それぞれ装着され、各車輪の回転速度すなわち車
輪速度に比例した電気信号を配線１８，１９，２
０，２１を介して、コントロールユニツト２２に
送出する。コントロールユニツト２２は、従来公
知の構成でよく、配線１８，１９，２０，２１か
ら伝達された車輪速度信号をそれぞれ評価し、車
輪の減速度が所定の基準値を越えるか又はそのス
リツプ率が所定の基準値を越えると、ブレーキ弛
め信号をそれぞれの車輪に対応して出力線２３，
２４，２５，２６を介してブレーキ圧力制御装置
２７に出力する。制御装置２７は、従来公知のも
のであつて、ブレーキ管路２８，２９を介して、
タンデムマスタシリンダ３０の各液圧発生室に接
続するとともに、ブレーキ管路３１，３２，３
３，３４を介して、前輪５，６および後輪１２，
１３のブレーキ装置３５，３６，３７，３８にそ
れぞれ接続しており、コントロールユニツト２２
の出力線２３に弛め信号が出力されるとブレーキ
装置３５のブレーキ圧力を、出力線２４に弛め信
号が出力されるとブレーキ装置３６のブレーキ圧
力を、出力線２５に弛め信号が出力されるとブレ
ーキ装置３７のブレーキ圧力を、また、出力線２
６に弛め信号が出力されるとブレーキ装置３８の
ブレーキ圧力をそれぞれ低下させるよう作用す
る。 Each wheel 5, 6, 12, 13 is equipped with a wheel speed sensor 14, 15, 16, 17 of a conventionally known structure, and an electric signal proportional to the rotational speed of each wheel, that is, the wheel speed is transmitted to wires 18, 19. ,2
0 and 21 to the control unit 22. The control unit 22 may have a conventionally known configuration, and evaluates the wheel speed signals transmitted from the wirings 18, 19, 20, and 21, respectively, and determines whether the deceleration of the wheel exceeds a predetermined reference value or the slip rate is within a predetermined value. When the reference value is exceeded, a brake release signal is sent to the output line 23,
It is output to the brake pressure control device 27 via 24, 25, and 26. The control device 27 is a conventionally known device, and via brake pipes 28 and 29,
It is connected to each hydraulic pressure generating chamber of the tandem master cylinder 30, and the brake pipes 31, 32, 3
3, 34, the front wheels 5, 6 and the rear wheels 12,
13 brake devices 35, 36, 37, and 38, respectively, and the control unit 22
When a release signal is output to the output line 23, the brake pressure of the brake device 35 is output, and when a release signal is output to the output line 24, the brake pressure of the brake device 36 is output, and a release signal is output to the output line 25. Then, the brake pressure of the brake device 37 is changed to the output line 2.
When a release signal is output to the brakes 6 and 6, the brake pressure of the brake device 38 is respectively reduced.
３９はORゲートであつてその入力側はコント
ロールユニツト２２の出力線２３，２４，２５，
２６に接続し、その出力側は、入力信号消滅後所
定の時間出力信号を保持し続ける復帰遅延タイマ
４０の入力側に接続し、その出力側Ｂ接点４１有
するリレーのコイル４２に接続している。４３は
運転者により操作される駆動輪選択スイツチであ
つて、一端は車両のバツテリ等の電源に接続さ
れ、スイツチ４３が閉じ、かつＢ接点４１が閉じ
ている状態では、電磁装置４４が作動し、破線４
５で示される操作系を介して断続機８を接続位置
に保つている。運転者が駆動輪選択スイツチ４３
を遮断するか又はコイル４２が励磁しＢ接点４１
が遮断すると、電磁装置４４が非作動位置に戻
り、断続機８が遮断位置になり、トランスミツシ
ヨン２とプロペラシヤフト７との連結が解け、ト
ランスミツシヨン２は前輪駆動軸３，４にのみ連
結する。 39 is an OR gate whose input side is connected to the output lines 23, 24, 25,
26, its output side is connected to the input side of a recovery delay timer 40 that continues to hold the output signal for a predetermined time after the input signal disappears, and is connected to the coil 42 of a relay having a B contact 41 on its output side. . 43 is a drive wheel selection switch operated by the driver, one end of which is connected to a power source such as a battery of the vehicle, and when the switch 43 is closed and the B contact 41 is closed, an electromagnetic device 44 is activated. , dashed line 4
The interrupter 8 is maintained in the connected position via an operating system indicated by 5. The driver selects the drive wheel selection switch 43.
or the coil 42 is energized and the B contact 41
When the is cut off, the electromagnetic device 44 returns to the non-operating position, the interrupter 8 goes to the cut-off position, the transmission 2 is disconnected from the propeller shaft 7, and the transmission 2 is connected only to the front wheel drive shafts 3 and 4. Link.
なお、ORゲート３９、復帰遅延タイマ４０、
コイル４２、その接点４１により断続機８を遮断
する回路を構成する。 In addition, OR gate 39, recovery delay timer 40,
The coil 42 and its contacts 41 constitute a circuit that interrupts the interrupter 8.
次に、上述の実施例の作用について説明する。
今、車両が走行している状態でブレーキが操作さ
れ、タンデムマスタシリンダ３０に液圧が発生す
ると、ブレーキ圧液は、ブレーキ管路２８，２
９、制御装置２７、ブレーキ管路３１，３２，３
３，３４を通つて各車輪のブレーキ装置３５，３
６，３７，３８に供給され、ブレーキが作用す
る。そして、ブレーキ操作を強くするか、或は路
面の摩擦係数が低くなつており、例えば、前輪６
の減速度が著しく大きくなると、その車輪速度の
変化は車輪速度センサー１５により検出され、そ
の出力信号が配線１９を介してコントロールユニ
ツト２２に伝達される。コントロールユニツト内
ではその車輪速度の変化すなわち車輪減速度所定
の基準減速度と比較され、車輪減速度が基準減速
度を越えるとブレーキ弛め信号を出力線２４に出
力する。その結果、制御装置２７が作動し、車輪
６のブレーキ装置３６に供給しているブレーキ液
圧が低下する。それと同時に、出力線２４にブレ
ーキ弛め信号が発生すると、その信号はORゲー
ト３９に伝達されるので、ORゲートの出力がハ
イとなり、復帰遅延タイマ４０の出力がハイとな
り、リレーのコイル４２が励磁し、Ｂ接点４１を
開放する。そのため、電磁装置４４が消磁し、断
続機８が遮断位置となり、前輪駆動軸３，４とプ
ロペラシヤフト７との連結が断たれ、前輪６の車
輪速度の変化が前輪駆動軸４、トランスミツシヨ
ン２を介して後輪１２，１３に伝達されることは
なくなる。従つて後輪１２，１３の車輪速度はブ
レーキ装置３７，３８に供給されるブレーキ液圧
を路面の摩擦係数のみに依存して変化することと
なる。 Next, the operation of the above embodiment will be explained.
Now, when the brakes are operated while the vehicle is running and hydraulic pressure is generated in the tandem master cylinder 30, the brake pressure liquid is transferred to the brake pipes 28 and 2.
9, control device 27, brake pipes 31, 32, 3
Brake devices 35, 3 for each wheel through 3, 34
6, 37, and 38, and the brake is applied. Then, either the brake operation is stronger or the friction coefficient of the road surface is lower, for example, the front wheel 6
When the deceleration of the wheel increases significantly, the change in wheel speed is detected by the wheel speed sensor 15, and its output signal is transmitted to the control unit 22 via the wiring 19. Within the control unit, the change in wheel speed, that is, the wheel deceleration, is compared with a predetermined reference deceleration, and when the wheel deceleration exceeds the reference deceleration, a brake release signal is output to the output line 24. As a result, the control device 27 is activated, and the brake fluid pressure supplied to the brake device 36 of the wheel 6 is reduced. At the same time, when a brake release signal is generated on the output line 24, the signal is transmitted to the OR gate 39, so the output of the OR gate becomes high, the output of the recovery delay timer 40 becomes high, and the relay coil 42 is activated. It is energized and the B contact 41 is opened. Therefore, the electromagnetic device 44 is demagnetized, the interrupter 8 becomes the cutoff position, the connection between the front wheel drive shafts 3 and 4 and the propeller shaft 7 is severed, and the change in the wheel speed of the front wheels 6 is caused by the front wheel drive shaft 4 and the transmission. 2 to the rear wheels 12, 13. Therefore, the wheel speeds of the rear wheels 12 and 13 change depending only on the brake fluid pressure supplied to the brake devices 37 and 38 and the coefficient of friction of the road surface.
制御装置２７によりブレーキ装置３６の液圧が
低下すると車輪６のロツク傾向は解除し、出力線
２４のブレーキ弛め信号は消滅し、制御装置が非
作動位置に戻り、ブレーキ装置３６のブレーキ液
圧は再び上昇する。ブレーキ弛め信号が消滅する
とORゲート３９の出力がローとなるすなわち消
滅するが、復帰遅延タイマ４０の出力は、その遅
延作用によりハイのまま保持されるのでコイル４
２は励磁状態のままであり、断続機は遮断状態に
保たれる。なお、復帰遅延タイマー４０の遅延時
間はブレーキ弛め信号が消滅してから次のブレー
キ弛め信号が発生するまでの時間よりも長く設定
している。 When the hydraulic pressure of the brake device 36 is reduced by the control device 27, the locking tendency of the wheels 6 is released, the brake release signal on the output line 24 disappears, the control device returns to the non-operating position, and the brake fluid pressure of the brake device 36 is reduced. will rise again. When the brake release signal disappears, the output of the OR gate 39 goes low, that is, disappears, but the output of the return delay timer 40 remains high due to its delay effect, so the output of the coil 4
2 remains energized, and the interrupter remains cut off. Note that the delay time of the return delay timer 40 is set longer than the time from when the brake release signal disappears until the next brake release signal is generated.
以下、上述のコントロールユニツト２２、制御
装置２７によるブレーキ液圧の低下および上昇が
繰返されブレーキ液圧は最適に制御される。 Thereafter, the brake fluid pressure is repeatedly lowered and increased by the control unit 22 and the control device 27, and the brake fluid pressure is optimally controlled.
なお、車輪６以外の他の車輪についても同様に
制御される。 Note that wheels other than wheel 6 are similarly controlled.
以上の説明から明らかな通り、本発明は、コン
トロールユニツトからブレーキ圧力制御信号が発
生すると、その信号に基づいて断続機を遮断する
ようにしているので、前輪又は後輪の車輪速度の
変化が駆動軸を介して後輪又は前輪に伝達される
ことがなく、前輪および後輪を互いに独立に最適
に制御することができる。 As is clear from the above explanation, in the present invention, when a brake pressure control signal is generated from the control unit, the interrupter is cut off based on that signal. There is no transmission to the rear wheels or front wheels via the shaft, and the front wheels and rear wheels can be optimally controlled independently of each other.
なお、本発明は、以上の実施例に限定されるも
のではなくその技術的思想の範囲内で多くの態様
が可能である。 Note that the present invention is not limited to the above-described embodiments, but can be modified in many ways within the scope of its technical concept.
本実施例においては、各車輪のブレーキ圧力を
それぞれ独立に制御するようにしているが、これ
に代えて、前輪は各車輪毎に後輪は両輪を共通に
制御してもよく、また前輪、後輪とも両輪を共通
に制御してもよい。また、本実施例では、ブレー
キ圧力制御信号としてブレーキ弛め信号を用いた
が、供給弁要素と排出弁要素を用いブレーキ圧力
を保持、低下および上昇させる形式のものにおい
ては、ブレーキ圧力制御信号としてブレーキ保持
又は、ブレーキ圧力低下信号を用いてもよい。ま
た実施例では、断続機遮断時、四輪駆動から前輪
駆動に切換えたが、四輪駆動から後輪駆動に切換
える構成であつてもよい。更に本実施例において
は、運転者による駆動輪選択用の断続機を遮断機
として用いたが、新らたに断続機を設けてもよ
く、その構造についても公知のものでよい。 In this embodiment, the brake pressure of each wheel is controlled independently, but instead of this, the front wheels may be controlled for each wheel, and the rear wheels may be controlled for both wheels in common. Both rear wheels may be controlled in common. In addition, in this embodiment, a brake release signal is used as a brake pressure control signal, but in a type that uses a supply valve element and a discharge valve element to maintain, decrease, and increase brake pressure, the brake pressure control signal may be used as a brake pressure control signal. A brake hold or brake pressure drop signal may also be used. Furthermore, in the embodiment, when the interrupter is shut off, the four-wheel drive is switched to the front-wheel drive, but the configuration may be such that the four-wheel drive is switched to the rear-wheel drive. Furthermore, in this embodiment, the interrupter for the driver to select the driving wheel is used as the interrupter, but a new interrupter may be provided, and its structure may be of a known type.
図は、本発明の一実施例を示す。
１……エンジン、２……トランスミツシヨン、
３，４……前輪駆動輪、５，６……前輪、７……
プロペラシヤフト、８……断続機、９……デフア
レンジヤルギヤ、１０，１１……リアアクスル、
１２，１３……後輪、１４，１５，１６，１７…
…車輪速度センサー、２２……コントロールユニ
ツト、２７……制御装置、３０……タンデムマス
タシリンダ、３５，３６，３７，３８……ブレー
キ装置、３９……ORゲート、４０……復帰遅延
タイマ、４１……Ｂ接点、４２……リレー、４３
……駆動輪選択スイツチ。
The figure shows an embodiment of the invention. 1...Engine, 2...Transmission,
3, 4...Front drive wheel, 5, 6...Front wheel, 7...
Propeller shaft, 8... Intermittent gear, 9... Differential arrangement gear, 10, 11... Rear axle,
12, 13...Rear wheel, 14, 15, 16, 17...
... Wheel speed sensor, 22 ... Control unit, 27 ... Control device, 30 ... Tandem master cylinder, 35, 36, 37, 38 ... Brake device, 39 ... OR gate, 40 ... Return delay timer, 41 ... B contact, 42 ... Relay, 43
...Drive wheel selection switch.
Claims (1)
車両の前輪又は前輪駆動軸に装着され、前輪の車
輪速度を検出する前輪車輪速度センサーと、その
後輪又は後輪駆動軸に装着され、後輪の車輪速度
を検出する後輪車輪速度センサーと、前記前輪車
輪速度センサーおよび後輪車輪速度センサーから
の車輪速度信号を受け、車輪にロツク傾向が発生
すると当該車輪のブレーキ圧力制御信号を出力す
るコントロールユニツトと、各前輪および後輪の
ブレーキ装置に接続されるブレーキ管路中に配置
され、前記ブレーキ圧力制御信号を受けて当該車
輪のブレーキ装置のブレーキ圧力を制御する制御
装置と、前記ブレーキ圧力制御信号が発生すると
その信号に基づいて、エンジンと前輪駆動軸又は
後輪駆動軸のいずれか一方との間の駆動接続を断
続可能な断続機を遮断する回路とを備えている四
輪駆動車両用アンチスキツド装置。1 A front wheel speed sensor is installed on the front wheel or front wheel drive shaft of a four-wheel drive vehicle whose front and rear wheels are driven by an engine, and detects the wheel speed of the front wheel. a rear wheel speed sensor that detects wheel speed; and a control unit that receives wheel speed signals from the front wheel speed sensor and the rear wheel speed sensor, and outputs a brake pressure control signal for the wheel when a lock tendency occurs in the wheel. a control device disposed in a brake pipe connected to a brake device of each front wheel and a rear wheel, the control device receiving the brake pressure control signal to control the brake pressure of the brake device of the wheel; and the brake pressure control signal. an antiskid for a four-wheel drive vehicle, comprising a circuit that interrupts a disconnector that can disconnect the drive connection between the engine and either the front wheel drive shaft or the rear wheel drive shaft based on the signal when this occurs. Device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58246747A JPS60143170A (en) | 1983-12-29 | 1983-12-29 | Anti-skid mechanism for four wheel drive car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58246747A JPS60143170A (en) | 1983-12-29 | 1983-12-29 | Anti-skid mechanism for four wheel drive car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60143170A JPS60143170A (en) | 1985-07-29 |
| JPH029981B2 true JPH029981B2 (en) | 1990-03-06 |
Family
ID=17153052
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58246747A Granted JPS60143170A (en) | 1983-12-29 | 1983-12-29 | Anti-skid mechanism for four wheel drive car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60143170A (en) |
Families Citing this family (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3418520A1 (en) * | 1984-05-18 | 1985-11-21 | Teves Gmbh Alfred | SLIP-CONTROLLED BRAKE SYSTEM FOR ROAD VEHICLES WITH ALL-WHEEL DRIVE |
| JPS61102328A (en) * | 1984-10-24 | 1986-05-21 | Nissan Motor Co Ltd | Four wheel drive vehicle |
| JPS626833A (en) * | 1985-07-02 | 1987-01-13 | Fuji Heavy Ind Ltd | Four wheel drive vehicle |
| JPH0741804B2 (en) * | 1985-08-22 | 1995-05-10 | マツダ株式会社 | Break control device for four-wheel drive vehicle |
| US4770266A (en) * | 1985-08-13 | 1988-09-13 | Mazda Motor Corporation | Brake control system for four-wheel drive vehicle |
| JPH0653466B2 (en) * | 1985-08-13 | 1994-07-20 | マツダ株式会社 | Break control device for four-wheel drive vehicle |
| JPH0688504B2 (en) * | 1985-08-22 | 1994-11-09 | マツダ株式会社 | Break control device for four-wheel drive vehicle |
| JPH0741805B2 (en) * | 1985-08-22 | 1995-05-10 | マツダ株式会社 | Break control device for four-wheel drive vehicle |
| JPS6243324A (en) * | 1985-08-22 | 1987-02-25 | Mazda Motor Corp | Brake controller for four-wheel drive car |
| GB2184505B (en) * | 1985-11-05 | 1990-03-21 | Honda Motor Co Ltd | Four wheel drive vehicle with antilock braking system and associated method of operation |
| JPS62105755A (en) * | 1985-11-05 | 1987-05-16 | Honda Motor Co Ltd | 4-wheel-drive vehicle |
| GB2184183B (en) * | 1985-11-05 | 1989-11-22 | Honda Motor Co Ltd | Four wheel drive vehicle with antilock braking system and associated methods |
| JPS6350727U (en) * | 1986-06-03 | 1988-04-06 | ||
| JPS62198134U (en) * | 1986-06-10 | 1987-12-16 | ||
| JP2719926B2 (en) * | 1988-06-10 | 1998-02-25 | 本田技研工業株式会社 | Two- and four-wheel drive state switching control method for vehicle |
| US5184695A (en) * | 1988-06-10 | 1993-02-09 | Honda Giken Kogyo Kabushiki | Method for controlling a change-over between two and four-wheel drive modes for a vehicle |
| DE102005014801B4 (en) | 2005-03-31 | 2022-04-21 | Bayerische Motoren Werke Aktiengesellschaft | Method and device for controlling a brake system of a motor vehicle |
| JP2011173440A (en) * | 2010-02-23 | 2011-09-08 | Aisin Ai Co Ltd | Power transmitting device for four-wheel drive hybrid-vehicle |
-
1983
- 1983-12-29 JP JP58246747A patent/JPS60143170A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60143170A (en) | 1985-07-29 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EXPY | Cancellation because of completion of term |