JPS63137025A - Power transmitting device for four-wheel-drive vehicle - Google Patents
Power transmitting device for four-wheel-drive vehicleInfo
- Publication number
- JPS63137025A JPS63137025A JP28531786A JP28531786A JPS63137025A JP S63137025 A JPS63137025 A JP S63137025A JP 28531786 A JP28531786 A JP 28531786A JP 28531786 A JP28531786 A JP 28531786A JP S63137025 A JPS63137025 A JP S63137025A
- Authority
- JP
- Japan
- Prior art keywords
- front wheels
- drive vehicle
- wheel drive
- wheels
- output current
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 claims description 10
- 238000010248 power generation Methods 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 7
- 230000005669 field effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
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- 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)
本発明は電動機による発電制動を利用した四輪駆動車の
動力伝達装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a power transmission device for a four-wheel drive vehicle that utilizes dynamic braking by an electric motor.
(従来の技術)
本出願人(よ先に特願昭61−215375号において
、駆動装置の回転トルクを主駆動輪に直結して伝達する
とともに従駆動輪には、回転子と固定子の何れか一方に
設けられた出力端子に抵抗器を接続して成る電動機を介
して伝達するようにした四輪駆動車(以下に4WD車と
略称する)の動力伝達装置を提案した。これによれば、
電!I]機の発電制動によって差回転−伝達トルク特性
を容易、且つ広範囲に変更することができる。(Prior Art) The present applicant (in Japanese Patent Application No. 61-215375) proposed that the rotational torque of the drive device is directly connected to the main drive wheels and transmitted, and that the subordinate drive wheels have either a rotor or a stator. We have proposed a power transmission device for a four-wheel drive vehicle (hereinafter referred to as 4WD vehicle) in which power is transmitted through an electric motor with a resistor connected to an output terminal provided on one side.According to this. ,
Electric! I] The differential rotation-transmission torque characteristics can be easily changed over a wide range by dynamic braking of the machine.
ところで、第6図の如く一般の二輪駆動車(図示では後
輪駆動車)にあっては、低速での旋回状態において、各
車輪の回転数(W)と旋回中心からの距11111(R
)の関係は、
である。つまり低速時には、前輪の旋回軌跡は後輪のそ
れよりも大きく、前輪の回転数は後輪よりも多くなる。By the way, in a general two-wheel drive vehicle (rear-wheel drive vehicle in the illustration) as shown in FIG. 6, when turning at a low speed, the number of revolutions (W) of each wheel and the distance from the turning center are 11111 (R).
) is as follows. In other words, at low speeds, the turning trajectory of the front wheels is greater than that of the rear wheels, and the rotation speed of the front wheels is higher than that of the rear wheels.
(発明が解決しようとする問題点)
しかしながら、第7図に示すような前輪と後輪を直結し
た4WD車においては、前輪と後輪の回転数が強制的に
同一に保たれ、即ち
w、+w2 w、+w4
の関係であるため、低速旋回時には、図示の如く前輪に
は制動力(N)が生じ、後輪には駆動力(F)を生じる
ことになる。(Problems to be Solved by the Invention) However, in a 4WD vehicle in which the front wheels and rear wheels are directly connected as shown in FIG. Since the relationship is +w2 w, +w4, when turning at low speed, a braking force (N) is generated at the front wheels and a driving force (F) is generated at the rear wheels, as shown in the figure.
従って車両を旋回させるためには、本来、旋回させるに
必要な駆動力に加え、更に前輪の制動力に打ち勝つため
の駆動力が必要となり、この分がロス馬力となる。とこ
ろが、エンジン発生馬力がこのロス馬力よりも小さい場
合には、車両は旋回できなくなり、これをタイトコーナ
ーブレーキング現象と呼び、直結4WD車の大きな弱点
となっていた。Therefore, in order to turn a vehicle, in addition to the driving force originally required for turning, a driving force to overcome the braking force of the front wheels is required, and this amount becomes a horsepower loss. However, if the horsepower generated by the engine is smaller than this loss horsepower, the vehicle will not be able to turn, which is called a tight corner braking phenomenon, and has been a major weakness of direct-coupled 4WD vehicles.
そこで本発明の目的は、回転トルクを前輪に伝達する電
動機の発電制動を前輪が制動力を発生する時には行わせ
ないようにすることによって、車両の低速旋回時は前後
輪の回転の拘束を切離してタイトコーナーブレーキング
現象を解消し、旋回をスムーズに行えるようにした4W
D車の動力伝達装置を提供するにある。Therefore, an object of the present invention is to prevent the dynamic braking of the electric motor that transmits rotational torque to the front wheels from being performed when the front wheels generate braking force, thereby releasing the restraint on the rotation of the front and rear wheels when the vehicle is turning at low speed. 4W that eliminates the tight corner braking phenomenon and enables smooth turns.
To provide a power transmission device for D vehicles.
(問題点を解決するための手段)
以上の目的を達成すべく本発明は、駆動装置(1)の回
転トルクを後輪(4) 、 (4) に直結して伝達す
る一方、前輪(7) 、 (7)には電動機(11)を
介して伝達するようにした4WD車において、前輪(7
)。(Means for Solving the Problems) In order to achieve the above object, the present invention directly connects and transmits the rotational torque of the drive device (1) to the rear wheels (4), (4), while the front wheels (7) ), (7) is a 4WD vehicle in which power is transmitted via an electric motor (11).
).
(7)が制動力を発生する時には電動機(11)の出力
電流をほぼゼロに制限する制御装置(21)を設けたこ
とを特徴とする。(7) is characterized in that it is provided with a control device (21) that limits the output current of the electric motor (11) to approximately zero when generating braking force.
(作用)
電動機(11)は前輪(7) 、 (7)が制動力を発
生する時にその出力電流がほぼゼロに制限されるので、
電動機(11)は発電制動を殆ど行わなくなり、前後輪
の回転の拘束が切離される。これによりタイトコーナー
ブレーキング現象を解消することができる。(Function) Since the output current of the electric motor (11) is limited to almost zero when the front wheels (7), (7) generate braking force,
The electric motor (11) hardly performs dynamic braking, and the restraint on rotation of the front and rear wheels is removed. This makes it possible to eliminate the tight corner braking phenomenon.
(実施例) 以下に添付図面を基に実施例を説明する。(Example) Examples will be described below based on the accompanying drawings.
第1図は本発明を適用した4WD車のパワートレインの
一例を示し、(1)はエンジンとトランスミッションか
ら成る駆動装置、(2)は推進軸、(3)はリヤデフ、
(4)は主駆動輪をなす左右の後輪、(5)はその駆動
軸、(6)はフロントデフ、(7)は従駆動輪をなす左
右の前輪、(8)はその駆動軸であり、推進軸(2)を
フロントデフ(6)の手前で分割し、その分割部分には
電動機(11)を介設する。FIG. 1 shows an example of a power train of a 4WD vehicle to which the present invention is applied, in which (1) is a drive device consisting of an engine and a transmission, (2) is a propulsion shaft, (3) is a rear differential, and (3) is a rear differential.
(4) is the left and right rear wheels that form the main drive wheels, (5) is its drive shaft, (6) is the front differential, (7) is the left and right front wheels that are the slave drive wheels, and (8) is its drive shaft. The propulsion shaft (2) is divided before the front differential (6), and an electric motor (11) is interposed in the divided portion.
電動機(11)は、回転子(12)と、そのハウジング
をなす固定子(13)と、回転子(12)に設けた出力
端子(14)に接続される抵抗器(15)とから成り、
固定子(13)を駆動装置(1)側に連結している。こ
れによれば、固定子(13)を人力軸、回転軸(12)
を出力軸として抵抗器(15)の負荷抵抗(R)に応じ
た発動制動が行なわれ、一般にその出力トルク(T)は
入出力軸の差回転 (WI W2)に応じて発生する
。The electric motor (11) consists of a rotor (12), a stator (13) forming a housing thereof, and a resistor (15) connected to an output terminal (14) provided on the rotor (12).
The stator (13) is connected to the drive device (1) side. According to this, the stator (13) is a manual axis, a rotation axis (12)
Activated braking is performed according to the load resistance (R) of the resistor (15) using the output shaft as the output shaft, and the output torque (T) is generally generated according to the differential rotation (WI W2) between the input and output shafts.
そして抵抗器(15)と直列にダイオード(16)を接
続して制御装置(21)を構成する。このダイオード(
16)は、前輪(7) 、 (7)の回転が後輪(4)
、(4)よりも速くなり、前輪(7) 、 (7)が制
動力を発生する時に電wJ機(11)に発生する逆方向
の電流をカッi〜するものである。A diode (16) is connected in series with the resistor (15) to constitute a control device (21). This diode (
16), the rotation of the front wheels (7) and (7) is the same as that of the rear wheels (4).
, (4), and reduces the current in the opposite direction generated in the electric wjer (11) when the front wheels (7), (7) generate braking force.
斯くして通常走行時は図示の如くダイオード(16)の
順方向への電流(i)の流れが許容されるために電動機
(11)による発電制動が行われる。そしてドライバー
が低速で旋回操作を行うと、前輪(7) 、 (7)の
回転が後輪(4) 、 (4)よりも速くなって前輪(
7) 、 (7)が制動力を発生する時には逆方向の電
流が流れようとするが、これはダイオード(16)によ
りカットされて電動機(11)の出力電流(i)がゼロ
となるので、電動機(11)は発電制動を行わなくなる
。従って後輪(4) 、 (4) と前輪(7) 、
(7) との回転の拘束が切離され、前輪(7)
、 (7)の回転はフリーになるため、タイトコーナー
ブレーキング現象を解消してスムーズな旋回を行うこと
ができる。Thus, during normal running, the electric motor (11) performs dynamic braking because the current (i) is allowed to flow in the forward direction of the diode (16) as shown in the figure. Then, when the driver performs a turning operation at low speed, the front wheels (7), (7) rotate faster than the rear wheels (4), (4), and the front wheels (7), (7) rotate faster than the rear wheels (4), (4).
7) When (7) generates braking force, a current in the opposite direction tries to flow, but this is cut by the diode (16) and the output current (i) of the motor (11) becomes zero, so The electric motor (11) no longer performs dynamic braking. Therefore, the rear wheels (4), (4) and the front wheels (7),
(7) The rotation restraint between the front wheel (7) and the front wheel (7) is separated.
, (7) is free to rotate, which eliminates the tight corner braking phenomenon and enables smooth turns.
次にマイクロコンピュータを用いた制御装置について第
2図を基に説明する。Next, a control device using a microcomputer will be explained based on FIG. 2.
この制御装置(21)は、マイクロコンピュータ(22
)と、デジタル・アナログ変換器(26)と、定電流回
路(27)を構成するアンプ(28)、電界効果トラン
ジスタ(29)及ヒ前記抵抗器(15) ト、電動m(
11)の端子電圧(V、)を増幅する差動増幅器(17
)とから成る。マイクロコンピュータ(22)はROM
(23)、CP U (24)及び入出力回路(25)
等を備え、端子電圧(V、)は差動増幅器(17)から
入出力回路(25)を介してマイクロコンピュータ(2
2)に取込まれる。This control device (21) includes a microcomputer (22
), a digital-to-analog converter (26), an amplifier (28) constituting the constant current circuit (27), a field effect transistor (29), and the resistor (15).
A differential amplifier (17) amplifies the terminal voltage (V, ) of
). Microcomputer (22) is ROM
(23), CPU (24) and input/output circuit (25)
The terminal voltage (V, ) is transmitted from the differential amplifier (17) to the microcomputer (2) via the input/output circuit (25).
2).
そして前記定電流回路(27)は、デジタル・アナログ
変換器(26)を介してマイクロコンピュータ(22)
から出力される制御電圧(■2)に応じて抵抗器(15
)を流れる電動機(11)の出力電流(i)を制御する
。制御電圧(v2)は、端子電圧(vl)に対応した信
号によりアクセスされ、前記定電流回路(27)に出力
される。而して発生する端子電圧(vl)が正の状態で
は出力電流(i)を、i=v、/Rの関係に保ち、端子
電圧(vl)が負の時は出力電流(i)をゼロ若しくは
その近傍に制限するよう前記制御電圧(v2)を予め設
定する。The constant current circuit (27) is connected to the microcomputer (22) via a digital-to-analog converter (26).
The resistor (15
) of the electric motor (11) is controlled. The control voltage (v2) is accessed by a signal corresponding to the terminal voltage (vl) and is output to the constant current circuit (27). Therefore, when the generated terminal voltage (vl) is positive, the output current (i) is maintained in the relationship of i = v, /R, and when the terminal voltage (vl) is negative, the output current (i) is set to zero. The control voltage (v2) is set in advance so as to limit the voltage to or near the voltage.
第3図は制御装置(21)の第3実施例を示し、本実施
例では差動増幅機(17)に代えて電動機(11)の入
出力回転数を回転数検出機(18) 、 (19)によ
りそれぞれピックアップし、これにより差回転を検出し
て以下は同様の制御を行うようにした。FIG. 3 shows a third embodiment of the control device (21). In this embodiment, instead of the differential amplifier (17), the input/output rotation speed of the electric motor (11) is detected by a rotation speed detector (18), ( 19), the differential rotation is detected, and the same control is performed thereafter.
ところで、以上の実施例では車両の後退時に前輪(7)
、 (7)に駆動力が発生しなくなってしまう。By the way, in the above embodiment, when the vehicle is reversing, the front wheels (7)
, (7) No driving force is generated.
そこで第4図のように前記ダイオード(16)の下流側
に切換スイッチ(31)を設け、その可動接点(31a
)を前進時はダイオード(16)側の固定接点(31b
)に実線の如く接続し、後退時にはダイオード(16)
と並列のバイパス路(32)に破線の如く接続するよう
にした。これにより前進時はダイオード(16)を通る
順方向の電流(if)が流れ、後退時にはダイオード(
16)をバイパスして逆方向の電流(i r)が流れる
ので、後退時にも前輪(7) 、 (7)に駆動力を発
生することができる。Therefore, as shown in FIG. 4, a changeover switch (31) is provided downstream of the diode (16), and its movable contact (31a
) when moving forward, the fixed contact (31b) on the diode (16) side
) as shown in the solid line, and when retracting, connect the diode (16)
It was connected to the bypass path (32) parallel to the broken line as shown by the broken line. As a result, a forward current (if) flows through the diode (16) when moving forward, and a forward current (if) flows through the diode (16) when moving backward.
16) and the current (ir) in the opposite direction flows, it is possible to generate driving force to the front wheels (7), (7) even when reversing.
しかし、今度は後退旋回時にタイトコーナーブレーキン
グ現象を発生してしまう。そこで第5図のように後退時
にも前輪(7) 、 (7)が制動力を発生する時には
順方向の電流(jf)をカットするもう一つのダイオー
ド(33)を並列に設け、切換スイッチ(31)の可動
接点(31a)を後退時にこのダイオード(33)側の
固定接点(31c)に破線の如く接続するようにした。However, this time a tight corner braking phenomenon occurs when turning backwards. Therefore, as shown in Fig. 5, another diode (33) is installed in parallel to cut the forward direction current (jf) when the front wheels (7), (7) generate braking force even when reversing. The movable contact (31a) of 31) is connected to the fixed contact (31c) on the diode (33) side as shown by the broken line when retracting.
これにより後退時における前輪(7)。This causes the front wheels (7) when reversing.
(7)の駆動力を得つつ、旋回を行うと電流(if)が
ダイオード(33)によりカットされるので、後退旋回
時のタイトコーナーブレーキング現象も解消することが
できる。When turning while obtaining the driving force (7), the current (if) is cut by the diode (33), so the tight corner braking phenomenon when turning backward can also be eliminated.
次に第6実施例について述べる。Next, a sixth embodiment will be described.
第6実施例は前進・後退時ともに前@ (7) 、 (
7)に駆動力を発生し、しかも前進・後退の切換なしに
タイトコーナーブレーキング現象を解消するものである
。具体的には第3図の制御装置(21)において、回転
数検出器(18) 、 (19)によりそれぞれピック
アップされた後輪(4) 、 (4)の回転数(wl)
と前輪(7) 、 (7)の回転数(w2)の絶対値を
基にして、重輪(7) 、 (7)のそれが後輪(4)
、 (4)のそれよりも大きい時には電流(i)をカ
ットするようにした。In the sixth embodiment, the front @ (7), (
7) generates driving force and eliminates the tight corner braking phenomenon without switching between forward and reverse. Specifically, in the control device (21) in Fig. 3, the rotation speed (wl) of the rear wheels (4), (4) picked up by the rotation speed detectors (18), (19), respectively.
Based on the absolute value of the rotation speed (w2) of the front wheels (7) and (7), that of the heavy wheels (7) and (7) is the rear wheel (4).
, the current (i) is cut when it is larger than that in (4).
その電流制御の仕方は次表の通りであり、制御表では各
回転数に前進時はeの正符合を、後退時はeの負符合を
それぞれ付しである。The method of controlling the current is shown in the table below. In the control table, a positive sign e is given to each rotational speed for forward movement, and a negative sign e is given for backward movement.
く制御 表〉
このようにして電流制御を行えば、前進・後退時ともに
通常走行では4WDでありながら、前進・後退の切換な
しに低速旋回でのタイトコーナーブレーキング現象をと
もに解消することができる。Control Table〉 By controlling the current in this way, it is possible to eliminate the tight corner braking phenomenon during low-speed turns without switching between forward and reverse, even though 4WD is used during normal driving both forward and backward. .
尚、4WD車のパワートレイン及び電動機の入出力関係
は実施例構造のみに限られるものではない。Note that the input/output relationship between the power train and electric motor of the 4WD vehicle is not limited to the structure of the embodiment.
(発明の効果)
以上のように本発明によれば、駆動装置の回転トルクを
後輪に直結して伝達する一方、前輪には電動機を介して
伝達するようにした4WD車において、前輪が制動力を
発生する時には電yJJa&の出力電流をほぼゼロに制
限する制御装置を設けたため、車両の低速旋回時に前後
輪の回転の拘束を切離して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、従ってスムーズな旋回を行
うことができる。(Effects of the Invention) As described above, according to the present invention, in a 4WD vehicle in which the rotational torque of the drive device is directly connected and transmitted to the rear wheels, and is transmitted to the front wheels via an electric motor, the front wheels are controlled. By installing a control device that limits the output current of the electric yJJa& to almost zero when generating power, it is possible to remove the restraint on the rotation of the front and rear wheels when the vehicle turns at low speeds, eliminating the tight corner braking phenomenon, and therefore making it smoother. You can make sharp turns.
第1図は本発明を適用した4WD車の一例を示すパワー
トレイン図、第2図は電動機及び第2実施例に係る制御
装置の構成図、第3図は同第3実施例並びに第6実施例
の構成図、第4図及び第5図は第4実施例と第5実施例
のそ、れぞれを示す第1図と同様のパワートレイン図、
第6図はZWD車の旋回状態を示すパワートレイン図、
第7図は直結4WD車の旋回状態を示すパワートレイン
図である。
尚、図面中、(1)は駆動装置、(2)は推進軸、(3
)はリヤデフ、(4)は後輪、(5)は駆動軸、(6)
はフロントデフ、(7)は前輪、(8)は駆動軸、(1
1)は電動機、(12)は回転子、(13)は固定子、
(14)は出力端子、(15)は抵抗器、(18) 、
(33)はダイオード、(17)は差動増幅器、(1
8) 、 (19)は回転数検出器、(21)は制御装
置、(22)はマイクロコンピュータ、(26)はデジ
タル・アナログ変換器、(27)は定電流回路、(28
)はアンプ、(29)は電界効果トランジスタ、(31
)は切換スイッチである。
特 許 出 願 人 本田技研工業株式会社代理人
弁理士 下 1) 容−即問 弁理士
大 橋 邦 産量 弁理士 小
山 有量 弁理士 野 1)
茂第2図
第3図
第6図
ぺFig. 1 is a powertrain diagram showing an example of a 4WD vehicle to which the present invention is applied, Fig. 2 is a configuration diagram of an electric motor and a control device according to the second embodiment, and Fig. 3 is a diagram showing the third embodiment and the sixth embodiment of the same. The configuration diagram of the example, FIGS. 4 and 5 are power train diagrams similar to FIG. 1 showing the fourth embodiment and the fifth embodiment, respectively,
Figure 6 is a powertrain diagram showing the turning state of a ZWD vehicle;
FIG. 7 is a powertrain diagram showing a turning state of a direct-coupled 4WD vehicle. In the drawings, (1) is the drive device, (2) is the propulsion shaft, and (3
) is the rear differential, (4) is the rear wheel, (5) is the drive shaft, (6)
is the front differential, (7) is the front wheel, (8) is the drive shaft, (1
1) is an electric motor, (12) is a rotor, (13) is a stator,
(14) is the output terminal, (15) is the resistor, (18),
(33) is a diode, (17) is a differential amplifier, (1
8), (19) is a rotation speed detector, (21) is a control device, (22) is a microcomputer, (26) is a digital-to-analog converter, (27) is a constant current circuit, (28)
) is an amplifier, (29) is a field effect transistor, (31
) is a changeover switch. Patent applicant: Agent for Honda Motor Co., Ltd.
Patent Attorney Part 2 1) Yong-Immediate Question Patent Attorney
Kuni Ohashi Production volume Patent attorney Small
Yama Yuyuki Patent Attorney No 1)
Shigeru Figure 2 Figure 3 Figure 6
Claims (6)
とともに前輪には、回転子と固定子の何れか一方に設け
られた出力端子に抵抗器を接続して成る電動機を介して
伝達するようにした四輪駆動車において、 前輪が制動力を発生する時には前記電動機の出力電流を
ほぼゼロに制限する制御装置を設けたこと、 を特徴とする四輪駆動車の動力伝達装置。(1) The rotational torque of the drive device is directly connected to the rear wheels and transmitted to the front wheels via an electric motor that is connected to a resistor to an output terminal provided on either the rotor or the stator. A power transmission system for a four-wheel drive vehicle, characterized in that the four-wheel drive vehicle is equipped with a control device that limits the output current of the electric motor to approximately zero when the front wheels generate braking force.
流の制限は、該電流の流れる方向に応じて行うこと、 を特徴とする四輪駆動車の動力伝達装置。(2) The power transmission device for a four-wheel drive vehicle according to claim 1, wherein the output current is limited depending on the direction in which the current flows.
より行うこと、 を特徴とする四輪駆動車の動力伝達装置。(3) The power transmission device for a four-wheel drive vehicle according to claim 1, wherein the output current is limited depending on whether the voltage generated by the electric motor is positive or negative.
流の制限は、前輪と後輪の回転数の差に応じて行うこと
、 を特徴とする四輪駆動車の動力伝達装置。(4) The power transmission device for a four-wheel drive vehicle according to claim 1, wherein the output current is limited in accordance with a difference in rotational speed between front wheels and rear wheels.
て、 車両の後退時には、前記出力電流の制限をキャンセルま
たは逆転させて行うこと、 を特徴とする四輪駆動車の動力伝達装置。(5) A power transmission device for a four-wheel drive vehicle according to any one of claims 2 to 4, characterized in that when the vehicle is reversing, the output current restriction is canceled or reversed. .
差に応じて行うこと、 を特徴とする四輪駆動車の動力伝達装置。(6) The power transmission device for a four-wheel drive vehicle according to claim 1, wherein the output current is limited according to a difference in absolute values of rotational speeds of front wheels and rear wheels.
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP28531786A JPS63137025A (en) | 1986-11-28 | 1986-11-28 | Power transmitting device for four-wheel-drive vehicle |
DE19873730653 DE3730653A1 (en) | 1986-09-12 | 1987-09-11 | POWER TRANSMISSION DEVICE FOR VEHICLE WITH FOUR-WHEEL DRIVE |
GB8721549A GB2194928B (en) | 1986-09-12 | 1987-09-14 | Power transmitting apparatus for four-wheel-drive vehicle |
FR8712700A FR2603847A1 (en) | 1986-09-12 | 1987-09-14 | POWER TRANSMISSION DEVICE FOR A FOUR-DRIVE VEHICLE |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP28531786A JPS63137025A (en) | 1986-11-28 | 1986-11-28 | Power transmitting device for four-wheel-drive vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS63137025A true JPS63137025A (en) | 1988-06-09 |
Family
ID=17689970
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP28531786A Pending JPS63137025A (en) | 1986-09-12 | 1986-11-28 | Power transmitting device for four-wheel-drive vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS63137025A (en) |
-
1986
- 1986-11-28 JP JP28531786A patent/JPS63137025A/en active Pending
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