JPS63297120A - Power distributor for whole wheel drive automobile - Google Patents
Power distributor for whole wheel drive automobileInfo
- Publication number
- JPS63297120A JPS63297120A JP10442388A JP10442388A JPS63297120A JP S63297120 A JPS63297120 A JP S63297120A JP 10442388 A JP10442388 A JP 10442388A JP 10442388 A JP10442388 A JP 10442388A JP S63297120 A JPS63297120 A JP S63297120A
- Authority
- JP
- Japan
- Prior art keywords
- clutch
- drive
- load
- liquid friction
- axle
- 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 27
- 239000007788 liquid Substances 0.000 claims description 23
- 238000010586 diagram Methods 0.000 description 3
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D35/00—Fluid clutches in which the clutching is predominantly obtained by fluid adhesion
- F16D35/005—Fluid clutches in which the clutching is predominantly obtained by fluid adhesion with multiple lamellae
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
- B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
- B60K17/3505—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with self-actuated means, e.g. by difference of speed
- B60K17/351—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with self-actuated means, e.g. by difference of speed comprising a viscous clutch
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、全輪駆動自動車用の動力分配装置に関する。[Detailed description of the invention] [Industrial application field] The present invention relates to a power distribution device for an all-wheel drive motor vehicle.
自動車の２つの駆動車軸の間にある動力分配装置は公知
で（ドイツ連邦共和国特許出願公開第３６３０９７５号
明細書）、液体摩擦クラッチとこれを短絡する多板クラ
ッチとから成る伝動装置単位として構成されている。し
かし同時に差動装置としても役立つこの動力分配装置で
は、両方の駆動車軸へのトルク分配は、両方の車軸の種
々の回転数差において液体摩擦クラッチの特性曲線図か
ら得られる程度にしか変化せず、このため多板クラッチ
により固定的全輪駆動が可能となる。しかし液体摩擦ク
ラッチによる運転中には、液体摩擦クラッチが制御可能
でないため、トルク分配を任意に制御することはできな
い。A power distribution device between the two drive axles of a motor vehicle is known (DE 36 30 975 A1) and is constructed as a transmission unit consisting of a liquid friction clutch and a multi-disc clutch which short-circuits this. ing. However, with this power distribution device, which also serves as a differential, the torque distribution to the two drive axles varies only to the extent that can be obtained from the characteristic diagram of a liquid friction clutch at various speed differences of the two axles. Therefore, fixed all-wheel drive is possible using a multi-disc clutch. However, during operation with the liquid friction clutch, the torque distribution cannot be arbitrarily controlled because the liquid friction clutch is not controllable.
制御可能な摩擦クラッチも種々の構成で公知であるが（
例えば米国特許第１２３８４４７号明細書、仏国特許第
７７６２１０号明細書）、荷重を受けて切換え可能な滑
りなし摩擦クラッチにより短絡可能ではないので、連結
すべき軸の間に固定的結合は行なわれない。Controllable friction clutches are also known in various configurations (
For example, US Pat. No. 1,238,447, French Patent No. 776,210), a fixed connection between the shafts to be coupled is not possible since it is not possible to short-circuit with a load-switchable non-slip friction clutch. do not have.
従って本発明の基礎になっている課題は、自動車の車軸
又は車輪への任意のトルク分配を広範囲に可能にし、固
定的駆動結合も可能にする動力分配装置を提供すること
である。The problem on which the invention is based is therefore to provide a power distribution device which allows an arbitrary torque distribution to the axles or wheels of a motor vehicle over a wide range and also allows a fixed drive connection.
帽１を解決するための手段〕
この課題を解決するため本発明によれば、各駆動車軸又
は駆動車軸が互いに固定的に結合されている場合各車輪
に、液体摩擦クラッチと荷重を受けて切換え可能でこの
液体摩擦クラッチを短絡するクラッチなるべく多板クラ
ッチとから成る伝動装置単位が付属し、液体摩擦クラッ
チが制御可能である。Means for Solving the Problem 1] To solve this problem, according to the present invention, each drive axle or each wheel, when the drive axles are fixedly connected to each other, is provided with a liquid friction clutch and a load-bearing switching mechanism. A transmission unit consisting of a clutch, preferably a multi-disc clutch, which short-circuits this liquid friction clutch is provided, so that the liquid friction clutch can be controlled.
このような動力分配装置では、２つの駆動車軸の間に伝
動装急を設ける場合、４つの基本切換え位置が可能であ
る。両方の伝動装置単位のうち一方の伝動装置単位のみ
の荷重を受けて切換え可能なクラッチが係合していると
、この伝動装置単位に付属する車軸が直接駆動され、こ
れに反し他方の伝動装置単位の液体摩擦クラッチを介し
て他方の車軸の駆動が行なわれ、液体摩擦クラッチが制
御可能であるため、この車軸に生ずるトルク分を変化す
ることができる。In such a power distribution device, four basic switching positions are possible if a transmission gear is provided between the two drive axles. If the load-switchable clutch of only one of the two transmission units is engaged, the axle associated with this transmission unit is directly driven; The other axle is driven via a unit liquid friction clutch, and since the liquid friction clutch is controllable, the torque produced on this axle can be varied.
両方の伝動装置単位の荷重を受けて切換え可能なクラッ
チが保合解除されていると、両方の車軸は制御可能な液
体摩擦クラッチを介して駆動され、両方の車軸へのトル
ク分配に関して大きい変化幅が得られるという利点が生
ずるのみならず、一方又は他方の車軸へのトルク分配を
任意に又は適当な制御装置により優先させて、曲り道走
行の際における自動車の挙動に影響を与えることができ
る。When the load-bearing and shiftable clutches of both transmission units are disengaged, both axles are driven via controllable liquid friction clutches, resulting in a large variation in torque distribution to both axles. Not only does this result in the advantage that the torque distribution to one or the other axle can be prioritized arbitrarily or by means of a suitable control device to influence the behavior of the motor vehicle when driving on curved roads.
第３の基本切換え位置は、他方の伝動装置１ｉ！位の荷
重を受けて切換え可能なクラッチが係合し、それに応じ
て他方の車軸が直接駆動される点を除いて、前述した基
本切換え位置と同じである。The third basic switching position is the other transmission 1i! This is the same as the basic switching position described above, except that the shiftable clutch is engaged under a load of 100 degrees, and the other axle is driven directly accordingly.
最後に、両方の伝動装置単位の荷重を受けて′Ａ換え可
能なクラッチを係合して、固定的全輪駆動を行なうこと
ができる。Finally, the load-bearing clutches of both transmission units can be engaged to provide fixed all-wheel drive.
固定的に結合されている駆動車軸において、伝動装置単
位が各個別車輪に付属していると、車軸の両方の車輪の
間に動力分配装置があり、この場合も各車輪の駆動を制
御するか、又は車軸の両方の車輪へトルクを異なるよう
に分配して、例えばかじ取りを援助することができる。In fixedly coupled drive axles, if a transmission unit is attached to each individual wheel, there is a power distribution device between both wheels of the axle, which again controls the drive of each wheel. , or the torque can be distributed differently to both wheels of the axle, for example to aid steering.
なお今や４つの伝動装置単位の適当な切換えにより、１
つの駆動車軸へそれぞれ１つの伝動装ＷＩＩＩＬ位を付
属させるのと同じ駆動状態変化が行なわれる。Furthermore, by suitable switching of the four transmission units, 1
The same drive state change takes place as assigning one transmission WIIIL to each of the two drive axles.
両方の駆動車軸の間の動力伝達路中に２つの制御可能な
液体摩擦クラッチを設けるにもかかわらず、例えば制動
の除虫ずることのあるトルク流れの反転の際、両方のク
ラッチの総合特性が不変であるようにするため、本発明
によれば、駆動車軸の間に設けられる伝動装置単位の両
方の液体摩擦クラッチが、トルク−差回転数特性に関し
て互いに逆向きに制御可能である。Despite the provision of two controllable liquid friction clutches in the power transmission path between both drive axles, the overall characteristics of both clutches are In order to remain constant, according to the invention, the two hydraulic friction clutches of the transmission unit arranged between the drive axles can be controlled in opposite directions with respect to the torque-speed differential characteristic.
本発明による別の構成では、駆動車軸の間に設けられる
伝動装置単位の荷重を受けて切換え可能なクラッチのう
ち、その切換え装置の機能消失の際、一方のクラッチが
係合位置に、また他方のクラッチが係合解除位置に強制
的に保持可能である。それにより駆動車軸の一方への直
接駆動がいかなる場合にも維持されるので、走行特性を
悪化する駆動障害はない。In another embodiment of the invention, of the clutches that can be switched under the load of a transmission unit provided between the drive axles, when the switching device loses its function, one of the clutches is brought into the engaged position and the other The clutch can be forcibly held in the disengaged position. Direct drive to one of the drive axles is thereby maintained in any case, so that there are no drive disturbances that impair the driving characteristics.
同じ理由から、駆動車軸が互いに固定的に結合されてい
る場合、一方の駆動車軸の荷重を受けて切換え可能なク
ラッチが、切換え装置の機能消失の際係合位置に、また
他方の駆動車軸の荷重を受けて切換え可能なクラッチが
係合解除位置に強制的に保持可能である。For the same reason, if the drive axles are fixedly connected to each other, the load-switchable clutch of one drive axle will be in the engaged position and on the other drive axle when the switching device loses its function. A load-switchable clutch can be forcefully held in a disengaged position.
自動車の１つの車軸のみがそれぞれ１つの車輪に付属す
る２つの伝動装置単位を備えていても、本発明の範囲を
越えるものではない。It does not go beyond the scope of the invention if only one axle of the motor vehicle is provided with two transmission units, each associated with one wheel.
図面には本発明の実施例が示されている。 An embodiment of the invention is shown in the drawing.
第１図によれば、前車ＩＩ及び後車軸２にそれぞれ伝動
装置単位３，４が付属し、各伝動装置単位は制御可能な
液体摩擦クラッチ５とこの液体摩擦クラッチを短絡する
多板クラッチ６とから成っている。駆動は機関７から内
軸８へ行なわれ、この円軸に液体摩擦クラッチ５及び多
板クラッチ６の内側薄板が相対回転しないように結合さ
れている。両方の伝動装置単位３，４の液体摩擦クラッ
チ５及び多板クラッチ６は、それぞれ共通なハウジング
９を持ち、このハウジングから前車軸ｌ又は後車軸２へ
の駆動動力が取出される。According to FIG. 1, a transmission unit 3, 4 is attached to the front vehicle II and the rear axle 2, each transmission unit comprising a controllable liquid friction clutch 5 and a multi-disc clutch 6 for short-circuiting the liquid friction clutch. It consists of. Drive is carried out from the engine 7 to an inner shaft 8, to which the inner thin plates of the liquid friction clutch 5 and the multi-plate clutch 6 are coupled so as not to rotate relative to each other. The liquid friction clutch 5 and the multi-plate clutch 6 of the two transmission units 3, 4 each have a common housing 9 from which the drive power to the front axle l or the rear axle 2 is taken off.
両方の液体摩擦クラッチ５の内側薄板は皿はね等により
互いに押し票され、ピストン駆動装置１０及び適当なス
リーブにより相互間隔変化のため移動可能である。それ
により可能な制御は、両方の液体摩擦クラッチが共通な
スリーブにより制御されるため、これらのクラッチのト
ルク−差回転数特性に関して互いに逆向きである。多板
クラッチ６を保合又は保合解除するためピストン駆動装
置１１が役立ち、多板クラッチ６の内側薄板と外側薄板
を相互圧縮する移動スリーブに作用する。図示しないば
ね等により、ピストン駆動装置１１の機能消失の際、両
方のクラッチ６の一方が常に係合し、他方が係合解除さ
れるようになっている。The inner plates of the two liquid friction clutches 5 are pushed together by countersunks or the like and are movable for changing their mutual spacing by means of a piston drive 10 and a suitable sleeve. The control possibilities thereby are mutually opposite with respect to the torque-differential speed characteristic of both liquid friction clutches, since they are controlled by a common sleeve. To engage or disengage the multi-disc clutch 6, a piston drive 11 serves, acting on a moving sleeve which compresses the inner and outer laminae of the multi-disc clutch 6 against each other. Due to a spring or the like (not shown), when the piston drive device 11 loses its function, one of the two clutches 6 is always engaged and the other is disengaged.
第２図による構成では、両方の駆動車軸１．２が軸１２
により固定的に結合されている。しかし各車輪には固有
の伝動装置単位３’ａ、４ａが付属し、各伝動装置単位
３ａ、 ４ａは再び液体摩擦クラッチ５と多板クラッチ
６とから成っている。In the configuration according to FIG. 2, both drive axles 1.2 are connected to the shaft 12.
fixedly connected by. However, each wheel is associated with its own transmission unit 3'a, 4a, each transmission unit 3a, 4a again consisting of a liquid friction clutch 5 and a multi-disc clutch 6.
しかしここでは各液体摩擦クラッチ５は、それぞれピス
トン駆動装置１１１０ａにより制御可能である。多板ク
ラッチ６に対しては、切換え装置従ってピストン駆動袋
＠１１の機能消失の際、一方の車軸例えば車軸ｌの両方
の多板クラッチ６が強制的に係合せしめられ、他方の車
軸２の両方の多板クラッチ６が保合解除されるようにな
っている。However, here each liquid friction clutch 5 can be controlled by a respective piston drive 1110a. For multi-disc clutches 6, in the event of a loss of function of the switching device and hence the piston drive bag @11, both multi-disc clutches 6 of one axle, for example axle l, are forced into engagement and the other multi-disc clutch 6 of the other axle 2 is forced into engagement. Both multi-disc clutches 6 are disengaged.
第１図は両方の駆動車軸間の駆動動力伝達路中にそれぞ
れの駆動車軸に付属する２つの伝動装置単位を持つ自動
車駆動装置の概略構成図、第２図は各個別車輪に伝動袋
ＮＩＬ位が付属している自動車駆動装置の概略構成図で
ある。
１．２・・・駆動車軸、３＠ ４； ３ａｔ ４ａ・・
・伝動装置単位、５・・・液体摩擦クラッチ、６・・・
荷重を受けて切換え可能なクラッチ。
手続補正書（方剤
昭和６３年６月３日Fig. 1 is a schematic diagram of an automobile drive system having two transmission units attached to each drive axle in the drive power transmission path between both drive axles, and Fig. 2 shows a transmission bag NIL for each individual wheel. FIG. 1 is a schematic configuration diagram of an automobile drive device to which a vehicle is attached. 1.2... Drive axle, 3@4; 3at 4a...
・Transmission unit, 5...Liquid friction clutch, 6...
A clutch that can be switched depending on the load. Procedural amendment (formula June 3, 1988)
Claims (1)
いに固定的に結合されている場合各車輪に、液体摩擦ク
ラッチ（５）と荷重を受けて切換え可能でこの液体摩擦
クラッチを短絡するクラッチ（６）とから成る伝動装置
単位 （３、４；３ａ、４ａ）が付属し、液体摩擦クラッチ（
５）が制御可能であることを特徴とする、全輪駆動自動
車用動力分配装置。 ２ 駆動車軸（１、２）の間に設けられる伝動装置単位
（３、４）の両方の液体摩擦クラッチ（５）が、トルク
−差回転数特性に関して互いに逆向きに制御可能である
ことを特徴とする、請求項１に記載の動力分配装置。 ３ 駆動車軸（１、２）の間に設けられる伝動装置単位
（３、４）の荷重を受けて切換え可能なクラッチ（６）
のうち、その切換え装置（１１）の機能消失の際、一方
のクラッチが係合位置に、また他方のクラッチが係合解
除位置に強制的に保持可能であることを特徴とする、請
求項１又は２に記載の動力分配装置。 ４ 駆動車軸（１、２）が互いに固定的に結合されてい
る場合、一方の駆動車軸（１）の荷重を受けて切換え可
能なクラッチ（６）が、切換え装置（１１）の機能消失
の際係合位置に、また他方の駆動車軸（２）の荷重を受
けて切換え可能なクラッチ（６）が係合解除位置に強制
的に保持可能であることを特徴とする、請求項１に記載
の動力分配装置。[Claims] 1. Each drive axle (1, 2) or when the drive axles (1, 2) are fixedly connected to each other, each wheel can be switched by a liquid friction clutch (5) and a load. A transmission unit (3, 4; 3a, 4a) consisting of a clutch (6) that short-circuits this liquid friction clutch is attached.
5) A power distribution device for an all-wheel drive vehicle, characterized in that it is controllable. 2. characterized in that both liquid friction clutches (5) of the transmission unit (3, 4) arranged between the drive axles (1, 2) are controllable in opposite directions with respect to the torque-differential speed characteristic; The power distribution device according to claim 1. 3 A clutch (6) that can be switched under the load of the transmission unit (3, 4) provided between the drive axles (1, 2)
Claim 1 characterized in that, when the switching device (11) loses its function, one clutch can be forcibly held in the engaged position and the other clutch in the disengaged position. Or the power distribution device according to 2. 4. If the drive axles (1, 2) are fixedly connected to each other, the clutch (6), which can be switched under the load of one of the drive axles (1), will 2. The clutch (6), which is switchable in the engaged position and under the load of the other drive axle (2), can be forcibly held in the disengaged position. Power distribution device.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AT1068/87 | 1987-04-29 | ||
| AT106887A ATA106887A (en) | 1987-04-29 | 1987-04-29 | DRIVE ARRANGEMENT FOR ALL-WHEEL DRIVE MOTOR VEHICLES |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63297120A true JPS63297120A (en) | 1988-12-05 |
Family
ID=3505911
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10442388A Pending JPS63297120A (en) | 1987-04-29 | 1988-04-28 | Power distributor for whole wheel drive automobile |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPS63297120A (en) |
| AT (1) | ATA106887A (en) |
| DE (1) | DE3814435A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0361123A (en) * | 1989-07-25 | 1991-03-15 | Viscodrive Gmbh | Final drive device for four-wheel drive car |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10312879A1 (en) * | 2003-03-22 | 2004-10-07 | Bayerische Motoren Werke Ag | Control system for variable torque distribution |
| AT7553U1 (en) | 2004-02-23 | 2005-05-25 | Magna Drivetrain Ag & Co Kg | DRIVE TRAIN OF A ALL-ROAD GEARED VEHICLE |
| JP2006176022A (en) * | 2004-12-22 | 2006-07-06 | Fuji Heavy Ind Ltd | Power transmission device for four-wheel drive vehicle |
| AT8907U1 (en) | 2005-07-29 | 2007-02-15 | Magna Drivetrain Ag & Co Kg | DISTRIBUTION GEAR WITH TWO NON-INDEPENDENT COUPLINGS FOR CONTROLLING THE MOMENT DISTRIBUTION TO TWO AXES, CLUTCH FOR SUCH AND METHOD FOR CALIBRATION THEREOF |
| AT8595U1 (en) * | 2005-07-29 | 2006-10-15 | Magna Drivetrain Ag & Co Kg | METHOD FOR CONTROLLING THE COUPLINGS ASSOCIATED TO A GEARED AXLE AND A PARKING BRAKE DRIVE TRAY |
| CA2677392C (en) | 2008-09-09 | 2016-11-29 | Magna Powertrain Usa, Inc. | Power take-off unit with active coupling and hypoid disconnect system |
| KR101759463B1 (en) | 2009-03-09 | 2017-07-18 | 마그나 파워트레인 오브 아메리카, 인크. | All-wheel drive with active dry disconnect system |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6138226A (en) * | 1984-07-18 | 1986-02-24 | ヴィスコドライヴ・ゲゼルシャフト・ミット・ベシュレンクテル・ハフツング | Automatic regulating clutch |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1238447A (en) * | 1912-01-24 | 1917-08-28 | Severy Mfg Company | Clutch. |
| FR776210A (en) * | 1934-07-21 | 1935-01-21 | Improvements to clutches, brakes, shock absorbers and similar devices using the viscosity of a liquid | |
| ES368354A1 (en) * | 1969-06-03 | 1972-01-01 | Baguena Gomez | Transmission mechanism for special vehicles of multiple drive shafts. (Machine-translation by Google Translate, not legally binding) |
| AT384473B (en) * | 1985-09-12 | 1987-11-25 | Steyr Daimler Puch Ag | LIQUID FRICTION COUPLING |
| DE3545540A1 (en) * | 1985-12-21 | 1987-07-02 | Audi Ag | Drive device for a four-wheel drive motor vehicle |
-
1987
- 1987-04-29 AT AT106887A patent/ATA106887A/en not_active Application Discontinuation
-
1988
- 1988-04-28 DE DE19883814435 patent/DE3814435A1/en active Granted
- 1988-04-28 JP JP10442388A patent/JPS63297120A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6138226A (en) * | 1984-07-18 | 1986-02-24 | ヴィスコドライヴ・ゲゼルシャフト・ミット・ベシュレンクテル・ハフツング | Automatic regulating clutch |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0361123A (en) * | 1989-07-25 | 1991-03-15 | Viscodrive Gmbh | Final drive device for four-wheel drive car |
Also Published As
| Publication number | Publication date |
|---|---|
| DE3814435C2 (en) | 1991-08-14 |
| DE3814435A1 (en) | 1988-11-10 |
| ATA106887A (en) | 1992-07-15 |
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