JPH0833171B2 - Differential limiting device - Google Patents
Differential limiting deviceInfo
- Publication number
- JPH0833171B2 JPH0833171B2 JP1075096A JP7509689A JPH0833171B2 JP H0833171 B2 JPH0833171 B2 JP H0833171B2 JP 1075096 A JP1075096 A JP 1075096A JP 7509689 A JP7509689 A JP 7509689A JP H0833171 B2 JPH0833171 B2 JP H0833171B2
- Authority
- JP
- Japan
- Prior art keywords
- air
- control valve
- differential limiting
- steering angle
- rotation speed
- 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 - Lifetime
Links
- 230000000670 limiting effect Effects 0.000 title claims description 30
- 238000001514 detection method Methods 0.000 claims description 5
- 230000003247 decreasing effect Effects 0.000 claims description 2
- 230000004044 response Effects 0.000 description 4
- 230000007423 decrease Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- 241000239290 Araneae Species 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000007689 inspection Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
Landscapes
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Retarders (AREA)
Description
【発明の詳細な説明】 〈産業上の利用分野〉 本発明は、車両の操舵角に応じて常に最適な差動制限
トルクを自動制御する差動制限装置に関するものであ
る。Description: <Industrial application field> The present invention relates to a differential limiting device that always automatically controls an optimum differential limiting torque according to a steering angle of a vehicle.
〈従来の技術〉 一般に差動制限装置は、悪路脱出等の場合にデフをロ
ックして左右駆動輪に駆動力を伝達し、脱出等を確実に
行うものであるが、この差動制限装置を操舵角に応じて
制御し、差動制限作用によるアンダステア特性を確保し
て車両のタックイン現象を防止し、操縦安定性を図った
技術は例えば実開昭61−73429号で公知となっている。<Prior Art> Generally, a differential limiting device locks a diff and transmits a driving force to the left and right driving wheels to reliably escape when a bad road escapes. A technique for controlling the steering according to the steering angle to secure the understeer characteristic by the differential limiting action to prevent the vehicle from tacking in and to improve the steering stability is known, for example, in Japanese Utility Model Publication No. 61-73429. .
〈発明が解決しようとする課題〉 上記の公知技術は、車速検出手段による車速信号と、
車両の転舵角検出と手段による転舵角信号と、駆動車輪
に伝達される駆動力の検出手段による駆動力信号とに基
づいて油圧ポンプを制御し、作動制限機構の差動制限作
用が急激に緩和されるのを防止するよう制御して差動制
限作用を確保するものである。<Problems to be Solved by the Invention> The above-mentioned known technique is a vehicle speed signal by a vehicle speed detection means,
The hydraulic pump is controlled based on the turning angle signal from the vehicle turning angle detection means and the driving force signal from the driving force detection means transmitted to the driving wheels, and the differential limiting action of the operation limiting mechanism is suddenly increased. The differential limiting action is ensured by controlling so as to prevent the differential limiting action.
この場合、制御回路構成が複雑であると共に、車速並
びに操舵角の変化に対する差動制限装置の差動の応答性
に難点がある。In this case, the control circuit configuration is complicated, and the differential response of the differential limiting device with respect to changes in vehicle speed and steering angle is difficult.
〈課題を解決するための手段〉 本発明は上記の問題を解決したものであり、その特徴
とする構成は、一方のサイドギヤとデフケースとの間に
摩擦クラッチを設け、この摩擦クラッチをエアシリンダ
によって接続状態にすることにより差動制限を行うよう
にした差動制限装置において、エアタンクから前記エア
シリンダに接続されたエア配管路に、エア圧を車速に応
じた所定圧に制御して前記エアシリンダに供給する第１
電磁制御弁を設け、この第１電磁制御弁より後の前記エ
ア配管路に大気に通じる分岐配管路を設け、この分岐配
管路に、前記第１電磁制御弁で制御された所定圧のエア
圧を操舵角に応じて増減制御する第２電磁制御弁を配置
し、左右前輪の回転数をそれぞれ検出する左前輪回転数
センサ及び右前輪回転数センサと、この左前輪回転数セ
ンサ及び右前輪回転数センサによる検出信号により前輪
回転数の平均を車速とし、かつ左右前輪の回転数差と前
記車速より操舵角を計算し、車速並びに操舵角に比例し
て前記エアシリンダに供給するエア圧を低圧から高圧に
リニア制御するよう前記第１、２電磁制御弁を制御する
コントローラと、前記操舵角に基づく差動制限動作と悪
路脱出等の差動制限作動とに切替える手動スイッチとを
備えたものである。<Means for Solving the Problems> The present invention has solved the above problems, and a characteristic feature thereof is that a friction clutch is provided between one side gear and a differential case, and this friction clutch is provided by an air cylinder. In a differential limiting device configured to limit a differential by connecting the air cylinder to the air cylinder connected to the air cylinder from an air tank, the air pressure is controlled to a predetermined pressure according to a vehicle speed. First to supply to
An electromagnetic control valve is provided, a branch pipe line communicating with the atmosphere is provided in the air pipe line after the first electromagnetic control valve, and an air pressure of a predetermined pressure controlled by the first electromagnetic control valve is provided in the branch pipe line. A second electromagnetic control valve for controlling the increase / decrease according to the steering angle is arranged, and the left front wheel rotation speed sensor and the right front wheel rotation speed sensor for detecting the rotation speeds of the left and right front wheels, respectively, and the left front wheel rotation speed sensor and the right front wheel rotation speed sensor The average of the front wheel rotation speed is set as the vehicle speed by the detection signal from the number sensor, and the steering angle is calculated from the rotation speed difference between the left and right front wheels and the vehicle speed, and the air pressure supplied to the air cylinder is reduced in proportion to the vehicle speed and the steering angle. Equipped with a controller for controlling the first and second electromagnetic control valves so as to linearly control from a high pressure to a high pressure, and a manual switch for switching between a differential limiting operation based on the steering angle and a differential limiting operation such as escape from a bad road. Is
〈作用〉 上記の構成により、手動スイッチOFFの状態で前輪回
転数の平均を車速として使用し、左右輪の回転差と車速
より操舵角を計算して第１、２電磁制御弁を制御し、車
速並びに操舵角応じて差動制限装置の作動圧を低圧から
高圧にリニヤに制御して最適な差動制限トルクを付与す
る。<Operation> With the above configuration, the average of the front wheel rotation speed is used as the vehicle speed when the manual switch is OFF, the steering angle is calculated from the rotation difference between the left and right wheels and the vehicle speed, and the first and second electromagnetic control valves are controlled. The operating pressure of the differential limiting device is linearly controlled from a low pressure to a high pressure according to the vehicle speed and the steering angle to give an optimum differential limiting torque.
〈実施例〉 以下本発明の実施例を図面に基づいて説明する。第１
図において、10はドライブピニオンである。このドライ
ブピニオン10はプロペラシャフトの先端部に連結されて
おり、しかもハウジング11にベアリング12、13を介して
回転可能に支持されるようになっている。また、ドライ
ブピニオン10はリングギヤ14と噛合うようになってい
る。リングギヤ14はボルト15を介してデフケース16に固
着されてえいる。<Example> An example of the present invention will be described below with reference to the drawings. First
In the figure, 10 is a drive pinion. The drive pinion 10 is connected to the tip of the propeller shaft, and is rotatably supported by the housing 11 via bearings 12 and 13. Further, the drive pinion 10 meshes with the ring gear 14. The ring gear 14 is fixed to the differential case 16 via bolts 15.
そして、デフケース16内に左右のサイドギヤ17、18が
配されている。これらのサイドギヤ17、18はそれぞれ駆
動軸19、20を介して駆動輪と連結されるようになってい
る。また、デフケース16内には４個のデフピニオン21、
22が上記サイドギヤ17、18と噛合うように配されてい
る。デフピニオン21、22は十字状をなすスパイダ23を介
してデフケース16に支持されるようになっている。そし
て、デフケース16が左右のベアリング24を介してハウジ
ング11に回転可能に支持されている。The left and right side gears 17 and 18 are arranged in the differential case 16. These side gears 17 and 18 are connected to drive wheels via drive shafts 19 and 20, respectively. Also, in the differential case 16, there are four differential pinions 21,
22 is arranged so as to mesh with the side gears 17 and 18. The differential pinions 21 and 22 are supported by the differential case 16 via a cross-shaped spider 23. The differential case 16 is rotatably supported by the housing 11 via left and right bearings 24.
第１図においてデフケース16の左側にはケーシングに
よって構成するエアシリンダ27が形成されている。この
エアシリンダ27の基端側の部分のエアシリンダ27内には
ピストン28が摺動可能に保持されている。そしてピスト
ン28によって押圧されるように複数の摩擦板29、30がエ
アシリンダ27内に配されている。摩擦板29はその外周側
の部分がエアシリンダ27のスプライン31と係合するよう
になっている。これに対して摩擦板30はその中心側の部
分がサイドギヤ17のボスの外周面に形成されたスプライ
ン32に係合されるようになっている。In FIG. 1, an air cylinder 27 formed of a casing is formed on the left side of the differential case 16. A piston 28 is slidably held in the air cylinder 27 at the base end side of the air cylinder 27. A plurality of friction plates 29, 30 are arranged in the air cylinder 27 so as to be pressed by the piston 28. A portion of the friction plate 29 on the outer peripheral side is engaged with the spline 31 of the air cylinder 27. On the other hand, the friction plate 30 is configured such that the center side portion thereof is engaged with the spline 32 formed on the outer peripheral surface of the boss of the side gear 17.
50はエアタンクであり、前記エアシリンダ27の空気通
路41とエア配管51によって接続されている。このエア配
管51には第１電磁制御弁52が配置され、この第１電磁制
御弁52の後のエア配管51に大気に通じる分岐配管53が接
続されている。この分岐配管53には第２電磁制御弁54と
圧力センサ58とが配置されている。尚、前記第１電磁制
御弁52並びに第２電磁制御弁54はポペット弁、デューテ
ィバルブあるいは電磁絞り弁等である。An air tank 50 is connected to the air passage 41 of the air cylinder 27 by an air pipe 51. A first electromagnetic control valve 52 is arranged in the air pipe 51, and a branch pipe 53 communicating with the atmosphere is connected to the air pipe 51 after the first electromagnetic control valve 52. A second electromagnetic control valve 54 and a pressure sensor 58 are arranged in the branch pipe 53. The first electromagnetic control valve 52 and the second electromagnetic control valve 54 are poppet valves, duty valves, electromagnetic throttle valves, or the like.
55はコントローラであり、前記圧力センサ58の圧力信
号を入力すると共に、左前輪回転数センサ57aと右前輪
回転数センサ57bとの信号を入力して前記第１電磁制御
弁52並びに第２電磁制御弁54を制御するものである。56
はコントロ手動スイッチであり、操舵角に基づく差動制
限動作と悪路脱出等の差動制限動作とに切替えるもので
ある。Reference numeral 55 denotes a controller, which inputs the pressure signal from the pressure sensor 58 and the signals from the left front wheel rotation speed sensor 57a and the right front wheel rotation speed sensor 57b to input the first electromagnetic control valve 52 and the second electromagnetic control. It controls the valve 54. 56
Is a control manual switch for switching between a differential limiting operation based on the steering angle and a differential limiting operation such as escape from a rough road.
次に上記構成の作用について説明する。通常の走行時
において操舵角応じて差動制限作用を行うときは手動ス
イッチ56をOFFとする。これにより、コントローラ55は
第１電磁制御弁52並びに第２電磁制御弁54を車速並びに
操舵角によって制御し、エアシリンダ27に供給する作動
圧を操舵角に応じてコントロールする。すなわち、左右
前輪回転数センサ57a、57bよりコントローラ55に入力さ
れる信号は、左右前輪回転数の平均が車速として使用さ
れる。また操舵角は左右前輪の回転差と前記車速よりコ
ントローラ55で計算される。そこで、第１電磁制御弁52
はエアタンク50からのエア圧を車速に応じた所定圧にコ
ントロールし、第２電磁制御弁54は前記所定圧にコント
ロールされたエアの大気への排出量を操舵角に応じて増
減してエアシリンダ27に供給する作動圧をコントロール
する。Next, the operation of the above configuration will be described. When performing the differential limiting action according to the steering angle during normal traveling, the manual switch 56 is turned off. As a result, the controller 55 controls the first electromagnetic control valve 52 and the second electromagnetic control valve 54 according to the vehicle speed and the steering angle, and controls the operating pressure supplied to the air cylinder 27 according to the steering angle. That is, for the signals input from the left and right front wheel rotation speed sensors 57a and 57b to the controller 55, the average of the left and right front wheel rotation speeds is used as the vehicle speed. The steering angle is calculated by the controller 55 from the rotation difference between the left and right front wheels and the vehicle speed. Therefore, the first electromagnetic control valve 52
Controls the air pressure from the air tank 50 to a predetermined pressure according to the vehicle speed, and the second electromagnetic control valve 54 increases or decreases the discharge amount of air controlled to the predetermined pressure to the atmosphere according to the steering angle. Controls the working pressure supplied to 27.
この作動圧のコントロールは、第２図で示すように操
舵角が大きくなる程作動圧がリニヤに高くなるよう制御
される。この作動圧を高くすると車両特性がアンダース
テア化して過敏な応答が防止されかつ切り遅れが小さく
なり操舵応答性が向上する。また前記作動圧は車速によ
っても操舵角に適正な圧力にコントロールされる。例え
ば、第３図で示すように、操舵角０°で車速10km/hの場
合、作動圧2kg/cm2に、車速20km/hで3kg/cm2に、車速30
km/hで4kg/cm2に制御する。また操舵角１°で車速10km/
hの場合、作動圧3kg/cm2に、車速20km/hで4kg/cm2に、
車速30km/hで5kg/cm2に、さらに、操舵角２°で車速10k
m/hの場合、作動圧4kg/cm2に、車速20km/hで5kg/cm
2に、車速30km/hで6kg/cm2に制御して車速と操舵角とに
応じた最適な差動制限作用を実施し、操向性の安定を得
るものである。The control of the operating pressure is controlled such that the operating pressure linearly increases as the steering angle increases, as shown in FIG. When the operating pressure is increased, the vehicle characteristics are under-steered to prevent an irritable response, and the turning delay is reduced to improve the steering response. Further, the operating pressure is controlled to a proper pressure for the steering angle depending on the vehicle speed. For example, as shown in FIG. 3, when the steering angle is 0 ° and the vehicle speed is 10 km / h, the operating pressure is 2 kg / cm 2 , the vehicle speed is 20 km / h, the pressure is 3 kg / cm 2 , and the vehicle speed is 30 km.
Control to 4 kg / cm 2 at km / h. At a steering angle of 1 °, the vehicle speed is 10km /
In the case of h, the working pressure is 3 kg / cm 2 , at a vehicle speed of 20 km / h it is 4 kg / cm 2 ,
5kg / cm 2 at a vehicle speed of 30km / h, and a vehicle speed of 10k at a steering angle of 2 °
In the case of m / h, the working pressure is 4 kg / cm 2 , and the vehicle speed is 5 km / cm at 20 km / h.
In addition , by controlling the speed to 6 kg / cm 2 at a vehicle speed of 30 km / h, the optimum differential limiting action according to the vehicle speed and the steering angle is performed to obtain stable steering performance.
また、悪路脱出等のように高い差動制限トルク車速ゼ
ロから低速域で必要とする時は、手動スイッチ56をONす
ることにより、第１電磁制御弁52は全開となり、第２電
磁制御弁54は車速に応じて排気量を制御して可及的に作
動圧を高くしてシリンダ27に供給し、本来の差動制限作
用を行うものである。Further, when it is necessary to drive the vehicle in the low to low speed range with a high differential limiting torque vehicle speed, such as when exiting a rough road, by turning on the manual switch 56, the first electromagnetic control valve 52 is fully opened and the second electromagnetic control valve 52 is opened. Reference numeral 54 is for controlling the displacement according to the vehicle speed to increase the working pressure as much as possible and supplying it to the cylinder 27 to perform the original differential limiting action.
〈発明の効果〉 以上のように本発明によると、差動制限トルクを制御
するエアによる作動圧を左右前輪の回転数差信号に基づ
く車速並びに操舵角に応じて低圧から高圧にリニアに自
動制御して操舵角が大きくなる程差動制限装置の作動圧
を高くなるよう制御するため、車両特性がアンダーステ
ア化し、操舵応答性の向上並びに操縦安定性が確保され
る。また、手動スイッチのON、OFF操作にて高い差動制
限トルクを必要とする悪路脱出等の本来のデフロック作
動に切替えられる。<Effects of the Invention> As described above, according to the present invention, the operating pressure by the air for controlling the differential limiting torque is automatically controlled linearly from low pressure to high pressure according to the vehicle speed and the steering angle based on the rotation speed difference signal of the left and right front wheels. Then, the operating pressure of the differential limiting device is controlled to increase as the steering angle increases, so that the vehicle characteristics are under-steered, steering response is improved, and steering stability is secured. In addition, by switching the manual switch on and off, it is possible to switch to the original diff lock operation such as escape from a bad road that requires high differential limiting torque.
さらに、その制御機構はエアタンクからエアシリンダ
への配管路に左右前輪回転数差信号により、エア圧を車
速に応じた所定圧に制御して前記エアシリンダに供給す
る第１電磁制御弁と、この第１電磁制御弁より後のエア
配管路に大気に通じる分岐配管路に、前記第１電磁制御
弁で制御された所定圧のエア圧を操舵角に応じて増減制
御する第２電磁制御弁を配置した構成であるため、操舵
角の変化による適正な作動圧の制御の応答性が速やかと
なり、前記のように操舵応答性の向上並びに操縦安定性
が得られ、構成も簡単であり保守、点検が容易であると
共に、コストの低減が図られる。Furthermore, the control mechanism controls the air pressure to a predetermined pressure according to the vehicle speed by a left / right front wheel rotation speed difference signal in a pipe line from the air tank to the air cylinder, and supplies the air pressure to the air cylinder, and A second electromagnetic control valve for increasing / decreasing an air pressure of a predetermined pressure controlled by the first electromagnetic control valve according to a steering angle is provided in a branch pipe path leading to the atmosphere in an air piping path after the first electromagnetic control valve. Since the configuration is arranged, the responsiveness of the control of the appropriate operating pressure due to the change of the steering angle becomes prompt, and the improvement of the steering responsiveness and the steering stability can be obtained as described above, and the configuration is simple and maintenance and inspection are possible. And the cost can be reduced.
第１図は本発明装置の断面図、第２図は本発明による作
動圧の制御特性図、第３図は車速に対するエア圧のコン
トロール図である。 16……デフケース、17……サイドギヤ、27……エアシリ
ンダ、28……ピストン、29、30……摩擦板、50……エア
タンク、51……エア配管、52……第１電磁制御弁、53…
…分岐配管、54……第２電磁制御弁、55……コントロー
ラ、56……手動スイッチ、57a……左前輪回転数セン
サ、57b……右前輪回転数センサ。FIG. 1 is a sectional view of the device of the present invention, FIG. 2 is a control characteristic diagram of operating pressure according to the present invention, and FIG. 3 is a control diagram of air pressure with respect to vehicle speed. 16 ... Differential case, 17 ... Side gear, 27 ... Air cylinder, 28 ... Piston, 29, 30 ... Friction plate, 50 ... Air tank, 51 ... Air piping, 52 ... First solenoid control valve, 53 …
… Branch piping, 54 …… Second solenoid control valve, 55 …… Controller, 56 …… Manual switch, 57a …… Left front wheel speed sensor, 57b …… Right front wheel speed sensor.
Claims (1)
擦クラッチを設け、この摩擦クラッチをエアシリンダに
よって接続状態にすることにより差動制限を行うように
した差動制限装置において、エアタンクから前記エアシ
リンダに接続されたエア配管路に、エア圧を車速に応じ
た所定圧に制御して前記エアシリンダに供給する第１電
磁制御弁を設け、この第１電磁制御弁より後の前記エア
配管路に大気に通じる分岐配管路を設け、この分岐配管
路に、前記第１電磁制御弁で制御された所定圧のエア圧
を操舵角に応じて増減制御する第２電磁制御弁を配置
し、左右前輪の回転数をそれぞれ検出する左前輪回転数
センサ及び右前輪回転数センサと、この左前輪回転数セ
ンサ及び右前輪回転数センサによる検出信号により前輪
回転数の平均を車速とし、かつ左右前輪の回転数差と前
記車速より操舵角を計算し、車速並びに操舵角に比例し
て前記エアシリンダに供給するエア圧を低圧から高圧に
リニヤ制御するよう前記第１、２電磁制御弁を制御する
コントローラと、前記操舵角に基づく差動制限動作と悪
路脱出等の差動制限作動とに切替える手動スイッチとを
備えたことを特徴とする差動制限装置1. A differential limiting device in which a friction clutch is provided between one of the side gears and a differential case, and the differential limiting is performed by connecting the friction clutch with an air cylinder to provide the air limiting from the air tank. A first electromagnetic control valve for controlling the air pressure to a predetermined pressure according to the vehicle speed and supplying it to the air cylinder is provided in the air pipe line connected to the cylinder, and the air pipe line after the first electromagnetic control valve is provided. Is provided with a branch pipe passage communicating with the atmosphere, and a second electromagnetic control valve for increasing / decreasing an air pressure of a predetermined pressure controlled by the first electromagnetic control valve according to a steering angle is arranged in the branch pipe passage. The left front wheel rotation speed sensor and the right front wheel rotation speed sensor, which detect the rotation speed of the front wheels, respectively, and the detection signals from the left front wheel rotation speed sensor and the right front wheel rotation speed sensor, determine the average front wheel rotation speed. Further, the steering angle is calculated from the rotational speed difference between the left and right front wheels and the vehicle speed, and the first and second electromagnetic solenoids are linearly controlled to linearly control the air pressure supplied to the air cylinder in proportion to the vehicle speed and the steering angle. A differential limiting device comprising: a controller for controlling a control valve; and a manual switch for switching between a differential limiting operation based on the steering angle and a differential limiting operation such as escape from a rough road.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1075096A JPH0833171B2 (en) | 1989-03-29 | 1989-03-29 | Differential limiting device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1075096A JPH0833171B2 (en) | 1989-03-29 | 1989-03-29 | Differential limiting device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02256942A JPH02256942A (en) | 1990-10-17 |
| JPH0833171B2 true JPH0833171B2 (en) | 1996-03-29 |
Family
ID=13566297
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1075096A Expired - Lifetime JPH0833171B2 (en) | 1989-03-29 | 1989-03-29 | Differential limiting device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0833171B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04218433A (en) * | 1990-12-19 | 1992-08-10 | Hino Motors Ltd | Differential motion limiting device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61132420A (en) * | 1984-11-30 | 1986-06-19 | Hino Motors Ltd | Running stabilizing device in automobile |
-
1989
- 1989-03-29 JP JP1075096A patent/JPH0833171B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH02256942A (en) | 1990-10-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4966250A (en) | Active driving force control for four-wheel drive vehicle | |
| JPS61169326A (en) | Driving force distribution controller for 4 wheel drive car | |
| JPS62289430A (en) | Four-wheel drive device | |
| US5194053A (en) | Rotational speed differential responsive type control coupling with variable transfer torque control means | |
| GB2146727A (en) | Power transmission control system for a two/four-wheel drive vehicle | |
| JP2003172379A (en) | Tractor | |
| JPS61155027A (en) | Four wheel-drive vehicle | |
| JPH0350028A (en) | Driving torque distribution device for vehicle | |
| JP2880303B2 (en) | Differential limiter | |
| JPH0752747Y2 (en) | Differential limiting device | |
| JP3279685B2 (en) | Synchronous control device for four-wheel drive system | |
| JP4087994B2 (en) | Tractor | |
| JPH01204826A (en) | Driving force distribution control device for four-wheel-drive vehicle | |
| JPH02256942A (en) | Differential limiter device | |
| JP2678795B2 (en) | Differential limiter | |
| JPS6111814B2 (en) | ||
| JPH0516687A (en) | Device for operating off-road dump truck | |
| JPH02261946A (en) | Control device for limited slip differential | |
| JP3441098B2 (en) | Shift control device for four-wheel drive system | |
| JPS6325178A (en) | power steering device | |
| JPS6246713A (en) | Torque distribution controller for four-wheel-drive vehicle | |
| JPH02248744A (en) | Differential limiter | |
| JP2578697Y2 (en) | Hydraulic system for speeding up front wheels of tractors | |
| JPS6246716A (en) | Driving force distribution controller for four-wheel-drive vehicle | |
| JPH044923Y2 (en) |