GB2208632A - Motor vehicle transmission system - Google Patents
Motor vehicle transmission system Download PDFInfo
- Publication number
- GB2208632A GB2208632A GB8719282A GB8719282A GB2208632A GB 2208632 A GB2208632 A GB 2208632A GB 8719282 A GB8719282 A GB 8719282A GB 8719282 A GB8719282 A GB 8719282A GB 2208632 A GB2208632 A GB 2208632A
- Authority
- GB
- United Kingdom
- Prior art keywords
- wheel drive
- power unit
- output
- drive assembly
- shafts
- 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.)
- Granted
Links
Classifications
-
- 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
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/02—Arrangement or mounting of internal-combustion or jet-propulsion units with the engine main axis, e.g. crankshaft axis, substantially in or parallel to the longitudinal centre line of the vehicle
-
- 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
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
-
- 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
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
- B60K17/20—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing in which the differential movement is limited
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
A motor vehicle transmission system includes a power unit which has two simultaneously-operably output shafts 4, 5. The shafts are continuously operable while the power unit is transmitting drive. The system also includes front and rear wheel drive assemblies 6, 7 a first of which includes a common input member connected to one of the output shafts. The arrangement is such that the wheels of the vehicle are normally driven in two wheel drive via a differential gear drive 13 but when they begin to lose traction the wheels of the other drive assembly take up driving torque through viscous couplings 16. <IMAGE>
Description
MOTOR VEHICLE TRANSMISSION SYSTEM
The invention relates to a motor vehicle transmission system having front and rear wheel drive assemblies and is particularly concerned with a vehicle transmission system of the kind which under normal traction conditions drives one only of the front and rear wheel drive assemblies as a two-wheel drive transmission system and which additionally is capable of driving both wheel drive assemblies to provide four-wheel drive where this is required.
In known motor vehicle transmission systems which are capable of changing from two-wheel drive to four-wheel drive transmission, it is usual for a control to be provided, whereby the driver is able to engage or to disengage four-wheel drive. An object of this invention is to provide a vehicle transmission system by which a change from two-wheel to four-wheel drive and vice versa is effected automatically in response to a change of traction at the wheels of the wheel drive assembly which is driven during two-wheel drive operation.
According to the invention, a motor vehicle transmission system comprises a power unit having two simultaneously-operable output drive shafts which are both continuously-operable while the power unit is transmitting drive; a front wheel drive assembly, and a rear wheel drive assembly, a first of said front. and rear wheel drive assemblies including a common input member connected to be driven by one of the output drive shafts of the power unit, a pair of differentially-driven output shafts each connected to a wheel of said first wheel drive assembly at respective sides of the vehicle and a differential gear drive connected between said common input member and each of said output shafts of said first wheel drive assembly, and the second of said front and rear wheel drive assemblies including a common input member connected to be driven by the other of the output drive shafts of the power unit, a pair of output shafts each connected to a wheel of said second wheel drive assembly at respective sides of the vehicle and a viscous fluid coupling between said common input member and each of said output shafts of the second wheel drive assembly, said viscous fluid coupling being the only coupling in said second wheel drive assembly between said common input member thereof and each of said output shafts thereof, whereby, under normal driving conditions, the transmission system operates as a two-wheel drive system via said first wheel drive assembly only, the viscous fluid coupling not transmitting torque through said second wheel drive assembly, and whereby, when the wheels of said first wheel drive assembly commence to lose traction, the transmission system operates as a four-wheel drive system via both said first and said second wheel drive assemblies, said viscous fluid coupling automatically operating to transmit torque through said second wheel drive assembly.
The first wheel drive assembly may also include a viscous fluid coupling connected either between both said output shafts of said first wheel drive assembly or between one of said output shafts of said first wheel drive assembly and the housing of the differential gear drive or other non-rotatable part.
Either the front or the rear wheel drive assembly may be said first wheel assembly depending whether the system is to be a front or a rear two-wheel drive system.
The power unit may be a combined engine and gear box unit having said output drive shafts extending parallel to the longitudinal axis of the power unit in opposed directions and the power unit is mounted in a motor vehicle with the longitudinal axis of the power unit parallel with the fore-and-aft axis of the vehicle. The power unit may be mounted with its longitudinal axis offset to one or other side of the fore-and-aft axis of the vehicle. The power unit may be mounted between the front and rear axles of the vehicle at a position spaced from or closely adjacent either axle of the vehicle. The power unit may be arranged with the engine thereof extending forwardly or rearwardly and the gear box thereof extending rearwardly or forwardly of the vehicle.
Conveniently the power unit may be of a kind designed to be mounted transversely in a motor vehicle and including a differential gear drive having two opposed output drive shafts, the power unit being mounted longitudinally in a motor vehicle with said output drive shafts extending parallel to the fore-and-aft axis of the vehicle and the differential gear drive in said power unit removed or locked to enable both said output drive shafts to be continuously operable while the power unit is transmitting drive.
The two output drive shafts of the power unit, may be arranged to rotate at the same speed and to give the same maximum torque output as one another. Preferably, the two output drive shafts of the power unit may be arranged to rotate at the same speed as each wheel output shaft when the vehicle is travelling in a straight line, the input to output drive ratio in each wheel drive assembly being unity.
Where a viscous fluid coupling is included in each wheel drive assembly, the two viscous fluid couplings may be housed in substantially identical housings.
By way of example, either different arrangements of a motor vehicle transmission system in accordance with the invention are shown respectively in Figures 1-8 of the accompanying plan diagrams of the transmission systems.
Each diagram shows a power unit 1 being a combined engine 2 and gear box 3 having a pair of opposed co-axial output drive shafts 4,5.
In each arrangement the power unit 1 is arranged parallel to the fore-and-aft centre-line of the vehicle with the co-axial output drive shafts 4,5 extending along the fore-and-aft centre-line of the vehicle, although the common axis of the drive shafts 4,5 may also be parallel to the fore-and-aft centre-line of the vehicle. The power unit 1 may be arranged, in each case, on either side of the fore-and-aft centre-line of the vehicle or above or below a fore-andaft line joining the front and rear axle assemblies 6,7. The power unit 1 may be positioned anywhere between the front and rear axle assemblies 6,7; for example, it may be positioned with one or other end thereof closely adjacent the relevant axle assembly 6,7.
In each of the diagrams the forward direction of travel of the vehicle is shown by arrow X. Each of the illustrated arrangements may be reversed so that the forward direction of travel is the direction opposed to direction X. Also in each illustrated arrangement or the opposed arrangements the vehicle may be driven in reverse. In each illustrated arrangement the power unit is arranged with the engine 1 in front of the gear box 3. The power unit 1 may alternatively be arranged to extend in the opposite direction, that is with the engine 1 behind the gear box 3 with respect to the vehicle.
In each illustrated arrangement, the two output drive shafts 4,5 are continuously driven while the power unit 1 is in operation, that is while the engine 2 is running and the gear box 3 is also providing an output to the two output drive shafts 4,5. Preferably, the speed ratio of the two output drive shafts 4,5 to one another is unity.
The power unit may be designed for mounting longitudinally of a vehicle and to have the two continuously-operable output drive shafts 4,5 or it may be a power unit which is designed as a conventional transverse power unit having two opposed laterally-extending output shafts. In a power unit of the conventional transverse type the output shafts would be driven through a differential output gear drive and thus to use such a conventional transverse power unit in the transmission system according to this invention the differential output gear drive would have to be replaced by a permanently-operable gear drive to drive both output shafts 4,5 simultaneously or be permanently locked so as to give a continuous simultaneous output drive to the two shafts 4,5. Also the conventional transverse power unit would be provided with mountings to enable it to be mounted in a vehicle in the required fore-and-aft position instead of in a tranverse position for which the power unit was designed.
In accordance with the invention, the two continuously-operable output drive shafts 4,5 are connected via transmission shafts 8,9 and universal couplings 10 to input shafts and gears 11,12 of the respective front and rear axle assemblies 6,7.
One or other of the axle assemblies 6,7 is intended to be permanently driven via a conventional differential gear drive 13 by the input shaft and gear 12 for transmitting two-wheel drive thethe ratio of input to output drive of the differential gear drive 13 being unity. This axle assembly may be the rear axle assembly 7 as in Figures 1,2, 5 and 6 or the front axle 6 as in Figures 3, 4, 7 and 8. In each arrangement the differential gear drive 13 drives the near-side and off-side wheels (not shown) differentially through conventional output shafts 14 and couplings 15.
In each arrangement in the normally non-driven axle assembly, which as explained may be the front axle assembly 6 (see Figures 1,2,5 and 6) or the rear axle assembly 7 (see Figures 3,4,7 and 8),the input shaft and gear 11 drives a viscous fluid coupling 16 having two split output shafts 17 connected via couplings 18 to the respective near-side and off-side wheels (not shown). Alternatively the viscous fluid coupling 16 may be a pair of identical viscous fluid couplings driven by a common input shaft and gear 11 and each separately connected to the respective wheel shaft 17.
In accordance with the invention, although the output drive shaft 4 from the power unit 1 is continuously driven, no torque is normally transmitted to the wheel shafts 17 by the viscous fluid coupling or couplings 16 and so the vehicle is driven only by the differential gear drive 13 as a two-wheel drive vehicle. However, as the driven wheels of the axle assembly,including the differential gear drive 13, loose traction or commence to slip, the viscous fluid coupling or couplings 16 in the other axle assembly are continuously-variable and so will gradually transmit torque, up to a maximum torque equal to the torque transmitted via the output drive shaft 5, where the shafts 4 and 5 are arranged to transmit speed and torque equally, or up to another maximum torque, where the designed speed and torque split between the output drive shafts 4,5 is not equal.When the viscous fluid coupling or couplings 16 transmit torque, as aforesaid, the transmission system automatically becomes a four-wheel drive system instead of a two-wheel drive system as hitherto. Similarly, when traction at the normally-driven wheels increases to a normal value, the viscous coupling or couplings 16 cease to transmit torque and so the transmission system automatically changes from a four-wheel drive system back to a two-wheel drive system.The same reference numerals have been used for the same parts in each diagram and so from a comparison of Figures 1, 3, 5 and 7, it will be seen that the differential gear drive 13 is in the rear axle assembly 7 and the viscous coupling or couplings 16 are in the front axle assembly 6 in Figures 1 and 5 in a two--wheel rear drive vehicle and that the differential gear drive 13 is in the front axle assembly 6 and the viscous coupling or couplings 16 are in the rear axle assembly 7 in
Figures 3 and 7 in a two-wheel front drive vehicle. The power unit 1 is shown at different sides of the fore-and-aft centre-line of the vehicle in Figures 1,5 and 3,7 and at different ends of the space between the two axle assemblies 6,7 in Figures 1,3 and 5,7. In each of Figures 1, 3, 5, 7 the power unit 1 is arranged with the engine 2 positioned forwardly of the gear box 3.Alternatively in each arrangement shown in Figures 1,3,5,7, the power unit 1 may be reversed with the engine 2 positioned rearwardly of the gear box 3.
The axle assembly which includes the differential gear drive 13 may also include a viscous fluid coupling or couplings 19 connected in parallel with the differential gear drive 13 either between both output shafts thereof or between one or other only of the two output shafts and the housing of the differential gear drive or other nonrotatable part. Thus where either or both the near-side and offside wheels of the axle assembly including the differential gear drive 13 commences to loose traction the viscous fluid coupling or couplings 19 will lock the differential gear drive 13. The viscous fluid coupling 19 is shown in Figures 2, 4, 6 and 8 which correspond in all other details to Figures 1,3,5 and 7 respectively.The viscous fluid coupling or couplings 19 and the viscous fluid coupling or couplings 16 may be substantially identical and therefore the front and rear wheel axle assemblies 6 and 7, except for the differential gear box, may employ the same standard viscous fluid couplings.
The principal advantage of the transmission system and of a motor vehicle incorporating the transmission system in accordance with this invention is that as the wheels which are normally driven in twowheel drive via the differential gear drive 13 begin to lose traction, the wheels of the other axle assembly will gradually have torque transmitted to them via the continuously-variable torque viscous fluid coupling or couplings 16 and so the drive will automatically change to a four-wheel drive and similarly the two-wheel drive mode will gradually automatically resume as the traction exerted by the wheels driven via the differential gear drive ;13 increases. An allied advantage is that no control member or circuit for engaging or disengaging four-wheel drive is provided. The change from twowheel to four-wheel drive and vice versa is automatic.Other allied advantages are that the drag problems associated with permanently-engaged four-wheel drive are avoided and also there is only a need for a differential gear drive 13 in one axle assembly only and not in both as in conventional four-wheel drive systems.
Other advantages of the transmission system and of a motor vehicle incorporating the transmission system in accordance with this invention include the ability to use in a longitudinal arrangement a standard transverse type of engine with the removal or locking of a differential gear drive at its shaft outputs, as explained hereinbefore.
The shafts 4,5 at the output from the power unit 1 rotate at road wheel speed and not a higher gear box speed and thusthe trrEnission shafts and the universal couplings 10 have a longer life than they would have otherwise or they may be designed for lighter duty than in conventional vehicle transmission systems of comparable power output.
Claims (17)
1. A motor vehicle transmission system comprising a power unit
having two simultaneously-operable output drive shafts which
are both continuously-operable while the power unit is
transmitting drive; a front wheel drive assembly, and a rear
wheel drive assembly, a first of said front and rear wheel
drive assemblies including a common input member connected
to be driven by one of the output drive shafts of the power
unit, a pair of differentially-driven output shafts each
connected to a wheel of said first wheel drive assembly at
respective sides of the vehicle and a differential gear drive
connected between said common input member and each of said
output shafts of said first wheel drive assembly, and the
second of said front and rear wheel drive assemblies including
a common input member connected to be driven by the other of the
output drive shafts of the power unit, a pair of output shafts
each connected to a wheel of said second wheel drive assembly
at respective sides of the vehicle and a viscous fluid
coupling between said common input member and each of said
output shafts of the second wheel drive assembly, said viscous
fluid coupling being the only coupling in said second wheel
drive assembly between said common input member thereof and
each of said output shafts thereof, whereby, under normal
driving conditions, the transmission system operates as a
two-wheel drive system via said first wheel drive assembly
only, the viscous fluid coupling not transmitting torque
through said second wheel drive assembly, and whereby, when the
wheels of said first wheel drive assembly commence to lose
traction, the transmission system operates as a four-wheel
drive system via both said first and said second wheel drive
assemblies, said viscous fluid coupling automatically
operating to transmit torque through said second wheel drive
assembly.
2. A system as claimed in Claim 1 in which said first wheel drive
assembly also includes a viscous fluid coupling connected either
between both said output shafts of said first wheel drive
assembly or between one of said output shafts of said first
wheel drive assembly and the housing or other non-rotatable
part.
3. A system as claimed in Claim 1 or 2 in which said first wheel
drive assembly is the rear wheel drive assembly, the system
under normal driving conditions being a rear, two-wheel drive
system.
4. A system as claimed in Claim 1 or 2 in which said first wheel
drive assembly is the front wheel drive assembly, the system
under normal driving conditions being a front, two-wheel drive
system.
5. A system as claimed in any preceding claim in which the power
unit is a combined engine and gear box unit having said output
drive shafts extending parallel to the longitudinal axis of
the power unit in opposed directions and the power unit is
mounted in a motor vehicle with the longitudinal axis of the
power unit parallel with the fore-and-aft axis of the vehicle.
6. A system as claimed in Claim 5 in which the power unit is
mounted with its longitudinal axis offset to one or other side
of the fore-and-aft axis of the vehicle.
7. A system as claimed in Claim 5 or 6 in which the power unit is
mounted between the front and rear axles of the vehicle.
8. A system as claimed in Claim 7 in which the power unit is
mounted with the engine thereof extending forwardly and the
gear box thereof extending rearwardly of the vehicle.
9. A system as claimed in Claim 7 in which the power unit is
mounted with the gear box thereof extending forwardly and the
engine thereof extending rearwardly of the vehicle.
10. A system as claimed in any one of Claims 7-9 in which the
power unit is mounted with its front end adjacent the front
axle of the vehicle.
11. A system as claimed in any one of Claims 7-9 in which the
power unit is mounted with its rear end adjacent the rear
axle of the vehicle.
12. A system as claimed in any one of Claims 5-11 in which the
power unit is of a kind designed to be mounted transversely
in a motor vehicle and including a differential gear drive hsisg two opposed output drive shafts, the power unit being
mounted longitudinally in a motor vehicle with said output
drive shafts extending parallel to the fore-and-aft axis
of the vehicle and the differential gear drive in said
power unit removed or locked to enable both said output
drive shafts to be continuously operable while the power
unit is transmitting drive.
13. A system as claimed in any preceding claim in which the two
output drive shafts of the power unit are arranged to rotate
at the same speed and to give the same maximum torque output
as one another.
14. A system as claimed in Claim 13 in which the two output
drive shafts of the power unit are each arranged to rotate
at the same speed as each wheel output shaft when the vehicle
is travelling in a straight line, the input to output drive
ratio in each wheel drive assembly being unity.
15. A system as claimed in Claim 2 and in any of Claims 3-14,
when appendant to Claim 2, in which the viscous fluid
coupling included in said first wheel drive assembly and the
viscous fluid coupling included in said second wheel drive
assembly are each housed within substantially identical
housings.
16. A motor vehicle having a transmission system according to
any preceding claim.
17. A motor vehicle transmission system constructed and
arranged substantially as described herein with reference
to any of the Figures of the accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8719282A GB2208632B (en) | 1987-08-14 | 1987-08-14 | Motor vehicle transmission system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8719282A GB2208632B (en) | 1987-08-14 | 1987-08-14 | Motor vehicle transmission system |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB8719282D0 GB8719282D0 (en) | 1987-09-23 |
| GB2208632A true GB2208632A (en) | 1989-04-12 |
| GB2208632B GB2208632B (en) | 1991-08-07 |
Family
ID=10622314
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8719282A Expired - Fee Related GB2208632B (en) | 1987-08-14 | 1987-08-14 | Motor vehicle transmission system |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2208632B (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2058994A (en) * | 1979-09-13 | 1981-04-15 | Fuji Heavy Ind Ltd | Transmission for four-wheel drive vehicle |
| GB2176754A (en) * | 1985-06-24 | 1987-01-07 | Leyland Vehicles | Two/four wheel vehicle transmission |
| US4650028A (en) * | 1986-02-03 | 1987-03-17 | Chrysler Motors Corporation | Viscous coupling apparatus for on-demand four wheel drive system |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3269958D1 (en) * | 1981-06-26 | 1986-04-24 | Ferguson Ltd Harry | Differential drive arrangement |
| DE3317247A1 (en) * | 1983-05-11 | 1984-11-15 | Volkswagenwerk Ag, 3180 Wolfsburg | MOTOR VEHICLE WITH 4WD DRIVE |
| US4601359A (en) * | 1985-06-10 | 1986-07-22 | Chrysler Corporation | Part time on-demand four-wheel drive vehicle transaxle with viscous clutch |
| US4744435A (en) * | 1986-03-25 | 1988-05-17 | Volkswagen Ag | Motor vehicle having all-wheel drive |
| JPH0790704B2 (en) * | 1986-08-20 | 1995-10-04 | 本田技研工業株式会社 | Vehicle power transmission mechanism |
| GB8707436D0 (en) * | 1987-03-27 | 1987-04-29 | Lotus Group Plc | Four-wheel vehicle drive system |
| DE3726641C1 (en) * | 1987-08-11 | 1988-12-29 | Viscodrive Gmbh | Fluid friction clutch |
-
1987
- 1987-08-14 GB GB8719282A patent/GB2208632B/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2058994A (en) * | 1979-09-13 | 1981-04-15 | Fuji Heavy Ind Ltd | Transmission for four-wheel drive vehicle |
| GB2176754A (en) * | 1985-06-24 | 1987-01-07 | Leyland Vehicles | Two/four wheel vehicle transmission |
| US4650028A (en) * | 1986-02-03 | 1987-03-17 | Chrysler Motors Corporation | Viscous coupling apparatus for on-demand four wheel drive system |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2208632B (en) | 1991-08-07 |
| GB8719282D0 (en) | 1987-09-23 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19950814 |