Abstract: An output shaft supporting structure includes an output shaft having a hollow space opened in one end side, an intermediate shaft whose one end having an insert portion inserted into the hollow space, an extension housing placed on the edge of a casing, a first bearing and a second bearing disposed between the outer peripheral surface of the output shaft and the inner peripheral surface of the extension housing, a third bearing disposed between the outer peripheral surface of the insert portion and the inner peripheral surface of the hollow space. A part of rotational elements of a planetary gear set is supported between the outer peripheral surface of the insert portion closer to one end of the intermediate shaft than the third bearing and the inner peripheral surface of the hollow space, and at least a portion of axial position of the third bearing is located between the first bearing and the second bearing.

Abstract: A snowmobile has a frame assembly. A drive assembly depends from the frame assembly and abuts the terrain. An engine powers the drive assembly. The engine includes an output shaft. A transmiss0n assembly transfers power of the engine to the drive assembly. The transmission assembly includes a transfer shaft driven by the output shaft. The frame assembly has a frame member disposed rearward of the engine. The frame member unitarily forms side sections, a rear section and a bottom section. The transfer shaft transversely extends between the side sections and is journaled by the side sections. The frame member supports the engine in front of the transfer shaft.

Abstract: A tractor having a front end and a rear end adaptable for a variety of different environments. Methods related to the conversion of the tractor are also disclosed. In one embodiment, the invention includes a front wheel assembly that is removably attached to the front end of the tractor to facilitate adaptation of the tractor a various environments. Also, a steering actuator is removably attached to the front wheel assembly and fixedly attached to the chassis of the tractor.

Abstract: A saddle riding vehicle including an engine mounted at the center of the vehicle body frame, a saddle seat mounted above the engine, and rear wheels mounted on both sides of the rear portion of the vehicle body frame. The power of the engine is transmitted to the rear wheels via a propeller shaft and a final speed reducer, and the propeller shaft is provided with a rising gradient from the engine toward the final speed reducer. As a result, the final speed reducer can be disposed in an upper position. In other words, the final speed reducer can be disposed at a high position from the ground, so that a sufficient suspension stroke is obtained. As a consequence, the design freedom or layout freedom of the vehicle is expanded.

Abstract: An output shaft structure enabling easy and secure positioning of an output shaft for a shaft driven vehicle having an internal combustion engine. The output shaft structure provides first and second cases which mutually connect on a face perpendicular to a crankshaft and form a crankcase, a case cover attached to the outside of the first case and the output shaft arranged in the crankcases and supported by a first bearing provided to the case cover and a second bearing provided to the first case. Also provided is an input gear for the output shaft arranged so that it touches the outside face of the second bearing. Further, the output shaft is provided with a first large diameter part positioned by touching the inside face of the first bearing, and a second large diameter part positioned by touching the outside face of the input gear.

Abstract: A vehicle drivetrain (110) includes an engine (122) with a vertical crankshaft (124), a first transmission (126) below the engine and driven by the crankshaft, a second transmission (128) above the first transmission and horizontally adjacent the engine and having an input driven by the first transmission and having an output providing vehicle propulsion. A module pre-assembled unit is ready for drop-in mounting to a vehicle.

Abstract: A vehicle with a continuously variable transmission (continuously variable transmission) includes a torque responsive clutch having a cam and at least one coupling. The cam has a plurality of projecting surfaces, and a plurality of slots being defined between the projecting surfaces. The slots of the cam are used to direct cam followers that move across the slot surfaces as the vehicle is driven forward or in reverse. As the vehicle adjusts from forward to reverse or vice versa, the cam followers may jump from one side of the slot to the other.

Abstract: In a transfer case the ring gear of the crown wheel and the meshing pinion are arranged on that side of the ring gear carrier of the crown wheel that faces away from the center of the differential gear of the transfer case. Stated simply, the pinion and the ring gear of the crown wheel are arranged so as to be “reflected”, that is, on the “other side” of the ring gear carrier of the crown wheel, as compared to a conventional differential gear. This feature allows the pinion shaft to be mounted rigidly and, thus, optimized for noise and efficiency.

Abstract: The present invention includes a propshaft assembly that has a propshaft connected to a transmission and an axle and a center support that attaches the propshaft to a vehicle. The center support permits the propshaft to move vertically during operation of the vehicle. The present invention also includes a method for damping the natural bending resonance of a propshaft where the propshaft is connected to the underbody of a vehicle with a center support. The center support may be adapted to permit the propshaft to move vertically in response to vertical movement of an axle attached to the propshaft. Alternately, the center support may be adapted to selectively fix the vertical position of the propshaft when the propshaft is approaching its natural bending resonance frequency.

Abstract: The drive unit for a motor vehicle, has an input drive shaft connected to a starting element, which unit has an automatic transmission connected to the starting element and also possesses a first output drive shaft, which is connected to the rear wheel drive of a motor vehicle and has a second output drive shaft which is connected to the front wheel drive of the motor vehicle and further possesses a torsion damping mechanism. The second output shaft (1) is located in the motor side area of the drive unit and, seen in the direction of travel, is disposed in front of the starting element (3), transverse to the input drive shaft, while the torsion damping mechanism (2) is placed in front of the second output drive (1).

Abstract: A flexible propeller shaft coupling affixes a propeller shaft to a drive line module or component. The coupling includes a flexible annular member having a plurality of recesses disposed about a common axis for receiving respective retention members and a plurality of bosses disposed about the common axis adapted to mate with a driveline module flange. A retaining member connects the coupling to the propeller shaft and the drive line module flange. The retaining member prevents the propeller shaft from decoupling from the vehicle in the event of a joint or fastener failure.

Abstract: A drive unit assembly utilizes a single input to drive a pair of laterally spaced wheel ends. Each wheel end is suspended independently from the other. The input is operatively coupled to only one of the wheel ends and an exposed axle shaft assembly interconnects the input to the opposite wheel end. The axle shaft assembly includes multiple shaft members to interconnect the laterally spaced wheel ends. One of the axle shaft members is mounted to a vehicle floor structure with a bearing mount and includes connection joints at either end to accommodate the independent motion of each wheel end. The floor and the shaft member move together during suspension travel, allowing the floor to have a lower profile than is traditionally available.

Abstract: One preferred embodiment of the invention is a shaft to transfer torque in a vehicle including a first member having internal splines and a second member having external splines engagable with the internal splines to allow telescopic movement between the first member and the second member and to transfer torque between the first member and the second member. The external spline has a coating to reduce friction during the telescopic movement. Another preferred embodiment of the invention is a suspension system for a vehicle including a biasing device and the above-described shaft.

Abstract: A driveline system for a motor vehicle includes at least two propeller shafts and a driveline angle reducer disposed therebetween for drivingly interconnecting the propeller shafts at a fixed operating angle. The driveline angle reducer includes a housing rotatably supporting therewithin a fixed-angle constant-velocity joint. The housing of the driveline angle reducer is mounted to a vehicle body and contains a supply of a lubricant for lubrication of the constant-velocity joint. The driveline angle reducer allows propeller shaft operating angles to be in a range where conventional Cardan joints can be used in the driveline systems without causing excessive cyclic vibrations.

Abstract: An axle driving unit having a housing (21,22) for supporting a first axle (17) for mounting thereon a first driving wheel (3L), and a longer second axle (18) for mounting thereon a second driving wheel (3R). The axle driving unit is eccentrically mounted on a body frame (1) in proximity to the first driving wheel (3L). A speed change transmission (T) is disposed in an enlarged region of the housing that extends substantially perpendicularly with respect to the axles (17,18). The axle driving unit can thus be easily disposed to the side of a chute (6) of a rear-discharge type lawn tractor.

Abstract: A quick detachable drive shaft for use with lawn tractors having a rearward end mounted to a power source and a forward end supported by a bearing detachably mounted to a plate that is detachably connected to a bracket on the tractor with a latch that maintains the plate in connection with the bracket in a first position and releases the plate from the bracket in second position.

Abstract: To provide a four-wheel vehicle for traveling on an irregular road superior in weight balance and traveling stability. A center line (L3) of a rotational axis of a torque converter and a longitudinal center line (L2) of a drive shaft or a propeller shaft, which transmits a driving force from a transmission mechanism M to front or rear wheels, are distributed right and left in an opposed relation to each other with respect to a longitudinal center line (L1) of a vehicle body.

Abstract: In an engine brake control method for a vehicle provided with a variable-speed V-belt drive including a drive pulley having a movable sheave, a driven pulley, and a V belt extended between the drive pulley and the driven pulley, a position of an engine brake regulating member is detected by a detector. The engine brake regulating member limits an extent of an outward axial movement of the movable sheave of the drive pulley so as to regulate a maximum V-groove width of the drive pulley. A position of the engine brake regulating member is controlled by a controller based on a position signal sent from the detector to the controller. The controller operates an actuator to move the engine brake regulating member so that the engine brake regulating member is located at a desired position relative to the movable sheave of the drive pulley.

Abstract: A saddle riding vehicle including an engine mounted at the center of the vehicle body frame, a saddle seat mounted above the engine, and rear wheels mounted on both sides of the rear portion of the vehicle body frame. The power of the engine is transmitted to the rear wheels via a propeller shaft and a final speed reducer, and the propeller shaft is provided with a rising gradient from the engine toward the final speed reducer. As a result, the final speed reducer can be disposed in our upper position. In other words, the final speed reducer can be disposed at a high position from the ground, so that a sufficient suspension stroke is obtained. As a consequence, the design freedom or layout freedom of the vehicle is expanded.

Abstract: A driveline system for a motor vehicle includes at least two propeller shafts and a driveline angle reducer disposed therebetween for drivingly interconnecting the propeller shafts at a fixed operating angle. The driveline angle reducer includes a housing rotatably supporting therewithin a fixed-angle constant-velocity joint. The housing of the driveline angle reducer is mounted to a vehicle body and contains a supply of a lubricant for lubrication of the constant-velocity joint. The driveline angle reducer allows propeller shaft operating angles to be in a range where conventional Cardan joints can be used in the driveline systems without causing excessive cyclic vibrations.

Abstract: A central support structure for a vehicle propeller shaft. The support structure includes a support bracket, an annular support, and a deflector. The deflector is disposed relatively above the propeller shaft and forward of the support bracket. In the event of a front-end collision, the deflector is adapted to direct or guide the propeller shaft through the support bracket and thereby enhance the crash stroke of the vehicle.

Abstract: An all-terrain vehicle includes a variable-speed V-belt drive disposed on one side of a crankcase of an engine, a V-belt drive cover covering the variable-speed V-belt drive, a gear transmission of transmitting a power of the engine in cooperation with the variable-speed V-belt drive, and a speed sensing device. The speed sensing device includes a speed sensor of measuring a rotating speed of a member which transmits the power of the engine to the wheels. The speed sensor is disposed right under the V-belt drive cover.

Abstract: An axle driving unit having a housing for supporting a first axle for mounting thereon a first driving wheel, and a longer second axle for mounting thereon a second driving wheel. The axle driving unit is eccentrically mounted on a body frame in proximity to the first driving wheel. A speed change transmission is disposed in an enlarged region of the housing that extends substantially perpendicularly with respect to the axles. The axle driving unit can thus be easily disposed to the side of a chute of a rear-discharge type lawn tractor.

Abstract: An electronically-controlled adjustable height bearing support bracket is provided. In a preferred embodiment, the bearing support bracket supports a rear end of a front drive shaft of an automotive drive train with a multiple piece drive shaft. A driver is provided to adjust the height of the bearing support bracket based upon the loading conditions of the vehicle. The bearing support bracket height is adjusted to minimize the angle between the front and rear drive shafts during conditions of high torque transfer of the drive train to minimize launch shudder in the vehicle.

Abstract: An ATV (10), all terrain vehicle, having staddle seating (12) and at least four oversized balloon tires (14, 16, 18, 20), and a frame (22) having front and rear suspensions (28, 30) respectively mounting the tires, has an engine (32) mounted on the frame (22) between left and right frame rails (24, 26), and having a vertical crankshaft (34).

Abstract: An all terrain vehicle comprises an engine located under a hingably mounted seat, the seat providing ready access to the engine for maintenance and repair. The engine is placed in the vehicle such that the crankshaft is parallel to the line of travel and the crankshaft is in line with the longitudinal axis of the vehicle. The engine has two output shafts. The front output shaft extends forwardly of the engine to a front differential on the front axle and the rear output shaft extends rearwardly to a rear differential on the rear axle. The front and rear output shafts are in communication with one another by gears which enables different ratios of revolution between-the front and rear axle. The all terrain vehicle is also equipped with a parking gear which locks the two output shafts and prevents rotation with respect to the transmission housing.

Abstract: Mechanical linkage device with self-regulating stabilizer suitable for any rotating element. The device enables a rotary element (38) to be movingly connected to the support (12) on which it is rotatingly mounted. The device is characterized by comprising at least one ring gear (48) integral with the support, and at least one pinion (46), which is freely and rotatingly mounted about a shaft integral with the rotary element. The pinion is designed to mesh with the ring gear. The device is suitable for motor vehicles.

Abstract: A transmission arrangement for an offroad vehicle is disclosed. The vehicle has a frame, at least two wheels supporting the frame, and an internal combustion engine supported by the frame. The engine has at least one cylinder, a piston reciprocally mounted in the cylinder and driving a crankshaft of the engine, the crankshaft arranged to drive at least one of the wheels through the transmission. The vehicle has a longitudinal centerline, with the crankshaft of said engine extending along a first axis transverse to the centerline. The transmission includes a transmission chamber defined by a cover, a primary shaft positioned in the chamber and selectively driven by the crankshaft through a clutch, a main shaft positioned in the chamber and offset from the primary shaft, the main shaft driven by the primary shaft by a belt. The main shaft is arranged to drive the at least one wheel.

Abstract: A personal all-terrain vehicle (ATV) includes an engine of vertical shaft type, which has a power output shaft extending vertically above the engine. The engine power output shaft carries one pulley assembly of a belt-type continuously variable transmission (CVT), the second pulley assembly is carried by a vertically extending shaft supported in a bearing assembly secured to the engine. The vertically extending shaft carries shaft power vertically to a level below the engine at which a gear unit of T-configuration is disposed. The T-configuration gear unit provides for selection. of forward/reverse directions of travel for the vehicle, and also provides for splitting of shaft power between forward and rear differentials of the vehicle.

Abstract: A transmission arrangement for an offroad vehicle is disclosed. The offroad vehicle has a frame, at least two wheels supporting the frame, and an internal combustion engine supported by the frame. The engine has at least one cylinder, a piston positioned in the cylinder and reciprocating along a first axis, the piston driving a crankshaft of the engine. The crankshaft is arranged to drive at least one of the wheels through the transmission, the vehicle having a front end and a rear end and a longitudinal centerline extending through the ends, the crankshaft extending along a first axis parallel to the centerline. The transmission includes a chamber defined by a case, a primary shaft at least partially positioned in the chamber and driven by the crankshaft, a main shaft at least partially positioned in the chamber and offset from said primary shaft, the main shaft driven by the primary shaft by a belt positioned in the chamber. The main shaft is arranged to drive at least one of the wheels.

Abstract: A transmission (14) for a vehicle (2) having a motor (9) including a motor unit (33) and an output shaft, the motor (9) being arranged outside the longitudinal center plane (7) of the vehicle (2). The transmission (14) comprises a reducing transmission (19) including a housing (22) for a fixed connection to the motor unit (33) and an output shaft (37) arranged out of line with respect to its input shaft (16), a transfer transmission (21) for driving drive shafts (11) arranged in the region of the longitudinal center plane of the vehicle (2), the transfer transmission (21) including a housing (27) and an output shaft (18) arranged out of line with respect to its input shaft (38). The housing (27) of the transfer transmission (21) is provided for a fixed connection to the housing (22) of the reducing transmission (19).

Abstract: The invention concerns a motor-vehicle drive train (1) with a drive motor (2), a transmission (3) and an axle (6). An output shaft (7) of the transmission (3) is attached to a joint shaft (9) by a joint (8). Another joint (10) transmits the drive from the joint shaft (9) to an input shaft (11) of a differential transmission (4). In order to allow the joint shaft (9) to have a W-configuration, the drive motor (2) and the transmission (3) are mounted so that they can pivot about the axle (6). All divergences existing in a longitudinal direction of the drive train (1) immediately produce large angles of inflection in the joints. Irregularities in the drive train are hereby avoided. In addition to reducing the load on the joints, the generation of disagreeable noises is avoided. The invention is particularly used in utility vehicles such as employed in the construction industry and in agriculture.

Abstract: The invention relates to a support arrangement for a divided articulated shaft in a vehicle comprising at least one driving axle (2) and at least one non-driving supporting axle (1), in which arrangement the articulated shaft (11) passes through the non-driving axle (1) and is supported near it to substantially follow the vertical movements of the non-driving axle (1), this axle being in turn supported from its middle to the frame (5) of the vehicle by means of an axle supporting unit (4). In order to avoid the lateral shifts and torsions of the articulated shaft (11), the shaft is supported onto said supporting unit (4) in the middle of the axle.

Abstract: This invention relates to an improved snowmobile drive train configuration arrangement that incorporates a fixed ratio speed reduction mechanism directly coupled to the engine crankshaft. This mechanism is in turn coupled to the driving pulley of a variable ratio belt drive system, the driven pulley of which is mounted on the axle of the sprocket wheels that drive the snowmobile track. Interposing the reduction drive between the engine and the belt drive system reduces the operational speed of both the pulleys and the belt, which proves beneficial from several aspects: the mechanical efficiency of the global system is increased, the dynamic response of the transmission to throttle modulation is improved; aerodynamic losses are reduced; the bending vibrations of the crankshaft are no longer transmitted to the drive clutch; and the engine can be run at higher RPM without decreasing the efficiency of the belt drive system.

Abstract: In a snowmobile drive train the variable ratio belt drive is not directly coupled to the engine crankshaft as in the prior art, but rather the driving pulley of the variable ratio belt drive is carried on one end of a jackshaft and the engine power is applied to the opposite end of the jackshaft. The jackshaft is supported in a fixed bearing in the vehicle frame, this bearing being immediately adjacent to the driving pulley so that the influence on the belt drive of vibrations generated by the engine is vastly diminished. Therefore the engine mounts can be arranged to fully absorb vibrations of the engine. Previously, when the driving pulley was directly coupled to the engine crankshaft it was necessary to include a tie restraint to limit movements of the engine housing in the direction of separation between the axes of the driving and driven pulleys.

Abstract: A casing of a power unit is formed which is capable of simultaneously driving the front and the rear wheels of a saddle type vehicle. The power unit includes an engine and a transmission in a compact construction. A crankshaft, a main shaft, a secondary shaft and an output shaft are supported in parallel to the longitudinal axis of the vehicle in a casing for both an engine and a transmission. The crankshaft, the main shaft and the secondary shaft are arranged on substantially the same level. The output shaft is disposed below the main shaft and the secondary shaft. The opposite ends of the output shaft project outside from the casing. The opposite ends of the output shaft are connected to a front driving shaft and a rear driving shaft, respectively.

Abstract: A four wheel drive and steering system for a motor vehicle includes a splitter gear assembly coupled to the transmission for splitting rotational power between the front wheels and one set of wheels of a tandem rear wheel vehicle. A first drive train rotationally couples the front wheels to the transmission, while a second drive train drives the one set of rear wheels. The second drive train includes a pair of shaft assemblies, each corresponding to a respective rear wheel. Each of the pair of shaft assemblies includes a rear shaft extending substantially parallel to the longitudinal axis of the vehicle adjacent a vertical plane including the corresponding rear wheels, thereby providing clearance for the floor of a dropframe cargo compartment. A transfer gear assembly couples the corresponding rear wheel to the rear shaft of the shaft assembly. The steering system is coupled between the steering linkage for the front wheels and the other set of tandem rear wheels.

Abstract: Construction equipment is often provided with the same size tires on both the front and the rear of the machine to maintain commonality of tire sizes and to simplify the drivetrain configuration. The present invention provides a smaller pair of tires on one end of a machine than the pair of tires that are positioned on the opposite end. In doing so, the overall height of the end of the machine having the smaller tires is reduced. This lowers the center of gravity of the machine to improve operating stability of the machine. In addition, the reduced height makes that portion of the vehicle more accessible and thereby enhances serviceability.

Abstract: A mechanism for mounting an axle to a vehicle, and including a power output shaft drivingly coupled with a generally cylindrical coupler which is drivingly coupled with a first sleeve. A first axle is coupled for rotation with the first sleeve, and a first ground engaging wheel is coupled for rotation with the first axle and is thereby operatively driven by the output shaft. A first axle housing rotatably supporting the first axle is generally rigidly and releasably fixed to the frame of the vehicle. A first sprocket is fixed for rotation with the first sleeve, and a chain operatively extends between the first sprocket and a second sprocket which is fixed for rotation with a second sleeve. The second sleeve is operatively coupled with a second axle rotatably supported by a second axle housing, and therefore a second ground engaging wheel is driven with the first ground engaging wheel.

Abstract: A dual inner central drive shaft in a gas turbine engine includes rearward and forward shaft portions which overlap and interengage with one another. The rearward shaft portion includes an elongated cylindrical inner middle portion and a rear conical end portion, whereas the forward shaft portion includes an elongated cylindrical outer middle portion and a front conical end portion. The respective opposite ends of the inner and outer middle portions of the rearward and forward shaft portions have intermeshing rear and front sets of radially projecting and circumferentially spaced splines which extend parallel to the shaft axis so as to rigidly secure the outer and inner middle portions of the rearward and forward shaft portions together for concurrent rotary motion of the rearward and forward shaft portions in both clockwise and counterclockwise directions.

Abstract: A four-wheel drive vehicle derived from a transversely mounted front engine-front drive system incorporates an improved steering gear rack and transfer pinion arrangement in which an axis of a transfer pinion is disposed higher than an axis of a transfer ring gear or differential gear of a transaxle and a steering gear rack is disposed lower than the transfer pinion.

Abstract: In a vehicle, a power plant is disposed in an engine room formed at the front of the vehicle body with the center of gravity of the power plant positioned behind the wheel center of front wheels. A structure for supporting a suspension system for the vehicle includes a pair of front side frames which extend in the longitudinal direction of the vehicle body respectively along the left and right side walls of the engine room, and a pair of lower frame members provided on the respective front side frames so as to extend downward from the front side frames at intermediate portions thereof. Each of the lower frame members is provided with a suspension supporting portion on which the suspension system for supporting the corresponding front wheel is supported, and an opening for permitting the drive shaft for the corresponding front wheel to project outside and beyond the front side frame is formed between the lower frame member and the front side frame.

Abstract: The invention relates to a vehicle for gardening and agricultural work provided with four wheels, of which at least two are drive wheels, and an engine, comprising a frame consisting essentially of a longitudinally extending beam preferably of hollow box section and internally housing the drive shaft or shafts. It is provided with a least one power take-off, and preferably two, of which one is at the front and one is at the rear. The vehicle is preferably provided with a steering handlebar and a seat for the operator. Preferably, the engine is positioned at the rear and at least the front wheels are drive wheels. The vehicle is provided with a gearbox and preferably a separate quick-reversing mechanism. This mechanism and the gearbox are housed in casings preferably disposed on the axis of the beam-frame to form a structural part thereof.The vehicle is suitable for fast travel on and off the road and for use as a vehicle without the addition of implements.