Abstract: The present invention provides a tractor which includes a body frame configured such that a front portion thereof adjacent to a front wheel axle is at a raised position to prevent interference with front wheels, and a medial portion thereof is depressed so that an engine can be located in the medial portion. Thereby, the front wheels can be turned to maximum angles without being impeded by the front wheel axle, and a driver cab provided with a driver seat can be located above an area where the engine is disposed.

Abstract: In a four-wheel drive vehicle, a first transaxle is disposed on one of front and rear sides of a power unit so as to be drivingly connected to one of front and rear ends of a transmission output shaft of the power unit. A second transaxle is disposed on the other of the front and rear sides of the power unit. A clutch-brake unit includes a clutch and a parking brake. An input shaft of the second transaxle is divided in the clutch-brake unit into upstream and downstream divisional shafts. The upstream divisional shaft is drivingly connected to the other of the front and rear ends of the transmission output shaft. The downstream divisional shaft is drivingly connected to right and left second drive wheels carried by the second transaxle. The clutch is interposed between the upstream and downstream divisional shafts. The parking brake is disposed on the upstream divisional shaft. When the parking brake is shifted to a braking state, the clutch having been disengaged is automatically engaged.

Abstract: A power transmission device for a four-wheel drive vehicle includes an input shaft adapted to be driven by a power source. A first output shaft is rotatable about a first axis and adapted to transmit torque to a first driveline. A second output shaft is adapted to transmit torque to a second driveline and is rotatable about a second axis. The first and second axes diverge from one another. A transfer unit includes a drive member rotatably supported on the first output shaft and a driven member coupled to the second output shaft. A joint is positioned within a cavity formed in the driven member and drivingly interconnects the driven member and the second output shaft. The driven member includes first and second portions separable from and re-mountable to each other to allow service to the joint.

Abstract: The invention relates to a groundspeed power take-off (PTO) shaft arrangement in a commercial agricultural vehicle. The groundspeed PTO shaft arrangement has a groundspeed PTO shaft device with a differential gear (222). The differential gear contains an input shaft (221) which is coupled to a gear (212). A right wheel output shaft (232) is coupled to an end drive (233) of a right wheel (234) and driven via the input shaft (221); a left wheel output shaft (239) is coupled to an end drive of a left wheel and is driven via the input shaft (221). Provided in this case is a first PTO shaft (236) which issues from the differential gear (222) relative to the input shaft (221), is driven by the input shaft (221) and is coupled to the right or left wheel output shaft (232, 239).

Abstract: A power transmission device for a four-wheel drive vehicle includes an input shaft adapted to be driven by a power source. A first output shaft is rotatable about a first axis and adapted to transmit torque to a first driveline. A second output shaft is adapted to transmit torque to a second driveline and is rotatable about a second axis. The first and second axes diverge from one another. A transfer unit includes a drive member rotatably supported on the first output shaft and a driven member coupled to the second output shaft. A joint is positioned within a cavity formed in the driven member and drivingly interconnects the driven member and the second output shaft. The driven member includes first and second portions separable from and re-mountable to each other to allow service to the joint.

Abstract: A drive axle assembly includes first and second axleshafts and a drive mechanism coupling a driven input shaft to the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshaft, a brake and first and second mode clutches. The first clutch is operable with the brake and the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second clutch is operable with the brakes and the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both mode clutches.

Abstract: A torque transfer device, such as a transfer case for a motor vehicle, having a constant velocity joint integrated therewith is disclosed. In one embodiment, the constant velocity joint includes an outer race rotatably mounted within the torque transfer device and an inner race positioned within the outer race and operatively connected to the outer race by one or more torque transmitting balls. The torque transfer device further includes a drive mechanism that is connected to the outer race of the constant velocity joint, wherein the drive mechanism transfers torque received from an input shaft to the outer race of the constant velocity joint such that the outer race drives the inner race. The torque transfer device further includes an output shaft that is rotatably connected to the inner race.

Abstract: A manual transmission for a four-wheel drive vehicle transmits a power to a front drive shaft for driving front wheels and to a rear drive shaft for driving rear wheels through a propeller shaft. A plurality of shift gear trains are formed by drive gears mounted on an input shaft, driven gears meshing with the drive gears and mounted on an output shaft arranged below the input shaft and clutches. The output shaft is hollowed inside to incorporate the front drive shaft therein. An intermediate shaft is rotatably, coaxially disposed with the input shaft and is driven by the output shaft through a connection gear train. The intermediate shaft is coaxially connected with a transfer unit from which power is distributed to the front drive shaft through another connection gear train and at the same time to the rear drive shaft. Further, the transmission incorporates another clutch for directly transmitting power from the input shaft to the intermediate shaft so as to produce a shift gear ratio of 1.0.

Abstract: A multi-wheel-drive vehicle has at least six wheels, a transmission with a first brake, and a transaxle device for the front drive wheels. The transaxle device includes a drive axle, an input shaft rectangular to the drive axle for receiving power from the transmission, a drive train connecting the drive axle to the input shaft, a second brake, and a clutch device in the input shaft. The drive axle may be a pair of drive axles connected by a differential unit. The clutch device can selectively isolate the drive axle from the rotation of the input device. Further, the clutch device is engaged when the first brake is applied. Additionally, the first and second brakes may be connected such that their operation may be synchronized.

Abstract: A manual transmission for a four-wheel drive vehicle transmits a power to a front drive shaft for driving front wheels and to a rear drive shaft for driving rear wheels through a propeller shaft. A plurality of shift gear trains are formed by drive gears mounted on an input shaft, driven gears meshing with the drive gears and mounted on an output shaft arranged below the input shaft and clutches. The output shaft is hollowed inside to incorporate the front drive shaft therein. An intermediate shaft is rotatably, coaxially disposed with the input shaft and is driven by the output shaft through a connection gear train. The intermediate shaft is coaxially connected with a transfer unit from which power is distributed to the front drive shaft through another connection gear train and at the same time to the rear drive shaft. Further, the transmission incorporates another clutch for directly transmitting power from the input shaft to the intermediate shaft so as to produce a shift gear ratio of 1.0.

Abstract: A motor vehicle power train includes an engine (26) mounted longitudinally near the front of the vehicle and a transmission assembly (35) mounted intermediate front and rear differentials (17, 18). The transmission assembly is connected to the engine through an input propshaft (31), to the front differential through a front propshaft (37) and to the rear differential through a rear propshaft (38). The transmission assembly comprises a change speed transmission (28) which receives drive from the input propshaft and a hollow output shaft (49), a transfer transmission comprising a center differential (30) which is drivably connected to the hollow output shaft, has a front differential output shaft (54) for transmitting drive to the front propshaft and a rear differential output shaft (56) for transmitting drive to the rear propshaft, one of the differential output shafts (54) extending co-axially through the hollow output shaft.

Abstract: A vehicle drive system includes a compact drive mode-shifting mechanism that is mounted in the final drive gearset of a vehicle. The drive mode-shifting mechanism includes a first shaft, a second shaft, and a clutch assembly. The first shaft forms an input shaft for the differential for a pair of wheels, the second shaft transmits engine power and the clutch assembly connects and disconnects the first and second shafts to one another to effect either the two-wheel-drive mode or the four-wheel-drive mode. The first shaft has an outer surface provided with a first spline, the second shaft has an outer surface provided with a second spline, and said clutch assembly includes an axially movable shifting member provided with an internal spline.

Abstract: An adapter for installation between a single-offset transfer case and a transmission unit. The adapter includes an adapter input shaft coupled to an output shaft of the transmission, an adapter output shaft coupled to an input shaft of the transfer case, and a drive mechanism connecting the adapter input and output shafts. The adapter input shaft is rotatably driven by the transmission output shaft about a first rotary axis. The adapter output shaft is rotatably driven by the adapter input shaft about a second rotary axis. The input shaft and a first output shaft of the transfer case are commonly aligned for rotation with adapter output shaft for rotation about the second rotary axis. The transfer case has a second output shaft supported for rotation about a third rotary axis.

Abstract: A drive train for a four wheel drive vehicle including an engine and a clutch directing power through a high/low transmission to a six speed transmission located adjacent to and parallel with the engine in an expanded engine sump case. A constant velocity joint is driven from one end of the transmission output shaft for driving a rear differential associated with an independent rear suspension. From the other end of the transmission output shaft, a fluid coupling is employed to selectively engage a front differential. The front differential drives gear wheels to engage back to back constant velocity joints which are located lower than the differential rotational axis to advantage the suspension configuration.

Abstract: A transmission for a four-wheel drive vehicle having a multi-speed geartrain and power transfer mechanism incorporated into a common housing assembly. The multi-speed geartrain includes a input shaft, a mainshaft, and a plurality of constant-mesh gearsets arranged for selectively coupling the mainshaft to the input shaft for driven rotation at various speed ratios. The mainshaft can be selectively coupled to the power transfer mechanism for establishing two alternative power transmission routes. In particular, a synchronized range shift mechanism is provided for establishing a high-range transmission route and a low-range transmission route from the mainshaft to the input of an interaxle differential. The torque delivered to the interaxle differential is split between the front and rear drivelines to establish a full-time four-wheel drive mode. As an option, a lock-out clutch can be provided for permitting the interaxle differential to be locked for establishing a locked four-wheel drive mode.

Abstract: Drive for a four-wheel drive vehicle, comprising a transversely mounted in-line engine (1) and an automatic gearbox (8) placed parallel to the engine on one side thereof. The automatic gearbox has two output front wheel drive shafts (19,20) directed in opposite directions, and which are coupled to a differential (14-18) on the output side of the gearbox. One (19) of said drive shafts extends through the gearbox to its input side. Via a chain transmission (30) the differential gear carrier (14) drives an angle gear unit (36), which has an output shaft (39) connected to a propeller shaft (40) for the rear wheel differential (46).

Abstract: A power transfer system for a four-wheel drive vehicle is disclosed having a transfer case with its input angled relative to its outputs by means of a constant velocity (CV) universal joint. More specifically, the transfer case input includes a first rotary member adapted to be rotatably driven about the rotary axis of the transmission output shaft, a second rotary member supported for rotation about a second rotary axis that is angled relative to the first rotary axis, and a CV joint interconnecting the first and second rotary members. The transfer case outputs include a pair of rotary output members supported for relative rotation about a common third rotary axis that is offset from the second rotary axis. A torque transfer arrangement is provided for transferring torque from the transfer case input to its outputs. As such, the CV joint allows the transfer case to be angulated so that reduced departure angles are achieved with respect to the prop shaft connections.

Abstract: A power transfer system for a four-wheel drive vehicle having a full-time transfer case with its input angled relative to its outputs by means of a constant velocity (CV) universal joint. More specifically, the transfer case input includes a first rotary member adapted to be rotatably driven about the rotary axis of the transmission output shaft, a second rotary member supported for rotation about a second rotary axis that is angled relative to the first rotary axis, and a CV joint interconnecting the first and second rotary members. The transfer case outputs include a pair of rotary output members supported for relative rotation about a common third rotary axis that is offset from the second rotary axis. A torque transfer arrangement is provided for transferring torque from the transfer case input to its outputs. The CV joint allows the transfer case to be angulated so that reduced departure angles are achieved with respect to the prop shaft connections.

Abstract: A power transfer system for a four-wheel drive vehicle is disclosed having a part-time transfer case with its input angled relative to its outputs by means of a constant velocity (CV) universal joint. More specifically, the transfer case input includes a first rotary member adapted to be rotatably driven about the rotary axis of the transmission output shaft, a second rotary member supported for rotation about a second rotary axis that is angled relative to the first rotary axis, and a CV joint interconnecting the first and second rotary members. The transfer case outputs include a pair of rotary output members supported for relative rotation about a common third rotary axis that is offset from the second rotary axis. A torque transfer arrangement is provided for transferring torque from the transfer case input to its outputs. As such, the CV joint allows the transfer case to be angulated so that reduced departure angles are achieved with respect to the prop shaft connections.

Abstract: An automatic transaxle includes a torque converter, three planetary gear units, friction clutches and brakes, various overrunning couplings and a chain sprocket wheel integrally formed with the ring gear of one of the gear units. The sprocket wheel forms a torque transfer mechanism between the axis of the torque converter and parallel axis about which is located a differential mechanism, a second sprocket wheel, half shafts connected to side bevel gears of the differential, and final drive gearing.

Abstract: An automatic transaxle includes a torque converter, three planetary gear units, friction clutches and brakes, various overrunning couplings and a chain sprocket wheel integrally formed with the ring gear of one of the gear units. The sprocket wheel forms a torque transfer mechanism between the axis of the torque converter and a parallel axis, about which is located a differential mechanism, half shafts connected to side bevel gears of the differential, and final drive gearing located between the chain drive mechanism and the differential.

Abstract: A power train includes a transmission disposed in a transverse direction of a vehicle, in which an engine crankshaft extends. The power train has a wheel drive shaft, disposed in alignment with a transmission shaft, a front differential, having differential output shafts aligned with the transmission shaft, and a speed reduction gear, disposed between the transmission shaft and differential input shaft. The speed reduction gear has an input gear, having an axis of rotation placed parallel to the transmission shaft. The transmission shaft is one of input shaft and output shaft, having axes of rotation which are placed parallel to the engine crankshaft. The wheel drive shaft and differential output shaft are aligned with the one of the transmission input and output shafts. The speed reduction gear, connected to the one of the transmission input and output shafts, is preferably parallel to both of the transmission input and output shafts.

Abstract: A torque transfer case includes an output shaft angled relative to an input shaft by the use of a constant velocity (CV) universal joint. The CV joint is contained within a hollow drive sprocket rotatably supported within a housing by a pair of spaced apart, different sized bearing assemblies, and is coupled to input shaft via a drive chain. The drive sprocket is provided with a cylindrical opening at one end thereof and a smaller cylindrical opening at an opposite end thereof. The different sized openings produce a differential pressure across the openings when the sprocket is rotated, thus causing oil contained in the housing to flow through the sprocket and lubricate the CV joint. The output shaft has one end which extends into the one cylindrical opening of the drive sprocket and is coupled to the CV joint, and an opposite end which is rotatably supported within the housing by a single bearing unit.

Abstract: A differential gear device incorporating an internal meshing type planetary reduction gear has an externally toothed gear carried by a hollow input shaft through an eccentric member and an eccentric bearing, an internally toothed gear meshing with the externally toothed gear, a differential gear box disposed adjacent to the externally toothed gear, and a hollow drive splined at its one end to the externally toothed gear and splined at its other end to the differential gear box. The device also has a left axle and a right axle one of which extends through the hollow input shaft.

Abstract: A vehicle drive system includes a compact drive mode-shifting mechanism that is mounted in the final drive gearset of a vehicle. The drive mode-shifting mechanism includes a first shaft, a second shaft, and a clutch assembly. The first shaft forms an input shaft for the differential for a pair of wheels, the second shaft transmits engine power and the clutch assembly connects and disconnects the first and second shafts to one another to effect either the two-wheel-drive mode or the four-wheel-drive mode. The first shaft has an outer surface provided with a first spline, the second shaft has an outer surface provided with a second spline, and said clutch assembly includes an axially movable shifting member provided with an internal spline.