Abstract: A power take off unit includes an input gear, an output gear, and an intermediary gear that cooperate to transfer power from a rotational power source to an operating target. The power take off unit has a control module that biases the intermediary gear relative to the input gear and the output gear to reduce gear rattle vibrations associated with intermeshed tooth looseness.

Abstract: A power take off unit includes an input gear, an output gear, and an intermediary gear that cooperate to transfer power from a rotational power source to an operating target. The power take off unit has a control module that biases the intermediary gear relative to the input gear and the output gear to reduce gear rattle vibrations associated with intermeshed tooth looseness.

Abstract: A power take off unit includes an input gear, an output gear, and an intermediary gear that cooperate to transfer power from a rotational power source to an operating target. The power take off unit has a control module that biases the intermediary gear relative to the input gear and the output gear to reduce gear rattle vibrations associated with intermeshed tooth looseness.

Abstract: A combined power take-off and synchronizer assembly selectively connects a source of rotational energy to a driven accessory includes a power take-off portion that includes an input mechanism that is adapted to be rotatably driven by a source of rotational energy and an output mechanism that is rotatably driven by the input mechanism. The combined power take-off and synchronizer assembly also includes a synchronized clutch portion that selective connects the output mechanism of the power take-off portion to an output shaft that is adapted to be connected to a rotatably driven device.

Abstract: A power take off unit includes an input gear, an output gear, and an intermediary gear that cooperate to transfer power from a rotational power source to an operating target. The power take off unit has a control module that biases the intermediary gear relative to the input gear and the output gear to reduce gear rattle vibrations associated with intermeshed tooth looseness.

Abstract: A power take off unit includes an input gear, an output gear, and an intermediary gear that cooperate to transfer power from a rotational power source to an operating target. The power take off unit has a control module that biases the intermediary gear relative to the input gear and the output gear to reduce gear rattle vibrations associated with intermeshed tooth looseness.

Abstract: A combined power take-off and hydraulic pump assembly includes a power-take off including a housing portion having an opened end, an input put mechanism that is adapted to be connected to a source of rotational energy, and an output mechanism that is rotatably driven by the input mechanism. The assembly also includes a hydraulic pump including a housing portion having an opened end, a fluid inlet port that is adapted to communicate with a reservoir containing a quantity of relatively low pressure hydraulic fluid, and a pumping mechanism that is rotatably driven by the output mechanism of the power take-off. An intermediate housing has a first opened end that cooperates with the opened end of the housing portion of the power take-off and a second opened end that cooperates with the opened end of the housing portion of the hydraulic pump. The intermediate housing also has a fluid outlet port that communicates with the pumping mechanism and that is adapted to communicate with a hydraulically driven device.

Abstract: A combined power take-off and synchronizer assembly selectively connects a source of rotational energy to a driven accessory includes a power take-off portion that includes an input mechanism that is adapted to be rotatably driven by a source of rotational energy and an output mechanism that is rotatably driven by the input mechanism. The combined power take-off and synchronizer assembly also includes a synchronized clutch portion that selective connects the output mechanism of the power take-off portion to an output shaft that is adapted to be connected to a rotatably driven device.

Abstract: A power take off unit includes an input gear, an output gear and an intermediary gear that cooperate to transfer power from a rotational power source to an operating target. The power take off unit having a control module that biases the intermediary gear relative to the input gear and the output gear to reduce gear rattle vibrations associated with intermeshed tooth looseness.

Abstract: A combined power take-off and hydraulic pump assembly includes a power take off including a housing portion having an opened end, an input put mechanism that is adapted to be connected to a source of rotational energy, and an output mechanism that is rotatably driven by the input mechanism. The assembly also includes a hydraulic pump including a housing portion having an opened end, a fluid inlet port that is adapted to communicate with a reservoir containing a quantity of relatively low pressure hydraulic fluid, and a pumping mechanism that is rotatably driven by the output mechanism of the power take-off. An intermediate housing has a first opened end that cooperates with the opened end of the housing portion of the power take-off and a second opened end that cooperates with the opened end of the housing portion of the hydraulic pump. The intermediate housing also has a fluid outlet port that communicates with the pumping mechanism and that is adapted to communicate with a hydraulically driven device.

Abstract: A power take-off unit includes a rigid housing having an input gear rotatably supported therein. An output gear assembly is rotatably supported within the housing. The output gear assembly includes a toothed gear member and a bell member that are splined together. The toothed gear member meshes with the input gear such that it and the bell member are rotatably driven thereby. The bell member is selectively connected through the clutch assembly to an output shaft that is rotatably supported on the power take-off housing. The output shaft extends outwardly from the housing of the power take-off unit and is adapted to be connected to a rotatably driven accessory. The two-piece structure of the output gear assembly minimizes the cost and expense of manufacture and inventory and is more readily adaptable for varying the overall speed reduction gear ratio of the power take-off unit as desired.

Abstract: A power take-off unit and hydraulic control system includes an external manifold having a plurality of internal passageways formed therein. Pressurized fluid from a source is supplied to an input port provided on the manifold. A solenoid valve is mounted on the manifold and is selectively operable in a first and second mode modes to control the flow of pressurized fluid therethrough to a clutch actuation port of the power take-off unit. Low pressure fluid is supplied from a low pressure port of the manifold to the power take-off unit so as to provide internal lubricating fluid thereto. A temperature switch and a pressure switch may also be mounted directly on the manifold. A bracket or other mechanism may be provided to mount the manifold on a support surface, such as on a side rail of a frame assembly for the vehicle. Alternatively, the plurality of internal passageways may be formed within a housing for the power take-off unit.

Abstract: A transmission gear synchronizer apparatus includes first and second friction races mounted for movement coaxially with each other in a spaced apart relationship, with the friction races being mounted for coaxial movement into and out of engagement with friction surfaces. An annular shiftable clutch collar is positioned between the two friction races, with the clutch collar being mounted for coaxial movement with respect to the friction races to enable engagement of the clutch collar with transmission gears, the clutch collar having at least one orifice through which a pin can be extended. A first pin extends through the clutch collar orifice, and is secured at one end to the first friction race, with the other, distal end of the first pin extending toward the second friction race, where alignment of the first pin within the clutch collar orifice is required to enable the clutch collar to move axially with respect to the friction races.