Abstract: Vehicle differential with a differential housing (5) consisting of two pressed sheet metal halves (6). Each sheet metal half is made with radial, gutter-shaped depressions, which are limited at their outer ends by wall portions (14). A differential pinion shaft (15) is received in the depressions between the sheet metal halves. The wall portions (14) limit the axial movement of the differential pinion shaft.

Abstract: Vehicle differential with a differential housing (5) consisting of two pressed sheet metal halves (6). Each sheet metal half is made with radial, gutter-shaped depressions, which are limited at their outer ends by wall portions (14). A differential pinion shaft (15) is received in the depressions between the sheet metal halves. The wall portions (14) limit the axial movement of the differential pinion shaft.

Abstract: Motor vehicle gearbox, comprising an input shaft (2) and two countershafts (3, 4) having six pairs of interengaging gears (7-11, 15, 16, 17-20) for first to sixth gear. The disengageable gear (17) for the first gear speed engages a disengageable gear (23) on the fourth shaft (5) for reverse.

Abstract: Vehicle transmission consisting of a basic gearbox (1) and a supplemental gearbox (11), comprising a planetary gear set (23) with a direct drive mode and a crawl mode, a differential (31) between two front wheel drive axles (35,36) and an angle gear set (39,41) for transmitting torque to a rear axle differential. Shifting between direct drive mode and crawl mode is achieved with an axially displaceable engagement sleeve (17) which, in direct drive mode, transmits torque from the basic gearbox directly to the differential between the front axles and in the crawl mode transmits torque to the sun gear (26) of the planetary gear set.

Abstract: Motor vehicle gearbox with a parking brake, consisting of a toothed wheel (30) non-rotatably mounted on a reverse gear shaft (5) and a locking arm (33) swingably mounted in the housing (1) of the gearbox and having a detent (33a) which can be inserted into a tooth space (32) in the toothed wheel with the aid of a knob (41) on the selector shaft (38) of the reverse gear fork (37). The reverse gear shaft has a non-rotatable gear (29) meshing with a final drive, so that locking the reverse gear shaft locks the vehicle drive wheels.

Abstract: A six speed vehicle gearbox, comprising an input shaft (2) and two countershafts (3,4) which has six pairs of inter-engaging gears (7-11,30,14,16,18,19,21,23,31) for first to sixth inclusive. The disengageable gear (18) for the first gear speed engages a disengageable gear (23) on a fourth shaft (5) for the reverse gear.

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: Engaging device in a motor vehicle gearbox, having an engaging sleeve (8) with a toothed rim with internal engaging teeth (11) and a toothed rim (4) joined to a gear (2, 3) and having external teeth (5). The engaging teeth of the engaging sleeve have first flank surface portions (23) adjacent to pointed end portions (22) and second flank surface portions (26) connected via a step (25) thereto. The flank surface portions (23, 26) are inclined inwards, as seen from the end of the tooth, towards the longitudinal axis (24) of the tooth, the first surface portions (23) having a greater incline than the second surface portions (26).

Abstract: Drive unit for an electrically powered vehicle, comprising an electric motor (1) and a transmission (2) coupled between the electric motor and the drive axles (30,31) of the vehicle. The transmission (2) has a cylindrical speed reducer (8) with two reduction steps and two different gear ratios, a planetary gear set (9) driven by the speed reducer and which provides a third reduction step and which drives a differential (10) to which the drive axles are coupled. One drive axle (31) extends through the transmission and the electric motor.

Abstract: Motor vehicle gearbox with an input shaft (2), two countershafts (3,4) and an output shaft (5). On the first countershaft (4) there is a rotatable gear (30) which cooperates with brake elements through which a frictional torque is transmitted via a gear (10) on the output shaft to the second countershaft (3) and from the second countershaft to the output shaft (5) and back to the first countershaft (4).

Abstract: An automatic transmission for motor vehicles, comprising an input shaft (2) driven by a torque converter (3). The input shaft drives via two countershafts (6, 7), an output shaft or a crown gear (42) and a differential. The countershafts each have an individual releasable gear (13, 14) in engagement with a common driving gear (12) on the input shaft, as well as individual releasable gears (8, 9) in engagement with individual drive gears (4, 5) on the input shaft. The arrangement makes up a drive module which can be used in a four-speed transmission for front-wheel drive or in a five-speed transmission for rear-wheel drive.

Abstract: Flywheel device for internal combustion engines. The device has a first flywheel mass (1) intended to be connected to the engine crankshaft, and a second mass (2) with a frictional surface (12) designed to carry a clutch cover with associated pressure plate. Torque is transmitted between the masses via springs (40) laid in channels (17) and fingers (5,6,18). Characteristic for the invention is that a third mass (3) separated from the first and second masses is in engagement with the springs (40) to balance centrifugal and reaction forces acting thereon.

Abstract: A flywheel device for internal combustion engines. The device has a first flywheel mass (1) intended to be connected to the engine crankshaft, and a second mass (2) with a frictional surface (12) designed to carry a clutch cover with associated pressure plate. Torque is transmitted between the masses via springs (40) laid in channels (17) and fingers (5,6,18). The masses are cast pieces and the fingers are cast in one piece therewith and have turned lateral surfaces (5a,6a,18a,18b).

Abstract: Flywheel device for internal combustion engines. The device has a first flywheel mass (1) intended to be coupled to the engine crankshaft, and a second mass (2) with a frictional surface (12) designed to carry a clutch cover with associated pressure plate. Via first and second springs (40a,40b), laid in channel (17), and fingers (5,6,18) torque is transmitted between the masses. In the torque-unloaded state, there is a small play ("s") between the second springs (40b) and the adjacent fingers. When low torque is transmitted (idle), only the first springs (40a) are active.

Abstract: A device for reducing mechanical rattle between a pair of interengaging gears, comprising a gear element cooperating with one gear, this gear element being rotatably mounted on a hub portion joined to the one gear, having the same tooth profile and number of teeth as the one gear and being connected to the one gear via rotationally resilient elements, which are pre-tensioned in an engagement position of the gears. The resilient elements comprise elastic elements (13; 20) which are disposed in opposing, circumferentially spaced cavities (11, 12) in the hub portion (9) and in a circumferentially inner surface of the gear element (8) that faces the hub portion (9) disposed to keep the gear element and the one gear angularly displaced relatively to each other before they are brought into engagement with the other of the pair of interengaging gears.

Abstract: An electrohydraulic system for controlling the gear changing process in a mechanical, automatic gear-box having five gears. The system includes two pairs of electromagnetic valves (57, 58, and 59, 60) which control via pressure-control valves (61, 62) the flow of pressure medium to three operating cylinders (41, 42, 43). When activated individually, the electromagnetic valves control the engagement of the first, second, third and fourth gears. Simultaneous activation of the electromagnetic valves (58, 57) of the first and third gears will result in engagement of the fifth gear, whereas simultaneous activation of the electromagnetic valves (60, 59) of the second and fourth gears will result in engagement of the reverse gear.

Abstract: Device for reducing mechanical rattle in a splines connection between a shaft (15) and a sleeve element (4) surrounding the shaft, especially between the input shaft to a vehicle gearbox and the hub sleeve of the clutch disc. The device consists of a metal washer (6) with less backlash against the splines (16) of the shaft (15) than the hub sleeve. The washer is biassed by means of a spring washer (8) against a frictional surface (10) of the hub sleeve. The frictional torque is selected so that the washer when shifting between normal engine drive and engine braking rotates relative to the hub sleeve, but is fixed relative thereto when idling.

Abstract: A motor vehicle clutch comprises two clutch plates or discs (4, 5) each mounted on a respective input shaft (9, 10) of a gear box. With the aid of a linearly movable pressure plate (6) it is possible to press alternately one clutch plate (5) against a pressure plate (7) stationarily mounted on the flywheel (1) and the other clutch plate (4) against the flywheel. Torque is transmitted between the movable clutch plate and the flywheel with the aid of spherical elements (16) located in grooves (12, 15) in the movable pressure plate and in a flange (8) firmly connected to the flywheel, while accurately centering the pressure plate at the same time.

Abstract: Motor vehicle gearbox, comprising a housing with at least one input shaft and at least one intermediate shaft having a gear engaged with a gear on the output shaft. At least one gear of each pair of mutually engaging gears is releasable from its shaft. An over-running clutch is coupled between a releasable gear for a gear speed, preferably the releasable gear for the lowest gear speed, for driving forward and the housing and is arranged to prevent that gear from having substantial rotation in a direction opposite to the direction of rotation for driving forward. However, provision is made for a very limited rotation of that gear in that opposite direction. For this purpose, the over-running clutch has an outer ring, an inner ring fixed to the releasable gear for the gear speed in question for driving forward, and blocking members arranged between the rings which permit rotation of the inner ring only in the direction for driving forward.

Abstract: A vehicle gear-box with an input shaft which drives two intermediate shafts, which lie in a plane offset from the input shaft and have a pair of mutually engaging gears, one of which is non-rotatably joined to the intermediate gear for the first gear speed, mounted on one of the intermediate shafts, while the other gear is freely rotatably journalled on the second intermediate shaft and lockable thereon by an engaging sleeve with a synchronizer. Reverse gear is obtained by locking the second gear to the second intermediate shaft with the intermediate gear for first being disengaged from its intermediate shaft.