Abstract: A power take-off includes an input mechanism that is disposed within an input mechanism housing and is adapted to be connected to a source of rotational energy. A clutch assembly is disposed within a driveshaft housing and is adapted to be connected to a rotatably driven accessory. A driveshaft connects the input mechanism to the clutch assembly. The driveshaft may be disposed within the driveshaft housing, which also forms a housing for the clutch assembly.

Abstract: A power transfer system for a vehicle that comprises a an internal combustion engine, one or more drive wheels, and power transfer apparatus transfers power from the prime mover to the wheels for propelling the vehicle. The system further comprises an auxiliary hydraulic pump that has a drive shaft that coupled to a power take-off unit driven by engine, and to an auxiliary hydraulic motor powered by hydraulic fluid supplied from a hydraulic energy storage device such as an accumulator. As a result, the auxiliary hydraulic pump can be powered by hydraulic fluid from the accumulator when the prime mover is not operating, or by the prime mover when operating. A tandem arrangement of one way clutches can be employed to avoid the need to disconnect the auxiliary hydraulic pump from the prime mover during operation of the auxiliary hydraulic motor, and vice versa.

Abstract: A hydraulic power output unit can be used in a hydraulic hybrid drive system for propelling a vehicle. The hydraulic power output unit includes a housing having an input shaft that extends within the housing and is adapted to be rotatably driven by a source of rotational power. A hydraulic pump is rotatably driven by the input driveshaft to pump hydraulic fluid. A vibration damper is provided within the housing for dampening vibrations in the input shaft.

Abstract: A power transfer system for a vehicle that comprises a an internal combustion engine, one or more drive wheels, and power transfer apparatus transfers power from the prime mover to the wheels for propelling the vehicle. The system further comprises an auxiliary hydraulic pump that has a drive shaft that coupled to a power take-off unit driven by engine, and to an auxiliary hydraulic motor powered by hydraulic fluid supplied from a hydraulic energy storage device such as an accumulator. As a result, the auxiliary hydraulic pump can be powered by hydraulic fluid from the accumulator when the prime mover is not operating, or by the prime mover when operating. A tandem arrangement of one way clutches can be employed to avoid the need to disconnect the auxiliary hydraulic pump from the prime mover during operation of the auxiliary hydraulic motor, and vice versa.

Abstract: A power transfer system for a vehicle that comprises a an internal combustion engine, one or more drive wheels, and power transfer apparatus transfers power from the prime mover to the wheels for propelling the vehicle. The system further comprises an auxiliary hydraulic pump that has a drive shaft that coupled to a power take-off unit driven by engine, and to an auxiliary hydraulic motor powered by hydraulic fluid supplied from a hydraulic energy storage device such as an accumulator. As a result, the auxiliary hydraulic pump can be powered by hydraulic fluid from the accumulator when the prime mover is not operating, or by the prime mover when operating. A tandem arrangement of one way clutches can be employed to avoid the need to disconnect the auxiliary hydraulic pump from the prime mover during operation of the auxiliary hydraulic motor, and vice versa.

Abstract: A power transfer system for a vehicle that comprises a an internal combustion engine, one or more drive wheels, and power transfer apparatus transfers power from the prime mover to the wheels for propelling the vehicle. The system further comprises an auxiliary hydraulic pump that has a drive shaft that coupled to a power take-off unit driven by engine, and to an auxiliary hydraulic motor powered by hydraulic fluid supplied from a hydraulic energy storage device such as an accumulator. As a result, the auxiliary hydraulic pump can be powered by hydraulic fluid from the accumulator when the prime mover is not operating, or by the prime mover when operating. A tandem arrangement of one way clutches can be employed to avoid the need to disconnect the auxiliary hydraulic pump from the prime mover during operation of the auxiliary hydraulic motor, and vice versa.

Abstract: A power take-off includes an input mechanism that is disposed within an input mechanism housing and is adapted to be connected to a source of rotational energy. A clutch assembly is disposed within a clutch assembly housing and is adapted to be connected to a rotatably driven device. A driveshaft connects the input mechanism to the clutch assembly. The driveshaft may be disposed within a driveshaft housing that is connected to the input mechanism housing and forms the clutch assembly housing.

Abstract: A hydraulic power output unit can be used in a hydraulic hybrid drive system for propelling a vehicle. The hydraulic power output unit includes a housing having an input shaft that extends within the housing and is adapted to be rotatably driven by a source of rotational power. A hydraulic pump is rotatably driven by the input driveshaft to pump hydraulic fluid. A vibration damper is provided within the housing for dampening vibrations in the input shaft.

Abstract: A power transfer system for a vehicle that comprises a an internal combustion engine, one or more drive wheels, and power transfer apparatus transfers power from the prime mover to the wheels for propelling the vehicle. The system further comprises an auxiliary hydraulic pump that has a drive shaft that coupled to a power take-off unit driven by engine, and to an auxiliary hydraulic motor powered by hydraulic fluid supplied from a hydraulic energy storage device such as an accumulator. As a result, the auxiliary hydraulic pump can be powered by hydraulic fluid from the accumulator when the prime mover is not operating, or by the prime mover when operating. A tandem arrangement of one way clutches can be employed to avoid the need to disconnect the auxiliary hydraulic pump from the prime mover during operation of the auxiliary hydraulic motor, and vice versa.

Abstract: An apparatus and method for operating a continuously variable transmission (CVT), such as a toroidal drive type transmission, is disclosed. The CVT is selectively operated in either a torque control strategy and a ratio control strategy, depending upon the operating conditions of the vehicle. Thus, the CVT is operated in such a manner as to benefit from the advantageous aspects of both the torque and ratio control strategies, while avoiding the disadvantageous aspects of both strategies. The transition from the torque control strategy to the ratio control strategy (and vice versa) can be accomplished by simultaneously calculating the control pressures that would result from operation in both the torque and ratio control strategies, and further assigning a weighted value to each of such calculated control pressures based upon the current operating conditions. The summation of such weighted values provides a composite control signal that facilitates a smooth transition between the two control strategies.

Abstract: An apparatus and method for operating a continuously variable transmission (CVT), such as a toroidal drive type transmission, is disclosed. The CVT is selectively operated in either a torque control strategy and a ratio control strategy, depending upon the operating conditions of the vehicle. Thus, the CVT is operated in such a manner as to benefit from the advantageous aspects of both the torque and ratio control strategies, while avoiding the disadvantageous aspects of both strategies. The transition from the torque control strategy to the ratio control strategy (and vice versa) can be accomplished by simultaneously calculating the control pressures that would result from operation in both the torque and ratio control strategies, and further assigning a weighted value to each of such calculated control pressures based upon the current operating conditions. The summation of such weighted values provides a composite control signal that facilitates a smooth transition between the two control strategies.

Abstract: A shift rail and fork assembly for a transmission includes a shift channel having a pair of side pieces that are connected together by cross pieces. A plurality of shift rails are supported on the shift channel for relative sliding movement. A corresponding plurality of shift forks are supported on the shift channel for relative sliding movement. The shift rails are connected to the shift forks for concurrent longitudinal movement. A cross slide is supported on the shift channel for relative lateral movement. The cross slide including a depending tang that selectively cooperates with corresponding slots formed each of the shift rail for concurrent movement. The cross slide can be moved laterally such that the selector tangs engage any desired one of the shift rails. An interlock bracket is also supported for lateral movement relative to the shift channel, but is prevented from longitudinal movement.

Abstract: A drive train assembly and monitoring system for indicating the operating condition of the drive train assembly includes a drive train assembly having a power distribution device for distributing rotative power within the drive train. A sensor is attached to a portion of the drive train assembly, the sensor being responsive to the vibration of the portion or component of the drive train assembly for generating signals indicative of the sensed vibration. A controller receives the signals from the sensor and generates an indication of the operating condition of the drive train assembly based on the vibration of the portion of the drive train assembly. Preferably the sensor is adapted to detect both the frequency and magnitude of vibration of the drive train assembly and to generate signals indicative of the sensed frequency and magnitude of vibration.

Abstract: An interlock assembly for a vehicle transmission prevents more than one of a plurality of shift rails from being simultaneously moved axially out of a central neutral position to a gear engaging position. The interlock assembly includes an interlock plate having four semi-circular cut-outs (one for each of the shift rails) and two relative large interior openings. The interlock assembly further includes a backing plate which is somewhat smaller than the interlock plate and has two relatively small interior openings. A pair of threaded fasteners extend through the small openings of the backing plate and through respective spacer bushings disposed in the large interior openings of the interlock plate into threaded engagement with the housing of the hydraulic actuator. The spacer bushings prevent the interlock plate from being frictionally engaged between the backing plate and the housing of the hydraulic actuator.

Abstract: A transmission includes an input shaft aligned along an axial direction and mounted for rotation, an output shaft, a plurality of gears selectively connectable between the input shaft and the output shaft for providing a plurality of gear ratios between the input shaft and the output shaft, and a plurality of shift rails movable in the axial direction to select various ones of the plurality of gears, the shift rails having connectors operable to move the shift rails in the axial direction. A shift member is mounted both for movement in the axial direction and for rotational movement about the axial direction, and an interlock is engageable by the shift member and mounted for rotation about the axial direction. The interlock is provided with a slot, so that rotation of the shift member rotates the interlock.

Abstract: A combined transmission assembly and monitoring system for indicating the operating condition of the transmission assembly includes a transmission assembly having an input shaft, an output shaft, and a plurality of components for connecting the output shaft for rotation at a predetermined speed relative to the input shaft, a sensor attached to a portion of the transmission assembly, the sensor being responsive to vibration of the portion of the transmission assembly for generating signals indicative of the sensed vibration, and a controller for receiving the signals from the sensor and generating an indication of the operating condition of the transmission assembly based on the vibration of the portion of the transmission assembly. Preferably the sensor is adapted to detect both the frequency and magnitude of vibration of the transmission assembly and to generate signals indicative of the sensed frequency and magnitude of vibration.

Abstract: A transmission includes a plurality of shift rails, each of which is axially movable forwardly and rearwardly from a center neutral position to respective gear engaging positions. The lower shift rails are provided for manual shifting among the lower gear ratios of the transmission. The highest shift rail is provided for selective manual or automatic shifting among the highest two gear ratios of the transmission. An idler rail is disposed adjacent to the highest shift rail. For manual shifting, the idler rail is connected to the highest shift rail, and a manually operable shift lever is used to move both the idler rail and the highest shift rail. For automatic shifting, the idler rail is disconnected from the highest shift rail, and an automatic shift member is moved into cooperation with the highest shift rail. Rotation of the automatic shift shaft causes corresponding movement of the automatic shift member.

Abstract: A transmission includes a plurality of shift rails, each of which is axially movable forwardly and rearwardly from a center neutral position to respective gear engaging positions. The lower shift rails are provided for manual shifting among the lower gear ratios of the transmission. The highest shift rail is provided for selective manual or automatic shifting among the highest two gear ratios of the transmission. An electronic controller is provided for controlling the automatic shifting of the transmission in response to sensed operating conditions of the vehicle. A circuit is provided for sensing the rotational position of the automatic shift shaft and for generating an electrical signal which is representative of the actual position thereof, which is also representative of the actual position of the highest shift rail, to the electronic controller. The transmission also includes a shift lever having an end which extends through an opening formed in a case.

Abstract: A transmission gear synchronizing apparatus includes a longitudinally extending drive shaft, a ratio gear journally mounted on the drive shaft, a hub fixed on the drive shaft, an internally splined, annular shiftable clutch collar mounted for coaxial movement with the drive shaft to enable engagement with both the hub and the ratio gear, thereby linking the ratio gear with the hub, and a synchronizing assembly positioned between the clutch collar and the ratio gear and mounted for coaxial movement with the drive shaft. The synchronizing assembly includes an outer ring, an inner ring and a center ring. The outer ring has an externally splined surface for engagement with the internal splines of the clutch collar, and a frustoconical interior surface, the outer ring being connected to the hub for rotation with the hub.

Abstract: A neutral start switch assembly for a vehicle transmission including a case having a plurality of generally parallel shift rails supported therein is disclosed. Each of the shift rails is longitudinally movable forwardly and rearwardly from a central neutral position to first and second gear engaging positions. A notch is formed in the outer surface of each of the shift rails. These notches are aligned with one another when all of the shift rails are in their central neutral positions. The neutral start switch assembly includes an actuator lever which is pivotably mounted to the transmission case. One end of the actuator lever cooperates with the notches formed on each of the shift rails. The other end of the actuator lever cooperates with a neutral start switch mounted on the transmission case. When all of the shift rails are in their central neutral positions, the actuator lever is moved to a first position.