Abstract: A multi-plate clutch for coupling a drive shaft of a motor vehicle engine in a drive train having at least one transmission input shaft. The clutch includes a counter plate for introducing torque from the drive shaft and a clutch plate for conveying the torque to the transmission input shaft and having a first lining ring for torque transmission and a second lining ring that is movable axially relative to the first lining ring for torque transmission. A separator plate is movable axially relative to the counter plate and is positioned between the lining rings. A contact plate is movable axially relative to the counter plate by an actuating element to frictionally compress the clutch plate. The first lining ring is positioned between the contact plate and the separator plate in the axial direction, and the second lining ring is positioned between the separator plate and the counter plate.

Abstract: A clutch disc, including: an axis of rotation; an annular core ring; a first plurality of spline teeth forming a first radially outermost portion of the clutch disc; and a second plurality of spline teeth forming a second radially outermost portion of the clutch disc, respective spline teeth in the second plurality of spline teeth alternating, in a circumferential direction, with respective teeth in the first plurality of spline teeth. A circle passing through the first plurality of spline teeth does not pass through the second plurality of spline teeth.

Abstract: An electro-magnetically actuated pawl clutch is adapted to establish a fixed overdrive ratio in a powersplit type hybrid gearing arrangement. The electro-magnetically actuated clutch includes an inner race splined to the transmission input shaft and an outer race fixed to a first gear that is supported for rotation about the input shaft. The inner race includes two magnetically separated toothed rings. Electrical current in a non-rotating coil establishes a magnetic field in the inner race. The magnetic field causes a set of pawls to pivot with respect to the outer race and to engage at least one of the toothed rings. The pawls and teeth are designed such that, when engaged, the outer race can rotate faster than the inner race but cannot rotate slower. The first gear meshes with a second gear fixed to the transmission output shaft.

Abstract: A wedge clutch assembly for selectively engaging or disengaging an inner and outer hub including first and second wedge plate segments arranged radially between the inner and outer hubs, the first wedge plate including a first inner circumferential surface having an increasing radius in a first circumferential direction and the second wedge plate segment including a second inner circumferential surface having a decreasing radius in the first circumferential direction, and, third and fourth wedge plate segments arranged radially between the first and second wedge plate segments and the inner hub, the third wedge plate segment including a first outer circumferential surface in contact with the first inner circumferential surface and the fourth wedge plate segment including a second outer circumferential surface in contact with the second inner circumferential surface.

Abstract: A work vehicle with a travel control device that allows stationary work without disabling a theft-prevention state of the vehicle is provided. The work vehicle includes an engine, a power transmission device having a clutch for transmitting rotational power of the engine to drive wheels, a travel control device for controlling the clutch in the power transmission device and having a start restriction mode for restricting engagement of the clutch when electrical power is turned on, a mobile terminal configured to transmit signals for enabling and disabling the start restriction mode, and a control unit configured to transmit and receive signals to and from the mobile terminal.

Abstract: A clutch system of the present invention executes, when switching a selectable one-way clutch from a lock mode to a free mode, an early mode switching control where while a selector plate is made go into a waiting state that a pawl member protruding from a fixed plate is abutting against a non-formation portion, a negative torque is made to act on a rotational plate in a negative rotational direction, and, by controlling the negative torque, the selector plate of the waiting state is made to rotate up to a release position.

Abstract: The invention relates to a method for determining a characteristic curve of a clutch of a clutch activation system in a drivetrain, in particular of a motor vehicle, in which the clutch is activated by an actuator, wherein a bite point of the clutch is adapted as a first support point of the characteristic curve. In a method in which the accuracy of the specific clutch characteristic curve is improved, a preload point of the actuator, preferably of an electric central disengagement device, is used as a second support point of the characteristic curve.

Abstract: Disclosed is an electronic disc brake. The electronic disc brake includes a disc configured to rotate with vehicle wheels, a caliper housing configured to operate pad plates installed at both sides of the disc, and an actuator having a piston provided inside the caliper housing to press the pad plates to adhere the pad plates to the disc, a spindle rotatably installed at the caliper housing to reciprocate the piston, an electric motor configured to rotate the spindle, and a decelerator configured to transmit a rotational force of the electric motor to the spindle, wherein the decelerator includes a power connection unit connected to the electric motor, planetary gear units configured to connect the power connection unit to the spindle, and a center pin configured to pass through the power connection unit and the planetary gear units, and the center pin is fitted into the power connection unit and the planetary gear units to be rotatable relative thereto.

Abstract: A brake-lining retainer, in particular for wheel brake disks of rail vehicles, including a retaining part and a closure bar is provided. The brake-lining retainer has a lock which can be displaced in the direction of a longitudinal axis (L) of the lock. The closure bar is arranged on the retaining part in such a way that the closure bar can be pivoted about an axis between a closure position and an opening position, and in that the closure bar has a receptacle for the lock, wherein in the closure position of the closure bar, by displacement of the lock in the direction of the longitudinal axis (L), at least a segment of the lock can be arranged in the receptacle in such a way that the closure bar can be locked in the closure position.

Abstract: A ventilated brake disc is provided which comprises a braking band defined by two plates co-axial with facing surfaces from which connection elements are axially extended. Each connection element has two respective ends at which the element is joined to the plates. Several of the connection elements are associated to elongate crests which extend from their ends in one or more given directions. The elongate crests are integrally formed with the connection elements and plates, and are raised from the facing surfaces of the plates.

Abstract: A vibration absorber module for a vibration-absorbing device, in particular for a vibration-absorbing device realized for suspended attachment of the vibration absorber module to a structural installation, having a bearing structure, a pendulum system, having a pendulum mass, and having a suspension system for suspending the pendulum mass on the bearing structure, the suspension system having a number of pendulum spring elements and having a pendulum mass suspension, which extends between the pendulum mass and the bearing suspension, in the direction of a suspension axis, and the pendulum mass suspension being fastened, by means of its suspension head, to the bearing structure.

Abstract: A hydraulic shock absorber having an inner housing portion slidably coupled to an outer housing portion to define a variable size chamber for containing shock absorber fluid. The region where the inner and outer housing portions overlap defines an annulus between adjacent surfaces of the inner and outer housing portions which varies in size in accordance with the extension state of the shock absorber. A dynamic seal is coupled to a surface of the shock absorber within the annulus for confining shock absorber fluid to the chamber. The shock absorber fluid is an electro-rheological or magneto-rheological fluid and the shock absorber includes a device for generating a magnetic or electric control field within the chamber at a region adjacent dynamic seal in order to increase the viscosity of the shock absorber fluid adjacent to the dynamic seal to inhibit passage of the shock absorber fluid beyond the dynamic seal.

Abstract: Embodiments are directed to tunable damper embodiments and methods of using the same for damping resonant and non-resonant vibrations present within an object that the tunable damper is secured to. In some cases, the tunable damper may be tuned before, during or after being secured to an object.

Abstract: Embodiments are directed to tunable damper embodiments and methods of using the same for damping resonant and non-resonant vibrations present within an object that the tunable damper is secured to. In some cases, the tunable damper may be tuned before, during or after being secured to an object.

Abstract: An apparatus for damping machining vibrations includes a first dampener having a viscoelastic material, the first dampener to be inserted into an object defining a cavity therein; and a compressor to compress the first dampener in a first dimension to cause the first dampener to expand in a second dimension to engage an interior wall of the object.

Abstract: A rotary damper that is to be fastened to a first mass via a fastening part (10) comprises a damper housing (2) surrounding an electromagnetic damper motor (4) which is disposed along a central axis of the rotary damper, a hinged lever 14) connected to a second mass, and a gearing (14) for transmitting and/or converting a relative rotation between the masses to the damper motor (4) such that vibrations are dampened. The fastening part (10) is connected to a bearing part (38) via an elastomer bearing (44), the damper motor (4) being disposed on said bearing part (38), and the damper housing (2) is connected to the hinged lever (14), which is mounted so as to be able to rotate relative to the bearing part (38).

Abstract: A powertrain structure includes a drive shaft and a driven shaft disposed coaxially, with end surfaces opposed to each other, and a torque damper interposed between the shafts and having half bodies fitted to a shaft end parts of the drive and driven shafts, with the half bodies joined together by engagement of opposed, outer circumferential end surfaces thereof and a damper spring interposed therebetween such that it straddles drive-side and driven-side spring recesses respectively formed in the opposed surfaces of the half bodies. One of two fitting parts provided between the half bodies and the respective shafts has a smaller clearance and the other has an larger clearance in the radial direction of the shafts.

Abstract: A damper device has a dynamic damper that includes a mass body and vibration absorption springs that couple the mass body and an intermediate member to each other. The vibration absorption springs are arranged side by side with outer springs in the circumferential direction. The mass body has spring abutment portions that abut against end portions of the vibration absorption springs. The intermediate member has first outer spring abutment portions that abut against end portions of the outer springs and second outer spring abutment portions that abut against end portions of the vibration absorption springs on the radially inner side with respect to the spring abutment portions. The first outer spring abutment portions extend toward the radially outer side with respect to the second outer spring abutment portions.

Abstract: A damper comprised of a first rotary member; a second rotary member; at least one elastic member that transmits torque between the first rotary member and the second rotary member; a first seat member disposed between the elastic member, and a first abutment portion of the first rotary member and a second abutment portion of the second rotary member on a counter-rotating direction side of the first rotary member; a second seat member disposed between the elastic member, and the first abutment portion and the second abutment portion on a rotating direction side of the first rotary member; and a sticking preventing mechanism, which converts part of a radially outward force generated by a centrifugal force into a restoring force of the elastic member in the circumferential direction.

Abstract: A wheel balancing weight has a mass body with a groove in a first face. The groove has a groove surface recessed into the first surface and has two groove walls opposite one another across the groove. An attachment clip has a clip portion for attaching the wheel balancing weight to a vehicle wheel and has an attachment portion with first and second side edges opposite one another across the attachment portion. First and second protruding elements are provided on the first and second side edges, respectively. The attachment portion is seated in the groove and has a free bottom edge extending between the first and second side edges. The first protruding element is positioned on the first side edge at a first distance from the bottom edge and the second protruding element is positioned on the second side edge at a second distance different from the first distance. Material of the mass body adjacent the two groove walls is deformed to retain the attachment portion in the groove.

Abstract: Balancing weights for cars have an adhesive tape with at least a first tape layer and a second tape layer, for attaching the balancing weights to a rim. The first tape layer is held in close proximity to a rim by a first adhesive layer. The second tape layer is held in close proximity to the balancing weights by a second adhesive layer. The first tape layer is stiffer and less flexible than the second tape layer, the second tape layer is softer and more flexible than the first tape layer. This allows easy removal of the balancing weights from the rim by pushing a wedge shaped tool between the first tape layer and the rim.

Abstract: A frictional transmission belt according to the present disclosure has a belt body wound around a pulley to transmit power. The belt includes a water absorptive fabric covering at least one side of the belt body that contacts with the pulley.

Abstract: A gear motor for decreasing speed at a mechanical power output is provided with a housing; an electric motor including an outer stator and a rotor surrounded and driven by the outer stator; a planetary gear train including planet gear assemblies, a stationary ring gear at one end of the planet gear assemblies, and a driving ring gear at the other end of the planet gear assemblies. Each planet gear assembly includes a first gear and a second gear coaxial with and co-rotated with the first gear. The first and second gears are disposed in a carrier. The first gear meshes the stationary ring gear. The second gear meshes the driving ring gear. A driving shaft is rotatably disposed through the housing and secured to the driving ring gear as a mechanical power output.

Abstract: An elliptically interfacing gearbox system may include an input plate having a rotation axis and a plurality of input teeth. The gearbox system may include a wobble plate having a wobble axis disposed at a non-zero angle relative to the rotation axis, a rear face, and a plurality of face teeth disposed on the rear face. The wobble plate may further include a first plurality of wobble teeth disposed in a first plane perpendicular to the wobble axis and a second plurality of wobble teeth disposed in a second plane perpendicular to the wobble axis. The second plane may be spaced from the first plane along the wobble axis. The gearbox system may include a stator gear having a plurality of stator teeth and an output plate having an output axis substantially aligned with the rotation axis and a plurality of output teeth.

Abstract: A single-stage gear reduction output mechanism for an automotive seat assembly includes a gear housing bracket, gear housing, axle shaft, eccentric, and first and second gears. The axle shaft extends through the eccentric with a slip fit, the first gear rotates with the axle shaft, and the second gear is carried on a first bearing surface of the eccentric and meshingly engages the first gear in a planetary arrangement. The second gear includes an external flange with at least two guide holes. First and second support pins that are rigidly fixed in place relative to the axle shaft extend through the two guide holes in the external flange of the second gear. Forces acting at the interfaces between the first and second support pins and the two guide holes and between the eccentric and the second gear prevent the first gear from back-driving rotation of the second gear.

Abstract: An input synthesis apparatus according to the present invention includes: a first input unit which provides first rotational force; a second input unit which provides second rotational force equal to or different from the first rotational force; a gear unit which is engaged with the first input unit and the second input unit and synthesizes the first rotational force and the second rotational force; and an output unit which outputs resultant force of the first rotational force and the second rotational force, in which the gear unit sums up speeds or torque of the first rotational force and the second rotational force based on whether a rotation direction of the first input unit and a rotation direction of the second input unit are identical to each other.

Abstract: A multiple speed transmission includes an input member, an output member, a plurality of planetary gearsets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms. The plurality of planetary gear sets includes first, second and third members. The input member is continuously interconnected with at least one member of one of the plurality of planetary gear sets, and the output member is continuously interconnected with another member of one of the plurality of planetary gear sets. At least eight forward speeds and one reverse speed are achieved by the selective engagement of the five torque-transmitting mechanisms.

Abstract: A transmission for a vehicle may include a first input shaft continuously receiving torque from a power source and having a first input transfer gear thereon, a second input shaft selectively receiving torque from the power source through a clutch and having a second input transfer gear thereon, a coupling member configured to allow or restrict rotation of the first input transfer gear relative to the first input shaft, using a difference in rotational speed between the first input shaft and the first input transfer gear, a first countershaft and a second countershaft each having an output transfer gear to engage with the first input transfer gear and the second input transfer gear, and coupling devices selectively coupling the output transfer gears to corresponding countershafts and allowing torque from the power source to be transmitted to a desired shift gear.

Abstract: A dual-clutch transmission has first and second coaxial input shafts, with the second shaft extending through the first shaft. The input shafts can couple respective countershafts via input constants. The first countershaft has two sections rigidly connected by a first shifting element. Four gear stages implement forward gears and one gear stage implements reverse gears. The fourth gear stage is arranged between the first section and an output shaft. The second and third gear stages are arranged between the second section and the output shaft. The first and the reversing gear stages are arranged between the second countershaft and the output shaft. The first input constant has a loose wheel supported on the second countershaft and can be rotationally fixed, by a second shifting element, to the first section of the first countershaft. The second section can be rotationally fixed, via a third shifting element, to the second countershaft.

Abstract: A planetary gear train of an automatic transmission for a vehicle is disclosed. The planetary gear train may include: an input shaft configured for receiving torque of an engine, an output shaft configured for outputting changed torque, a first planetary gear set including a first rotation element, a second rotation element, and a third rotation element, a second planetary gear set including a fourth rotation element, a fifth rotation element, and a sixth rotation element, a third planetary gear set including a seventh rotation element, an eighth rotation element, and a ninth rotation element.

Abstract: Ten or more forward speeds and at least four reverse speeds are achieved by a planetary gear train of an automatic transmission for a vehicle including an input shaft, an output shaft, four planetary gear sets respectively having three rotational elements, and six control elements for selectively interconnecting the rotational elements and a transmission housing.

Abstract: A planetary gear train of an automatic transmission for a vehicle is disclosed. The planetary gear train may include: an input shaft receiving torque of an engine; an output shaft outputting torque; a first planetary gear set including first, second, and third rotation elements; a second planetary gear set including fourth, fifth, and sixth rotation elements; a third planetary gear set including seventh, eighth, and ninth rotation elements; and a fourth planetary gear set including tenth, eleventh, and twelfth rotation elements.

Abstract: The present disclosure provides a planetary gear train of an automatic transmission for a vehicle including an input shaft, an output shaft, four planetary gear sets respectively having three rotational elements, and six control elements for selectively interconnecting the rotational elements and a transmission housing, thereby being capable of performing eleven forward speeds and one reverse speed.

Abstract: An object of the present invention is to provide a chain tensioner that allows a necessary and sufficient amount of oil to be fed during restart following a long stoppage of oil feeding and that maintains a proper pressure, thus preventing possible noise and vibration. An oil storing chamber 123 is formed inside a plunger 120 and forward of a check valve 150 in a protruding direction of the plunger 120. A tensioner body 110 has an oil feeding hole 114 through which a cylindrical surface portion 113 of a plunger housing hole 111 communicates with an outside and a high-pressure discharge hole 115 through which a pressure oil chamber 101 in the plunger housing hole 111 communicates with the outside. A relief valve 160 that is opened under a high pressure is provided in the high-pressure discharge hole 115 and closer to the pressure oil chamber 101.

Abstract: A chain drive assembly for an internal combustion engine comprises a tensioning rail supportable on an engine block so as to be pivotable about a pivot bearing axle and further comprises a pivot bearing that can be provided on the engine block. The tensioning rail having a projection, which protrudes from the tensioning rail relative to the support body, so as to hold, at least during mounting, the tensioning rail at a mounting position. Additionally, the invention relates to the use of such a tensioning rail for mounting on the engine block of an internal combustion engine as well as to a bipartite chain drive of an internal combustion engine and a suitable mounting method.

Abstract: The present disclosure provides an automatic belt tensioner for an engine which automatically adjusts the tension of a belt for transmitting rotational force between an engine and an auxiliary machinery component. The automatic belt tensioner includes: a tensioner body mounted at the engine side and having an internal space; a tension spring installed in the internal space of the tensioner body; first and second damping shoes coupled by the tension spring; a first arm having a hinge portion coupled to the first damping shoe; a second arm having a hinge portion coupled to the second damping shoe; and idlers rotatably mounted on the first and second arms, respectively, and also supporting the belt. The first hinge portion which is a rotation center of the first arm and the second hinge portion which is a rotation center of the second arm are rotatably coupled to the tensioner body.

Abstract: A variable transmission includes driving and driven cone discs respectively having two movable and pressing cone discs; a pressing mechanism having an end surface cam pressing mechanism arranged on the back of one pressing cone disc of the driving and driven pressing cone discs; a ratio control mechanism having a ratio control shaft, hollow screws and nuts, arranged on the backs of the driving and driven movable cone discs and adopt ball screw structures or sliding screw structures; the ratio control shaft and a constant ratio transmission mechanism enable the conversion relationships between the rotation of the speed control shaft and the axial sliding of the driving and driven movable cone discs are be equal to each other to ensure the transmission shafts of the driving and driven movable cone discs move axially and synchronously at the same speed and in the same direction.

Abstract: A linear actuator includes a planetary gear system including a sun gear, a ring gear, and a planet carrier. A linear output mechanism is coupled to the planetary gear system. A first motor is configured to drive a first input shaft, and the first input shaft is coupled to the planet carrier. A second motor is configured to drive a second input shaft, and the second input shaft is coupled to one of the sun gear and the ring gear.

Abstract: An actuator converting a rotary movement into a linear movement is disclosed. The actuator includes a drive means (11), a primary low friction screw mechanism (3, 6, 14) driven by the drive means, a secondary traditional screw mechanism (7, 13) which is connected to the primary screw mechanism and moved linearly by this. The secondary screw mechanism transfers the linear movement to a driven means, such as a clutch. The primary screw mechanism is performing the working stroke proper, while the secondary screw mechanism is arranged to compensate for changes in the engagement point of the driven means. One of the screw mechanisms is provided with a spring (4) making the actuator self-regulating.

Abstract: An articulating surgical instrument is disclosed, and includes an end effector and a drive assembly operably coupled with the end effector. The end effector includes a first drive shaft defining a first axis, and a second drive shaft operably engaged with and extending away from the first drive shaft. The second drive shaft is operably coupled with the end effector and defines a second axis, the second axis different from the first axis. The first drive shaft and the second drive shaft are pivotably arranged such that the first drive shaft and the second drive shaft are configured to transition between a first, substantially straight arrangement and a second, substantially perpendicular arrangement.

Abstract: A hybrid torque converter that includes a torque converter and an electric motor disposed within a common casing, with no intervening casing, where both the torque converter and the electric motor are completely immersed in a common circulating fluid that cools both the torque converter and the electric motor.

Abstract: An impeller for a torque converter comprising: an axis of rotation; an impeller shell comprising: a torus portion; a radial wall portion; an elbow portion; an interior portion; and, an axially extending necked portion, extending about the axis of rotation and into the interior portion, having: a first circumferential surface; and, a second circumferential surface.

Abstract: A torque transfer device mountable rotatably around an axis of rotation to transfer a drive torque between an input side and an output side, having a converter wheel of a hydrodynamic converter and a centrifugal force pendulum, which has a pendulum flange extending in an at least partially radial direction and at least one pendulum mass, where the pendulum mass is positioned on a long side of the pendulum flange and is coupled with the pendulum flange by means of a sliding block guide. A first coupling device is designed to provide a connection for transferring torque between the pendulum flange and the converter wheel, where the first coupling device is connected to the pendulum flange at least partially radially to the outside of the pendulum mass to provide an exchange of torque between the converter wheel and the pendulum flange radially to the outside of the pendulum mass.

Abstract: A hydrokinetic torque coupling device features a casing comprising a casing shell and an impeller shell, an impeller, a turbine-piston, a damper assembly comprising a drive member non-moveably connected to the turbine-piston and a driven member elastically coupled to the drive member, and a clutch member comprising a clutch plate and a connecting member extending through the damper assembly and non-moveably interconnecting the clutch plate with the turbine-piston. The clutch plate has an axially outer surface facing an engagement surface of the casing. The turbine-piston is axially displaceable relative to the casing to move the clutch member axially toward and away from the engagement surface of the casing for positioning the hydrokinetic torque coupling device into and out of a lockup mode in which the clutch member and the casing frictionally interlock with one another so that the casing is non-rotatable relative to the turbine-piston.

Abstract: A transmission device with secondarily coupled power splitting, having hydrostatic and mechanical branches which can be summed by a summing gear system provided in the area of a central transmission shaft. At least two transmission ratio ranges, in the forward and reverse driving directions, can be obtained such that within the transmission ratio ranges the transmission ratio can, in each case, be varied continuously by a hydrostatic variator in the area of the hydrostatic branch. On the transmission input side, the central transmission shaft can directly couple a drive engine and functionally connect to both an auxiliary drive output shaft and a hydrostatic shaft of the variator, in the form of countershafts, and also to hydraulic pumps in the area of the transmission input. In the area of the transmission output, the central transmission shaft is coupled to a further hydrostatic shaft in the form of a countershaft.

Abstract: Embodiments herein relate to piece-part, sub-assembly, assembly, and component levels of a differential composed of a sun gear configuration and utilized in an integrated drive generator. An integrated drive generator is a hydro-mechanical transmission that drives a synchronous salient pole generator. The integrated drive generator is a constant speed output, variable speed input transmission that includes the differential and a hydraulic unit. In general, the integrated drive generator utilizes the variable speed input from an accessory gear box of an engine to drive or control a hydraulic unit, which in turn drives or controls a churn leg member of the differential. As the differential is driven, speeds of each speed member of the differential are then summed to generate the constant speed output to drive the synchronous salient pole generator.

Abstract: A pressure angle of the worm is set to be greater than a pressure angle of the worm wheel so that a maximum number of meshing teeth becomes smaller than or equal to n (where n is a natural number) with respect to the speed reduction mechanism in which a number of meshing teeth is always n+1 or changed between n+1 and n by rotation under a condition in which the pressure angles of the worm and the worm wheel are the same with respect to each other.

Abstract: An isolating decoupler comprising a hub for connection to a shaft, a pulley journalled to the hub, the pulley having a belt engaging surface, a composite spring having a clutch portion, a transition portion and a variable diameter portion, the composite spring engaged between the hub and the pulley, the clutch portion diameter reducible in a loading direction for a frictional engagement with the pulley in the loading direction, the frictional engagement of the clutch portion progressively releasable from the pulley in an unloading direction, the variable diameter portion having a diameter which varies according to a torque load; and an inertial member engaged with the hub through a damping member.

Abstract: A transfer case for use with four-wheel drive vehicles incorporates a pass-through power takeoff shaft to drive remote secondary implements or accessory devices. The power takeoff shaft delivers rotational power from the vehicle transmission to the remote implement or accessory by passing through the housing of the transfer case to improve ground clearance and minimize driveline angles. The housing for the transfer case can mount bearings that rotatably support the power takeoff shaft. Alternatively, a tubular member can be mounted in the transfer case to provide a passageway through which the power takeoff shaft can pass through the transfer case. The points of engagement of the power takeoff shaft and the transfer case housing are sealed to prevent the loss of lubricating fluid from the transfer case. In each embodiment, the power takeoff shaft passes through the transfer case without engagement of or interference with the drive components therein.

Abstract: A gearbox comprises a gearbox housing containing a gear train whose shafts are supported by the housing. The housing is fastened to a mounting plate at exactly three attachment points. This three point attachment reduces distortion of the housing that may cause misalignment of individual meshing gears in the gear train, leading to premature failure of those gears transmitting high torque.