Abstract: An integrated wheel end system for a vehicle including a clutch adapted to provide driving engagement/disengagement of a wheel to convert between driven and non-driven modes of wheel movement. A vehicle is provided with both 4×2 and 4×4 capabilities and, when 4×4 capability is required, a negative pressure is applied to a vacuum cavity thus causing a piston, shift fork and spline collar to move inboard. The spline collar is splined to the constant velocity joint and as it moves inboard it locks on the spline plate locking the wheelend to the axle shaft. The invention also provides a default 4×4 embodiment, the spline collar is splined to the joint and as the piston fork and spline collar move inboard, they unlock the wheelend from the axle shaft. A selectively activated actuator is provided for moving the clutch member between its driving and non-driving positions.

Abstract: A yaw control system for an automotive drivetrain includes an equal torque differential, an engine-driven hydraulic pump, and hydraulically actuated control brakes operable to apply a resistive torque to either a left or right axle of the driven wheels. An acceleration-responsive control valve actuates one of the control brakes according to the direction of lateral acceleration of the vehicle. The control valve includes an inertial or seismic mass that moves a valve member to connect or disconnect the control brakes from the hydraulic pump. The control brakes are attached to the vehicle chassis so the resistive torque is reacted through the chassis, thereby inducing a yaw moment that coincides with and assists the turning of the vehicle.

Abstract: A two-wheel and four-wheel driving change-over device for a vehicle wherein the existing construction as little as possible. A change-over unit intermittently performs power transmission for the power transmission mechanism. The change-over unit includes a driving shaft connected to a driving side, a driven shaft fitted to the driving shaft with an annular clearance therebetween. A plurality of engaging or disengaging members installed in a clearance between the driving shaft and driven shaft are engaged with or disengaged from the opposing surfaces for performing a connecting operation and a disconnecting operation between the driving shaft and driven shaft. A change-over mechanism is provided for selectively positioning the engaging or disengaging members between a position where said driving shaft and driven shaft are connected and a position where said driving shaft and driven shaft are disconnected.

Abstract: This is a new motor-driven transport trolley comprising a frame with a rotating plate on top, having two sets of wheels, right and left, and two or more hydraulic motors which move the two sets of wheels separately to obtain differentiated drive. The motors are hydraulic and are fed by a pressure pump; the motion is differently distributed to the various hydraulic motors by means of valves connected to a control unit which controls the operation of the hydraulic motors, the pressure pump and the valves. This control unit is controlled by a push-button panel connected to it by means of an electric cable, infrared rays or radio waves, etc.

Abstract: An all wheel drive system for a motor vehicle comprising a front differential, a pair of front halfshaft assemblies operatively connected to the front differential whereby the front differential supplies torque to the pair of front half shaft assemblies, each of the pair of front half shaft assemblies connected to a respective front wheel, a power takeoff unit operatively connected to the front differential, a constant velocity joint connected to the power takeoff unit whereby the front differential supplies torque to the constant velocity joint through the power takeoff unit, a first propshaft having a first end and a second end, the first end connected to the constant velocity joint, a plunging constant velocity joint connected to the second end of the first propshaft, a second propshaft having a first end and a second end, the first end connected to the plunging constant velocity joint, a universal joint having a first end and a second end, the first end of the universal joint connected to the second end o

Abstract: A selective all wheel drive powertrain has an engine and transaxle adapted to normally drive the front wheels of a vehicle. A transfer gear set, drive shaft, clutch and differential are connectable between the output of transaxle and the rear wheels of the vehicle to selectively provide an all wheel drive system. A pump, which supplies the fluid pressure to engage the clutch, has a pair of relatively rotatable members that are connected to rotate in unison with opposite sides of the clutch such that when the valve is operated, the clutch will be engaged. A selectively operable valve is disposed between a reservoir and the pump and controlled in actuation by the vehicle traction control system (TCS) to connect the pump to the reservoir when a loss of traction is sensed by the TCS. The clutch is effectively controlled by the selectively operable valve that supplies the fluid to the pump.

Abstract: A transmission is described for a motor vehicle having selectable four-wheel drive. The transmission includes a coupling for selectively applying torque to the front wheels of the vehicle to switch between two-wheel drive and four-wheels drive in dependence upon slipping of the driven wheels. The coupling includes a drive member rotatable with the rear wheels, a driven member rotatable with the front wheels, the drive and driven members being movable axially relative to one another. The drive and driven member have teeth which mesh with one another in a first relative axial position of the drive and driven members to transmit torque from the drive to the driven member, but which are disengaged from one another in a second relative axial position of the drive and driven members to disconnect the drive to the front wheels.

Abstract: A four-wheel drive vehicle with free wheels having free wheel hub mechanisms which utilize intake pipe negative pressure which is kept from being in the negative pressure state for a long time to diminish loading of the sealing members and improve the durability of the free wheel hub mechanisms. In the free wheel hub mechanism, a negative pressure change-over valve is disposed in an intake pipe negative pressure introducing passage to not only open or close the passage but also open it to the atmosphere. A timer is also provided to operate the negative pressure change-over valve so that the negative pressure introducing passage is opened to the atmosphere after lapse of a certain time from when a transfer switches over to two- or four-wheel drive until when the intake pipe negative pressure becomes constant.

Abstract: An articulated tracked vehicle for agricultural harvesting which reduces damage to fields and can be driven on paved roads at reasonable speeds. The vehicle has front and rear elements, linked by an articulating joint which permits turning and rotation of one element with respect to the other. Each element is motivated by a pair of tracked power units which are hydraulically driven by a heavy duty differential between the units. Each power unit is rotatably mounted solely on a shaft sleeve of the differential and is free to oscillate vertically and independently to absorb irregularities in its path. Each unit includes an endless elastomeric track which has two rows of lugs on its inner surface. A novel drive mechanism engages these lugs to motivate the vehicle. A sealed transmission housing in each power unit protects key drive elements from environmental damage without interfering with operation of the unit.

Abstract: A drive assembly for a motor vehicle, having two drivable axles, a first axle being driven permanently by a drive unit and at least a second axle being connectable via a double coupling assembly so as to be externally controllable. The double coupling assembly comprises a common drivable coupling carrier with outer plates and individual sets of inner plates each connected to the axles of the second driving axle. The double coupling is actuated by a common actuating device, thereby permitting both sets of plates of the double coupling to be loaded by the same amount of actuation forces.

Abstract: A four wheel drive working vehicle having transmission clutches separately operable for driving right and left rear wheels. Power for driving right and left front wheels is transmitted thereto from a change speed device through a front differential, while power for driving the rear wheels is transmitted thereto from the change speed device through the transmission clutches, respectively. When the front wheels are steered from a straight running position beyond a predetermined angle in order to turn the vehicle, the transmission clutch corresponding to the rear wheel lying on the inside of the turn is disengaged while the transmission clutch corresponding to the outside rear wheel remains engaged. Consequently, the rear wheel lying on the inside of the turn and describing the smallest turning radius is placed in free rotation state. The working vehicle can change running directions and make small, sharp turns smoothly without a rear differential.

Abstract: A multiple disk clutch is provided for a rear wheel differential of a vehicle. A restricting torque for the clutch is set by vehicle speed, longitudinal acceleration and lateral acceleration of the vehicle. A large steering angle at a low vehicle speed is detected in accordance with the vehicle speed and a steering angle. In response to the restricting torque and a detected large steering angle at a low vehicle speed, the clutch is operated to reduce a restricting operation for the clutch.

Abstract: The distribution of drive power produced by a drive power source is controlled in a four-wheel-drive motor vehicle having main drive wheels and auxiliary drive wheels. Drive powers produced by the drive power source are independently regulated and transmitted to the left and right auxiliary drive wheels. While the drive power distribution ratio between the main and auxiliary drive wheels is maintained at a suitable value, the drive powers are variable distributed between the left and right auxiliary drive wheels by a drive power distribution control system. The drive power distribution control system determines the drive power distribution ratio between the left and right auxiliary drive wheels depending on a detected lateral acceleration exerted to the motor vehicle, and transmits the drive powers to the left and right auxiliary drive wheels according to the determined drive power distribution ratio.

Abstract: A power transmitting apparatus on a four-wheel-drive motor vehicle can distribute and transmit drive power from a power unit to front and rear drive road wheels such that the rotational speeds of the front and rear drive road wheels can differ from each other.

Abstract: A four wheel drive system for a vehicle includes comprising a power plant for producing a driving force, a front wheel driving mechanism for transmitting the driving force to drive right and left front wheels, a rear wheel driving mechanism for transmitting the driving force to drive right and left rear wheels, and right and left wheel clutches provided in one of the driving mechanisms for controlling the amount of the driving force transmitted to the wheels. A cut-off clutch is provided for controlling the driving force transmitted to the wheels of the one of the driving mechanisms, and a control device causes the cut-off clutch to engage before the wheel clutch is engaged. The driving force is transmitted sequentially rather than instantly from the cut-off clutch, the wheel clutches and to the wheels so as to suppress the torque shock creative in connection with a change in the drive condition.

Abstract: A four wheel drive system of a vehicle including a power plant for producing driving force, has a front wheel driving mechanism for transmitting the driving force to drive a right and left front wheels and rear wheel driving mechanism for transmitting the driving force to drive right and left rear wheels. Right and left wheel clutches provided in one of the driving mechanisms for control the amount of the driving force transmitted to the wheels, and steering angle detecting device detects a steering angle of a steering wheel. A control device increases torque distribution for the rear wheel driving mechanism in a cornering condition of the vehicle as a steering angle change rate is increased. The system provides the vehicle with a desirable torque distribution during a cornering operation so that improved cornering property is obtained.

Abstract: A motor vehicle such as a four-wheel drive vehicle having a first axle shaft which is driven by a drive source and a second axle shaft which is driven by the same drive source, each of a pair of wheels associated with the second axle shaft being powered by way of individual variable torque transmitting devices, further comprising: a steering condition sensor; and a control unit which reduces a torque transmission ratio of one of the variable torque transmitting devices corresponding to the inner one of the wheels of the second axle shaft when the steering condition sensor has detected a steering angle greater than a prescribed value. Thereby, the problem of the tight turn braking can be avoided without losing the advantages of four-wheel drive.

Abstract: A drive force distribution control system for a motor vehicle controls a drive force distribution ratio between drive road wheels based on a steering torque and a lateral acceleration.

Abstract: A transmission control system for controlling a transmission. The system has a main transmission with a speed changing mechanism and an output shaft, a substransmission connected to the output shaft, and a control system for receiving outputs from a number of sensors which sense the running state of the vehicle. The control system itself has two outputs, there being two separate hydraulic controls connected to the two system outputs, respectively. The two hydraulic controls control the speed changing mechanisms of the main and subtransmissions, respectively. Also provided is a hydraulic pressure source which supplies a working fluid to the two hydraulic controls. The control system determines whether the main and subtransmissions are in a transient period of the speed changing operation and, as long as one of the two transmissions is in the transient period, inhibits the speed changing operation of the other transmission.

Abstract: A motor vehicle such as a four-wheel drive vehicle having a first axle shaft which is driven by a drive source and a second axle shaft which is driven by the same drive source, each of a pair of wheels associated with the second axle shaft being powered by way of individual variable torque transmitting devices, further comprising: a steering condition sensor; and a control unit which reduces a torque transmission ratio of one of the variable torque transmitting devices corresponding to the inner one of the wheels of the second axle shaft when the steering condition sensor has detected a steering angle greater than a prescribed value. Thereby, the problem of the tight turn braking can be avoided without losing the advantages of four-wheel drive.

Abstract: In a drive arrangement for a motor vehicle, with an engine, a clutch, a change-speed transmission and an axle drive, the drive connection from the transmission output shaft to the axle drive shafts driving the vehicle wheels is constructed U-shaped. The clutch housing flangedly connected to the engine housing protrudes into the U-shaped intermediate space.

Abstract: A first axle, such as the front axle of a motor vehicle, is directly driven by the vehicle engine or its gear shift transmission. The vehicle wheels of the rear axle can be connected automatically via two limited slip differential systems that are assigned to them and are arranged on the rear axle. The limited slip differential systems comprises a planetary transmission with a through drive ratio that deviates slightly from 1:1 and a centrifugal brake that engages at the planetary transmission with a significantly higher ratio.

Abstract: A slip-controlled hydraulic brake system for all-wheel driven motor vehicles equipped with lockable differentials (2, 3) is provided with sensors (S.sub.1 -S.sub.4, 33-36) for measuring the rotational behavior of the wheels. Electronic circuits (44) are provided for logic combining and processing the sensor signals, and for generating braking pressure control signals by way of which the brake pressure in the individual wheel brakes (16-19) is variable in response to the rotational behavior of the wheels and to a reference variable. To compensate the increased moments of inertia as a result of the moments transmission, by way of the lockable differentials (2, 3) in this brake system the brake pressure in the rear-wheel brakes (18, 19), can be modulated at a lower control frequency as compared with the brake pressure in the front-wheel brakes (16, 17).

Abstract: A drive arrangement for a motor vehicle having a four-wheel drive establishable by connecting one wheel axle with another drivable wheel axle, wherein one wheel axle can be driven via an auxiliary drive shaft and a gear shift transmission, arranged in parallel with respect to its input shaft from an engine.This auxiliary drive shaft can be used for forming at least one gear transmission when the input shaft and the auxiliary drive shaft are brought into direct driving connection with one another by means of an auxiliary transmission. At least one of these two shafts can be clutched into driving connection with the auxiliary transmission. The clutch can be engaged only when the torque transmission in the gear shift transmission is interrupted or an interaxle differential is in effect that is connected between the two wheel axles.

Abstract: A power transmission apparatus for vehicles provided with a front wheel driving device for connecting an output shaft of a power unit to front wheels and a rear wheel driving device for connecting the output shaft to rear wheels, wherein a unidirectional clutch is provided in the front wheel driving device, which clutch comprises an outer member, an inner member and a clutch roller, and is capable of transmitting a driving force only in one direction from a power unit side to a front wheel side.

Abstract: The present invention is an improved torque transfer assembly for use in four-wheel drive vehicles. The assembly comprises the use of a gear located in communication with the auxiliary drive axle assembly which is designed to slip, upon application of an overload torque, to prevent excessive torque windup and shock-loading on the auxiliary drive axle assembly.

Abstract: A standard cargo container is reconstructed into a readily transportable hospital unit for providing emergency treatment to injured survivors at a site of a major disaster, wherein the structural features embodied by the container contribute to its transportability to the disaster site (except, of course, instead of cargo, the container houses medical facilities and supplies), and subsequently at the site the container has surface transportability as a result of internal combustion engine-operated front wheels and hydraulically-operated rear wheels. The rear wheels also have the noteworthy operating mode of being extendable and retractable so as to maintain a horizontal orientation in the container during the loading and unloading thereof from a cargo-type aircraft.

Abstract: A vehicle with a pair each of front and rear wheels. Every wheel has respective reduction gearing operatively connected with a common driving engine. Either one of the front and rear pairs is a pair of dirigible wheels, and the reduction gearing for these dirigible wheels are both of inscribed gearing construction, while the reduction gearing for the remaining non-dirigible wheels are both of circumscribed gearing construction.

Abstract: A drive and suspension system for a longitudinally extending vehicle includes a differential having a pair of laterally extending output shafts. The output shafts support a pair of longitudinally extending gear train supports which journal and enclose a pair of longitudinally extending gear trains driven off the output shaft to drive the vehicle's drive wheels. The gear train supports, which are pivotal relative to the output shafts, are connected proximate the drive wheels to a pair of spring suspensions which in turn are connected to the ends of a laterally extending walking beam which is pivotable on a longitudinal axis of the vehicle.

Abstract: A clutch for engaging a driving member with a driven member automatically upon application of torque to rotate the driving member in either direction, for maintaining engagement in either the drive or coast mode of operation and during the transition between drive and coast, for maintaining engagement in either forward or reverse operation and during the transition between forward and reverse, and for disengaging automatically upon interruption of the torque and slight rotation in the opposite direction.

Abstract: A vehicle has a forward mounted primary gasoline engine operatively engaged with the front axle and its associated wheels. The vehicle also has a rear mounted second motor drivingly engaged with the rear axle which is normally a dead axle. The rear axle is selectively drivingly engageable with the rear wheels which can overrun the rear axle in both the forward and reverse directions. The second motor is preferably an electric motor operable in two directions but alternatively may be a hydraulic pump/motor. The second motor, which may be driven by the primary motor or from an independent power source such as a battery, is manually actuable by the vehicle operator and automatically disengageable upon reaching a predetermined speed.