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 limited-slip differential gear unit has end adjustable slip-limitation according to the operation mode of the adjustable suspension system. A control system for the limited-slip differential gear unit, which controls the slip-limitation is associated with a suspension control system to receive therefrom a suspension mode indicative signal to select one of a plurality of preset characteristics to derive a slip-limit control signal. The limited-slip differential gear unit includes a slip-limit adjusting mechanism which is responsive to the control signal for adjusting the slip-limitation to be generated by the limited-slip differential gear unit.

Abstract: A four wheel drive automatic transmission, comprising: a speed-changing transmission unit; a front wheel transmission mechanism driven by the transmission unit and having a large driving gear and bearings for the large driving gear; a center differential unit having an input member driven by the large driving gear and two output members for driving front wheels and for driving rear wheels, respectively; a transfer with a rear wheel driving transmission having a driving gear member disposed coaxially with the output member for rear wheel driving, a connecting member between the output member for rear wheel driving and the driving gear member and a transfer output gear member driven by the driving gear member; a case in which the front wheel transmission mechanism, the center differential unit and the transfer are disposed; and, an oil separating structure defining separately lubricatable cavities within the case, the structure comprising two seal members, disposed between the connecting member and the case at

Abstract: A torque splitting device (12) capable of use in a four wheel drive road vehicle has two coupled epicyclic differential devices providing the two outputs and connected respectively with a torque input shaft (30), which may be driven by a vehicle gearbox and a control shaft (35). The control shaft is driven from the input shaft (35) by way of an infinitely variable ratio drive means comprising a fixed displacement hydrostatic motor (51) coupled with a variable displacement hydrostatic pump (50) which is controlled by signals from a control unit (60). The unit (60) may be responsive to signals representing vehicle control and/or experience.

Abstract: A shifting arrangement for the shifting between a single-axle standard drive and an all-wheel drive, having a first clutch for the locking of a central differential gear and a second clutch for the connecting and disconnecting of one vehicle axle, actuated by first and second pressure medium control elements against the force of a spring and having a shift valve controlled by an electronic control unit, to either supply working pressure or relieve from pressure the control element. The shift valve can be controlled by the control unit in such a way that, when there is a shifting into the shifting step for the standard drive, the clutch torque of the clutch of the differential gear at least approximately increases only to the extent to which the clutch torque of the other clutch decreases. As a result, a sudden rise of torque is avoided at the vehicle axle that is driven in a standard drive.

Abstract: A four wheel drive vehicle with an anti-lock braking system comprising front and rear axles coupled together by a power transmission assembly capable of transmitting the braking force acting upon the front wheels to the rear wheels. A power unit is drivingly connected to the power transmission assembly. A hydraulic braking system controls the hydraulic pressure applied to each wheel brake and an anti-lock control system controls the hydraulic braking pressure such that the braking pressure is reduced when a wheel is about to become locked. The anti-lock control system includes a front wheel control section to control the hydraulic pressure applied to the front wheel brakes and a rear wheel control section to control the hydraulic pressure applied to the rear wheel brakes. The front wheel and rear wheel control sections are connected so that in cases where the braking force acting upon the front wheels is transmitted to the rear wheels, i.e.

Abstract: A transmission unit particularly intended for use as a differential between driven axles of a vehicle comprises an epicyclic gear train having three rotatable members, specifically, an input member connected to an input shaft, a second member connected to one section of a liquid friction coupling, and an output member connected to an output shaft. To avoid an occurrence of constraining torques as the vehicle is steered and to permit a modulation within a wide range of the relationship between the speed difference between the sections of the coupling and the torque limit of the transmission unit, the second section of the liquid friction coupling is non-rotatably connected to a stationary structure of the transmission unit, specifically to a housing of the epicyclic gear train. Alternatively, said second section of the coupling may be adapted to be held against rotation by a brake, so that the axles of the vehicles can easily be uncoupled from each other.

Abstract: An interaxle differential system connecting two driven axles of a motor vehicle comprises a restrainable differential and a planetary gear train, which comprises three torque-transmitting members which have parallel axes. Two of said torque-transmitting members are operatively connected to two output shafts of the differential. A restraining device is connected to the third of said torque-transmitting members. In an interaxle differential system for use in a passenger car, the restraining device is a controllable liquid friction coupling, one coupling half of which is held against rotation.

Abstract: In an assembly for a vehicle of an engine and a four wheel drive power transmission system including a speed change device, a first power distribution device for distributionally dividing rotational power toward a pair of front wheels and a pair of rear wheels and a second power distribution device for rotationally dividing rotational power for the pair of either the front wheels or the rear wheels, wherein the engine, the speed change device and the first power distribution device are assembled in this order along a common central axis with one of two output shafts of the first power distribution device being shifted sideward of the central axis and directed toward the engine while the second power distribution device is mounted to a side of the engine with an input shaft thereof being directed toward and substantially aligned with the above-mentioned output shaft of the first power distribution device, a propeller shaft to connect the above-mentioned output shaft of the first power distribution device by a

Abstract: A wheel drive mode changeover apparatus designed to effect a changeover between (a) a two wheel drive mode having only rear wheels driven, (b) a first four wheel drive mode having front wheels and the rear wheels driven at a substantially equal peripheral speed, and (c) a second four wheel drive mode with the front wheels driven at a higher peripheral speed than the rear wheels. The wheel drive mode changeover apparatus includes a control rod for manually switching between the mode (a) and the mode (b) above. By assuming one position this control rod allows the wheel drive mode changeover apparatus to effect the changeover between the mode (b) and the mode (c) in accordance with a traveling condition of a vehicle.

Abstract: A torque control arrangement for a four-wheel-drive vehicle comprises a fluid torque transmitting device disposed in a front or rear torque transmitting path and operative to vary torque transmitted therethrough in response to a difference between input speed and output speed thereof, a clutch device provided in series to the fluid torque transmitting device, front and rear speed reduction devices for determining a final drive ratio in the front torque transmitting path and a final drive ratio in the rear torque transmitting path, respectively, first and second speed sensors for detecting the input speed and the output speed of the fluid torque transmitting device, respectively, and a control unit operative to disengage the clutch device when a speed difference obtained by substracting the output speed of said fluid torque transmitting device from the input speed of said fluid torque transmitting device is reduced to a range of positive values, the upper limit of which is not greater than a predetermined smal

Abstract: A planet-wheel power divider operates with a planet carrier and other transmission members in the form of three central wheels, with an input shaft connected to one central wheel, with an output shaft drivingly connected to one central wheel, with an output shaft drivingly connected to one of the other three transmission members and arranged centrally relative to the main axis. A second coaxial output shaft in the form of a hollow shaft is used to drive a parallel auxiliary drive shaft and can be coupled alternately to two of the three transmission members by shiftable clutches. A main planet meshes with an auxiliary planet and an outer central wheel, used for the constant connection to the input shaft, and an inner central wheel meshes with the main planet and a further inner central wheel meshes with the auxiliary planet.

Abstract: In an assembly for a vehicle of an engine and a four wheel drive power transmission system including a speed change device, a first power distribution device for rotationally dividing rotational power for the pair of either the front wheels or the rear wheels, wherein the engine, the speed change device and the first power distribution device are assembled in this order along a common central axis with one of two output shafts of the first power distribution device being shifted sideward of the central axis and directed toward the engine while the second power distribution device is mounted to a side of the engine with an input shaft thereof being directed toward and substantially aligned with the output shaft of the first power distribution device.

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: An all wheel drive for a motor vehicle including a limited slip intermediate differential arranged between the front and rear axles of the vehicle. A plate clutch is included for providing a rotational moment as a function of the rotational speed difference relationship characteristic, to be transferred to the front axle from the rear axle which is different from the rotational moment transferred to the rear axle from the front axle.

Abstract: A drive system for motor vehicles having a motor which has an axis that is transverse to the direction of travel of the vehicle comprises either a manually operable change-speed transmission which is disposed substantially beside the motor, or an automatic change-speed transmission which is coaxial to the drive shafts of the front axle. The change-speed transmission is operatively connected to the front axle differential of the vehicle, optionally via idler gears, and is operatively connected by an angle drive to a shaft which leads to and is operatively connected to the rear axle.

Abstract: A four-wheel drive arrangement for vehicles having a transversely mounted engine includes an angular drive arrangement which incorporates several design features to reduce undesirable movement of the arrangement and resulting noise inside the vehicle. These features include support of the angular drive gear assembly at a point other than where it is fastened to a transmission/differential combination (e.g., by a bracket fastened to the engine), formation of the clutch and differential gear housing as an integral unit, resonance decoupling of a cardan shaft arrangement driven by the angular drive gear, and design of the angular drive gear assembly housing so as to reduce the length of the output shaft and associated bearing support. Specific arrangements for supporting the angular drive gear assembly and sections of the cardan shaft arrangement are also disclosed, as are specific features of the unitary housing which contributes to the overall reduction of inside noise levels.

Abstract: The present disclosure describes a power distributing mechanism for a vehicle including rear wheels as driving wheels and front wheels as driving and steering wheels, comprising a drive shaft for the rear wheels; a shaft for the front wheels coaxially adjacent to the shaft for the rear wheels; a driving rotator having outer teeth and connected to the shaft for the rear wheels; a driven rotator having outer teeth and axially slidably connected to the shaft for the front wheels; a forcing mechanism for elastically forcing the driven rotator toward the driving rotator; a cylindrical intermediate member disposed around both rotators and having inner teeth engageable with the outer teeth of the respective rotators with circumferential spaces therebetween; and a braking mechanism for applying a braking force to the rotating intermediate member; said both rotators being provided at the end surface portions projections for disengaging the driven rotator.

Abstract: A final reduction gear comprising a pair of bevel gears are provided between a rear drive shaft and a rar axle shaft. A pair of oil hydraulic clutches are provided on both ends of the rear axle shaft for transmitting output of the final reduction gear to rear wheels of a motor vehicle respectively. Pressure of oil appplied to each of the clutches is controlled in accordance with driving conditions of the vehicle thereby controlling transmitting torque capacity of each clutch at cornering.

Abstract: The transfer case comprises differential gearing in the form of a single planetary gear set having an annulus, a first set of planet gears in engagement with the annulus, a second set of planet gears in engagement with corresponding planet gears of the first set and a sun gear in engagement with the planet gears of the second set. The input torque supplied by a transmission output member is applied to the annulus so that substantially any portion of the torque can be applied to the sun gear by appropriate sizing of the sun gear with respect to the size of the annulus.

Abstract: A four-wheel drive system for use in a vehicle includes mechanisms for preventing disengagement of the engagement sleeves of a transfer gear shift mechanism while permitting limited displacement of the engagement sleeves, shift forks and fork shafts to prevent a large amount of friction between grooves in the engagement sleeves and engagement fingers of the shift forks. Disengagement of the engagement sleeves is prevented by formation of chamfers and tapered surfaces on corresponding portions of the engagement sleeves, splines and sprockets. Limited displacement of the engagement sleeves, shift forks and fork shafts is accomplished by means of notches in the fork shafts which are larger than corresponding locking pins, so that the fork shafts, shift forks and engagement sleeves are displaceable within a distance corresponding to the difference in size between the notches and locking pins.

Abstract: In a power transmission apparatus for use in a vehicle of the type in which its front and rear wheels are driven by the same engine, a first rotary shaft transmitting drive force to the front wheels and a second rotary shaft transmitting drive force to the rear wheels are coupled to each other through a hydraulic oil pump which is driven according to the rotation speed difference between the first and second rotary shafts and delivers hydraulic oil of an amount corresponding to the rotation speed difference. The pressure of hydraulic oil delivered from the pump is controlled by hydraulic control means so as to automatically change over between the two-wheel drive mode in which the front or rear wheels only are driven and the four-wheel drive mode in which both the front and rear wheels are driven.

Abstract: This system can be used, in particular, with a vehicle having a transverse drive motor unit and converts a front wheel drive vehicle into a four-wheel drive vehicle. The system includes a central differential driven from an output member of a gear box by means of a hollow body in which the differential associated with the front wheels is housed. The two outputs of the central differential drive the two differentials associated with the front and rear wheels. The arrangement of the differentials is particularly compact and the original housing of the differential can be retained.

Abstract: In all-wheel drives having a clutch (12) automatically form-locking upon speed or torque uniformity, the driver can keep them engaged or disengaged as desired, for instance, during the actuation of the service brake (13) or during special uses, or when moving in reverse, and thereby automatic disengagement is prevented and the action of the motor brake over all wheels (10,11) can concomitantly be ensured. The adjusting device (14) used therefor can be directly designed as a shaft brake and directly assembled with the clutch (12) so that a twofold use is achieved and the brake (13) of the vehicle is protected (FIG. 1).

Abstract: An improved four wheel drive system for a vehicle is disclosed. The system includes a first carrier assembly connected to a power generation system of the vehicle and adapted to transmit power to a first pair of drive wheels. A second carrier assembly having an input member and an output member connected to a second pair of drive wheels is also provided. The second carrier assembly is adapted to transmit power from the input member to the output member. A mechanism is provided for selectively connecting the first carrier assembly to the input member of the second carrier assembly for transmitting power thereto. A biasing structure is further provided for moving one of the input and output members relative to the other of the input and output members prior to connecting the first carrier assembly to the input member of the second carrier assembly.

Abstract: An arrangement for a four wheel drive motor vehicle which increases the rotational moment transfer from the front axle to the rear axle in the case of a large rotational speed differential between the two axles. The arrangement includes a lamella or plate clutch arranged between the front axle and the rear axle. The front axle is directly driven by the gear change transmission and the rear axle is indirectly driven by the front axle. A one way clutch and a reducing transmission are interposed with respect to the plate clutch in such a way that the characteristic curve for rotational moment transfer versus axle rotational speed differential exhibits a flat slope during normal driving conditions (relatively small speed differentials) and an increasingly steep slope during hazardous driving conditions (relatively large speed differentials).

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 four-wheel drive recreational vehicle having an independent front suspension system and a clutch arrangement for normally driving the vehicle from the front wheels only, but capable of sensing slippage of the rear wheels to thereby couple the engine's output shaft to the front wheels as well. The front wheels are equipped with tires which are more narrow than those used on the rear wheels, but the tread width of the front wheels is made larger than that of the rear wheels to thereby provide adequate space for the driving connections between the front differential and the wheels so that only modest bending forces are experienced by the U-joint coupling the driven shaft between the front differential and the wheels' driven axles.

Abstract: A viscous fluid rear axle coupling apparatus for a front engine vehicle having a front transaxle drivingly interconnected to its front pair of wheels. The viscous coupling apparatus includes power transfer means adapted to convert the rotation of the vehicle's longitudinal propeller shaft into rotation of an outer drum of the apparatus about a transverse axis. The outer drum concentrically surrounds a pair of coaxial right and left inner drums enclosed in a housing chamber filled with viscous fluid. Each inner drum is drivingly connected to respective right and left rear wheel output shafts extending transversely outboard therefrom. Each inner drum has a set of inner plates interleaved with a single set of outer plates of the outer drum. The apparatus functions as an interaxle and limited slip differential during four wheel drive as well as a conventional differential allowing the rear wheels to rotate different amounts during its two wheel and on-demand four wheel drive modes.

Abstract: In a driving gear for front and rear wheels of automobile, comprising an engine with a crank shaft disposed in the direction of width of the car body, a transmission means supported on an engine case at one side axially of said crank shaft, a clutch provided between the engine and the transmission, a first differential gear coupled to the transmission, a second differential gear transmitting one output of the first differential gear to left and right wheels on the front or rear, a third differential gear transmitting the other output of the first differential gear to left and right wheels on the rear or front, the improvement wherein the first differential gear is of planetary gear type, the second differential gear is of bevel gear type, both the first and second differential gears are provided on both sides of a position corresponding to said clutch on the same axis parallel to said crank shaft.

Abstract: A power transfer device for a four-wheel drive vehicle comprises a first differential including a differential case arranged to be applied with drive torque from a transmission, a pinion gear rotatably mounted within the differential case, and a pair of side gears rotatably mounted within the differential case and in mesh with the pinion gear; a pair of output shafts connected to the side gears respectively for driving the front and rear road wheels; a second differential including a differential carrier formed to contain the differential case therein, a carrier rotatably mounted within the differential carrier and connected with the differential case for rotation therewith about a common axis, a sun gear integral with one of the side gears, a planetary gear rotatably supported by the carrier and in mesh with the sun gear, a ring gear integral with the inner wall of the differential carrier and in mesh with the planetary gear, the carrier being drivingly connected to an output shaft of the transmission; and a

Abstract: In the particular embodiments described in the specification, an all-wheel drive system is disclosed wherein either the wheels of both the front axle and the rear axle of a vehicle are driven continuously and the front axle and rear axle can be rigidly coupled with each other, or wherein the wheels of only one axle are driven continuously while the drive for the wheels of the second axle can be obtained automatically by means of a viscosity clutch arranged in the driving train between the front axle and the rear axle so that the front and the rear axles are coupled with each other essentially rigidly according to the torque. In addition, one or more coupling devices are provided which are constructed so that a decrease in the rotational speed of the front wheels, caused in particular by the actuation of the service brake, cannot be transmitted through the driving train to the rear wheels.

Abstract: A dual bevel gear differential transaxle assembly for a front transverse engine vehicle with front and rear pairs of road wheels providing a part time on-demand four-wheel drive system. Interaxle and front wheel bevel gear differentials are aligned on a transverse axis. The differentials are connected by a side gear shaft and inner and outer side gear sleeves concentric about the side gear shaft. The interaxle differential achieves front axle to rear axle differentiation while the front wheel differential provides differentiation for the front pair of road wheels. The dual differential transaxle assembly includes viscous fluid clutch means providing an automatic limited slip condition of the interaxle differential when there is a predetermined difference in speed or rpm between the front and rear pair of road wheels.

Abstract: A four-wheel drive mechanism for a front-wheel drive vehicle includes a final drive mechanism driven from the output shaft of the engine, which transmits power through a differential to the front drive wheels, and through a gear set and an overrunning clutch to the rear axleshafts. The gear ratio of the gear set is established so that the outer race of the clutch is driven slower than the speed of the front drive wheels so that the rear axleshafts in normal driving conditions are not driven. If, however, the front wheels slip relative to the road surface, the clutch will transmit power to the rear axleshafts or to one rear axleshaft that turns slower than the rear axleshaft. A roller cage retains the rollers and is biased by a spring into contact with a drag surface that is selectively connected to and disconnected from the casing of the drive mechanism.

Abstract: In a four-wheel drive car comprising an engine mounted on the front or rear side of car body and having its crank shaft disposed in the direction of width of the car body, a transmission provided with an output gear capable of being connected to the crank shaft and rotating around an axis parallel with the crank shaft, a reduction gear engaging with the output gear in the rear or front of the transmission, a first differential gear provided concentrically with the reduction gear so as to transmit an output of the reduction gear in a divided manner, a second differential gear transmitting one output of the first differential gear to left and right wheels on the front or rear, a gear for transmitting the other output of the first differential gear rearward or frontward orthogonally to the crank shaft, a third differential gear for transmitting a driving force from the gear to left and right wheels on the rear or front, the improvement wherein the gear for transmitting the other output of said first differential

Abstract: A transmission system especially useful in performance saloon cars includes a simple epicyclic gear (2) between an engine (1) and a standard gearbox (MG or AG). The drive to the front axle (10) is taken from the sun gear (12). The drive to the rear axle (20) is via the gearbox from the annulus (16). The torque splits in the optimum ratio between front and rear axles for the gear selected. In first gear and top gear the front:rear torque ratios are 1:3 and 3:2 respectively.

Abstract: A four-wheel drive agricultural tractor with independently steered ground engaging wheels supporting a flat, extensible load supportive frame includes an operator's cab that is adapted to face the direction of travel. Mounted under the frame is an internal combustion engine, clutch, and transmission which are individually controllable from the cab. A system of shafts and gears couple motive power from the transmission to pairs of wheels and a system of hydraulic steering motors are controllable from the cab for effecting either coordinated or crab steering. Fabricated of box-girders, the frame includes fixed and slidable portions that are mutually displaceable by hydraulic rams located within the frame to vary the wheelbase and tread of the tractor. The frame also includes an articulated hinged member at each end carrying a hydraulic stabilizer.

Abstract: A transmission system for vehicles has a coupling (1) with a tubular body (12) provided with internal helical teeth (19,20) at each end. An input shaft (22) is rotatably journalled in the body (12) and is provided with helical splines (25) along its length. A sliding gear (27) has internal gear teeth (26) engaged with the splines (25) and external gear teeth (28) to selectively engage the teeth (19,20) in the body to couple the input shaft (22) and body (12) together. When the body (12) rotates faster than the input shaft (22), the sliding gear (27) moves along the splines (25) to de-couple the body (12) and input shaft (22) until the rotational speed of the two is again equalized. The coupling (11) may be provided between the transfer case and differential of a four wheel drive (4WD) vehicle, in a free-wheeling hub assembly (30) or in a differential assembly (60) for small vehicles.

Abstract: A four-wheel drive system has a center differential between front and rear wheels, and differential restraining or locking means for restraining or locking the center differential. The four-wheel drive system is equipped with an automatic control system for automatically locking the center differential in accordance with the deceleration of the vehicle. The control system may have means for determining a coefficient of friction between the tire and road surface in order to lock the center differential at a low vehicle deceleration when the sensed coefficient of friction is low.

Abstract: A four wheel drive system has two overrunning clutch drive assemblies drivably connected to each of the front axle shafts. The rear axle shafts are driven from a standard or limited slip differential. The front axle shafts in a forward drive condition with no slippage are driven at a slower speed than the speed of the rear axle shafts. Therefore, under normal conditions, power is transmitted to the rear wheels of the vehicle and the one way clutch is overdriven by the front axle shafts. The speed at which the front axle shafts are driven is in the range three to four percent less than the speed at which the rear wheel axle shafts are driven. The one-way clutch assembly permits differential drive to the front axle shafts in a turn or when slippage occurs. The front axle shafts transmit drive only when the speed difference between the front and rear axles is overcome.

Abstract: A torque transfer mechanism includes the output shaft of a power source to be connected to the rear axle, a first intermediate output shaft disposed concentrically with said output shaft, a second intermediate output shaft to be connected to the front axle, a power transmitting means for drivingly connecting said first and second intermediate output shafts, and a frictional coupling means interposed between said output shaft and said first intermediate output shaft. Said frictional coupling means comprises frictional members, a first cylinder, a first piston received in said first cylinder and adapted to apply a pressure to said frictional members, a second cylinder formed in said first piston, and a second piston received in said second cylinder. When the pressurized fluid is supplied only to said second cylinder, a slip between said output shaft and said first intermediate output shaft is allowed during the running of the vehicle along a curve to allow easy running operation of the vehicle.

Abstract: A system for a four-wheel drive vehicle for automatically changing transmission torque to rear wheels. The system is provided with a fluid pressure controlled friction clutch which is in a partial engagement state in an ordinary driving condition for transmitting the power of the engine to rear wheels. Therefore, when the vehicle turns a corner, the friction clutch slips to allow the rear wheels to rotate slower than front wheels. A load sensor and slip detecting device are provided for producing signals. A control system is provided to respond to the signals for increasing the engagement part of the friction clutch to provide a sufficient four-wheel driving.

Abstract: A four-wheel drive system for a vehicle, comprising an engine having an output shaft rotatable about an axis in a lateral direction of the vehicle; a transmission gear unit including input and output shafts each having an axis of rotation parallel with the axis of rotation of the output shaft; a first wheel drive gear unit comprising power splitting gear means to split driving power from the transmission output shaft into two driving power components, and a first differential gear assembly for a pair of road wheels, the power splitting gear means and the first differential gear assembly being aligned with the transmission output shaft; and a second wheel drive gear unit comprising a second differential gear assembly for another pair of road wheels; the first wheel drive gear unit further comprising final reduction gear means positioned between the power splitting gear means and the first differential gear assembly, and power transfer gear means intervening between the power splitting gear means and the second

Abstract: A multi-axle driving mechanism for agricultural carrier comprising two individual transmissions driven by the same power source, one of the transmissions is secured and connected to a differential disposed between two front half driving axles each provided with a front driving wheel while the other transmission is secured and connected to a continuous rear driving axle provided with a pair of rear driving wheels; a pair of lost motion means disposed between the end of the continuous rear driving axle and the rear driving wheels; and front and rear frames respectively secured on the front and rear driving axles, and connected one with the other by means of a rotatable shaft longitudinally arranged therebetween.

Abstract: A four-wheel drive system for a vehicle, comprising an engine having an output shaft rotatable about an axis in a lateral direction of the vehicle; a transmission gear unit including transmission input and output shafts parallel with the axis of rotation of the engine output shaft; a first wheel drive gear unit comprising power splitting gear means to split driving power from the transmission output shaft into two driving power components, and a first differential gear assembly to split one driving power component into two output power components to be transmitted to one pair of road wheels, the power splitting gear means and the first differential gear assembly being aligned with the transmission output shaft in a lateral direction of the vehicle; and a second wheel drive gear unit comprising a second differential gear assembly to split the other driving power component into two output power components to be transmitted to another pair of road wheels; the first wheel drive gear unit further comprising final

Abstract: A four-wheel drive system for a vehicle, comprising a power unit having an output shaft in a lateral direction of the vehicle, a power transmission gear unit including transmission input and output shafts each having an axis of rotation parallel with an extension of the axis of rotation of the output shaft of the power unit; an intermediate drive gear parallel with the axes of rotation of the transmission input and output shafts, the transmission output shaft being held in driving engagement with the intermediate drive gear, a first wheel drive unit comprising differential-action power splitting means operative to split driving power from the drive gear into two power components and a differential gear assembly operative to transmit one of the two power components to a first pair of road wheels, a second wheel drive unit comprising right-angle power transfer gear means engaging the differential-action power splitting means and operative to transmit therethrough the other of the two driving power components in

Abstract: An improved control system for a change speed multiple drive axle assembly, such as a tandem axle assembly (10), having a lockable interaxle differential (35) is provided. The improved control system (306) permits engagement and disengagement of the interaxle differential lockup in either the high or low speed ranges of the tandem axle mechanisms (11 and 12) and includes means to sense actual and/or impending engagement (96) of the interaxle differential lockup (84) to prevent operator shifting of the axle shift selector switch (150).

Abstract: A vehicle drive system for a wheeled vehicle, comprising a power unit having an output shaft extending in a lateral direction of the vehicle, a power transmission gear unit including transmission input and output shafts each extending in a lateral direction of the vehicle; and a power distribution gear unit comprising a front-wheel and rear-wheel differential gear assembly operative to split into two components the driving power carried to the power distribution shaft, one of the power components being transmitted through a final reduction gear assembly and a wheel drive differential gear assembly to, for example, front road wheels, the other of the driving power components being transmitted to, for example, rear road wheels by way of a right-angle power transfer gear assembly including a driven gear having an axis of rotation in a fore-and-aft direction of the vehicle. The drive system may further comprise a lock-up clutch mechanism and/or a low-and-high speed shifting clutch mechanism.

Abstract: In a four-wheel drive vehicle wherein the forward pair of wheels is driven through one differential assembly and the rearward pair of wheels through another differential assembly there is a transfer case through which power originating in the engine is distributed, or transfered, to the two differential assemblies. In the transfer case there is normally a third differential mechanism to compensate for differences in performance between the forward pair of wheels and rearward pair of wheels during on-the-road travel. The conversion kit of the invention makes use of a direct power transfer component in the transfer case at a location taking the place of the third differential mechanism, previously removed from the case.

Abstract: A centrally disposed, torsion-proof carrying tube contains a propeller shaft operatively connected to the driven axle assemblies and equipped with supports for the body of the vehicle. Each axle assembly has a spur gear differential associated therewith and comprises two bevel gear trains succeeding the differential and accommodated in a gear housing flanged to the central carrying tube. The body supports comprise at least two cross members joined to the carrying tube and two longitudinal members secured to the cross members. Each wheel is mounted on a stub axle carried by a longitudinal control arm pivoted to a cross member on an axis which is transverse to the longitudinal direction of the vehicle. Two universal-joint shafts drive the two wheels of each axle assembly. Each universal-joint shaft is associated with one of the bevel gear trains and is enclosed in a splash-proofing shell tube connected by ball-type joints to the adjacent stub axle and to the adjacent gear housing, respectively.