Abstract: A modified rear suspension K-frame herein may include a main support beam having a rear subframe bushing on each end of the main support beam. At least two arms are fixedly connected to the main support beam. A bracket is fixedly connected to an end of each of the at least two arms, wherein the end is farthest away from the main support beam. At least two front subframe bushings are located on a top surface of the at least two arms between the main support beam and the bracket.

Abstract: A skid plate for use with a vehicle. The skid plate includes a body portion including a front edge and a rear edge, and at least one protective wall extending from the front edge of the body portion. The at least one protective wall includes a first end and a second end, and the at least one protective wall is contoured such that the first end is defined at the front edge and the second end is positioned a distance from the front edge.

Abstract: The gears for reversing the rowing motion for oars is a gearing mechanism configured for use with an oar. The gears for reversing the rowing motion for oars reverses the pulling motion associated with the oar. This reversal of the pulling motion allows the oar to be used normally while the rower faces the bow of a boat. The gears for reversing the rowing motion for oars comprises a drive gear mechanism, a rotation gear mechanism a handle mechanism, an oar mechanism, and a gunwale mount. The drive gear mechanism transfers power from the handle mechanism to the oar mechanism. The gunwale mount attaches the gears for reversing the rowing motion for oars to the gunwale of a boat. The rotation gear mechanism raises and lowers the oar into the water.

Abstract: An IFS assembly having a single lower control arm having an inboard end pivotally secured to a chassis support structure, an air spring supported by an air spring seat relative to the lower control arm, a strut having an upper end pivotally secured to the chassis support structure and a lower end coupled to the lower control arm outboard end, and a steering knuckle fixed to the strut lower end, the steering knuckle disposed below the lower air spring seat and whose rotative movement about the strut axis is unconfined by proximity between the steering knuckle and the lower air spring seat, whereby available wheel cut is maximized. Also an IFS module including right and left side IFS assemblies and adapted for installation into a vehicle.

Abstract: A power-train is provided for a driven, steerable axle of a motor vehicle. To reduce the size of the turning radius of the vehicle, the power train includes a left drive shaft that is fixedly connected in terms of drive to a left steerable wheel; a right drive shaft that is fixedly connected in terms of drive to a right steerable wheel; and a drive unit configured between the drive shafts for driving the drive shaft; the drive shafts being configured as articulated shafts, each having a wheel-proximal articulated joint and a wheel-distal articulated joint; and said articulated joints each having at least one axis of rotation with the same orientation for all articulated joints. The drive unit is designed for transmitting an electromotively generated torque to the drive shafts, and having a body suspension that allows the drive unit to rotate relative to the body about a swivel axis that extends in parallel to the axes of rotation having the same orientation.

Abstract: A transaxle assembly is provided which is configured to be mounted to a frame of a vehicle. The transaxle assembly includes a transmission that has two separately attached pivotable knuckle assemblies. Each pivotable knuckle assembly can be independently steered and includes an axle driven by the transmission. Each axle drives a wheel of the vehicle. In another configuration, the two pivotable knuckle assemblies are joined by an integrally formed crossmember.

Abstract: A dual suspension system includes a chassis, a suspension arm rotatably connected to the chassis, a wheel connection connected coupled to the suspension arm, a first lock connected to the chassis and the suspension arm, and a second lock connected between a differential housing and the chassis. The first and second locks each have an unlocked state and a locked state. When the first lock is unlocked, and the second lock is locked, the vehicle substantially provides independent suspension. When the first lock is locked, and the second lock is unlocked, the vehicle substantially provides solid axle suspension.

Abstract: A steerable vehicle knuckle has an inboard portion defining upper and lower arms, with a kingpin between them, and has an outboard portion defining a spindle that cooperates with a fluid driven motor. The arms define a cavity where an axle end portion is pivotally received. Fluid supply ports, which supply fluid to energize the motor, are located on an upper surface of the knuckle's inboard portion. Fluid drain lines extend within the knuckle from the motor to the cavity and are utilized to drain fluid from the motor. The supply ports and drain lines are each connected to separate hoses formed in a small arc that follows closely the circular curvature of the kingpin. This arrangement of port, lines, and hoses is less expensive to produce, easier to package, more robust, allows for faster steering reaction, and is easier to assemble than conventional arrangements.

Abstract: A constant velocity joint (11) in the form of a counter track joint wherein, when the joint is in the aligned condition, the ratio (V1) of the pitch circle diameter (PCDS) of the shaft toothing in the inner joint part (15) in the power of three relative to the product of the ball diameter (DK) squared and pitch circle diameter (PCDB) of the balls (17) assumes a value ranging between 0.9 and 1.3.

Abstract: The invention concerns an axle (1) comprising a differential (6), two transmission lines (8) from the differential and adapted each to drive a drive wheel (2), members (4) for directional control of the drive wheels (2), each transmission line (8) including an input shaft (10) connected to the differential (6), an output shaft (12) connected to the corresponding drive wheel (2), a pivot (20) with axis oriented transversely to each of the input (10) and output (12) shafts, and a double torque transmitting joint (30) between the input shaft (10) and the output shaft (12). Said double-joint comprises two elementary joints (30A, 30B) axially connected to each other along a double-joint axis and including each an elementary break center. Each shaft (10, 12) defines a fixed position, along its axis (X-X, Y-Y), of the elementary break center of the corresponding joint (30A, 30B). Additionally, one at least of the two elementary joints (30A, 30B) is a joint freely sliding along the double-joint axis.

Abstract: Front wheel drive mechanism for toy vehicles in which supports are attached to the vehicle, with a drive bar being positioned between them, at each end of which is mounted a respective sub-assembly including a clasp and a cross link, of which two legs are fitted into respective openings in the clasp mounted on the end of the bar and whose other two ends are fitted into respective openings in another respective clasp attached to each wheel of the vehicle. The system is completed by a respective L-shaped rotational element connected to the ends of the clasp of the wheel, and in which are fitted the ends of a steering bar that has a U-shaped part in the center into which the steering axle is fitted, with one end bent into an L and the other end fastened to the steering wheel of the vehicle, with the entire assembly being attached to the vehicle by the supports and with the wheels and hub caps being attached at the end.

Abstract: Either or both of an exhaust pipe coupled to the output end of an automobile engine collector pipe or the plurality of pipes coupled to the input apertures of the collector pipe from the engine are apertured along their lengths and contained within a further surrounding pipe in providing an exhaust which simultaneously serves as a muffler for the vehicle and to traverse the various component parts of its exhaust system and/or the vehicle engine when composed of a plurality of pipe segments, individual ones of which are of preselected length, and cut at their respective ends at preselected angles for joining together in appropriate orientation.

Abstract: An assembly (10) for supporting a wheel of a motor vehicle and for drivingly connecting the wheel to a driveshaft, comprising a wheel carrier (11) which is attachable to the motor vehicle and is provided with an annular part (15) and a plurality of steering arms (16); a wheel hub (41) which is rotatably supported in the annular part (15) of the wheel carrier (11) and is provided with a flange (46) for bolting on the wheel; a rolling contact bearing (51) with two rows of rolling contact members for supporting the wheel hub (41) in the wheel carrier (11), which rolling contact bearing (51) is insertable into the annular part (15) of the wheel carrier (11); and a constant velocity joint (71) which comprises an outer joint part (72) removably connectable to the wheel hub (41), and an inner joint part connectable to the driveshaft, wherein the connection between the wheel hub (41) and the outer joint part (72) is provided by inter-engaging toothings, wherein at the wheel carrier (111), in the annular part (151), t

Abstract: A power machine including a transmission, a chain case, a motor and a hydraulic cylinder having a rod end and a base end and a plurality of hose couplings. The hydraulic cylinder coupled to a chain case such that the base end and all of the hose couplings are mounted within an interior portion of the chain case and such that the rod end of the hydraulic cylinder extends outside the chain case.

Abstract: A lawn mower with a vehicle body; an engine mounted on the vehicle body; caster-type front wheels; a rear wheel unit having a left rear drive wheel and a right rear drive wheel; a mower unit disposed between the front wheels and rear wheel unit; a left stepless transmission for transmitting drive, switched between forward drive and backward drive, to the left rear wheel; and a right stepless transmission for transmitting drive, switched between forward drive and backward drive, to the right rear wheel; wherein the right and left stepless transmissions are operable independently of each other. A caster-type auxiliary ground wheel unit (9) is disposed rearwardly of the rear wheel unit and supported by a support member (24) to be vertically movable relative to the vehicle body. A braking mechanism (30) is provided for braking an upward movement of the support member.

Abstract: A transmission in a power machine includes an axle having an inboard and outboard end. The outboard end is coupled to a wheel through a universal joint. The inboard end is coupled, through a sprocket assembly and chain drive linkage to a hydraulic motor. The axle is supported at it inboard end by a single spherical bearing.

Abstract: In a steering drive axle, particularly for agricultural tractors, the transverse transmission members (16-20) which bring the drive from a central differential (12) to the wheel hubs (13a) comprise a half-shaft portion (18) having a first end connected to a universal joint (17) at the output from the differential (12), and a second end connected to a constant-velocity joint (19) fixed for rotation with a respective hub (13a). The half-shaft portion (18) is mounted for rotating on a support (22) connected (23) to articulated suspension members (14, 15) in a manner such as to support the outer end of the half-shaft portion (18) and the inner end of the constant-velocity joint (19).

Abstract: A modular independent coil spring suspension for steerable/non-steerable wheel assemblies and driven/non-driven axles having a single coil spring with a low spring rate secured (a) to the lower of two vertically spaced control arms which connect the chassis to wheel assembly on one end, and (b) to the chassis at an upper location approximately level with a tire of the wheel assembly at the other end which provides maximum wheel travel, decreased rearward thrust, and tire/ground mobility.

Abstract: An industrial truck, in particular a fork-lift truck, has a driving axle which is fixed to the industrial truck at two mounting locations at least. A rotor of an electric propulsion motor is disposed within an axle housing (3a, 3b, 3c) of the driving axle. At least at one end, the rotor of the propulsion motor is mounted rotatably on a bearing bracket (17) fixed to the axle housing. The bearing bracket (17) is detachably fixed to the axle housing (3a, 3b, 3c) and the mounting locations (1, 13) are disposed on the axle housing (3a, 3b, 3c). In one embodiment of the invention, the bearing bracket (17) exhibits an offset form and in the axial direction the area of the bearing bracket (17) fixed to the axle housing (3a) is a greater distance from the rotor (10) than the area of the bearing bracket (17) on which the rotor (10) is mounted.

Abstract: A riding or walk-behind self-propelled lawn mower has pivoted rear axles so that the mower is steerable to a low turning radius as measured off a lateral edge of the mower deck. The rear wheels are supported on a crossbar which is fixed at its middle to the main frame, supports at its ends double universal joints, each of which drives one of the rear wheels, and together with the frame provides spaces into which the rear wheels may pivot during a minimum radius turn. The front wheels may be steerable or free pivoted casters.

Abstract: An insertable unit for a wheel bearing has an integrated constant velocity universal joint, which is axially insertable into the wheel carrier from the outside and which permits easy dismantling and re-assembly. The outer joint part at the wheel end can be inserted through the through-bore of the wheel carrier. The outer bearing ring is inserted into the through-bore and is secured against axial displacement. The inner diameter of the two-part inner bearing ring is smaller than the outer diameter of the outer joint part. The outer joint part and the wheel hub are welded to one another in the region of the axially inner end of the two-part inner bearing ring, with the outer joint part being supported on the inner bearing ring by a planar face.

Abstract: A wheel drive shaft assembly for a motor vehicle including two universal joints, at least one of which is a plunging joint to enable axial movement of the shaft assembly, with one of the universal joints further including a splined journal engaging into a wheel hub, wherein the axial length of the splined journal is smaller than the amount of axial shortening available in the shaft assembly by virtue of the plunging movement of the at least one plunging universal joint when the shaft assembly is built into the motor vehicle.

Abstract: A steerable driving axle assembly is provided with a centrally located differential assembly which is fixed to a vehicle frame member and includes a pair of axle drive shafts having inner ends coupled to output shafts of the differential assembly. Each of the axle drive shafts is surrounded by a separate axle tube which has an inner end pivotally attached to the housing of the differential assembly. Each of the axle drive shafts has an outer end coupled to drive a separate rotatable wheel member which is rotatably supported by a mounting portion of a wheel assembly. In accordance with the present invention, the outer end of each axle tube is pivotally coupled to the mounting portion of the wheel assembly by a king pin mounting arrangement.

Abstract: A wheel supporting structure (200, 300, 400) for riding type working vehicles (1) comprises a knuckle holder (80, 90) fixed to a body (2) of the vehicle and formed with a plurality of fixing holes, (83, 84, 85, 93, 94, 95) vertically spaced apart from each other, a knuckle (55, 73) for supporting a ground wheel (7, 8) of the vehicle, and an arm member (59, 77) vertically swingably pivoted at one end thereof on a portion of the vehicle body (2, 40) including the knuckle holder (80, 90) and pivotally connected at the other end thereof to the knuckle (55, 73), and the knuckle (55, 73) is selectively fixed by bolting (99, 309) to one of the fixing holes (83, 84, 85, 93, 94, 95).

Abstract: A vehicle suspension system comprising a knuckle arm supporting a wheel, upper and lower arms connecting the knuckle arm to a frame of a vehicle body, and a radius rod and a stabilizer each having an end attached to the lower arm in the vicinity of an end thereof connected to the knuckle arm. The lower arm has an attachment aperture defined therethrough substantially longitudinally of the vehicle body. Either the radius rod or the stabilizer is coupled to one of upper and lower surfaces of the lower arm, the other being inserted in the attachment aperture and coupled to the lower arm therein.

Abstract: A drive mechanism for the steering wheels of a vehicle. The drive mechanism includes a housing adapted to be mounted on the frame of the vehicle and a differential gear in the housing adapted to be operatively connected to the drive shaft of the vehicle. A pair of half shafts are provided in the housing which are operatively connected to the differential gear and extend outwardly from the differential gear in opposite directions generally perpendicular to the vehicle drive shaft with at least the inner portions thereof having a common axis. A pair of stub shafts are provided in the housing which are operatively connected to the half shafts and extend outwardly beyond the ends of the half shafts remote from the differential gear generally parallel to and laterally spaced from the outer portions of the half shafts. The drive mechanism also includes a mechanism for accommodating the relative pivotal movement between the stub shafts and at least a portion of the half shafts.

Abstract: A power transmission device for a front-engine front-drive car having right and left drive shafts different in length from each other. The turning moments applied to right and left front wheels when the car is accelerated are made equal to each other by making the descent angles of the drive shafts respectively substantially equal to each other. Moreover, the allowable steering angle ranges of the right and left front wheels can be widened by allowing the angles made between the right and left drive shafts and the common axis of the right and left front wheels respectively to be substantially equal to each other as viewed in a plan view.

Abstract: A transmission includes two drive shafts of equal length, each flexibly drivingly coupled at its outer end to a driven wheel; a differential axially located closer to a first one of the wheels and further from the other, which has a first power output shaft extending towards the first wheel which is flexibly drivingly coupled at its outer end to the inner end of the one of the drive shafts whose outer end is drivingly connected to the first wheel, and a second power output shaft extending towards the other wheel; an intermediate shaft, flexibly drivingly coupled at its inner end to the outer end of the second power output shaft, and flexibly drivingly coupled at its outer end to the inner end of the one of the drive shafts whose outer end is drivingly connected to the other wheel; a bracket, mounted at one end to a fixed member; and a deep groove radial ball bearing.

Abstract: In a vertical telescopic strut and transverse lower control arm type suspension, such elements are interconnected at a point substantially inboard between the ends of the control arm and the wheel support knuckle is substantially outboard of the strut axis at the distal outer end of the lower control arm. A second transversely extending control arm for the wheel knuckle is swingably mounted upon the lower telescopic portion of the strut above the lower control arm.

Abstract: Each half set of wheels comprises a telescopic shock absorber - suspension spring assembly which is fixed in its upper part to the body of the vehicle and is rigid in its lower part with, on one hand, a ball of a ball joint articulation of a suspension arm and, on the other hand, a hub support. The hub support comprises a stub-axle supporting side member connected by upwardly extending inclined branches to the sleeve supporting the body of the shock absorber. In its lower part, the side member carries a second ball joint articulation of a lower suspension arm and the transverse transmission extends between the lower and upper suspension arms. The centers of the two ball joint articulations are in alignment on the axis of the shock absorber.

Abstract: This transmission shaft comprises a first transmission element having high torsional elasticity which is rigidly connected to rotate at its ends with the output shaft of the engine unit of the vehicle and a front wheel, and a second transmission element having a low torsional elasticity coaxial with the first transmission element. The second transmission element has one end rigidly connected to rotate with the wheel and another end connected to the shaft through a connection which has an angular play between two predetermined values of the torque applied to the shaft. The drag torque applied to the shaft when the engine is idling and the vehicle is held stationary by the brakes, is between these two values.

Abstract: In a vehicle wheel mounting and driving assembly, power from a vehicle drive unit is transmitted through a differential gear system to a first universal joint assembly and then to a second universal joint assembly mounted in the wheel of the vehicle. The wheel hub is formed with an inner bearing ring which has a diameter greater than the outer diameter of the outer joint member of the first universal joint assembly of the differential gear system. The vehicle wheel is formed with a central bore having a diameter which is greater than the outer diameter of the outer joint member of the second universal joint assembly of the wheel.

Abstract: An independent suspension system in which a steering knuckle is employed with an upper ball joint connection to an upper control arm and a lower ball joint connection to an axle outer end.

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.