Abstract: An axle assembly that includes a barrel cam. The barrel cam may be rotatable about a barrel cam axis and may be operatively connected to a first shift collar. Rotation of the barrel cam about the barrel cam axis may control movement of the first shift collar along a first axis.

Abstract: A drive assembly is disclosed, with a hydraulic center section for a rotating kit disposed in a housing. A spring is disposed between the center section and an internal surface of the housing. The center section may include a main body having first and second running surfaces and at least one side wall, and internal porting formed in the main body to connect the first running surface with the second running surface. A pair of passages in communication with the internal porting may be formed in a structure having an external surface forming an alignment profile shaped to fit in a first internal housing pocket. A protrusion shaped to fit in second internal housing pocket extends from a side wall of the main body generally opposite to the structure, and the spring may engage the protrusion.

Abstract: A drive apparatus driven by a prime mover and having a variable speed transmission disposed within a housing is disclosed. A power take off is driven by an output shaft of the prime mover and selectively drives a power take off output shaft. The variable speed transmission drives a transmission output shaft, which in turn drives a first clutch mechanism and a second clutch mechanism. A first drive axle is engaged to and selectively driven by the first clutch mechanism and a second drive axle is engaged to and selectively driven by the second clutch mechanism.

Abstract: An electronic controller for a variable ratio transmission and an electronically controllable variable ratio transmission including a variator or other CVT are described herein. The electronic controller can be configured to receive input signals indicative of parameters associated with an engine coupled to the transmission. The electronic controller can also receive one or more control inputs. The electronic controller can determine an active range and an active variator mode based on the input signals and control inputs. The electronic controller can control a final drive ratio of the variable ratio transmission by controlling one or more electronic solenoids that control the ratios of one or more portions of the variable ratio transmission.

Abstract: A gearbox for a model car, comprising: a housing; an input gear; an output gear; and at least one intermediate gear. The housing provides a support for each of the input gear, the output gear and each intermediate gear; and in which the gearbox has: a first operating configuration where the input gear, the output gear and at least one intermediate gear are supported by the supports and mesh to form a gear train from input gear to output gear through each intermediate gear supported by the supports; and a second operating configuration where the input gear and the output gear are supported on the supports but fewer intermediate gears are supported by the supports, such that the input gear, the output gear and any intermediate gears supported by the supports mesh to form a gear train from input gear to output gear through any remaining intermediate gears.

Abstract: A cam self-adaptive automatic speed shift hub comprises a left hub frame (7), a right hub frame (18), a case body (4), a power input device, a drive shaft (1), a wheel (14) and a brake device (20). The hub further includes a low-gear drive shaft (12), a low-gear transmission mechanism positioned on the low-gear drive shaft (12), and a cone-disc clutch cam self-adaptive speed shift assembly positioned on the drive shaft (1), in which the low-gear drive shaft (12) positioned in the case body (4) is in rotation fit with the case body (4) and in parallel with the drive shaft (1). Such a cam self-adaptive automatic speed shift hub can allow the motor/engine output power and vehicle running condition always in an optimal matching state, to achieve balance control between the vehicle driving torque and the comprehensive driving resistance.

Abstract: Embodiments of the invention provide a vehicle comprising: prime mover means; at least first and second groups of one or more wheels; and a driveline to connect the prime mover means to the first and second groups of one or more wheels such that the first group of one or more wheels is driven by the prime mover means when the driveline is in a first mode of operation and the second group of one or more wheels is additionally driven by the prime mover means when the driveline is in a second mode of operation, the driveline including an auxiliary driveline comprising an auxiliary driveshaft and drive means between the auxiliary driveshaft and the second group of one or more wheels, the drive means being operable to connect the second group of one or more wheels to the auxiliary driveshaft when the driveline transitions between the first mode and the second mode, the drive means having an input portion, an output portion and first and second releasable torque transmitting means coupled in series therebetween, th

Abstract: A vehicle comprises a chassis, a pair of driving wheels, a pair of idle wheels, at least one steering group, and a differential. The steering group is capable of positioning one of the pairs of wheels in a steering geometry where an axis of each of the wheels of the pair of wheels capable of being positioned by the steering group intersects with the remaining axis within a ground-support quadrilateral formed by the pairs of wheels. The differential comprises an outer case, an inner case, a selective engagement, a selective blocking means, and a selective direct gearing means. When the inner case is coupled to the outer case a first half-shaft and a second half-shaft are driven similarly and when the inner case is coupled to the chassis and one of the half-shafts is drivingly engaged with a crown gear the first half-shaft and the second half-shaft are driven opposingly.

Abstract: A drive apparatus driven by a prime mover that has a prime mover output shaft is disclosed. The drive apparatus has a housing and a power take off. The power take off is driven by the prime mover output shaft and selectively drives a power take off output shaft. The drive apparatus further has a variable speed transmission disposed within the housing. The variable speed transmission drives a transmission output shaft, which in turn drives a first clutch mechanism and a second clutch mechanism. A first drive axle is engaged to and selectively driven by the first clutch mechanism and a second drive axle is engaged to and selectively driven by the second clutch mechanism.

Abstract: The present invention provides a brake operation structure capable of realizing facilitation of adjustment work of a brake operation mechanism for operating a brake mechanism based on manual operation. The brake operation structure includes a brake operation mechanism that rotates a brake pressing member of the brake mechanism about a rotational axis line into a brake actuation direction in accordance with manual operation, and a brake adjustment mechanism that adjusts an initial position of the brake pressing member around the rotational axis line at a time when the brake operation mechanism is not in operation. The brake adjustment mechanism is inserted in the brake operation mechanism at a position allowing the brake adjustment mechanism to be accessed from above a fender trough an opening that is provided at the fender for allowing a driver's seat support frame to be mounted.

Abstract: A system and method for providing a constant output from a variable flow input comprises a liquid flow energy input, for example, air or water for driving a constant speed generator. An inner and outer cam assembly is controlled by a control input to achieve varying eccentricity and control the output speed at an output shaft to be constant despite a varying rotational velocity input at an input shaft. A feedback control may be provided between one of the input shaft and the output shaft and the inner and outer cam assembly to maintain constant output by varying the eccentricity. The constant output may drive a constant speed generator having an infinitely variable torque generator. In this manner, a power grid may be provided with constant frequency alternating current at, for example, 50 Hz (Europe) or 60 Hz (USA).

Abstract: Provided are a pair of left and right upper frames extending in a longitudinal direction; a mount frame supporting a transmission case below the upper frames; and vertical frames connecting the upper frames and the mount frame. Rear suspension arms are supported on the vertical frames. The vertical frames are configured to have upper members connected to the upper frames and lower members connected to the mount frame. The upper and lower members are separably connected.

Abstract: An engine includes a crankshaft which is disposed in a substantially horizontal direction, a first power transmission device, an input shaft, a first output shaft, a second power transmission device, and a power transmission case. The input shaft is disposed below the crankshaft in parallel with the crankshaft, and the input shaft receives a power from the crankshaft through the first power transmission device. The first output shaft supplies the power from the input shaft, and the first output shaft is disposed perpendicular to the crankshaft. The second power transmission device transmits the power of the input shaft to the first output shaft. The power transmission case accommodates the input shaft, the first output shaft, and the second power transmission device therein.

Abstract: A method for improving energy efficient operation of a vehicle includes monitoring vehicle operating characteristics, modeling operation of the vehicle by utilizing the vehicle operating characteristics to estimate energy consumption rates of the vehicle across an allowable vehicle operating range, and generating a control output to the vehicle on the basis of the energy consumption rates.

Abstract: A vehicle is disclosed. The vehicle may include a hydraulic system. The vehicle may include a sway bar. The sway bar may be positioned rearward of a hydraulic pump of the hydraulic system. A console having a first hydraulic input may be provided in an operator area of the vehicle.

Abstract: The control system 10 of the first preferred embodiment includes a user interface 12 with a first control 14 that designates a maximum bound of a sub-range of engine speeds and a second control 16 that designates a minimum bound of a sub-range of engine speeds. The control system 10 of the first preferred embodiment also includes a processor 18 connected to the engine and to the user interface 12 that functions to, based on the required power output of the vehicle system, select a discrete engine speed from the sub-range of engine speeds. The control system 10 of the first preferred embodiment was designed for controlling engine speed of a vehicle system having an engine and a required power output, but may be used in any suitable environment.

Abstract: The apparatus and method of the invention vary the sensitivity slope of the FNR control lever of an agricultural windrower, such that speed commands outputted through a first range of movements of the FNR lever are slower and increase less rapidly than commands outputted through a second range of movements greater than the first range, the first range corresponding to movements in closer proximity to the neutral position of the FNR lever. The different show is achieved by using different slopes for transfer function signals for the first and the second ranges of positions of the FNR lever.

Abstract: An axle assembly for a vehicle, the axle assembly comprising a differential gear having an input for connection to a drive shaft, and a first wheel hub to support a first wheel and a second wheel hub to support a second wheel, the first wheel hub and the second wheel hub being drivingly connected to the differential gear, wherein the first wheel hub is drivingly connected to the differential gear via a reverser mechanism, the reverser mechanism having a first operating mode where the first wheel hub is driven in the same direction as the second wheel hub and a second operating mode where the first wheel hub is driven in the opposite direction to the second wheel hub.

Abstract: An earth working vehicle which has an internal combustion engine and a driveline for establishing a driving relationship between the internal combustion engine and wheels of the earth working vehicle. The driveline includes a mechanical CVT. The earth working vehicle also has a control for manual operation by a driver of the earth working vehicle, the control operable by the driver to select among at least two modes of operation, namely a first mode of operation and a second mode of operation, the selection of the first mode of operation corresponding to a command to cause the vehicle to move forward, the selection of the second mode of operation corresponding to a command to cause the vehicle to move backwards. The earth moving vehicle also has an electronic controller.

Abstract: Provided is a track car drive system, which is assisted by a generator motor so that it may attain a gear array for equalizing the number of speed range and the gear ratios at the individual gears as a transmission for the forward speed and the backward speed and which can be combined with the generator motor. A transmission (15) for receiving the output of an engine (14) at an input shaft (30) is constituted by combining a forward range (31) and a backward range (32) with two intermediate shafts (41 and 42) having different speed ranges (51 to 54) between themselves and an output shaft (45). By shifting/fastening a first clutch (43) or a second clutch (44) selectively, the rotation of either the forward range (31) or the backward range (32) is transmitted to either of the intermediate shafts (41 and 42). When one of the speed ranges (51 to 54) is selected, the same gear number and gear ratio are taken no matter whether the track car might run forward or backward.

Abstract: Shifter assemblies to be mounted onto a motor vehicle are provided. According to one embodiment, a shifter assembly comprises a mounting plate configured to be mounted onto a motor vehicle adjacent to a floorboard. A pivot assembly is connected to the mounting plate. The shifter assembly also comprises a first shifter lever comprising a pedal portion configured to accept a first shifter pedal, and a linkage portion coupled for pivotal movement with respect to the pivot assembly. A linkage assembly comprising first and second end portions is coupled to the linkage portion of the first shifter lever at the first end portion, and is pivotally coupled to a shifter spline at the second end portion. The motor vehicle is upshifted by pivoting the first shifter lever in a forward direction and downshifted by pivoting a second shifter lever secured to the shifter spline in a forward direction.

Abstract: A drive system for a lightweight electric vehicle comprises a drive train for mounting between an electric motor drive shaft and the vehicle's transaxle to provide a forward driving mode and coasting mode. Preferably, the system is shiftable to provide dynamic braking via the motor and differential and to provide a reverse mode. A motor drive shaft coupler couples with the motor drive shaft and a transaxle coupler couples with the transaxle. In the driving mode, the transaxle coupler rotates with the drive shaft coupler and in the coasting mode rotates relative to the drive shaft coupler in the same direction. A ratchet mechanism provides for the driving and coasting modes. A shifter is movable between an uncoupled position which allows the ratchet mechanism to operate in the coasting mode and a coupled position which overrides the coasting mode operation. The shifter provides for the dynamic braking and reverse mode.

Abstract: In a power unit for a vehicle, which is a unit composed of an internal combustion engine with a crankshaft and of a power transmission system equipped with a continuously variable transmission and configured to transmit the torque from the crankshaft to the drive-wheel side while reducing the speed of the torque, to provide a power unit for a vehicle, equipped with two oil pumps and formed, with fewer component parts, into a compact structure. A first oil pump for ejecting lubricant oil and a second oil pump for ejecting for ejecting oil for at least one of the controlling of the speed change in, and the lubricating of, the continuously variable transmission share a common pump shaft, and are arranged adjacent to each other in the axial direction.

Abstract: In a power train supporting apparatus and method for an automotive vehicle, at least three mount portions support a power train constituted by an engine and a transmission on a frame of a vehicle body in such a manner that the output axle of the engine intersects a center line of a vehicular longitudinal direction as viewed from a top of the vehicle. The three mount portions comprise engine front and rear side mounts arranged on a vehicular front side and a vehicular rear side with respect to the engine and a transmission side mount arranged in the vicinity of the transmission. The mounts are arranged in such a manner that a distance from a weight center of the power train to each of the engine front and rear side mounts is shorter than a distance from the weight center of the power train to the transmission side mount.

Abstract: A transmission apparatus of an all-terrain vehicle includes: a non-stage transmission; a forward and backward movement switching device capable of switching to a forward movement position, a neutral position, or a backward movement position; and a shift operation device of rotary type for switching forward and backward movement disposed on a handle bar at a position adjacent to a handle grip. The shift operation device includes a rotary member for a shift operation and a locking mechanism for locking the rotary member so as not to move toward at least a position for backward movement from a position for neutral. The locking mechanism is configured to be handled by a hand griping the handle grip to make the locking mechanism unlocked.

Abstract: A change-speed control system is provided for a utility vehicle having a stepless change-speed apparatus for speed-changing an engine output and transmitting the speed-changed output to a traveling unit. The system includes an engine speed governor for adjusting speed of the engine, an accelerator controller and a change-speed control linkage device for providing operative displacements in the stepless change-speed apparatus and the engine speed governor in association with an operation of the accelerator controller. The change-speed control linkage device sets an operation amount for the stepless change-speed apparatus and an operation amount for the engine speed governor in correlation with the operation amount of the accelerator controller, such that an acceleration ratio for the engine speed is greater than an acceleration ratio for the stepless change-speed apparatus until the engine reaches a predetermined speed and also the stepless change-speed apparatus reaches a predetermined speed.

Abstract: A transmission apparatus of an all-terrain vehicle includes: a non-stage transmission disposed in a power transmission path from an engine to drive wheels; a forward and backward movement switching device capable of switching to a forward movement position, a neutral position, or a backward movement position, the forward and backward movement switching device being disposed in the power transmission path at a position near said engine; and a shift operation device for switching forward and backward movement disposed on a handle bar at a position adjacent to a handle grip, the shift operation device and the forward and backward movement switching device being interlocked with each other.

Abstract: The power transmission mechanism has a first gear secured to an input shaft. A second gear connectable to the input shaft through a clutch mechanism is provided around the input shaft through a one-way clutch that allows the input shaft to rotate freely in the direction of rotation of the driving force from the engine when the clutch mechanism is in a disengaged state but does not permit rotation of the second gear relative to the input shaft in an opposite direction. A brake mechanism is provided to restrain the rotation of the second gear. A third gear is in mesh with the first gear. A fourth gear is in mesh with the second gear. The power transmission mechanism further has first to third bevel gears. The gear ratio between the first and third gears is equal to that between the second and fourth gears.

Abstract: A toroidal-type continuously variable transmission has: an input shaft; an input side disk and an output side disk respectively disposed on the outer periphery of the input shaft, the input side disk including a first cam surface; and a loading cam device interposed between the input side and output side disks and comprising: a loading cam including a second cam surface and rotatable together with the input shaft; a plurality of rollers interposed rollably between the first cam surface and the second cam surface; and a retainer, the retainer including a retainer main body having a circular-shaped fitting hole, and inside-diameter side projecting portions disposed on a retainer main body for maintaining the attitude of the retainer main body, wherein inside diameters of portions of the fitting hole corresponding to the inside-diameter side projecting portions are larger than that of the remaining portions of the fitting hole.

Abstract: The invention relates to a motor vehicle having a power train wherein the engine can drive an automatic transmission by way of an automatic clutch. The gear ratio of the transmission is selectable by a first drive and a second drive is employed to shift the transmission into the selected gear. The two drives are mounted on the transmission case by way of a common base plate. Novel kinematic transmission lines connect the drives to the ratio selecting and gear shifting components of the transmission. One of the transmission lines employs a transmission stage, a carrier for translation of rotary movement into axial movement, and an element for transfer of axial movement to the transmission. The translation of movement of the drive in a selection process takes place by way of two transmission stages.

Abstract: A wheel suspension assembly for a vehicle having wheels and a chassis, the vehicle suspension system comprising a suspension unit for at least one wheel, the suspension unit including a first pivot arm of which a wheel is mounted and a second pivot arm mounted on the chassis, a drive unit mounted to the chassis, and a transmission unit between the drive unit and the wheel, the transmission unit arranged to accommodate pivoting of the second pivot arm relative to the chassis during operation of the vehicle.

Abstract: An all terrain vehicle includes an engine and a final drive assembly. The engine includes an output shaft that supports a drive sprocket or pulley. The final drive assembly comprises an input shaft that supports a driven sprocket or pulley and a brake disc. A flexible transmitter such as a belt or a chain connects the drive sprocket or pulley and the driven sprocket or pulley. The final drive assembly is formed separate of the engine and spaced apart from the engine when the two components are mounted to a frame of the vehicle. The driven sprocket or pulley is positioned on an upper portion of the final drive assembly while a lower portion of the final drive assembly is pivotally connected to the frame. The final drive assembly can be pivoted to adjust a tension level within the flexible transmitter. The final drive assembly can be selectively secured in a pivotal position by a support rod and/or a set of slotted brackets.

Abstract: A circuit for the electrical system of an automotive vehicle, such as a truck, interfaces a two-speed axle selector switch (20) and a two-speed axle solenoid (18) with the vehicle ignition, or key, switch (12), the vehicle brake actuation switch (16), and the vehicle transmission neutral switch (14) to allow the axle to be shifted between its two speed ranges under certain conditions and to disallow such shifting under other conditions. The circuit includes a high range relay (22), a high range enable relay (24), a high range disable relay (26), and a low range relay (28).

Abstract: A novel housing adapts a clutch for installation in series with a torque converter in modified rear- engined, air-cooled Volkswagen vehicles. The housing provides a rear partial chamber housing the clutch and flywheel, and is interposed between an automatic transmission bell housing and a manual transmission of the vehicle. The housing uses preexisting fasteners to bolt to both the bell housing and the transmission. The clutch and flywheel are driven by the torque converter, and a release bearing is retained within the housing. The housing also bolts to the manual transmission using preexisting fasteners. The manual transmission is modified to include an input shaft from an automatic transmission. The engine is displaced 2.5 inches to the rear. Accelerated wear to the clutch and constant velocity joints is mitigated, while driving characteristics of a manual transmission are retained.

Abstract: Several embodiments of snowmobiles driven by an engine and variable belt transmission mechanism wherein the variable belt transmission has its input shaft journaled for rotation in the crankcase of the engine and driven from the engine crankshaft through a gear reduction so that the transmission loads are not carried by the crankshaft and wherein the crankshaft torsional vibrations are not transmitted to the transmission input shaft.