Abstract: A method and apparatus are provided for extending the length of a vehicle without the need to rebalance the original drive assembly. The method includes disconnecting the front drive shaft segment from the vehicle transmission, extending the length of the vehicle frame, and inserting a drive shaft extension segment which includes: a rigid tubular shaft rotatable about a longitudinal axis; a universal joint mounted at the tubular shaft front end and having a front flange configured for mounting to the transmission; and a bearing assembly mounted to the tubular shaft The extension segment rear end includes a rearward facing flange configured for mounting to a forward facing flange of the front drive shaft segment that was disconnected from the vehicle transmission. The extension segment is installed in the vehicle between the vehicle transmission and the front drive shaft segment without the need to rebalance the original drive assembly.

Abstract: A vibration absorber for reducing vibrations of a structure comprises a rigid solid body providing an absorber mass, and two spring elements for elastically coupling the absorber mass to the structure. The spring elements are arranged at opposing ends of the absorber mass, and each of the two spring elements comprises a tube-shaped section made of elastomeric material which is positively connected to the rigid solid body and which extends away from the rigid solid body up to a fixation contour at its outer circumference. Each of the fixation contours is configured for fixation in an opening of a mounting base of the structure. A pin-shaped amplitude delimiter which is part of the rigid solid body is arranged in each of the two tube-shaped sections for delimiting amplitudes of deflections of the absorber mass with regard to the structure.

Abstract: Radial vibration dampers have an inertia member defining an annular channel having (i) a radially facing, open face; (ii) a bottom surface; and (iii) interior, opposing surfaces. The interior, opposing surfaces are each angled outward away from a central transverse plane through the inertia member at an angle in a range from zero degrees to at most 45 degrees. A spring damper member is seated in the annular channel to a selected depth that defines a damper gap between a radial inner surface of the spring damper member and the bottom surface of the annular channel and defines a clearance gap between the shaft and the inertia member. A tuning ratio of the clearance gap to the selected depth is in a range of about 1:1.5 to about 1:0.5.

Abstract: A torque ripple compensating device for an internal combustion engine is provided. The torque ripple compensating device comprises a first member, a second member, and a third member. The first member is in driving engagement with an output of the internal combustion engine. The second member is in driving engagement with the first member. The third member is in driving engagement with the second member. An angular deviation between the first member and the third member causes a cyclical acceleration of the third member. The cyclical acceleration of the third member applies a torque to the output of the internal combustion engine through the first member. The torque ripple compensating device is able to be passively or dynamically adapted for both an amplitude and a phase of a torque ripple while minimizing an interference with an operation of the internal combustion engine.

Abstract: A method and apparatus are provided for extending the length of a vehicle without the need to rebalance the original drive assembly. The method includes disconnecting the front drive shaft segment from the vehicle transmission, extending the length of the vehicle frame, and inserting a drive shaft extension segment which includes: a rigid tubular shaft rotatable about a longitudinal axis; a universal joint mounted at the tubular shaft front end and having a front flange configured for mounting to the transmission; and a bearing assembly mounted to the tubular shaft. The extension segment rear end includes a rearward facing flange configured for mounting to a forward facing flange of the front drive shaft segment that was disconnected from the vehicle transmission. The extension segment is installed in the vehicle between the vehicle transmission and the front drive shaft segment without the need to rebalance the original drive assembly.

Abstract: An assembly that includes a tube mount, a tube, a first fillet weld, and a second fillet weld. The tube mount has a tubular side wall, a plurality of circumferentially spaced apart notches formed on a first end of the tubular side wall, and a securing aperture formed through the tubular side wall. The notches form a plurality of teeth. The tube is received into the tube mount. The first fillet weld couples the tube to the tube mount. The first fillet weld is formed about a perimeter the first end such that each of the first welds is formed substantially completely over the entirety of the teeth. The second fillet weld couples the tube to the tube mount. The second fillet weld is formed about a perimeter of the securing aperture such that the second fillet weld is formed substantially completely over an inside perimeter of the securing aperture.

Abstract: A manual height-adjustment mechanism (MHAM) for a vehicle driveshaft, includes a movable bracket assembly configured to attach to the driveshaft and a vehicle cross-member; and a user input device remotely located with respect to the movable bracket assembly, configured to control the movable bracket assembly.

Abstract: A generally hollow three element boxed mounting bracket adapted to hold a carrier bearing assembly within it's central cavity and be mechanically affixed to a frame member of a vehicle. The three elements forming the boxed structure each have slotted orifices that align to allow the passage of mechanical fasteners. The relative positioning of the individual bracket elements allows for adjustment of the carrier bearing assembly in the X, Y and Z axes. The bracket also has two slotted orifices for the attachment of the carrier bearing assembly and allows for the attachment of all models of driveshaft carrier bearings.

Abstract: According to a present powertrain, a first rotation shaft serving as an input shaft of a front side gear mechanism is located in a portion of a vehicle lower than a second rotation shaft serving as an output shaft, so that a crankshaft of an engine provided coaxially with the first rotation shaft is located in a portion of the vehicle lower than in a conventional example. Solely the engine having a heavy mass is thus disposed in a lower portion, so as to achieve a lower position of the center of gravity of the vehicle. In this manner, a powertrain having a layout structure attaining lower center of gravity as well as high rigidity of a body and improvement in aerodynamic characteristics is provided.

Abstract: The other end of a hub portion is located farther from an attachment portion at a lateral portion, which is located in a lateral direction with respect to the vehicle, than at a vertical portion, which is located in a vertical direction with respect to the vehicle. The vertical portion of the hub portion has a concave end face on the side of the other end of the hub portion, which is formed to get closer to the attachment portion as the concave end face approaches a portion closest to the attachment portion substantially at the center of the hub portion in the lateral direction.

Abstract: The invention relates to a drivetrain for a motor vehicle which has a first and a second axle and a chassis. The drivetrain comprises a drive unit which is mounted to the chassis in the region of the first axle and has an output shaft. Further, the drivetrain comprises a propeller shaft arrangement which is connected to the output shaft and to an input member of a differential which is mounted to the chassis in the region of the second axle. The propeller shaft arrangement comprises at least a first propeller shaft section and a second propeller shaft section which are connected to one another by means of an articulated joint. The propeller shaft arrangement is mounted to the chassis in the region of the articulated joint. The second propeller shaft section of the propeller shaft arrangement is connected rigidly to the input member of the differential. The second propeller shaft section is mounted in the region of the articulated joint and is designed to resist bending moments around the second axle.

Abstract: An output shaft of a power unit having a driven gear for supplying a power of an internal combustion engine via a transmission mechanism and for outputting the power to an outside of a unit case. Borne members are connected respectively at each end of a cylindrical member of the output shaft. The borne members are rotatably supported by the unit case via a pair of bearings. The driven gear is fitted to one of the borne members in a position adjacent to one of the bearings. As a result, the output shaft of the power unit can be manufactured by a compact manufacturing apparatus, and the output shaft can be reduced in weight while maintaining the strength.

Abstract: A center section for a crossmember of a vehicle chassis comprises a driveshaft hoop, crossmember attachment areas extending generally from opposing sides thereof, and trailing arm mounts on either side of the driveshaft hoop for attachment of one or more trailing arms to the center section. The crossmember attachment areas have heights that allow attachment of crossmember portions to the center section at offset heights. A method of constructing a crossmember of a vehicle chassis comprises providing a center section having crossmember attachment areas of predetermined heights extending generally from opposite sides of a driveshaft hoop, and attaching crossmember portions within the crossmember attachment areas at heights that are offset from each other.

Abstract: A torque tube propshaft assembly having an outer tube free to float with movements of an inner shaft (propshaft) by being free of rigid anchorage at each end. A plurality of shaft bearings interface the outer tube with the inner shaft, wherein the outer tube is generally co-extensive with the inner shaft. An anti-rotation mechanism prevents rotation of the outer tube with respect to the frame of the motor vehicle. An axial slip mechanism is integrated with at least one end of the inner shaft. A non-welded construction of the power carrying components is provided. The outer tube provides bending support so the inner shaft does not become dynamically unstable at any rotation speed including its critical speed.

Abstract: The other end of a hub portion is located farther from an attachment portion at a lateral portion, which is located in a lateral direction with respect to the vehicle, than at a vertical portion, which is located in a vertical direction with respect to the vehicle. The vertical portion of the hub portion has a concave end face on the side of the other end of the hub portion, which is formed to get closer to the attachment portion as the concave end face approaches a portion closest to the attachment portion substantially at the center of the hub portion in the lateral direction.

Abstract: A gear support comprises an elongate carrier portion which is oriented along a longitudinal axis, and a flange portion at one end of the carrier portion. The flange portion serves for fastening the gear support to a case of the gear, and a bearing portion in the region of an opposite end of the carrier portion serves for mounting the gear support on the motor vehicle. The carrier portion has two mutually opposite longitudinal spars, between which ribs extend, the longitudinal spars and the ribs being produced in one piece with one another.

Abstract: A torque tube propshaft assembly having an outer tube free to float with movements of an inner shaft (propshaft) by being free of rigid anchorage at each end. A plurality of shaft bearings interface the outer tube with the inner shaft, wherein the outer tube is generally co-extensive with the inner shaft. An anti-rotation mechanism prevents rotation of the outer tube with respect to the frame of the motor vehicle. An axial slip mechanism is integrated with at least one end of the inner shaft. A non-welded construction of the power carrying components is provided. The outer tube provides bending support so the inner shaft does not become dynamically unstable at any rotation speed including its critical speed.

Abstract: A crash optimized bracket for removably affixing a propeller shaft to a motor vehicle. The bracket includes an elongated member having a plurality of weakened slots to allow the bracket and the propeller shaft to tear from the vehicle upon impact in a controlled and predictable manner in response to predetermined loads.

Abstract: An all terrain vehicle includes a frame assembly and a rear arm that is pivotally attached to the frame assembly. A rear arm bracket is secured to the frame assembly. A pivot axis is defined through a portion of the rear arm bracket. The pivot axis is disposed rearward of the portion of the frame assembly to which the rear arm bracket is attached. The rear arm is connected to the rear arm bracket such that the width of the rear arm at its connection to the frame assembly is at least as large as the width of the frame assembly at that location.

Abstract: In the transfer attachment construction of a 4WD vehicle, to facilitate assembly by making the retainer attachment bolts easier to tighten, to improve the coupling reliability of the retainer and mount bracket, to make easier the manufacture of the retainer by simplifying its design, to improve yield, and to make it less expensive, the retainer attachment bolts are prevented from interfering with the bracket attachment bosses. The bracket attachment bosses are disposed close enough to the transfer pinion axle center to avoid overlapping between the bracket attachment bosses and the retainer attachment bolts.

Abstract: A steering device comprises a rigid steering axle (12) pivotable about a substantially horizontal axis, the wheels (5) of which are driven by a cardan shaft (4) arranged between the steering axle and the transmission (2) the transmission being spaced apart from the steering axle, comprising a power steering gear (22) actuatable by a steering wheel (14) and a steering shaft (23), the power steering gear having a pinion (30), which is connected with the steering linkage of the steering axle, and comprising a steering cylinder being an integral part of the steering linkage, the steering cylinder being actuatable by fluid under pressure supplied by the power steering gear, characterized in that a steering cylinder (21) is positioned coaxially with respect to the cardan shaft (4), the steering cylinder being connected with the steering axle (12) and comprising a hollow piston rod (28) to receive the cardan shaft (4), and that a first toothed rack (29) of the piston rod of the steering cylinder is in driving connec

Abstract: An electronically-controlled adjustable height bearing support bracket is provided. In a preferred embodiment, the bearing support bracket supports a rear end of a front drive shaft of an automotive drive train with a multiple piece drive shaft. A driver is provided to adjust the height of the bearing support bracket based upon the loading conditions of the vehicle. The bearing support bracket height is adjusted to minimize the angle between the front and rear drive shafts during conditions of high torque transfer of the drive train to minimize launch shudder in the vehicle.

Abstract: An intermediate shaft includes, as a single piece (12), a female element (13B) of sliding articulated joint (7B), an internal raceway (15), and a tubular part (16) which stretches, from this raceway, in the opposite direction to the female element.

Abstract: A frame is disposed between an engine and a transmission casing and is made of three sheet metal parts; an engine mounting part, a transmitting shaft covering part and a transmission casing mounting part. The transmitting shaft covering part consists of two laterally or vertically separable halves which join each other to form a barrel. One end of each half is fixed to the engine mounting part, while the other end is fixed to the transmission casing mounting part. Reinforcing members are disposed below a transmitting shaft housed in the transmitting shaft covering part. An expanded portion is disposed at the other end of the transmitting shaft covering part. An opening edge of the expanded portion is fixed to the transmission casing mounting part.

Abstract: An apparatus and method for aligning a driveline in a motor vehicle, including supporting a transmission and a rear axle with the body of the motor vehicle. A driveshaft is supported at a first end with the transmission and supported at a second end with the rear axle. A center bearing is positioned to the body of the motor vehicle to further support the driveshaft. The position of the driveline is then measured and a shim thickness is calculated for installation between the center bearing and the body.

Abstract: A drive assembly for a motor vehicle comprising a forward engine supported in two bearings on the vehicle body, a rearward drive unit supported by way of at least one elastic bearing, and a central support tube arranged in-between. This central support tube is connected on the forward end with the engine in a movable manner and on the rearward end with the drive unit in a rigid manner. A drive shaft or a central corrugated shaft which has a torque-transmitting joint in the area of the connection extends in the central support tube. The engine is connected with the drive unit by way of an uncoupling device which can be adapted as a function of main excitation directions of the engine and which comprises a connecting joint which holds the engine so that it can be angular moved in the main excitation directions. The connecting joint and/or a bearing device is used for the torque support.

Abstract: A drive system for a motor vehicle of the type having a front engine/transmission power unit mounted through engine mounts on a sprung mass portion of the vehicle, a rear drive axle resiliently connected to the sprung mass portion, and a torque beam for reacting drive torque and brake torque from the drive axle to the power unit. The drive system includes a front propeller shaft, a rear propeller shaft, a first universal joint between the power unit and the front propeller shaft, a second universal joint between the drive axle and the rear propeller shaft, a third universal joint between the front and the rear propeller shafts, and a shaft support rotatably connected to one of the front and the rear propeller shafts and rigidly attached to the torque beam. Vibratory forces developed in the front and rear propeller shafts are attenuated by a flexible isolator in the shaft support and by the engine mounts and the resilient connection of the drive axle to the sprung mass portion.

Abstract: A drive train system for an automobile includes a power unit, a differential and a rigid frame coupling the power unit and the differential. The drive train system is oriented so that it extends in the lengthwise direction of the automobile, and has an engine mounted near the front end of the automobile body and providing the automobile with rear wheel drive. A structure used for mounting the drive train system includes power unit mounts for supporting primarily the power unit and a differential mount for supporting primarily the differential. The power unit mounts are disposed at a position or positions either in front of or behind the center of gravity of the whole drive train system in the lengthwise direction of the automobile, and the differential mount is disposed, depending on the position of the power unit mounts, at a position either rearward of or forward of axle shafts of the differential in the lengthwise direction of the automobile.

Abstract: A drive assembly for motor vehicles comprises a front power unit which is elastically supported at the vehicle body and which is rigidly connected with a rear drive unit by means of a center tube through which a drive shaft extends. The front area of the center tube has a low bending stress and is connected to the power unit. This front area of the center tube has at least one longitudinal slot which is axially limited in its length and which is arranged in a vertical longitudinal center plane of the center tube. The slot causes a reduction of the torsional rigidity while, at the same time, the bending rigidity of the center tube is maintained. As a result, the torsional natural frequency of the assembly is reduced so that torsional resonance and vibrations at the transmission line are avoided during the driving operation.

Abstract: An axle shaft retention structure includes a retainer ring trapped between a shoulder on an axle shaft and the inner end of a hollow sleeve which is a part of a universal joint. The hollow sleeve is attached to the axle shaft by a snap ring. The retaining ring is provided with spherical slots which receive the spherical inner ends of retaining screws extending through the axle housing. The retaining screws nest into the spherical slots in the retaining ring inward against an internal shoulder on an axle housing. The shoulder on the axle housing and retaining screws limit both axial and rotary movement of the retainer ring. Thus, end play, which is detrimental to oil seal life, is limited to a minimum.

Abstract: A power train system for a vehicle includes a power unit which is positioned in the front of the vehicle body, a differential which is positioned in the rear of the vehicle body, a propeller shaft which connects the power unit and the differential to transmit the engine output power to the rear wheels, and a power plant frame which rigidly connects the rear portion of the power unit and the front portion of the differential. The differential is resiliently connected to a chassis side member by a cylindrical rubber bushing member which has an outer tubular member fixed to the differential, a shaft member which is fixed to the chassis side member and extends horizontally in the transverse direction of the vehicle body, and a rubber member which is interposed between the outer tubular member and the shaft member.

Abstract: A drive line assembly and mounting arrangement for converting a front engine front wheel drive vehicle to an on-demand four wheel drive system. The vehicle rear axle is adapted to be selectively driven by means of a viscous fluid coupling positioned intermediate a forward angled universal-joint drive line assembly and a rear torque tube enclosed longitudinal propeller shaft assembly. An overrunning clutch is rigidly connected intermediate a forwardly extending neck portion of the rear axle drive housing and the torque tube defines a composite torque tube structure. The overrunning clutch is adapted to be locked for a transmission of torque during normal driving. The rear axle drive housing is sprung from the frame by a pair of transversely aligned isolation mounts while the composite torque tube is resiliently secured by a bracket support adjacent its forward end.