Abstract: A motive wheel and selectively attachable/detachable hub motor for an electric vehicle comprises an axle comprising an axle axis, outer end, and cylindrical axle hub; a wheel comprising an outer wheel surface, inner wheel surface, wheel hub configured for reversible rotatable disposition on the axle, and wheel rim configured to receive a tire; and a hub motor disposed proximate the outer wheel surface and configured for selective attachment to/detachment from the wheel and axle and comprising a cylindrical rotor and cylindrical stator, the cylindrical rotor configured for selective attachment to/detachment from the axle, the cylindrical stator extending away from the cylindrical rotor and configured for selective attachment to/detachment from the wheel hub, the hub motor configured for reversible rotation of the wheel and cylindrical stator, wherein upon attachment of the hub motor a motive wheel is provided, and wherein upon detachment of the hub motor a non-motive wheel is provided.

Abstract: The present invention relates to a vehicle comprising: an internal combustion engine operable to rotate a crank shaft of the internal combustion engine; a transmission; at least one driving wheel rotationally connected to the transmission; a damping system arranged between the internal combustion engine and the transmission for dampening irregularity motions of the crank shaft, the damping system comprising an output splined portion; wherein the transmission is arranged for controllably rotationally connecting the output splined portion of the damping system to provide torque from the internal combustion engine to the at least one driving wheel via the transmission, wherein the output splined portion of the damping system is adapted to mate with a splined portion of a coupling shaft of the transmission for connecting the crank shaft to the transmission via the damping system.

Abstract: An axle disconnect and differential locking system for single or multiple axle vehicles which allows the vehicle to selectively engage and disengage an axle half shaft from the differential side gear. Additionally, the system allows the vehicle to selectively switch between locked and unlocked differential driving modes. The system has a first position, a second position and a third position. At the first position, the system is not meshingly engaged with the differential side gear or the differential case. At the second position, the system is meshingly engaged with the differential side gear but is not meshingly engaged with the differential case. At the third position, the system is engaged with the differential side gear and the differential case. In one embodiment the system is a sliding collar. According to another embodiment, the system includes an axle disconnect collar, a differential locking collar and a biasing member disposed therebetween.

Abstract: A selectively lockable differential, comprising a plurality of torque sensitive pins, an outer housing, a first side gear comprising first gear teeth, a second side gear comprising second gear teeth, a pinion shaft, two pinion gears rotationally coupled to the pinion shaft, each pinion gear comprising pinion gear teeth coupled to the first gear teeth and the second gear teeth, and a collar comprising collar teeth for selectively engaging the gear lugs of the first side gear, the torque sensitive pins operatively coupling the collar to the outer housing.

Abstract: Automotive drive shafts having slip yoke assemblies that are designed and configured to transmit torque and allow for axial movement while also minimizing driveline vibrations. In some embodiments, the slip yoke assemblies may include one or more bearings that minimize angular misalignment and resist drive shaft bending forces. In some embodiments, the bearings may include a pair of precision mating diameters on a yoke shaft and splined sleeve. In yet other embodiments, the slip yoke assembly may include internal rod wipers to seal out environmental contaminants and retain lubricants.

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: An engine unit 5 is arranged in the middle of the vehicle body frame 2 with respect to the widthwise direction of the vehicle and rearward of the steering shaft 28, and the fuel tank 10 with a built-in fuel pump 11 and the rear gear unit 31 comprising a wet brake 45 are arranged rearward of the cylinder head 20b of the engine unit 5 and such that at least a portion of the fuel tank 10 and of the rear gear unit 31 is located in the middle with respect to the widthwise direction of the vehicle, and the power steering unit 47 comprising an electric motor 49 is arranged forward of the cylinder head 20b and such that at least a portion of the unit is located in the middle with respect to the widthwise direction of the vehicle.

Abstract: A wheel hub, for use on off-highway vehicles, includes a first flange defining a wheel axis and a second flange spaced apart from the first flange along the wheel axis. The first flange includes a generally annular attachment face generally orthogonal to the wheel axis, while the second flange includes an axially inward side confronting the attachment face. The wheel hub also includes a plurality of rungs extending from the first flange to the second flange. Torque is transferred between the first flange and the second flange via the plurality of rungs. Additionally, the wheel hub includes a lubricant retention structure associated with at least one of the first flange and the second flange at a radially inward surface thereof.

Abstract: The motorcycle comprises an engine with a gearbox, a gear group and a drive wheel. A secondary transmission chain placed between the engine and said gear group, whereas a tertiary transmission chain is placed between the gear group and the drive wheel. The secondary transmission chain is placed at one side of the motorcycle and the tertiary transmission chain is placed at an opposite side of the motorcycle with respect to the longitudinal axis thereof. This arrangement is resulted in the motorcycle body having substantially narrower width compared to the width of the prior art motorcycles.

Abstract: A wheel type traveling body includes: a drive device provided on a frame for forming a chassis of the wheel type traveling body; pairs of left and right front and rear wheels which are provided on a front axle and a rear axle respectively, which are provided at the front and rear of the frame, respectively; a propeller shaft provided between the front and rear axles and transmitting the travel drive force of the drive device to the front and rear axles; and a bearing provided on the frame and rotatably supporting an intermediate part of the propeller shaft. The wheel type traveling body also includes a protection member provided so as to be separated from the bearing in the radial direction of the propeller shaft and so as to cover the outer periphery of the bearing from below.

Abstract: An all terrain vehicle with a tool less maintainable drive system, and having a seat designed to be straddled by the operator. The vehicle has a frame, a plurality of wheels attached to the frame, a steering mechanism attached at least one of the plurality of wheels, an engine mounted to the frame, and a clutch attached to the engine. The vehicle contains a system of features that can be removed without the use of tools. The system has a support attached to and extending outward from the frame, a removable footrest, a receiver attached to the removable footrest and configured to mate with the support, a locking mechanism attached to the receiver to secure the removable footrest with respect to the footrest support; and a removable clutch housing.

Abstract: A drive system and an interconnection unit are provided for an all wheel drive vehicle. The drive system includes, but is not limited to a power take-off unit, a propshaft and a rear drive module. The power take-off unit being adapted to be attached to a vehicle's powertrain, and the propshaft being adapted to transmit drive to the rear drive module. The propshaft and the power take-off unit are connected by a joint for transmitting drive force from the power take-off unit to the propshaft, and the joint between the power take-off unit and the propshaft includes, but is not limited to a female-male engagement. The female and male engagement portions are non-rotatable in relation to each other when the joint is engaged.

Abstract: A drive train arrangement for a vehicle comprising a main transmission and a transfer box which are both housed within a transmission housing. The transfer box comprises a drive output which is connected to a rear axle differential transmission and connectable, by a torque transmission element and a connecting shaft, to a front axle differential transmission. The connecting shaft is arranged at a predetermined angle relative to the drive output shaft of the main transmission. The end of the connecting shaft, facing toward the front axle differential transmission, is actively connected to the front axle differential transmission. The front axle differential transmission is fixed to the vehicle by at least one adaptor device allowing the front axle differential transmission to be adapted to a variety of arrangement positions along the rotation axis of the connection shaft.

Abstract: A cooling device for a vehicle, comprising a fan comprising an input end and a power supply, a transmission box having an input end, a universal joint coupling having an input end and a pulley; wherein the input end of the transmission box is connected to the universal joint coupling, the input end of the universal joint coupling is connected to the pulley, the input end of the transmission box is connected to a transmission device via the universal joint coupling, the transmission box operates to change an angle between a movement center line of the power supply and that of the fan.

Abstract: A vehicle may include a CVT unit or a power source which requires ambient air. An air inlet for an air intake system coupled to the CVT unit or the power source which requires ambient air may be provided in a side of a cargo carrying portion of the vehicle. The vehicle may include a rear radius arm suspension.

Abstract: A driveshaft assembly that includes a first shaft member, a second shaft member, a bearing assembly and a sensor. The first shaft member has a magnetically encoded zone with a magnetic field that varies as a function of the torque that is transmitted through the first shaft member. The second shaft member is coupled for rotation with the first shaft member. The bearing assembly comprises a bearing support, which is configured to be coupled to a vehicle structure, and a bearing that is housed in the bearing support. The bearing journally supports the first shaft member for rotation about a first axis. The sensor is coupled to the bearing assembly. The sensor is arranged to sense the magnetic field of the magnetically encoded zone and responsively produce an electrical signal.

Abstract: The present invention relates to a utility vehicle (2), in particular an agricultural tractor, which has at least three driveable vehicle axles, having a front axle (18), a middle axle (20) and a rear axle (22). The utility vehicle (2) has a drive (4), an adjustable transmission arrangement, which has at least one adjustable transmission unit (32, 34), wherein a drive input of the transmission arrangement is connected in respect of the drive to the drive unit (4) and a drive output from the transmission arrangement is connected in respect of the drive to the three vehicle axles (18, 20, 22), in such a way that the three vehicle axles (18, 20, 22) can be driven by the minimum of one adjustable transmission unit (32, 34) and a longitudinal and at least partially hollow frame element (12), which runs longitudinally and essentially centrally in the utility vehicle (2).

Abstract: A driveshaft assembly that includes a first shaft member, a second shaft member, a bearing assembly and a sensor. The first shaft member has a magnetically encoded zone with a magnetic field that varies as a function of the torque that is transmitted through the first shaft member. The second shaft member is coupled for rotation with the first shaft member. The bearing assembly comprises a bearing support, which is configured to be coupled to a vehicle structure, and a bearing that is housed in the bearing support. The bearing journally supports the first shaft member for rotation about a first axis. The sensor is coupled to the bearing assembly. The sensor is arranged to sense the magnetic field of the magnetically encoded zone and responsively produce an electrical signal.

Abstract: The invention relates to a clutch having two clutch parts which can be brought into engagement in form fitted manner for the torque transfer; and a shift member which is movable in a first direction to bring the clutch parts out of engagement and is movable in a second direction to bring the clutch parts into engagement. A motor is provided for the movement of the shift member in the first direction and a spring element is provided for the movement of the shift member in the second direction.

Abstract: A driving mechanism for driving a wheel of a toy car includes a motor, a first clutch, a second clutch, a guide shaft, a spring, and a limiting element. The first clutch driven by the motor has an engaging end surface defining a center hole thereon. The second clutch capable of latching with the wheel for driving the wheel has an engaging surface engaging with the engaging end surface. The second clutch defines a stepped hole substantially perpendicular to the engaging surface thereof, the stepped hole includes a first portion and a second portion. The guide shaft is disposed running through the stepped hole and has an end thereof fixed in the center hole. The spring sleeves the guide shaft and is compressed between the limiting element secured on the guide shaft and a stepped surface in the stepped hole.

Abstract: A vehicle includes an automatic transmission having an engine, an input member, a stationary center support, and a selectable one-way clutch (SOWC) positioned within the stationary center support. A SOWC selection mechanism is formed integrally with the center support, and rotates a slide plate during a predetermined transmission operating mode. A piston in a first bore of the selection mechanism rotates the slide plate in a first rotational direction to engage the SOWC, and a return spring in a second bore of the selection mechanism rotates the SOWC in a second direction to disengage the SOWC. The slide plate has a tab portion, and the piston and the return spring alternately apply a respective first and second force to opposite sides of the tab portion to rotate the slide plate, either directly or via an adapter ring.

Abstract: A small-sized vehicle, such as an ATV (All Terrain Vehicle), includes an engine having an output shaft, a front gear mechanism including a first shaft on a side of a front wheel to which a drive force from a front output shaft portion of the output shaft is transmitted, and a rear gear mechanism including a first shaft on a side of a rear wheel to which a drive force from a rear output shaft portion of the output shaft is transmitted. The front output shaft portion of the output shaft and the first shaft of the front gear mechanism are arranged substantially coaxial with each other, and the rear output shaft portion of the output shaft and the first shaft of the rear gear mechanism are arranged substantially coaxial with each other. The small-sized vehicle is capable of preventing vibrations and noise from being generated.

Abstract: A drive power transmitting system for a rough-terrain traveling vehicle (10) includes a pair of drive shafts (177, 178) for transmitting drive power from a power unit (18) to respective right and left independently suspended rear wheels (21, 21). Right and left constant velocity joints (184, 184) are provided on respective opposed ends of the drive shafts. A bearing unit (176) is provided on each constant velocity joint for connecting the same to a final gearcase (133) provided on a vehicle body so that the left and right constant velocity joints are releasably connected to the final gearcase individually.

Abstract: A hybrid vehicle has a power system with a torsional coupling. The power system includes a battery system for receiving, storing and providing electrical power, an internal combustion engine configured to provide rotational power through a flywheel, a first motor-generator, a second motor-generator, a control system, and a torsional coupling. The torsional coupling may absorb rotational shock caused by angular or rotational speed differences between the engine and the first motor-generator. The torsional coupling includes a driven plate assembly, a cover assembly and an interconnecting plate assembly. The interconnecting plate assembly may include a plurality of shock absorbing elements that absorb shock and vibration between the engine and the motor-generator.

Abstract: An independently suspended, driven axle shaft set in which the axle shafts are asymmetric with respect to each other, wherein the asymmetry provides mitigation of powerhop. The asymmetric axle shafts are asymmetrically selected such that the relative torsional stiffness therebetween is different by a ratio substantially between about 1.4 to 1 and about 2.0 to 1. The asymmetry may be provided by any known modality that alters torsional stiffness and is compliant with operational load demands of the axle shafts, as for example the axle shafts having the same length, but differing cross-sectional diameters; or by the axle shafts having the same cross-sectional diameters, but differing lengths; or a combination thereof.

Abstract: An accumulator for a hydraulic system, wherein the accumulator comprises a liner, a piston and a housing, that defines a pressure chamber, for receiving hydraulic fluid at high pressure, wherein the piston is biased towards an end position of the pressure chamber for interacting with the hydraulic fluid in the pressure chamber, and the piston is movable in a predetermined range for accumulating hydraulic fluid. The accumulator has at least one outlet port in a sidewall of the liner, which outlet port is covered by the piston in the predetermined range and is uncovered when the piston has moved a predetermined distance from the end position. A hydraulic system is also provided that comprises the above accumulator and an all-wheel drive system comprising the above hydraulic system. A method for de-airing an accumulator according to above is also provided.

Abstract: An alternator system includes an input shaft, a planetary gear assembly, a variable resistance generator, and a control unit. The alternator assembly is structured to produce an output current having a frequency. The planetary gear assembly disposed between, and operatively coupled to, the input shaft and the alternator assembly. The planetary gear assembly has a planet gear carrier body with an outer radial surface having teeth. The variable resistance generator has an external generator shaft with a generator gear. The generator gear is structured to engage the outer radial surface teeth. The control unit structured to detect the frequency of the alternator assembly output current and to alter the resistance of the generator. The control unit is structured to maintain the frequency of the alternator assembly output current within a selected range by increasing or decreasing the resistance of the generator.

Abstract: A twin clutch apparatus includes a first clutch, a second clutch, and a clutch outer member shared by the first and second clutches. The clutch outer member has groove portions formed therein having a width that gradually increases towards an open-end side of the clutch outer member. A width of each protruding portion formed in friction plates of the second clutch disposed towards the open-end side of the clutch outer member is greater than a width of each protruding portion formed in friction plates of the first clutch disposed towards a closed-end side of the clutch outer member. The twin clutch apparatus, during operation thereof, is operable to control a clearance between groove portions of the clutch outer member and protruding portions of friction plates within a desirable range, to reduce force and sound produced by an impact between the clutch outer member and the friction plates.

Abstract: A heavy vehicle of a mass greater than 40 metric tons and operable to generate a motive power is disclosed. The vehicle includes a first axle, at least two first tires mounted on the first axle, a second axle for transmitting at least part of the motive power, and four second tires mounted on the second axle. At most two of the second tires are driving or motive power transmitting tires. Each of the second tires is associated with a respective braking device.

Abstract: The present invention is a transmission system having an input portion connected to an engine, an output portion connected to a front propshaft and a rear propshaft, and a middle portion connecting the input portion to the output portion. The front propshaft and the rear propshaft are substantially co-axial and substantially equal length. The middle portion extends downward and diagonally rearward from the input portion to the output portion.

Abstract: An axle driving apparatus for a vehicle includes an axle, a vertical pump shaft, a hydraulic pump having a movable swash plate, a pair of trunnion shafts provided coaxially at respective opposite sides of the movable swash plate, a hydraulic motor having a motor shaft drivingly connected to the axle, and a housing containing the hydraulic pump, the hydraulic motor, and the axle. The housing includes a first housing member and a second housing member separably jointed along a vertical plane perpendicular to a rotary axis of the axle. A rotary axis of the hydraulic pump is substantially parallel to the vertical plane. The hydraulic pump is entirely disposed in the first housing member. A rotary axis of the trunnion shafts is substantially perpendicular to the vertical plane.

Abstract: A fluid drive system for vertical mixer tubs is provided. Rotational power from the power take-off of a tractor or other suitable vehicle is increased in rotational speed by an input gearbox. The input gearbox is, in turn, coupled to a fluid coupler that locks up when the input rotational speed reaches an optimum speed. The output of the fluid coupler is coupled to an output gearbox that reduces the rotational speed of the fluid coupler. The output of the output gearbox is connected to the drive mechanism of the mixer tub auger.

Abstract: A multiplate clutch includes at least one driving friction plate configured to be rotated by a driving portion, at least one driven friction plate provided to face the at least one driving friction plate and configured to rotate the driven portion, a pressure applying unit configured to apply a pressing force to the at least one driving friction plate and the at least one driven friction plate to transmit the driving force from the driving portion to the driven portion via the at least one driving friction plate and the at least one driven friction plate, a first cam unit including first concave-convex cams and configured to increase the pressing force in accordance with an increase of the driving force, and a second cam unit configured to function as a back torque limiter mechanism and including second concave-convex cams which are different from the first concave-convex cams.

Abstract: There is provided a reduction gear device applied to a vehicle having a motor unit with a motor shaft for outputting a driving force for driving a driving wheel. The reduction gear device includes an input shaft operatively connected to said motor shaft; a reduction gear unit operatively connected to said input shaft; a brake disk supported by the input shaft in a relatively non-rotatable and axially movable manner; an operating member for pushing and moving the brake disk toward a braking surface; a housing for accommodating the reduction gear unit, the brake disk and the operating member; and a brake operating shaft which is supported rotatably about an axis by the housing along a radial direction of the brake disk and has an engagement part engaging with the operating member.

Abstract: The invention relates to an actuating apparatus that can be used, for example, as an actuating apparatus for a motor vehicle transmission, the select function and the shift function being guaranteed by this actuating apparatus and it being possible to effect this using exactly one electric motor, and it being possible, starting from an original gear, to alternatively engage at least three different target gears without it being necessary in between to shift into an intermediate gear.

Abstract: A differential (2) for a vehicle is proposed for the apportionment of a drive torque conducted via a drive shaft on a crown gear (7). The drive torque is engendered by a motor (1) onto two output shafts (3, 4) and differential is to serve for the compensation of a difference in speed of rotation between the two output shafts (3, 4). The crown gear (7) is located in an area between the motor (1) and a drive wheel (6) of a vehicle (29) while a semi-independent suspension assembly (10) is to be found between the output shafts (3, 4) in the area between the motor (1) and the other drive wheel (5) of the vehicle, whereby the crown gear (7) and the semi-independent suspension assembly (10) are bound together via a shaft (8).

Abstract: A motor vehicle axle assembly includes a hollow cylindrical, internally-splined input shaft that is adapted to be connected to an externally-splined shaft of an end fitting of a driveshaft assembly. By using the mass centerline or center of balance of the end fitting shaft as a common center of balance for a balanced driveshaft assembly and further as a locating centerline for the connection between the input shaft of the axle assembly and the shaft of the rear end fitting of the driveshaft assembly, eccentricities in the connection between the input shaft and the end fitting are minimized to reduce noise and vibration. This also provides an adequate seal between the input shaft and the carrier of the axle assembly to retain lubricant in the carrier.

Abstract: A tracked vehicle includes a track operatively connected to a driveshaft. An output shaft of a hydrostatic motor is selectively rotationally engaged with the driveshaft via a clutch mechanism. When the clutch mechanism is engaged, the motor drives the track. When the clutch mechanism is disengaged, the tracked vehicle may be towed without rotating the output shaft of the motor. The clutch mechanism includes splined surfaces on the driveshaft and output shaft that are adapted to rotationally engage a splined surface of an axially-movable clutch shaft. The clutch mechanism further includes an engagement controller that selectively axially moves the clutch shaft into and out of rotational engagement with the output shaft while maintaining continuous rotational engagement between the clutch shaft and the driveshaft.

Abstract: The present invention provides a tractor 1 constructed so that an engine 2 is mounted on the front portion of a traveling vehicle body having front wheels 19 and rear wheels 11, a transmission case 3 is provided at the rear portion of the traveling vehicle body, an output shaft 2a of the engine 2 and a transmission input shaft 5 provided on the front face of the transmission case 3 are joined to each other by a first universal joint 6, and a work machine 24 is attached between the front and rear wheels 19 and 11 in a manner enabling it to rise and fall, wherein a front wheel traveling input shaft 15 is provided sat the rear portion of the front axle housing 14 that supports the front wheels 19 so as to project rearward to the inclined upper side, and this front wheel traveling input shaft 15 and a front wheel driving shaft 13 projecting from the transmission case 3 are joined to each other by a second universal joint 17.

Abstract: A single-wheel driving mechanism for floor transport vehicles is comprised of a gearing housing with at least one gear stage, a flanged-on drive motor, and a driven running wheel. For obtaining the smallest possible installation space or achieving a simplified installation or removal of the single-wheel driving mechanism, in conjunction with high transmission of force at the same time, the running wheel is directly connected with torsional strength with a gear of the transmission, and the gear of the transmission is rotatably supported on a support element.

Abstract: A transmission system for a motor vehicle, which contains a vehicle transmission equipped for longitudinal installation with a gear output shaft that points in the direction of the rear of the motor vehicle in the installed state is provided, wherein the shaft can be connected and be supported for rotation on an input shaft of a front axle gear unit via a driven shaft of a lateral drive unit and via a cardan shaft. For the purpose of reducing at least one deflection angle of the cardan shaft, at least one shaft corresponding to the cardan shaft is swiveled towards the gear output shaft of the vehicle transmission system.

Abstract: A drive system for a vehicle is described having a rubber mounted engine that provides a co-planar drive sprocket and driven sprocket. An articulated link located in the drive train between the engine and the drive sprocket allows independent movement of the engine with respect to the drive sprocket. The drive sprocket is rotationally held either by the frame member or the swing arm member.

Abstract: A tractor comprising a vehicle frame, an engine including a flywheel, a first vibration isolator through which the engine is supported by the vehicle frame, and a transmission including an input shaft and a housing, wherein the input shaft is disposed at an upper portion of the housing and lower than a rotary axis of the flywheel. A pair of first and second universal joints are interposed between the flywheel and the input shaft. The first universal joint being nearer to the flywheel than the second universal joint. A second vibration is isolator interposed at least either between the flywheel and the first universal joint or between the input shaft and second universal joint.

Abstract: The present invention is directed to a driveline configuration for a heavy-duty truck having multiple drive axles. The driveline configuration reduces the torsional vibrations associated with second order torsional excitation produced by the driveline's universal joints in both nominal and off-design conditions. The forward drive axle (101) and rearward drive axle (102) are oriented such that the interaxle drive shaft (110) utilizes a parallel shaft geometry with small joint operating angles. A double cardan joint (115) connects the main drive shaft (107) to the forward drive axle.

Abstract: A drive train assembly for use in powered vehicles or trailers having at least one axle of driving wheels. The assembly includes a coupling mechanism coupling the engine of the vehicle and the driving wheels. The coupling mechanism is activatable between a first and a second state, wherein in the first state the engine and driving wheels are mechanically uncoupled and in the second state the engine is mechanically coupled to the driving wheels. When the driving wheels are rotated by the vehicle or trailer being towed and the engine turned off the coupling mechanism ensures that no parts of the drive train assembly do not rotate and are therefore damaged due to lack of lubrication. Two embodiments are disclosed, one with the coupling (138) in the transfer box (110), and in the second embodiment the coupling is in the wheel hub assembly. Also disclosed is an oil pump assembly driven by the wheels rather than the drive train to provide some lubrication when the wheels are rotating and the engine is off.

Abstract: A transmission device for a self-propelled wheeled machine, this device, driven by a belt from a drive shaft, includes a housing mounted floating relative to the chassis of the machine containing a mechanism for reducing and clutching between an input shaft and at least one output shaft. This device is characterized in that the housing is constituted by half casings of which one includes a molded-on tongue loaded by a spring so as to exert on the housing a couple for swinging the housing about the output shaft, this tongue including, adjacent its end, an abutment immobilizing a sheath of a control cable acting on a clutch control lever of the device.

Abstract: A vehicle comprises a vehicle body. An internal combustion engine is mounted to the vehicle body. The engine comprises a crankshaft mounted in a crankcase. A drive system is mounted to the vehicle body. A transmission is coupled with the drive system. A coupling system couples the engine with the transmission. The coupling system comprises a drive member and a driven member. The drive member is coupled with the crankshaft. The driven member is coupled with the transmission. The driven member is rotatably mounted in the crankcase. The drive member is coupled with the driven member.

Abstract: A drive system for a utility vehicle (10) containing a motor (12) that is connected to and drives a hydraulic pump (14) which, in turn, is connected to a hydraulic motor (16). The hydraulic motor drives a ground engaging element through a gearbox having different selectable gears. A speed-adjustment device (26, 122) cooperates with the hydraulic pump (14) and/or the hydraulic motor (16) to adjust the rotational speed of the hydraulic motor (16). In order to make available the full rotational speed range of the hydraulic motor (16) in the lower gears while ensuring the observation of the maximum permissible speed in the highest gear, the invention provides a control device to limit the rotational speed of the hydraulic motor (16) to a predetermined value if the highest gear(s) of the gearbox (18) is selected.

Abstract: A driveline system for a motor vehicle includes at least two propeller shafts and a driveline angle reducer disposed therebetween for drivingly interconnecting the propeller shafts at a fixed operating angle. The driveline angle reducer includes a housing rotatably supporting therewithin a fixed-angle constant-velocity joint. The housing of the driveline angle reducer is mounted to a vehicle body and contains a supply of a lubricant for lubrication of the constant-velocity joint. The driveline angle reducer allows propeller shaft operating angles to be in a range where conventional Cardan joints can be used in the driveline systems without causing excessive cyclic vibrations.

Abstract: The invention relates to a transmission device (1) for a self-propelled wheeled machine, this device, driven by a belt (2) from a drive shaft (3), comprising a housing (4) mounted floating relative to the chassis (7) of the machine containing a mechanism for reducing and clutching between an input shaft (5) and at least one output shaft (6).