Abstract: A powertrain system for a motor vehicle comprises a power unit (2), a differential module (3) and a propeller shaft (4) provided to extend in a frontward-rearward direction of a vehicle body to transmit drive power of the power unit (2) to the differential module (3). The propeller shaft (4) is divided into a front shaft segment (4a) a rear shaft segment (4b) through the intermediary of a third universal joint (43), and adapted to be contracted in such a manner that the front shaft segment (4a) is fitted into an end of the rear shaft segment (4b) over a contractable range D1, together with a part of the third universal joint (43). The differential module (3) has a module body (31), and a rear support section (33) which supports the module body (31) to allow a front portion of the module body (31) to be swingably moved downwardly.

Abstract: A computerized vehicle control system and device for limiting the functionality of a mobile asset (e.g., vehicle) capable of performing a plurality of mobile asset functions. The device includes an asset monitor, a mobile wireless transceiver, and a mobile asset processor. The asset monitor is in communication with a first mobile asset for collecting monitored data associated with the first mobile asset. The mobile wireless transceiver is adapted to interface with a management computer. The mobile asset processor is adapted to receive the monitored data from the asset monitor; determine that a first mobile asset function of the plurality of mobile asset functions should be limited; and limit operation of the first mobile asset function. The mobile asset control device can be adapted to override the functionality of the mobile asset, based on the navigation, relative location of the mobile asset, or business rules.

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: An open end of a sleeve (spline-fitted to a male yoke) remote from a connecting portion of the male yoke is closed by a first lid member. A through hole is formed axially through the male yoke, and includes a cylindrical first passage portion, and a cylindrical second passage portion which is disposed at that side of the first passage portion close to the first lid member and is smaller in inner diameter than the first passage portion. A second lid member is disposed to close that open end of the through hole remote from the first lid member. Air vent holes are formed through the second lid member to extend in an axial direction, and are disposed so as to partially overlap with a portion of an inner peripheral surface of the first passage portion in the axial direction.

Abstract: An off-road vehicle is disclosed which comprises a driveline assembly unit operative Iy connecting the propeller shaft to the front or rear wheel assemblies. The driveline assembly unit includes a main housing, a slip clutch torque limiting mechanism, and a wet brake clutch assembly. The slip clutch torque limiting mechanism and the wet brake clutch assembly being housed within the main housing and are coaxial with the propeller shaft of the off-road vehicle. A driveline unit is also disclosed that combines torque limiting and brake functions.

Abstract: A vehicle, including an independent rear suspension and a rear drive mechanism including a pair of dual offset joints mounted in a sprocket hub. Each dual offset joint is connected to a half shaft coupled to a wheel. A driven sprocket is connected to the sprocket hub at a location offset from a centerline of the vehicle. An external chain coupled to a drive sprocket coupled to the vehicle's engine and the driven sprocket to transfer rotational movement of the drive sprocket to the driven sprocket, thereby causing rotation of the sprocket hub, the dual offset joints, the half shafts, and the wheels.

Abstract: Transmissions and drive systems for a self-propelled machine and related methods are provided. An input shaft having an axis and extending transverse to an output shaft is provided. The input shaft can be rotatable about the axis of the input shaft and configured to drivingly engage the output shaft. A variable pitch pulley can be disposed axially on the input shaft and configured to rotate about the axis of the input shaft. The variable pitch pulley can be configured to change pitch diameter to regulate the speed at which the input shaft is rotated. Further, the input shaft can be at least partially rotatable about an axis of the output shaft to vary the pitch of the variable pitch pulley to regulate the speed at which the input shaft drives the output shaft.

Abstract: The invention relates to a transmission drive unit (10), especially for adjusting a mobile part in the motor vehicle. Said drive unit comprises a drive assembly (42) driving, by means of a drive element (40), a drive wheel (18) received on a spindle. The drive wheel (18) is rotatably received in a support tube (14) having a seat (52) for a securing device (54) for diverting crash forces. At least one circular or annular support element (62) can be secured between an axial end (60) of the support tube (14) and the seat (52) in order to mechanically reinforce the support tube (14). Said support element can be retrofitted and separately installed.

Abstract: A left drive shaft and a right drive shaft each include an inside constant velocity joint and an outside constant velocity joint with a ball spline mechanism provided between the inside constant velocity joint and the outside constant velocity joint for enabling the distance between the inside constant velocity joint and the outside constant velocity joint to be contracted and extended. The ball spline mechanism includes a spline shaft having an outer circumferential surface provided with a plurality of axial grooves extending in the axial direction, a tubular portion surrounding the periphery of the spline shaft and having an inner circumferential surface provided with a plurality of axial grooves extending in the axial direction and a plurality of balls capable of rolling while being fitted in the axial grooves and in the axial grooves.

Abstract: A shock-absorbing mechanism for a power-transmission device includes a cylindrical driven-side shaft coupled to the driving-side shaft through a constant-velocity joint to be axially relatively slidable with respect to the driving-side shaft, a center bearing for rotatably supporting the driving-side shaft to the vehicle body, and a labyrinth mechanism for sealing the inside of the center bearing. An end of the driven-side shaft on the side of the driving-side shaft is disposed axially opposite to the labyrinth mechanism. When the two shafts are slid in the direction to approach each other by an axial load input thereto, the end of the driven-side shaft collides axially with the labyrinth mechanism.

Abstract: A small vehicle features a drive system that directs power from an engine unit to at least one driven wheel. The driven wheel is connected to a half shaft. The half shaft is driven by a ring gear. The ring gear is driven by a pinion gear. The pinion gear is connected to a longitudinally extending drive shaft. The pinion gear is axially adjustable along the rotational axis of the drive shaft relative to the ring gear. The pinion gear is not substantially axially adjustable relative to a cover member the partially defines a gear housing. The cover member is adjustably secured to the balance of the gear housing through a shim. The shim can be exchanged for varied shim sizes to effect proper meshing between the pinion gear and the ring gear.

Abstract: The present invention relates to a four-wheel drive vehicle which on account of its constructive composition has very good off-road characteristics, in addition to which the vehicle can be adapted to a number of transport requirements and can act as a tool carrier. The vehicle is substantially frameless in the traditional sense with a front and rear rigid differential axle mounted on a beam or frame extending centrally in the vehicle's longitudinal direction, where at least one of the axles can rotate about the vehicle's longitudinal axis, while at the same time both of the vehicle's axles are each steered in the opposite direction to each other about their axes perpendicularly to the vehicle's longitudinal axis.

Abstract: A gearbox, particularly for an automotive vehicle with a telescopic load-carrying arm, is adapted to transmit directly or indirectly the drive movement of an internal combustion motor (M) with at least one front or rear axle provided with driven wheels. This gearbox includes a casing (13) containing an angled transmission (15) arranged to transmit the movement of the output shaft (17) of the motor, to a drive shaft (9 or 10) of the front or rear axle, or both. The gearbox further comprises a power takeoff through shaft (16) arranged to drive a pump that generates hydraulic or hydrostatic energy.

Abstract: A joint is sub-assembled on a front wheel propeller shaft side of a vehicle by integrally fitting one end of the joint to one end of the front wheel propeller shaft and covering the connection portion with a boot. This arrangement provides a shaft drive mechanism capable of easily assembling a propeller shaft with a pinion gear via a joint. The leading end side of the joint is fitted on a small-diameter boss of a pinion gear supported by a front wheel gear case. The joint is spline-connected so that it is integrally rotatably connected to the boss of the pinion gear. A C-shaped clip previously mounted on the small-diameter boss is engaged on the joint side in order to prevent the spline of the joint from slipping off from the spline of the pinion gear.

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: An independent suspension and rear halfshaft assembly for a vehicle having at least one wheel, a frame and at least one source of torque transmission, comprising at least one rigid arm hingedly connected to the frame and connected to the wheel, a Cardan type universal joint operatively connected to the source of torque transmission and having a pivot point approximately collinear with the pivot axis of the rigid arm, a rigid axle shaft operatively connected to the Cardan type universal joint and a crown spline joint operatively connecting the rigid axle shaft and the wheel.

Abstract: An implement is coupled for being driven and towed by a tractor. A pedestal shaft is slidably mounted to the tongue of the implement and is coupled to the tractor PTO by a telescopic shaft which during turning and certain rolling and or pitching conditions of the tractor acts to cause rearward shifting of the pedestal shaft from a normal operating position. A spring assembly resists the rearward movement of the pedestal shaft and returns it to its normal position once the condition which caused its rearward movement no longer exists.

Abstract: A mechanism for mounting an axle to a vehicle, and including a power output shaft drivingly coupled with a generally cylindrical coupler which is drivingly coupled with a first sleeve. A first axle is coupled for rotation with the first sleeve, and a first ground engaging wheel is coupled for rotation with the first axle and is thereby operatively driven by the output shaft. A first axle housing rotatably supporting the first axle is generally rigidly and releasably fixed to the frame of the vehicle. A first sprocket is fixed for rotation with the first sleeve, and a chain operatively extends between the first sprocket and a second sprocket which is fixed for rotation with a second sleeve. The second sleeve is operatively coupled with a second axle rotatably supported by a second axle housing, and therefore a second ground engaging wheel is driven with the first ground engaging wheel.

Abstract: A vehicle includes front and rear sections which are pivotally connected to enable the rear section to articulate relative to the front section. A drive train connects a transmission on the front vehicle section to a differential on the rear vehicle section and transmits power between the transmission and the differential while allowing the rear section to articulate relative to the front section. The drive train includes a shaft of fixed length extending from the transmission to a universal joint and includes a shaft of variable length extending from the universal joint to the differential.

Abstract: An independent wheel suspension system having a differential with an output axis therethrough, the differential being coupled to a transverse support tube pivotable about a transverse axis therethrough and by an inboard constant velocity universal joint to a wheel assembly, the wheel assembly being coupled by an arm to a torsion rod carried by the transverse support tube and pivotable about a swing axis through the inboard constant velocity universal joint, whereby the differential is adapted to pivot relative to each of the output, the transverse and the swing axes.

Abstract: The present invention relates to an improved all-terrain vehicle axle assembly allowing lateral movement of the axle while allowing the axle to rotate. The axle has a central elongated tooth portion which meshes with an arrower outer gear carried by a bearing mounted in a housing mounted attached to the frame of the associated vehicle. The bearing allows rotation of the axle while the sliding interengagement between the outer gear and the inner elongated tooth portion allows lateral movement of the axle with respect to the frame of the vehicle. The drive means for applying torque to the axle includes a similar elongated gear meshing with a narrower gear allowing torque to be imparted to the axle at all lateral positions thereof.