Abstract: A motion control system includes an absorber fixed relative to an axis, a spring fixed relative to the axis, and a mass coupled to the absorber and the spring and configured to move relative to the axis. The spring is configured to bias the mass toward a neutral position and with the absorber configured to dampen movement of the mass. The mass includes an internal surface and an external surface spaced from the internal surface. The external surface extends between a first end and a second end, with the first end closer to the axis than the second end. At least a portion of the external surface tapers away from the axis and toward the internal surface further from the first end to direct debris away from the axis.

Abstract: An adjustable front axle includes an axle housing; an axle tube connected to an end of the axle housing; an inner-C-forging disposed on the axle tube at an end away from the axle housing; and a mounting apparatus configured for detachably fixing the inner-C-forging to the axle tube. The inner-C-forging is provided with a first angle adjustment structure, the axle tube is provided with a second angle adjustment structure. The mounting apparatus is disposed on the axle tube, and capable of cooperating with the inner-C-forging to fix the inner-C-forging to the axle tube. The first angle adjustment structure and the second angle adjustment structure have different cooperation positions such that the inner-C-forging has different installation angles relative to the axle tube. A vehicle is also provided.

Abstract: An adjustable front axle includes an axle housing; an axle tube connected to an end of the axle housing; an inner-C-forging disposed on the axle tube at an end away from the axle housing; and a mounting apparatus configured for detachably fixing the inner-C-forging to the axle tube. The inner-C-forging is provided with a first angle adjustment structure, the axle tube is provided with a second angle adjustment structure. The mounting apparatus is disposed on the axle tube, and capable of cooperating with the inner-C-forging to fix the inner-C-forging to the axle tube. The first angle adjustment structure and the second angle adjustment structure have different cooperation positions such that the inner-C-forging has different installation angles relative to the axle tube. A vehicle is also provided.

Abstract: A utility vehicle with ergonomic, safety, and maintenance features is disclosed. A vehicle is also disclosed with improved cooling, suspension and drive systems. These features enhance the utility of the vehicle.

Abstract: A wheel drive assembly for transferring propelling torque from a source shaft to a wheel, the source shaft receiving torque from a motion actuator. The wheel drive assembly includes a wheel-hub, adapted to have the wheel mounted thereon, the wheel-hub being arranged about a longitudinal axis, which is adapted to coincide with a rotation axis of the wheel. The wheel drive assembly further includes a drive axle and a constant velocity (CV) joint mounted onto an outer end of the drive axle. The CV joint connects the drive axle to the wheel-hub. An outermost surface of the CV joint is disposed outwardly of an outermost surface of the wheel hub, along the longitudinal axis of the wheel-hub.

Abstract: A drive device for a motor vehicle includes a drive unit with a driveshaft, a housing, and a planetary gear set disposed in the housing with a sun gear. A connection device allows relative movements, running in an axial direction of the driveshaft, between the sun gear and the driveshaft, via which the sun gear is drivable by the driveshaft. An axial bearing has a roller bearing for axially mounting the sun gear where the axial bearing is disposed in the axial direction between the drive unit and the planetary gear set. A bearing casing formed separately from the housing supports the roller bearing in the axial direction via an outer ring of the roller bearing non-rotationally connected to the bearing casing and the bearing casing is connected axially fixedly to the housing.

Abstract: The present disclosure provides: an in-wheel motor driving device, which is improved so as to enable impact transmitted from the road during traveling to be buffered; and a movement device including the same. The in-wheel motor driving device, according to the present invention, comprises: a wheel including an in-wheel; an in-wheel motor provided inside the rim and rotating the rim; a supporting portion provided at the side surface of the in-wheel motor, and having the movement device connected at one side thereof; and a buffer provided between the in-wheel motor and the supporting portion so as to buffer the impact generated during vertical movement.

Abstract: An axle assembly having an axle shaft subassembly. The axle shaft subassembly may include an axle shaft and an adapter ring. The adapter ring may receive the axle shaft and may be fixedly positioned with respect to the axle shaft. A hub may receive the adapter ring and may be fixedly positioned with respect to the adapter ring.

Abstract: A motor of a ceiling fan includes a shaft, a bearing sleeve, a limiting member, a stator and a rotor. The shaft has a first shoulder and a second shoulder. The bearing sleeve receives a first bearing and a second bearing for supporting the shaft and has an inner flange, with the inner flange and the first shoulder jointly clamping and positioning the first bearing. The limiting member and the second shoulder jointly clamp and position the second bearing. The stator is arranged around the shaft. The rotor couples with the bearing sleeve.

Abstract: An axle support structure includes a drive source output shaft, an axle, a vehicle body-side member, a vehicle wheel bearing and a floating shaft. The drive source output shaft is configured to be rotated by a drive source. The axle is disposed coaxially with the drive source output shaft to rotate integrally with a vehicle wheel. The vehicle wheel bearing is coupled to the axle for rotatably supporting the axle on a vehicle body-side member. The floating shaft has a first linking part linked with the drive source output shaft with a degree of freedom in a non-rotational direction, and a second linking part linked with the axle with a degree of freedom in a non-rotational direction, such that power is transmitted from the drive source output shaft to the axle. The vehicle wheel bearing is disposed axially between the first and second linking parts.

Abstract: A wheel clutch includes a clutch pack mounted in a housing wherein either the friction plates or clutch plates of the clutch pack are fixed for rotation with a corresponding drive wheel, and the other of the friction plates or clutch plates is fixed for rotation with a drive shaft of the vehicle, a resilient member within the clutch housing normally biasing the clutch pack into a fully locked mode, a selectively actuable actuator within the clutch housing engaging the resilient member to selectively and progressively reduce a resilient force or to selectively and progressively allow the increase of the resilient force applied by the resilient member to the clutch pack, whereby the clutch pack is completely or progressively unlocked or locked respectively to provide an optimized amount of rotational traction versus rotational slippage.

Abstract: A single-wheel suspension of a non-steerable driven wheel of a two-track vehicle is provided. The suspension includes two longitudinal control arms that pivot in a vertical plane. The first control arm is supported by a vertical pendulum support and supports a wheel bearing. The second control arm is supported with one rotational degree of freedom on the vehicle and is connected to the first control arm with one rotation degree of freedom by a connecting member between the wheel bearing and the pendulum support. At least a section of the first control arm between the wheel bearing and the connecting member is located inside the wheel rim space. A gear mechanism at least partially inside the wheel rim includes two transmission stages laterally offset from one another. The rotational axes of a connection shaft connecting first and second transmission stages and the connection element between the two control arms coincide.

Abstract: A saddle riding type vehicle capable of making turns by leaning a vehicle body includes a pair of rear wheels provided at opposite sides of the vehicle body, a pair of support mechanisms arranged to support the pair of rear wheels to be movable, independently of each other, up and down about a pivot axis relative to the vehicle body, an engine disposed forward of the pivot axis to produce a drive force, a differential mechanism arranged to distribute the drive force of the engine to the pair of rear wheels and to absorb a rotating speed difference between the pair of rear wheels at a time of making a turn, the differential mechanism including drive shafts arranged between the engine and the pivot axis, a pair of shaft drive mechanisms provided for the pair of rear wheels, respectively, and arranged to transmit the drive force of the differential mechanism to the pair of rear wheels, and a pair of constant velocity universal joints provided for the pair of shaft drive mechanisms, respectively, each including a

Abstract: A mechanism for connecting a drive shaft to a stub axle of a vehicle is provided, comprising a drive shaft having a Cardan joint for driving a wheel, the Cardan joint having an inner and an outer yoke. The mechanism further comprises a wheel drive shaft for transmitting torque from the outer yoke to the wheel, wherein at least a portion of the wheel drive shaft engages at least a portion of the outer yoke, an opening formed though at least a portion of the wheel drive shaft and at least a portion of the outer yoke when a portion of the wheel drive shaft engages at least a portion of the outer yoke, a drive pin for insertion into the opening to secure the wheel drive shaft for rotation with the outer yoke, and a bearing surrounding at least a portion of the outer yoke and retaining the drive pin within the opening.

Abstract: A wheel assembly for a vehicle having a body, a power plant and a drivetrain for transmitting drive to said wheel assembly, generally consisting of a wheel including rim and hub portions; a roller bearing having inner and outer races, disposed within the rim portion of the wheels, coaxially therewith; first support means having a steering axis, mounted on the outer race of the bearing connectable to the body; second support means mounted to the inner race of the bearing and rigidly secured to the hub portion of the wheel; and an axle operatively connected at an inner end thereof to a portion of the drivetrain and an outer end extending into the inner race of the bearing and connected by means of a single universal joint to one of the second support means and the hub portion of the vehicle; wherein the steering axis intersects the center of the single universal joint.

Abstract: A chainless transmission mechanism includes a reinforcing shell capped on a front casing and locked by a lock nut to reinforce the structural strength of the front casing, a locating rod inserted into an inside locating groove of a fourth bevel gear and a second locating groove of a rear-wheel axle to prohibit rotation of the fourth bevel gear relative to the rear-wheel axle, and screw rods respectively threaded into respective screw holes on the fourth bevel gear and engaged into a first locating groove of the rear-wheel axle to prohibit axial displacement of the fourth bevel gear relative to the rear-wheel axle.

Abstract: In a frictional drive vehicle, a load acting on the vehicle such as the weight of a rider is converted into a force that urges two frictionally engaging parts (3L, 3R, 25) toward each other. Thereby, the contact pressure between the two frictionally engaging parts is maintained at an optimum level under all conditions. A weight of a rider may be transmitted to a drive member that frictionally engages a main wheel via a four-link parallel link mechanism (40, 50).

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: 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 a device for driving a wheel of a vehicle. The device includes a hub for carrying the wheel in a rotationally fixed manner, a planetary gear connected between a driving axle and the hub, which planetary gear includes a planet carrier which is connected in a rotationally fixed manner to the hub, and an arrangement for fixing the hub and the planet carrier in the intended position relative to one another in the axial direction. Both the hub and the planet carrier include a hole which extends in the axial direction. At least one of the holes forms at least a part of a continuous opening through the hub and the planet carrier in the axial direction. The fixing arrangement comprises an elongate element arranged in the continuous opening and an arrangement for fixing the hub and the planet carrier relative to one another in the axial direction via the elongate element.

Abstract: A sod cutter (10) is disclosed including a frame (12) formed by welding the free edges of mount, frame and end plates (46a, 46b 46c) bent relative to one of two side plates (46) to the corresponding edges of the other side plate (48). An axle assembly (160) is pivotal relative to the frame (12) by a depth adjustment lever (198) between a working position where wheels (16) carried by the axle assembly (160) engage tubular members (168) slideably and nonrotatably received on a drive shaft (166) and a transport position where the wheels (16) are spaced from the tubular members (168). A U-shaped handlebar (210) is positionable between an operating position for grasping during operation and a storage position for lifting and handling. A U-shaped control (212) is pivotably mounted in front of and above the U-shaped handlebar (210) for actuating the throttle of the engine (18).

Abstract: A bicycle hub is provided with a hub axle assembly, a hub shell and a pair of bearing units. The hub axle assembly basically has a hub axle washer, a bicycle hub axle and a washer retaining portion or member. The hub axle washer includes an outer peripheral surface and an inner peripheral surface defining an axle receiving opening. The bicycle hub axle includes a shaft portion and a head portion with the washer retaining member or portion being located on the shaft portion to retain the hub axle washer on the shaft portion. In the preferred embodiment, the washer retaining portion or member is a resilient member in the form of a flexible O-ring.

Abstract: The drive unit for a motor vehicle, has an input drive shaft connected to a starting element, which unit has an automatic transmission connected to the starting element and also possesses a first output drive shaft, which is connected to the rear wheel drive of a motor vehicle and has a second output drive shaft which is connected to the front wheel drive of the motor vehicle and further possesses a torsion damping mechanism. The second output shaft (1) is located in the motor side area of the drive unit and, seen in the direction of travel, is disposed in front of the starting element (3), transverse to the input drive shaft, while the torsion damping mechanism (2) is placed in front of the second output drive (1).

Abstract: A vehicle wheel end assembly includes a sleeve member that allows air to be vented from the wheel end while significantly reducing venting of lubricating fluid. The wheel end includes a hub that is driven by a gear assembly. Lubricating fluid is stored within the hub to lubricate the gear assembly. Air pressure that builds up within the wheel end during vehicle operation is vented from the wheel end assembly via a vent path. A sleeve is installed within the wheel end to block the lubricating fluid from entering the vent path.

Abstract: A wheel and final drive assembly for a work machine, such as a mining truck, having a driven rotatable wheel having inboard and outboard rims mounted thereto. The final drive assembly including a first and a second reduction gear assembly. A carrier output adapter having an inboard end, an outboard end, a cover attached to the outboard end and a mounting surface. The carrier adapter being attached at the inboard mounting surface to a outboard rim mounting ring and at the cover to a carrier assembly of the second reduction gear assembly.

Abstract: To provide a power transmission mechanism into which a driven flange is assembled, the power transmission mechanism producing no metal contact noises. A driven flange is divided into an engine side flange and a wheel side flange. The engine side flange may be formed of a steel forging and the wheel side flange may be formed of an aluminum forging. The engine side flange is spline-fitted in a final gear integrally rotated with a bevel gear. Furthermore, openings are formed in the wheel side flange at equal intervals and blocks having a threaded hole therein are pressed into the openings. In addition, the engine side flange, the wheel side flange, and the blocks are integrally connected together with bolts.

Abstract: A drive axle assembly has a gear housing, axle tubes extending outwardly of the gear housing, and an axle shaft disposed in each axle tube with an external wheel hub at a protruding end of the axle shaft. Each axle shaft is rotatably supported in a flanged end collar at a remote end of the axle tube by a bearing assembly that is mounted on the axle shaft and retained in the end collar by a screw cap. The drive axle assembly includes a brake member mounted externally on the end collar in juxtaposition to an external shaped flange of the end collar. The screw cap clamps the brake member against the external flange to locate the brake member on the axle tube in an axial direction and to nonrotatably couple the brake member to the axle tube.

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

Abstract: A 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: Apparatus which enables a foldable wheelchair to be retrofitted with an electrical propulsion system without significantly compromising the ability to fold the chair. The apparatus includes a drive unit for each wheel to be driven. The drive units can be mounted on the stationary axles of the driven wheels and apply torque, generated by a separate motor in each drive unit, to the wheels at a plurality of symmetrically located points which are radially displaced from the axles.

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 vehicle comprises a main frame, a pair of front wheels and at least a rear wheel operably associated with the frame for engagement with the ground, a steering mechanism, a seat associated with the frame for an operator, an engine including a drive shaft, a device for mounting the engine to the main frame, and a torque converter operably associated with the drive shaft and the rear wheel. The mounting device has a first position whereby the drive shaft is in driving engagement with the torque converter and a second position whereby the drive shaft is in disengagement from the torque converter. The mounting device includes a brake mechanism for stopping the vehicle and having operative and non-operative positions such that when the brake mechanism is in the non-operative position, the drive shaft is in the first position and when the brake mechanism is in the operative position, the drive shaft is in the second position.