Abstract: A transfer case for a motor vehicle having an input shaft, a first output shaft, a second output shaft, a clutch, a transfer mechanism, a sensor portion and a magnetoelastic torque sensor. The clutch has a clutch pack and a thrust mechanism that is configured to exert an engagement force on the clutch pack. The clutch pack has a first portion, which is rotatably driven by either or both of the input shaft and the first output shaft, and a second portion that is supported for rotation relative to the first portion. The transfer mechanism couples the second portion of the clutch pack to the second output shaft. The sensor portion is coupled to the first or second output shaft and is at least partially formed of a magnetoelastic material. The magnetoelastic torque sensor is disposed about and radially in-line with the sensor portion.

Abstract: Disclosed herein is an electric continuously variable transmission. The transmission of the present invention includes a first rotating plate (110) which is mounted to a first shaft and provided with a sun gear (112), a second rotating plate (120) to which a planetary gear unit (121) is mounted, and a third rotating plate (130) which is mounted to a second shaft, with a ring gear (132) provided on a circumferential inner surface of the third rotating plate. The transmission further includes a field unit (140) which has a first coil (114) wound around a plurality of cores (113) provided on the first rotating plate. The transmission further includes a generation coil unit (150) which has a second coil (124) wound around a plurality of cores (123) provided on the second rotating plate.

Abstract: A dynamoelectric machine comprises a first rotor shaft, a second rotor shaft and a central element. The first rotor shaft rotates about a central axis of the machine and has a first magnetic drive element disposed about an outer circumference of the first rotor shaft. The second rotor shaft rotates about the first rotor shaft and has a second magnetic drive element disposed about an inner circumference of the second rotor shaft. The central element is disposed between the first rotor shaft and the second rotor shaft and is configurable to remain stationary while the first rotor shaft and the second rotor shaft rotate about the central axis. The central element also includes a third magnetic drive element for interacting with the first magnetic drive element, and a fourth magnetic drive element for interacting with the second magnetic drive element.

Abstract: In an all-wheel drive train for a motor vehicle wherein the drive torque of the engine of the motor vehicle is transmitted from the transmission output shaft partially to the rear axle and partially to the front axle via an offset transmission structure and a laterally arranged drive shaft extending from the offset transmission structure past the transmission to the front axle of the motor vehicle extends from the offset transmission forwardly at a certain opening angle in close proximity to the transmission structure which narrows down toward the rear so that the rear end of the lateral drive shaft is relatively close to the center axis of the transmission.

Abstract: The transfer case reduction gearset is often never used for its original intended function, that is, to provide an additional speed reduction (torque amplification) ratio for the powertrain. This concept allows for the increased use of the transfer case gearset components to work in concert with the automatic transmission to increase its ratio spread. This increase in ratio spread will result in improved launch performance for the vehicle by steepening the effective first gear ratio of the automatic transmission. The increase in ratio spread may also provide for reductions in numerical axle ratio of the vehicle thereby improving the fuel economy during normal highway operation. The present invention focuses on a method of shifting the transmission of the vehicle in accordance with the invention which includes providing a transmission connected to a vehicle engine having a predetermined number of gear ratios which are selectable.

Abstract: A branched power transmission having several transmission ratio ranges with a steplessly adjustable transmission ratio. A drive shaft is connected to both shafts of a variable speed unit through a distributor transmission, which shafts in turn are connected with the input shafts of a parallel gearbox through respective clutches. Two transmission ratio ranges differ from each other through the transmission ratio of an input shaft of the parallel gearbox and its output shaft. Additionally, the power-producing transmission can include an electrical machine. A further embodiment includes a variable speed unit, a first planetary transmission connected with a drive shaft, the input shaft of the variable speed unit and a connecting shaft, and a second planetary transmission that is connected with the connecting shaft of the output shaft of the variable speed unit and an output shaft, and an electrical machine that is non-rotatably connected with the connecting shaft.

Abstract: The invention relates to an automatic gearbox, especially for a motor vehicle, comprising a drive shaft (7), a driven shaft which is non-coaxially arranged on the drive shaft (7), a planetary gearbox which is non coaxial in relation to the drive shaft (7), a planetary gear which is coaxial in relation to the drive shaft (7) and which comprises at least one set of planet wheels (14) and at least one switch element (10) for the selective transmission of the speed of a driving motor of the drive shaft (7) on an output element of the planet gear. The automatic gearbox also comprises a chain drive (18) with constant transmission, whose drive wheel (19) is connected to the output element of the planetary gear and is coaxially arranged on the drive shaft (7), and whose driven wheel (22) is actively connected to the driven shaft by means of a constant transmission. The chain drive (18) is adjacent to the housing wall (2) of the automatic gearbox directly in the axial direction thereof.

Abstract: An inter-axle differential assembly includes a forward side gear and a rear side gear that are supported by an input shaft. The forward and rear side gears are in meshing engagement with a plurality of inter-axle differential pinion gears that are supported on a spider. The spider is driven by the input shaft and has a plurality of legs with each leg supporting one of the plurality of inter-axle differential pinion gears. A helical drive gear is fixed for rotation with the forward side gear. The helical drive gear includes a center cavity defined by a spherical inner surface. The spider and the plurality of inter-axle differential pinion gears are positioned within the center cavity. This eliminates the need for an inter-axle differential housing assembly and reduces standout.

Abstract: A controllable, multi-mode, bi-directional overrunning mode clutch and a shift system adapted for use in a power transfer assembly for transferring drive torque from a primary driveline to a secondary driveline so as to establish a four-wheel drive mode. The mode clutch includes a first ring journalled on a first rotary member, a second ring fixed to a second rotary member, and a plurality of rollers disposed in opposed cam tracks formed between the first and second rings. The first ring is split to define an actuation channel between its end segments. A cam member is moveable between positions engaged with and released from one or both end segments of the split first ring. The shift system includes a mode fork which controls movement of the cam member for establishing a two-wheel drive mode in addition to on-demand and locked four-wheel drive modes.

Abstract: A power transfer unit is provided with a torque limiting coupling that limits the amount of torque that can be transferred to the driveline components when torque peaks occur while torque is transferred to the non-slipping wheels. The torque limiting coupling includes an engagement member disposed between an input from a driving member and an output to a driven member. The engagement member is located radially between and provides a frictional engagement between the input and the output. The engagement member is capable of slipping under heavy torque loads in order to protect the driveline components.

Abstract: This invention is a mechanical gearbox for every vehicle or machinery that needs one. It works on the grounds of the differential gear as a way to obtain mechanical addition or subtraction of the motion of two different shafts. Inside this mechanism an input-shaft-motion subdivision take place over other different shafts, which speeds are recombined together by differential gears, returning over an output-shaft a wide-range of selectable speeds with their proportional torque (transmission ratios).

Abstract: A hydrostatic transmission for vehicle interposed in a drive-power transmission path between a driving power source and a driving axle for non-stepwisely changing the speed of the vehicle includes an HST housing; a hydraulic pump unit having a pump shaft with first and second ends extending in a fore-aft direction of the vehicle away from each other; a hydraulic motor unit having a motor shaft for outputting the drive power from the motor shaft whose speed is non-stepwisely varied in cooperation with the hydraulic pump unit; a PTO unit having a PTO shaft extending in the fore-aft direction of the vehicle, the PTO shaft being operatively connected to the pump shaft; a charge pump unit for replenishing pressurized hydraulic fluid to a hydraulic circuit, the hydraulic circuit hydraulically connecting the hydraulic pump unit with the hydraulic motor unit, the charge pump unit including a charge pump body, and a charge pump case connected to the HST housing through its wall closer to the driving axle for supportin

Abstract: A full-time power take-off unit is equipped with a dual-mode bi-directional overrunning clutch and a shift mechanism to establish all-wheel drive and part-time four-wheel drive modes. Further, the power take-off unit includes a disconnect clutch that is controlled by the mode shift mechanism to establish a full-time four-wheel drive mode.

Abstract: Transmission method and arrangement for distributing tractive force in a vehicle between a first transmission branch (28a) and a second transmission branch (30). The transmission branches are connected to one another by way of a fork (28b) and one transmission branch (28a) is directly connectable to at least one wheel contact surface. The second transmission branch (30) is connected to the fork (28b) by way of a control unit (19), which is provided with control means (27) for varying the transmission ratio in this branch (30). The invention furthermore relates to a vehicle having at least two driving wheels (16, 16b, 17, 17b, 18, 18b) and the transmission arrangement specified above.

Abstract: Disclosed are a combination of a drive power transmission device and a differential gear, which combination is decreased in the number of parts, increased in rigidity and reduced in weight as well as in manufacturing cost, and a method of manufacturing the combination. A gear shaft which is provided with a drive gear for a differential gear is rotatably supported in a differential case. The differential case is provided with a partition wall portion which extends outwardly from an opening end portion thereof from which the gear shaft protrudes. A clutch case is secured to the circumferential edge portion of the partition wall portion thereby to define a housing chamber. A housing with a clutch receiving chamber formed therein is rotatably supported on the clutch case inside the housing chamber.

Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshaft and first and second mode clutches. The first mode clutch is operable with the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second mode clutch is operable with the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both mode clutches.

Abstract: A power transfer assembly for a four-wheel drive vehicle includes first and second output shafts and a drive mechanism operable to selectively transfer drive torque from a driven input shaft to the output shafts. The drive mechanism includes a differential assembly, a planetary gear assembly and first and second mode clutches. The first mode clutch is operable with the planetary gear assembly to increase the rotary speed of the first output shaft which, in turn, causes a corresponding decrease in the rotary speed of the second output shaft. The second mode clutch is operable with the planetary gear assembly to decrease the rotary speed of the first output shaft so as to cause an increase in the rotary speed of the second output shaft. A control system controls actuation of both mode clutches.

Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshafts and first and second mode clutches. The first mode clutch is operable with the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second mode clutch is operable with the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both mode clutches.

Abstract: A plurality of vehicle stabilizing devices which operate according to different strategies and which actuate, independently of the driver, brake actuators which are assigned to the vehicle wheels, in order to stabilize the vehicle are arranged in the vehicle. The vehicle is equipped with at least one switchable differential lock in the drive train. The differential lock assumes a non-switched operating state, a first operating state in which the differential lock is preselected, and a second operating state in which the differential lock is switched. When the differential lock assumes the first operating state, some of the vehicle stabilizing devices, other than that vehicle stabilizing device which, by actuating the brake actuators independently of the driver, prevents the vehicle wheels from locking during a braking operation, are influenced in terms of their operating mode.

Abstract: A controllable, multi-mode, bi-directional overrunning mode clutch and a shift system adapted for use in a power transfer assembly for transferring drive torque from a primary driveline to a secondary driveline so as to establish a four-wheel drive mode. The mode clutch includes a first ring journalled on a first rotary member, a second ring fixed to a second rotary member, and a plurality of rollers disposed in opposed cam tracks formed between the first and second rings. The first ring is split to define an actuation channel between its end segments. A cam member is moveable between positions engaged with and released from one or both end segments of the split first ring. The shift system includes a mode fork which controls movement of the cam member for establishing a two-wheel drive mode in addition to on-demand and locked four-wheel drive modes.

Abstract: An on-demand power take-off unit is equipped with a dual-mode bi-directional overrunning clutch and a shift mechanism to establish on-demand and part-time four-wheel drive modes. Further, the power take-off unit includes a disconnect clutch that is controlled by the mode shift mechanism to establish a two-wheel drive mode in addition to the four-wheel drive modes.

Abstract: An on-demand two-speed transfer case is equipped with a planetary gearset assembly and a range shift mechanism to provide high-range and low-range drive connections. The transfer case is also equipped with a dual-mode bi-directional overrunning clutch and a mode shift mechanism to establish on-demand and part-time four-wheel drive modes. Further, the transfer case includes a disconnect clutch and a disconnect shift mechanism to establish a two-wheel drive mode in addition to the four-wheel drive modes.

Abstract: A transmission mechanism with a differential mechanism of an automotive vehicle comprises a driving power input shaft, a propeller shaft, a core shaft, two rear wheel output shafts, two front wheel output shafts, and a caseless differential mechanism including a left side bevel gear, a planetary gear bracket and a right side bevel gear. The performance of the automotive vehicle equipped with the transmission mechanism of the invention can be improved.

Abstract: A transfer case is provided for a vehicle having front and rear axles. The transfer case includes a planetary gear set with first, second and third members. The first member is continuously connected with the front axle and the second member is continuously connected with the rear axle. An input shaft is selectively connectable with the first, second or third member. The transfer case provides rear-wheel drive when the second member is connected with the input shaft, all-wheel drive when the third member is connected with the input shaft, and front-wheel drive when the first member is connected with the input shaft. It is important that the specific members of the planetary gear set be chosen so the absolute value of the torque of the third member is equal to the sum of the absolute value of the torques of the first and second members.

Abstract: An axle assembly has an internally disposed hydrostatic transmission and speed reducing gearing. An input shaft supported in the housing drives a variable-displacement hydraulic pump, the pump fluidly coupled to a fixed-displacement hydraulic motor, and the motor drivingly connected through the speed reducing gearing to an output axle shaft. The housing being formed by three housing members and joined together along a substantially planar and horizontally peripheral seam formed therebetween such that two of the housing members are to one side of the seam and join with the third housing element. Two internal chambers formed by the three housing elements where one chamber contains the hydrostatic transmission and the other chamber contains the speed reducing gearing. A connecting shaft spanning between the chambers to provide the power transmission link between the hydrostatic transmission and the speed reducing gearing.

Abstract: A speed change control method of controlling a speed change ratio of a continuously variable transmission mechanism including a traction continuously variable transmission, includes: estimating a tilt angle of a power roller included in the continuously variable transmission based on an input rotating speed and an output rotating speed of the continuously-variable transmission mechanism; estimating a position of the power roller based on an estimated tilt angle obtained by the tilt angle estimating step and a command signal given to a driving device of adjusting the tilt angle of the power roller; and executing a feedback control operation based on an estimated position of the power roller obtained by the position estimating step.

Abstract: An infinitely-variable transmission comprises a rotational input member, a rotational output member, first and second non-circular driving gears coupled to one of the rotational members, and a plurality of variable velocity-ratio gear assemblies disposed about the one rotational member. Each gear assembly comprises an intermediate shaft including first and second non-circular driven gears respectively meshing with the first and second non-circular driving gears. Each gear assembly also comprises a multi-directional coupling associated with the pair of first driven/driving gears and the pair of second driven/driving gears, and an actuator for coupling the first and second variable-ratio gear pairs to the rotational members. The transmission also includes a phase angle variator associated with the variable-ratio gear pairs for varying the rotational angular displacement between the first gear pairs and the second gear pairs of each gear assembly so as to vary the velocity ratio of the transmission as needed.

Abstract: The present invention provides a transmission mechanism with a single differential mechanism for an automotive vehicle. The transmission mechanism of the invention is of a compact structure and a relatively less cost of manufacturing, and makes a clearance between the chassis of the automotive vehicle and the ground increased. The performance of the automotive vehicle equipped with the transmission mechanism of the invention can be improved.

Abstract: A power-split transmission for motor vehicles with off-road travel consists of a case (1), of an input shaft (2), of a first output shaft (3) coaxial with the latter, of a second output shaft (4), of a reduction unit (5), of a clutch unit (6) and of an offset drive (7).

Abstract: Operating range of feedback in CVT ratio control has been extended by use of stabilized values as an actual value of CVT ratio. The actual value of CVT ratio is derived from first and second pulse train signals provided by input and output speed sensors. Updating of rotational speed of the input member is repeated at intervals governed by the first pulse train. Updating of rotational speed of the output member is repeated at intervals governed by the second pulse train. Updating of an old value of a ratio between the latest value of the rotational speed of the input member and the latest value of the rotational speed of the output member to a new value thereof is repeated each time immediately after the rotational speeds of the input and output members have been updated since the latest updating of an old value of the ratio.

Abstract: A planetary gear mechanism 3 is provided at one end portion of a housing 2 in a direction of the rotation axis L. The mechanism 3 includes a planetary gear 31 disposed at the housing such that the planetary gear is rotatable about its own axis and revolvable about the rotation axis together with the housing, and an inner gear 33 and a sun gear 34 which are in mesh with the planetary gear. A differential gear mechanism 4 is provided at the other end portion of the housing. The mechanism 4 includes a casing 41 non-rotatably connected to the sun gear, a pair of pinion gears 43 disposed within the casing such that the pinion gears are rotatable about their axes and revolvable about the rotation axis together with the casing, and a pair of side gears 44, which are in mesh with the pinion gears.

Abstract: A transfer case for a vehicle that includes a planetary gear assembly, a clutch pack assembly, and a band and drum assembly that provide an overdrive or underdrive and direct drive in combination with a vehicle transmission. In one embodiment, an input shaft drives an outer ring gear of the planetary gear assembly and is coupled to one set of discs of the clutch assembly. A carrier of the planetary gear assembly is coupled to a rear output shaft, where the carrier supports a plurality of pinion gears. A sun gear of the planetary gear assembly is coupled to another set of discs of the clutch assembly that are coupled to the drum. When the clutch assembly is engaged, the ring gear is coupled to the sun gear for direct drive and when the band is engaged, the pinion gears and the ring gear provide underdrive.

Abstract: An on-demand two-speed transfer case is equipped with a planetary gearset assembly and a range shift mechanism to provide high-range and low-range drive connections. The transfer case is also equipped with a dual-mode bi-directional overrunning clutch and a mode shift mechanism to establish on-demand and part-time four-wheel drive modes. Further, the transfer case includes a disconnect clutch and a disconnect shift mechanism to establish a two-wheel drive mode in addition to the four-wheel drive modes.

Abstract: A transfer case is provided for a vehicle having front and rear axles. The transfer case includes a planetary gear set with first, second and third members. The first member is continuously connected with the front axle and the second member is continuously connected with the rear axle. An input shaft is selectively connectable with the first, second or third member. The transfer case provides rear-wheel drive when the second member is connected with the input shaft, all-wheel drive when the third member is connected with the input shaft, and front-wheel drive when the first member is connected with the input shaft. It is important that the specific members of the planetary gear set be chosen so the absolute value of the torque of the third member is equal to the sum of the absolute value of the torques of the first and second members.

Abstract: In order to form a torque transmission coupling to be compact, the present invention provides a torque transmission coupling (1) comprising input-output rotary members (57, 59) rotatably supported to perform input-output transmission of torque; a frictional engagement section (79) provided between the input-output rotary members to perform torque transmission between the input-output rotary members by enforcing frictional engagement; a compression member set (87) that comprises a pair of members (89, 91)capable of performing relative rotation and that generates thrust through the relative rotation between the members to thereby cause the frictional engagement section to perform the frictional engagement; and a rotary actuator (121) that causes both of the members of the compression member set to perform engagement-rotational driving whereby to cause the relative rotation.

Abstract: A power transfer system is provided and equipped with a torque transfer coupling which includes a stage 2 clutch and a clutch actuator. The clutch actuator includes stage 1 and stage 2 ball ramp actuators as well as a stage 1 clutch operably positioned between the ball ramp actuators to operatively engage the stage 2 clutch and vary the frictional engagement thereof.

Abstract: In accordance with the present invention, a preferred method is disclosed for operating a transfer case synchronized range shift mechanism. The range shift mechanism can be selectively actuated for establishing a four-wheel high-range drive mode, a neutral mode, and a four-wheel low-range drive mode. The synchronized range shift mechanism is comprised of a first input gear system, a second input gear system, and an output gear system. The output gear system is comprised of a rotary output member that may be selectively engaged with either the first input gear system or the second input gear system, depending on which four-wheel-drive operating mode the vehicle operator selects. The range shift mechanism is further comprised of a synchronizing mechanism. The present invention discloses a novel method for controlling the speed of the range shift as a means for reducing the time it takes to perform the range shift.

Abstract: A vehicle drive system includes a primary axle driven by torque from a transmission, an output shaft or propeller shaft driven by the primary axle or transmission, a secondary axle, a secondary axle clutch, and a secondary axle drive module. The secondary axle clutch is configured to operatively connect the secondary axle with the output shaft. The secondary axle drive module is operatively connected between the output shaft and secondary axle. The drive module includes an overspeed gear set connected in parallel with a one-way clutch to facilitate application of torque to the secondary axle even when the secondary axle is rotating faster than the primary axle.

Abstract: A hybrid drive system for a four-wheel drive system arranged to supply motive power to a primary output shaft of a transfer case from an internal combustion engine and to a secondary output shaft from an electric motor/generator. The transfer case is comprised of a planetary gearset having an input driven by the motor/generator and an output directing drive torque to the secondary drivelines. This hybrid drive arrangement permits use of a modified transfer case in place of a conventional transfer case in a traditional four-wheel drive driveline.

Abstract: A differential transmission comprises a differential casing (16) driven by an input shaft and having compensating gears (20) mounted therein, and in each case having an output gear (21, 22) to drive a first and a second output shaft (3, 4), it being possible for the differential casing to be connected to one of the output shafts (3, 4) via a friction clutch (12) by pressure being applied to a pressure plate (29).

Abstract: A power-split transmission for motor vehicles with off-road travel consists of a case (1), of an input shaft (2), of a first output shaft (3) coaxial with the latter, of a second output shaft (4), of a reduction unit (5), of a clutch unit (6) and of an offset drive (7).

Abstract: A power train for an amphibious vehicle includes an engine and transaxle arranged North-South, driving front, rear, or all four road wheels. A power take off with optional decoupler and constant velocity joint drives marine drive means. The power take off may be taken from the input shaft of the transmission, and may use a synchronizer. The transaxle includes a differential. The rear wheels may be set back from the differential outputs, with intermediate drives by chains or belts. A sandwich type power take off may also be used. In the four wheel drive embodiment, a power take off is required from the rear differential. Decouplers may be provided in at least one wheel drive shaft on each driven axle.

Abstract: A full-time transfer case is equipped with an integrated planetary gearset assembly and a synchronized range shift mechanism to provide high-range and low-range drive connections. The integrated planetary gearset assembly includes a first gearset which acts as a two-speed reduction unit and a second gearset which acts as an interaxle differential. The synchronized range shift mechanism is arranged to concurrently move two components of the first gearset and is synchronized to permit on-the-move range shifts.

Abstract: A transmission apparatus (3) outputs drive power of a motor, from a speed changing mechanism (5, 7), via a sub-shaft (25), a power distribution apparatus (4) transmits rotation of an input end member (67) linked to the sub-shaft (25), via output shafts (83, 85), to the front-wheel end and the rear-wheel end, and the sub-shaft (25) and the power distribution apparatus (4) are disposed in an axially overlapping relationship.

Abstract: A three-speed transfer case is disclosed to provide a direct drive connection between the input shaft and the output shafts, a low-range drive connection and an ultra low-range drive connection. The ability to choose between the distinct speed ratio drive connections permits the vehicle operator to best match the road conditions or off-road terrain to the tractive requirements of the motor vehicle.

Abstract: A continuously variable ratio transmission includes a planetary gear set connected to a prime mover having first and second output shafts. The first output shaft is connected in a hydraulic braking circuit including a positive displacement pump and an operator controlled variable flow valve for varying the resistive torque on the output shaft and effective a gear ratio change at the other output shaft.

Abstract: A hydraulic coupling assembly is provided for an auxiliary drive axle of an all wheel drive motor vehicle. The hydraulic coupling assembly comprises a rotatable casing, first and second output shafts axially outwardly extending from said casing, at least one hydraulically operated, selectively engageable friction clutch assembly for operatively coupling the casing to at least one of the output shafts, and at least one hydraulic clutch actuator. The hydraulic actuator includes a hydraulic pump located within the casing and adapted to generate a hydraulic pressure to frictionally load the friction clutch assembly, and a variable pressure relief valve assembly fluidly communicating with the hydraulic pump to selectively control the hydraulic pressure generated by the pump. The variable pressure relief valve assembly includes an electro-magnetic actuator selectively for varying a release pressure of the pressure relief valve assembly based on a magnitude of an electric current applied thereto.

Abstract: A manual transmission for a four-wheel drive vehicle transmits a power to a front drive shaft for driving front wheels and to a rear drive shaft for driving rear wheels through a propeller shaft. A plurality of shift gear trains are formed by drive gears mounted on an input shaft, driven gears meshing with the drive gears and mounted on an output shaft arranged below the input shaft and clutches. The output shaft is hollowed inside to incorporate the front drive shaft therein. An intermediate shaft is rotatably, coaxially disposed with the input shaft and is driven by the output shaft through a connection gear train. The intermediate shaft is coaxially connected with a transfer unit from which power is distributed to the front drive shat through another connection gear train and at the same time to the rear drive shaft. Further, the transmission incorporates another clutch for directly transmitting power from the input shaft to the intermediate shaft so as to produce a shift gear ratio of 1.0.

Abstract: A motor vehicle power transfer unit for distributing torque between a front wheel drive line and a rear wheel drive line. The power transfer unit includes an input portion, an output portion, a non-parallel gear set and a parallel gear set. The input portion is adapted to connect to an output portion of the transmission assembly and the output portion is adapted to connect to an input portion of the rear wheel drive line. The non-parallel gear set is coupled to the input portion and transfers power to the parallel gear set, which is coupled to the output portion. A front wheel differential located in the power transfer unit, may also be coupled to the input portion.

Abstract: A vehicle drive system includes a compact drive mode-shifting mechanism that is mounted in the final drive gearset of a vehicle. The drive mode-shifting mechanism includes a first shaft, a second shaft, and a clutch assembly. The first shaft forms an input shaft for the differential for a pair of wheels, the second shaft transmits engine power and the clutch assembly connects and disconnects the first and second shafts to one another to effect either the two-wheel-drive mode or the four-wheel-drive mode. The first shaft has an outer surface provided with a first spline, the second shaft has an outer surface provided with a second spline, and said clutch assembly includes an axially movable shifting member provided with an internal spline.