Abstract: A transmission for a working vehicle having an engine mounted on a bodywork frame such that a crankshaft of the engine is disposed horizontal and is oriented perpendicular to the longitudinal direction of the vehicle. The transmission comprises an input shaft for receiving power of the engine through a continuously variable transmission, an output shaft disposed in parallel with the input shaft, a pair of left and right axles extended oppositely to each other and in parallel with the output shaft, a differential connecting the left and right axles with each other in a differential manner, a transmission housing containing the differential, a pair of left and right axle housings, each of which houses each of the pair of axles, having mounting portions for mounting to the bodywork frame, and a wet-type disc brake device provided around a portion of the axles covered by the axle housings.

Abstract: An axle assembly for use in lawn tractors, pedestrian walk-behind mowers and snow blowers in the form of a housing having an internally disposed hydrostatic transmission and speed reducing gearing. An input shaft supported in the housing for driving a variable-displacement hydraulic pump of the hydrostatic transmission, the pump fluidly coupled to a fixed-displacement hydraulic motor of the hydrostatic transmission, and where the motor is drivingly connected through the speed reducing gearing to an output axle shaft or shafts. A mechanical differential disposed within said housing for applications requiring differential speeds of said axle output shafts. 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 said housing members are to one side of said seam and join with the third housing element.

Abstract: A continuously variable transmission has a first shaft supporting two first pulleys. The two first pulleys each comprise a fixed disk portion and a moveable disk portion whereby axial movement of the moveable disk portions along the first shaft relative to the fixed disk portions changes an effective diameter of the two first pulleys. An articulating mechanism connects the moveable disk portions. The articulating mechanism has a body that is connected to the moveable disk portions. A second shaft extends generally parallel to the first shaft. Two second pulleys are journaled about the second shaft. The two second pulleys each has a fixed disk portion and a moveable disk portion. The two fixed disk portions are rotationally connected to the second shaft through a differential.

Abstract: The invention herein of a torsion shift structure for the means of transportation mainly comprises of a transmission gear axle mounted between the power gear axle and the selective speed gear axle of the transmission structure of the means of transportation; the transmission gear on the transmission gear meshes the selective speed gear axle; a high speed gear and a low speed gear are formed on the power gear axle; the first and the second shifting gears are housed on the transmission gear axle and mesh respectively the high and the low speed gears; furthermore, a shifting shaft rod is inserted through the transmission gear axle for respectively controlling the interlocking between the first and second shifting gears and the transmission gear axle to change the driving of the high and the low speed gears and the transmission gear axle and to further achieve the output of the torsion shifting.

Abstract: A vehicle is provided with a continuously variable transmission having a low range operating mode for off road driving. A wide range continuously variable transmission is combined with a high fixed ratio final drive mechanism to provide a high gear ratio low range mode. A power take-off unit provides driving torque to a second pair of drive wheels and a coupling mechanism is provided in a second drive line for providing all wheel drive operation in response to wheel slip of the primary drive wheels.

Abstract: A compact transmission includes a reliable wet brake, which is disposed in a brake chamber formed on an outer surface of a sidewall of a housing of the transmission. Engine power is transmitted through a continuously variable transmission to an input shaft of the transmission. An intermediate shaft is drivingly connected to the input shaft through a reversing mechanism for changing the traveling direction of the vehicle. An axle is drivingly connected to the intermediate shaft through a deceleration gear train. The intermediate shaft is provided thereon with the reversing mechanism and a pinion of the deceleration gear train, and projects through the brake chamber so as to be provided thereon with the wet brake. Fluid in the housing is splashed by a gear of the deceleration gear train so as to flow into the brake chamber, and is returned into the housing.

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 second a 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: When conducting power-on shift by a clutch-to-clutch in an automatic transmission, friction control is unstable, and theoretically, torque transition is impossible when gear is downshifted. Also, so-called skip shift, i.e., the transmission between the transmission gears on the same clutch shaft cannot be done. Conducting active transmission by means of a motor enables up-shift and/or down-shift and also a torque transit transmission, as well as, enables the skip shift, as a practical application thereof. The torque of a first input shaft is transferred to a second input shaft, contemporarily, by means the motor, and during this, gears of the first input shaft are exchanged.

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 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 tandem axle assembly is provided. The tandem axle assembly includes a forward axle assembly and a rear axle assembly and an intermediate drive shaft assembly extending between the two axle assemblies. The forward and rear axle assemblies both includes a pinion gear rotating responsive to an inter-axle differential and a ring gear in mesh with the pinion gear. The forward pinion gear is offset from the forward ring gear by a first predetermined distance while the rear pinion gear is offset from the rear ring gear by a second predetermined distance. The second predetermined distance is greater than zero, but is less than the first predetermined distance. The variation in offsets enables both equal working angles in the intermediate drive shaft assembly and a reduction in those angles as compared to conventional tandem axle assemblies. Further, the variation in offset results in stronger and quieter gearing.

Abstract: A hybrid drive system for a four-wheel drive system arranged to supply motive power to a transfer case from an internal combustion engine and/or an electric motor/generator. The transfer case is comprised of a planetary gearset having a first input driven by the motor/generator, a second input driven by the engine, and an output directing drive torque to the front and rear drivelines. The output of the planetary gearset drives a rear output shaft connected to the rear driveline and further drives a front output shaft connected to the front driveline. The transfer case further includes a second planetary gearset having an input driven by the motor/generator and an output driving the first input of the first planetary gearset. 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 transfer case is provided with a range unit, an interaxle differential, a clutch assembly and a power-operated actuation mechanism. The range unit includes a planetary gearset driven by an input shaft, and a synchronized dog clutch assembly for releasably coupling one of the input shaft or an output component of the planetary gearset to an input member of the interaxle differential. The interaxle differential further includes a first output member driving a first output shaft, a second output member operably driving a second output shaft. The clutch assembly is a multi-plate friction clutch operably disposed between the first and second output shafts. The power-operated actuation mechanism includes a range actuator assembly, a ball-ramp clutch actuator assembly and a motor assembly operable to control actuation of the range actuator assembly and the clutch actuator assembly.

Abstract: A rotary piston engine (20) is shown that includes a housing (22) having a toroidal working chamber with inlet (56) and exhaust (54) ports. First and second piston assemblies (30 and 32), each of which includes at least one pair of diametrically opposed pistons (30A and 30B, and 32A and 32B), are located in the working chamber. Piston assemblies (30 and 32) are connected to the engine output shaft through a differential (78) and the Sakita gear sets (74 and 76), each of which gear sets includes a Sakita type 1 gear (74A or 76A) and a Sakita type 2 gear (74B or 76B). The piston assemblies rotate at variable speed, whereby pistons of the slower speed are trailing pistons during portions of the power and intake phases of engine operation. In one embodiment, the Sakita type 1 gear includes teeth in the form of rollers. Also, spark plugs embedded within piston assemblies (30 and 32) are accessible from outside.

Abstract: A rotary piston engine (20) is shown that includes a housing (22) having a toroidal working chamber with inlet (56) and exhaust (54) ports. First and second piston assemblies (30 and 32), each of which includes at least one pair of diametrically opposed pistons (30A and 30B, and 32A and 32B), are located in the working chamber. Piston assemblies (30 and 32) are connected to the engine output shaft through a differential (78) and two pairs of the Sakita gear sets (74 and 76), each of which gear sets includes a Sakita type 1 gear (74A and 76A) and a Sakita type 2 gear (74B and 76B). The piston assemblies rotate at variable speed, whereby pistons of the slower speed are trailing pistons during portions of the power and intake phases of engine operation. In one embodiment, one of the Sakita gears includes teeth in the form of rollers. Also, spark plugs embedded within piston assemblies (30 and 32) are accessible from outside.

Abstract: The invention herein of a torsion shift structure for the means of transportation mainly comprises of a transmission gear axle mounted between the power gear axle and the selective speed gear axle of the transmission structure of the means of transportation; the transmission gear on the transmission gear meshes the selective speed gear axle; a high speed gear and a low speed gear are formed on the power gear axle; the first and the second shifting gears are housed on the transmission gear axle and mesh respectively the high and the low speed gears; furthermore, a shifting shaft rod is inserted through the transmission gear axle for respectively controlling the interlocking between the first and second shifting gears and the transmission gear axle to change the driving of the high and the low speed gears and the transmission gear axle and to further achieve the output of the torsion shifting.

Abstract: A modular hydrostatic transaxle includes an axle module removably connected to a hydrostatic transmission module. The axle module includes a differential connected to a reduction gear train and disposed in an axle casing. A pair of axles are connected to the differential and supported within the axle casing. The hydrostatic transmission module comprises a transmission casing separate from the axle casing and hydraulically connected pump and motor disposed in the transmission casing. The motor output connection includes a shaft piloted to an input drive of the reduction gear train, which constitutes the alignment mechanism of the transmission and axle modules. The pump and motor cylinder barrels are hydraulically connected through the pump and motor block at 90° orientation, and a portion of the pump and motor block forms an inclined surface which supports a face of a thrust bearing.

Abstract: A rotary piston engine (20) is shown that includes a housing (22) having a toroidal working chamber with inlet (56) and exhaust (54) ports. First and second piston assemblies (30 and 32), each of which includes at least one pair of diametrically opposed pistons (30A and 30B, and 32A and 32B), are located in the working chamber. Piston assemblies (30 and 32) are connected to the engine output shaft through a differential (78) and the Sakita gear sets (74 and 76), each of which gear sets includes a Sakita type 1 gear (74A or 76A) and a Sakita type 2 gear (74B or 76B). The piston assemblies rotate at variable speed, whereby pistons of the slower speed are trailing pistons during portions of the power and intake phases of engine operation. In one embodiment, the Sakita type 1 gear includes teeth in the form of rollers. Also, spark plugs embedded within piston assemblies (30 and 32) are accessible from outside.

Abstract: An axle assembly for use in lawn tractors, pedestrian walk-behind mowers and snow blowers in the form of a housing having an internally disposed hydrostatic transmission and speed reducing gearing. An input shaft supported in the housing for driving a variable-displacement hydraulic pump of the hydrostatic transmission, the pump fluidly coupled to a fixed-displacement hydraulic motor of the hydrostatic transmission, and where the motor is drivingly connected through the speed reducing gearing to an output axle shaft or shafts. A mechanical differential disposed within said housing for applications requiring differential speeds of said axle output shafts. 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 said housing members are to one side of said seam and join with the third housing element.

Abstract: A power transmission apparatus for use with a four-wheel drive vehicle, which distributes a driving force output from a transmission coupled to a transverse layout engine to the front and rear wheels, through a transfer disposed on the rear side of the engine, is disclosed. The transfer includes a pair of direction-changing gears for changing a transmission direction of a driving force, first and second gears for displacing in parallel the center axis of a pinion shaft whose direction is changed by the direction-changing gears, and an output shaft, rotatably inserted through the second gear, for transmitting a driving force to the rear wheels. In the transfer, an electromagnetic clutch for coupling the second gear to the output shaft in a decoupling manner is disposed at a position closer to the engine than the second gear and on the center axis of the second gear.

Abstract: The invention provides a transmission mechanism for use in a vehicle including a vehicle body having one side toward a first direction along the length thereof and the other side toward a second direction opposite to the first direction, the vehicle comprising a differential gear unit 11, an HST 8 and an engine 7 which are arranged in the vehicle body from the first direction side toward the second direction. A transmission 10 is provided between the differential gear unit 11 and the HST 8, whereby the power of the engine 7 is transmitted through the transmission 10 and input to the HST 8 at the first direction side thereof. The transmission mechanism of simple construction serves to shorten the overall length of the vehicle while preventing the rise of the center of gravity of the vehicle.

Abstract: In a twin shaft type transmission having an input shaft and a counter shaft, a planetary gear type center differential coaxially provided with the counter shaft comprises a hollow center differential input shaft connected coaxially with the counter shaft for inputting power to said center differential, a first sun gear mounted on the center differential input shaft, a second sun gear provided coaxially with the first sun gear for outputting power to a rear drive shaft, a first pinion meshing with the first sun gear, a second pinion formed integrally with the first pinion and meshing with the second sun gear, a carrier rotatably holding the first and second pinions for outputting power to a front drive shaft, and a hub secured to the inside of the carrier and extending through a space between the first and second sun gears to the inside of the center differential input shaft and connected with the front drive shaft.

Abstract: A transmission of a working vehicle having an engine mounted on a bodywork frame such that a crankshaft of the engine is disposed horizontal and is oriented perpendicular to the longitudinal direction of the vehicle. The transmission comprises an input shaft for receiving power of the engine through a continuously variable transmission, an output shaft disposed in parallel with the input shaft, a pair of left and right axles extended oppositely to each other and in parallel with the output shaft, a differential connecting the left and right axles with each other in a differential manner, a transmission housing containing the differential, a pair of left and right axle housings mounted onto left and right faces of the transmission housing respectively, each of which houses each of the pair of axles, having mounting portions for mounting to the bodywork frame, and a wet-type disc brake device provided around a portion of the axles covered by the axle housings.

Abstract: Between a speed reducing mechanism (15, 17, 19) for speed-reducing drive power of an electric motor and a differential apparatus (7) for distributing speed-reduced drive power to axle ends is disposed a clutch (5) configured for interruptive transmission of drive power.

Abstract: An axle assembly for use in lawn tractors, pedestrian walk-behind mowers and snow blowers in the form of a housing having an internally disposed hydrostatic transmission and speed reducing gearing. An input shaft supported in the housing for driving a variable-displacement hydraulic pump of the hydrostatic transmission, the pump fluidly coupled to a fixed-displacement hydraulic motor of the hydrostatic transmission, and where the motor is drivingly connected through the speed reducing gearing to an output axle shaft or shafts. A mechanical differential disposed within said housing for applications requiring differential speeds of said axle output shafts. The housing being formed by three housing members and joined together along a substantially planar and horizontally peripheral seam formed there between such that two of said housing members are to one side of said seam and join with the third housing element.

Abstract: A vehicle-behavior control apparatus for the vehicle with a sub-transmission comprising of a control unit. This control unit is adapted to be connected to an engine system and vehicle status sensors, and directs the engine system to suppress a traction in response to spin or driftout moment determined from any outputs of the vehicle status sensors. The control unit limits the suppression of the traction when a position sensor of the sub-transmission indicates that the sub-transmission is at a lower speed range.

Abstract: A differential assembly is disclosed that is operable to prevent the escape of fluid from the assembly. The differential assembly further allows the transmission to be transported while containing fluid. The differential assembly further allows increased driveshaft lengths for reduced torque steer tendencies and improved constant velocity joint angles. The differential assembly includes a pair of differential side gears each integrally formed to a hollow stub shaft. Plug members disposed within the hollow stub shafts define an enclosed space in the differential housing, thereby preventing fluid escape from the differential assembly and the transmission.

Abstract: A crankshaft of an engine is coaxially connected with a main shaft of a transmission through an input shaft. In the transmission, a counter shaft is incorporated below and in parallel with the main shaft. There are provided a main transmission and a sub transmission between the main shaft and the counter shaft. The driving force of the engine is divided into a front driving force and a rear driving force by a center differential and the front driving force is transmitted from the counter shaft to front wheels through a front drive shaft incorporated below and in parallel with the counter shaft and a front differential. The rear driving force is transmitted to rear wheels through a rear drive shaft and a rear differential.

Abstract: An integrated system for automatically controlling the operation of both an automated mechanical transmission and a multiple speed axle assembly in a vehicle drive train assembly includes a transmission actuator for operating the transmission in any one of a plurality of transmission gear ratios. The system further includes an axle actuator for operating the axle assembly in any one of a plurality of axle gear ratios. An electronic controller is provided for operating the transmission in a desired one of the plurality of transmission gear ratios and for operating the axle assembly in a desired one of the plurality of axle gear ratios to provide a desired overall gear ratio for the vehicle. To accomplish this, the electronic controller is responsive to one or more input signals that represent operating parameters of the vehicle.

Abstract: A control system for a vehicle with an engine-CVT power train senses operator's desire relative to movement of the vehicle and translates the sensed operator's desire into a predetermined variable indicative of drive force applicable to the vehicle drive wheel. In integrated control mode, the predetermined variable indicative of drive force controls the engine throttle and the ratio of the CVT. In individual control mode, the integrated control is put out of operation and the sensed operator's desire controls the engine throttle and the ratio of the CVT. The control system provides an improved control over the transition period between the control modes.

Abstract: A transmission for a four-wheel drive vehicle having a multi-speed geartrain and power transfer mechanism incorporated into a common housing assembly. The multi-speed geartrain includes a input shaft, a mainshaft, and a plurality of constant-mesh gearsets arranged for selectively coupling the mainshaft to the input shaft for driven rotation at various speed ratios. The mainshaft can be selectively coupled to the power transfer mechanism for establishing two alternative power transmission routes. In particular, a range shift mechanism is provided for establishing a high-range power transmission route and a low-range power transmission route from the mainshaft to the input of an interaxle differential. The torque delivered to the interaxle differential is split between the front and rear drivelines to establish a full-time four-wheel drive mode. A transfer clutch is provided for automatically controlling slip and torque biasing between the outputs of the interaxle differential.

Abstract: A housing (2) includes first and second housing components (3A, 3B). The first and second components (3A, 3B) are fixed by bolts (6). Each bolt (6) extends through a central portion of a planet gear (72) of a planetary gear mechanism (7). The planet gear (72) is rotatably supported on the housing (3) through the bolts (6).

Abstract: A continuously variable gear transmission has a hemispherical drive gear providing an axially varying pitch diameter and an axially varying effective circular pitch, and a driven gear with a constant pitch diameter having teeth tapering axially in an opposite sense to the axially varying effective circular pitch of the drive gear. A pitch control drum guides teeth of the driven gear relatively around the shaft axis to continuously vary their effective circular pitch to match a circular pitch of the teeth of the drive gear for ensuring meshing engagement throughout the varying axial positions, whereby the velocity ratio of the transmission is varied continuously. The control drum has a guiding surface extending therearound with an axially tapering, conical guiding portion providing an arcuate guiding surface portion of constant transverse and continuously axially varying radius.

Abstract: An all wheel drive transmission has a transfer gearing apparatus disposed in axial alignment between a hydrodynamic input drive and an input member of a planetary transmission. The transfer gearing apparatus delivers power from the hydrodynamic drive to the planetary transmission and from a differential output of the planetary transmission to a first output drive member. A second output drive member is connected to the differential output. One output drive member is connectable with the front drive wheels of a vehicle and the other output drive member is connected with the rear drive wheels of the vehicle.

Abstract: A power transfer apparatus is provided with a rack/pinion type electric shift actuator for changing a traveling mode of a vehicle between high speed mode and low speed mode, and among full-time 4WD mode, 2WD mode, high direct-coupling 4WD mode and low direct-coupling mode. The apparatus further has a hydraulic multiple disc clutch for restricting a differential motion of a center differential gear when the traveling mode is in full-time 4WD mode and the traveling mode is changed over, and a hydraulic pump connected to a counter shaft, for supplying hydraulic pressure to the hydraulic multiple disc clutch.

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.

Abstract: An integrated system for automatically controlling the operation of both an automated manual transmission and a multiple speed axle assembly in a vehicle drive train assembly includes a transmission actuator for operating the transmission in any one of a plurality of transmission gear ratios. The system further includes an axle actuator for operating the axle assembly in any one of a plurality of axle gear ratios. An electronic controller is provided for operating the transmission in a desired one of the plurality of transmission gear ratios and for operating the axle assembly in a desired one of the plurality of axle gear ratios to provide a desired overall gear ratio for the vehicle. To accomplish this, the electronic controller is responsive to one or more input signals that represent operating parameters of the vehicle.

Abstract: A multi-speed offset transfer case for a four (4) wheel drive motor vehicle having a plural stage torque transfer and speed changing mechanism which provides four (4) or more output speeds for each input speed. A modified planetary gear assembly forms the first stage and provides selectively either speed reduction or an output speed which is equal to the input speed. This planetary gear assembly receives torque from an input shaft and includes a sun gear in driven engagement with the input shaft, a planetary gear carrier which supports a plurality of planet gears and a ring gear. The planetary gear carrier includes an output sleeve, which is preferably an integral part of the planetary gear carrier.

Abstract: A drive system for a work vehicle is provided having a differential gearbox with an output pinion coupled to a bull gear where the bull gear is coupled to an axle and the axle rotates about an axis below that of the bull pinion's rotational axis. The axle is engaged to a drive gear which is in turn coupled to a track. The differential may have two such axles coupled to two suspensions, and may be a part of an articulated vehicle. The vehicle may have two such differentials and suspension arrangements, one in a front frame of the articulated vehicle and one in a rear frame.

Abstract: The invention provides a hydromechanical system for limiting differential speed between first and second rotating members of a vehicle drivetrain subassembly. The hydromechanical system comprises a casing disposed within a housing of the subassembly which is rotatably coupled to the first rotating member of the drivetrain subassembly. Hydraulic fluid is supplied from a sump within the drivetrain subassembly housing to a reversible hydraulic pump disposed within the casing, wherein the reversible hydraulic pump pumps hydraulic fluid in response to relative rotation between the first and second rotating members. A piston assembly is disposed within the casing which includes a guide member, an actuating member and a chamber disposed therebetween, wherein the chamber receives the pumped hydraulic fluid.

Abstract: A differential mechanism has a differential casing for receiving drive power from an engine and a pair of output members for distributing the received drive power to road wheel ends. A pair of drive power control mechanisms each respectively comprise a combination of a speed change mechanism and a friction clutch for a serial connection between the differential casing and either output member or between the output members and an actuator for actuating the friction clutch to be let in. A controller controls a pair of the actuators to have a pair of the friction clutches periodically let in and let out in an alternating manner with a relatively short period.

Abstract: A transmission for a four-wheel drive vehicle incorporating a multi-speed geartrain which delivers power to the front and rear drivelines through an interaxle differential. A lock-out clutch is provided to selectively inhibit speed differentiation across the interaxle differential. Additionally, a driveline disconnect system including a synchronizer clutch assembly is provided to allow one of the drivelines to be disengaged for establishing two-wheel drive operation.

Abstract: A transfer case for use in a four-wheel drive vehicle. The transfer case has an input shaft supported for rotation about a first rotary axis, a first output shaft supported for rotation about a second rotary axis, a second output shaft supported for rotation about a third rotary axis, and a torque transfer arrangement for delivering drive torque from the input shaft to each of the first and second output shafts.

Abstract: Vehicle transmission consisting of a basic gearbox (1) and a supplemental gearbox (11), comprising a planetary gear set (23) with a direct drive mode and a crawl mode, a differential (31) between two front wheel drive axles (35,36) and an angle gear set (39,41) for transmitting torque to a rear axle differential. Shifting between direct drive mode and crawl mode is achieved with an axially displaceable engagement sleeve (17) which, in direct drive mode, transmits torque from the basic gearbox directly to the differential between the front axles and in the crawl mode transmits torque to the sun gear (26) of the planetary gear set.

Abstract: A planetary gear assembly is disclosed having a sun gear fixed for rotation with an input, a ring gear, and a planet carrier fixed for rotation with an output and which has a plurality of planet gears rotatably supported thereon that mesh with the sun gear and the ring gear. To establish the high and low-range drive connections between the input and the output, a first range sleeve is supported for rotation with the input and is movable between a neutral position and an engaged position whereat the input is coupled to the planet carrier. In addition, a second range sleeve is supported for rotation with the ring gear and is movable between a neutral position and an engaged position whereat the ring gear is coupled to a stationary brake plate. Accordingly, the high-range drive connection between the input and the output is established when the first range sleeve is in its engaged position and the second range sleeve is in its neutral position.

Abstract: A two speed planetary gear assembly and double disconnect mechanism for a motor vehicle transfer case or similar device achieves full decoupling of the speed reduction assembly from the power path when either neutral or the high speed gear ratio, typically direct drive, is selected. The double disconnect mechanism includes an axially slidable clutch collar freely rotatably disposed within a correspondingly movable reduction hub which may selectively be translated to engage either a direct drive member or an input to a planetary gear assembly. When the reduction hub is positioned to engage the input of the planetary gear assembly, a gear set on the carrier of the planetary gear assembly engages the reduction hub which drives it and the output member at reduced speed.

Abstract: An improved geartrain includes a transmission unit operatively attached to a longitudinally placed engine. The transmission unit incorporates a multi-speed transmission and a lockable planetary differential and further includes an input shaft, an output shaft, and connecting drive and driven gears. Two alternative torque paths are provided to a quill shaft from the output shaft. One of these paths is a high-range path and the other of these is a low-range path. The two torque paths are directed through a synchronizer clutch between low-range and high-range. One end of the quill shaft is connected to the low-high synchronizer clutch and the other end is connected to the lockable differential. The differential end of the quill shaft is connected to the pinion carrier of the differential. The torque delivered by the quill shaft is split by the differential when in its unlocked mode with a portion going to the rear wheels and a portion going to the front wheels.

Abstract: A device for mechanically disengaging and re-engaging a driven axle from a hydraulic transmission allows the driven axle to "free wheel" independently. In normal operation, a set of internal splines on an end of a rotor is engaged with splining on an end of a hollow coaxial drive train shaft, the rotor and drive train shaft held in rotational engagement by the biasing force of a spring. A pin, positioned coaxially within the hollow center of the drive train shaft and having one end bearing upon the rotor, can be externally moved to overcome the biasing force and disengage the rotor from the drive train shaft. Once the external force moving the spring is removed, the set of internal splines and splines are re-engaged.

Abstract: A power transfer system is disclosed for a four-wheel drive vehicle operable for permitting a vehicle operator to select between various full-time and part-time four-wheel drive modes. The power transfer system includes a transfer case equipped with a dual-planetary gear reduction unit and a synchronized range shift mechanism operable for permitting the vehicle operator to shift on-the-fly for establishing full-time and part-time high-range and low-range four-wheel drive modes. The transfer case is also equipped with an electronically-controlled slip limiting/torque-biasing arrangement including an interaxle differential and a transfer clutch operable for controlling the magnitude of speed differentiation and torque biasing across the interaxle differential.

Abstract: A change-speed gear unit has an output shaft, connected to a parallel input shaft in two forward gear ratios by a forward-speed gear stage. The output shaft is connected to a differential gear unit in one forward gear ratio by an auxiliary gear stage, and in the other forward gear ratio by a gear stage used as a gear constant.

Abstract: A transfer case for a four-wheel drive vehicle having a planetary gear assembly which integrates a gear reduction unit and an interaxle differential into a common arrangement. A clutch apparatus is operably associated with the planetary gear assembly and can be selectively shifted on-the-fly for establishing a full-time four-wheel high-range drive mode, a neutral non-driven mode, and a full-time four-wheel low-range drive mode.