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 layshaft gear reduction unit that is operable for establishing high-range and low-range speed ratios, and a synchronized range shift mechanism that is adapted to permit 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 power transfer system includes 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 cross-country vehicle comprising an all-wheel drive is driven by a reciprocating engine installed transversely close to the front axle and by means of a change speed transmission which is also disposed transversely in the front. From the change speed transmission, the drive torque flows onto a planetary transmission operating as a center differential. The ring gear of the planetary transmission drives the front axle; the sun gear drives a low-high change-over unit. The planetary transmission, the change-over unit and the wheel sets connected behind it are constructed such that, during the high operation, the major portion of the torque is available at the front axle, and, in the low operation, is available on the rear axle. The center differential can be locked in the high and in the low operation.

Abstract: The toroidal continuous variable transmission for four-wheel drive automobiles distributes a greater torque to the rear wheels than to the front wheels. The torque of the first driven gear is distributed 50% each to the first output shaft and the second output shaft. The torque of the second driven gear is transmitted 100% to the second output shaft. Hence, when the front wheels are connected to the first output shaft and the rear wheels to the second output shaft, the ratio between torques distributed to the front and rear wheels is about 1:3. In the event that only the front wheels should race reducing the transmitted torque, the torque transferred to the second side gear that is not racing also decreases. The rear wheels, however, are supplied with a torque from the second driven gear and therefore can secure at least 50% of the input shaft torque.

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 drive and 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 potion going to the front wheels.

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: The speed reducing mechanism employing a planetary gear train can be interposed between a ring (36), engaged with an output gear (13) of the gearbox, and the case (16) which constitutes the input element of the differential. In this speed reducing mechanism, the ring is rotatively guided on two smooth journals and the reducing mechanism can be locked by means of a shifting sleeve (46). Such a simple, small and inexpensive arrangement permits improving the motricity of vehicles having two or four driving wheels, for example of the type capable of travelling over all types of roads and tracks.

Abstract: A planetary gear device including a first gear, a second gear, a carrier, and composite planetary gears each having a large- and a small-diameter pinion that are formed integrally with each other and arranged in the axial direction. The composite planetary gears are mounted rotatably on respective pinion shafts such that the composite planetary gears are axially movable over predetermined distances due to axial plays, and the pinion shafts are supported by the carrier such that the pinion shafts are disposed around an axis of the carrier. The pinions of the composite planetary gears mesh with the first and second gears, respectively. Each of the first and second gears and the pinions consists of a helical gear whose teeth have a helix angle with respect to the axis. The large-diameter and small-diameter pinions have the same direction of helix and the same amount of lead.

Abstract: A car transmission system which employs gear sets for transmission and is free from clutch mechanism. The transmission system mainly includes several driving gears which have increasing numbers of teeth and are sequentially inter-fitted on a driving shaft from inner side to outer side at intervals, and several driven gears which have decreasing numbers of teeth and are sequentially inter-fitted on a driven shaft from outer side to inner side at intervals. The driven gears are constantly engaged with the corresponding driving gears. The transmission spring members are controlled by a manually operated or automatically operated transmission controlling assembly and are respectively reciprocally independently moved between an engaging position where the power is transmitted and a disengaging position where the power is not transmitted, whereby the power of the driving shaft is sequentially transmitted to any of the driving gears.

Abstract: Herein disclosed is a power transmission which comprises: two housings coupled to rotate relative to each other; an input shaft rotatably borne in one of the housings; an output shaft rotatably borne in the other housing; two transmission paths coaxially arranged on the axis of the relative rotations of the two housings; a first transmission mechanism for transmitting rotations between the input shaft or the output shaft and the two transmission paths to rotate the two transmission paths in opposite directions; and a second transmission mechanism for transmitting rotations between the other of the input shaft or the output shaft and the two transmission paths to rotate the two transmission paths in the opposite directions and for absorbing the difference, which is caused by the relative rotations of the two housings, between the rotating speeds of the two transmission paths.

Abstract: Within a vehicle transmission casing (11), a plurality of speed-reducing and -changing gear trains are disposed between a drive shaft (12), which extends laterally of the transmission casing, and a differential gearing (13) for driving left and right wheel axles (15) differentially. The gear trains are composed of plural gears (17, 18; 117, 118, 119), which are fixedly mounted on the drive shaft, and another plural gears (20, 21; 120, 121, 122) which are rotatably mounted on a differential casing (14) of the gearing and mesh respectively with the gears on the drive shaft. A clutch member (23; 123) is disposed on the differential casing for coupling the gears thereon one at a time to this casing. The gears on the differential casing are preferably mounted on this casing through sleeve members (24a, 25b) which may be integral with a collar member (24) for supporting the clutch member slidably but non-rotatably relative to the differential casing.

Abstract: A continuously variable transmission and differential combination including an input shaft 36, a variable speed drive pulley 40 on the input shaft 36, a drive shaft 54, a variable speed driven pulley 500 on the driven shaft 54 and a v-belt 48 trained around the pulleys 40 and 50. A drive sprocket 64 driven by the drive shaft 54 and a driven sprocket 64 with a silent chain 66 trained around them provides a speed reduction drive. The driven sprocket 68 drives a sun gear 88 which drives planet gears 98 that mesh with a stationary ring gear 100. The planet carrier 102 is rotated at a reduced speed. The bevel gears 108 and 112 carried by the planet carrier 102 form a differential that drives axles 114 and 116. A reversing gear drive can be provided between the sun gear 78 and the sun gear 88 to reverse the direction of rotation of the axles 114 and 116.

Abstract: A T-drive power transmission mechanism comprising an engine with a crankshaft disposed perpendicularly with respect to the axis of the transmission gearing, the transmission including a hydrokinetic torque converter and a right angle drive connecting the torque output element of the gearing with transverse axle halfshafts, the torque input element of the gearing being connected drivably to a crankshaft gear located at the midpoint of the crankshaft.

Abstract: A four-wheel drive powertrain for a vehicle having an internal combustion engine mounted transversely with respect to the fore-and-aft vehicle center plane and a gearing mechanism having a principal axis forming a cross-axis configuration with respect to the axis of the crankshaft of the engine, and a rearward controlled-slip differential adapted to transfer driving torque from the gearing mechanism to rearward traction wheels.

Abstract: A multispeed power transmission has an input shaft, a pair of parallel transfer shafts, a differential gear set and a pair of output shafts. The output shafts extend from opposite sides of the differential gear set and are disposed coaxial with one of the transfer shafts and the input shaft. An output gear set is connected for torque transfer between the other transfer shaft and the differential gear set. A plurality of clutch controlled ratio gears sets are connectible between the transfer shafts to provide selective gear ratios therebetween. A direct clutch provides selective connection between the one transfer shaft and the differential gear set in bypass relation with the output gear set. A forward clutch is selectively operable in combination with the clutch controlled ratio gear sets and a direct clutch to provide a plurality of drive paths between the input shaft and the differential gear set.

Abstract: A T-drive powertrain for an automobile having an internal combustion engine mounted in a vehicle engine compartment with its crankshaft axis disposed transversely with respect to the vehicle geometric center plane and a power transmission mechanism having its principal gearing axis disposed in a fore-and-aft direction generally on the vehicle geometric center plane; the driving connection between the engine and the transmission gearing including a direct-drive, cross-axis gear assembly with a driving gear carried by the engine crankshaft at a location on the crankshaft near a midpoint between the crankshaft ends.

Abstract: A T-drive assembly comprising an internal combustion engine with a crankshaft adapted to be mounted in a vehicle in a direction transverse to the fore-and-aft geometric vehicle axis, a geared transmission having an axis perpendicular to the axis of the crankshaft, and a cross-axis drive between the crankshaft and torque input elements of the transmission including zero backlash bevel gears, one bevel gear being secured to a mid-position on the crankshaft and the other having a tapered hub in frictional driving relationship with a tapered torque input shaft for the transmission torque input elements.

Abstract: A four-wheel drive system comprises a first drive train that is mechanically engageable for transmitting a driving force from an engine to a set of front wheels and a second drive train that is provided with a viscous coupling for transmitting a driving force from the engine to a set of rear wheels by way of the viscous coupling. The second drive train is constructed so as to satisfy the relation that the speed of rotation of an input shaft of the viscous coupling divided by the speed of rotation of the front wheels is larger than the result of the speed of rotation of an output shaft of the viscous coupling divided by the speed of rotation of the rear wheels.

Abstract: A rear wheel drive automotive vehicle is provided with a transaxle including a transmsision and a differential. The output shaft of the transmission extends rearward of a ring gear of the differential. A hypoid pinion gear is fixedly mounted on the rear end section of the output shaft and meshed with the ring gear. The pinion gear is rotatably supported on the inner surface of the rear section of a differential casing through a roller bearing. The roller bearing is detachable and adjustable in location relative to the differential casing rear section so that the pinion gear is readily removable to facilitate an adjustment operation of tooth contact between the pinion gear and the ring gear of the differential.

Abstract: An enclosure for receiving therein a differential case of an automotive vehicle is arranged adjacent an internal combustion engine and is connected to an oil pan arranged beneath the engine. The enclosure is inclined at a predetermined angle about the horizontal axis of the engine. The enclosure has a pair of openings in the side wall thereof through which a pair of axle shafts pass. The axle shafts are also inclined at the same angle as the inclined angle of the enclosure. One of the axle shafts passes through openings formed in the side walls of the oil pan so as to extend to the opposite side of the oil pan. The inclinations of the enclosure and axle shafts allows the height of an engine hood and the width of the vehicular body to be decreased.

Abstract: The differential lock switch for a work vehicle is used to trigger a control system for downshifting the vehicle from second to first. The control system comprises five relays. The first three relays detect if the vehicle is in second; if the vehicle is going forward; and if the differential lock switch is actuated. The fourth relay is used to latch the signal from the third relay so that the differential lock switch can be released and the vehicle will remain in first. The fifth relay receives signals from the first four relays and manipulates the correct solenoid valves for downshifting the vehicle.

Abstract: Disclosed is a transmission which may advantageously utilize planetary gear assemblies. Planetary gear assemblies are characterized by no less than three independently rotatable members, each of which has associated therewith separate kinetic and kinematic properties, that is force and velocity components. These force and velocity components associated with one another create a power stream. By appropriate variation of parameters within several planetary gear assemblies comprising a transmission, including at least one parameter that is continuously and controllably variable, the kinetic, kinematic, or both, properties of the several power streams are manipulated so that all but one are eliminated thereby leaving as the sole surviving power stream one that has at least one kinetic or kinematic property which is continuously variable to form the output power stream of the transmission.

Abstract: A central differential for a four-wheel drive motor vehicle is provided on a pair of axles for right and left drive wheels. The differential has a tubular member secured to a final gear of a transmission, a pair of carriers one of which is connected to the drive wheels and the other carrier is operatively connected to the other drive wheels. A pair of annular side gears are securely provided on the tubular member, and an annular center gear rotatably mounted on the tubular member between the side gears. A pair of planetary gears are rotatably supported in the corresponding carrier. Each planetary gear comprises a pair of planet pinions, one of which is engaged with the side gear and the other is engaged with the center gear.

Abstract: A central differential for a four-wheel drive motor vehicle is provided on a pair of axles for right and left drive wheels. The differential has a cylindrical differential case connected to a final gear of a transmission, a pair of carriers provided in the differential case one of which is connected to the drive wheels and the other carrier is operatively connected to the other drive wheels. A pair of annular side gears are securely provided in the differential case, and an annular center gear rotatably mounted in the differential case between the side gears. A pair of planetary gears are rotatably supported in the corresponding carrier. Each planetary gear comprises a pair of planet pinions, one of which is engaged with the side gear and the other is engaged with the center gear.

Abstract: A frame has mounted thereon an engine and a speed change unit arranged adjacent to each other widewise of the frame to provide a vehicle body. The vehicle body has a front axle supporting a pair of front wheels thereon, a rear axle supporting at least one steering rear wheel, a mount assembly at its front portion for attaching thereto a mower having at least one cutter, and a clipping container mounted on its rear portion. From a clipping outlet formed in the rear portion of the mower, a duct extends rearward generally horizontally under the front axle, is bent upward behind one of the front wheels and is connected to the clipping container.