Differential Is Beneath Prime Mover Or Transmission Patents (Class 475/200)
  • Patent number: 11204084
    Abstract: A torque transmission device (100) includes a variator of a continuously variable unit (CVU) (20) arranged in parallel with a layshaft gearset (30). The CVU (20) includes a first pulley (22) rotatably coupled to a second pulley (24), and the layshaft gearset (30) includes a first gear element (32) meshingly engaged with an intermediate gear element (34) meshingly engaged with a second gear element (36). A transmission input member (12) is rotatably coupled to the first pulley (22) of the CVU (20), and is selectively rotatably coupled to the first gear element (32) of the layshaft gearset (30) by activation of a first clutch (37). A transmission output member (14) is rotatably coupled to the second pulley (24) of the CVU (20) and rotatably coupled to the second gear element (36) of the layshaft gearset (30). The transmission is disposed to operate in a continuously variable mode when the first clutch (37) is disengaged, and to operate in a fixed gear mode when the first clutch (37) is engaged.
    Type: Grant
    Filed: April 11, 2016
    Date of Patent: December 21, 2021
    Assignee: GM Global Technology Operations LLC
    Inventors: Chengwu Duan, Jian Yao
  • Patent number: 10364872
    Abstract: An axle assembly having a gear reduction unit and an interaxle differential unit. The gear reduction unit may be operatively connected to an input shaft and may selectively provide gear reduction to a differential assembly and the interaxle differential unit. The interaxle differential unit may operatively connect the gear reduction unit to the output shaft.
    Type: Grant
    Filed: October 17, 2017
    Date of Patent: July 30, 2019
    Assignee: ArvinMeritor Technology, LLC
    Inventors: Christopher Keeney, Dale Eschenburg
  • Patent number: 9950617
    Abstract: A utility vehicle (2) comprises a plurality of ground engaging members (6, 8) and a frame (4) supported by the plurality of ground engaging members. The utility vehicle includes a front seating area (24) and a rear seating area (26). A rear cargo bed (20) is reconfigurable from a configuration where it is rearward of the rear seating area to a second configuration where it includes the rear seating area space. The vehicle includes a transmission (254) having a final drive portion (258) and a plurality of transmission shafts (672, 690, 702) housed in a common housing (650), the final drive portion being forward of an end of the plurality of transmission shafts. The vehicle also includes a front suspension (72) and a rear suspension (74).
    Type: Grant
    Filed: January 28, 2014
    Date of Patent: April 24, 2018
    Assignee: Eicher Polaris Private Limited
    Inventors: Richard D. Jacobson, Sitanshu Shekhar, Sandeep Singal
  • Patent number: 9657721
    Abstract: A transmission unit (1), particularly for a wind power plant, which has a first planetary stage (2), on the drive input side, a second planetary stage (3) and a third planetary stage (4), on the drive output side, which are coupled with one another in such a manner that a torque from the drive input side can be divided between the first and the second planetary stages (2; 3) and recombined in the third planetary stage (4). The first, the second and the third planetary stages (2; 3; 4) have a common gearwheel carrier (20) which is mounted for rotation about a rotational axis of the transmission unit (1).
    Type: Grant
    Filed: August 5, 2013
    Date of Patent: May 23, 2017
    Assignee: ZF Friedrichshafen AG
    Inventors: Jochen Witzig, Alfred Kienzle
  • Patent number: 9592725
    Abstract: A drive package includes a remote located CVT and a motor where the CVT is positioned rearward (or forward) of the motor. An auxiliary drive mechanism couples a drive shaft of the CVT to a crankshaft of the motor. The auxiliary drive mechanism is a belt or chain. The drive shaft is substantially parallel to, and longitudinally offset from, the crankshaft. Thus, the width of the drive package is reduced as compared to ATVs having a CVT located adjacent the motor. A method of making an ATV with the drive package is provided.
    Type: Grant
    Filed: April 4, 2014
    Date of Patent: March 14, 2017
    Assignee: Arctic Cat, Inc.
    Inventor: Michael J. Tiry
  • Patent number: 9573463
    Abstract: A front wheel drive transmission is adapted for all-wheel drive by the addition of a selectively engageable power take-off shaft. When a disconnect clutch is engaged, power may be transferred to rear wheels via a power take-off unit and a rear drive unit to improve vehicle mobility. When the disconnect clutch is disengaged, various components of the all-wheel drive system do not rotate, reducing parasitic losses and improving fuel economy. To provide packaging space for the disconnect clutch, the differential is moved to the left (driver side) of the driven transfer gear. A planetary differential, such as a double pinion planetary differential, is suitable for this location.
    Type: Grant
    Filed: May 5, 2014
    Date of Patent: February 21, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Jeffrey Edward Maurer, Andreas E. Perakes, David Allen Janson, Gregory Daniel Goleski
  • Patent number: 9400034
    Abstract: A product may include a differential unit that may be engaged with first and second axle shafts that may be driven from a common gear. An electrical machine may be positioned on a first side of the differential unit. A first shaft may extend from the electrical machine and into the differential unit. A power transfer unit may be positioned on a second side of the differential unit opposite the first side. A second shaft may extend into each of the differential unit and the power transfer unit. The first and second shafts may be rotationally engageable through the power transfer unit.
    Type: Grant
    Filed: August 12, 2015
    Date of Patent: July 26, 2016
    Assignee: BorgWarner Inc.
    Inventors: Larry A. Pritchard, Thaddeus Kopp
  • Patent number: 9260153
    Abstract: A vehicle, in particular a motorcycle, having an engine with a crankshaft extending transversely to a travel or longitudinal direction of the vehicle, a transmission, and a clutch, which may assume an open state and a closed state. The clutch, which allows a torque transmission from the crankshaft to the transmission in the closed state, is situated coaxially to the crankshaft. The engine and transmission may be arranged such that the vehicle's rearswing arm may be located coaxially with an axis of a transmission output shaft.
    Type: Grant
    Filed: October 25, 2007
    Date of Patent: February 16, 2016
    Assignee: Bayerische Motoren Werke Aktiengesellschaft
    Inventor: Markus Theobald
  • Patent number: 9028357
    Abstract: A power transfer unit assembly for a vehicle. The power transfer unit includes a housing, an internal variable speed differential positioned within the housing, a first front side shaft rotatively connected to the differential, a second front side shaft rotatively connected to the differential, an input shaft interconnected to at least one of the first and second side shafts, and at least one shifting mechanism for engaging at least one of the first and second shafts with at least one mode selection gear set. Engagement of the mode selection gear set transfers torque through the input shaft to selectively engage with a second gear set interconnected to a power transfer final drive unit assembly having an internal variable speed differential.
    Type: Grant
    Filed: December 2, 2010
    Date of Patent: May 12, 2015
    Assignee: GKN Driveline North America, Inc.
    Inventors: Brent Michael Peura, Robert Genway-Haden, Theodor Gassmann, Mark Schmidt, Michael Schwekutsch
  • Patent number: 8986147
    Abstract: A continuously variable transmission apparatus for a vehicle, may include a main shaft configured to receive torque of an engine, a subshaft disposed in parallel with and spaced apart from the main shaft, a reverse speed gear set having a reverse speed gear selectively connected to the main shaft, a first speed gear set having a first speed gear selectively connected to the subshaft, a second speed gear set having a second speed gear selectively connected to the subshaft, a variable shift apparatus engaged with the main shaft and the subshaft and continuously changing a ratio between rotation speeds of the main shaft and the subshaft so as to transmit torque of the main shaft to the subshaft, and an output gear set transmitting torque transmitted from the first speed gear or the second speed gear to a differential through a final reduction gear.
    Type: Grant
    Filed: December 4, 2013
    Date of Patent: March 24, 2015
    Assignee: Hyundai Motor Company
    Inventors: Tae Seok Seo, Dong Hwan Hwang, Seongeun Yun
  • Patent number: 8439786
    Abstract: An electric drive for a mobile vehicle comprises an electric motor (1) which powers a differential via a spur gear mechanism (3, 4, 6, 7). The electric motor (1), the spur gear mechanism (3, 4, 6, 7) and the differential (9) are each accommodated within a housing comprising three main housing portions (12, 13, 14), namely, a central housing portion (12), a first covering housing portion (13) and a second covering housing portion (14).
    Type: Grant
    Filed: November 17, 2008
    Date of Patent: May 14, 2013
    Assignee: ZF Friedrichshafen AG
    Inventors: Stefan Anspann, Robert Pauli
  • Patent number: 8398523
    Abstract: A drivetrain for an all-wheel-drive vehicle which has a first driven axle and a second driven axle. A drive unit is connected to a multi-stage transmission which has a multiplicity of gear stages for generating different transmission ratios. A transmission output shaft of the multi-stage transmission is connected to the first driven axle. The drive unit is also connected to an activating arrangement, the output element of which is connected to the second driven axle. Thus drive power can be supplied to the first axle permanently via the multi-stage transmission and drive power can be supplied to the second axle on demand via the activating arrangement. The activating arrangement has a first activating friction clutch and a second activating friction clutch which are designed to supply drive power to the second axle via a first and a second transmission ratio stage, respectively. The first transmission ratio stage is assigned to at least one lower gear stage of the multi-stage transmission.
    Type: Grant
    Filed: June 4, 2009
    Date of Patent: March 19, 2013
    Assignee: GETRAG Driveline Systems GmbH
    Inventors: Hans-Peter Nett, Bernd Oberhausen, Michael Hoeck, Jan Haupt
  • Patent number: 8281892
    Abstract: The working vehicle includes an axle unit that has a differential gear device, an axle case, an axle input shaft and first and second main output shafts, and an HST unit that has a hydraulic pump main body, a hydraulic motor main body, a capacity adjustment mechanism, an HST case, a pump shaft and a motor shaft, an HST input shaft, and an HST output shaft, wherein the axle unit is directly or indirectly supported by the vehicle frame so as to be positioned close to a first main driving wheel in a state where the axle input shaft extends in a vehicle widthwise direction, wherein the HST unit is directly or indirectly supported by the vehicle frame at a position away from the axle unit in a state where the HST output shaft extends in the vehicle widthwise direction, and wherein the HST output shaft and the axle input shaft are operatively connected to each other through an endless type transmission member.
    Type: Grant
    Filed: March 20, 2009
    Date of Patent: October 9, 2012
    Assignee: Kanzaki Kokyukoki Mfg. Co., Ltd.
    Inventors: Hiroshi Sugimoto, Hideki Kanenobu, Koji Iwaki, Kenta Sashikuma
  • Patent number: 8123645
    Abstract: A transmission includes a bevel gear configured to provide power to a shaft of a vehicle and that is rotatably engaged with a collar assembly. The transmission also includes a planetary gear set selectively engageable with the collar assembly. The collar assembly includes a first collar and a second collar. The first collar and the second collar are axially coupled together and independently rotatable relative to one another. The collar assembly is slidable between a first position to engage the planetary gear set and rotate the shaft at a first speed, and a second position to disengage the planetary gear set and rotate the shaft at a second speed. Both the first collar and the second collar disengage the planetary gear set in the second position.
    Type: Grant
    Filed: November 1, 2010
    Date of Patent: February 28, 2012
    Assignee: Oshkosh Corporation
    Inventor: Martin Schimke
  • Patent number: 8092334
    Abstract: A variable speed front differential assembly for a vehicle is provided including a first side shaft, a second side shaft, and an input shaft. An offset differential case houses a differential mechanism engaging the first side shaft and the second side shaft. A speed selection assembly is movable from a first speed position to a second speed position. A speed reduction assembly is mounted adjacent the offset differential case. The speed selection assembly directly engages the offset differential case housing when in the first speed position such that a 1:1 drive ratio is achieved. The speed selection assembly engages the offset differential case through the speed reduction assembly when in the second speed position such that an increased drive ratio is achieved.
    Type: Grant
    Filed: March 17, 2008
    Date of Patent: January 10, 2012
    Assignee: GKN Driveline North America, Inc.
    Inventors: Brent Michael Peura, Nobushi Yamazaki
  • Patent number: 8057347
    Abstract: A power transmitting apparatus can be configured to switch between 2-wheel drive mode and 4-wheel drive mode and to lock and unlock a differential device. The power transmitting apparatus can comprise an input shaft connected to a driving power source i.e.
    Type: Grant
    Filed: April 24, 2008
    Date of Patent: November 15, 2011
    Assignee: Kabushiki Kaisha F.C.C.
    Inventors: Ryouhei Chiba, Naoyuki Miwa
  • Patent number: 7878936
    Abstract: A drive train for a motor vehicle, which has a front axle and a rear axle, of which one is driven constantly and the other is driven as required, with a drive unit which is installed in the motor vehicle transversely at the front and provides drive torque via an output member, the output member being connected to the constantly driven axle, with an angular gear which is arranged in the region of the front axle and is connected to a cardan shaft which serves for transferring drive torque to the rear axle, and with a friction clutch arrangement for cutting in the axle driven as required, wherein the friction clutch arrangement is integrated with the angular gear in the region of the front axle.
    Type: Grant
    Filed: September 22, 2008
    Date of Patent: February 1, 2011
    Assignee: GETRAG Driveline Systems GmbH
    Inventors: Hans-Peter Nett, Jan Haupt
  • Patent number: 7824293
    Abstract: A transmission includes a first gear, and a second gear is fixed to one end of a shaft with the second gear engaging the first gear. A bevel gear is rotatably supported on the shaft and engages a power input gear. A hub is fixed to the bevel gear for concentric rotation about the shaft; the hub having a splined outer section. A planetary gear set including a sun gear and a carrier are arranged concentrically about the splined outer section of the hub. A splined section is fixed to an opposite end of the shaft. A collar assembly includes first and second collars, each having internal teeth and external teeth. The first collar and the second collar are axially coupled together and independently rotatable relative to one another, and the collar assembly slidably engages the splined section and the splined outer section.
    Type: Grant
    Filed: September 28, 2007
    Date of Patent: November 2, 2010
    Assignee: Oshkosh Corporation
    Inventor: Martin Schimke
  • Patent number: 7704183
    Abstract: An outboard motor includes a drive shaft including a pinion gear arranged at one end of the drive shaft, a first driven gear engaged with the pinion gear, a second driven gear engaged with the pinion gear, a first propeller shaft connected to a second propeller, a second propeller shaft connected to a first propeller, and a shift change mechanism arranged to selectively engage the first driven gear with the second propeller shaft, and to selectively engage the second driven gear with the first propeller shaft and with the second propeller shaft.
    Type: Grant
    Filed: May 28, 2008
    Date of Patent: April 27, 2010
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventors: Daisuke Nakamura, Yoshihiko Okabe
  • Patent number: 7537538
    Abstract: A vehicle powertrain includes an engine, transmission, differential mechanism, and a gearing mechanism to control speed relationships. The gearing mechanism includes a plurality of intermeshing gears, two of which are selectively interconnectible by a torque-transmitting mechanism. The gear mechanism is arranged to control the speed differential between two members of the differential mechanism and therefore to control the speed relationship between the output gears or side gears of the differential mechanism.
    Type: Grant
    Filed: May 3, 2006
    Date of Patent: May 26, 2009
    Assignee: GM Global Technology Operations, Inc.
    Inventors: Craig S. Ross, Clinton E. Carey
  • Patent number: 7485063
    Abstract: A drive train for a motor vehicle, which has a front axle and a rear axle, of which one is driven constantly and the other is driven as required, with a drive unit which is installed in the motor vehicle transversely at the front and provides drive torque via an output member, the output member being connected to the constantly driven axle, with an angular gear which is arranged in the region of the front axle and is connected to a cardan shaft which serves for transferring drive torque to the rear axle, and with a friction clutch arrangement for cutting in the axle driven as required, wherein the friction clutch arrangement is integrated with the angular gear in the region of the front axle.
    Type: Grant
    Filed: September 28, 2006
    Date of Patent: February 3, 2009
    Assignee: GETRAG Driveline Systems GmbH
    Inventors: Hans-Peter Nett, Jan Haupt
  • Patent number: 7448977
    Abstract: A transaxle for transmitting power to output at multiple speed ratios includes halfshafts having a portion located in a transaxle case and a second portion extending toward a wheel. A differential mechanism located in the case transmits power between the output and differentially to the halfshafts. A clutch driveably secured to the output and connectable to one of the halfshafts for controlling the magnitude of a speed differential between a speed of the output and a speed of the halfshaft includes a cylinder and a piston moveable in the cylinder. A hydraulic system includes a passage located adjacent a halfshaft and hydraulically communicating an inlet and the cylinder, the inlet being sealed at axially opposite sides against passage of fluid by a seal rings located in a wall that surrounds the passage.
    Type: Grant
    Filed: January 18, 2006
    Date of Patent: November 11, 2008
    Assignee: Ford Global Technologies, LLC
    Inventors: David Janson, Andy Perakes, Gregory Goleski, Dennis Person, Larry Deutsch
  • Patent number: 7399250
    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.
    Type: Grant
    Filed: January 20, 2006
    Date of Patent: July 15, 2008
    Assignee: Daimler AG
    Inventors: Philip Gansloser, Tobias Haerter, Werner Klein, Hartmut Nied, Rolf Schroeder, Petra Tennert
  • Patent number: 7309301
    Abstract: A powertrain for transmitting power to the drive wheels of a vehicle includes a transaxle case containing a transaxle drive mechanism for producing variable ratios of a speed of its output and a speed of its input, a differential mechanism for transmitting power between the output and the wheels of a first set of drive wheel, a transfer clutch secured to the output for transmitting power between the output and the wheels of a second set of drive wheels, and a control system for hydraulically actuating the transfer clutch.
    Type: Grant
    Filed: October 21, 2005
    Date of Patent: December 18, 2007
    Assignee: Ford Global Technologies, LLC
    Inventors: David Janson, Andy Perakes, Dennis Person, Gregory Goleski
  • Patent number: 7291083
    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.
    Type: Grant
    Filed: August 4, 2004
    Date of Patent: November 6, 2007
    Assignee: ArvinMeritor Technology, LLC
    Inventor: Adalberto Jair Reyes Almaguer
  • Patent number: 7223191
    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.
    Type: Grant
    Filed: March 21, 2006
    Date of Patent: May 29, 2007
    Assignee: Tochigi Fuji Sangyo Kabushiki Kaisha
    Inventors: Masashi Aikawa, Nobushi Yamazaki
  • Patent number: 7214158
    Abstract: A differential unit (102) is provided with a ring gear (10) that meshes with an output gear (21) of a transmission (101), an axle shaft (105) that is connected to front wheels, and a drive gear (11) that is fixed by screws to a plurality of boss portions (3e) and spaced apart from the ring gear (10). A transfer unit (103) disposed rearward of the differential unit (102) is provided with a driven gear (20) that meshes with the drive gear (11). Drive force is transmitted from the driven gear (20) to a propeller shaft (104), and the propeller shaft (104) transmits the drive force to rear wheels. First material-removed portions (12) made of concave portions are formed in an inner circumference of a portion of a case (1) to which the axle shaft (105) is mounted. Second material-removed portions (13) made of concave portions that extend in an axial direction of the axle shaft (105) are formed between the plurality of boss portions (3e).
    Type: Grant
    Filed: March 21, 2005
    Date of Patent: May 8, 2007
    Assignee: JATCO Ltd
    Inventors: Kouichirou Shirato, Hanjun Kim, Takanori Hagihara
  • Patent number: 7204333
    Abstract: A differential mechanism is arranged below an infinitely variable transmission and a reduction gear mechanism. Front fitting parts and rear fitting parts for fitting suspension arms to a vehicle frame are arranged to the front and rear of the deferential mechanism. Even though the left and right suspension arms swing up and down, or a transmission and a reduction gear mechanism attached on a vehicle frame swing left and right with respect to the suspension arms, there is no interference of the transmission and the reduction gear mechanism with the suspension arms due to a space at the front and the rear of a differential mechanism, so that the vehicle frame can swing left and right and it is also possible to easily constitute a vehicle having an independent suspension.
    Type: Grant
    Filed: December 11, 2003
    Date of Patent: April 17, 2007
    Assignee: Honda Motor Co., Ltd.
    Inventors: Masahiro Kuroki, Shinji Takayanagi
  • Patent number: 7150693
    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
    Type: Grant
    Filed: September 17, 2004
    Date of Patent: December 19, 2006
    Inventors: Yoshitaka Ishimaru, Shigenori Sakikawa, Shinya Sakakura
  • Patent number: 6843748
    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.
    Type: Grant
    Filed: September 10, 2003
    Date of Patent: January 18, 2005
    Assignee: Xinjiang Shengsheng Co., Ltd.
    Inventors: Weijin Ma, Mingxue Yang, Yujiang Wang, Yingpu Wang, Bin Lang, Yongge Fan, Wenbin Pan, Feng Gao
  • Patent number: 6832529
    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.
    Type: Grant
    Filed: January 18, 2001
    Date of Patent: December 21, 2004
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventor: Keisuke Shibuya
  • Patent number: 6780135
    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.
    Type: Grant
    Filed: November 20, 2003
    Date of Patent: August 24, 2004
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventor: Keisuke Shibuya
  • Publication number: 20040092354
    Abstract: The present invention provides a transmission mechanism with a differential mechanism for an automotive vehicle to drive four wheels instead of two differential mechanisms of prior art disposed on the front axle and rear alxe. 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.
    Type: Application
    Filed: September 10, 2003
    Publication date: May 13, 2004
    Applicant: Xinjiang Shengsheng Co., Ltd.
    Inventors: Weijin Ma, Mingxue Yang, Yujiang Wang, Yingpu Wang, Bin Lang, Yongge Fan, Wenbin Pan, Feng Gao
  • Patent number: 6702706
    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. 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.
    Type: Grant
    Filed: November 6, 2001
    Date of Patent: March 9, 2004
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventor: Toshio Kobayashi
  • Patent number: 6597978
    Abstract: A method is proposed for controlling an automatic transmission driven by a prime mover in which a shift from a first transmission ratio to a second transmission ratio occurs in the form of a pull upshift or push downshift or a pull downshift or push upshift by a first clutch opening and a second clutch closing and an electronic transmission control device controls, via electromagnetic valves, the pressure curve of the first and of the second clutch during the shifting operation. The shifting operation is divided into various shifting phases, an engine intervention taking place in the load-transfer (LÜ) of the gradient-setting phase (GE), the sliding phase (GL), the gradient-reduction phase (GA) and the closing phase (S), an engine torque and/or a characteristic value that determines the engine torque being transferred from the transmission control device to an engine control device of the prime mover.
    Type: Grant
    Filed: May 24, 2001
    Date of Patent: July 22, 2003
    Assignee: ZF Friedrichshafen AG
    Inventors: Ralf Dreibholz, Hans-Jörg Domian
  • Publication number: 20020177502
    Abstract: In an longitudinal type automatic transmission having an input shaft having driving gears, an output shaft having driven gears that are engaged with the driving gears to constitute transmission gear trains, and changeover mechanisms for selecting into a transmission gear train for transmitting a power, the automatic transmission is constructed to have the input shaft, the output shaft, and a driving shaft coupled to a final reduction gear, and has a bypass clutch that is arranged over the final reduction gear to transmit a torque to the output shaft while executing the control in a shifting operation and a start clutch for coupling or decoupling an engine and the input shaft. An oil pump for driving the start clutch and the bypass clutch is arranged over the final reduction gear and near the bypass clutch.
    Type: Application
    Filed: May 22, 2002
    Publication date: November 28, 2002
    Inventor: Toshio Kobayashi
  • Patent number: 6227995
    Abstract: A drive system of a vehicle includes an engine mounted in a longitudinal direction of the vehicle, a starting device connected to the engine, a continuously variable transmission comprising a primary pulley, a secondary pulley and a drive belt looped over the primary pulley and secondary pulley and a forward and reverse changeover apparatus. The drive system further includes an input shaft extending in a longitudinal direction of the vehicle and connecting the starting device with the forward and reverse changeover apparatus, a primary shaft of the primary pulley arranged in parallel with the input shaft on one lateral side of the input shaft, a secondary shaft of the secondary pulley arranged in parallel with the input shaft on the other lateral side of the input shaft, and a hollow drive shaft rotatably fitted over the input shaft for transmitting output of the forward and reverse changeover apparatus to the primary shaft.
    Type: Grant
    Filed: November 3, 1999
    Date of Patent: May 8, 2001
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventor: Kenichi Yamada
  • Patent number: 6019695
    Abstract: Principal components of an automobile driving system for a two-wheel drive vehicle including a torque converter, a belt-type variable-speed transmission, a front differential gear, a transmission case containing these components, a front drive shaft included in a transfer unit, a double-pinion planetary gear, a fixed shaft, a first friction coupling element and a second friction coupling element can be used as the principal components of an automobile driving system for a four-wheel drive vehicle. The automobile driving system for a four-wheel drive vehicle can be constructed by additionally incorporating third, fourth and fifth friction coupling elements, a rear differential gear and a power transmitting mechanism for transmitting power to the rear differential gear into the automobile driving system for a two-wheel drive vehicle.
    Type: Grant
    Filed: March 25, 1998
    Date of Patent: February 1, 2000
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventor: Toshio Kobayashi
  • Patent number: 5908366
    Abstract: A drive train for a four wheel drive vehicle including an engine and a clutch directing power through a high/low transmission to a six speed transmission located adjacent to and parallel with the engine in an expanded engine sump case. A constant velocity joint is driven from one end of the transmission output shaft for driving a rear differential associated with an independent rear suspension. From the other end of the transmission output shaft, a fluid coupling is employed to selectively engage a front differential. The front differential drives gear wheels to engage back to back constant velocity joints which are located lower than the differential rotational axis to advantage the suspension configuration.
    Type: Grant
    Filed: January 6, 1997
    Date of Patent: June 1, 1999
    Inventors: Christopher A. Weismann, Patrick L. Weismann, Peter H. Weismann, deceased, by Michele R. Weismann, executrix
  • Patent number: 5762578
    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.
    Type: Grant
    Filed: March 17, 1997
    Date of Patent: June 9, 1998
    Assignee: New Venture Gear, Inc.
    Inventor: John R. Forsyth
  • Patent number: 5687612
    Abstract: A power transmitting apparatus for use in a transportation vehicle includes a motor shaft of a vehicle-driving motor, an input shaft operatively connecting with the motor shaft, output shafts provided in parallel with the input shaft to be connected with driven wheels of the vehicle, and a transmitting mechanism for transmitting driving power from the input shaft to the output shafts. The opposite end portions of the motor shaft are supported by a pair of motor shaft bearings, and one of the motor shaft end portions supports one of the opposite end portions of the input shaft in such a manner that the motor shaft can transmit driving power from the vehicle-driving motor to the input shaft. The other end portion of the input shaft is supported by another bearing, and the transmitting gearing is disposed adjacent to the other end portion of the input shaft remotely from the section where the one end portion of the input shaft is supported.
    Type: Grant
    Filed: February 21, 1996
    Date of Patent: November 18, 1997
    Assignee: Honda Giken Kogyo Kabushiki Kaisha
    Inventor: Masahiro Imamura
  • Patent number: 5683324
    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.
    Type: Grant
    Filed: May 10, 1996
    Date of Patent: November 4, 1997
    Assignee: Isuzu Motors Limited
    Inventors: Eiji Inoue, Hirohisa Tanaka
  • Patent number: 5584775
    Abstract: An automatic transmission for a transverse engine vehicle having a first shaft aligned with an engine crankshaft, a second shaft and third shafts driving front wheels of the vehicle. The first, second and third shafts are arranged in a triangular configuration in an end view. A fluid coupling, a main transmission and a counter drive gear are arranged on the first shaft. A counter driven gear, meshing with the counter drive gear, and a reduction gear are both arranged on the second shaft. A differential unit is interposed to drive the third shafts and has a ring gear meshing with the reduction gear. The counter drive gear is located on the first shaft between the fluid coupling and the main transmission, has a supporting boss portion extending toward the main transmission and is supported by the transmission case. The first shaft extends from the fluid coupling and through the counter drive gear for connection to at least one input element of the main transmission.
    Type: Grant
    Filed: June 19, 1995
    Date of Patent: December 17, 1996
    Assignee: Aisin Aw Co., Ltd.
    Inventors: Masakatsu Miura, Fumitomo Yokoyama, Masayuki Tsurumi
  • Patent number: 5554080
    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.
    Type: Grant
    Filed: December 15, 1994
    Date of Patent: September 10, 1996
    Inventor: Henry Dangel
  • Patent number: 5389047
    Abstract: An automotive automatic transmission comprises a transmission mechanism which includes a casing, an output shaft and a clutch drum. The clutch drum is spline-connected to the output shaft to rotate therewith. A final drive mechanism is arranged to which a torque of the output shaft is transmitted. A parking gear is integrally formed on a cylindrical outer surface of the clutch drum, and a parking pawl is pivotally held by the casing. The parking pawl is engageable with the parking gear to lock the same.
    Type: Grant
    Filed: February 18, 1993
    Date of Patent: February 14, 1995
    Assignee: Jatco Corporation
    Inventor: Masaya Akiyama
  • Patent number: 5370018
    Abstract: A shift unit (60) for a tandem drive axle (10) interaxle differential lockout clutch (48) is provided. The shift unit includes an actuator piston (72) dividing a cylinder (78) into a constantly open chamber (80) and a selectively pressurized and exhausted chamber (82). The constantly open chamber (80) is in constant fluid communication with a protected relatively clean pocket of air (62) located within the power divider portion (26A) of the drive axle housing (26).
    Type: Grant
    Filed: March 3, 1993
    Date of Patent: December 6, 1994
    Assignee: Eaton Corporation
    Inventor: Dale L. Kwasniewski
  • Patent number: 5339918
    Abstract: An engine is disposed in a front portion of an automobile and has a crankshaft extending in a longitudinal direction of the automobile. A transmission is coupled to a rear end of the engine and a final speed reduction gear unit is disposed laterally of the engine and separate from the transmission. The output shaft of the transmission and the input shaft of the final speed reduction gear unit are interconnected by an intermediate transmission shaft. A steering mechanism for turning front wheels of the automobile includes a steering tie rod coupled to the front wheels and disposed downwardly of the intermediate shaft between the transmission and the final speed reducer gear unit. The engine includes a cylinder having an axis inclined from the vertical in a transverse direction of the automobile, the final speed reduction gear unit being disposed on the side of the engine away from which the axis of the cylinder is inclined.
    Type: Grant
    Filed: December 3, 1992
    Date of Patent: August 23, 1994
    Assignee: Honda Giken Kogyo Kabushiki Kaisha
    Inventors: Hiroshi Nakayama, Tomokazu Takeda, Toshiyuki Yomoto, Mitsuo Kitada, Shoji Ohta, Masatoshi Chosa
  • Patent number: 5289635
    Abstract: A method of assembly for a north-south transaxle includes the steps of forming a case with a longitudinal passageway and having an opening generally perpendicular to the passageway. The method also includes forming a head portion and a shaft portion extending from the head portion and installing a front bearing about the transfer shaft and in the passageway. The method further includes installing the transfer shaft in the passageway, installing a rear bearing about the transfer shaft and in the passageway, and retaining the front and rear bearings and transfer shaft in the passageway.
    Type: Grant
    Filed: December 18, 1992
    Date of Patent: March 1, 1994
    Assignee: Chrysler Corporation
    Inventors: Berthold Martin, James R. Klotz, Steven A. Mikel, Michael A. Bartolino
  • Patent number: 5285866
    Abstract: The invention provides a drive train for propelling a vehicle capable of being used for transporting ore, coal or broken rock in underground mining operations. The vehicle has front and rear wheelsets, each comprising a right and left side wheel. The drive train comprises drive apparatus such as an electrically driven motor for delivering torque to at least a front wheel and rear wheel on one side of the vehicle. A torque sharing apparatus in the form of an epicyclic gear arrangement is interposed between the motor and the wheels, and operable to share torque delivered by the motor between the front and rear wheels while permitting them to rotate at different speeds in relation to each other. Front and rear transfer apparatus comprising gear trains co-operating with the epicyclic gear arrangement are provided for transferring torque to the front and rear wheels respectively.
    Type: Grant
    Filed: July 25, 1991
    Date of Patent: February 15, 1994
    Assignee: Joy Manufacturing Company (Africa) Limited (PTY)
    Inventor: Gordon W. Ackroyd
  • Patent number: RE34833
    Abstract: In a vehicle transmission assembly which includes a hydrostatic transmission (14) and mechanical transmission mechanism (21) for driving rear wheel axles (20) of the vehicle at a variable speed, a hydraulic pump (16) and hydraulic motor (17) of the hydrostatic transmission are mounted on a plate member (30), secured to a front of a transmission casing (15), at an upper and lower locations such that only the motor is disposed within the transmission casing at a location above the mechanical transmission mechanism. The mechanical transmission mechanism includes plural transmission shafts (31, 32, 33) all extending laterally of the transmission casing and is connected drivenly to the motor.
    Type: Grant
    Filed: September 9, 1993
    Date of Patent: January 17, 1995
    Assignee: Kanzaki Kokyukoki Mfg. Co., Ltd.
    Inventors: Toshiyuki Hasegawa, Shigenori Sakigawa, Ryota Ohashi