Abstract: A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The control apparatus switches the two-way clutch from its lock mode to its one-way mode, when the second drive-force transmitting path is to be established in place of the first drive-force transmitting path. The drive-force transmitting apparatus includes a hydraulic actuator configured to control switching of the two-way clutch between the lock mode and the one-way mode. When a request for establishing the second drive-force transmitting path in place of the first drive-force transmitting path is made during forward running of the vehicle with the two-way clutch being in the lock mode, the control apparatus executes a dither control for fluctuating a hydraulic pressure applied to the hydraulic actuator.

Abstract: A system and method for selectively altering the rotational speed of one of the axles joined to a differential in order to keep that axle at optimal speed for a given set of conditions. In the system, a differential is attached to a driveshaft. A first axle is coupled to the differential, wherein the differential transfers rotational energy from the driveshaft to the first axle. This causes the first axle to rotate at a second rotational speed when the driveshaft turns at a first rotational speed. An electric motor is provided that is mechanically coupled to the first axle for selectively altering the second rotational speed. The electric motor is variable, therein enabling the second rotational speed to be altered as needed. Changes in the rotational speed of the first axle are imparted to a second axle through the gearing of the differential.

Abstract: Infinitely variable motion control (IVMC) provides motion control without any requirement for changing gears or use of a clutch. A bevel or spur gear transgear, defined as a system having an input, an output and a control, a variable pitch cam having an eccentric inner and outer cam assembly, a driver and a one-way clutch or ratchet bearing assembly may be used to form a cam controlled speed converter converting a given input to a variable or constant output speeds and further having direction control. All IVMC's, cam controlled IVMC, input compensated IVMC and pitch controlled IVMC may be utilized to form various embodiments of infinitely variable generators, transmissions and compressors/pumps.

Abstract: There is a vehicle power transmission device in which a continuously variable transmission and a gear train are provided between an input shaft and an output shaft so as to be able to transmit torque between the input shaft and the output shaft, the gear train has at least one speed ratio that cannot be set by the continuously variable transmission. In the vehicle power transmission device, a forward-reverse switching mechanism is arranged along the same axis as an axis of the input shaft, a first clutch mechanism and a brake mechanism are provided, a second clutch mechanism is provided in a first torque transmission path that is routed from the input shaft to the output shaft via the continuously variable transmission, a third clutch mechanism is provided in a second torque transmission path that is routed from the output element to the output shaft via the gear train.

Abstract: The present invention utilizes the rotary kinetic power of a rotary kinetic power source to directly drive the epicyclic gear set, or to drive the epicyclic gear set through a transmission device, then a continuous variable transmission (CVT) is individually installed between two output shafts of the epicyclic gear set and the load driven thereby, so the wheel set of the driven load is enabled to randomly perform variation of the driving speed ratio and the driving torque, so as to drive the combined common load; between the output ends of the mentioned two continuous variable transmissions, a limited slip differential or a stabilize device composed of a dual shaft connecting device having slip coupling torque can be further installed according to actual needs.

Abstract: A vessel propulsion apparatus includes a prime mover, a propeller shaft, a planetary gear train, a lower case, a cylindrical housing, and a fixing member. The planetary gear train is disposed on a propeller axis. The propeller shaft and the planetary gear train are housed in the lower case. The housing surrounds the propeller shaft about the propeller axis inside the lower case. The housing supports a sun gear such that the sun gear is not rotatable with respect to the housing. The fixing member is fixed to both the lower case and the housing.

Abstract: A disconnectable driveline arrangement for an all-wheel drive vehicle includes a power take-off unit having a disconnect mechanism, a rear drive module having a torque transfer device providing a disconnect function, a speed synchronization function and a torque biasing function, and a control system for controlling actuation of the disconnect mechanism and the torque transfer device. The power take-off unit and the rear drive module can each be equipped with a two-speed range shift unit which, under the control of the control system, permits establishment of high and low speed drive connections.

Abstract: A rotary power source directly drives an epicyclic gear set, or drives the epicyclic gear set through a transmission device, and a respective controllable multiple speed-ratio device is individually installed between two output shafts of the epicyclic gear set and the loads driven thereby, to enable the wheel sets of the driven loads to be differentially driven with a different driving speed ratio and driving torque while propelling a combined common load. A limited slip differential or stabilizer device may be connected between the output ends of the two controllable multiple speed-ratio devices, the limited slip differential or stabilizer providing a slip coupling torque to stabilize driving of the respective individual loads, as necessary.

Abstract: The present invention utilizes the rotary kinetic power of a rotary kinetic power source to directly drive the epicyclic gear set, or to drive the epicyclic gear set through a transmission device, then a continuous variable transmission (CVT) is individually installed between two output shafts of the epicyclic gear set and the load driven thereby, so the wheel set of the driven load is enabled to randomly perform variation of the driving speed ratio and the driving torque, so as to drive the combined common load; between the output ends of the mentioned two continuous variable transmissions, a limited slip differential or a stabilize device composed of a dual shaft connecting device having slip coupling torque can be further installed according to actual needs.

Abstract: A motor vehicle transmission includes a power splitter connected with the vehicle engine and having two outputs. A differential and a clutch are connected with the outputs of the splitter. Separate gearboxes including alternating sequential gear mechanisms are connected with the differential and clutch. The differential and clutch are independently operated under control of an electronic control unit to provide continuous flow of power from the engine to the gearboxes which may be simultaneously operated.

Abstract: A differential gear unit for motor vehicles for the controllable distribution of the driving power comprises a housing and a differential gear (4) disposed therein, the gear having two speed-changing transmissions (5) drivingly connected to the output shafts (7, 8) and to the input member (14) of the differential gear, and two hydraulically controllable clutches (24, 25).

Abstract: A drive assembly for a motor vehicle generally consisting of a first planetary gear set including a rim gear drivingly connected to an input shaft, a planetary gear carrier mounted on a first output shaft and a sun gear mounted on a second output shaft; a second planetary gear set including a planetary gear carrier mounted on the second output shaft and a planetary gear set drivingly connected to the planetary gear carrier of the first planetary gear set; and a selectively engergizabe electric motor including a rotor mounted on the sun gear of the second planetary gear set.

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

Abstract: The invention relates to the mechanical adapter assembly of the transmission line for a motor vehicle. The mechanical adapter includes shafts rotatably guided by different bearings and couplings for driving said different shafts. The mechanical adapter also includes a differential carrier, which is used in the form of a crankcase containing the oil for lubricating the different bearings and couplings and provided with a front aperture. A front plate integrates a pump and makes it possible to close said front aperture of the differential support. Additionally, an attached pipe section supplies the oil from said front plate to the differential support and interacts with additional fixtures to the front plate and the differential carrier.

Abstract: A variable biasing differential provides an adjustable torque bias between two outputs. An input shaft provides drive torque to a carrier which receives a plurality of stub shafts and a like plurality of planet gears. A first set of planet gears drives a first sun gear and first output and a second set of planet gears, which, in turn, drives additional planet gears which drive a second sun gear and second output. Secured to both ends of the carrier are first and second ring gears which each mesh with an eccentric gear which in turn includes an eccentric second ring gear which meshes with an internal gear disposed about the first and second outputs. These gears are coupled to respective first and second friction clutches which can be independently activated to adjust the torque bias of the differential.

Abstract: A power transmission system coupling (100) configured to provide a responsive and controllable clutch (110) using a torque split arrangement including a planetary gear set (106) for torque modulation, together with a locking device (134) to maximize torque transfer capability when modulation is not required.

Abstract: A system for a torque vectoring differential in motor vehicle applications is provided. The system includes a shaft (30), a first gear (44), a second gear (46), and a set of planet gears (50). The first gear (44) engages and rotates together with the shaft (30). The first and second gear (44, 46) both engage the set of planet gears (50) thereby forming a gear ratio between the first and second gear (44, 46) other than one. A carrier (48) rotates about the shaft central axis (42) and locates the planet gears (50) about the circumference of the carrier (48) to engage both the first and second gears (44, 46). In a normal mode of operation, the carrier (48), the first gear (44), and the second gear (46) all rotate about the shaft (30) at shaft speed. However, in an enhanced torque mode, the clutch pack (56) is compressed transferring torque from the carrier (48) to a mechanical ground (62).

Abstract: A vehicle drive unit including (a) a transversely-mounted engine, (b) a transmission receiving an output of the engine and having an output shaft, and (c) a differential gear device including a ring gear and arranged to transmit an output of the transmission to a pair of right and left drive wheels while permitting a differential action, and wherein the differential gear device is located on one side of the engine which is on the side of the right and left drive wheels, and rotary power transmitting elements between an output gear fixedly mounted on the output shaft of the transmission and the ring gear of the differential gear device are arranged in a single row parallel to the longitudinal direction of vehicle, so that the vehicle drive unit has a relatively small axial dimension in the transverse or width direction B of the vehicle.

Abstract: A transmission is provided having a differential gear set with three input torque-transmitting mechanisms, such as friction clutches, to achieve torque flow through the differential gear set to a countershaft gearing arrangement. The transmission utilizes power-on shifts. By utilizing the torque ratio of the differential gear set, additional forward ratios are available with good step progression, reducing the number of countershaft gear sets and synchronizers necessary in comparison to a dual-clutch transmission providing the same number of ratios. A shorter axial length is thus attainable.

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

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

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

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

Abstract: A vehicle transmission includes a differential gearset having five coaxial gear elements and two output members. Two of the gear elements are controllable via torque-transmitting devices such as friction brakes or electric motors to establish a plurality of speed ratios between the input shaft and the two output members. The two output members are selectively operatively connectable to an output shaft via a gear arrangement that allows for a plurality of speed ratios between the output members and the output shaft. If the torque-transmitting devices are electric motors or hydraulic pumps, then a continuously variable speed ratio between the input shaft and the output shaft is achievable. The plurality of speed ratios between the two output members and the output shaft enable a plurality of compound split operating modes, facilitating smaller and less powerful motors or pumps compared to the prior art.

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

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

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

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

Abstract: A 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 transmission mechanism with a differential mechanism is provided for an automotive vehicle to drive four wheels instead of those with two differential mechanisms disposed on the front axle and rear axle in the prior art. The transmission mechanism 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 can be improved.

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

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

Abstract: A 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: The present invention is directed to a power transfer system for a four-wheel drive vehicle equipped with a torque transfer coupling which includes a clutch pack and a ball-screw actuator. The ball-screw actuator functions to axially translates an apply plate to operatively engage the clutch pack and vary the frictional engagement. This arrangement yields numerous operational advantages over the prior art including, but not limited to, establishing a direct drive between the motor output shaft and the apply plate, concentric mounting of the actuator elements with the motor output shaft, and a simplified mechanical arrangement that reduces the number of frictional elements increasing operational efficiency and decreasing motor.

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 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.

Abstract: A four-wheel drive transmission is provided which combines a continuously variable transmission unit and a transfer case into a common assembly. The four-wheel drive transmission includes a continuously variable transmission unit, a drive selector unit and a torque transfer unit. Variable speed control of a worm/worm gear transmission drives a component of a differential associated with the continuously variable transmission unit to provide continuous ratio control between an input shaft and an intermediate shaft. The drive selector units establishes forward and reverse drive connections between the intermediate shaft and a first output shaft. Finally, the torque transfer unit controls the selective/automatic transfer of drive torque from the first output shaft to a second output shaft to provide four-wheel drive operation.

Abstract: In a shifting mechanism housed in a case a first relatively rotating member rotates about an axis. A second relatively rotating member is selectively coupled and decoupled with the first member. The coupling has a first spline tooth with a first axial length, and a second spline tooth with a second axial length longer than the first spline tooth. The second spline tooth has an end having a frusto-conical shape. One of the first and second members has a plurality of third spline teeth for engagement with the spline teeth of the coupling. The third spline teeth have a complimentary frusto-conical shape. A selector is moveable for actuating the coupling to mutually connect and disconnect the members. A resilient connection is provided between the coupling and selector.

Abstract: In a shifting mechanism housed in a case a first relatively rotating member rotates about an axis. A second relatively rotating member is selectively coupled and decoupled with the first member. The coupling has a first spline tooth with a first axial length, and a second spline tooth with a second axial length longer than the first spline tooth. The second spline tooth has an end having a frusto-conical shape. One of the first and second members has a plurality of third spline teeth for engagement with the spline teeth of the coupling. The third spline teeth have a complimentary frusto-conical shape. A selector is moveable for actuating the coupling to mutually connect and disconnect the members. A resilient connection is provided between the coupling and selector.

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 motor vehicle power train includes an engine (26) mounted longitudinally near the front of the vehicle and a transmission assembly (35) mounted intermediate front and rear differentials (17, 18). The transmission assembly is connected to the engine through an input propshaft (31), to the front differential through a front propshaft (37) and to the rear differential through a rear propshaft (38). The transmission assembly comprises a change speed transmission (28) which receives drive from the input propshaft and a hollow output shaft (49), a transfer transmission comprising a center differential (30) which is drivably connected to the hollow output shaft, has a front differential output shaft (54) for transmitting drive to the front propshaft and a rear differential output shaft (56) for transmitting drive to the rear propshaft, one of the differential output shafts (54) extending co-axially through the hollow output shaft.

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 bifurcated transmission drive includes one input shaft and at least two output shafts. The input shaft drives a planetary differential gear having two output elements. One output element drives one output shaft through a first gear train while the other output element drives the other output shaft through a second gear train. The first gear train and the second gear train are coupled through an interconnecting third gear train. As a result, the two output shafts will rotate at the same speed and with the same torque independent of the loads on the output shafts.