Abstract: Actuator provided with a low voltage DC motor which is coupled via a two-stage reduction mechanism with an output gear wheel, wherein the reduction mechanism comprises a first stage with a worm carried on the motor shaft of the DC motor, which worm in a right-angle transmission cooperates with the circumference of an intermediate gear wheel, which intermediate gear wheel is carried on an intermediate shaft which carries along its axis a spiral pinion, and wherein the reduction mechanism furthermore comprises a second stage with the spiral pinion which in a parallel transmission cooperates with the circumference of the output gear wheel, which is implemented as a spiral gear wheel.

Abstract: A rear drive module for an all-wheel drive motor vehicle includes a differential assembly having an outer differential housing and an inner differential housing, the inner differential housing being fixed for rotation with an output shaft of the differential assembly; a ring gear assembly having a ring gear mounted to and fixed for rotation with the outer differential housing; and a disconnect and synch-lock mechanism: operable to synchronize and lock the inner differential housing and the outer differential housing, and to disconnect the inner differential housing and the outer differential housing to prevent rotation of the outer differential housing and the ring gear. The disconnect and synch-lock mechanism may include a synchronizer clutch and a clutch actuator. The clutch actuator may be a ball-ramp or face cam mechanism which is configured to control the operation of the synchronizer clutch and locking between the inner and outer differential housings.

Abstract: A speed reducer includes a gear, a pinion gear, a movable portion holding the gear so as to be rotatable around a first axis, and a movable portion holding the pinion gear so as to be rotatable around a second axis non-parallel to the first axis. The gear has an annular power transmission portion surrounding the first axis on one side in a direction along the first axis. The pinion gear has a power transmission portion facing the power transmission portion and transmitting rotational torque on an outer periphery. The movable portion has a bearing portion holding the pinion gear inside the power transmission portion and a bearing portion holding the pinion gear outside the power transmission portion.

Abstract: Certain aspects of the present disclosure are generally directed to apparatus and techniques for apparatus for wireless charging. The apparatus generally includes a first wireless charging element, and transmit circuitry coupled to the first wireless charging element and configured to supply power to the first wireless charging element to transmit a wireless charging field to a vehicle. In certain aspects, the apparatus also includes a controller coupled to the transmit circuitry and configured to determine a charging condition indicative of a speed of the vehicle, and adjust the power supplied to the first wireless charging element via the transmit circuitry based on the determination.

Abstract: A cylindrical ring gear has first external teeth and a support portion in an axial direction of the cylindrical ring gear. An output shaft extends through the cylindrical ring gear and is supported to rotate concentrically with the cylindrical ring gear. A disconnect mechanism is configured to connect or disconnect an inner periphery of the cylindrical ring gear to an outer periphery of the output shaft based on a moved position of the movable engagement member. An actuator is disposed such that the first external teeth are located between the support portion and the actuator. The actuator is configured to move the movable engagement member between a connection position and a disconnection position. The cylindrical ring gear is coupled to the output shaft so as to be relatively non-rotatable in the connection position. Relative rotation between the cylindrical ring gear and the output shaft is allowed in the disconnection position.

Abstract: A vehicle having: a prime mover; first and second groups of wheels; and a driveline operable by a controller to connect the first group of wheels to a torque transmission path when the driveline is in a first mode, and the first and second groups of wheels thereto when in a second mode. The driveline is operable to connect the second group of wheels to the torque transmission path via an auxiliary portion comprising first and second releasable torque transmitting means and a prop shaft, the first and second torque transmitting means are respectively operable to connect the prop shaft to the torque transmission path and the second group of wheels. The controller is operable to control the driveline to transition from the first mode to the second mode at a connect rate that is responsive to the identity of a trigger condition that is met.

Abstract: A hybrid drivetrain for a motor vehicle includes an automated mechanical transmission (AMT) having an output shaft. The drivetrain includes an alternative energy source including a motor and an energy storage unit and two torque transfer arrangements. The first transfer arrangement is separate from engageable gear sets of the AMT for transferring torque from the output shaft to a motor when the energy storage unit is being charged and for transferring torque from the motor to the output shaft when the energy storage unit is being discharged. Additionally, an alternative energy source clutch for selectively coupling the first torque transfer arrangement to the output shaft is included. The second torque transfer arrangement is for transferring torque from the output shaft to a driven axle of the motor vehicle. At least one of the first and second torque transfer arrangements has different first and second torque transfer ratios.

Abstract: A multi ratio drive including a first drive chain having a first drive chain engaged state and a first drive chain disengaged state; and a second drive chain having a second drive chain engaged state and a second drive chain disengaged state. The first drive chain drives the axle with a first gear ratio between the drive shaft and the axle when the first drive chain is in the first drive chain engaged state and the second drive chain is in the second drive chain disengaged state; the second drive chain drives the axle with a second gear ratio between the drive shaft and the axle when the second drive chain is in the second drive chain engaged state and the first drive chain is in the first drive chain disengaged state; and the first gear ratio is different from the second gear ratio.

Abstract: A multi ratio drive operably connected to a drive shaft including a pinion gear rotatable by the drive shaft; a main shaft; a fixed ring gear fixed to the main shaft and engaged with the pinion gear; a differential shaft; a first drive chain having a first gear ratio; a second drive chain having a second gear ratio; a differential operably connected to the differential shaft; a first axle operably connected to the differential; and a second axle operably connected to the differential. A first slip clutch locks the first main shaft ring gear on the main shaft when the first drive chain is in the first drive chain engaged state; and the first slip clutch is operable to lock the first main shaft ring gear on the main shaft regardless of direction of main shaft rotation.

Abstract: A multi ratio drive including a first drive chain having a first drive chain engaged state and a first drive chain disengaged state; and a second drive chain having a second drive chain engaged state and a second drive chain disengaged state. The first drive chain drives the axle with a first gear ratio between the drive shaft and the axle when the first drive chain is in the first drive chain engaged state and the second drive chain is in the second drive chain disengaged state; the second drive chain drives the axle with a second gear ratio between the drive shaft and the axle when the second drive chain is in the second drive chain engaged state and the first drive chain is in the first drive chain disengaged state; and the first gear ratio is different from the second gear ratio.

Abstract: A controller includes: a adjuster, configured to adjust distribution of driving force between right and left wheels; a limiter, configured to limit a difference between operations of the right and left wheels; a first calculator, configured to calculate a first control amount corresponding to the adjustor and including an amount related to direction of shift of driving force between the right and left wheels; a second calculator, configured to calculate a second control amount corresponding to the limiter; a third calculator, configured to calculate a third control amount including the second control amount and the amount; a fourth calculator, configured to calculate a fourth control amount that is a combination of the first and third control amounts; a selector, configured to select either the adjustor and the limiter; and a controller, configured to control the adjustor or the limiter in accordance with the fourth control amount.

Abstract: A drive axle assembly includes first and second axleshafts and a drive mechanism coupling 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, a brake and first and second mode clutches. The first clutch is operable with the brake and 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 clutch is operable with the brakes and 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 motor power train which includes a reducer for amplifying motor drive torque, a differential device with a clutch mechanism and a differential gear unit to allocate the drive torque to wheels, and a casing for housing them. The reducer includes a first shaft as an input shaft; a second shaft to which the drive torque is transmitted form the first shaft; a first reduction gear set with a first gear on the first shaft and a second gear on the second shaft; and a second reduction gear set with a third gear on the second shaft and a fourth gear provided on the clutch mechanism of the differential device. The fourth gear and a large-diameter portion of the differential gear unit are offset in axial position without overlapping.

Abstract: A transfer arrangement for a four-wheel drive vehicle having an input shaft, a transmission, and a center differential. The transmission includes a first gear attached to the input shaft, a first counter gear attached to a countershaft in parallel with the input shaft to receive the rotation of the first gear, a second counter gear fixed to the countershaft and rotating therewith, and a second gear aligned with the input shaft and rotatably supported along the input shaft to receive the rotation of the second counter gear. High speed-side and low speed-side output parts are attached to the first and second gears respectively. The center differential is disposed between the high speed-side and low speed-side output parts. An engaging device disposed adjacent the center differential selectively engages with the high speed-side and low speed-side output parts.

Abstract: A transmission mechanism of an automotive vehicle for driving four wheels is disclosed, which substantially comprises a driving power input shaft on which driving power input gears and at least one of slidable engaging members are mounted, two differential mechanisms, two core shafts, a slidable engaging member for coaxially connecting two core shafts, two gears, two gear shafts for driving corresponding wheel decelerators, two connecting members for driving corresponding wheel decelerators. The performance of the automotive vehicle equipped with the transmission mechanism of the invention can be improved.

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

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

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

Abstract: The present invention provides a transmission mechanism with a caseless differential mechanism for an automotive vehicle to drive four wheels instead of two differential mechanisms of the prior art disposed on the front axle and rear axle. The transmission mechanism of the invention is of a compact structure and a relatively less cost of manufacturing, and makes a clearance between the chassis of the automotive vehicle and the ground increased. The performance of the automotive vehicle equipped with the transmission mechanism of the invention can be improved.

Abstract: A motor power train which includes a reducer for amplifying motor drive torque, a differential device with a clutch mechanism and a differential gear unit to allocate the drive torque to wheels, and a casing for housing them. The reducer includes a first shaft as an input shaft; a second shaft to which the drive torque is transmitted form the first shaft; a first reduction gear set with a first gear on the first shaft and a second gear on the second shaft; and a second reduction gear set with a third gear on the second shaft and a fourth gear provided on the clutch mechanism of the differential device. The fourth gear and a large-diameter portion of the differential gear unit are offset in axial position without overlapping.

Abstract: A power transmission system for a four-wheel drive vehicle, comprising a differential mechanism having a torque sensing type differential limiting function. Further comprised are: a torque distribution mechanism for transmitting the torque to a front-wheel drive shaft connected to the front wheels or a rear-wheel drive shaft connected to the rear wheels; a first selective coupling mechanism for coupling the torque distribution mechanism selectively to one of two output elements of the differential mechanism; and a second selective coupling mechanism for coupling an input member and one of the output members, when the first selective coupling mechanism releases the coupling between the torque distributing mechanism and the front-wheel or rear-wheel side drive member, to integrate the differential mechanism as a whole thereby to establish a two-wheel drive state.

Abstract: A driving apparatus including electric motors and a differential device that are disposed in a relation of mutually parallel axes, a gear train that operatively couples these components through parallel shafts, and a hydraulic pressure generating device. The gear train including counter drive gears disposed on electric motor axes, a counter driven gear disposed on a countershaft that runs parallel with the electric motor axes and engaged with the counter drive gears, and a differential drive pinion gear disposed on the countershaft and engaged with a differential ring gear disposed on an axis of the differential device, wherein the hydraulic pressure generating device is disposed in a clearance space created between gears of the gear train when the gear train is viewed in an axial direction.

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

Abstract: A right/left driving torque distributing device for distributing the output driving torque of a power unit mounted on a vehicle to a pair of lateral drive shafts coaxially extended in opposite directions and connected to a right wheel and a left wheel, respectively, of the vehicle. A differential gear mechanism for distributing an output driving torque of the power unit is transmitted to the pair of lateral drive shafts. First, second and third gears are coaxially arranged with their axes aligned with the axis of the differential gear mechanism. First, second and third clutch gears are coaxially arranged on a clutch axis extending in parallel to the axis of the differential gear mechanism. The first and the second clutch gear are interlocked by a first clutch, and the first and the third clutch gear are interlocked by a second clutch. The first and the second clutch are arranged coaxially with their axis aligned with the clutch axis and are united together in a single unit.

Abstract: A change gear unit has an output shaft which can be engaged into a drive connection with a parallel input shaft. The output shaft can be engaged into the drive connection by at least three gear wheel stages in order to form forward gears. Also, the output shaft can be engaged with a vehicle axle differential gear unit by two gear wheel stages. The differential gear unit has output shafts that are parallel with respect to the central axis of the change gear unit.

Abstract: A transmission apparatus for a vehicle includes an input shaft and an output shaft. The input shaft receives power from an engine of the vehicle. One of three gear pairs having different gear ratios operationally connects the input shaft to the output shaft to transfer the engine power to the output shaft. Synchronizers are used to select which of the three gear pairs operationally connects the input and output shafts. The transmission apparatus also includes a differential for transferring power to wheels of the vehicle. One of two final gear pairs having different gear ratios operationally connect the output shaft to the differential. Another synchronizer is used to select which of the two final gear pairs operationally connects the output power shaft to the differential. In this manner, the transmission apparatus can provide six forward speeds, and through the provision of a reverse gear unit, the transmission apparatus can also provide two reverse speeds.

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

Abstract: A device for conveying lubricant oil from a gear housing through an external treatment unit for treatment or reconditioning, and back to the gear housing. The gear housing is adapted for being partially filled with a liquid lubricant or oil. The external treatment unit is fixed to the gear housing unit. A rotatable gear wheel in the gear housing moves the lubricant into an inlet duct leading to the external unit. The inlet to the inlet duct is in the vicinity of the periphery of the gear wheel in the gear housing. The inlet into the inlet duct is located generally in the vicinity of the surface of the pool of lubricant and at least in part beneath the surface. A separate outlet connection from the external unit receives reconditioned lubricant. That connection has an outlet back into the gear housing, above the surface of the pool.

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 vehicle transmission of the type having a main shaft and a parallel counter shaft with a plurality of selectable gear trains therebetween. The axis of the engine crankshaft is disposed perpendicular to intermediate portions of the main shaft and the counter shaft, with the low speed gear trains and high speed gear trains positioned on opposite lateral sides of the crankshaft. This results not only in a reduced size of the transmission in the axial direction of the crankshaft but also in a reduced lateral size of the transmission, as compared with a transmission in which the crankshaft is connected in series to the transmission main shaft. A synchro mechanism is mounted on the counter shaft and a shift drum for operating the synchro mechanism is positioned parallel to the counter shaft.

Abstract: A transmission comprising a change speed mechanism and a differential housed in a transmission case. The change speed mechanism includes drive gears mounted on a transmission shaft, and driven gears meshed with drive gears. The differential includes a differential case having elongated axle-bearing bosses extending to inside walls of the transmission case. The driven gears are mounted on one of the elongated bosses to be rotatable therewith. The differential case is supported by rear wheel axles extending through the transmission case and the elongated bosses.