Abstract: A transfer for a four wheel drive vehicle includes first and second distribution mechanisms that respectively include first and second clutches configured to be controlled to a half-engaged state. The first and second distribution mechanisms distribute a portion of power outputted from a power source to a second transmission mechanism respectively through the first and second clutches. A first difference is different from a second difference. The first difference is a difference between a gear ratio from an input shaft of the first clutch to a first driving wheel and a gear ratio from an output shaft of the first clutch to a second driving wheel. The second difference is a difference between a gear ratio from an input shaft of the second clutch to the first driving wheel and a gear ratio from an output shaft of the second clutch to the second driving wheel.

Abstract: A differential assembly includes a differential. The differential includes a differential housing configured for rotation. A shifting assembly includes a first portion that is mounted to the differential and a second portion that is mounted to an output shaft. A movable shifting collar disposed around the differential housing selectively engages gears.

Abstract: Vehicle input shafts are disclosed. The vehicle input shafts include a bearing boss, a spline portion, a cylindrical shaft body portion and a drive end. The spline portion includes spline teeth and spline grooves that do not exit directly onto the shaft body. Instead, the spline grooves include blend out fillets that interrupt the spline grooves by providing additional material near the shaft body. The bearing boss includes an increased diameter at a central point along its axial length and decreased diameters at its first and second boss ends.

Abstract: An axle assembly having a countershaft transmission. A rotor shaft may extend through a drive pinion and may operatively connect an electric motor to a countershaft transmission. The countershaft transmission may have a first countershaft subassembly that is rotatable about a first countershaft axis and a second countershaft subassembly that is rotatable about a second countershaft axis.

Abstract: A motor vehicle transmission including an interface to a drive unit, a drive shaft, an output shaft coaxial to the drive shaft, a differential transmission paraxial to the drive shaft, a device for forming gear ratios between the drive and output shafts, and an electric motor with a fixed stator and a rotatable rotor. The output shaft is connected with the differential transmission by a chain drive and a downstream gear set coaxial to the differential transmission. The electric motor is at an axial end of the transmission where the interface to the drive unit is formed. The rotor is connected with the drive shaft. The chain drive is axially between the differential transmission and the downstream gear set or the downstream gear set is axially between the chain drive and the differential transmission, and the chain drive is axially between the electric motor and the downstream gear set.

Abstract: A wireless communication apparatus includes components below. An equalization unit performs equalization processing on a part of a received signal corresponding to a first range and a part of the received signal corresponding to a second range. The first range includes detection target data. The second range is outside the first range. A replica generation unit decomposes the second range, on which equalization processing has been performed, into a plurality of signal components, and reproduces the part of the received signal corresponding to the second range for each of the signal components to generate a replica of an interference component. An interference cancellation unit cancels the interference component from the part of the received signal corresponding to the first range by using the replica. A data extraction unit extracts the detection target data from the received signal.

Abstract: A hydraulic pump assembly having a main pump, a charge pump and an auxiliary pump driven by a single shaft is provided. A pair of hydraulic porting members cooperates to feed and distribute hydraulic fluid between the three pump units, and a single inlet may be used to provide hydraulic fluid to the charge pump and the auxiliary pump.

Abstract: Inside a casing, a gear chamber that accommodates a gear mechanism of a power transmission apparatus and also stores lubricating oil for lubricating the gear mechanism therein is partitioned across a first coupled part where case members are coupled to each other, and a road clearance of the first coupled part is set to be the lowest on a bottom surface of the casing and a cylinder block of an engine. A lower cover is provided with a projection upwardly projecting at a predetermined part thereof, the predetermined part being located apart from a position immediately below the first coupled part on the bottom surface, and a distance between the projection of the lower cover and the bottom surface is set to be smaller than a distance between the lower cover and the first coupled part.

Abstract: A hydraulic pump assembly having a main pump, a charge pump and an auxiliary pump driven by a single shaft is provided. A pair of hydraulic porting members cooperates to feed and distribute hydraulic fluid between the three pump units, and a single inlet may be used to provide hydraulic fluid to the charge pump and the auxiliary pump.

Abstract: A zero turning radius mower has an internal combustion engine mounted transversely on a pair of longitudinal frame members behind an operator seat and a pair of rear drive wheels. The engine rotates a flywheel on a horizontal axis perpendicular to the longitudinal frame members. A gearbox is mounted to one of the longitudinal frame members, with a horizontal input shaft driven by the engine and a vertical output shaft engaging one or more rubber belts. The same rubber belts drive a pair hydrostatic transmissions for the pair of rear drive wheels and a plurality of rotary mower blades under a mower deck.

Abstract: A transaxle case with an overhanging portion that overhangs outward relative to a vertical line (a tangential line) that extends upward from a 90-degree rotated portion at a location rotated from the vertically lower portion of a differential ring gear by 90 degrees, and an extending rib that extends from the overhanging portion toward the center of rotation of the differential ring gear to the vicinity of the outer periphery of the differential ring gear, and the overhanging portion and the extending rib constitute a splattering space. The lower surface of the extending rib is formed as an inclined surface such that working oil is pushed toward a converter housing when working oil splattered to the splattering space collides against the lower surface. Consequently, working oil is caused to be splattered to the splattering space, collides against the lower surface of the extending rib, and pushed toward the converter housing.

Abstract: A transmission including first and second input shafts rotatable about a first axis of rotation; at least one output shaft rotatable about at least one second axis of rotation, the at least one second axis of rotation non-collinear with the first axis of rotation; a plurality of lay shafts; a plurality of gears; and a plurality of half synchronizer clutches arranged to non-rotatably connect at least a portion of the plurality of gears to the plurality of lay shafts to transmit respective torque from the first and second input shafts to the at least one output shaft and disconnect the at least a portion of the plurality of gears from the plurality of lay shafts.

Abstract: A rotary drive device includes a drive motor and drive transmission portion, which transmits a rotational drive force of the motor to a driven rotor and includes three or more drive transmission members. A high stiffness member is attached to a low-stiffness drive transmission member, which is one, lower in stiffness, of two of the drive transmission members, to increase stiffness of the low-stiffness drive transmission member. The two form a drive transmission point corresponding to a resonant point of a lowest resonance frequency among frequencies at a plurality of resonance points in frequency response characteristics derived from rotation information. One drive transmission point, which is on either a drive-transmission input side or output side, other than the drive transmission point corresponding to the resonant point of the lowest resonance frequency, of the low-stiffness drive transmission member is configured to transmit the rotational drive force through the high stiffness member.

Abstract: A vehicle control system and method is applied to a vehicle including: a continuously variable transmission for changing a speed ratio continuously that is disposed between an input shaft and an output shaft; a geared transmission that is disposed parallel to the continuously variable transmission, and that is adapted to establish a speed ratio that cannot be established by the continuously variable transmission; and a friction clutch that is brought into engagement to switch a torque transmission route from a route including the geared transmission to a route including the continuously variable transmission. The vehicle control system is configured to start a speed change operation of the continuously variable transmission before a commencement of clutch-to-clutch shifting between the friction clutches when switching the torque transmission route from the route including the geared transmission to the route including the continuously variable transmission.

Abstract: A drive train for a four wheel drive vehicle including a front differential engaged with a front drive shaft and front axles through a front differential gear set. The front differential includes a front bi-directional overrunning clutch that controls transmission of torque transfer between the front drive shaft and the front axles. A rear differential is engaged with rear axles and the transmission through a rear differential gear set. The rear differential includes a rear bi-directional overrunning clutch that controls torque transfer between the transmission and the rear axles. The differentials are configured with a gear ratio that is within five percent of a 1:1 gear ratio.

Abstract: An axle assembly having a carrier housing, a pair of axle tubes, a differential case, a pair of differential bearings and a pair of bearing adjusters. The carrier housing includes a cavity, which is configured to receive the differential case, and a pair of axle tubes that are mounted to the carrier housing. The differential case includes bearing bores into which the outer races of the differential bearings are received. The bearing adjusters are threaded to the carrier housing and support the differential bearings on a side opposite the differential case.

Abstract: A transmission gearing arrangement includes four simple planetary gear sets, a range selection clutch, and five other clutches including one brake. The transmission is operated in high range by engaging the range selection clutch and in low range by disengaging the range selection clutch. In high range, the transmission produces eight forward speed ratios and one reverse speed ratio by selective engagement of various combinations of three of the five other clutches. In low range, the transmission produces five forward speed ratios by selective engagement of various combinations of two of the other five clutches. The transmission can shift from the fourth low range ratio to the third high range ratio while the vehicle is in motion.

Abstract: A motor (21) includes a stator (30) and a rotor (40). The stator includes a housing (31) accommodating magnet(s) (32) and including multiple sidewalls (33) and connecting portions (34) adjoining neighboring sidewalls. A sidewall includes zero or more flat segment (35, 38) and zero or more curved segments (38, 36) having one or more radii. A connecting portion includes a substantially flat segment or a curved segment having one or more radii and adjoins two neighboring sidewalls. A torque transmitting device (15) includes the motor and a clutch (22) actuated by the motor to transmit or cease transmitting engine (11) output to driven mechanism(s) (17, 18, 12, 13, 14). A powertrain includes the torque transmitting device to switch between drive modes with the torque transmitting device to engage or disengage engine output with axles.

Abstract: A bearing support for a turbocharger assembly is provided. The bearing support may include a cylindrical body with a tip end, a base end, and a conical outer surface extending from the tip end to the base end. The bearing support may also include an annular protrusion extending from the base end in a direction away from the tip end, and a stepped bore formed within the cylindrical body and passing from the tip end through the annular protrusion. The bearing support may also include a first conduit disposed within the cylindrical body and extending from an intersection of the annular protrusion and the base end of the cylindrical body toward the tip end.

Abstract: A hydraulic pump assembly having a main pump, a charge pump and an auxiliary pump driven by a single shaft is provided. A pair of hydraulic porting members cooperates to feed and distribute hydraulic fluid between the three pump units, and a single inlet may be used to provide hydraulic fluid to the charge pump and the auxiliary pump.

Abstract: A vehicle powertrain includes a transaxle configured to drive front wheels and a power take-off unit configured to drive rear wheels through a driveshaft. The power take-off unit includes a disconnect clutch such that the power flow path to the rear wheels can be disconnected to reduce fuel consumption and reconnected when needed for traction enhancement. Although the disconnect clutch is physically located within the power take-off unit, it is actuated by fluid from the transaxle valve body. The disconnect clutch actuator includes a piston that slides within a chamber in a housing and a solenoid controlled valve that fluidly connects the chamber either to a pressure source or to the transaxle sump.

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: Infinitely variable motion control (IVMC) provides motion control without any requirement for changing gears or use of a clutch. A 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 and a driver may be used to form a speed converter. The speed converter is used in various forms to provide an infinitely variable transmission, a differential, embodiments of wind and river turbines and pumps/compressors. In one embodiment, the speed converter drives a direction control assembly (forward, reverse and neutral) and first and second directional control assemblies to provide a vehicle with zero turn radius. A variable torque converter may be used in various embodiments to control torque from a minimum to a maximum by controlling movement of a rotor along a shaft in relation to a stator.

Abstract: A supporting unit apparatus for an oil pump of a continuously variable transmission (CVT) may include the CVT disposed in a transmission housing, wherein an input shaft and a CVT case cover thereof may be disposed thereto, the oil pump which may be disposed in the transmission housing independent from the CVT and of which a rotating shaft and an oil pump case cover may be disposed thereto, a connecting member which engages the input shaft of the CVT and the rotating shaft of the oil pump for transmitting rotation of the input shaft to the rotating shaft, and a supporting unit which connects the CVT and the oil pump for preventing relative motion of the CVT and the oil pump.

Abstract: A torque support for a converter tilting drive mounted on a shaft journal. The supports are provided on the gear housing that accommodates the shaft journal to be driven. The supports support the gear housing on the structure carrying the converter. To this end, the supports are embodied in each case as dual action hydraulic piston-cylinder units that are independently anchored on the structure in an articulated manner.

Abstract: A power divider for a drive of a continuously driven first wheel axle and another engageable wheel axle. The power divider has an input shaft, which is driven by a manual transmission, and a coaxial first output shaft. The first output shaft drives the continuously driven wheel axle. An intermediate shaft is disposed in the countershaft and drives a second output shaft. The first output shaft can be selectively driven, via a first clutch, with either direct or reduced transmission. This clutch is fixed to the input shaft and, in a first position for direct transmission, connects the input shaft directly to the first output shaft. Furthermore, the first clutch, in a second position, couples a first input gear to the input shaft, and drives the first output shaft, via the countershaft formed on the intermediate shaft, to drive the first output shaft at a reduced speed.

Abstract: A simply structured rattling noise reduction device for a vehicle capable of preventing rattling certainly under neutral position. The rattling noise reduction device is applied to a vehicle having a transmission mechanism configured to transmit a torque of a prime mover to an output member through a mating transmission mechanism, and a shifting means capable of selecting a drive position in which the torque of the prime mover is transmitted to the output member and a neutral position in which the torque of the prime mover is not transmitted to the output member, and in which the transmission mechanism is configured to idle any one of rotary members thereof to prevent the torque from being applied to the output member in case the neutral position is selected.

Abstract: A method of controlling a torque vectoring mechanism that distributes torque between a left and a right wheel of a vehicle includes determining a reference yaw rate of the vehicle based on a speed and a steering angle of the vehicle and determining a first torque control value based on a yaw rate of the vehicle and the reference yaw rate. The method also includes: (i) determining longitudinal slip value for each of the left and right wheels, (ii) determining a combined slip value based on the longitudinal slip values, and (iii) determining a second torque control value based on the combined slip value. Further, the method includes determining a final torque control value based on the first torque control value and the second torque control value and distributing torque between the left and right wheels based on the final torque control value. A torque vectoring system is also provided.

Abstract: An overdrive unit for a vehicle is operatively connectable to a transverse mounted front wheel drive vehicle gearbox, which has been arranged to provide a single output shaft. The overdrive unit includes a planetary gear set and a differential are mounted together in an overdrive unit housing such that the output shaft of the vehicle gearbox is operatively connectable to the planetary gear set. The planetary gear set is further operatively connectable to drive shafts of the vehicle via the differential. A clutch unit is provided for selectively engaging gearing of the planetary gear set.

Abstract: A manual valve is formed with a drain input port that closes if a shift is made to the D position, and opens for draining if a shift is made to the N position. A switching valve communicates an output port of a pressure regulating valve portion and an oil passage of a clutch and closes a drain port during engine operation when a line pressure is applied, and cuts off communication between the output port of the pressure regulating valve portion and the oil passage of the clutch and communicates the oil passage with the drain port during an engine automatic stop when the line pressure is not applied. The drain input port and the drain port are connected by a drain oil passage.

Abstract: A method for ascertaining a rotational speed parameter for determining a setpoint torque for driving a drivetrain. The drivetrain comprises a first and at least one second drive assembly for driving a hybrid vehicle. The first drive assembly can be coupled to the drivetrain by means of a clutch. The second drive assembly is mechanically coupled to the drivetrain. When the hybrid vehicle is being driven by means of at least the first drive assembly, the rotational speed parameter corresponds to the value of a shaft rotational speed. When the hybrid vehicle is being driven only by means of the second drive assembly, the rotational speed parameter corresponds to the value of a determined rotational speed.

Abstract: A hybrid power driving system for a vehicle comprises an internal-combustion engine, a first electric motor, a second electric motor, a planetary coupling mechanism, a speed-reduction mechanism and a differential mechanism. An output shaft of the internal-combustion engine is connected with an input shaft of the first electric motor, and an output shaft of the first electric motor is connected with an output shaft of the second electric motor via a first clutch. The output shaft of the second electric motor is connected with one of a sun gear and a ring gear of the planetary coupling mechanism at a position of the output shaft along its axial direction. And the output shaft of the second electric motor is connected with the other one of a sun gear and a ring gear at another position of the output shaft along the axial direction via a second clutch.

Abstract: A differential gearbox including a disk on the input side, a first drive part that is non-rotatably connected to a first driven axle, and a second drive part that is non-rotatably connected to a second driven axle. A planetary gear arrangement is provided between the first drive part and the second drive part for transmitting torque from the disk on the input side to the first drive part and the second drive part. The first drive part is a first drive disk and includes a concavity radially outwardly of the first driven axle. The second drive part is a second drive disk extending radially outwardly of the second driven axle. The concavity is directed away from the second drive disk. The planetary gear arrangement is disposed in a space that is formed by the concavity of the first drive disk and the opposing region of the second drive disk.

Abstract: The present invention provides a system for providing an improved compact power transfer unit for use in motor vehicles having a front wheel drive transverse based engine and transaxle, and, more particularly, to a power transfer unit for use with a transaxle arrangement capable of providing all-wheel drive or four-wheel drive. The present invention discloses a planetary gear utilizing a fixed ring gear, the planetary gear capable of selectively engaging a low range output from the power transfer unit for propelling the vehicle when driven in off-road conditions requiring higher torque and slower speeds. The vehicle driver can selectively engage a normal, high range where torque flows through the planetary gear directly to the drive shaft with no gear reductions, or the driver may selectively engage the low range where the torque flowing into the planetary gear is redirected and reduced thereby providing higher torque with reduced speed.

Abstract: A snowmobile is disclosed having improved drive train including a continuously variable transmission (CVT) having a drive belt looped around a driving pulley and a driven pulley, and a transversely arranged jackshaft wherein the driven pulley is connected directly onto the outer surface of one end of the jackshaft. The transverse jackshaft is preferably made from a thin-walled hollow tube and the driven pulley is preferably press fitted thereon. A method of assembling a snowmobile drive train is also disclosed.

Abstract: A traction drive of a machine has an internal combustion engine, a transmission module located downstream of the engine and having an adjustable output speed, and a drive axle with a differential transmission, having a mechanical drive connection with the transmission module. The transmission module is a removable, replaceable, and interchangeable transmission module (3) which can be selected from a plurality of transmission modules (3) having different transmission types, each with a standardized input interface and a standardized output interface. A first transmission module (3) can be a hydrostatic compact transmission having a hydraulic pump (5) with an adjustable hydraulic delivery volume, and a hydraulic motor (6) in a functional hydraulic connection with the pump (5). A second transmission module (3) can be an electric compact transmission having a generator (7) and an electric motor (8) in a functional electrical connection with it.

Abstract: A four-wheel-drive vehicle transmission (1) having a drive torque input shaft (8) rotated about a first axis of rotation (A); a front output shaft (10); a rear output shaft (12); an auxiliary tubular shaft (14) mounted alongside the input shaft (8) to rotate about a second axis of rotation (D); at least one first group of gears (15, 16) for selectively connecting the auxiliary tubular shaft (14) to the input shaft (8); a first countershaft (17) mounted inside the auxiliary tubular shaft (14); a second countershaft (18) mounted for rotation opposite the first countershaft (17); a planetary gear train (19) for mechanically connecting the auxiliary tubular shaft (14) to the first (17) and second (18) countershafts; and a first (25) and a second (26) cascade gear set for connecting the first and second countershafts (17,18) to the front and rear output shafts (10,12), respectively.

Abstract: The differential unit with a limited slip differential mechanism of the present invention comprises a planetary gear mechanism for torque distribution of drive torque inputted to an input shaft from an engine between a front drive shaft and a rear drive shaft, and a multiple disc clutch for limiting differential rotation of the planetary gear mechanism, wherein, when a clutch plate receiving clutch engaging force applied to the multiple disc clutch is fixed to a side surface of a planetary carrier of the planetary gear mechanism, pins are formed on the ends of bolts for fixing the planetary carrier, and positioning and fixing is carried out by fitting the pins into check holes formed in the clutch plate.

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.

Abstract: A transfer case for a motor vehicle having an input shaft, a first output shaft, a second output shaft, a clutch, a transfer mechanism, a sensor portion and a magnetoelastic torque sensor. The clutch has a clutch pack and a thrust mechanism that is configured to exert an engagement force on the clutch pack. The clutch pack has a first portion, which is rotatably driven by either or both of the input shaft and the first output shaft, and a second portion that is supported for rotation relative to the first portion. The transfer mechanism couples the second portion of the clutch pack to the second output shaft. The sensor portion is coupled to the first or second output shaft and is at least partially formed of a magnetoelastic material. The magnetoelastic torque sensor is disposed about and radially in-line with the sensor portion.

Abstract: A transmission for a vehicle includes first to fourth counter shafts arranged in parallel with one input shaft, a reduction gear set including first to fourth reduction gears respectively provided at an output shaft and first to third counter shafts for connecting the output shaft and the corresponding counter shafts, an intermediate gear set including a driving gear, a driven gear and an idling gear for connecting the input shaft and the fourth counter shaft, and first to third gear mechanisms each provided between corresponding two shafts and each having two gear sets and one switching clutch provided between the corresponding two gear sets for selectively establishing a power transmitting path between the corresponding two shafts via one of the two gear sets or via the other one of the two gear sets.

Abstract: The present invention provides a system for providing an improved compact power transfer unit for use in motor vehicles having a front wheel drive transverse based engine and transaxle, and, more particularly, to a power transfer unit for use with a transaxle arrangement capable of providing all-wheel drive or four-wheel drive. The present invention discloses a planetary gear utilizing a fixed ring gear, the planetary gear capable of selectively engaging a low range output from the power transfer unit for propelling the vehicle when driven in off-road conditions requiring higher torque and slower speeds. The vehicle driver can selectively engage a normal, high range where torque flows through the planetary gear directly to the drive shaft with no gear reductions, or the driver may selectively engage the low range where the torque flowing into the planetary gear is redirected and reduced thereby providing higher torque with reduced speed.

Abstract: A transmission for vehicles is provided with a plurality of drive gears, an input shaft connected to the drive shaft of an engine, an output shaft disposed parallel to the input shaft, a driven gear which meshes with each drive gear and is rotatably disposed on the output shaft, a synchromesh mechanism which has a sleeve movable in the axial direction of the output shaft, is engageable with a side portion of the driven gear, and couples the driven gear to the output shaft, and a parking gear formed integrally with the sleeve of the synchromesh mechanism. The parking gear and the bearing on the shaft end radially overlap each other. With this structure, the transmission is composed with a small number of components and has a reduced width.

Abstract: A transmission for vehicles is composed of an input shaft provided with a plurality of drive gears and connected to a drive shaft of an engine, an output shaft disposed parallel to the input shaft, driven gears which mesh with the drive gears, individually, and are rotatably disposed on the output shaft, a synchromesh mechanism which includes a sleeve axially movable relative to the output shaft and engages with a side of the driven gears, thereby connecting the driven gears to the output shaft, and a parking gear formed integrally on a hub of the synchromesh mechanism, the parking gear radially overlapping a bearing from outside. Thus, there may be provided a transmission for vehicles that requires less component parts and has a small transverse dimension.

Abstract: A power unit includes an engine having a crankshaft, and a continuously variable transmission having a drive pulley operatively connected with the crankshaft, a driven pulley, and a belt extended between and wrapped around the drive pulley and the driven pulley. The power unit further includes a transmission input clutch, which allows or interrupts the transmission of a rotational drive force of the crankshaft to the drive pulley, mounted on a drive pulley shaft; and a starter clutch, which allows or interrupts the transmission of a rotational drive force of the driven pulley to the drive wheel, mounted on a driven pulley shaft. The transmission input clutch and the starter clutch are arranged such that a continuously variable transmission is sandwiched therebetween.

Abstract: A motorized jack assembly that is used with trailers that has a functional combination of several outputs providing different speeds for raising or lowering the jack. The jack has a drop leg feature to allow for quickly raising or lowering the jack. The motorized jack assembly has an actuator having a motor integrated with a gearbox that not only has the capacity to handle a relatively heavy load, but also have the ability to handle small and midsize loads at efficient speeds. The jack has a cover for protecting the actuator and providing user friendly controls for operating the actuator and the jack.

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 transaxle for a vehicle comprises a transaxle casing; an input shaft housed in the transaxle casing and configured to receive as an input a driving power from an engine of the vehicle; an intermediate shaft housed in the transaxle casing; an axle housed in the transaxle casing and configured to drive a rear wheel of the vehicle; a rearward travel gear mechanism which is mounted between the input shaft and the intermediate shaft and is configured to transmit the driving power for moving the vehicle rearward from the input shaft to the intermediate shaft; a forward travel chain mechanism configured to transmit the driving power for moving the vehicle forward from the input shaft to the intermediate shaft; and a transmission gear mechanism which is mounted between the intermediate shaft and the axle and is configured to transmit the driving power from the intermediate shaft to the axle.

Abstract: A vehicle transmission system includes an input shaft connected to a differential mechanism, which has two output shafts. The two output shafts carry first and second coaxially mounted sun wheels, respectively, of an epicyclic gear system which mesh with first and second sets of planet wheels, respectively, which mesh with first and second annulus wheels, respectively. Each planet wheel is mounted to rotate independently about a respective planet shaft and the planet shafts are connected to a common carrier, which is rotatably mounted coaxially with the first and second sun wheels. The first and second annulus wheels are connected together. The carrier is connected to selectively operable speed changing device arranged to increase or decrease the speed of rotation of the carrier about its axis.

Abstract: Reference sequences are constructed from distinct “classes” of GCL sequences that have an optimal cyclic cross correlation property. The fast cell search method disclosed detects the “class indices” with simple processing. In a system deployment that uniquely maps sequences of certain class indices along with a circular shift amount in time domain to certain cells/cell IDs, the identification of a sequence index, and its circular shift will therefore provide an identification of the cell ID.