Abstract: A torque vectoring gear drive apparatus for controlling drive torque distribution. The gear drive apparatus comprises an input shaft, first and second output shafts, a planetary interaxle differential unit for transmitting torque from the input shaft to the first and second output shafts, and a speed gear assembly provided for overriding said planetary interaxle differential unit. The planetary differential unit includes a planet carrier drivingly coupled to the input shaft and rotatably supporting at least one planet gear, a sun gear drivingly coupled to the at least one planet gear and a ring gear drivingly coupled the first output shaft, the sun gear drivingly coupled to the second output shaft. The speed gear assembly selectively couples the input shaft to the sun gear to define a first drive mode in which the sun gear is driven at a first speed.

Abstract: A full-time power take-off unit is equipped with a dual-mode bi-directional overrunning clutch and a shift mechanism to establish all-wheel drive and part-time four-wheel drive modes. Further, the power take-off unit includes a disconnect clutch that is controlled by the mode shift mechanism to establish a full-time four-wheel drive mode.

Abstract: A hydrostatic transmission for vehicle interposed in a drive-power transmission path between a driving power source and a driving axle for non-stepwisely changing the speed of the vehicle includes an HST housing; a hydraulic pump unit having a pump shaft with first and second ends extending in a fore-aft direction of the vehicle away from each other; a hydraulic motor unit having a motor shaft for outputting the drive power from the motor shaft whose speed is non-stepwisely varied in cooperation with the hydraulic pump unit; a PTO unit having a PTO shaft extending in the fore-aft direction of the vehicle, the PTO shaft being operatively connected to the pump shaft; a charge pump unit for replenishing pressurized hydraulic fluid to a hydraulic circuit, the hydraulic circuit hydraulically connecting the hydraulic pump unit with the hydraulic motor unit, the charge pump unit including a charge pump body, and a charge pump case connected to the HST housing through its wall closer to the driving axle for supportin

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 multi-wheel-drive vehicle has at least six wheels, a transmission with a first brake, and a transaxle device for the front drive wheels. The transaxle device includes a drive axle, an input shaft rectangular to the drive axle for receiving power from the transmission, a drive train connecting the drive axle to the input shaft, a second brake, and a clutch device in the input shaft. The drive axle may be a pair of drive axles connected by a differential unit. The clutch device can selectively isolate the drive axle from the rotation of the input device. Further, the clutch device is engaged when the first brake is applied. Additionally, the first and second brakes may be connected such that their operation may be synchronized.

Abstract: A parallel engine and transmission drive arrangement with application to both land and marine vehicles reduces the large moment arm and moment about the rear axle in the case of land vehicles, and provides trim and stability and compact arrangement of the drive arrangement in the case of a marine vessel. The arrangement is applicable to buses, tractor-trailer rigs, towing, dump trucks, garbage trucks, concrete trucks, fire trucks, recreational vehicles, and boats or ships. In one aspect, the engine and transmission are laterally arranged in a parallel manner. This arrangement shortens the longitudinal distance necessary in rear-mounted engine designs from about 120 inches to as little as 54 inches. The large moment arm found about the rear axle in conventional rear-mounted engines is thereby reduced, and the transfer case performance requirements are relaxed, resulting in a transfer case with reduced bulk and weight.

Abstract: An on-demand power take-off unit is equipped with a dual-mode bi-directional overrunning clutch and a shift mechanism to establish on-demand and part-time four-wheel drive modes. Further, the power take-off unit includes a disconnect clutch that is controlled by the mode shift mechanism to establish a two-wheel drive mode in addition to the four-wheel drive modes.

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 drivetrain for a vehicle includes front and rear axles and a transfer case including two planetary gear sets and four clutches. The first member of the first planetary gear set is continuously connected with the first member of the second planetary gear set and the rear axle. The third member of the first planetary gear set is continuously connected to the second member of the second planetary gear set and the front axle through a transfer chain. An input is selectively connectable with the first member of the first planetary gear set through a first clutch, connectable with the second member of the first planetary gear set through a second clutch, and connectable with the third member of the first planetary gear set through a third clutch. A fourth clutch selectively connects the third member of the second planetary gear set with ground.

Abstract: An interaxle transfer case distributes drive power from an input drive shaft to both a rear propshaft aligned with the input drive shaft and to a front propshaft that is offset from both the input drive shaft and the rear propshaft. Within the transfer case, a planetary gear unit provides for delivering drive power from the input drive shaft to the front and rear propshafts at different speed ratios. A single-pinion differential gear unit within the transfer case provides for unequally dividing drive torque between the front and rear propshafts. Planet gears of the planetary gear unit and pinion gears from the single-pinion differential gear unit are mounted for rotation within a common carrier. The common carrier has one or more extended portions for supporting ends of a transfer case housing.

Abstract: A transfer case is provided for a vehicle having front and rear axles. The transfer case includes a planetary gear set with first, second and third members. The first member is continuously connected with the front axle and the second member is continuously connected with the rear axle. An input shaft is selectively connectable with the first, second or third member. The transfer case provides rear-wheel drive when the second member is connected with the input shaft, all-wheel drive when the third member is connected with the input shaft, and front-wheel drive when the first member is connected with the input shaft. It is important that the specific members of the planetary gear set be chosen so the absolute value of the torque of the third member is equal to the sum of the absolute value of the torques of the first and second members.

Abstract: An interaxle differential is provided which includes a side gear, a clutch gear torsionally locked on a first input shaft and axially slidably mounted thereon and an annular piston mounted in a differential casing for urging the clutch gear into engagement with a side gear and a spring to urge the clutch gear to an unlocked position.

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: 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 manual transmission for a four-wheel drive vehicle transmits a power to a front drive shaft for driving front wheels and to a rear drive shaft for driving rear wheels through a propeller shaft. A plurality of shift gear trains are formed by drive gears mounted on an input shaft, driven gears meshing with the drive gears and mounted on an output shaft arranged below the input shaft and clutches. The output shaft is hollowed inside to incorporate the front drive shaft therein. An intermediate shaft is rotatably, coaxially disposed with the input shaft and is driven by the output shaft through a connection gear train. The intermediate shaft is coaxially connected with a transfer unit from which power is distributed to the front drive shaft through another connection gear train and at the same time to the rear drive shaft. Further, the transmission incorporates another clutch for directly transmitting power from the input shaft to the intermediate shaft so as to produce a shift gear ratio of 1.0.

Abstract: A planetary gear mechanism 3 is provided at one end portion of a housing 2 in a direction of the rotation axis L. The mechanism 3 includes a planetary gear 31 disposed at the housing such that the planetary gear is rotatable about its own axis and revolvable about the rotation axis together with the housing, and an inner gear 33 and a sun gear 34 which are in mesh with the planetary gear. A differential gear mechanism 4 is provided at the other end portion of the housing. The mechanism 4 includes a casing 41 non-rotatably connected to the sun gear, a pair of pinion gears 43 disposed within the casing such that the pinion gears are rotatable about their axes and revolvable about the rotation axis together with the casing, and a pair of side gears 44, which are in mesh with the pinion gears.

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 crankshaft of an engine is coaxially connected with a main shaft of a transmission through an input shaft. In the transmission, a counter shaft is incorporated below and in parallel with the main shaft. There are provided a main transmission and a sub transmission between the main shaft and the counter shaft. The driving force of the engine is divided into a front driving force and a rear driving force by a center differential and the front driving force is transmitted from the counter shaft to front wheels through a front drive shaft incorporated below and in parallel with the counter shaft and a front differential. The rear driving force is transmitted to rear wheels through a rear drive shaft and a rear differential.

Abstract: A transmission for a working vehicle having an engine mounted on a bodywork frame such that a crankshaft of the engine is disposed horizontal and is oriented perpendicular to the longitudinal direction of the vehicle. The transmission comprises an input shaft for receiving power of the engine through a continuously variable transmission, an output shaft disposed in parallel with the input shaft, a pair of left and right axles extended oppositely to each other and in parallel with the output shaft, a differential connecting the left and right axles with each other in a differential manner, a transmission housing containing the differential, a pair of left and right axle housings, each of which houses each of the pair of axles, having mounting portions for mounting to the bodywork frame, and a wet-type disc brake device provided around a portion of the axles covered by the axle housings.

Abstract: The present invention provides a integral subassembly for the power train of an all wheel drive automotive vehicle. The subassembly includes a final drive unit coupled to a transmission output. The final drive unit itself includes a torque multiplier and an output adapted to provide power to the front wheels of the vehicle. Also included in the subassembly is a front differential coupled to the final drive's output. The front differential includes a left front wheel output and a right front wheel output. A power transfer unit in the subassembly is also coupled to the transmission output and provided with a non-parallel gear set and a rear driveline output, the latter being adapted to provide power to the rear wheels of the vehicle. The power transfer unit is coupled to the transmission output independently of the final drive unit. Finally, a housing commonly encloses the final drive unit, front differential and power transfer unit allowing them to be integrally provided as a subassembly.

Abstract: A three-speed transfer case for providing a direct drive connection between the input shaft and the output shafts, a low-range drive connection and an ultra low-range drive connection. The ability to choose between the distinct speed ratio drive connections permits the vehicle operator to best match the road conditions or off-road terrain to the tractive requirements of the motor vehicle.

Abstract: The power transmission mechanism has a first gear secured to an input shaft. A second gear connectable to the input shaft through a clutch mechanism is provided around the input shaft through a one-way clutch that allows the input shaft to rotate freely in the direction of rotation of the driving force from the engine when the clutch mechanism is in a disengaged state but does not permit rotation of the second gear relative to the input shaft in an opposite direction. A brake mechanism is provided to restrain the rotation of the second gear. A third gear is in mesh with the first gear. A fourth gear is in mesh with the second gear. The power transmission mechanism further has first to third bevel gears. The gear ratio between the first and third gears is equal to that between the second and fourth gears.

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 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 powertrain incorporating an engine, a planetary gear assembly and front and rear final drive assemblies has a plurality of planetary gear sets and torque transmitting mechanisms enclosed within a rotatable housing which transfers power from an output differential mechanism in the planetary gear assembly to a transfer drive mechanism disposed between the transmission input and the transmission gearing. The rotatable housing surrounds a plurality of torque transmitting mechanisms including at least two stationary torque transmitting mechanisms which are secured partially or operatively with a grounding member extending longitudinally within said transmission and being connected with a stationary housing disposed in said transmission housing intermediate said torque transmitting mechanisms and said torque converter.

Abstract: A remote control toy car control system is constructed to include a dual-gearshift transmission mechanism coupled to the engine of the remote control toy car for transmission output power of the engine between a high torque position and a low torque position, a forward backward transmission control mechanism coupled to the output end of the dual-gearshift transmission mechanism for controlling forward/backward movement of the toy car, and a differential assembly coupled to the forward backward transmission control mechanism for enabling the rear wheels of the toy car to turn at different speeds when going round corners.

Abstract: A three-speed transfer case for providing a direct drive connection between the input shaft and the output shafts, a low-range drive connection and an ultra low-range drive connection. The ability to choose between the distinct speed ratio drive connections permits the vehicle operator to best match the road conditions or off-road terrain to the tractive requirements of the motor vehicle.

Abstract: In a twin shaft type transmission having an input shaft and a counter shaft, a planetary gear type center differential coaxially provided with the counter shaft comprises a hollow center differential input shaft connected coaxially with the counter shaft, a first sun gear mounted on the center differential input shaft, a second sun gear provided coaxially with the first sun gear for outputting power to a rear drive shaft, a first pinion meshing with the first sun gear, a second pinion formed integrally with the first pinion and meshing with the second sun gear, a carrier rotatably holding the first and second pinions for outputting power to a front drive shaft, and a hub secured to the inside of the carrier and extending through a space between the first and second sun gears to the inside of the center differential input shaft and connected with the front drive shaft.

Abstract: A transmission apparatus includes at least an auxiliary transmission for supplementing a main transmission. The auxiliary transmission includes a damper which has a damper characteristic adapted to a low speed select state of the auxiliary transmission, and which is disposed in a low speed transmission path used for transmission of torque in the low speed select state of the auxiliary transmission. The auxiliary transmission further comprises a bypass member defining a bypass transmission path bypassing the low speed damper. The bypass transmission path is a torque path used for transmission of torque in a high speed select state of the auxiliary transmission.

Abstract: A two-speed full-time transfer case includes an input shaft, first and second output shafts, a planetary gearset, an interaxle differential, and first and second clutch mechanisms. The planetary gearset includes a sun gear integral with the input shaft, an annulus gear, and pinion gears rotatably mounted on a carrier and which are meshed with the sun and annulus gears. The interaxle differential has an input driven by the carrier, a first output driving the first output shaft and a second output driving a transfer mechanism coupled to the second output shaft. The first clutch mechanism is a fluid-actuated bi-directional overrunning clutch operable for selectively braking the annulus gear. The second clutch mechanism is a fluid-released bi-directional overrunning clutch for selectively releasing the input shaft from coupled engagement with the carrier.

Abstract: The invention herein of a torsion shift structure for the means of transportation mainly comprises of a transmission gear axle mounted between the power gear axle and the selective speed gear axle of the transmission structure of the means of transportation; the transmission gear on the transmission gear meshes the selective speed gear axle; a high speed gear and a low speed gear are formed on the power gear axle; the first and the second shifting gears are housed on the transmission gear axle and mesh respectively the high and the low speed gears; furthermore, a shifting shaft rod is inserted through the transmission gear axle for respectively controlling the interlocking between the first and second shifting gears and the transmission gear axle to change the driving of the high and the low speed gears and the transmission gear axle and to further achieve the output of the torsion shifting.

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 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 powertrain assembly includes a first housing defining a first longitudinal axis. The first housing also has an axially extending pilot. The powertrain assembly further includes a second housing defining a second longitudinal axis and an outer wall. The outer wall has a guide face formed on an inner surface. The pilot is disposed within the second housing and engages the guide face to align the first and second longitudinal axes. A fastener interconnects the second housing on the first housing.

Abstract: The present invention provides a riding lawn mower comprising: two pairs of ground engaging wheels 2, 2 and 3, 3 disposed at front and rear portions of a vehicle frame 5; a cutter blade 9 supported by the vehicle frame 5; a drive source 7 mounted on the vehicle frame 5 and having an output shaft 8 extending downwardly; a transmission 20 including i) a casing 21; ii) an input shaft 22 substantially vertically supported by the casing 21, and iii) a pair of axles 4, 4 extending substantially horizontally in opposite directions, the pair of axles supporting each one of the two pairs of ground engaging wheels, the transmission 20 being arranged below the drive source 7 and having the input shaft 22 coupled substantially coaxially with the output shaft 8 of the drive source 7 non-rotatably relative thereto; and power transmitting members 10 and 11 for the cutter blade 9, the power transmitting members 10 and 11 being provided to rotate with the output shaft 8.

Abstract: A two-stage power-split gear unit for automobiles consists of an input shaft (2), of a planetary gear unit as an off-road gear stage, of a differential gear unit, of a first output shaft (13) and of a second output shaft (15) which is connected to an offset output (19), the input shaft (2) being capable of being coupled selectively to the sun wheel (5) and to the planet carrier (7) of the planetary gear unit, the planet wheels (8) of which roll in a ring gear (9) fixed in space, and the differential gear unit having compensating wheels (11) and first and second output wheels (14, 16) driven by these and in each case located on the first and the second output shafts (13, 15).

Abstract: A motor vehicle power train includes an engine (26) mounted longitudinally in the vehicle adjacent one end, a change speed transmission (28) spaced from and drivably connected to the engine through an input propshaft (31) and a transfer transmission (29) mounted on the change speed transmission and drivably connected to a front differential through a front propshaft (34) and to a rear differential through a rear propshaft (35). The change speed transmission has an input shaft (39) to receive drive at one end from the engine and an output shaft (41) axially offset from the input shaft and having a drive output at the opposite end. The transfer transmission is arranged at the opposite end of the change speed transmission and includes a center differential (56) having differential output shafts (57, 58) drivably connected to the front and rear propshafts and axially offset from the input shaft and the change speed transmission output shaft.

Abstract: A transmission for a four-wheel drive vehicle having a multi-speed geartrain and power transfer mechanism incorporated into a common housing assembly. The multi-speed geartrain includes a input shaft, a mainshaft, and a plurality of constant-mesh gearsets arranged for selectively coupling the mainshaft to the input shaft for driven rotation at various speed ratios. The mainshaft can be selectively coupled to the power transfer mechanism for establishing two alternative power transmission routes. In particular, a range shift mechanism is provided for establishing a high-range power transmission route and a low-range power transmission route from the mainshaft to the input of an interaxle differential. The torque delivered to the interaxle differential is split between the front and rear drivelines to establish a full-time four-wheel drive mode. A transfer clutch is provided for automatically controlling slip and torque biasing between the outputs of the interaxle differential.

Abstract: A transfer case adapted for installation on a front-wheel drive vehicle having a transversely oriented engine and transaxle receives drive torque on a transferse axis and provides it to the rear differential on a longitudinal axis. The transfer case is driven through the front axle center differential cage. A drive chain delivers power through sprockets to a modulating or viscous clutch disposed behind and parallel to the front stub axles. The output of the clutch is provided to a bevel gear set which drives the rear prop shaft, rear differential and rear axles. The transfer case and rear prop shaft are preferably disposed along the longitudinal center line of the vehicle. Alternatively, the transfer case and the rear prop shaft may be disposed along an axis laterally offset but parallel to the longitudinal center line of the vehicle.

Abstract: An analog output Hall effect sensor provides a proportional output representative of the angular position of a rotary shift member in a transfer case, transmission or the like. The rotary shift member is driven by a bidirectional electric motor through a speed reducing gear train. A wheel having a single spiral bipolar (N-S) magnetic track rotates with the output of the gear train and the shift member. The analog output Hall effect sensor is proximate the spiral magnetic track and provides an analog (ramp) output proportional to the position of the rotary shift member relative to first and second end points.

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: A transfer case includes a double overrunning or two-way clutch and torque limited centrifugal cone clutch disposed in mechanical parallel between a primary and secondary output of the transfer case. The double overrunning clutch includes a plurality of rollers disposed between concentrically arranged drive and driven members. The centrifugal cone clutch includes a preload or preset biasing spring which sets a minimal torque throughput, a plurality of weights which adjust the clutch force and thus torque throughput dependent upon the speed and stops which limit motion of the weights and thus determine the maximum clutch compressive force and torque throughput.

Abstract: In an axle driving apparatus according to this invention, an input shaft is pivotally supported in a substantially horizontal fashion inside a housing, and projects outward on one side of the housing so as to receive power from a motor via a belt converter. Axles are pivotally supported in parallel to the input shaft inside the housing, and a speed-change mechanism is interposed between the input shaft and the axles. The speed-change mechanism is rotated in synchronism with the axles with a certain speed ratio thereto, is disposed above the axles, and includes at least one rotary shaft projecting outward on a side opposite to a side where the input shaft projects in the housing. A power take-off casing is disposed on the same side as the outer end of the rotary shaft in the housing and is adapted to accommodate the outer end of the rotary shaft therein.