Abstract: The invention relates to a power shift transmission (10). The power shift transmission comprises an input shaft (18), a first output shaft (20) arranged coaxially to the input shaft (18), a planetary transmission (22) having a planet gear carrier (28), which is connected to the input shaft (18), and at least one dual-stage planetary gear set (30), the dual-stage planetary gear set (30) engaging on the input side with an input-side sun gear (52) and on the output side with an output-side sun gear (44) in each case, and at least two shift elements (24, 26).

Abstract: A clutch assembly for transmitting a first torque between a first member and a second member includes a first clutch and a one-way clutch assembly. The first clutch has at least one first clutch element rotatably coupled to the first member and at least one second clutch element rotatably coupled to the second member. The one-way clutch assembly is disposed in parallel with the first clutch between the first member and the second member. When the one-way clutch assembly is actuated torque is transmitted between the first member and the second member in a first rotational direction and the one-way clutch assembly does not transmit torque between the first member and the second member in a second rotational direction. When the one-way clutch assembly is not actuated then the one-way clutch assembly does not transmit torque in the first rotational direction or the second rotational direction.

Abstract: A transfer case (10) includes an input shaft (12), first and second output shafts (14, 16) and a planetary gearset (18) having a sun gear (74), a ring gear (70), a carrier (84, 90) and a pinion gear (78) meshingly engaged with the sun and ring gears. A range actuator (20) includes first, second and third range sleeves (22, 24, 26) abutted in series being axially translatable between a first position (H) to provide a drive connection between the input shaft (12) and the first output shaft (14), a second position (HL) providing a direct drive ratio connection between the input shaft (12) and the first output shaft (14) as well as the input shaft (12) and a second output shaft (16), and a third position (L) to provide a reduced speed drive ratio connection between the input shaft (12) and the first output shaft (14) as well as the input shaft (12) and the second output shaft (16). The gears of the planetary gearset (18) are not driven when the range sleeves are at the first and second positions.

Abstract: A multi-speed power transmission device includes an input shaft, first and second output shafts and a planetary gearset. An axially moveable sleeve fixes the first output shaft and the input shaft for rotation when in a first position and the sleeve fixes the sun gear and the input shaft for rotation when in a second position. A hub is axially moveable and free to rotate relative to the first output shaft when in the first position. The hub is fixed for rotation with the first output shaft when in the second position. A cam plate is continuously fixed for rotation with the carrier and urges the hub toward its second position when in a second axial position. The input shaft drives the first output shaft at a reduced speed via the planetary gearset when the sleeve, hub and cam plate are at their second positions.

Abstract: An automatic transmission includes an input shaft rotatable by power from a driving source. A transmission unit is capable of changing a speed of rotation of the input shaft to any one of speeds at gears. The transmission unit includes at least one planetary gear mechanism having three elements. An output member outputs the transferred power with a speed changed by the transmission unit. A transfer mechanism switches between a transfer state of power between a motor connection element and the output member and an open state of no transfer of power. The transfer mechanism is in the transfer state in a low-speed gear range and in the open state in a high-speed gear range.

Abstract: A drivetrain for an all-wheel-drive vehicle which has a first driven axle and a second driven axle. A drive unit is connected to a multi-stage transmission which has a multiplicity of gear stages for generating different transmission ratios. A transmission output shaft of the multi-stage transmission is connected to the first driven axle. The drive unit is also connected to an activating arrangement, the output element of which is connected to the second driven axle. Thus drive power can be supplied to the first axle permanently via the multi-stage transmission and drive power can be supplied to the second axle on demand via the activating arrangement. The activating arrangement has a first activating friction clutch and a second activating friction clutch which are designed to supply drive power to the second axle via a first and a second transmission ratio stage, respectively. The first transmission ratio stage is assigned to at least one lower gear stage of the multi-stage transmission.

Abstract: The present invention relates to a device for a transmission, comprising a summing planetary gear set (17) and a variator unit (13) and components that bring them into operative connection with each other and with an input shaft (1) and output shaft (3, 8) for influencing the output speed in a continuously variable manner at constant input speed. The device can be installed as a prefabricated module between an internal combustion engine and a conventional transmission of any configuration and is also suitable for splitting the drive power of an internal combustion engine among a vehicle drive and one or several power take-offs, with the speed of the vehicle drive and/or the speed of the power take-off being adjustable in a continuously variable manner by the device. The device is also suitable for retrofitting existing motor vehicles.

Abstract: The invention essentially relates to a method for blocking wheels of a vehicle when stopped in which a transmission device (1) is placed between an output (2) of a heat engine (3) and a wheel (5) axle shaft (4). This device (1) comprises an input shaft (13) connected to the output (2) of the engine (3), an output shaft (31) connected to the wheel axle shaft (4), and at least one electrical machine (6, 7). The device also comprises a mechanical assembly (12) interconnecting the input shaft (13), the output shaft (31) and the shaft (8, 9) of the machine. This assembly (12) is connected to a bridge (15) that, in turn, is connected to the wheel (5) axle shaft (4). The invention provides that, in order to block the wheels when the vehicle is stopped and to limit an observable torque on the elements of the assembly (12), the wheel axle shaft is blocked by the mechanical assembly.

Abstract: A speed change mechanism 1 includes first and second planetary gear sets 11, 12 enclosed within a sleeve ring 14. A first one-way clutch 141 transmits drive from an output 114 of the first gear set to the sleeve ring and second one-way clutch 142 transmits drive from an output 124 of the second gear set to the sleeve ring, both clutches operating in the same direction. A DC electric motor 2 is coupled to an input 111 of the first gear set to drive its output 114 in the opposite rotary direction to the input. The output 114 of the first gear set is coupled to an input 121 of the second gear set to drive an output 124 of the second gear set in the opposite rotary direction from the output 114 of the first gear set. Drive is transmitted to the sleeve ring 14 either through the first gear set 11 only or through a combination of the first and second gear sets 11, 12 depending on the direction of rotation of the power input to provide two different gear ratios.

Abstract: A rotation-transmitting mechanism includes a first planetary gear mechanism and a locking mechanism. The first planetary gear mechanism transmits rotational driving force to the transportation unit through a first planet gear to rotate the transportation roller when the motor rotates in a first direction, and transmits rotational driving force to the transportation unit through a second planet gear to rotate the transportation roller when the motor rotates in a second direction. The locking mechanism can lock a planetary rocking member of the first planetary gear mechanism in such a condition that rotational driving force of the motor is transmitted to the transportation unit through the second planet gear. The locking mechanism terminates locking of the planetary rocking member of the first planetary gear mechanism by engaging with the sheet in the transportation path downstream of the transportation roller with respect to the direction in which the sheet is transported.

Abstract: A two speed power take off unit adapted for installation in an all wheel drive vehicle having a transversely mounted engine/transaxle powertrain (12). The two speed power take off unit includes a planetary gear reduction unit (64) capable of establishing a high range and a low range drive connection between the powertrain and a transfer assembly (100)1 The transfer assembly provides drive torque to a front differential assembly (66) driving the front wheels and a PTU gearset (32) driving the rear wheels.

Abstract: A drivetrain for an all-wheel-drive vehicle which has a first driven axle and a second driven axle. A drive unit is connected to a multi-stage transmission which has a multiplicity of gear stages for generating different transmission ratios. A transmission output shaft of the multi-stage transmission is connected to the first driven axle. The drive unit is also connected to an activating arrangement, the output element of which is connected to the second driven axle. Thus drive power can be supplied to the first axle permanently via the multi-stage transmission and drive power can be supplied to the second axle on demand via the activating arrangement. The activating arrangement has a first activating friction clutch and a second activating friction clutch which are designed to supply drive power to the second axle via a first and a second transmission ratio stage, respectively. The first transmission ratio stage is assigned to at least one lower gear stage of the multi-stage transmission.

Abstract: A geared disk driven by a repositionable drive gear, with two independent and concurrent axes of rotation; both axes rotating and orbiting on one plane, about the transmission's central axis. The first axis of rotation being the gear's center. The second user-actuated axis of rotation concurrently varying its motive pivot point between the disk's center and edge, while concentrically transversing around the disk, to infinitely variably swing the disk gear. This variable swing motion is mechanically extracted and cycled through the transmission to progressively compound the combined motions to modify and sustain user-selected, infinitely variable, output speeds. Two interconnecting, clutch-free, geared-neutral, bidirectional, output mechanisms are included; one integrated within the transmission, and one separated from the transmission, to produce a continuously engaged, all-geared, complete range of transmission functions.

Abstract: A transmission for distributing a drive torque between at least two drive output shafts with at least two planetary gearsets, each having at least three-shafts. In each case, a shaft of a planetary gearset is connected to a drive input shaft and a second respective shaft of a planetary gearsets is the drive output shafts. A respective third shaft of the planetary gearsets communicates with a brake such that a degree of distribution of the drive torque between the two output shafts varies as a function of the transfer capacities of the brakes. A transmission device controls and regulates a drive torque from a drive engine between the two output shafts of the transmission device. The transfer capacities of the two brakes are adjusted such that one brake is in a synchronous condition and the transfer capacity of the other brake is varied between a lower and an upper limiting value.

Abstract: A vehicle powertrain comprising a multiple speed transmission with ratio range gearing is disclosed. The range gearing provides increased ratio coverage. A transition between a low speed range and a high speed range is achieved with no torque interruption whereby a gear ratio shift between the highest gear ratio in the low speed range and the lowest gear ratio in the high speed range occurs in a seamless fashion.

Abstract: A transfer case includes a two-speed range unit, a mode clutch, an actuation mechanism and a control system. The actuation mechanism includes an electric motor, an actuator shaft driven by the motor, a range actuator assembly and a mode actuator assembly. The range actuator assembly includes range, a cam driven by the actuator shaft and a shift fork having a follower retained in a groove formed in the cam and a fork engaging a shift collar associated with the range unit. The mode actuator assembly has a range cam member with cam surfaces and a control gear with rollers engaging the cam surfaces. The control gear is rotatively driven by the actuator shaft. The cam member is axially moveable for controlling engagement of the mode clutch. An anti-rotation mechanism limits rotation of the cam member in response to continued rotation of the control gear.

Abstract: The transfer case reduction gearset is often never used for its original intended function, that is, to provide an additional speed reduction (torque amplification) ratio for the powertrain. This concept allows for the increased use of the transfer case gearset components to work in concert with the automatic transmission to increase its ratio spread. This increase in ratio spread will result in improved launch performance for the vehicle by steepening the effective first gear ratio of the automatic transmission. The increase in ratio spread may also provide for reductions in numerical axle ratio of the vehicle thereby improving the fuel economy during normal highway operation. The present invention focuses on a method of shifting the transmission of the vehicle in accordance with the invention which includes providing a transmission connected to a vehicle engine having a predetermined number of gear ratios which are selectable.

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: The present invention provides a shift mechanism disposed in a housing for providing operable communication between a shift actuator and a shift sleeve. The shift mechanism generally includes a shift rail, a shift fork, a first biasing member, and a second biasing member. The shift rail is slidably supported by the housing. The shift fork is slidably disposed on the shift rail and engages the shift sleeve. The first biasing member is disposed between the shift actuator and the shift rail for selectively biasing the shift rail in a first direction upon actuation of the shift actuator. The second biasing member is disposed between the housing and the shift fork for biasing the shift fork in a second direction that is substantially opposite the first direction.

Abstract: A transfer case includes a two-speed range unit, a friction clutch, an actuation mechanism, and a control system. The actuation mechanism includes an electric motor, a geartrain driven by the motor, a range actuator assembly and a mode actuator assembly. The range actuator assembly includes a driveshaft driven by the geartrain, a cam driven by the driveshaft, and a shift fork having a follower retained in a groove formed in the cam and a fork engaging a shift collar associated with the range unit. The mode actuator assembly has a cam member with ramp surfaces and a control gear with rollers engaging the ramp surfaces. The control gear is rotatively driven by the geartrain. The cam member is axially moveable for controlling engagement of the friction clutch. An anti-rotation mechanism limits rotation of the cam member in response to continued rotation of the control gear.

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: In a motor vehicle driveline having an automatic transmission driveably connected to a transfer case, a park gear, continually driveably connected through a planetary gear set to the drive wheels of the vehicle, is alternately fixed against rotation on the transfer case or released to rotate freely in response to movement of a gear selector having a park position. When the gear selector is moved to the park position, a pawl holds the drive wheels against rotation. When the gear selector is moved from the park position, the drive wheels are free to rotate without restraint of the park mechanism.

Abstract: An on-demand two-speed transfer case is equipped with a planetary gearset assembly and a range shift mechanism to provide high-range and low-range drive connections. The transfer case is also equipped with a dual-mode bi-directional overrunning clutch and a mode shift mechanism to establish on-demand and part-time four-wheel drive modes. Further, the transfer case includes a disconnect clutch and a disconnect shift mechanism to establish a two-wheel drive mode in addition to the four-wheel drive modes.

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: A transfer case includes a two-speed range unit, a friction clutch, an actuation mechanism, and a control system. The actuation mechanism includes an electric motor, a geartrain driven by the motor, a range actuator assembly and a mode actuator assembly. The range actuator assembly includes a driveshaft driven by the geartrain, a cam driven by the driveshaft, and a shift fork having a follower retained in a groove formed in the cam and a fork engaging a shift collar associated with the range unit. The mode actuator assembly has a cam member with ramp surfaces and a control gear with rollers engaging the ramp surfaces. The control gear is rotatively driven by the geartrain. The cam member is axially moveable for controlling engagement of the friction clutch. An anti-rotation mechanism limits rotation of the cam member in response to continued rotation of the control gear.

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: A transfer case having an input shaft driven by a powertrain, a first output shaft adapted for connection to a first driveline, a second output shaft adapted for connection to a second driveline, an interaxle differential operably disposed between the input shaft and the first and second output shafts, and a torque transfer mechanism. The torque transfer mechanism includes a friction clutch assembly operably disposed between the first output shaft and the second output shaft, and a clutch actuator assembly for generating and applying a clutch engagement force to the friction clutch assembly. The clutch actuator assembly includes an electric motor, a geared reduction unit, and a clutch apply operator. A control system including vehicle sensors and a controller are provided to control actuation of the electric motor.

Abstract: An on-demand two-speed transfer case is equipped with a planetary gearset assembly and a range shift mechanism to provide high-range and low-range drive connections. The transfer case is also equipped with a dual-mode bi-directional overrunning clutch and a mode shift mechanism to establish on-demand and part-time four-wheel drive modes.

Abstract: A controllable, multi-mode, bi-directional overrunning clutch assembly and a shift system are adapted for use in a power transmission device. The clutch assembly includes a first ring journalled on a first rotary member, a second ring fixed to a second rotary member, and a plurality of rollers disposed in opposed cam tracks formed between the first and second rings. The first ring is split to define an actuation channel having a pair of spaced end segments. An actuator ring is moveable between positions engaged with and released from the end segments of the first ring. The shift system includes a moveable clutch actuator which controls movement of the actuator ring for establishing engaged and disengaged clutch modes. An alternate embodiment clutch assembly includes first and second rings non-rotatably coupled to one another. A third ring is selectively engageable with a rotary component to transfer power thereto.

Abstract: The invention relates to a multi-stage reduction gear by which at least seven speeds can be shifted. Apart from the input shaft (1) and the output shaft (2), the gear consists of a non-engageable upstream gear and an engageable downstream gear in the form of a gear with two fixed links and four shafts. The upstream gear consists of a first planetary gear (3) which, next to the input RPM of the input shaft (1), also provides a second RPM which can be shifted alternatively via a downstream gear. The downstream gear consists of two engageable planetary gears (4, 5) which, with of six shift elements (A to F), can generate a minimum of seven forward speeds, whereby two output paths are formed (P, Q). Thereby, series shifts are always avoided for each shift action.

Abstract: A controllable, multi-mode, bi-directional overrunning clutch assembly and a mode shift system are adapted for use in a transfer case for transferring drive torque from a primary output shaft to a secondary output shaft so as to establish four-wheel drive modes. The clutch assembly includes a first ring journalled on a first rotary member, a second ring fixed to a second rotary member, and a plurality of rollers disposed in opposed cam tracks formed between the first and second rings. The first ring is split to define an actuation channel having a pair of spaced end segments. An actuator ring is moveable between positions engaged with and released from the end segments of the first ring. The shift system includes a moveable clutch actuator which controls movement of the actuator ring for establishing an on-demand four-wheel drive mode and a locked or part-time four-wheel drive mode.

Abstract: A controllable, multi-mode, bi-directional overrunning clutch assembly and a shift system are adapted for use in a power transmission device. The clutch assembly includes a first ring journalled on a first rotary member, a second ring fixed to a second rotary member, and a plurality of rollers disposed in opposed cam tracks formed between the first and second rings. The first ring is split to define an actuation channel having a pair of spaced end segments. An actuator ring is moveable between positions engaged with and released from the end segments of the first ring. The shift system includes a moveable clutch actuator which controls movement of the actuator ring for establishing engaged and disengaged clutch modes. An alternate embodiment clutch assembly includes first and second rings non-rotatably coupled to one another. A third ring is selectively engageable with a rotary component to transfer power thereto.

Abstract: An auxiliary transmission (31)with controllable clutch (2) is described for the optional distribution of a drive output torque to one or more drive output shafts with a reduction gear stage (3) and with a hydraulic pump (14). The hydraulic pump (14) is arranged on a transmission input shaft (4) and the reduction gear stage (3) is connected in series in such manner that the drive input power to the hydraulic pump (14) remains at least approximately the same when a range change takes place in the reduction gear stage (3).

Abstract: A tractor has an interaxle differential which transmits torque from an engine driven transmission to a front axle and to a rear axle. A differential includes a planetary gear set coupled to a modulating clutch. The modulating clutch is coupled between a pair of the planetary gear elements, and is used to bring the front to rear speed differential within desired limits. A control system for controlling the clutch includes a steering angle sensor, a front wheel speed sensor and a rear wheel speed sensor. From these sensors the control system determines a desired maximum speed difference between the front and rear wheels, and controls the differential to keep the front to rear speed ratio within the desired limit.

Abstract: A full-time two-speed transfer case is equipped with an integrated planetary gearset assembly and a range shift mechanism to provide high-range and low-range drive connections. The integrated planetary gearset assembly includes a first gearset which acts as a two-speed reduction unit and a second gearset which acts as an interaxle differential. The synchronized range shift mechanism is arranged to concurrently move two components of the first gearset and can be synchronized to permit on-the-move range shifts. The transfer case is also equipped with a dual-mode bi-directional overrunning clutch and a mode shift mechanism to establish automatic full-time and locked four-wheel drive modes.

Abstract: A controllable, multi-mode, bi-directional overrunning clutch assembly and a mode shift system are adapted for use in a transfer case for transferring drive torque from a primary output shaft to a secondary output shaft so as to establish four-wheel drive modes. The clutch assembly includes a first ring journalled on a first rotary member, a second ring fixed to a second rotary member, and a plurality of rollers disposed in opposed cam tracks formed between the first and second rings. The first ring is split to define an actuation channel having a pair of spaced end segments. An actuator ring is moveable between positions engaged with and released from the end segments of the first ring. The shift system includes a moveable clutch actuator which controls movement of the actuator ring for establishing an on-demand four-wheel drive mode and a locked or part-time four-wheel drive mode.

Abstract: A transfer case having an input shaft, an output shaft, and a planetary gearset connected therebetween. The planetary gearset includes a first sun gear, a second sun gear, a carrier coupled for rotation with the input shaft, a ring gear coupled for rotation with the output shaft, and meshed pairs of first and second pinions rotatably supported on the carrier with each first pinion meshed with the first sun gear and each second pinion meshed with the second sun gear and the ring gear. The transfer case further includes a powershift clutch assembly comprised of a first range clutch located between the carrier and the ring gear, a second range clutch located between the first sun gear and a stationary member, and a third range clutch located between the second sun gear and the stationary member.

Abstract: An on-demand two-speed transfer case is equipped with a planetary gearset assembly and a range shift mechanism to provide high-range and low-range drive connections. The transfer case is also equipped with a dual-mode bi-directional overrunning clutch and a mode shift mechanism to establish on-demand and part-time four-wheel drive modes.

Abstract: A full-time two-speed transfer case is equipped with an integrated planetary gearset assembly and a range shift mechanism to provide high-range and low-range drive connections. The integrated planetary gearset assembly includes a first gearset which acts as a two-speed reduction unit and a second gearset which acts as an interaxle differential. The synchronized range shift mechanism is arranged to concurrently move two components of the first gearset and can be synchronized to permit on-the-move range shifts. The transfer case is also equipped with a dual-mode bi-directional overrunning clutch and a mode shift mechanism to establish automatic full-time and locked four-wheel drive modes.

Abstract: A transfer for a four-wheel drive vehicle of simplified structure in which speed-reducing and center differential functions are implemented by a single planetary gear set includes an input shaft; a first output shaft disposed coaxially with respect to the input shaft; a ring gear which co-rotates with the input shaft; a first pinion meshed with the ring gear; a second pinion in mesh with the first pinion at all times; a carrier for axially supporting the first and second pinions; a sun gear which, by being slid, selectively meshes with the first pinion or the second pinion; a brake for locking the sun gear when the sun gear and the first pinion mesh (the low position of the transfer); a driving gear which meshes with the sun gear when the sun gear and the second pinion mesh (the high position of the transfer); a sleeve mounted on the first output shaft and shifted for engaging the driving gear with the first output shaft in the direction of rotation; a second output shaft disposed in parallel with the first o

Abstract: A transfer case having an input shaft, an output shaft, and a planetary gearset connected therebetween. The planetary gearset includes a first sun gear, a second sun gear, a carrier coupled for rotation with the input shaft, a ring gear coupled for rotation with the output shaft, and meshed pairs of first and second pinions rotatably supported on the carrier with each first pinion meshed with the first sun gear and each second pinion meshed with the second sun gear and the ring gear. The transfer case further includes a powershift clutch assembly comprised of a first range clutch located between the carrier and the ring gear, a second range clutch located between the first sun gear and a stationary member, and a third range clutch located between the second sun gear and the stationary member.

Abstract: A power transfer system for a motor vehicle is disclosed to include a transfer case having a clutch assembly arranged to control speed differentiation and torque biasing across an interaxle differential, a hydraulic clutch actuation system operable to control actuation of the clutch assembly, sensors for detecting and generating sensor signals indicative of various dynamic and operational characteristics of the vehicle, and a controller for controlling the hydraulic clutch actuation system in response to the sensor signals. Upon the occurrence of traction loss, the clutch assembly is automatically actuated for limiting interaxle slip while transferring increased drive torque to the non-slipping driveline.

Abstract: A transfer for a four-wheel drive vehicle of simplified structure in which speed-reducing and center differential functions are implemented by a single planetary gear set includes an input shaft; a first output shaft disposed coaxially with respect to the input shaft; a ring gear which co-rotates with the input shaft; a first pinion meshed with the ring gear; a second pinion in mesh with the first pinion at all times; a carrier for axially supporting the first and second pinions; a sun gear which, by being slid, selectively meshes with the first pinion or the second pinion; a brake for locking the sun gear when the sun gear and the first pinion mesh (the low position of the transfer); a driving gear which meshes with the sun gear when the sun gear and the second pinion mesh (the high position of the transfer); a sleeve mounted on the first output shaft and shifted for engaging the driving gear with the first output shaft in the direction of rotation; a second output shaft disposed in parallel with the first o

Abstract: A transfer case for a four-wheel drive vehicle having a planetary gear assembly and a synchronized range clutch which can be selectively shifted on-the-move establishing high-range and low-range drive modes. The planetary gear assembly includes a ring gear, a sun gear, a carrier coupled for rotation with an output shaft of the transfer case, and a pinion gear rotatably supported from the carrier and which is meshed with the ring gear and the sun gear. The range clutch includes a first sleeve coupled for rotation with the ring gear and which is rotatably supported from a second sleeve coupled for rotation with an input shaft of the transfer case. With the range clutch in a first position, the first sleeve is uncoupled from the housing and the second sleeve is coupled to the carrier for driving the output shaft at a first speed ratio relative to the input shaft.

Abstract: A two-axis Cartesian robot comprising a vertically disposed Y-axis support having a traverse carriage selectively vertically movably mounted thereon. An X-axis support is movably mounted on the carriage. A reversible drive motor is mounted on the carriage and has a driven shaft extending therefrom upon which is mounted a planetary gear drive including an X-axis drive gear and a Y-axis drive gear which are in engagement with gear racks on the X-axis and Y-axis supports, respectively. A Y-axis brake is provided for selective engagement with the Y-axis drive gear for selectively preventing rotation of the Y-axis drive gear and an X-axis brake is provided for selective engagement with the X-axis drive gear for selectively preventing rotation of the X-axis drive gear. A workpiece manipulator is secured to the X-axis support for movement therewith.

Abstract: A transfer case for a four-wheel drive vehicle having a planetary gear assembly and a synchronized range clutch operably associated with the input to the planetary gear assembly which can be selectively shifted on-the-fly for establishing high-range and low-range speed ratios. A mode clutch is operably disposed between the front and rear output shafts and can be selectively or automatically shifted for establishing a four-wheel drive mode.

Abstract: A differential apparatus for a part-time four-wheel drive vehicle is provided. The differential apparatus includes an outer differential casing, an inner differential casing, a clutch member adjacent to the inner differential casing, a pair of dog clutches, a differential gear system arranged in the inner differential casing and an actuator body for actuating the clutch member. One of the dog clutches is connected with the inner differential casing, while the other of the dog clutches is formed on the clutch member. When the vehicle is traveling under two-wheel drive, the inner differential casing and the differential gear system are raced, while the outer differential casing and the clutch member do not race. Accordingly, it is possible to reduce the racing loss of these members and the noise caused by the racing loss.

Abstract: A transfer case for a vehicle having two output shafts, a gear reduction assembly, a coupling mechanism and an overrunning roller clutch for selectively producing driving of one shaft only or both shafts concurrently. The coupling mechanism selectively couples one output shaft to either (1) an input shaft, (2) the gear reduction assembly, or (3) a neutral position. The overrunning clutch has an inner race, an outer race, and rollers located between the races. Drag shoes are positioned to frictionally slide on a drag surface of a selectively grounded member to retard the rollers. A resilient band urges the drag shoes against the drag surface. When the drag shoes rotate at a sufficient speed they disengage from the drag surface so as to provide no force to retard the rollers. When the ground member is grounded it provides the drag surface for the drag shoes. When the ground member is ungrounded it is free to rotate and the drag shoes do not provide a drag force to bias the rollers.

Abstract: A system for controlling a four-wheel drive for a motor vehicle comprises a drive mode switch for detecting a drive mode of the motor vehicle selectable between a two-wheel drive mode and a four-wheel drive mode. The four-wheel drive mode is selectable between a direct-coupled four-wheel drive mode. A an auto four-wheel drive mode, a controller controls the distribution of traction between main and secondary driving wheels. A traction transmission train distributes traction between the main and secondary driving wheels. The traction transmission train has an oil pressure supply system having a friction clutch and a solenoid.

Abstract: Anti-gear hopping device for a power transmission mechanism for an automotive vehicle. The power transmission mechanism may be a torque transfer case of a four wheel drive system. The anti-gear hopping device prevents undesired shifting between high range speed and low range speed modes of operation. The anti-gear hopping device comprises: (A) a fluid pressure mechanism for controlling the movements of a shift member; (B) a valve mechanism for actuating the fluid pressure mechanism; and (C) a valve actuator. The fluid pressure mechanism may include either a diaphragm or a piston which divides a chamber into two cavities which may be at different pressures. An output member linked to the diaphragm or piston controls shifting.