Abstract: The front sides of pinions are rotatably supported by a first case via first taper roller bearings, and the back sides of the pinions are rotatably supported by a second case via second taper roller bearings, and the back sides of input shafts are rotatably supported by a case cover via third taper roller bearings, and clutches and input gears are stored in the case cover, and sleeves are interposed between the first taper roller bearings and the front side of the pinions, and the pinions are configured to be inserted and extracted into/from the sleeves.
Abstract: Transmission device between an input drive shaft and an output shaft, of the type including a housing inside which are placed at least partially a reduction gear mechanism and a progressive cone clutch mechanism, the reduction gear mechanism including a driving member engaged with a driven member, formed by a gearwheel mounted so as to rotate freely on the output shaft and able to be coupled to/uncoupled from the output shaft via two friction cones of the clutch mechanism, the cones being placed coaxial to the axial bore of the gearwheel and capable of coming, under the action of a control device, into bearing contact with a conical bearing surface of the gearwheel. The conical bearing surfaces of the gearwheel are, relative to the axis of rotation of the gearwheel, offset axially from the gear teeth of the gearwheel and are placed on the same side of the gear teeth.
Abstract: The present invention relates to a transmission unit for a vehicle driven by muscle force, comprising an input shaft which can be connected to cranks on opposite sides for driving the vehicle, comprising a first partial transmission. The first partial transmission comprises a countershaft, wherein a plurality of driving gear wheels is mounted on the input shaft, and wherein a corresponding plurality of driven gear wheels of the first partial transmission is mounted on the partial transmission shaft. The driven gear wheels of the first partial transmission are designed as idler gears that can be connected to the countershaft by means of shifting means in a rotationally rigid manner. The countershaft forms an input shaft of a second partial transmission. A plurality of second drive wheels are mounted on the output shaft, wherein the second partial transmission comprises an output shaft, on which a corresponding plurality of second driven gear wheels are mounted.
Abstract: A transfer case for a vehicle. The transfer case may include a rotation direction portion and an output mode portion configured to be driven by the rotation direction portion. The rotation direction portion may provide torque in different directions to the output mode portion. The output mode portion may selectively provide output torque to one or more outputs.
Abstract: An apparatus is provided in one example embodiment and includes a power management module configured to receive data associated with travel being proposed by an end user of an electric vehicle. The power management module is configured to suggest a starting time for the travel based on time of use (ToU) rates for electricity consumption and a current level of power in the electric vehicle. In more specific embodiments, the data associated with the travel includes a starting location, an ending location, and a proposed drive time. In other embodiments, the power management module is further configured to interface with a mapping tool in suggesting the starting time for the end user. The power management module can be configured to obtain the ToU rates from a utility, and the ToU rates are provided as a function of time.
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 low horsepower transmission is disclosed. In one embodiment, a drive shaft is operably coupled to a prime mover and a driven shaft is axially aligned with the drive shaft and operably coupled to a rotary load. Two sets of geared wheels are aligned and rotatably mounted to opposite sides of the drive shaft and the driven shaft. A shuttle clutch positioned on the driven shaft is operable to reciprocate between mating engagement with a clutch associated with the first set of geared wheels and a clutch associated with the second set of geared wheels. The engagement of the shuttle clutch determines which set of geared wheels will transmit torque.
Abstract: An improvement to gear systems, the improved gear system characterized by at least one gear-wheel (42c) provided about a shaft (34), the shaft (34) and the or each gear-wheel (42c) being provided with a actuable engagement therebetween in both rotational and counter-rotational directions (86, 88), such that engagement of the actuable engagement (86, 88) of the or each gear wheel (42c) in both the rotational and counter-rotational directions causes the or each gear-wheel (42c) to rotate in conjunction with the shaft (34) and prevents such from counter-rotating relative to the shaft (34), disengagement of the actuable engagement (86, 88) of the or each gear-wheel (42c) in both the rotational and counter-rotational directions allows the or each gear-wheel (42c) to rotate independently of the shaft (34) and counter-rotate relative to the shaft (34), engagement of the actual engagement (86, 68) in the rotational direction and disengagement of the actual engagement (86, 68) in the counter-rotational direction of th
Abstract: A dual clutch forward/reverse unit includes a pair of spring engaged clutch units and a pair of lifter pins, each pin operable to disengage a corresponding one of the clutches. An actuator mechanism for the forward/reverse unit includes a housing, a shaft rotatably mounted in the housing, and a hollow cylindrical sleeve rotatably mounted on the shaft. The shaft and the sleeve are operatively coupled to the lifter pins. The shaft has a pair of cam surfaces formed on an outer periphery thereof. The sleeve has a pair of openings through which the cam surfaces are exposed. A pair of lifters are pivotally supported in the housing. Each lifter has one side engaging a corresponding one of the lifter pins, and has another part engagable with one of the cam surfaces through a corresponding one of the openings. Each cam surface is thus operatively coupled to one of the lifter pins by a lifter.
Abstract: The remote-control device features a servomechanism that transmits the movements of a first control cable or tie rod, which is connected to handgrip or control pedal, to a second cable or tie rod which is connected to an application. The servomechanism features two neutral levers with bodies having a cylindrical sector. The levers are connected, respectively, to the cables or tie rods. This servomechanism features a shaft of a geared motor which is arranged coaxially between two bodies of the levers, features a spiral spring arranged between the two bodies and the shaft, and is tightly wound on the shaft. The spring has opposing ends which face outward and extend between the bodies. The servomechanism further features a transducer which detects the movements of first control cable and actuates an electronic unit which controls the geared motor in such a way that the remote control can be effected electromechanically or, in the event that the electrical components malfunction, mechanically.
Abstract: A pivotable actuator for changing the condition of a mechanical power transmission system between neutral, engaged and disengaged states. The transmission system comprises rotary shafts each having a clutch mechanism and a clutch actuator for engaging and disengaging the clutch mechanism. A bearing device disposed about the shafts is moved by a shift mechanism to drive the clutch actuator between the different states. In an alternative embodiment relating to an aligned shaft drive system, the clutch actuator shifts a gear drive system from an engaged condition to a neutral condition and then to a braked condition.
Abstract: A bearing arrangement for the drive pinion of a marine transmission or the like reduces deflections of the shaft on which the pinion is mounted. The bearing arrangement mounts the pinion in part on the shaft and in part directly on the transmission housing, thus reducing loads imposed on the shaft by the pinion. The bushing which typically supports the pinion on the drive shaft is eliminated in favor of a first bearing supporting the input end of the pinion in the housing and a second bearing supporting the output end of the pinion on the shaft. Third and fourth bearings support the output and input ends of the shaft in the housing and on the pinion, respectively. Preferably, the first, second, and third bearings comprise single taper roller bearings which permit the points at which the effective loads are imposed on the shaft to be shifted and the running clearances of which are adjusted by a single shim pack.
Abstract: The constant-mesh transmission includes a gear case, an input shaft, a counter shaft and an output shaft. An input drive gear integral with the input shaft meshes with the counter shaft drive gear. First, second and third speed counter shaft gears are integral with the counter shaft. A fifth speed counter shaft gear and a counter shaft sprocket are journaled on the counter shaft. First, second and third speed driven gears are journaled on the output shaft and in mesh with the first, second and third speed counter shaft gears. A reverse driven sprocket is journaled on the output shaft. A fifth speed output shaft gear is secured to the output shaft. A chain is trained around the sprockets. Clutch assemblies are mounted on the output shaft and a clutch is mounted on the counter shaft. A clutch locks gears to the output shaft for first and second speed. A clutch locks a gear to the output shaft for third speed or locks the input shaft to the output shaft for fourth speed.
Abstract: A forward and reverse power shift transmission (10) with an enclosed gear se (38) and a torque converter housing (44) is adapted to be connected to an engine bell housing (12). An input shaft (46), a lay shaft (146) an output shaft 36 and a pump driveshaft (280) are rotatably journaled in the gear case. A clutch cylinder and gear (78) secured to the input shaft is in mesh with a clutch cylinder and gear (178) secured to the lay shaft 146. A clutch gear (100) rotatably mounted on the input shaft (46) and a clutch gear (200) rotatably mounted on the lay shaft (146) are both in mesh with an output gear 240 on the output shaft 36 and in the front portion of the gear case (38). A pump drive gear (248) is journaled on the input shaft (46) and is adapted to be driven by the torque converter housing (262). The pump drive gear (248) is in mesh with a driven pump gear (290) on the pump drive shaft. The pump drive shaft (280) drives a lubrication pump (291) and is also a power take off.
Abstract: A marine reduction gearbox, or transmission, is provided with variably engageable clutches connected in torque transmitting relation between a prime mover and a propeller shaft. These variably engageable clutches permit the prime mover to be connected to the propeller shaft in partial torque transmitting association. One advantage of this type of apparatus is that the prime mover can be partially loaded during crash reversal procedures while the propeller shaft is still and inhibited from rotating by the action of a brake. This preloading of the prime mover while at idle speed increases the power output of the prime mover and prepares it for an eventual connection to a rotatable propeller shaft with the brake disengaged or partially disengaged. This procedure prevents the stalling of the prime mover, especially when the prime mover is a high break mean effective pressure engine.
Abstract: A reverse gear mechanism in a vehicle gear transmission having a first shaft, a second shaft, and gear trains associated with the first and second shafts for transmitting the torque from one of the first and second shafts to the other. The reverse gear mechanism includes a reverse drive gear supported on the first shaft, a reverse driven gear supported on the second shaft, and an idle gear assembly interposed in meshing relation between the reverse drive and driven gears. The idle gear assembly is composed of a third shaft, a first idle gear supported on the third shaft and meshing with the reverse drive gear, a second idle gear supported on the third gear and meshing with the reverse driven gear, and a clutch unit interposed between the first and second idle gears for limiting the torque transmitted between the first and second idle gears to a prescribed value. The components of the power transmission mechanism can be designed reasonably and advantageously.
Abstract: A fluid coupling is provided in a marine drive between the engine and the propulsion unit. The fluid coupling includes a fluid pump adapted to be driven by the crankshaft of the engine, and a turbine adapted to be driven by the fluid pump. A series of reactor vanes is provided in the fluid coupling. The reactor vanes are adapted to be driven in a direction opposite the direction of rotation of the fluid pump. The turbine and the reactor vanes are connected to shafts which extend from the fluid coupling to a transmission housing. Each shaft is provided with a gear and a brake disc. An output shaft extends from the transmission housing, and includes a pair of freely rotatable gears engageable with the gears on the reactor shaft and the turbine shaft. Clutch mechanisms are provided on the freely rotatable output shaft gears for selectively engaging the reactor shaft gear and the turbine shaft gear to provide rotation of the output shaft in response to rotation of the reactor shaft and turbine shaft gears.
Abstract: A bi-directional torque transmission unit (1) comprises an input shaft (2) connectable to a prime mover and provided with an input drive gear wheel (3), first and second driven shafts (4, 4A) each having a driven gear (5, 5A) constantly in mesh with the input drive gear wheel (3), so that they are rotatable in the same direction, a hydraulically actuated and modulated clutch (7, 7A) interconnecting each driven shaft (4) with an intermediate, output shaft (6, 6A) and a final, output shaft (11) connectable to a load, and both the first and the second output shafts (6, 6A) having an output gear (12, 12A) whereby selective or simultaneous engagement of one or other of the modulated clutches (7, 7A) transmits torque to the final output shaft (11).
Abstract: An input shaft is keyed to a first bevel gear, in constant mesh engagement with a second bevel gear keyed to a countershaft and rigidly associated with a first clutch, for causing a first pinion to become rotatively engaged with or disengaged from the input shaft. The second bevel gear is rigidly associated with a second clutch for causing a second pinion to become rotatively engaged with or disengaged from the countershaft. The first and the second pinions are in constant mesh engagement with an output bevel gear keyed to an output shaft, so that by selectively engaging one of the clutches and disengaging another of the clutches, the input and output shafts can be selectively caused to rotate counter-directionally or co-directionally. The axes of the shafts converge towards a common point to simplify the gear arrangements.
Abstract: An oil pump assembly having an adjustable production rate and capable of long stroke, low stroke per minute pumping rates, comprising a reciprocating pumping rod in a well hole, a counterbalancing mechanism for reducing the power needed to pump oil by the pumping rod, a driving mechanism to drive the reciprocating pumping rod and the counterbalancing mechanism, including a first cable and a second cable, to drive the reciprocating pumping rod and the counterbalancing mechanism, respectively, a speed control for the driving mechanism, and a dwell mechanism for the driving mechanism.
Abstract: A dual wet output clutch for a continuously variable transmission which acts as a starting clutch upon a signal from a throttle induced hydraulic fluid supply to connect the transmission with the vehicle wheels and replaces a mechanical forward-neutral-reverse selection by hydraulic actuation of one of the dual clutches to provide forward or reverse power. Also, a secondary mechanism is utilized with the reverse gear to deactivate the reverse clutch in the forward mode and reduce drag loss.
Abstract: A dual wet output clutch for a continuously variable transmission which acts as a starting clutch upon a signal from a throttle induced hydraulic fluid supply to connect the transmission with the vehicle wheels and replaces a mechanical forward-neutral-reverse selection by hydraulic actuation of one of the dual clutches to provide forward or reverse power. Also a secondary mechanism is utilized with the reverse gear to deactivate the reverse clutch in the forward mode and reduce drag loss.
Abstract: A forward-reverse changeover apparatus for working vehicles which comprises frist and second multiplate clutches, and an input shaft and an output shaft arranged concentrically with and separated from each other. Output gears extending from the first and second clutches respectively have the same number of teeth, and the output gear from the second clutch is positioned closer to the input shaft than an input gear on the output shaft.
Abstract: A transmission includes multiple lay shaft branches driven by gearing on an input shaft. Each lay shaft branch engages a common output gear and includes a clutch. The input shaft is journalled within a hydraulically adjustable bearing which controls input shaft displacement. When friction clutches are employed in the branches, maximum input shaft displacement is provided after clutch engagement to compensate for different frictional forces in each clutch. If positive locking clutches are employed in the branches, maximum input shaft displacement is permitted prior to engagement of the second clutch to provide synchronism between the primary and secondary components of the second clutch. In one embodiment, the adjustable bearing comprises a thrust bearing which permits axial movement of the input shaft while the input shaft gearing comprises helical ring gears having opposite slope.
Abstract: A power train with an auxiliary creeper drive system is disclosed which includes an engine, a primary transmission having an output shaft selectively driven by the engine, an auxiliary transmission selectively driven by the engine and operatively associated with the output shaft for driving the output shaft at a creeping rate of speed, and a clutch control arrangement for automatically disconnecting the engine from driving engagement with the output shaft when the auxiliary transmission is drivingly coupled thereto. Such auxiliary creeper drive system is particularly adaptable to the transmission of a fork lift truck.
Abstract: A marine reversing gearing having a drive shaft, a forward clutch, a forward pinion coaxially arranged with respect to the drive shaft and capable of being coupled therewith by means of the forward clutch for forward travel. Two intermediate gears continuously mesh with the forward pinion, there also being provided two intermediate pinions which are rigidly connected with a respective one of the intermediate gears. A large gear continuously meshes with both intermediate pinions. There are also provided a reverse clutch and a rearward pinion which is coaxially arranged with respect to the drive shaft and can be coupled therewith by the reverse clutch for rearward travel, and two reversing pinions are driven by the rearward pinion. The intermediate gears meshing with the forward pinion exclusively transmit power as forward gears during the forward travel.
Abstract: A power transmission of the type having an interleaved, multiple friction plate clutch in which helical cam elements are used to provide clutch plate clamp up force and transmit driving torque between the parts. In one form of such a transmission where the input and output members are arranged in coaxial alignment, special axial thrust absorbing means are used for absorbing the axial thrust developed in one clutch assembly.