Abstract: An off-road vehicle has two front wheels and two rear wheels, the rear wheels being connected to a spool gear driven by a motor. The vehicle also has a left front brake, a right front brake and a single rear brake. Speeds of left and right front wheels are respectively monitored by left and right front speed sensors. A single sensor monitors a common speed of left and right rear wheels. Two user actuated braking input devices, for example a hand lever and a foot lever, may be used independently or concurrently to provide a braking command. An anti-lock braking system may use speed measurements from the various speed sensors to control selective application of pressure on the left front brake, the right front brake and the rear brake.

Abstract: A toy building set comprising a number of toy building elements and an overload-safe linear actuator having a center axis and with two spindle parts comprising a first spindle part with an internal thread arranged concentrically to the center axis, and a second spindle part with an external thread screwed into the internal thread on the first spindle part, and wherein the thread on the one spindle is at least twice as long as the thread on the second spindle part. One of the spindle parts being provided with a slot extending through the spindle part longitudinally of the thread configured on the spindle part and essentially along the entire thread, it is accomplished that it is easy to adjust the length of the actuator by pulling or pressing the two spindle parts together or away from each other.

Abstract: A modular robot for use as an educational robot system having multiple degrees of freedom and mounting features that allow multiple modules to be assembled with accessories to form a multitude of configurations. Each module is independently mobile and useful when alone or assembled with other modules. An encoder gear and encoder gear track is used to sense multiple degrees of freedom with parallel and perpendicular axis of rotation using a single printed circuit board.

Abstract: This mechanism for driving motions of a surface of spherical, ellipsoidal, plane, or other shape comprises a pair of drive wheels mounted on a freely pivoting frame, each wheel being driven by its own bidirectional motor. The motors and the active electronics of an angle encoder are mounted in an associated fixed frame, so no slip rings or other rotating connections are needed for motor power and control, or for determining the rotation angle of the pivoting frame. Control of the motors provides differential rotation of the two wheels to effect controlled rotation of the pivoting frame, and therefore of wheel direction. This avoids the use of a separate motor for changing the direction of motion of the surface. All parts of the mechanism driving wheel rotation are enclosed by the pivoting frame or the fixed frame.

Abstract: A planetary gear of a differential gear, with a planetary carrier to which planetary wheels are rotatably connected and which are in meshing operative contact with at least one sun wheel, whereby the planetary carrier is connected to a driving wheel, further comprising a roller bearing that is provided with two bearing rings, a bearing inner ring and a bearing outer ring for axial and/or radial position determination of the planetary carrier relative to a fixed housing, wherein a cover is positioned radially between the planetary carrier and the sun wheel.

Abstract: A pinion gear assembly having a pinion, a collar, and a bearing. The pinion may have a gear portion and a hub portion disposed proximate the gear portion. The collar may be fixedly disposed on the hub portion and the bearing may be fixedly disposed on the collar.

Abstract: An axle assembly having an input pinion with a pinion gear, which is received in an axle housing and rotatable about a first axis, and a pinion shaft. The pinion gear is meshed with a ring gear that is coupled to a differential assembly. A head bearing, which is disposed on a first axial end of the input pinion, supports the input pinion for rotation relative to the housing about the first axis. A tail bearing supports the input pinion for rotation relative to the housing about the first axis. The pinion gear is disposed axially between the tail bearing and the head bearing. A bearing groove is formed into the pinion shaft and the bearing elements are received into the bearing groove such that an inner bearing race of the tail bearing is unitarily and integrally formed with the pinion shaft.

Abstract: An accessory system for a gas turbine engine includes an accessory gearbox which defines an accessory gearbox axis and includes first and second sides. A first geartrain includes one or more shafts rotatable about axes perpendicular to the first side of the accessory gearbox and a second geartrain includes one or more shafts rotatable about axes perpendicular to the second side of the accessory gearbox. A driven gear set defines an input axis and drives first geartrain and the second geartrain about corresponding first and second drive axes parallel to the input axis.

Abstract: A bevel gear drive (1) comprises a spur bevel gear (2) and a pinion which both mesh with one another. The spur bevel gear and the pinion are arranged within a housing (3). An abutment plate (4) is provided so as to avoid displacement of the spur bevel gear (2), under high operating loads. The abutment plate (4) is integrated in the housing (3) and supports the spur bevel gear (2) when forces, that can cause displacement of the spur bevel gear (2), act upon the spur bevel gear (2).

Abstract: An axle assembly for a vehicle including a first gear, and a second gear joined to a shaft extending along a longitudinal axis. The second gear engages the first gear. A bearing is disposed over the shaft distal the second gear. A housing is disposed about at least a portion of the shaft. The housing includes a first lubricant pathway spaced apart from a second lubricant pathway, wherein the first lubricant pathway routes lubricant towards the bearing and the second lubricant pathway routes lubricant away from the bearing. The first and second lubricant pathways are not in a position coplanar with a plane of rotation of the first gear.

Abstract: A vessel propulsion apparatus includes a prime mover, a drive shaft, a pinion, a rear gear, a propeller shaft, a front bearing, a cylindrical front housing, and a cylindrical rear housing. The front housing surrounds the front bearing about a propeller axis and supports the rear gear via the front bearing in a manner rotatable about the propeller axis. The rear housing is disposed behind the front housing. The front housing surrounds the propeller shaft about the propeller axis and supports the propeller shaft at a position more rearward than the rear gear in a manner rotatable about the propeller axis.

Abstract: A marine propulsion device includes a motive force transmission system, a propeller shaft, a housing section, and a clutch. The motive force transmission system includes a crank shaft and a drive shaft which transmits a motive force from the crank shaft. The propeller shaft transmits the motive force from the drive shaft. The housing section houses the motive force transmission system. The clutch is attached between the motive force transmission system and the housing section. The clutch permits relative rotation between the motive force transmission system and the housing section by opening a connection between the motive force transmission system and the housing section during normal rotation of the motive force transmission system. The clutch prevents relative rotation between the motive force transmission system and the housing section by connecting the motive force transmission system and the housing section during a reverse rotation of the motive force transmission system.

Abstract: A power unit includes a cam damper mechanism having a cam member reciprocally and unrotatably provided on one of a pair of bevel gears, and rotatably provided on an extended shaft; a lifter member slidably and unrotatably provided on the extended shaft in an axial direction; a damper spring configured such that one end portion thereof is supported on a first flange portion of the extended shaft, and the other end portion thereof biases the lifter member toward the cam member in an axial direction by abutting on the lifter member, and the biasing force is supported by the one bevel gear. The extended shaft has the one of the bevel gears and the cam damper mechanism between the first flange portion and a first bearing, and is accommodated in the bevel gear case so as to be fixed to a bevel gear holder along with the first bearing.

Abstract: A driving device for a hatch in a vehicle, with a housing tube connected to a base part or to a movable structural component part, a protective tube connected to the movable structural component part or to the base part, a spindle drive having a threaded spindle and a spindle nut arranged on the threaded spindle by which the housing tube and the protective tube are movable axially relative to one another. A rotary drive drives the spindle drive in rotation includes at least one electric motor. The driving device has a safety circuit that causes a braking effect on the rotary drive when the rotary drive is deactivated and when extraneous forces are introduced into the driving device from the outside.

Abstract: A hypoid gear set for a vehicle drivetrain includes a pinion gear in meshing engagement with a ring gear. The hypoid gear set has a negative pinion offset. The hypoid pinion and ring gears provide a predetermined gear ratio that can be varied up to a fifty percent faster ratio within a single carrier packaging envelope defined by a maximum ring gear diameter.

Abstract: A drive unit for an independent suspension includes a single reduction carrier with an offset pinion configuration. The single reduction carrier includes a pinion input gear defining a pinion gear axis of rotation. The pinion gear drives a ring gear, which is coupled to a differential. The differential is laterally positioned to be centered along a longitudinally extending vehicle centerline and the pinion gear axis of rotation is significantly offset from the longitudinally extending vehicle centerline in a lateral direction.

Abstract: According to the invention, an actuator device comprises rollers positioned and guided by spacer rings, and an assembly consisting of said rollers and said rings is provided between a male part and a female part. The rollers include synchronization pinions arranged at the ends thereof and include, on the threaded portion located between said pinions, annular grooves used as a journal for interfacing with open bearings in the form of notches provided on each spacer ring.

Abstract: A transmission has a movable transmission part movably connected to a fixed transmission part via a shaft to undergo pivotal movement relative to the fixed transmission part about an axis of the shaft. Each of the transmission parts has a hollow cylindrical connecting portion through which the shaft extends. One of the connecting portion of the movable transmission part and the connecting portion of the fixed transmission part is received in the other of the connecting portions with a single seal member disposed therebetween so that an internal space of the fixed transmission part and an internal space of the movable transmission part communicate with each other to thereby form a single hermetically-sealed space for holding therein a lubricating oil.

Abstract: A hypoid gear set for a vehicle drivetrain includes a pinion gear in meshing engagement with a ring gear. The hypoid gear set has a negative pinion offset. The hypoid pinion and ring gears provide a predetermined gear ratio that can be varied up to a fifty percent faster ratio within a single carrier packaging envelope defined by a maximum ring gear diameter.

Abstract: Disclosed is an all-terrain vehicle (ATV) engine power output conversion mechanism, which is characterized primarily by linking a first transmission assembly to the output terminal of the engine, where the central shaft of the first transmission assembly is provided with a first gear at its one end which connects to the output terminal of the engine, while the other end of the central shaft to a first bevel gear; having a second transmission assembly, where its central shaft is provided with a second bevel gear at its one end which gears to the first bevel gear, while the other end of the central shaft to a second gear, and the central shaft is joined to the rear wheel axle to drive the rear wheels; having a third transmission assembly, where its central shaft is provided with a third gear which gears to the second gear, and the third gear gears to a reduction gear, where the output terminal of the reduction gear is used to drive the front wheels; and having a switch set up at the handle bar of the ATV or whe

Abstract: In a tapered roller bearing, LWR/DW is in the range of 1.1 to 1.7 where LWR represents a roller effective length of tapered rollers and DW represents a roller mean diameter of tapered rollers. RCO/LRO is 30 to 150, and RCI/LRI is 50 to 260 where RCO represents a crowning radius of an outer ring, LRO represents a raceway length of the outer ring, RCI represents a crowning radius of an inner ring and LRI represents a raceway length of the inner ring. The following expressions are satisfied: 20°???30°, and ??0.87??0.334?BK???0.87??0.167, where ? represents a raceway angle of the outer ring, ? represents a roller angle of the tapered rollers, and BK represents a rib angle of a large rib portion of the inner ring.

Abstract: In a method of manufacturing multiple transmission units with individually selectable gear ratios that vary from unit to unit, a gear pair having a desired transmission ratio is selected from a multiplicity of interchangeable gear pairs that includes both spiroplan gears and conventional crown gear and pinion combinations. The selected gear pair is then installed into a housing having first and second bearing sections configured to support bearings in which the shafts of the selected gear pair are rotatably mounted. The bearing sections are configured such that, for every gear pair that may be selected from among the multiplicity of gear pairs, the bearing sections support the first and second shafts in such a position and orientation that teeth of the gears engage with each other and a longitudinal axis of one of the gears of the gear pair is offset by a fixed distance from a longitudinal axis of the other.

Abstract: An axle assembly comprises an axle housing, a differential assembly, a cover, and a gasket. The axle housing defines a cavity and an access aperture. The differential assembly is received in the cavity and is supported for rotation in the axle housing. The cover has a flange and a body. The flange is coupled to the axle housing such that the cover closes the access aperture. The body has an opening that is in fluid connection with the cavity. The gasket has a gasket member and a tab. The gasket member is disposed between the axle housing and the flange. The tab extends inwardly from the gasket member and covers at least a portion of the opening. The tab is configured to shield the opening from splash lubrication during operation of the axle assembly.

Abstract: A drive unit for an independent suspension includes a single reduction carrier with an offset pinion configuration. The single reduction carrier includes a pinion input gear defining a pinion gear axis of rotation. The pinion gear drives a ring gear, which is coupled to a differential. The differential is laterally positioned to be centered along a longitudinally extending vehicle centerline and the pinion gear axis of rotation is significantly offset from the longitudinally extending vehicle centerline in a lateral direction.

Abstract: A hypoid gear device and a final reduction gear for a vehicle. The drive pinion (12) of the final reduction gear (10) having a hypoid gear is formed of a gear having a cylindrical outline. A drive pinion shaft (16) is projected from both sides of the drive pinion (12), and the drive pinion is supported on bearings (18) and (20) at these both projected portions. Since the outline of the drive pinion is formed in a cylindrical shape, the drive pinion can adopt a both side supporting structure. Thus, the deflection of the shaft can be suppressed and a bearing load can be lowered.

Abstract: The invention relates to a transmission drive unit (10), especially for adjusting a mobile part (58) in the motor vehicle. Said drive unit comprises a drive element (18) which can be driven by a drive assembly (42) and which is rotatably received in a support tube (14) by means of a bearing plate (28). The drive element (18) has a first axial stop (23) which is supported on a first axial bearing surface (21) of the support tube (14). The drive element (18) has a second axial stop (35) which rests against a second axial bearing surface (27) of the bearing plate (28), the bearing plate (28) being forced against the second axial stop (35) of the drive element (18) by a material deformation (35) of the drive element (18).

Abstract: A ball bearing with double raceway rotatably supports a pinion shaft having a pinion gear on its one end. This ball bearing with double raceway is provided with: an outer ring member having a large-diameter raceway surface and a small-diameter raceway surface; an inner ring member having a large-diameter raceway surface and a small-diameter raceway surface that correspond to the large-diameter raceway surface and the small-diameter raceway surface of the outer ring member; a large-diameter-side row of balls that are interpolated between the two large-diameter raceway surfaces; a small-diameter-side row of balls that are interpolated between the two small-diameter raceway surfaces; a large-diameter-side cage that holds the large-diameter-side row of balls; and a small-diameter-side cage that holds the small-diameter-side row of balls.

Abstract: A ball crew unit with dual ball deflect arrangements includes a pair of circulation ball deflect units. One of then is equipped axially in a first cavity provided in the nut, while the other is equipped radially in a second cavity provided in the nut. By so, the traditional buck toothed design for the male screw threads of the bolt can be eliminated, and is unnecessary to lengthen the nut in order to avoid mutual interference between the ball deflect unit and the nut flange, the circulation tunnel formed in the nut does not have to run through the whole nut either so that the structure of the ball screw unit can be simplified. As a result the assembly work is facilitated, production cost is reduced while the mechanical property is upgraded.

Abstract: A differential having a differential case, a pair of side gears disposed in the differential case and a biasing element disposed between the side gears to force the side gears against the differential case, creating a torque bias between the side gears and the differential case. The torque bias may also include the torque bias between the biasing element and the side gears. In some embodiments, the differential may include washers disposed between the side gears and the differential case, so that the torque bias may be the sum of the bias created between the side gears and the biasing element, the side gears and the washer, and the washer and the differential case. In an alternative embodiment, the differential includes a pair of pinions rotatably engaging the side gears, wherein the biasing element applies a force to the pinion gears to create a torque bias on the pinion gears, thereby inhibiting the side gears from movement relative to each other until the pinion torque bias is overcome.

Abstract: A thermally compensated differential comprises a housing, a pinion gear mounted into the housing, a differential case carrying a ring gear with the case being supported by a first roller bearing and a second roller bearing with the bearings being mounted indirectly, and the first and second roller bearings being contacted by adjustable spacers.

Abstract: A motor vehicle power transfer unit includes an input portion, an output portion, a non-parallel gear set and a parallel gear set. The input portion is adapted to connect to an output portion of a transmission assembly and the output portion is adapted to connect to an input portion of a rear wheel drive line. The parallel gear set is coupled to the input portion and transfers power to the non-parallel gear set, which is coupled to the output portion. The non-parallel gear set includes a ring gear having a front face with gear teeth formed therein and a rear face having a cavity formed therein. The ring gear is supported within the power transfer unit by a bearing mounted within the cavity.

Abstract: A one piece extruded differential side gear comprising internal splines which are used to connect to a drive shaft. The differential side gear includes outer circular gear teeth and defines a rectilinear blind hole in which an end portion of the drive shaft is received. The circular gear teeth and the blind hole are coaxially oriented along an axis of the differential side gear.

Abstract: A differential having pinion bearings supported on the input yoke is provided. The differential includes a housing having an opening through which a pinion shaft extends. The input yoke is disposed about a portion of the pinion shaft and one or both pinion bearing sets are then disposed about the input yoke. This configuration reduces pinion standout and allows for installation of a pre-assembled bearing pack (i.e., without spacers or shims), but does not reduce the length of the splines on the input yoke or bearing capacity.

Abstract: A protruding section facing a drive pinion shaft is integrally provided on (or provided as a separate component) a tubular spacer interposed between an inner race of a pilot bearing and an inner race of a tapered roller bearing at an inner section opposite to the drive pinion shaft. In one embodiment, a monolithic protruding section is curved so as to be convex along the overall central axial direction of the spacer, and is arch shaped in cross section. The protruding section protrudes towards the drive pinion shaft along the overall inner peripheral direction of the spacer, and the inner surface of the protruding section comes into contact with or close to the outer surface of the drive pinion shaft. Additional positions include one or a plurality of O-rings interposed between the drive pinion shaft and the inner surface of the tubular spacer.

Abstract: A small vehicle features a drive system that directs power from an engine unit to at least one driven wheel. The driven wheel is connected to a half shaft. The half shaft is driven by a ring gear. The ring gear is driven by a pinion gear. The pinion gear is connected to a longitudinally extending drive shaft. The pinion gear is axially adjustable along the rotational axis of the drive shaft relative to the ring gear. The pinion gear is not substantially axially adjustable relative to a cover member the partially defines a gear housing. The cover member is adjustably secured to the balance of the gear housing through a shim. The shim can be exchanged for varied shim sizes to effect proper meshing between the pinion gear and the ring gear.

Abstract: A motor vehicle power transfer unit includes an input portion, an output portion, a non-parallel gear set and a parallel gear set. The input portion is adapted to connect to an output portion of a transmission assembly and the output portion is adapted to connect to an input portion of a rear wheel drive line. The parallel gear set is coupled to the input portion and transfers power to the non-parallel gear set, which is coupled to the output portion. The non-parallel gear set includes a ring gear having a front face with gear teeth formed therein and a rear face having a cavity formed therein. The ring gear is supported within the power transfer unit by a bearing mounted within the cavity.

Abstract: In a ball screw device comprising a screw shaft and a nut which make relative movement to each other through a multiplicity of balls, as well as in a linear motion device comprising an outer member and an inner member which make the relative movements to each other through the multiplicity of balls, a spacer having two concave surfaces facing respectively to balls, is disposed between the balls adjacent to each other. A section of each of the concave surfaces of the spacer is formed of two circular arcs of which central positions deviate from each other to form a Gothic arch. The spacer has such a configuration that the balls adjacent to each other come into contact with outer edges thereof or portions vicinal to the outer edges. The spacer also has such a configuration that the balls adjacent to each other come into contact with at least three or more outer edge portions thereof or portions vicinal to the outer edges. The spacer may have a through-hole formed in a thinnest portion thereof.

Abstract: In a ball screw device comprising a screw shaft and a nut which make relative movement to each other through a multiplicity of balls, as well as in a linear motion device comprising an outer member and an inner member which make the relative movements to each other through the multiplicity of balls, a spacer having two concave surfaces facing respectively to balls, is disposed between the balls adjacent to each other. A section of each of the concave surfaces of the spacer is formed of two circular arcs of which central positions deviate from each other to form a Gothic arch. The spacer has such a configuration that the balls adjacent to each other come into contact with outer edges thereof or portions vicinal to the outer edges. The spacer also has such a configuration that the balls adjacent to each other come into contact with at least three or more outer edge portions thereof or portions vicinal to the outer edges. The spacer may have a through-hole formed in a thinnest portion thereof.

Abstract: A bevel-pinion shaft (5) of a differential of a motor vehicle is supported in a housing (1) by two spaced unilaterally loadable double-row tandem angular-contact ball bearings (16,17) which face each other in an O-arrangement. Compared to the classical support by conical-roller bearings, a substantially lower frictional moment and substantially lower bearing wear are attained by the bearing arrangement of the present invention.

Abstract: A differential having a differential case, a pair of side gears disposed in the differential case and a biasing element disposed between the side gears to force the side gears against the differential case, creating a torque bias between the side gears and the differential case. The torque bias may also include the torque bias between the biasing element and the side gears. In some embodiments, the differential may include washers disposed between the side gears and the differential case, so that the torque bias may be the sum of the bias created between the side gears and the biasing element, the side gears and the washer, and the washer and the differential case. In an alternative embodiment, the differential includes a pair of pinions rotatably engaging the side gears, wherein the biasing element applies a force to the pinion gears to create a torque bias on the pinion gears, thereby inhibiting the side gears from movement relative to each other until the pinion torque bias is overcome.

Abstract: In a first embodiment of the invention, a gear ratio multiplier has directly cooperating gears which serve to rotatably connect an input shaft to an output shaft through an intermediate shaft. The input and output shafts have parallel axes of rotation and extend, respectively, from seals in opposite sides of a housing. The inner ends of the input and output shafts are spaced from one another and are each provided with a pinion gear. The intermediate shaft is rotatably carried between the pinion gears and has an axis of rotation positioned at right angles to the axes of rotation of the input and output shafts. A pair of differently sized ring gears having different numbers of teeth are affixed on the intermediate shaft. The pinion gear on the input shaft engages the ring gear on the intermediate shaft whereas the pinion gear on the output shaft engages the ring gear on the intermediate shaft. The diameter pitch is a matter of advise per application as is the tooth size and tooth number.

Abstract: A method of manufacturing involves providing a sub-unit including a shaft and a bevel gear associated with the shaft, and also providing a first support member and a second support member. A first bearing is positioned between the sub-unit and first support member. A second bearing is positioned between the second support member and the sub-unit. The first support member is connected to the second support member. Preload on the first and second bearings is adjusted. At least the sub-unit, the first support member, the second support member, the first bearing, and the second bearing constitute an assembly capable of being installed in a housing.

Abstract: A compact differential assembly includes a differential case defining a cavity, a set of pinion mate gears rotatably mounted within the cavity in a free-floating manner, and a pair of opposite side gears drivingly engaging the differential pinion mate gears for allowing differential rotation between the side gears. Each of the side gears is integrally formed at an inward end of a corresponding axle shaft within an outside diameter thereof as a unitary single-piece part.

Abstract: A contact angle (&agr;) of a row of tapered rollers (7) on a pinion shaft 1 is set to be 30°, and made larger than a contact angle (&bgr;) of a row of tapered rollers (8) which is 20°. This decreases a distribution of load in a radial direction on the row of the tapered rollers (7), and increases a distribution of load in a radial direction on the row of the tapered rollers (8). In this manner, the load in the radial direction on the row of the tapered rollers (7) and the load in the radial direction on the row of the tapered rollers (8) are made close to each other, so that unbalance of the loads in the radial direction between the two rows of the tapered rollers (7, 8) can be moderated, thus improving the supporting rigidity and the life.

Abstract: A drive axle assembly is provided that includes an axle housing that supports axle shafts. The axle housing also typically includes a bearing cage secured to the main axle housing portion for supporting a drive shaft that is arranged transverse to the axle shafts. A differential is arranged within the axle housing and couples the driven shafts to the axle shafts. A bearing assembly supports the driven shaft within the bearing cage. A seal is arranged between the driven shaft and the bearing cage, preferably between the cone and the bearing cage. The seal is adjacent to the bearing assembly and separates the axle housing into first and second cavities in which the bearing assembly is arranged in the first cavity and the differential is arranged in the second cavity. Lubricant containing a GL5 or similar additive may be placed in the second cavity to lubricate the differential.

Abstract: A locking differential includes a pair of annular coaxially-arranged axially-spaced clutch members having adjacent faces that contain cam groove that receive a driving cross pin, cooperating locking lugs and grooves being provided on the adjacent faces of the clutch members for preventing relative rotation therebetween. The cross pin extends diametrically across a supporting sleeve that is non-rotatably mounted concentrically within the central chamber of the cylindrical housing of the differential, thereby permitting the differential to be retrofit into various differential casings.

Abstract: In a ball screw device comprising a screw shaft and a nut which make relative movement to each other through a multiplicity of balls, as well as in a linear motion device comprising an outer member and an inner member which make the relative movements to each other through the multiplicity of balls, a spacer having two concave surfaces facing respectively to balls, is disposed between the balls adjacent to each other. A section of each of the concave surfaces of the spacer is formed of two circular arcs of which central positions deviate from each other to form a Gothic arch. The spacer has such a configuration that the balls adjacent to each other come into contact with outer edges thereof or portions vicinal to the outer edges. The spacer also has such a configuration that the balls adjacent to each other come into contact with at least three or more outer edge portions thereof or portions vicinal to the outer edges. The spacer may have a through-hole formed in a thinnest portion thereof.

Abstract: In a transfer case the ring gear of the crown wheel and the meshing pinion are arranged on that side of the ring gear carrier of the crown wheel that faces away from the center of the differential gear of the transfer case. Stated simply, the pinion and the ring gear of the crown wheel are arranged so as to be “reflected”, that is, on the “other side” of the ring gear carrier of the crown wheel, as compared to a conventional differential gear. This feature allows the pinion shaft to be mounted rigidly and, thus, optimized for noise and efficiency.

Abstract: An automobile which is designed to be able to drive wheel tires by making use of a double series differential gear device 15 provided with both a first series gear constituted by a first ring gear 22A and a first drive gear 23A and a second series gear constituted by a second ring gear 22B and a second drive gear 23B, thereby, a back-up for an abnormal situation can be prepared and a high reliability is maintained, accordingly, with the use of highly reliable differential gear mechanism, an automobile in which a stable braking force is always obtained without being affected by its environmental conditions is provided.

Abstract: A method of determining shift points in a step gear transmission system to maximize fuel economy is disclosed. In operation, the method uses fuel economy data from a first gear ratio to determine a first series of constant fuel consumption curves for the first gear ratio. The method then uses fuel economy data from a second gear ratio to determine a second series of constant fuel consumption curves for the second gear ratio. Next, the method determines points of intersection where a respective fuel consumption curve for the first gear ratio intersects its corresponding fuel consumption curve for the second gear ratio. A decision curve is generated from the points of intersection.