Abstract: In a transfer case for a four-wheel drive vehicle having a front wheel drive axle assembly which includes a first wheel drive axle shaft arranged in parallel to the engine output shaft and connected to a transmission output shaft through a first helical ring gear meshed with the transmission output gear and a second wheel drive axle assembly which includes a second wheel drive axle arranged in parallel to the engine output shaft and connected to a transfer case through a transfer shaft arranged in parallel to the engine output shaft and equipped with a transfer input gear meshed with a second helical ring gear, the first and second helical ring gears are integrally formed as an integral ring gear and bolted to a differential housing as one whole.

Abstract: A four-wheel drive vehicle includes a first transmission system for transmitting power from an engine to a left and a right first driving wheel provided with a braking unit, and a second transmission system branching off from the first transmission system to transmit power to a second pair of driving wheels serving as steerable wheels. The second transmission system is provided therein with a frictional transmission passage having a frictional torque, which is smaller than that between the second driving wheels and a road surface, and a direct transmission passage disposed in parallel with the frictional transmission passage, so that either passage can be selected. The frictional transmission passage is selected when a speed-changing operating tool is set to its high speed position or when a steering device is operated beyond a predetermined angle, and the direct transmission passage is selected in all other cases.

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 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 transmission apparatus for a vehicle includes an input shaft and an output shaft. The input shaft receives power from an engine of the vehicle. One of three gear pairs having different gear ratios operationally connects the input shaft to the output shaft to transfer the engine power to the output shaft. Synchronizers are used to select which of the three gear pairs operationally connects the input and output shafts. The transmission apparatus also includes a differential for transferring power to wheels of the vehicle. One of two final gear pairs having different gear ratios operationally connect the output shaft to the differential. Another synchronizer is used to select which of the two final gear pairs operationally connects the output power shaft to the differential. In this manner, the transmission apparatus can provide six forward speeds, and through the provision of a reverse gear unit, the transmission apparatus can also provide two reverse speeds.

Abstract: A gearbox mounted between axles for left and right follower wheels of a vehicle includes a countershaft parallel to the axles. The countershaft is rotated at a speed greater than those of the right axle by speed-increasing gears. The countershaft and the left axle are capable of being connected to each other through first and second shifting gears and a first hydraulic clutch and through third and fourth shifting gears and a second hydraulic clutch. The first and second hydraulic clutches are disposed back-to-back between the first and third shifting gears and therefore, the size of the entire gearbox can be reduced. Moreover, since the first and second hydraulic clutches are mounted on the countershaft which is rotated at the higher speed, the necessary torque transmitting capacities of the first and second hydraulic clutches can be decreased, leading to reduced sizes of the first and second hydraulic clutches.

Abstract: A power transfer system is disclosed having a drop box for connecting a motor vehicle's drivetrain to an offset driveline. The drop box has an input that is angled relative to its output by means of a constant velocity (CV) universal joint. More specifically, a first rotary member is coupled for driven rotation about the rotary axis of the transmission output shaft while a second rotary member is supported for rotation about a second rotary axis that is angled relative to the first rotary axis. A CV joint drivingly interconnects the second rotary member to the first rotary member. The drop box also includes a third rotary member adapted for connection to the driveline and which is supported for rotation about a third rotary axis that is offset from the second rotary axis. A drive connection interconnects the third rotary member to the second rotary member. The CV joint allows the drop box to be angulated so that a reduced departure angle is achieved with respect to the prop shaft connection.

Abstract: In a vehicle including a torque distributing device for distributing the torque of an engine to left and right driving wheels, a feed-forward control system determines a lateral distribution torque T.sub.1 from an engine torque T.sub.E, a number Ne of revolutions of the engine, a vehicle speed V and a steering angle .theta., and a feed-back control system determines a feed-back torque T.sub.F from a target yaw rate Y determined from the vehicle speed V and the steering angle .theta. and an actual yaw rate Yaw. A final distribution torque T is determined by adding the lateral distribution torque T.sub.1 and the feed-back torque T.sub.D at a predetermined ratio, and an actuator is driven to distribute the engine torque to the left and right driving wheels on the basis of the final distribution torque T.

Abstract: A power transmitting device for a four-wheel drive vehicle which includes main driven wheels driven directly by an engine and speed-change transmission, a left sub-driven wheel driven through a first hydraulic pressure clutch, a right sub-driven wheel driven through a second hydraulic pressure clutch, a first hydraulic pump driven in operative association with the main driven wheels, a second hydraulic pump driven in operative association with the left sub-driven wheel, a third hydraulic pump driven in operative association with the right sub-driven wheel, a first oil passage which connects a discharge port of the first hydraulic pump to intake ports of the second and third hydraulic pumps, and a second oil passage which connects the first oil passage to a working chamber in the first hydraulic pressure clutch and a working chamber in the second hydraulic pressure clutch.

Abstract: A power transmitting system for a vehicle includes a rotatable input shaft for introducing driving power into the system, a rotatable first output shaft for transmitting the driving power from the system, and a rotatable second output shaft for also transmitting the driving power from the system. A transmitting member is rotatably mounted on the first output shaft and for rotating the second output shaft, a clutch mechanism is disposed adjacent to the transmitting member and mounted on the first output shaft for engaging the transmitting member with the first output shaft. An actuator is provided for actuating the clutch mechanism. A compact power transmitting system can be obtained.

Abstract: A power transmission device for converting a four wheel drive vehicle is disclosed. The device utilizes the existing highway gear ratios available on standard front wheel drive vehicles. By incorporating an additional gear ratio for both the front and rear wheels, the lower gear ratios desired by off-road users are provided.

Abstract: A transfer device for a four wheel drive motor vehicle is disclosed, which comprises an input shaft; a rear wheel output shaft arranged coaxial with the input shaft; a front wheel output shaft arranged in parallel with the input shaft; a center differential for distributing torque, applied thereto from the input shaft, to both the rear and front wheel output shafts through rear and front torque transmitting ways respectively; a differential control device operatively interposed between the rear and front torque transmitting ways to control a slip which may occur between the rear and front wheel output shafts; and a torque transmitting mechanism for transmitting the distributed torque from the center differential to the front wheel output shaft, wherein the center differential, the torque transmitting mechanism and the differential control device are supported by and aligned along the rear wheel output shaft in this order, and the rear wheel output shaft is supported by a bearing at a position between the torq

Abstract: A four-wheel drive system comprises a first drive train that is mechanically engageable for transmitting a driving force from an engine to a set of front wheels and a second drive train that is provided with a viscous coupling for transmitting a driving force from the engine to a set of rear wheels by way of the viscous coupling. The second drive train is constructed so as to satisfy the relation that the speed of rotation of an input shaft of the viscous coupling divided by the speed of rotation of the front wheels is larger than the result of the speed of rotation of an output shaft of the viscous coupling divided by the speed of rotation of the rear wheels.

Abstract: The operation device of a transmission in accordance with the present invention has a lock mechanism which can lock a shift rod in either a high speed range or a low speed range in a transfer in response to a detection signal when a control lever is positioned at a parking range, and has also alarm means for raising an alarm in response to a detection signal when the transfer is at a neutral position. When a vehicle is parked with the control lever being in the parking range, a driver can recognize the state of the transfer by the alarm if the transfer is at the neutral position, and shifts the shift rod to the high or low speed range by operating the transfer lever. The lock mechanism operates in the high or low speed range and a full driving system is connected so that the vehicle can be kept stopped and self-run of the vehicle on a slope or the like can be prevented.

Abstract: In a power transfer mechanism including an input shaft arranged to be applied with drive torque from a prime mover of a motor vehicle, a first output shaft arranged coaxially with the input shaft for drive connection to a first set of drive axles and a second output shaft arranged in parallel with the first output shaft for drive connection to a second set of drive axles, a planetary gearset of the double pinion type is mounted on the first output shaft to transfer the drive torque from the input shaft to the first and second output shafts, the planetary gearset including a ring gear in drive connection to the input shaft, a sun gear in drive connection to the first output shaft and a planet carrier for drive connection to the second output shaft, a limited-slip differential in the form of a viscous fluid coupling is disposed between the ring gear and planet carrier to limit differential action between the first and second output shafts, and a drive train for drive connection between the planet carrier and th

Abstract: For a part time four wheel drive vehicle, auxiliary drive power is handled by an interaxle transfer mechanism comprising a braked differential gear set interposed in the vehicle's auxiliary motive power path, providing, in addition to the normal two wheel drive mode and front-rear-locked four wheel drive mode, a limited-slip-auxiliary four wheel drive mode. The differential gear set may be of the planetary or bevel gear type; its reaction gear is coupled to a braking unit, preferably of the hydraulic disk-pad-caliper type which is readily accessible and highly serviceable. The transfer mechanism is typically interposed concentrically at the driven end of the vehicle's auxiliary driveshaft, and may be retrofitted onto existing vehicles of the type having a gear or chain driven offset auxiliary driveshaft by adding an extension gear casing which carries the braking unit externally.

Abstract: A drive power transmission mechanism in a motor vehicle having a drive power source includes a propeller shaft having a front end coupled to the drive power source, an intermediate shaft extending transversely to the propeller shaft and operatively coupled to a rear end of the propeller shaft through a bevel gear mechanism, and a final speed reducer operatively coupled to the intermediate shaft through spur gears. The bevel gear mechanism comprises a first bevel gear fixed coaxially to the rear end of the propeller shaft and a second bevel gear fixedly mounted coaxially on the intermediate shaft and meshing with the first bevel gear at a predetermined gear ratio.

Abstract: A differential adapter is provided for adapting a typically standard axle assembly to use in a railroad track vehicle. Such an axle assembly has a spur gear, a differential case with a plurality of radially extending openings, connected to the spur gear, and has two axle sections each with a splined inner end. The adapter is dimensioned to fit within the differential case and comprises a body with two axially extending, axially aligned splined openings therein which are dimensioned to mate with respective splined inner ends the axle sections. The adapter also comprises a plurality of lugs extending radially outward from the body, and dimensioned and spaced apart thereon so as to snugly fit within respective radially extending openings in the differential case when the openings in the body mate with the respective inner ends of the axle sections. A differential and axle assembly which preferably utilizes such an adapter is also provided.

Abstract: In a power transfer device for four-wheel drive including a differential arranged to split the driving torque from a power transmission into two torque delivery paths, a first output shaft assembly in drive connection to the differential to transfer the split driving torque to front or rear-wheel drive axles and a second output shaft assembly in drive connection to the differential to transfer the split driving torque to rear or front-wheel drive axles, one of the output shaft assemblies being composed of a pair of split shafts, a shift mechanism includes a clutch sleeve slidably mounted on one of the split shafts for rotation therewith and shiftable between a first position where it is engaged with the other split shaft and a second position where it is disengaged from the other split shaft, a manually operated plug member rotatably coupled within a corresponding bore in the peripheral wall of a housing of the transfer device, and a fastening bolt threaded into the peripheral wall of the housing to fasten th

Abstract: In a part-time four-wheel drive vehicle equipped with a transfer device adapted to change the operating mode of the vehicle drive system from a two-wheel drive mode to a four-wheel drive mode in response to engagement of a hydraulically operated clutch mechanism provided therein and with a split axle drive mechanism in the form of a differential which includes a clutch mechanism disengageable for disconnecting a pair of side shafts of the differential from a set of non-driven split axle parts when the two-wheel drive mode is selected at the transfer device and engageable for connecting the side shafts to the non-driven split axle parts when the four-wheel drive mode is selected at the transfer device, a control system for the split axle drive mechanism includes a pressure switch arranged to detect a hydraulic pressure applied to the clutch mechanism of the transfer device to be operated when applied with a predetermined hydraulic pressure after engagement of the clutch mechanism of the transfer device and an

Abstract: In a drive arrangement for a motor vehicle, with an engine, a clutch, a change-speed transmission and an axle drive, the drive connection from the transmission output shaft to the axle drive shafts driving the vehicle wheels is constructed U-shaped. The clutch housing flangedly connected to the engine housing protrudes into the U-shaped intermediate space.

Abstract: A planetary sub-transmission for a vehicle has a planetary gear unit with a carrier member fixedly mounted on an output shaft, a sun gear mounted on the output shaft for rotation, and a ring gear fixedly supported by the sub-transmission case. A remotely operable shift member supported by an input shaft for axial movement selectively couples the input shaft to the output shaft, either directly or through the sun gear of the planetary unit, to shift the sub-transmission between high speed and low speed drive ranges.

Abstract: A power transmission, particularly adapted for motorcycle application, in which a first planetary gear reduction system reduces power output from the starter motor for starting the engine and a second planetary gear reduction system operated in cooperation with the first system enables power output from the starter motor to operate the vehicle in reverse.

Abstract: A four wheel drive transfer case transmits power from the output of a vehicle transmission to front and rear differential assemblies. The transfer case includes an input shaft coupled to the output shaft of the vehicle transmission, and an interaxle planetary gear differential for dividing power between a rear output shaft connected to the vehicle rear differential and a front output shaft connected to the vehicle front differential. An electromagnetic friction clutch is located in the transfer case and is adapted to selectively lock the planetary gear differential to prevent slip between the front and rear output shafts. An electronic control is operative to selectively engage the electromagnetic clutch to lock the differential for a predetermined time period when a predetermined amount of slip is detected between the front and rear output shafts.

Abstract: In a power transfer device including a housing, an input shaft rotatably mounted within the housing, an output shaft rotatably mounted within the housing and arranged coaxially with the input shaft for relative rotation thereto, a planetary gear unit arranged within the housing and having an input element mounted on the input shaft for rotation therewith and an output element connectable to the output shaft, and a clutch sleeve axially slidably mounted on the output shaft and shiftable between a first position in which it is retained to effect a drive connection between the input and output shafts and a second position in which it is retained to effect a drive connection between the output element of the gear unit and the output shaft, an oil pump assembly is arranged in parallel with the input shaft and mounted on an internal wall of the housing to be driven by the output element of the gear unit to pump up lubricating oil stored within the housing and supply it into an axial bore in the input shaft through

Abstract: A pair of planetary gear devices and a viscous coupling are provided in a power transmitting system. The viscous coupling operates to transmit power of an engine in accordance with the difference between speeds of an input member and output member thereof. One of the members of one of the planetary gear devices is operatively connected to a front drive shaft through the viscous coupling and another member of the other planetary gear device is operatively connected to a rear drive shaft. A pair of change-over coupling devices are provided to selectively lock the planetary gear devices and the viscous coupling.

Abstract: Separate left and right hydrostatic transmissions (17) for controlling rotation of left and right final drive wheels (11) of a working vehicle independently are disposed laterally inwardly of the drive wheels in a vertical posture such that, while an input shaft (18) is directed axially outwardly of the vehicle, an output shaft (19) is directed axially inwardly of the vehicle. To each of the hydrostatic transmissions is attached a L-shaped gear box (20) which extends over axially inward and laterally outer sides of the hydrostatic transmission and supports the axle (21) of final drive wheel. Within the box is housed first and second reduction gear trains which form L-shaped transmission path between the output shaft and axle.The hydrostatic transmission (17) and gear box (20) of each side may be handled as a unit in assembling the transmission system and are compactly disposed in the proximity of each final drive wheel (11).

Abstract: A steering mechanism for a tracked vehicle wherein a motor-operated gear is rranged to rotate two planetary gear components in opposite directions. A single input shaft drives two planetary gear systems at different speeds and/or different directions to achieve a vehicle steer action. The mechanism is compactly arranged so that the control gearing is centered on the input shaft axis.

Abstract: A power transfer mechanism comprises a planetary gear assembly incorporating double planet gears which are in mesh with each other and journalled on a carrier. Input member is drivingly connected to the ring gear and first output member is drivingly connected to carrier. The mechanism further includes means shiftable to one of a plurality of operating positions engaging sun gear with a second output member.

Abstract: An improved four-wheel-driving system transmitting driving power to front and rear wheels which includes a viscous coupling, a sub-transmission of a continuously variable type coupled to one of the driving axles, and an actuator variably controlling the change gear ratio of the sub-transmission to control the ratio of driving power distributed between the front and rear wheels. The power distribution ratio is changed suitably to both the driving conditions and the road surface conditions. Further this four-wheel-driving system is lightweight and with low vibration in comparison with the conventional type using a center differential.

Abstract: A planetary transfer transmission for the drive of two vehicle axles of a motor vehicle, whereby a central input shaft, a coaxial central output shaft, and a concentric output shaft, in a torsionally fixed way, are respectively connected with one gear element of a planetary wheel gear that can be locked by a locking multi-disk clutch. An input wheel of an axle offset gear, that can be driven by the concentric output shaft, the planetary wheel transmission, and the locking multi-disk clutch are arranged in line to one another.The input wheel is disposed on the side of the locking multi-disk clutch that is opposed to the planetary wheel gear and, in a torsionally fixed way, is held on an outer hollow shaft that is rotatably disposed on the concentric output shaft and can be brought into driving connection with the concentric output shaft by an axle-connecting multi-disk clutch that is arranged on the side of the input wheel that is opposed to the locking multi-disk clutch.

Abstract: A fully geared continuously variable transmission controls output ratios of differentiating gear sets by using a control gear set that is controlled as to rotation speed by a variable speed drive. The ratio gear sets can be bevel gear differentiating clusters or planetary gear sets. As disclosed, the transmission may have two sets of ratio control gears driving separate output shafts that are coupled to rotatable worms engaged with a worm gear to control differentiation between the output shafts which are used as drives for two wheel or four wheel drive vehicles at selected engine idle rpm the variable speed drive rotates the control gears at a selected speed and directs rpm, that holds the output shafts at 0 rpm. As engine rpm is increased to selected cruising final drive ratio the variable speed drive rpm is decreased proportionately to zero to change the output drive ratio continuously as a function of a selected parameter.

Abstract: A split axle drive mechanism for a part-time four-wheel drive vehicle comprises a fist axle shaft connected to one side gear of a differential, a first output member arranged to be connected to the first axle shaft, a second axle shaft axially slidably connected to the other side gear, a second output member arranged to be connected to the second axle shaft, a clutch mechanism disengageable for disconnecting the first axle shaft from the first output member when the vehicle is in a two-wheel drive mode and engageable for connecting the first axle shaft to the first output member when the vehicle is in a four-wheel drive mode, a connecting rod axially slidably disposed in the axle shafts and having one end operatively connected with the clutch mechanism and another end connected with the second axle shaft, a coupling mechanism for connecting the second axle shaft to the second output member in response to engagement of the clutch mechanism, and a shift mechanism arranged to axially translate a clutch sleeve of

Abstract: A power transfer device includes a planetary gear unit which includes a sun gear, a carrier, a ring gear, and a plurality of planet gears journaled on the carrier and in mesh with the sun and ring gears. The planetary gear unit is shiftable between first, second and third positions to establish a high speed four-wheel drive mode in the first position wherein the carrier is engaged with an input shaft, and the sun and ring gears are each engaged with a pair of coaxial output shafts to permit differential action between the output shafts.

Abstract: A full time four wheel drive transmisson system for a vehicle includes a gear transmission mechanism, driven by an engine, which is automatically controlled to operate in any of several forward ranges of speed stages including a drive range and a set containing one or more intermediate hold ranges in which the engagement of at least one of the upper speed stages included in the drive range is prohibited. The transmission system also includes a central differential device, driven from the gear transmission mechanism, which provides rotational power to the combination of the front wheels of the automotive vehicle and to the combination of the rear wheels of the automotive vehicle while providing differential action between these combinations. The central differential device has a clutch which when engaged at least partly inhibits its differential action.

Abstract: A center differential gear adapted for use in a power transmission device for full-time type four-wheel drive vehicles includes a diff-carrier coupled with a power transmitting front casing covering the front diff-carrier of a front-wheel differential gear and arranged coaxially with the diff-carrier, a side gear coupled to the front wheels, and another side gear coupled to a gear mount casing which transmits power to the rear wheels. The diff-carrier of the center differential gear is supported between the side gear on the side driving the front-wheel differential gear and the gear mount casing in cantilever fasion. The other side gear is spline-coupled directly to the gear mount casing without passing through the diff-carrier.

Abstract: A four wheel drive automatic transmission, comprising: a speed-changing transmission unit; a front wheel transmission mechanism driven by the transmission unit and having a large driving gear and bearings for the large driving gear; a center differential unit having an input member driven by the large driving gear and two output members for driving front wheels and for driving rear wheels, respectively; a transfer with a rear wheel driving transmission having a driving gear member disposed coaxially with the output member for rear wheel driving, a connecting member between the output member for rear wheel driving and the driving gear member and a transfer output gear member driven by the driving gear member; a case in which the front wheel transmission mechanism, the center differential unit and the transfer are disposed; and, an oil separating structure defining separately lubricatable cavities within the case, the structure comprising two seal members, disposed between the connecting member and the case at

Abstract: A vehicle steerable differential which includes a cage which encloses a differential unit in a manner that rotation of the cage drives wheeled or tracked axles to propel the vehicle. The axles are operatively engaged to respective spur gears via intermediate roller gears. If there is no braking pressure applied to either one of the spur gears by a manual steering brake, the spur gears rotate with the cage and the vehicle maintains its direction of travel. If a braking force is applied to one of the spur gears however, causing its rotational velocity to slow relative to the cage, the intermediate roller gear which is engaged to the slowed spur gear is caused to rotate thereby increasing the rotational velocity of the corresponding axle and causing the vehicle to turn. The rotational velocity of the opposing axle is reduced by means of the differential unit. A quick turn is initiated by a quick turn assembly which causes a selected one of the spur gears to stop its rotation.

Abstract: In an assembly for a vehicle of an engine and a four wheel drive power transmission system including a speed change device, a first power distribution device for distributionally dividing rotational power toward a pair of front wheels and a pair of rear wheels and a second power distribution device for rotationally dividing rotational power for the pair of either the front wheels or the rear wheels, wherein the engine, the speed change device and the first power distribution device are assembled in this order along a common central axis with one of two output shafts of the first power distribution device being shifted sideward of the central axis and directed toward the engine while the second power distribution device is mounted to a side of the engine with an input shaft thereof being directed toward and substantially aligned with the above-mentioned output shaft of the first power distribution device, a propeller shaft to connect the above-mentioned output shaft of the first power distribution device by a

Abstract: A motor vehicle four-wheel-drive transmission employs an interwheel differential gear in a first axle, and solely viscous fluid coupling device in a second axle for differential transmission of drive to the road wheels of the second axle only when a speed-difference is established between the first and second road wheels, the two axles being mutually in direct driving connection through respective propeller shafts commonly driven by a change-speed box. In one arrangement of axle with a viscous fluid coupling device, a crown wheel is mounted co-axially on a housing of such coupling device from which nearside and offside half-shafts extend driven by separate sets of "inner" annular plates interleaved with those of an "outer" set of annular plates driven by the housing. In another similar arrangement, two separate viscous fluid couplings are used, the housings thereof being driven by a common crown wheel.

Abstract: In an assembly for a vehicle of an engine and a four wheel drive power transmission system including a speed change device, a first power distribution device for rotationally dividing rotational power for the pair of either the front wheels or the rear wheels, wherein the engine, the speed change device and the first power distribution device are assembled in this order along a common central axis with one of two output shafts of the first power distribution device being shifted sideward of the central axis and directed toward the engine while the second power distribution device is mounted to a side of the engine with an input shaft thereof being directed toward and substantially aligned with the output shaft of the first power distribution device.

Abstract: A driving and steering system for a vehicle having at least two propelling tracks or wheels driven by output shafts from within a housing containing respective planetary gear sets, each planetary gear set including a sun gear element, a planet gear-carrier element, and a ring gear element. A power-driven shaft between the planetary gear sets has driving engagement with both of the sun gear or the planet gear-carrier elements, and the respective output shafts are driven by the other one of the sun gear or planet gear-carrier elements. A steering shaft is operatively engaged with the ring gear elements to hold them against rotation for straight line propulsion of the vehicle or to rotate them in opposite directions for steering of the vehicle.

Abstract: A control system for a four-wheel drive vehicle powered by an engine, having a hydraulically operated transfer clutch for transmitting the power of the engine to auxiliary driving wheels. A hydraulic circuit is provided for controlling the transfer clutch, and an electric circuit is provided for controlling the hydraulic circuit. The hydraulic circuit and electric circuit are so arranged that the clutch engaging torque decreases with a decrease of the load on the engine, thereby preventing tight corner braking during sharp cornering.

Abstract: A four wheel drive for a wheeled vehicle wherein the driver of the vehicle has the option of establishing a front wheel drive, a rear wheel drive, four wheel drive and four wheel lockup drive including multiple ratio gearing, a main geared differential and an interaxle geared differential.

Abstract: A hydrostatic transaxle assembly T is disclosed including a pump (11), a manifold portion (13), and right and left motor axle assemblies (15 and 17). Each of the motor axle assemblies includes a radial ball motor (41), the output of which is the input to a gear reduction section (53). Each gear reduction section (53) includes primary and secondary planetary gear sets (55) and (57) including a planet carrier (79) driving the respective axle shaft. The transaxle assembly T includes a locking differential and parking brake mechanism (87) which comprises an engagement mechanism (89) and an actuation mechanism (91). When the engagement mechanism (89) is disengaged, the motor assemblies (15) and (17) are free to operate at different speeds for normal differentiation. The actuation mechanism (91) can be actuated to either a locking differential mode (FIG. 8) or a parking brake mode (FIG. 9).

Abstract: A power transfer device includes an input shaft for connection to an output shaft of a power transmission, a first output shaft rotatably coupled at the inner end thereof with the input shaft, a second output shaft arranged in parallel with the input and first output shafts, an output member rotatably mounted on the first output shaft and being operatively connected to the second output shaft, a planetary gear unit mounted on the input shaft and having an input member connected with the input shaft and an output element for providing a low speed drive power train, a first sleeve member mounted on the first output shaft between the planetary gear unit and the output member and shiftable between a first position where the first sleeve member is retained to connect the first output shaft to the input shaft and a second position where the first sleeve member is retained to connect the first output shaft to the output element of the planetary gear unit, and a second sleeve member mounted on the first output shaft

Abstract: A vehicle torque transfer gear assembly unit for driving four wheels of a vehicle in which both the rear and front output shafts of the unit are capable of straight line connected relation with the rear and front drive shafts of the vehicle thereby eliminating the need for complex compound angled connecting means. The preferred embodiment exemplifying the invention is a five gear assembly of two input gears and three output gears selectively connectable for two wheel or four wheel high speed operation, or four wheel low speed operation beside a neutral mode. The rear output shaft is aligned in a straight line with the rear drive shaft extending downwardly toward the rear wheel differential while the front output shaft extends downwardly in the opposite direction to the front drive shaft toward the front wheel differential.

Abstract: A vehicle transmission that has a main multi-speed gear change mechanism is provided with a sub speed gear change mechanism particularly useful for four wheel drive vehicles. The main gear change mechanism has parallel input and output shafts with the various gears and the sub speed gear change mechanism has an intermediate shaft and counter shaft parallel to the input and output shafts. An input gear on the intermediate shaft continually meshes with a gear on the input shaft and an output gear continually meshes with a gear on the output shaft. A gear reduction train and synchronizing mechanism selectively connects the input and output gears to establish that sub speed gear. The intermediate and counter shafts do not extend beyond the input and output shafts therefore minimizing the length of the transmission. The gear selecting mechanism allows selection of the sub speed only when the vehicle is in four wheel drive.

Abstract: A power change-over mechanism of a vehicle for industrial machinery, in which a power change-over spool is divided into an outer peripheral side member and an inner peripheral side member, the both members are spline connected each other freely movably in the axial direction. An interlocking stopper mechanism defining said axial movement and an urging means are provided, which urges the outer peripheral side member toward the direction of operation at the time when the outer peripheral side member is operated.

Abstract: A fully geared continuously variable transmission controls output ratios of differentiating gear sets by using a control gear set that is controlled as to rotation speed by a variable speed drive. The ratio gear sets can be bevel gear differentiating clusters or planetary gear sets. As disclosed, the transmission may have two sets of ratio control gears driving separate output shafts that are coupled to rotatable worms engaged with a worm gear to control differentiation between the output shafts which are used as drives for two wheel or four wheel drive vehicles at selected engine idle rpm the variable speed drive rotates the control gears at a selected speed and directs rpm, that holds the output shafts at 0 rpm. As engine rpm is increased to selected cruising final drive ratio the variable speed drive rpm is decreased proportionately to zero to change the output drive ratio continuously as a function of a selected parameter.