Volkswagenwerk Aktiengesellschaft

Karl Ashauer

Fritz Blumenstein

Bernd Richter

Manfred Kalversberg

Klaus Sendzik

Hansjorg Mihatsch

Rudiger Schmidt

In the particular embodiments described in the specification, an all-wheel drive system is disclosed wherein either the wheels of both the front axle and the rear axle of a vehicle are driven continuously and the front axle and rear axle can be rigidly coupled with each other, or wherein the wheels of only one axle are driven continuously while the drive for the wheels of the second axle can be obtained automatically by means of a viscosity clutch arranged in the driving train between the front axle and the rear axle so that the front and the rear axles are coupled with each other essentially rigidly according to the torque. In addition, one or more coupling devices are provided which are constructed so that a decrease in the rotational speed of the front wheels, caused in particular by the actuation of the service brake, cannot be transmitted through the driving train to the rear wheels.

All-wheel drive system for vehicles

An angle gear for a vehicle steering mechanism includes two bevel gears which can be axially displaced in a housing in order to adjust the rotation backlash of the gear. The axes of the bevel gears form an angle relative to each other and are connected, respectively, to a shaft leading to the steering shaft and a shaft leading to the steering mechanism on the vehicle axle. Axial motion away from the intersection of the shaft axes, which would increase the backlash, is prevented by thrust bearings supported against the housing. Axial motion in the other direction is secured against by means of shackle with spherical cup bearing surfaces that bear against the end faces of the bevel gears, which shackle is adjustable to compensate for the manufacturing tolerances of the bevel gears.

Angle gear for vehicle steering mechanism

An automobile transmission of the type having a drive shaft with a reverse gear thereon adapted to engage shift gear axially displaceable on a stationary axle. The shift gear is movable between an engaged position with the reverse gear for shifting into reverse and a position disengaged from the reverse gear. A synchromesh ring gear is provided on the drive shaft having a tooth profile corresponding to the reverse gear, thereby adapted to mesh with the shift gear, and is positioned to engage the shift gear when the shift gear is in the disengaged position. Preferably, the ring gear is formed of a non-metallic material; thus even though the ring gear constantly engages the shift gear when the transmission is not in reverse, virtually no transmission noise is generated.

Automobile transmission having noiseless shifting for reverse gear

Apparatus for synchronously shifting the reverse gear of a speed-changing transmission, such as an automobile transmission, includes an axially displaceable reverse shift gear which is rotatably mounted on a stationary shaft and cooperates (meshes) with a first gear on a first transmission shaft and a second, wider gear on a second transmission shaft. The reverse shift gear has a synchronizing device, provided with synchronizing cones and locking components, which becomes operative to brake the reverse shift gear with respect to a stationary element when the shift gear is axially displaced.

Noiseless shifting apparatus for a transmission reverse gear

A shaft mounting apparatus includes, in a preferred embodiment, in addition to a bearing, a ring mounted between the shaft and a conical support surface which is concentric to the shaft. The ring has a conical surface configured to cooperate with the conical support surface and resilient means apply an axial force to the ring to maintain the two conical surfaces in engagement. The ring thereby adds additional stiffening to the shaft thus shifting the resonant frequency of the shaft to a frequency above the frequency range at which the shaft is excited during operation.

Shaft mounting apparatus

A differential gear box containing rotatable gears mounted on shafts extending through the gear box includes bearing rings positioned between the gears and the gear box. The bearing rings are joined together by webs to form an unitary bearing ring structure.

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Wolfsburg, Germany

Karl Ashauer