In a vehicular final speed reducing device, the intermediate, rear, bottom and the side walls define a breather chamber, and the partition wall divides the breather chamber into auxiliary and primary breather chambers. The auxiliary breather chamber is held in communication with a space outside the breather chamber and within the housing, through a first hole formed through the intermediate wall, and through an opening formed between the intermediate and bottom walls. The primary breather chamber is held in communication with an outside atmosphere outside the housing, and with the auxiliary breather chamber through a second hole formed through the partition wall. The bottom wall extends from the rear wall such that a front end of the bottom wall is located forwardly of the opening in the axial direction of the ring gear.

In a vehicular final speed reducing device, the intermediate, rear, bottom and the side walls define a breather chamber, and the partition wall divides the breather chamber into auxiliary and primary breather chambers. The auxiliary breather chamber is held in communication with a space outside the breather chamber and within the housing, through a first hole formed through the intermediate wall, and through an opening formed between the intermediate and bottom walls. The primary breather chamber is held in communication with an outside atmosphere outside the housing, and with the auxiliary breather chamber through a second hole formed through the partition wall. The bottom wall extends from the rear wall such that a front end of the bottom wall is located forwardly of the opening in the axial direction of the ring gear.

The invention relates to an electrically driveable drive axle (19) for an all-terrain utility vehicle, comprising a first drivetrain (20) with a first electric motor (21), with a first transmission (22) and with a first drive output (23), and comprising a second drivetrain (30) with a second electric motor (31), with a second transmission (32) and with a second output (33), wherein the first drivetrain (20) and the second drivetrain (30) are arranged in a common housing (40) and/or on the common housing (40), and wherein the first drivetrain (20) forms a first torque path and the second drivetrain (30) forms a second torque path. The drive axle (10) according to the invention is characterized in that the first torque path and the second torque path are mechanically separate from one another. The invention furthermore relates to a corresponding vehicle.

The invention relates to an electrically driveable drive axle (19) for an all-terrain utility vehicle, comprising a first drivetrain (20) with a first electric motor (21), with a first transmission (22) and with a first drive output (23), and comprising a second drivetrain (30) with a second electric motor (31), with a second transmission (32) and with a second output (33), wherein the first drivetrain (20) and the second drivetrain (30) are arranged in a common housing (40) and/or on the common housing (40), and wherein the first drivetrain (20) forms a first torque path and the second drivetrain (30) forms a second torque path. The drive axle (10) according to the invention is characterized in that the first torque path and the second torque path are mechanically separate from one another. The invention furthermore relates to a corresponding vehicle.

There is provided a perpendicular speed reducer including an input shaft, a reduction mechanism that reduces a speed of rotation of the input shaft, an output shaft that outputs the speed-reduced rotation, and a casing that accommodates the reduction mechanism. The input shaft and the output shaft are perpendicular to each other. The casing includes a bearing hole formed on a first side surface to support the output shaft, a fin provided along a direction toward the bearing hole, and a groove portion provided along an axial direction of the output shaft on a second side surface adjacent to the first side surface.

There is provided a perpendicular speed reducer including an input shaft, a reduction mechanism that reduces a speed of rotation of the input shaft, an output shaft that outputs the speed-reduced rotation, and a casing that accommodates the reduction mechanism. The input shaft and the output shaft are perpendicular to each other. The casing includes a bearing hole formed on a first side surface to support the output shaft, a fin provided along a direction toward the bearing hole, and a groove portion provided along an axial direction of the output shaft on a second side surface adjacent to the first side surface.

A gearbox includes a main housing carrying input and output shafts, a carrier mounted to the housing having a bore, an isolator plate mounted to the carrier having a bore aligned with the carrier bore, and an isolator mounted to the isolator plate having a bore aligned with the isolator plate and carrier bores. The carrier includes an oil collection well, spaced from the bore, and an oil return channel in fluid communication with the oil collection well that extends through the carrier to the main housing. The isolator plate includes an interior surface and an oil passage formed therein that extends from the interior surface to the oil collection well, such that the interior surface is in fluid communication with the main housing via the oil passage, the oil collection well and the oil return channel, and fluid at the interior surface is drawn into the main housing via the oil passage, the oil collection well and the oil return channel.

A vehicle driving apparatus including, a first shaft provided at a center portion of a rotor and having a first bevel gear projected from an top surface of the rotor, a second bevel gear engaged with the first bevel gear and having an inner peripheral surface fitted to an outer peripheral surface of a second shaft extended in a horizontal direction, and a case having a first case forming a first housing space to accommodate the first shaft and the first bevel gear and a second case forming a second housing space to accommodate the second shaft and the second bevel gear. The second case has an opening at an upper surface thereof for inserting the second bevel gear and a cover to close the opening.

A vehicle driving apparatus including, a first shaft provided at a center portion of a rotor and having a first bevel gear projected from an top surface of the rotor, a second bevel gear engaged with the first bevel gear and having an inner peripheral surface fitted to an outer peripheral surface of a second shaft extended in a horizontal direction, and a case having a first case forming a first housing space to accommodate the first shaft and the first bevel gear and a second case forming a second housing space to accommodate the second shaft and the second bevel gear. The second case has an opening at an upper surface thereof for inserting the second bevel gear and a cover to close the opening.

A pump system may include a drive shaft extending along a longitudinal axis and supplying rotation about the longitudinal axis, a gear system operably coupled to the shaft for changing the orientation of the rotation, and a slider-crank mechanism. The slider crank mechanism may include a rotating member assembly mechanically coupled to and driven by the gear system. The rotating member assembly may include a plurality of rotating members having respective rotational axes offset laterally from one another and generally orthogonal to the longitudinal axis. The slider crank mechanism may also include a sliding member assembly mechanically coupled to the rotating member assembly. The rotating member assembly may be configured to drive reciprocating motion of the sliding member to alternately draw fluid in and discharge fluid. The slider crank mechanism may also include a connecting rod assembly mechanically coupling the rotating member assembly to the sliding member assembly.