Abstract: A differential self-locking device includes a differential housing, a half-shaft output gear set disposed in the differential housing, an upper worm and worm gear mechanism, a lower worm and worm gear mechanism, a differential planetary gear set, and a worm gear shaft. The upper worm and worm gear mechanism and the lower worm and worm gear mechanism respectively convert a large output torque of the left half-shaft output gear and a large output torque of the right half-shaft output gear into small output torque thereof to lock the left half-shaft output gear and the right half-shaft output gear, thereby achieving automatic locking or unlocking of the differential self-locking device. A traction force of a vehicle is converted into torques of the left half-shaft output gear and the right half-shaft output gear, which improves passing ability of the vehicle.

Abstract: A planetary gear device for a motorcycle transmits a power of a reciprocating combustion engine to a supercharger. The supercharger pressurizes intake air for the combustion engine. The supercharger includes a supercharger rotation shaft and an impeller supported by the supercharger rotation shaft. A planetary gear and an internal gear of the planetary gear device are each composed of a helical gear, and the planetary gear and the internal gear form a helical gear pair. The planetary gear device includes a pressing unit that applies a pressing force in an axial direction to the planetary gear.

Abstract: A drive module that includes an electric motor, an input pinion driven by the electric motor, a transmission driven by the input pinion, a planetary differential assembly and first and second axle shafts. The transmission has a first transmission output member. The planetary differential assembly has an input ring gear, a first output sun gear and a second output sun gear. The first and second output sun gears have different pitch diameters, different modules and a common quantity of sun gear teeth. The planetary differential assembly is configured to provide a 50-50 torque split between the first and second output sun gears. The first axle shaft is coupled to the first output sun gear for rotation therewith. The second axle shaft is coupled to the second output sun gear for rotation therewith.

Abstract: A differential assembly (11) for being rotatably supported around a longitudinal axis (A) and for being rotatingly driven inside a housing, comprising a differential carrier (12) which comprises a base (13) at its first end and an aperture (14) at its second end; two sideshaft gears (21, 23) arranged coaxially relative to the longitudinal axis (A), as well as a plurality of a differential gears (25, 26, 27) in the differential carrier, each engaging the two sideshaft gears; an outer bearing seat (15) at the first end of the differential carrier (12) for sliding on a first rolling contact bearing (16) and an inner bearing seat (17) at the second end of the differential carrier (12) for inserting a second rolling contact bearing (18).

Abstract: A compact, all-gear full-traction differential including meshing pairs of side gears and worm wheel balance gears wherein the numbers of teeth in the spur gear portion and worm wheel portion of each balance gear and in each side gear are all evenly divisible by 2 or by 3, preferably by both 2 and 3. Examples of such a configuration are: spur=12 teeth; worm wheel portion=6 teeth; side gear=12 teeth or spur=18 teeth; worm wheel portion=6 teeth; side gear=12 teeth. The invention is applicable to all cross-axis differential gear assemblies.

Abstract: The compact, all-gear full-traction differential includes meshing pairs of side-gear worms and worm-wheel balance gears having a “hybrid” design. Preferably, the teeth of each side-gear worm have an involute profile but are cut with only plunge feed, while the teeth of the worm-wheel portions of the balance gears are helicoid worms having tip and root modifications made by a concave-shaped cutter. The side-gear worm teeth have a helix angle equal to or greater than 45° and significantly chamfered ends, and the gears are designed to provide a gear ratio between 1.5:1 and 2.5:1. The numbers of teeth in the spur-gear portion and worm-wheel portion of each balance gear and in each side-gear worm are all divisible by 2 or by 3, preferably by both 2 and 3.

Abstract: The invention is a transmission unit with orthogonal axes for vehicles, comprising: a drive shaft (1) connected to a gearmotor unit with differential, comprising: a crown gear (2) that meshes with the drive shaft (1), said crown gear housing, in two diametrically opposed cavities (22, 23), one pair of planetary gear wheels (41, 42) having their axis lying on an ideal plane containing said crown gear; two sun gear wheels (35, 55) meshing with said planetary gear wheels (41, 42), each connected to an axle shaft (3, 5) belonging to a driven wheel. The crown gear is housed, rotatingly free, in one axle shaft (3) only.

Abstract: The invention relates to a worm wheel that is combined with an output shaft to one piece made of plastic material, to a gear with such worm wheel, and to an electric motor with such gear.

Abstract: The Quasiturbine (Qurbine in short) uses a rotor arrangement peripherally supported by four rolling carriages, the carriages taking the pivoting blade pressure-load of the blades forming the rotor, and transferring the load to the opposite internal contoured housing wall. The present invention discloses a central, annular, rotor support for the rotor geometry defined by the pivoting blades and associated wheel-bearings, while still maintaining the important center-free engine characteristic. The pressure-load on each pivoting blade is taken by its own set of wheel-bearings rolling on annular tracks attached to the central area of the lateral side covers forming part of the stator casing.

Abstract: The size, weight, and cost of a full-traction differential are significantly reduced by the synergism of several interrelated design features of a cartridge-like gear complex: (1) Each combination gear has only a shallow journal hole in each end of an otherwise solid gear body, being supported on mating hubs fixed to mounting plates slipped into a one-piece differential housing. (2) The solid worm-wheel portion of the combination gears has a deeper hour-glass shape. (3) Mating worm/worm-wheel teeth have a broad “supra-enveloping” contact pattern on only the drive side of the mesh. (4) The side-gear worms have closed-end teeth. (5) Both diameter and axial length of the side-gear worms are reduced by a special cutting process. The efficiency of the differential is increased by a thrust plate supported in the mounting plates and positioned between inner ends of the side-gear worms.

Abstract: The size, weight, and cost of a full-traction differential are significantly reduced by the synergism of several interrelated design features of a cartridge-like gear complex: (1) Each combination gear has only a shallow journal hole in each end of an otherwise solid gear body, being supported on mating hubs fixed to mounting plates slipped into a one-piece differential housing. (2) The solid worm-wheel portion of the combination gears has a deeper hour-glass shape. (3) Mating worm/worm-wheel teeth have a broad “supra-enveloping” contact pattern on only the drive side of the mesh. (4) The side-gear worms have closed-end teeth. (5) Both diameter and axial length of the side-gear worms are reduced by a special cutting process. The efficiency of the differential is increased by a thrust plate supported in the mounting plates and positioned between inner ends of the side-gear worms.

Abstract: A worm differential gear mechanism is provided utilizing a double enveloping worm/worm gear transmission. The double enveloping worm/worm gear transmission has an increased torque capacity in comparison with standard worm differential gear mechanisms.

Abstract: In a differential drive having one differential carrier rotating in a housing, two side shaft gears are arranged coaxially relative to said differential carrier, and two sets of differential gears are supported in the differential carrier and rotate therewith and each engage one of the side shaft gears. The side shaft gears are crown gears and the differential gears form two sets of straight pinions which rotate on radial journals in the differential carrier, with the pinions of the two sets directly engaging one another in pairs so that, when the differential carrier is stationary, the side shaft gears (20, 21) are able to rotate in identical directions.

Abstract: A limited slip differential gear assembly has a rotating housing containing meshing spur gears each turning a gear element which is externally helically toothed. Each gear element meshes with its own externally-toothed gear member which has a larger diameter and drives one of two output shafts between which differential movement is to take place. The meshing helical gear teeth have the characteristic that the efficiency of drive transmission in opposite directions is different and this provides the limited slip. As the axes of rotation of all rotating parts of the assembly are parallel, reduced constructional and operating costs result.

Abstract: In a worm differential gear mechanism, journal pin insertion ports which are formed on a side face of a differential case between openings for attaching element gears are formed apart from portions of the differential case where maximum loads work. That is, the journal pin insertion ports formed on the top side of the differential case are formed at portions on the top side of the differential case in vicinity of one opening for attaching element gears which is opposing portions on the top side of said differential case in vicinity of the other opening for attaching element gears where maximum loads work. The journal pin insertion ports formed on the bottom side of the differential case are formed at portions on the bottom side of the differential case in vicinity of the other opening for attaching element gears which is opposing portions on the bottom side of the differential case in vicinity of one opening for attaching element gears where maximum loads work.

Abstract: Frictional resistance, resulting from end thrust developed by planetary gearing, is appreciably increased in parallel-axis/torque-proportioning types of automotive differentials to improve torque bias characteristics. A pair of sun gears receive, respectively, the ends of coaxial drive axles, and the sun gears are interconnected by at least one planetary pair of combination gears positioned in the housing circumferentially around the sun gears. Each combination gear of the pair has a first engagement portion that is in mesh with a respective one of the sun gears, and each also has a second engagement portion that is in mesh with its paired combination gear.

Abstract: Frictional effects at different gear mounting surfaces within a differential are varied to control bias ratio. The gearing arrangement includes side gears respectively coupled to axle ends and element gears which transfer and divide torque between the side gears. Coefficients of friction at end faces of the element gears are varied between different element gears to control overall bias ratio while minimizing the effect of changes in overall bias ratio on an inherent bias ratio imbalance between opposite directions of differentiation. Helical gear portions are formed at the ends of the element gears to better balance thrust forces acting on different element gears.

Abstract: A differential device includes a pair of propeller shafts extending into a housing, a pair of side gears connected respectively to the propeller shafts, and at least one pair of element gears having screw gear portions meshing respectively with screw gear portions of the side gears. The element gears have respective coupling gear portions meshing with each other. In order to improve a drive torque distribution, either pitch diameters or helix angles of the screw gear portions of the two side gears are different from each other. In order to reduce the overall diameter of the differential device, a spline portion and the screw gear portion of at least one of the two side gears are spaced from each other along an axis of the side gear, the spline portion serving to connect the side gear to the mating propeller shaft.

Abstract: A gear differential having multiple gear trains interconnecting a pair of output shafts is provided with an arrangement of gearing having an expanded relationship between tooth numbers of the gearing for fitting the gear trains into mesh. The gearing includes two side gears (20 and 21) coupled to respective output shafts and three pairs of combination gears (24 and 25, 26 and 27, and 28 and 29) for interconnecting the two side gears. Each of the combination gears includes a middle gear portion (40) and two end gear portions (42 and 44). The middle and end gear portions have respective numbers of teeth that share a greatest common factor (GCF) that is more than one but less than the number of teeth in the middle gear portion.

Abstract: Frictional resistance is appreciably increased in parallel-axis/torque-proportioning types of automotive differentials to improve torque bias characteristics. A pair of sun gears receive, respectively, the ends of coaxial drive axles, and the sun gears are interconnected by at least one planetary pair of combination gears positioned in the housing circumferentially around the sun gears. Each combination gear of the pair has a first engagement portion that is in mesh with a respective one of the sun gears, and each also has a second engagement portion that is in mesh with its paired combination gear.

Abstract: A differential device for a vehicle includes a pair of shafts extending into a housing, a pair of side gears connected respectively to the shafts, and at least one pair of element gears having respective screw gear portions meshing with respective screw gear portions of the side gears. The element gears have respective coupling gear portions in mesh with each other. The pair of element gears are received in an opening formed in the housing. Each of the element gears is rotatably supported on a journal pin which is removably supported at its opposite ends on a pair of opposed receiving surfaces respectively defining the opposed ends of the opening which are spaced from each other in a direction of the periphery of the housing. A friction-adjusting washer is interposed between the end face of the element gear and the receiving surface.

Abstract: The disclosure concerns an improvement for an automotive differential having helical-worm side gears operatively connected through one or more pairs of combination gears, each combination gear having a worm-wheel portion which meshes with one or the other of the side gears and a spur-gear portion which meshes with its paired combination gear. The improvement is a cylindrical mounting arrangement for one or more of the combination gears. Preferably, a cylindrical surface on a mounting washer mates with a cooperating cylindrical surface formed in the differential housing to permit slight positional-adjustment movements of the combination gear, such adjustment movements being limited to a plane perpendicular to the axis of the side gear with which the combination gear is associated.

Abstract: A gear differential includes planetary gear sets made up of two side gears (26, 28) mounted for rotation about a common axis (24) and pairs of element gears (36, 38) mounted for rotation about respective parallel axes (48, 50) that are both offset and inclined through acute shaft angles (L.sub.1, L.sub.2) with respect to the common side gear axis (24). The two element gears (36, 38) have first gear portions (52, 54) that mesh with respective side gears (26, 28) and second gear portions (56, 58) that mesh with each other. The side gears (26, 28) have respective helix angles (A.sub.1, A.sub.2) that are substantially equal in absolute magnitude but opposite in hand. However, lead angles of the side gears (26, 28), as the complements of their respective helix angles (A.sub.1, A.sub.2), are larger than the shaft angles to provide opposite directions of relative rotation between the side gears.

Abstract: The device combines the functions of a self-locking differential and a torque divider and operates to a prescribed ratio between the two driven halfshafts. The adjacent ends of the two halfshafts (1, 2) carry respective worms (11, 21), dissimilar in diameter, each paired with at least one worm wheel; these two worm wheels (12, 22) are carried by the cage (3) of the differential, and interconnected in rotation by way of a mechanical train having an overall transmission ratio matched exactly to the ratio existing between the pitch diameters of the worms (11, 21).

Abstract: A torque proportioning differential (10, 60, or 120) is modified to exhibit a bias ratio that varies with torque transmitted by the differential. Thrust forces (34 and 36, 88 and 90, or 144 and 146) generated within the differential are opposed by at least one pair of surfaces (38 and 40, 96, 98 and 104, 106, or 152, 154 and 156, 158) having different frictional characteristics. One of the surfaces (38, 96 and 98, or 152 and 154) opposes a portion of the thrust forces, and the other surface (40, 104 and 106, or 156 and 158) opposes a remaining portion of the thrust forces. A control member (54, 100 and 102, or 152) responsive to the transmitted torque limits the respective portions of the thrust forces opposed by each of the two surfaces.

Abstract: A differential gear assembly of the type used in automotive and truck axles having multiple gear trains for interconnecting axle ends is provided with gearing components having a particular relationship between tooth numbers for simplifying assembly requirements of the differential. For example, each gear train includes a pair of combination gears (40, 50) formed with center worm wheel portions (42, 52) and first (44, 54) and second (46, 56) spur portions at either end. The tooth numbers n.sub.s of the spur portions (44, 54 and 46, 56) are made an integer multiple k of the tooth numbers n of the worm wheel portions (42, 52) of each combination gear (40, 50). The relationship can be expressed as follow:n.sub.s =k-n; k>1 andan integer=2(N.k)/w andN=no. of side gear teethW=no. of gear trainsThis enables the respective gear trains w to be assembled in a properly timed relationship at an expanded number of easily recognizable rotational positions.

Abstract: A differential mechanism is provided with two output shafts 202 and 204 coaxially arranged and extending to wheels 203 and 205 of a vehicle. The differential is provided with a pair of connected discs 221, 209, the disc 209 being rotated about the common axis of the shafts 204, 202 by a drive shaft 206 and a pinion. An intermediate shaft 211 is eccentrically positioned between the two discs 209, 221 and is formed with a circumferentially extending spiral tooth 241. The tooth 241 engages a driving gear 217 fixed to the shaft 202 at one end-portion and the other end-portion of the member 240 provides a member in mesh with the second member 216 fixed to the shaft 204. The teeth of the members 216 and 240 are shaped and positioned so that drive between them is inefficient but they will translate over one another if the member 216 is rotated in the same direction and at the same speed as the member 240.

Abstract: A differential gear mechanism has a clutch between a pair of worm gears which are each connected to different axle shafts. The clutch connects and disconnects the worm gears. When the worm gears are connected, differential operation is locked. Because of this, even if any one of the axle shafts enters a complete kidding state, drive torque is transmitted to the other axle shaft. When the connected state of the worm gears is released, an ordinary differential operation is performed.

Abstract: A limited slip differential that uses worms and worm wheels, wherein two or more groups of worm wheels are rotated on a planetary carrier without using a spur gear which has heretofore been employed to mesh the worms with each other. An even-numbered of worm wheels are provided, and pinions are respectively connected to the worm wheels in such a manner that the pinions are alternately disposed at either one or the other of the axial ends of each of the worm wheels. The arrangement provides that the worm wheels are alternately in engagement with a pair of internal gears coupled to respective differential rotary shafts through the pinions.

Abstract: A differential gear apparatus includes a housing for rotation about a predetermined axis under the power of an external power source, and a lubricating oil reservoir and worm gear arrangement mounted in the housing for rotation. A lubricating arrangement is disposed with respect to the housing for guiding the lubricating oil from the lubricating oil reservoir to the work gears against centrifugal force created by rotation of the housing.

Abstract: An hourglass worm wheel and method of hobbing same wherein the finished worm wheel (70) includes a mid zone (B) where the root surface and outside helix are cylindrical for a predetermined distance along the axis of the worm wheel. The method forming the mid zone includes a combination radial and axial feeding of a hobbing tool (58) rotating in synchronization with the rotating worm wheel blank (50).

Abstract: A worm gear type differential mechanism has a bias ratio equalization mechanism disposed between the casing and the worm gears. The bias ratio equalization mechanism includes frictional members disposed between axially opposite transverse faces of the casing and each of the worm gears, and each of the frictional materials has frictional faces which create the same friction force per unit of thrust force applied thereagainst. The frictional materials fix the worm gear axially to the casing.

Abstract: The transmission comprises a first differential device which connecs the drive shaft with a front shaft to transmit drive to the front wheels and to a rear shaft to transmit drive to the rear wheels a second differential device which connects the front shaft to the half-shaft of the front wheels and a third differential device which connects the rear shaft to the half-shafts of the rear wheels; the differential devices are of the limited slip type, that is to say in which the drive train which connects the two worm gears of the differential devices includes at least one pair of gear wheels having low transmission efficiency, and preferably the differential devices are of the torsen type.

Abstract: The compact, all-gear full-traction differential includes meshing pairs of side-gear worms and worm-wheel balance gears having a “hybrid” design. Preferably, the teeth of each side-gear worm have an involute profile but are cut with only plunge feed, while the teeth of the worm-wheel portions of the balance gears are helicoid worms having tip and root modifications made by a concave-shaped cutter. The side-gear worm teeth have a helix angle equal to or greater than 45° and significantly chamfered ends, and the gears are designed to provide a gear ratio between 1.5:1 and 2.5:1. The numbers of teeth in the spur-gear portion and worm-wheel portion of each balance gear and in each side-gear worm are all divisible by 2 or by 3, preferably by both 2 and 3.