Abstract: A vehicle drive unit that provides improved power transfer to a differential input member of a differential assembly. The vehicle drive unit is configured with an interlock system that is configured to inhibit the supply of electrical power from a source of electrical power if certain predetermined conditions are not met.

Abstract: A vehicle power transfer unit assembly includes an input shaft, a shift collar, an outer cam ring, and an inner cam ring. The shift collar is engaged with the input shaft and operable between a first position and a second position. The outer cam ring is disposed around a portion of the shift collar. The outer cam ring includes an inner surface defining a plurality of levels. The inner cam ring is engaged with the shift collar and disposed radially inward from the outer cam ring. The inner cam ring includes a jaw engageable with the plurality of levels. The shift collar is moved from the first position to the second position when the jaw is moved from engagement with one of the plurality of levels to engagement with another of the plurality of levels.

Abstract: A vehicle includes a differential gear that transmits rotation of a propeller shaft to an axle. A differential lock switches the differential gear between a locked state and an unlocked state. A clutch is provided in a power transmission path between a prime mover and wheels of the vehicle. A controller controls an engaging force of the clutch during a moving start of the vehicle in accordance with which of the locked state and the unlocked state is selected by the differential gear.

Abstract: A differential system includes a differential and a differential disconnect mechanism. The differential includes an outer differential housing and an inner differential housing. The differential disconnect mechanism includes a disconnect clutch, first end face teeth and second end face teeth. The first end face teeth are disposed between the outer differential housing and the inner differential housing and are movably connected with the outer differential housing so that the first end face teeth can move axially and rotate synchronously relative to the outer differential housing. The second end face teeth are fixedly connected with the inner differential housing. The disconnect clutch is connected with the first end face teeth, and is configured to drive the first end face teeth to move axially relative to the second end face teeth.

Abstract: An electric axle assembly includes an electric motor having an output shaft. A two stage gear train is coupled with the output shaft. The two stage gear train includes two reduction gears which provide different gear ratios. A differential is provided. A hollow differential input shaft is splined with the differential wherein the hollow input shaft supports driven gears that rotate independently relative to the hollow differential input shaft. A sliding dog clutch is splined to the hollow differential input shaft selectively engaging the driven gears or maintaining a neutral position wherein the electric motor and gear train are disconnected from the differential.

Abstract: An on-demand four-wheel drive system includes a differential for the rear axle, a differential for the front axle, and a center differential connecting to the front and rear axle differentials. All three of the differentials contain a bi-directional overrunning roller clutch to enable locking of their respective outputs. The clutches provide a superior on-demand four-wheel drive system that distributes power to each drive wheel to propel the vehicle.

Abstract: A sensor device includes a main driving gear, a driven gear, a biasing member, a support member, a rotational angle sensor, and a magnetic shield. The driven gear includes a gear portion and a shaft portion. The shaft portion is provided with a permanent magnet. The biasing member is configured to bias the driven gear toward the main driving gear. The support member supports the driven gear and the biasing member. The magnetic shield rotatably surrounds the shaft portion. The biasing member biases the driven gear toward the main driving gear by biasing the magnetic shield toward the main driving gear. The sliding resistance between the magnetic shield and the driven gear is lower than the sliding resistance between the magnetic shield and the biasing member.

Abstract: A differential device includes: first and second side gears disposed side by side in the rotational axis direction; a pinion gear set in which two second pinion gears are meshed with a first pinion gear; and a housing that holds the pinion gear set. The first pinion gear has an axially one end-side gear portion meshed with the first side gear, and an axially other end-side gear portion meshed with the two second pinion gears. The axially one end-side gear portion and the axially other end-side gear portion are integral with each other. The two second pinion gears are meshed with the second side gear at positions away from each other in the circumferential direction of the second side gear. The axially other end-side gear portion of the first pinion gear is meshed with the two second pinion gears at positions on the radially outer side of the second side gear.

Abstract: A planetary gear speed reduction device may include a magnetic sun gear; a plurality of magnetic planetary gears which each revolve around the magnetic sun gear while rotating; and a magnetic internal gear arranged surrounding the multiple magnetic planetary gears from an outer circumferential side. An outside diameter of the magnetic sun gear and an outside diameter of the magnetic planetary gears may be equal.

Abstract: A driving force control system for a vehicle is provided to control a torque vectoring device is provided. A controller is configured to bring the torque vectoring device into a preparatory state in which the differential torque and the differential limit torque are equalized to each other when shifting the operating mode between the differential mode and the differential limit mode, and to shift the operating mode of the torque vectoring device by gradually reducing a difference between the differential torque and the differential limit torque.

Abstract: An axle differential transmission, including: a housing; a differential stage including at least one planetary gear assembly; an input shaft connected to the at least one planetary gear assembly; and a clutch assembly including an actuator, at least one first clutch plate non-rotatably connected to the input shaft, at least one second clutch plate non-rotatably connected to the housing, and a one-way clutch including at least one wedge clutch plate. For a initial drive mode, the actuator is arranged to compress the at least one first clutch plate, the at least one second clutch plate, and the at least one wedge clutch plate to non-rotatably connect the housing and the input shaft. For a final drive mode, relative rotation between the housing and the input shaft in a first circumferential direction is arranged to non-rotatably connect the housing, the input shaft, and the at least one wedge plate.

Abstract: An assembly for use in a transmission of a motor vehicle includes a planetary gear set that defines an axis of rotation and includes a planetary carrier member, the planetary carrier member having at least one window. A piston is disposed on a first side of the planetary gear set and a clutch pack is disposed on a second side of the planetary gear set opposite the first side. An interplanetary actuator is in contact with the piston and the clutch pack and is slidably disposed in the window of the planetary carrier member. Actuation of the piston in turn translates the interplanetary actuator to engage the clutch pack.

Abstract: A differential assembly with a case assembly, a plurality of first and second shoes, a plurality of first and second helical pinions, and first and second side gears. The case assembly defines first and second apertures and includes a case body and a case cap. The first and second shoes are integrally formed with the case body and the case cover, respectively. The first pinions are meshingly engaged to the first side gear and have pin portions that are received into the first apertures. The second pinions are meshingly engaged to the second side gear and have pin portions that are received into the second apertures. The first and second helical pinions frictionally engage an interior wall surface of the case body in response to a reaction force generated by meshing engagement with the first and second side gears, respectively, to limit differential motion between the first and second side gears.

Abstract: A differential gear having a gear housing, an epicyclic gear housing which is arranged in the gear housing in a manner allowing rotation about a gear axis, a planetary carrier which is arranged in the epicyclic gear housing coaxial to the gear axle, a first output sun gear, a second output sun gear, a planetary arrangement accommodated in the planetary carrier for the purpose of coupling the two output sun gears in a manner allowing rotation in opposite directions, a brake device having a brake disk pack for the purpose of generating a coupling torque which couples the planetary carrier to the epicyclic gear housing, and an actuating mechanism for the purpose of generating an axial force which engages the brake device. The planetary arrangement comprises multiple revolving planets which as such are able to rotate about planetary axes which are oriented parallel to the gear axle.

Abstract: A gear assembly with two inputs and two outputs which can be used on zero turn riding mowers or similar vehicles. The first input is a propelling input and the second input is a steering input. The assembly contains a planet carrier, a first planetary gear assembly, and a second planetary gear assembly. The propelling input is engaged with the planet carrier. The first and second planetary gear assemblies contain a ring gear. The steering input is engaged with the ring gears. The steering input is either a helical bevel gear, straight bevel gear, or a gear train. In another version, the gear assembly can have two planet carriers connected externally to the planetary gear assemblies. In this instance, a central gear is used in between the first planetary gear assembly and the second planetary gear assembly to connect the sun gears.

Abstract: An axle differential transmission for an engageably driven vehicle axle, which has two shaft ends and is part of a motor vehicle, wherein said axle differential transmission comprises a clutch assembly, which is integrated in a transmission case between a drive shaft and a housing input shaft of a differential stage, for selectively connecting a drive to the vehicle axle. The clutch assembly comprises clutch plates, wherein at least one part of the clutch plates comprises freewheel means, in order to transmit the driving torque, generated by the drive shaft in the torque transmission direction of the freewheel means that corresponds to a forward direction of travel of the motor vehicle, to the differential stage, as soon as this differential stage is above a defined limit torque and the driving torque is distributed in equal parts to the shaft ends of the vehicle axle.

Abstract: A power switching device for vehicle has an engaging mechanism for connecting and disconnecting between a pair of rotating members arranged on a driving force transmission passage, an operating mechanism for switch-operating the engaging mechanism, an electric actuator, and a waiting mechanism having an elastic member. The elastic member is incorporated into the waiting mechanism so that the elastic member can temporarily accumulate the operating power only when the engaging mechanism is switched to the engaged condition.

Abstract: An electronic traction optimization system includes a control unit adapted to produce a corner speed estimate signal for each wheel of a machine, produce an ideal target speed signal for each wheel having a value at least partially responsive to the corner speed estimate signals, produces a practical target speed signal for each wheel, generates an actual target speed signal having a value responsive to a comparison of the ideal target speed signal and the practical target speed signal for each wheel. The control unit compares each actual target speed signal to an associated wheel speed signal to obtain a wheel speed error signal for each wheel and converts each wheel speed error signal to a clutch control signal, wherein each differential clutch actuator is responsive to an associated clutch control signal.

Abstract: A limited slip differential assembly includes a planetary gear assembly, a differential case, a differential gear assembly and a hydraulic clutch assembly. The differential case is coupled for rotation with a portion of the planetary gear assembly. The differential gear assembly is arranged within the differential case and includes a first side gear and a second side gear for coupling with first and second drive wheels of a vehicle, respectively. The hydraulic clutch assembly includes a clutch pack and a clutch actuator. Pressurized hydraulic fluid from a transmission pump is selectively provided to the clutch pack to actuate the clutch pack between an open configuration, in which the side gears rotate independently, and a fully closed configuration, in which the side gears rotate together such that the first and second drive wheels rotate at a same speed.

Abstract: A differential with one or more friction and thrust washer sets so that axially generated thrust forces can be used in certain situations to affect a torque bias ratio of the differential.

Abstract: An electronically triggered locking differential includes a differential case, at least one pinion gear and a pair of side gears. A clutch pack is disposed between one of the side gears and the differential case and retards relative rotation between the differential case and the side gear. A cam member is disposed adjacent the clutch pack so that the clutch pack engages when the cam member ramps up. An engagement shaft has one end engaged with the cam member and an opposite end extending through the differential case and engaged with a sprocket. A magnetic coil and flux conductor magnetically couple the sprocket to the differential case when the coil is energized. This coupling retards rotation of the engagement shaft and the cam member relative to the gear case, initiating engagement of the clutch pack to lock the differential.

Abstract: A driving force transmission apparatus includes: a front housing and an inner shaft coaxially with each other and rotatable relative to each other; a main clutch transmitting torque between the front housing and the inner shaft; and a cam mechanism having a main cam and a pilot cam and using the main cam to press the main clutch. Where a circumferential gap angle between each spline tooth of the front housing and a corresponding first protrusion of outer clutch plates is ?1, a circumferential gap angle between each spline tooth of the inner shaft and a corresponding protrusion of inner clutch plates is ?2 and a circumferential gap angle between each spline tooth of the inner shaft and a corresponding protrusion of the main cam is ?3, the inequality ?1+?2??3?1.0° is satisfied.

Abstract: A variable speed transaxle is disposed in a transaxle housing and drives a pair of axle shafts. A pair of clutch assemblies using a plurality of gears may be engaged to the axle shafts to selectively engage and drive each axle shaft. Each clutch assembly uses a ring gear having planet gears running on a gear form, a planet carrier for the planet gears engaged to the axle shaft, a first clutch dog selectively engageable to a first engagement structure to prevent rotation of the ring gear; and a second clutch dog selectively engageable to a second engagement structure to prevent rotation of the planet carrier and thereby provide a braking force to the axle shaft.

Abstract: A drive device 1A includes: electric motors 2A and 2B that outputs drive powers; and planetary gear reducers 12A and 12B disposed between axles 10A and 10B connected to cylindrical shafts 16A and 16B serving as the output shafts of the electric motors 2A and 2B and to rear wheels LWr and RWr. The drive device 1A further includes: a one-way power transmission device that transmits the one-way rotation power of the electric motors 2A and 2B to the axles 10A and 10B; and a two-way power transmission device that transmits the two-way rotation power of the electric motors 2A and 2B to the axles 10A and 10B. The one-way power transmission device and the two-way power transmission device are disposed on transmission passages from the electric motors 2A and 2B to the axles 10A and 10B.

Abstract: An electronic differential lock assembly includes a shift collar that is movable in response to an electronic signal from an unlocked position where axle shaft speed differentiation under predetermined conditions is permitted to a locked position where a pair of axle shafts is fixed for rotation together. Speed differentiation is provided by a differential that includes a differential gear assembly supported within a differential case. A coil surrounds the shift collar and is selectively energized to move the shift collar from the unlocked position to the locked position. The shift collar is splined to one of the axle shafts and is selectively splined to the differential case to lock the axle shafts together. The electronic differential lock assembly includes a return spring that automatically disengages the shift collar from the differential case once the coil is no longer energized.

Abstract: A coupling assembly for optionally connecting a driving axle in a motor vehicle having multiple driving axles is disclosed. The coupling assembly comprises an externally controllable friction coupling with a coupling input part and an output part. The input part is rotatingly drivable around an axis of rotation A. A differential drive with an input element and two output elements which are drivingly connected to the input element, are also included. The input element of the differential drive is arranged coaxially relative to the coupling output part and drivably connected to the coupling output part for the purpose of transmitting torque. A driveline assembly having such a coupling assembly is also disclosed.

Abstract: In a vehicle differential unit according to an embodiment of the invention, a planetary carrier that is a rotatable member that rotatably supports planetary gears is formed of cylindrical members that are unable to rotate relative to each other on the rotational axis of a pair of output shafts. The vehicle differential unit has a thrust force generation portion that receives a driving force from a drive source of a vehicle and generates a thrust force along the direction of the rotational axis of the pair of output shafts, and a relative movement limiting portion that limits a relative movement between the cylindrical members along the axial direction due to the thrust force when the vehicle is in the drive mode.

Abstract: A differential apparatus has a planet carrier 2A rotated by driving torque from a driving source, a planetary gear 2B rotated for self-rotation around its own axis by receiving rotational force of the planet carrier 2A, a sun gear 2C and an internal gear 2D differentially distributing the rotational force to a pair of output shafts by receiving the rotational force of the planet carrier 2A from the planetary gear 2B, and a differential restricting mechanism 2 having an inner clutch plates 3A and an outer clutch plates 3B restricting a differential of the differential mechanism 3. The planet carrier 2A is disposed between the sun gear 2C and the internal gear 2D, and the sun gear 2C and internal gear 2D are respectively connected each other to be able to transmit torque through the inner clutch plates 3A and the outer clutch plates 3B.

Abstract: A method and apparatus for a transmission system selectively positioning sets of planet gear support bearings (50, 55, 80, 90) to achieve an optimized load distribution among a set of drive planet pinions (22) and a set of idler planet pinions (70) disposed in engagement between two reaction gears (30, 40) in the transmission system (A, A1), for splitting an applied load between at least two pathways between an input and an output.

Abstract: A differential gear assembly is disclosed. In some embodiments, the differential gear assembly includes a first sun gear and a second sun gear coaxially aligned with each other; a first set of planetary gears in mating engagement with the first sun gear; and a second set of planetary gears in mating engagement with the second sun gear. The first and second sets of planetary gears can be in mating engagement with each other. In some embodiments, the differential gear assembly also includes a first set of friction members, each of which faces a respective one of axial ends of the first set of planetary gears; and a second set of friction members, each of which faces a respective one of axial ends of the second set of planetary gears.

Abstract: A coupling device (16) for use in a motor vehicle has an input member (45), a first and a second output member (46, 47), and a planetary gear set (54, 56, 58, 62) having gears (56, 58, 62) and a planetary gear carrier (54). Each of the input member (45) and the first and second output members (46, 47) are coupled to one of the planetary gear carrier (54) and a gear (56, 58, 62) of the planetary gear set (54, 56, 58, 62). A modulating biasing clutch assembly (70) selectively applies a biasing force to two of the three members. The modulating biasing clutch assembly (70) has an electrical clutch operator (72, 78, 84), a first clutch plate (92) coupled to one of the three members and a second clutch plate (94) coupled to another of the three members.

Abstract: A compact transmission for use in radio controlled model electric vehicles which includes a differential assembly and a slipper clutch assembly in combination with a drive means in the form of a spur gear, all contained in a single compact unit. The unit occupies substantially the same space as the differential assembly alone and does not add any significant weight to the transmission. The differential assembly is rotatably mounted within the spur gear. Clutch pads are disposed within the central opening of the spur gear and are in slippable contact with a clutch plate which is adjacent to and prevented from independent movement by one end cap of the differential housing. The slipper clutch assembly includes an adjustment nut easily rotated to adjust the compressive force of the clutch pads against the clutch plate and fixed in place when the desired compressive force is attained. Means interposed between the adjustment nut and the spur gear enable the adjustability of the compressive force.

Abstract: A method for controlling a locking differential includes determining a temperature-dependent reference voltage at which a coil locks the differentia, determining an electric potential of a battery, using the battery to energize the coil and lock the differential, if the electric potential is equal to or greater than the reference voltage for a current temperature, and maintaining the differential unlocked, if the electric potential is less than the reference voltage.

Abstract: A differential gear has a simple structure, is able to produce a difference of differential limiting force between a driving operation of a vehicle in which the differential gear is installed and a coasting operation of the vehicle, secures the strength of a thrust bearing adopted for the differential gear, and provides a stabilized differential limiting force, in the driving operation, helical side gears receive thrusting forces acting away from each other, the differential case has inward support faces to axially support the helical side gears, the helical side gear has an annular inward counter face and an annular outward counter face on the inner circumferential side of opposite ends of a teeth area, and between the inward counter faces, there is a thrust bearing having a plurality of circumferentially arranged rollers.

Abstract: A differential gear assembly is disclosed. In some embodiments, the differential gear assembly includes a first sun gear and a second sun gear coaxially aligned with each other; a first set of planetary gears in mating engagement with the first sun gear; and a second set of planetary gears in mating engagement with the second sun gear. The first and second sets of planetary gears can be in mating engagement with each other. In some embodiments, the differential gear assembly also includes a first set of friction members, each of which faces a respective one of axial ends of the first set of planetary gears; and a second set of friction members, each of which faces a respective one of axial ends of the second set of planetary gears.

Abstract: The invention relates to a limited slip differential, more particularly for being used in the driveline of a motor vehicle. The limited slip differential 2 comprises a carrier element 3 which is rotatingly drivable around an axis of rotation A; a plurality of planetary gears 4 which rotate around the axis of rotation A together with the carrier element 3; a hollow gear 5 which is supported so as to be rotatable around the axis of rotation A and which engages at least some of the planetary gears 4; an adapter gear 7 which engages either the hollow gear 5 or the sun gear 6 via a toothed coupling 12 for the purpose of transmitting torque, and wherein the toothed coupling 12 comprises a first face toothing 14 at an end face of the adapter gear 7 and a second face toothing 13 at an end face of the gear engaging the adapter gear.

Abstract: A differential gear mechanism including a gear case having a body defining a gear chamber having a pair of opposed openings with a pair of output gears rotatably supported in the gear chamber adjacent to the openings. At least one of the output gears has a hub with a tapered portion facing an adjacent opening. At least one of the openings includes an inner chamfer portion that corresponds to an adjacent tapered portion. The gear case and gear set cooperate to move the output gear such that the tapered portion is disposed in frictional, torque translating engagement with a chamfered portion to bias torque translated through the differential to the output shafts under predetermined conditions.

Abstract: A method for controlling a locking differential for a vehicle includes using a coil to unlock the differential, if the vehicle stops for a period whose length is equal to or greater than a reference length, and using the coil to lock the differential, if the vehicle is moving or stopped for less than the reference length.

Abstract: A differential gear assembly is disclosed. The differential gear assembly includes a first sun gear and a second sun gear coaxially aligned with each other; a first set of planetary gears in mating engagement with the first sun gear; and a second set of planetary gears in mating engagement with the second sun gear. The first and second sets of planetary gears are in mating engagement with each other. The differential gear assembly also includes a first set of friction members, each of which faces a respective one of axial ends of the first set of planetary gears; and a second set of friction members, each of which faces a respective one of axial ends of the second set of planetary gears. The differential gear assembly further includes a first body connecting at least a plurality of said first set of friction members together, and a second body connecting at least a plurality of said first set of friction members together.

Abstract: A differential gear unit for motor vehicles for the controllable distribution of the driving power comprises a housing and a differential gear (4) disposed therein, the gear having two speed-changing transmissions (5) drivingly connected to the output shafts (7, 8) and to the input member (14) of the differential gear, and two hydraulically controllable clutches (24, 25).

Abstract: A transmitting torque limiting apparatus, used in a power transmitting apparatus, includes side gears (40) and side gears piece (42) one of which are axially shiftable. The side gears (40) and the side gear pieces (42) respectively have first engaging teeth (60a) and second engaging teeth (60b) each being provided with a pressure angle (Alpha). Due to such pressure angle, when an excessive torque is inputted into the power transmitting apparatus, a thrust force (F1) is generated for disengaging the engagement between the first engaging teeth (60a) and second engaging teeth (60b). Thus, inputting of the excessive torque into the power transmitting apparatus can be limited.

Abstract: A differential limiting apparatus includes a housing 2 rotated by driving force of a driving source, a differential mechanism 3 having a pair of output gears 3A, 3B to distribute the driving force to a pair of output shafts differentially, a clutch 4 disposed directly between the pair of output gears 3A, 3B and having the inner clutch plate 4A and an outer clutch plate 4B as an annular frictional plate to restrict a differential movement of the differential mechanism 3, and an output mechanism 5 driving the clutch 4. The output mechanism 5 includes a first cam 52C moved along an axial direction, and a pushing pin 35 as a transmitting member transmitting the axial movement of said first cam 52C to the clutch 4.

Abstract: A differential gear mechanism includes a housing, first and second sun gears each including an external gear portion, and first and second planetary gears. The first and second sun gears include axial end surfaces pressed against contact surfaces provided at the housing by the first and second sun gears by means of thrust forces generated at engagement surfaces between the external gear portions and the planetary gears. Each of the sun gears includes a first portion having the external gear portion, a second portion, and a thrust force generating mechanism for generating thrust forces at the first portion and the second portion. A direction of the thrust force generated at the first portion by the thrust force generating mechanism is specified to be equal to a direction of the thrust force generated at the first portion by means of the engagement between the external gear portion and the planetary gear.

Abstract: A drive apparatus with a housing, a first and second axle mounted in the housing and a ring gear located within the housing is provided. A brake clutch assembly is located on each axle with a planetary gear arrangement, a drive plate engaged to the planetary gear arrangement, a brake plate mounted on the corresponding axle and an engagement assembly disposed about the drive plate and the brake plate. The engagement assembly may be remotely actuated, either electrically or hydraulically, and is used to selectively engage the drive plate or the brake plate.

Abstract: A differential assembly for a vehicle includes a differential casing rotatable about an axis. The differential casing defines a cavity. A pair of side gears is disposed within the differential casing cavity. First and second pairs of pinion gears are rotatably positioned in the cavity in driving engagement with the side gears. A thrust block has circumferentially spaced apart recesses. Rotation of the thrust block is restricted by the first and second pairs of pinion gears being in communication with the recesses. A spring biases the thrust block into engagement with one of the side gears.

Abstract: A locking differential includes a pair of clutch members that are biased together by a resilient disc and friction pack assembly toward a cross pin that extends diametrically across the central chamber of a cylindrical housing driven by the drive shaft of a vehicle, thereby to drive a pair of side gears and the output shafts splined thereto. The cross-pin extends within operating cam grooves contained in the adjacent faces of the clutch members, such that when the rotational velocity of one output shaft exceeds that of the other by a predetermined amount, the friction pack assembly of the faster shaft is operated to a non-compressed condition, thereby to disengage the over-running output shaft from the drive shaft. The resilient disc devices may be annular wave springs, or resilient disc springs.

Abstract: A differential device is provided with a case being capable of rotation around a rotation axis; a differential gear set housed in and drivingly coupled to the case, which includes first and second output gears and is configured to differentially transmit the rotation of the case to the first and second output gears; a clutch configured to controllably limit and free a differential motion between the first and second output gears, which is housed in the case; an actuator configured to actuate the clutch; and a notifying member configured to notify whether the differential motion is limited or freed to an exterior of the case.

Abstract: A differential assembly for a vehicle includes a differential casing rotatable about an axis. The differential casing defines a cavity. A pair of side gears is disposed within the differential casing cavity. First and second pairs of pinion gears are rotatably positioned in the cavity in driving engagement with the side gears. A thrust block has circumferentially spaced apart recesses. Rotation of the thrust block is restricted by the first and second pairs of pinion gears being in communication with the recesses. A spring biases the thrust block into engagement with one of the side gears.

Abstract: The differential steering drive for a tracked vehicle includes a drive differential interconnecting the drive shafts for the tracks and a steering differential for superimposing additive and subtractive rotations to the tracks for steering and pivot turning. In the preferred embodiment for high speed tracked vehicles, the drive differential is an all-gear no-clutch type limited-slip differential, and the steering differential is an unlimited-slip differential. The differentials are arranged to provide no-slip track operation traveling in straight paths or when steering so long as at least one track has traction. In another embodiment for pivot-turning slow-moving off-road vehicles, both the drive differential and the steering differential are all-gear no-clutch type limited-slip differentials.

Abstract: An axial setting device includes two discs which are centered on a common axis. One is axially supported and the other one is axially displaceable, and at least one is rotatingly drivable. The two discs on their end faces, each have a plurality of circumferential ball grooves. The ball grooves each comprise a depth which decreases in the same direction, and each pair of opposed ball grooves accommodates a ball. At least the ball grooves of one of the two discs, starting from the region of the greatest groove depth, comprise a first groove portion with a greater pitch and an adjoining second groove portion with a smaller pitch, wherein the first groove portion extends over a smaller circular-arch-shaped portion than the second groove portion.