Abstract: In a motor-vehicle drive train containing a differential, which has an differential input part and two differential output parts, a friction clutch with a limited transmittable torque is arranged between two of the differential parts, so that, with a small predetermined difference in torque between the two coupled differential parts, said friction clutch can slip to accommodate torque shocks. A temperature-dependent adjusting means is provided, which reduces the clutch engagement pressure with increasing clutch temperature.

Abstract: A transfer case for use in motor vehicles for transferring drive torque from a powertrain to first and second drivelines includes a first output shaft that is connected to the powertrain of the vehicle and is adapted to transmit drive torque from the powertrain to the first driveline. A second output shaft is adapted to transmit drive torque to the second driveline, and a transfer clutch is adapted to transfer drive torque from the first output shaft to the second output shaft. A ball screw assembly is adapted to actuate the transfer clutch.

Abstract: A clutch drum is engaged to the rear part of a carrier of a center differential device. A clutch piston, which is rotated together with the rear drive shaft while allowing it to retractively move in a direction along a rear drive shaft, is provided within the clutch drum. Pinion shafts are protruded from the rear end face of the carrier to form protruded parts, which are confronted with the front end face of the clutch piston. A cam part, which is in sliding contact with the protruded parts, is formed on the front end of the clutch piston. When the carrier and the rear drive shaft relatively rotate, the protruded parts retractively move the clutch piston along cam crests of the cam part to press a clutch mechanism.

Abstract: A differential gear system for a vehicle includes a casing having two sun gears connected to half shafts for the vehicle's wheels, and two sets of planetary differential pinions surrounding the sun gears. Each set of differential pinions is in meshing engagement with one of the sun gears, and the two sets are also in meshing engagement with one another. Each pinion of one set is engaged with two adjacent pinioins of the other set, all of the pinions collectively arranged in a circle surrounding the axis of the sun gears. Each pinion is enclosed in a pocket in the casing, the pockets intersecting to allow engagement of the pinions with one another. Each pocket also encloses a pressure pad, a spring, and a pressure washer on the axial outer end of the enclosed pinion. The springs bias the pressure pads against the pinions to provide frictional resistance against differential action.

Abstract: A front-rear axle driving torque transmission apparatus, which can improve a degree of freedom with respect to a change of torque distribution to a front wheel driving axle and a rear wheel driving axle by making the best use of a wet-type multiple disc clutch. The front-rear axle driving torque transmission apparatus includes: power input means; differential planetary gear driving means for rotating a front wheel side output shaft and a rear wheel side output shaft at a different rotational speed on the basis of a power inputted by the power input means; and clutch means for locking an operation of the differential planetary gear driving means so that the front wheel side output shaft and the rear wheel side output shaft can be rotated at the same rotational speed.

Abstract: In a pressure type differential limiting clutch, a drive plate and a driven plate provided between a clutch drum for transmitting a driving force to a front drive shaft and a clutch hub for transmitting the driving force to a rear drive shaft are pressed by a pressure force of a cone disk spring provided in a pressure plate, and an initial torque by the cone disk spring acts as the differential limiting torque. At a high speed, a weight in limiter device is moved in a radius direction by a centrifugal force through rotation of the rear drive shaft, enters between cam surfaces formed on the pressure plate and the clutch hub, and pushes and broadens. As a result, the pressure plate 65 moves back against energizing force of the cone disk spring, and the initial torque is cancelled.

Abstract: A differential coupling (20) has a body (21), a rotary input member (22), and two rotary output shafts (23, 24). The algebraic sum of the angular displacements of the output shafts is proportional to the rotation of the input member. The improvement includes mechanical means (39), such as a planetary gear (42), for sensing a torque differential between the output shafts, and a brake (38) mounted on the body and operatively arranged to selectively brake rotation of the input member, or both output members, when the difference between the torques on the outputs exceeds a predetermined first value.

Abstract: An integrated hydrostatic transaxle including a housing in which a center section is supported. The center section supports a hydraulic pump unit and a hydraulic motor unit having a motor shaft drivingly connected thereto. A gear differential assembly is drivingly linked to the motor shaft and is used to drive a pair of axle shafts, which are supported by the housing. The differential assembly includes a mechanism to prevent relative motion of the axle shafts with respect to each other, known as a differential lock mechanism.

Abstract: A sliding surface is formed on an inner periphery of a drum member secured to a rear output shaft of a differential limiting device. There is provided a cam member between a projection and the sliding surface. The cam member has a friction surface slidable on the sliding surface and a V-shaped groove engageable with the projection. When a relative rotation occurs between the drum member and the carrier, the position where the projection is engaged with the V-shaped groove deviates so as to press the cam member toward the sliding surface. As a result, due to a frictional resistance of the friction surface against the sliding surface, first a differential limiting occurs between the drum member and the carrier and then a differential is locked up by a wedge effect of a corner edge of the cam member.

Abstract: An improved differential lock is self-setting. A movable lock member is driven to reciprocate between two hydraulic chambers at a speed which increases when there is increasing relative movement between a shaft and differential case. As the movable lock member increases its speed, the resistance to further movement of the lock member due to the hydraulic fluid increases. Preferably, the movable lock member has a pin received in a cam groove in the shaft, and another pin received at an axial groove in the case. The movable lock member is thus constrained to rotate with the case, and is caused to reciprocate as the pin moves within the cam groove in the shaft. A fluid passage through the lock member allows fluid to move between the opposed hydraulic chambers. However, a valve closes this passage as the movable lock member increases its speed. As the passage is restricted, the hydraulic fluid resists further movement of the lock member.

Abstract: An inter-axle differential capable of preventing a skid to achieve stable travel is provided. For this purpose, the inter-axle differential apparatus includes an inter-axle differential (13), an inter-axle differential lock (21), at least one rotation detector of a first rotation detector (27) for detecting rotational frequency of a transmission output shaft (24), a second rotation detector (28) for detecting rotational frequency of a front output shaft (25) of the inter-axle differential, and a third rotation detector (29) for detecting rotational frequency of a rear output shaft (26) of the inter-axle differential, and a controller (20) for detecting a sign of a skid occurring to driving wheels (2, 4) based on at least any one of the rotational frequency detected by the rotational detector and a rate of change with time of the detected rotational frequency and for outputting a differential lock signal to the inter-axle differential lock.

Abstract: A compact drive which has a high transmission ratio for driving generators by wind force and permits simple assembly and maintenance. The gearing is a slip-on gearing having a multi-stage epicyclic gearing arrangement and a spur-gear stage for the drive output to a generator. The force is introduced into the epicyclic gearing arrangement via a ring gear, which drives planet gears, on whose shafts fixed to the housing in each case further planet gears are arranged. The planet gears mesh with a sun gear, from which the drive output to the spur-gear stage is effected.

Abstract: A limited slip differential comprising a casing containing a fluid medium, the casing rotatably driven along an axis by an input member; a plurality of opposing pinions therein the casing that are immersed in the casing fluid medium, having substantially parallel rotational axes, the opposing pinions meshing one with the other circumferentially at medial portions of the meshing opposing pinions; the pinions having partitions therebetween lateral and said medial portions of each of the opposing pinions; opposing driven gears, immersed in the casing fluid medium, the opposing driven gears meshing with a plurality of the lateral portions; the opposing driven gears having output shafts adjoined thereto; the casing having opposing holes therethrough, the opposing output shafts rotatably mounted therethrough; and seals adapted to retain said fluid medium therein said casing.

Abstract: A clutch drum is engaged to the rear part of a carrier of a center differential device. A clutch piston, which is rotated together with the rear drive shaft while allowing it to retractively move in a direction along a rear drive shaft, is provided within the clutch drum. Pinion shafts are protruded from the rear end face of the carrier to form protruded parts, which are confronted with the front end face of the clutch piston. A cam part, which is in sliding contact with the protruded parts, is formed on the front end of the clutch piston. When the carrier and the rear drive shaft relatively rotate, the protruded parts retractively move the clutch piston along cam crests of the cam part to press a clutch mechanism.

Abstract: A limited slip differential includes a differential case having a central axis, the differential case being connected to an input shaft of an engine, a drive body coaxially disposed within the differential case, a planetary gear unit disposed around the drive body, a cam assembly for performing a differential action depending on a speed difference generated by planetary gear unit, and a multi-plate clutch assembly having outer plates connected to the cam assembly and inner plates connected to the drive body. The cam assembly comprises a drive cam for moving in a radial direction with respect to the central axis by a speed difference between drive wheels, and a piston cam is urged toward the multi-plate clutch assembly when the drive cam is displaced in the radial direction to engage the inner and outer plates with each other. The outer plates are connected to the drive cam. The outer plates are connected to the drive cam by a fixing member fixed on the differential case.

Abstract: A helical gear type limited slip differential (LSD), the LSD comprising a differential gear case integrally connected to a ring gear rotated by power output from a transmission, a side gear splined to drive shafts inserted into both sides of the differential gear case to transmit power to the drive shafts, and a plurality of pinion gears meshed to external sides of the side gear via helical gear for maintaining a parallel position with the drive shafts, wherein each pinion gear is unsymmetrically arranged within the differential gear case, such that only pinion gears mounted within the differential gear case are structurally changed in arrangement thereof to improve torque bias ratio for determining a differential limiting function without altering the overall structural elements, thereby enabling to apply same even to off-road vehicles.

Abstract: A limited slip differential having a carrier with a plurality of recesses disposed therein about a rotation axis thereof, each recess having an open side portion with generally opposite first and second edges substantially parallel to the rotation axis, a chamfer disposed along each of the first and second edges, and a planetary gear disposed in each of the plurality of carrier recesses having a portion protruding from the open side portion thereof.

Abstract: A fully-locking torque-responsive differential includes an annular coupling device arranged concentrically between an axially-extending hub portion on one side gear and the wall surface of the carrier bore in which the side gear is rotatably mounted. An axially-displaceable trigger pin is operable externally of the differential housing in which the carrier is rotatably mounted between first and second positions in which the coupling device is unlocked and locked, respectively. The trigger pin may be operated either automatically or manually by the vehicle operator, use being made of an electrical, hydraulic, pneumatic or cable-operated linear shifting member that extends through a sealed opening contained in the differential housing.

Abstract: A traction distributing apparatus for a motor vehicle includes a housing, a propeller shaft arranged on the input side of the housing and driven by an engine, and a differential gear mechanism arranged on the output side of the housing for distributing torque from the propeller shaft to axles. A reversible hydraulic motor is arranged on the output side of the housing to provide relative torque between the axles by pressure oil supplied and discharged from the outside. The hydraulic motor comprises a motor casing rotatably arranged on the output side of the housing and a cylinder block rotatably arranged inside the motor casing for rotating relative thereto by means of pressure oil. The motor casing serves as part of one of the axles.

Abstract: A motor vehicle transmission has a differential assembly (17) in which one input, sun gear (39), of an epicyclic gear train can be selectively coupled by a sleeve (59) through a viscous coupling (55) to either an input, i.e. annulus gear (31), or to another output, i.e. carrier (36). Coupling the sun gear to the annulus gear gives a low resistance mode of operation and coupling the sun gear to the carrier gives a high resistance mode of operation. A locked mode where the annulus is locked to the sun gear is also described, together with a free mode where the viscous coupling is disconnected from both the annulus gear and the carrier. The sleeve is lined to the control of a range change gearbox to select the low resistance mode when a high range is selected for on-road use and a high resistance mode is selected when a low range is selected for off-road use.

Abstract: An object of the present invention is to provide a front-rear axle driving torque transmission apparatus, which can improve a degree of freedom with respect to a change of torque distribution to a front wheel driving axle and a rear wheel driving axle by making the best use of a merit of a wet-type multiple disc clutch. The front-rear axle driving torque transmission apparatus includes: power input means; differential planetary gear driving means for rotating a front wheel side output shaft and a rear wheel side output shaft at a different rotational speed on the basis of a power inputted by the power input means; and clutch means for locking an operation of the differential planetary gear driving means so that the front wheel side output shaft and the rear wheel side output shaft can be rotated at the same rotational speed.

Abstract: A limited slip planet gear for a motor vehicle differential assembly which uses a segmented planet gear having a plurality of fixed plates positioned between a corresponding plurality of planet gear segments. The plurality of fixed plates are preferably keyed to a planet gear pin and the plurality of fixed plates and the corresponding plurality of planet gear segments are compressed using a resilient compression member, for example, one or more belleville type springs or one or more leaf springs to provide limited slip capability to the motor vehicle differential assembly.

Abstract: Parallel-axis gear differentials include a housing rotatable about a common axis of a pair of output shafts, and a planetary gearset mounted in the housing for interconnecting the output shafts. The gearset includes a pair of side gears positioned within the housing and fixed for rotation with the output shafts, and two or more pairs of meshed pinions journally mounted in gear pockets formed in the housing, with each pinion having a gear segment meshed with a gear segment of the other pinion and with one of the side gears. An anti-tipping mechanism includes brake shoes that are journalled on stub shaft segments of the pinions. Each brake shoe has a first support surface which mates with the outer diameter surface of a corresponding side gear, a second support surface which mates with the outer diameter surface of the gear segment on the adjacent meshed pinion, and a third support surface which mates with the wall surface of the gear pocket.

Abstract: A power transfer apparatus is provided with a rack/pinion type electric shift actuator for changing a traveling mode of a vehicle between high speed mode and low speed mode, and among full-time 4WD mode, 2WD mode, high direct-coupling 4WD mode and low direct-coupling mode. The apparatus further has a hydraulic multiple disc clutch for restricting a differential motion of a center differential gear when the traveling mode is in full-time 4WD mode and the traveling mode is changed over, and a hydraulic pump connected to a counter shaft, for supplying hydraulic pressure to the hydraulic multiple disc clutch.

Abstract: A differential drive having a drivable differential carrier rotatably supported in a drive housing, said differential carrier comprising a carrier portion and two cover parts. Two axle shaft gears are coaxially rotatably supported in the differential carrier. Further, two sets of differential gears are slidingly received on their tooth heads, in axis-parallel cylindrical bores in the carrier portion. The axis-parallel cylindrical bores are in the form of through-bores in the carrier portion. The differential gears comprise spacing journals with ends having friction bearing portions. Corresponding friction bearing sections are formed in the differential carrier, axially adjoining the carrier portion.

Abstract: A differential structure of remotely controlled toy car, including a housing, a gear set installed in the housing and a left and a right shafts the ends of which extend out of two sides of the housing for connecting with wheel shafts. Each of the left and right shafts has a front end formed with spiral teeth meshing with two upright spiral gears on two sides. Each two adjacent left and right upright spiral gears mesh with one transverse spiral gear therebetween. During turning, by means of the engagement between the upright, transverse and upright sprial gears, a good differential modulation is achieved between the left and right shafts. Also, a sufficient torque is provided to prevent the wheels from slipping.

Abstract: A coil spring preload system is applied to a parallel-axis differential having a thrust block interposed between ends of axles splined to side gears within the differential. A pair of spring plates are interposed between the thrust block and the side gears, and the spring plates retain preload coil springs arranged in sectors between the thrust block and planetary gears of the differential. The spring plates are retained against rotation relative to the differential housing, preferably by piloting against the planetary gears. U-shaped access openings in the spring plates to allow application of C-clips retaining axle ends within the differential are preferably closed by filler plates having the same thickness as the spring plates.

Abstract: The invention provides a hydromechanical system for limiting differential speed between first and second rotating members of a vehicle drivetrain subassembly. The hydromechanical system comprises a casing disposed within a housing of the subassembly which is rotatably coupled to the first rotating member of the drivetrain subassembly. Hydraulic fluid is supplied from a sump within the drivetrain subassembly housing to a reversible hydraulic pump disposed within the casing, wherein the reversible hydraulic pump pumps hydraulic fluid in response to relative rotation between the first and second rotating members. A piston assembly is disposed within the casing which includes a guide member, an actuating member and a chamber disposed therebetween, wherein the chamber receives the pumped hydraulic fluid.

Abstract: Disclosed is a limited slip differential connected to a transmission of a vehicle for distributing torque transmitted from the transmission to first and second drive wheels in accordance with a driving state of the vehicle. The limited slip differential includes a torque distributor for controlling a differential operation which suitably distributes torque of the transmission between the first and second wheels when turning the vehicle, the torque distributor including a torque input member connected to the transmission to receive torque therefrom, a first torque transmitting member transmitting torque from the torque input member to the first drive wheel, and a second torque transmitting member transmitting torque from the torque input member to the second drive wheel.

Abstract: A differential apparatus includes a differential casing, a pair of side gears and plural pairs of pinion gears. The pinion gears are accommodated in bores formed in the differential casing, respectively. Each pinion gear has an outer diameter smaller than that of a standard gear to be determined corresponding to predetermined gear specifications. With such a forming of the pinion gears, the tip circular thickness of each pinion gear is increased, so that surface pressure at respective tips of the pinion gears is reduced to improve the seizure resistant capability.

Abstract: A differential apparatus comprises: a casing (1) rotated by an external power; a first shaft (9) rotatably supported by the casing: a second shaft (11) rotatably supported by the casing; a first side gear (17) formed integral with the first shaft: a second side gear (19) formed integral with the second shaft; and a helical pinion gear assembly (29. 31) geared between the first and second side gears within the casing filled with a viscous fluid. Therefore, a differential limiting force can be generated by gearing between the helical pinion gear assembly and tire first and second side gears, when the viscous fluid is pressurized and circulated within the casing by a gear pumping action of the helical pinion gear assembly caused by differential motion between the first and second side gears, even if the torque applied to one of the side gears is zero (as when one tire is floated perfectly from a road surface).

Abstract: To enable a reliable differential lock without setting an actuator to be large-sized, a differential apparatus has a differential casing rotated by driving force of an engine, output side helical side gears supported within this differential casing, helical pinion gears connecting the gears, storage holes for storing the gears slidably and rotatably, a locked member connected to the gear, a lock member integrally rotated with the differential casing, a clutch mechanism formed between the members and locking a differential rotation, an actuator for coupling and operating the clutch mechanism, and a cam mechanism for increasing coupling force of the clutch mechanism by receiving differential torque when the clutch mechanism is coupled.

Abstract: In a disclosed center differential, a front sun gear and a rear sun gear are received within a housing such that they are coaxial with a rotational axis of the housing. The pair of sun gears have helical teeth respectively. The helical teeth of the rear sun gear is helically twisted in a direction for generating a force for urging the rear sun gear toward a rear end wall of the housing when the vehicle makes a turn in its coast driving mode. A front friction generating mechanism is interposed between the front end wall of the housing and the front sun gear, and a rear friction generating mechanism is interposed between the rear end wall of the housing and the rear sun gear. A friction torque transmitted between the housing and the rear sun gear through the rear friction generating mechanism when the vehicle makes a turn in its coast driving mode is larger than a friction torque transmitted between the housing and the front sun gear through the front friction generating mechanism.

Abstract: This differential apparatus has a differential casing rotated by an engine, side gears on an output side arranged within the differential casing and spline-connected to output shafts, pinion gears for connecting the gears, storing holes for slidably and rotatably storing the gears, a thrust block for receiving thrust forces of the output shafts, washers, respectively opposed to the gears and movably arranged with respect to the thrust block in an axial direction, and a spring for pressing the washers, against the gears, and giving frictional torque to said gears. Accordingly, no thrust forces of the output shafts are inputted to the washer members and the spring and initial torque is released from influences of the thrust forces of the output shafts so that stable differential limiting characteristics can be obtained.

Abstract: A differential gear apparatus includes a differential case 21 having casing members 31,33 fixed by a tightening member 35 and driven by an engine to be rotated, side gears 37,39 on the wheel side, pinion gears 57,59 for linking the gears 37,39 with each other, and receiving bores 53,55 formed of first and second wall surfaces 77,79,83,85 which are respectively formed in the casing members 31,33 for receiving the pinion gears 57,59 slidably and rotatably therein, wherein wall surfaces 77,79 occupy semicircles or more of the receiving bores 53,55, and curvatures of the wall surfaces 83,85 are set to be larger than those of the wall surfaces 77,79 and wherein distances between the wall surfaces 83,85 and the pinion gears 57,59 are set to be longer than distances between the wall surfaces 77,79 and the pinion gears 57,59 in contacting areas of respective wall surfaces.

Abstract: A differential drive having a drivable differential carrier supported in a drive house. The differential drive includes two axle shaft gears which are coaxially supported in a first bore. A plurality of pairs of differential gears which are eccentrically supported in an axis-parallel way in the differential carrier second and third bores. The longer hub extension opposed to a region of engagement with the associated axle shaft gear is radially fixed. The shorter hub extension adjoining a region of engagement with an associated axle shaft gear is laterally guided in a radial direction.

Abstract: An automotive differential (10) is modified to provide better control over torque transfers between a housing (12) and a pair of output shafts (16 and 18), as well as torque transfers between the output shafts (16 and 18). Friction modifiers (66 and 86) are located at various end faces of side gears (30 and 32) coupled to the output shafts (16 and 18) for varying bias ratios in opposite directions of torque transfer between output shafts (16 and 18) independently of directions of torque transfers between the housing (12) and the output shafts (16 and 18).

Abstract: A differential drive comprising two axle shaft gears supported coaxially in the differential carrier and having different pitch circle diameters, and a plurality of differential gears which are supported relative to said axle shaft gears in an axis-parallel way in the differential carrier and which, by means of their tooth heads, are slidingly supported in axial bores of the differential carrier, with first differential gears covering the axial length of both axle shaft gears and comprising two different toothed regions of which the teeth of a first one engage the teeth of the axle shaft gear with the greater pitch circle diameter and of which the teeth of a second one engage the teeth of at least one of said further differential gears and with second differential gears covering the axial length of the axle shaft gear with the smaller pitch circle diameter and, along said length, engaging both the axle shaft gear and at least one of the first differential gears and with the major diameters of both toothed reg

Abstract: A differential gear, adapted to be driven by an engine, includes a differential gear case, helical pinion gears which are housed slidably and rotatably in housing holes formed in the differential gear case, and helical side gears on wheels coupled via the helical pinion gears. The differential gear further includes a limit slip differential of the speed-responsive type, in which a member on one side is coupled to one of the side gears. A spur gear portion is formed on a member on the other side of the limited slip differential, and the spur gear portion meshes with a spur gear formed on the other helical pinion gear to mesh with the other helical side gear.

Abstract: In a parallel-axis differential, pocket pairs are formed in an inner periphery of a housing and planetary gear pairs are rotatably received in the pocket pairs, respectively. With outer peripheral surfaces of the planetary gears (i.e., top faces of helical teeth) being in contact with inner peripheral surfaces of the pockets, the planetary gears are rotated relative to the housing. End portions of the helical teeth located on opposite end portions of each planetary gear are gradually reduced in height toward ends of the planetary gear. By this, top faces of end portions of those helical teeth are slightly convexly curved. The top faces of the end portions of those helical teeth are served as contact surfaces which are brought into contact with the inner peripheral surfaces of the pockets when the planetary gears are slightly inclined.

Abstract: Arranged within a differential gear case are first and second side gears rotating together with first and second output shafts, respectively; first and second differential gears engaged with one of the first and second side gears and rotatably supported within cylindrical holes, respectively, so as to be partially engaged with each other to move circularly together with the differential gear case; and a viscous coupling capable of transmitting, between a hub rotating together with the output shaft and a housing, a torque in response to the difference in the speed. The outer periphery of the housing is provided with a cam surface to be engaged, in the direction of rotation, with the first and second differential gears to press and bias the first and second differential gears against the inner cylindrical surfaces of the cylindrical holes.

Abstract: In a differential gear system disclosed, a pair of sun gears and a plurality of pairs of planetary gears are received in a housing. The pair of sun gears are coaxial with a rotational axis of the housing. End portions of a pair of drive shafts extending through a pair of end walls of the housing are spline-engaged respectively with the pair of sun gears. The pair of sun gears have helical teeth, respectively. Each pair of intermeshing planetary gears are meshed respectively with the helical teeth of the pair of sun gears, respectively. A plurality of washers are interposed between the pair of sun gears. The plurality of washers have first washers and second washers, respectively, which first and second washers are alternately arranged. The first washers are engaged with end portions of reduced diameters of the sun gears such that the first washers are capable of moving axially but incapable of rotation.

Abstract: In a differential for vehicles, a pair of side gears are received in a housing and coaxial with the housing. The pair of side gears are spline-connected with end portions of a pair of coaxial output shafts. The pair of side gears are meshed with each other through paired element gears. Each side gear has a protrusion of a reduced diameter to be inserted in a receiving recess of the housing. A primary thrust washer and a coned disk spring are interposed between a shoulder of each side gear and the housing. A secondary thrust washer is interposed between the protrusion of the side gear and the housing. With a distal end face of the protrusion of the side gear contacting the housing through the secondary thrust washer, a distance between the shoulder of the side gear and the inner surface of the housing is larger than a total thickness of the primary thrust washer and the coned disk spring.

Abstract: In a planetary differential gear system using helical gears, a clutch is interposed between a carrier for planetary gears and a differential casing, and adapted to be engaged by an axial thrust force produced by a sun gear. First and second axle shafts are provided with splined internal ends which are received in complementary bores of the sun gear and the carrier, respectively. The first axle shaft is received in a bore of the differential casing so as to be freely slidable and rotatable jointly with the sun gear. Therefore, the thrust force produced by the sun gear when a drive input is applied to the differential system can be transmitted to the friction clutch without being obstructed by the friction produced by the splined coupling between the first axle shaft and the sun gear, or disturbed by any unpredictable force of engagement between the first axle shaft and the sun gear.

Abstract: A torque divider for distributing the engine torque in a determined torque dividing ratio includes a case which is driven and rotated by an engine and which has first and second supporting holes. In the torque divider first and second side gears are arranged side by side. The second side gear has a predetermined radius larger than that of the first side gear. First and second pinion gears are housed inside the first and second supporting holes, respectively. The first and second pinion gears, respectively, have first and second gear parts. The first gear parts of the first and second pinion gears are meshed with each other; the second gear part of the first pinion gear is meshed with the first side gear; and the second gear part of the second pinion gear is meshed with the second side gear.

Abstract: A system and method for controlling the bypass clutch of an automatic transmission includes an electronic microprocessor, an electronic memory accessible to the microprocessor, solenoid-operated bypass valve, pressure actuated bypass clutche, a variable force solenoid-operated bypass valve, a torque converter bypass friction clutch, and control algorithms that produce output signals to control the state of the solenoid-operated valve. The vehicle speed at which the bypass clutch engages and disengages, according to a reference schedule, is compensated for loss of engine torque at conditions that differ from the conditions at which the reference schedule is defined. Vehicle speed is compensated for torque variation with reference to the ratio of current calculated engine torque divided by current engine output torque.

Abstract: A differential mechanism usable as an inter-axle differential or as a conventional axle differential includes a carrier mounted for rotation in a differential housing. The carrier rotatably mounts a pair of face-type side gears located in a spaced apart, confronting relationship. A plurality of spur-type pinion gears are rotatably mounted within said carrier; the spur-type pinion gears are in meshing co-engagement with the confronting side gears and have radial axes of rotation with respect to the rotational axis of said carrier. Thrust/friction washers are disposed between the carrier and each face gear and provided limited slip capability to the differential. The differential can easily accommodate variations in torque split by installing unequally sized side gears. Changing the side gears does not require changing the size of the pinion gears to achieve other than 50/50 torque split between axles that are connected to the carrier.

Abstract: A connecting system which includes a pilot clutch brought into an engaged state by an actuator, a cam member operated by an engaging force of the pilot clutch, an urging member driven and moved by the cam member, and a main clutch brought into an engaged state by a movement of the urging member. The cam member includes a first cam ring restrained by the pilot clutch, a second cam ring provided on the urging member, and rolling members interposed the first and second cam rings for converting the relative rotation of the cam rings into a thrust. The system further includes a biasing member for biasing the urging member and the first cam ring in a direction of abutment against each other in order to generate a frictional force between the urging member and the first cam ring. Thus, it is possible to prevent the engaging force of the main clutch from being influenced by a drag torque produced in the pilot clutch.

Abstract: A differential apparatus comprises: a differential casing; a first side gear rotatably arranged within the differential casing and connected to the first shaft; a second side gear rotatably arranged within the differential casing in parallel to the first side gear and connected to the second shaft; at least one short pinion gear housed in a bore formed in the differential casing so as to be rotated within the bore and around the first and second side gears together with the differential casing; at least one long pinion gear housed in another bore formed in the differential casing in parallel to and in mesh with the short pinion gear so as to be rotated within the bore and around the first and second side gears together with the differential casing; and a viscous coupling. The first and second side gears are geared to each other through the short and long pinion gears so as to be rotated differentially relative to each other, when the short and long pinion gears are driven by the differential casing.

Abstract: Increased friction is generated in a parallel-axis gear differential by wedges 66 having respective bearing surfaces 68 and 70 for rotationally supporting outside diameter surfaces of a pair of planet gears 38 and 40. The wedges 66 react to bearing loads within a differential housing 10 by urging the planet gears 38 and 40 toward a condition of zero backlash with a pair of side gears 34 and 36.