Abstract: A differential apparatus (7) comprises: a differential casing (21) rotated by an engine power; a plurality of pinion gears (65, 66) slidably housed in accommodation holes (63, 64) formed in the differential casing: a pair of side gears (35, 37) geared with each other via the pinion gears, two opposing end surfaces thereof being slid relative to other either directly or via a thrust washer (61); and a block member (47, 91, 97) interposed between two inner circumferential surfaces of the two side gears so as to center the side gears, respectively. In particular, at least one oil sump (77, 79; 95; 101) is formed between the block member and the side gears, to supply lubricant to sliding portions between the block member (47, 91, 97) and the side gears (35, 37) and between two opposing end surfaces of the two side gears, by a centrifugal force generated by the rotating differential casing.

Abstract: A supercharger for supercharging intake air to an engine includes a casing which has a suction opening covering a suction-side end of the casing and a discharge opening on the side of the opposite end thereof, and a pair of rotors engaged with each other for compressing intake air introduced from the suction opening to supply the compressed air to the engine via the discharge opening. The casing has therein a communication passage for establishing a communication between the suction opening and the discharge opening. The supercharger also includes a bypass valve for opening and closing the communication passage, and an actuator for actuating the bypass valve.

Abstract: A differential apparatus includes a differential casing, a pair of helical side gears and a pairs of helical pinion gears. The helical pinion gears are accommodated in bores formed in the differential casing, respectively. When it is expected that a helix angle of tooth trace of the helical pinion gear would be decreased by the vehicle's driving, one of the helical pinion gears is formed in advance so that the tooth depths are gradually decreased from axial ends of the helical pinion gear toward the axial intermediate potion. Conversely, when it is expected that a helix angle of tooth trace of the pinion gear would be increased by the vehicle's driving, one of the helical pinion gears is formed in advance so that the tooth depths are gradually increased from the axial ends of the helical pinion gear toward the axial intermediate potion.

Abstract: A differential apparatus includes a differential casing, a pair of helical side gears and a pair of helical pinion gears. The helical pinion gears are accommodated in bores formed in the differential casing, respectively. The long and short helical pinion gears have respective first gear portions meshing with the side gears, respectively, and second gear portions meshing with each other. Each gear tooth of the long pinion gear is so tapered that tip thickness of the gear tooth is gradually decreased from an axial end of the gear portion toward the other gear portion. Even if the long pinion gear is inclined by meshing reactive forces, it is possible to ensure sufficient tooth bearing areas at respective tooth faces of the pinion gears.

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 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. On the side wall of the differential casing a plurality of lubrication holes are formed for introducing the lubrication oil into the differential casing. Each lubrication hole is arranged so that a center thereof is positioned in the vicinity of a meshing point of the pinion gears. In operation, due to the screw pumping effect of the pinion gears, plenty of lubrication oil is introduced into meshing portions of the pinion gears.

Abstract: A differential unit having a speed-sensitive-type differential limiting function is capable of moderating the differential limiting force to maintain the controllability and stability of a vehicle. The differential unit according to the present invention includes a differential case to be rotated by drive force of an engine, a differential mechanism for distributing rotations of the differential case to a pair of output shafts, a frictional clutch for limiting the differential of the differential mechanism, a hydraulic actuator for clutching the frictional clutch, an oil pump which receives differential torque of the differential mechanism so as to be driven to operate the hydraulic actuator, control valves for introducing air to the oil suction portion of the oil pump, and a controller for opening or closing the control valve to correspond to a condition under which a vehicle is driven.

Abstract: A shaft hole 69 in a cast rotor main body 67 has a hollow space 75 and an opening 79 in a tooth trace 73 formed by using a core. A hollow screw rotor 35 is formed by fixing a rotor shaft 47 in this shaft hole 69. A straight portion 81 to be chucked at the time of machining is formed at the inner peripheral side of the opening 79.

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 apparatus comprises a differential casing, a pair of helical side gears, and at least one pair of long and short helical pinion gears. The long helical pinion gear includes first and second gear portions and the short helical pinion gear includes first and second gear portions. The apparatus may include gear coupling portions for coupling the first and second gear portions of the long and short helical pinion gears via a long gear shaft or a short gear shaft, respectively. Since the first and second gear portions of the long or short helical pinion gear can be coupled to the long or short gear shaft by use of the common coupling portions, it is possible to obtain a larger or smaller differential limiting force by exchanging the helix angle relationship (thrust directions) of the two helical pinion gears.

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: Disclosed is a differential gear assembly having: a rotatable case; first and second side gears being coaxially supported in the case and connected to first and second output shafts, respectively; at least one pair of first and second pinion gears, the first pinion gear having first and second gear portions, the second pinion gear having third and fourth gear portions, the first and second pinion gears being arranged in parallel to the rotation axis of the case so that the first gear portion is engaged with the third gear portion, the second gear portion is engaged with the first side gear, and that the fourth gear portion is engaged with the second side gear; and a holding member being provided on the case for holding the first and second pinion gears. The first and second pinion gears move with the case around the rotation axis in response to rotation of the case and each of the first and second pinion gears is slidable and rotatable around an axis thereof with respect to the holding member.

Abstract: Disclosed is a differential gear assembly comprising: a case rotatable around a rotation axis in response to a driving force of an engine; first and second side gears coaxially arranged within the case and supported in such a manner that the first and the second side gears are individually rotatable around the rotation axis of the case with respect to the case, the first and the second side gears being adapted to be connected to first and second output shafts respectively; at least one pair of first and second pinion gears each of which has a center axis parallel to the rotation axis of the case, the first pinion gear having first and second gear portions, the second pinion gear having third and fourth gear portions, the first gear portion being engaged with the third gear portion, the second gear portion being engaged with the first side gear, and the fourth gear portion being engaged with the second side gear; and a holding member formed on the case and having a holding bore for holding the first and the th

Abstract: A differential apparatus includes a differential casing (21) rotated by an engine drive power; pinion gears (51, 53) slidably and rotatably accommodated in accommodating holes (47, 49) formed in the differential casing (21); a pair of side gears (31, 33) linked with each other via the pinion gears, for transmitting the engine drive power to vehicle wheels differentially; and device (69, 73, 81, 91, 99, 101, 103, 107, 109) for supplying lubricant to sliding surfaces between inner walls of the accommodating holes and the pinion gears.

Abstract: Disclosed is a differential gear assembly comprising: a case rotatable around a rotation axis in response to a driving force of an engine; first and second side gears coaxially arranged within the case and supported in such a manner that the first and the second side gears are individually rotatable around the rotation axis of the case with respect to the case, the first and the second side gears being adapted to be connected to first and second output shafts, respectively; at least one pair of first and second pinion gears each of which has a center axis parallel to the rotation axis of the case, the first pinion gear having first and second gear portions, the second pinion gear having third and fourth gear portions, the first gear portion being engaged with the third gear portion, the second gear portion being engaged with the first side gear, and the fourth gear portion being engaged with the second side gear; and a holding member formed on the case and having a holding bore for holding the first and the t

Abstract: A clutch device for controlling transmitted torque in a vehicle comprises a first friction clutch including multiple clutch disks, a hub, a clutch drum and a pressing ring; a second friction clutch including multiple clutch disks, a clutch drum, a cam ring and an electromagnet; a cam mechanism; and a spring. A part of the thrust force is cancelled by energizing force of the spring to shift an operating point of the first friction clutch to a high torque side. A range where only the second friction clutch operates becomes wider. Therefore, change in the torque of the second friction clutch relative to change in operating force is decreased. This contributes to an accurate torque control. In accordance with the function of this clutch device, features of front wheel drive and 4WD vehicles are obtained so that fuel consumption can be decreased and road ability can be improved. Further, straight running performance of a vehicle can be achieved and a tight corner braking phenomenon can be avoided.

Abstract: A supercharging device for an internal combustion engine for which the load can be changed by an accelerator pedal includes: a continuously variable transmission being driven by the engine and including a drive pulley, a driven pulley, a belt, a flyweight, and a presser member, the drive and driven pulleys having movable flanges and fixed flanges mounted on rotatable shaft members and being rotatable therewith, the belt being wound around and coupling the drive and driven pulleys, and the flyweight and the presser member being provided on at least one of the drive pulley and the driven pulley; and a mechanical type supercharger driven by the continuously variable transmission for supercharging the engine, the supercharger having a housing and a runner shaft with a runner rotatably supported inside the housing.

Abstract: A gear transmission apparatus comprises a planetary gear mechanism having an internal gear, a plurality of pinion gears, a pinion carrier, and a sun gear. The pinion carrier has an overhang portion extending along an outer periphery of the internal gear. A bearing or bush is provided to support the overhang portion. A band brake is provided for braking the pinion carrier when brought into frictional contact with the overhang portion. A one-way clutch is interposed between the rotation input shaft and the rotation output shaft so as to allow rotation of the rotation output shaft in a speed-increase direction. In a preferred embodiment, either the sun gear or the internal gear is braked by the band brake.

Abstract: A differential apparatus comprises: a differential casing driven by an engine; a bevel gear type differential mechanism having pinion shafts, pinion gears, and a pair of side gears one of which is coupled to a first output shaft and the other of which is coupled to a second output shaft; a differential limiting mechanism linked with one of the side gears; and a gear transmission mechanism engaged between the differential limiting mechanism and the other of the side gears. The differential limiting mechanism (clutch or viscous coupling) can be disposed directly between the two side gears without allowing two output shafts to intervene between the two side gears, so that the differential apparatus can be mounted on a vehicle provided with another differential apparatus (e.g., having no differential limiting apparatus) without any design modification of the output shafts.

Abstract: Oil is enclosed in a casing. A power transmitting section and an electromagnetic clutch are contained in the casing. The electromagnetic clutch has an electromagnet fixed to the casing. An oil sump is formed adjacent to the electromagnetic clutch. An oil gutter collects the splashed oil splashed by centrifugal force from the power transmitting section and the electromagnetic clutch and directs the collected oil into the oil sump. The power transmitting section has an oil path for introducing the oil from the oil sump, directing the oil to an area in the vicinity of the electromagnetic clutch, and supplying the oil to the electromagnetic clutch by means of the centrifugal force.