Abstract: A bevel gear differential, also referred to as an "open" differential, is modified by asymmetrically distributing bevel pinions around a central axis of a pair of side bevel gears. The asymmetrically distributed pinions generate imbalanced radial forces acting on the side gears, which are converted into increased frictional resistance to differentiation. The force imbalance is managed at frictional interfaces to support a wider range of performance options.

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: A parallel-axis torque-proportioning differential has four pairs of planet gears arranged symmetrically-but-non-equiangularly about a common axis in two mirror-image gear sets separated by angular spacings adequate to permit access for C-clip assembly. A thrust-block, positioned between the opposed end faces of the sun/side gears, is not supported in a housing window but rather is supported on the outer circumferential surfaces of four planet gears, two from of each set, so that the housing window can be significantly larger than the thrust-block, thus increasing lubrication and lessening the cost and weight of the housing and reducing the weight of the required thrust-block. Also, the thrust-block may include two side-by-side mating members separated by a spring element to exert a preload force between the opposed end faces of the side gears.

Abstract: A traction control system combines a power limiting system having multiple operating modes with a power distributing system that resists differentiation between drive wheels. Sensors monitor vehicle turning, differentiation between the drive wheels, and wheel slipping of at least one drive wheel. The operating mode of the power limiting system is changed to reflect additional traction information available from monitoring the state of differentiation through turns.

Abstract: A traction control system combines engine output power limiting with a single point brake for controlling wheel slip. The brake is preferably connected to the engine to reduce torque requirements and avoid drive line shock. One friction member of the preferred brake is coupled to the engine block, and another friction member member is coupled together with a drive pulley to the engine output shaft. An electromagnetic actuator moves the two friction members into engagement with each other within a hollow interior of the drive pulley.

Abstract: A gear for use in automotive differentials and a method for its manufacture in which, initially, the gear teeth are roll-formed in a cylindrical rod workpiece between a pair of toothed dies so that a fissure is created in the top land of each rolled tooth, the roll-forming being continued until (a) the diameter of the top land of each tooth is slightly greater than the desired cylindrical outside diameter of said gear and (b) each fissure is narrowed to form a seam at the top land surface of each tooth. The gears are then further processed in a relatively short machining operation that removes the narrowed seam in the top land of each gear tooth to reduce the depth of the fissure so that the normal force vector of the highest point single tooth loading ("HPSTL") on the gear tooth is directed below the bottom of the fissure.

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: The disclosed system facilitates the flow of lubrication fluid between the planet gears and their respective housing pockets in a parallel-axis differential. A further set of pockets is formed within the differential housing for receiving and retaining lubrication fluid that is continuously supplied to the housing during vehicle operation. Holes, slots, and grooves direct the lubrication from the fluid-storage pockets to (a) the cylindrical bearing surfaces of the pockets and to (b) the interfaces between the planet-gear pockets and the end faces of their respective planet gears. The fluid-storage pockets are distributed circumferentially about the common axis of the side gears so that the rotational balance of the differential is maintained.

Abstract: A parallel-axis torque-proportioning differential includes four sets of planetary gear pairs mounted within a differential housing having exterior dimensions substantially identical to those presently being used for comparable prior art designs. The four planetary pairs are arranged in two planetary sets positioned symmetrically-but-non-equiangularly with the axes of the planet gears in a mirror-image relationship about the common axis of the sun/side gears and with each planetary set comprising two of the separate and distinct planet gear pairs. The two planetary sets are separated from each other by large angular spacings; and two large windows, which are positioned in circumferential alignment with each of said large angular spacings, facilitate lubrication and also provide appropriate access to accommodate C-clip assembly.

Abstract: A parallel-axis gear differential (10) includes a planetary gearing assembly of sun gears (22 and 24) and planet gears (26, 28, 30, 32, 34, and 36) carried within a housing (12). The planet gears (26, 28, 30, 32, 34, and 36), which are mounted in pairs within pockets (38, 40, 42, 44, 46, and 48) formed in the housing (12), include a first point of meshing engagement (74, 76) with one of the side gears (22, 24) and second and third points of meshing engagement (78 and 80) with a paired planet gear. A radial load component "Ws1" at the first point of engagement (74, 76) is adjusted with respect to a combined radial load component "Ws2" of the second and third points of engagement (78 and 80) for maintaining the planet gears (26, 28, 30, 32, 34, and 36) in their proper running positions within pockets (38, 40, 42, 44, 46, and 48).

Abstract: A power limiting system, such as an engine output power regulator (32), is combined with a power distributing system, such as a torque proportioning differential (18), to limit excessive wheel slip while utilizing more of available traction. Slip determination and control logic (36) reduces drive power with respect to operator demand in response to a measure of wheel slip above a threshold "T". Threshold determining logic (56) adjusts the threshold "T" from a first target value "T1" to a higher second target value "T" from a the drive power is reduced and drive wheels (24 and 26) are rotating at the same speed.

Abstract: Four different designs for the teeth of a rolling die are disclosed. A pair of the disclosed dies is used to form helical teeth in a cylindrical rod workpiece. All four of the disclosed die tooth embodiments are variations of a common design feature: Namely, at least one segment of the tooth profile for the first tooth of the start portion of the die is formed with a pressure angle substantially larger than the pressure angle of the final basic profile geometry desired for the teeth, and then the profiles of the successive die teeth for the start portion are formed so that the pressure angle of each successive die tooth progressively and gradually decreases in magnitude from the pressure angle of the first tooth until the pressure angle of the final die tooth of the start section is substantially the same as the pressure angle of the desired workpiece teeth.

Abstract: A warning system alerts a driver of a motor vehicle to different types of traction losses. A first sensing circuit (10) detects a loss of wheel adhesion by monitoring a vehicle drive line for a pronounced vibration within a range of between ten and fifteen hertz. A second sensing circuit (12) monitors a brake light circuit to detect application of a vehicle brake. A logic circuit (28) combines outputs (A and B) from the first and second sensing circuits and outputs command signals (C and D) that distinguish between a loss of wheel adhesion due to wheel skidding and a loss of wheel adhesion due to wheel slipping. A warning device includes two indicators (36 and 38) that receive the respective command signals and produce sensorially distinguishable warning signals for eliciting different responses from the driver.

Abstract: A parallel-axis gear differential includes one or more pairs of planet gears (68 and 70) for interconnecting two side gears (34 and 36). The planet gears (68 and 70) include at least three meshing portions (82, 84, and 88 and 94, 96, and 98). One of the meshing portions (82 or 96) of each planet gear (68 or 70) engages one of the side gears (34 or 36), and the other two meshing portions (84 and 88) of one planet gear (68) engage respective meshing portions (94 and 98) of its paired planet gear (70). The two planet-to-planet meshes (84/94 and 88/98) straddle one of the side gears (36), and the two side gears (34 and 36) straddle one of the planet-to-planet gear meshes (84/94). A spacer block (46) is positioned between the side gears (34 and 36 ).

Abstract: A parallel-axis gear differential (10) has planet gear pairs (46) separated by pivotable toggles (56). A leading member (48) of each planet gear pair (46) is angularly advanced in a forward drive direction (38) with respect to a following member (50) of each planet gear pair (46). First bearing surfaces (60) of the toggles (56) support the leading planet gears (48), and second bearing surfaces (62) support the following planet gears (50). Pivot axes (58) of the toggles (56) are positioned closer to one or the other bearing surfaces (60 or 62) to control force transmissions between the planet gear members (48 and 50).