Abstract: A locking differential is provided for selectably locking a first axle to a second axle. The locking differential utilizes a dog clutch assembly characterized by two interlocking clutch members positioned between the differential side gears on opposing sides of the differential pinion shaft. The interlocking clutch members have face splines thereon for engaging corresponding face splines formed on the side gears. An actuating mechanism can be selectably activated to force the two interlocking members into engagement with the side gears.

Abstract: A transmission apparatus for changing the speed of a driven member relative to the speed of a driving member for transmitting effectively continuous torque transfer between the members. The apparatus includes cam gears driven by a driving member, driven gears in continuous engagement with the cam gears, and a driven member which journals the driven gears for rotation. One section of the driving member is hollow and has a plurality of radially extending apertures, each containing a reciprocating detent for engaging an inner cam surface of a corresponding cam gear. A shift member mounts within a bore of the driving member and rotates about the longitudinal axis of the driving member to cause the detents to reciprocate between a cam gear engaged position and a disengaged position.

Abstract: A controller for a planetary differential type reduction gear device (1), in which a driving force of a motor (10) is controlled by controller and the speed is reduced by the planetary differential type reduction gear device (1) so that the reduced speed is transmitted to an output side and a predetermined work is carried out by the driving force on the output sides and in which an output rotation detector (14) is provided on the output side of the planetary differential type reduction gear device (1) so that the driving force of the motor (10) is controlled on the basis of information from the output rotation detector (14) to thereby carry out the predetermined work. The detection is made in the vicinity of the object to be controlled to thereby improve the control accuracy as well as the structure.

Abstract: A power train device is provided with an electric motor including a cylindrical stator wound with electric oils and a cylindrical rotor which is disposed radially inwardly of the stator and rotated by energization of the electric coils. A reduction gear mechanism is provided for reducing the number of rotations of the rotor, and a differential gear mechanism is provided for supplying rotation power from the output of the reduction gear mechanism to a pair of drive shafts connected to each wheel and for absorbing a differential between the wheels. A cover covers the electric motor, the reduction gear mechanism and the differential gear mechanism, and the reduction gear mechanism is mounted radially inwardly of the cylindrical rotor.

Abstract: Drive unit for an electrically powered vehicle, comprising an electric motor (1) and a transmission (2) coupled between the electric motor and the drive axles (30,31) of the vehicle. The transmission (2) has a cylindrical speed reducer (8) with two reduction steps and two different gear ratios, a planetary gear set (9) driven by the speed reducer and which provides a third reduction step and which drives a differential (10) to which the drive axles are coupled. One drive axle (31) extends through the transmission and the electric motor.

Abstract: A vehicle transmission system is described which employs a split power path design to achieve continuously variable speed ratios. A motor-generator unit is provided for converting a fraction of the input power into electrical power, and a second motor-generator and differential gear mechanism are employed to re-combine the two power components before transmitting the mechanical power through a gearbox. Electrical power dissipation means allows the transmission system to provide slippage when accelerating a load from rest, and it also assists in shifting and in braking. An electronic motor controller coordinates feedback signals from various sensors and controls the dynamic performance of the entire system. The motor-generators are integrated with the housing of the transmission and have water jackets to assist in heat dissipation. The motor-generator pair and the power dissipation elements are all cooled by a circulating fluid which transfers heat from these components to an external heat exchanger.

Abstract: A clutch actuating device for use in a vehicle drivetrain subassembly having a clutch and a rotatable drive member, including first and second rotating members which are rotatably mounted to the drive member and are free to rotate relative to one another and relative to the drive member. The first and second rotating members engage one another so as to cause axial translation relative to one another in response to relative rotation between one another due to the engagement of ramp surfaces included on each member or, alternatively, due to the engagement of screw threads formed on each member. A gear system is connected to the first and second rotating members for differentially driving them and for controlling a direction of rotation of the rotating members relative to the drive member. First and second pilot clutches, are connected to the gear system and the pilot clutches are selectively activated, and selectively grounded.

Abstract: The invention relates a speed-sensing system to monitor the speed of individual wheels of a vehicle. A vehicle axle including a carrier housing and differential case assembly rotatably mounted within said carrier housing includes speed-sensing equipment associated with the carrier. The carrier housing has axle tubes extending therefrom in which axle shafts for the vehicle are disposed. The axle shafts are drivingly coupled to the case assembly and each includes a signal generator thereon. A sensing device is mounted in spreader holes in the carrier housing and positioned relative to the signal generator to monitor the rotary motion of the shaft and generate a signal which can be used by an onboard computer to control the speed of the axle shaft for the individual wheel of the vehicle. There is further described a method of assembling an axle assembly for a vehicle having a wheel speed sensor.

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 torque split control apparatus for use with an automotive vehicle including an engine for producing a drive. The automotive vehicle is supported on a pair of primary drive wheels and a pair of secondary drive wheels. The drive is transmitted from the engine to the primary drive wheels and to the secondary drive wheels through a torque distributing clutch capable of varying a torque transmitted to the secondary drive wheels. A control torque is calculated based upon a difference between the primary and secondary drive wheel rotational speeds. The control torque is transmitted through the torque distributing clutch to provide a desired turning characteristic to the vehicle. At least one vehicle condition dependent torque, which is dependent on a specified vehicle operating condition, is calculated. Vehicle operating conditions are monitored to produce a command signal when a 4WD control is demanded.

Abstract: A dual-drive electric transmission operated by a generator that may be powered, for example, by an internal combustion engine. Left and right motor networks have a rotation rotor, the motor networks being powered by the generator. A speed control assembly independently effects rotation of the rotor in each motor network at selected speeds. Left and right combining differentials are associated with the respective left and right motor networks. Each combining differential has a sun gear, a ring gear and a plurality of planetary gears meshing with the sun and ring gears. An output carrier supports the planetary gears. The sun gear in each left and right combining differential is driven by the respective left and right motor network. The ring gears are conjoined for unitary rotation in order to provide a mechanical regenerative path between the combining differentials.

Abstract: A speed increasing/decreasing mechanism is interposed between a left-wheel axle and a right-wheel axle. The mechanism is constructed integrally of a speed increasing mechanism and a speed decreasing mechanism. The speed increasing mechanism is adapted to increase a rotational speed of the left-wheel axle and then to output the thus-increased rotational speed to a first intermediate axle. The speed decreasing mechanism, on the other hand, is adapted to decrease a rotational speed of the left-wheel axle and then to output the thus-decreased rotational speed to a second intermediate axle. A first coupling of the variable transmitted torque capacity type is interposed between the first intermediate axle and the right-wheel axle to transmit drive torque therebetween. A second coupling of the variable transmitted torque capacity type is interposed between the second intermediate axle and the right-wheel axle to transmit drive torque therebetween.

Abstract: A torque distributing differential for distributing torque from an input element to two output elements and including a first planetary carrier connected to one of the two output elements of the differential and a sun gear coupled to the other of the two output elements. A second planetary carrier of a planetary gear type torque distributing mechanism coupled to the other of the two output elements. An external tooth gear of a ring gear of the torque distributing mechanism and an external tooth gear of the first planetary carrier being operatively connected to each other with a predetermined reduction ratio through a pair of spur gears, so that the sun gear is rotatably driven by a motor.

Abstract: A drive mechanism for an electric car which has a plurality of motors arranged in a drive mechanism case which, in turn rotatably supports a shaft at two points. This shaft transmits the rotation generated by the motors to drive shafts for rotation of the wheels to run the car. The motors are composed of stators having armature cores and coils, and rotors. The stators are fixed in the drive mechanism case and the rotors are supported by the shaft. Since this shaft is rotatably supported at two points by the drive mechanism case, accurate centering of the rotor is maintained.

Abstract: A torque distribution control device includes two rotational speed differential responsive type control couplings each having various transfer torque characteristics which differ in the ratio of a transfer torque to a rotational speed differential. The control device selects one of the torque transfer characteristics in response to a signal supplied thereto. When turning the outer wheel side control coupling is supplied with a signal for selecting the transfer torque characteristic that produces a maximum transfer torque for a given rotational speed differential, and the inner wheel side control coupling is supplied with a signal for attaining a non-slip rotational speed differential and for selecting the transfer torque characteristic that produces a transfer torque equal to that produced by the outer wheel side control coupling when the non-slip rotational speed differential is obtained.

Abstract: A torque distributing differential for distributing torque from an input element to two output elements and including a first planetary carrier connected to one of the two output elements of the differential and a sun gear coupled to the other of the two output elements. A second planetary carrier of a planetary gear type torque distributing mechanism coupled to the other of the two output elements. An external tooth gear of a ring gear of the torque distributing mechanism and an external tooth gear of the first planetary carrier being operatively connected to each other with a predetermined reduction ration through a pair of spur gears, so that the sun gear is rotatably driven by a motor.

Abstract: A differential control system for restrictively controlling a differential, which has electromagnetically controlled clutches disposed between differentially driven shafts, is electromagnetically controlled to lock and unlock the driven shafts. The control system has a controller for restrictively applying a locking current to the differential to lock and unlock the clutches in accordance with control modes manually selected.

Abstract: An arrangement with an epicyclic gearbox for driving two motor vehicle axles utilizes two inner central wheels with different numbers of teeth and engaging with a planet wheel. The inner central wheels are respectively in effective drive connection with one vehicle axle while the planet carrier of the planet wheel is connected to a centrifugal brake used as bursting protection for the epicyclic gear and a friction clutch effectively located between the planet carrier and a central wheel.

Abstract: A transmission having an input shaft with an input sun gear and a reverse rotation control shaft with a reverse rotation sun gear rotatably secured to the input shaft. A first and a second carrier, terminating in an output shaft, are rotatably secured on the reverse rotation control shaft and input shaft, respectively. Locking pins interconnect the first and second carriers to enable simultaneous rotation of the carriers. Input planetary gears are in mechanical communication with the input sun gear. A reverse rotation planetary gear and an input planetary gear are interconnected and each such interconnected gear is rotatably mounted on a locking pin to enable simultaneous rotation of the interconnected gears about the locking pin. Each reverse rotation planetary gear is in mechanical communication with the reverse rotation sun gear. A low speed ring gear is rotatably secured on the second carrier.

Abstract: A differential apparatus is disclosed for controlling differential between left- and right-hand axles of a vehicle. A differential mechanism of planetary gear type is received within a differential case. The differential case is provided with a ring gear of the differential mechanism. A first hub is provided with a sun gear of the differential mechanism, and is fixed to one of the axles. A second hub is so provided as to be capable of being rotatable with respect to the first hub, and is fixed to the other axle. The carrier is movable axially relative to the second hub of the differential mechanism and is integrally rotatable together with the second hub of the differential mechanism. A first friction clutch for limiting differential between the carrier and the first hub is engaged by a cam mechanism controlled by a second friction clutch.

Abstract: An automatic variable speed transmission with an input shaft, an input sun gear formed on the input shaft and a first and second carrier rotatably mounted on the input shaft with the second carrier terminating in an output shaft. First and second locking pins secure and interconnect the two carriers together to enable simultaneous rotation of the carriers. A low speed ring gear is rotatably mounted on the input shaft. A first differential gear is rotatably mounted on each first locking pin and each first differential gear is in mechanical communication with the input sun gear and the low speed ring gear. A reverse ring gear is rotatably mounted on the output shaft. A second differential gear is rotatably mounted on each second locking pin and each second differential gear is in mechanical communication with the reverse rotation ring gear and with a first differential gear.

Abstract: A limited slip differential includes a friction clutch mechanism, a viscous coupling, and a camming mechanism disposed between the friction clutch mechanism and the viscous coupling. The camming mechanism converts shearing forces within the viscous coupling to an axial force applied to engage the clutch mechanism. The camming mechanism includes annular discs having axially inclined ramps, and a roller bearing for movement along the ramps to provide for variable spacing between the annular discs, wherein increased spacing is used to apply the axial force.

Abstract: A transmission having an input shaft with a sun gear (12), a medium speed shaft with a sun gear (14) rotatably mounted on the input shaft, a low speed shaft with a sun gear (16) rotatable mounted on the medium speed shaft and a reverse rotation shaft with a sun gear (18) rotatable mounted on the low speed shaft. A first carrier and a second carrier terminating in an output shaft are rotatably mounted on the reverse shaft and input shaft, respectively. Locking pins interconnect first and second carriers. Reverse rotation gear is integrally formed with an input gear and rotatable mounted on a locking pin. Each reverse rotation gear meshes with the reverse sun gear (18) and each input gear meshes with sun gear (12). Low speed gears are integrally formed with a medium speed gear and rotatable mounted on a locking pin. Each low speed gear meshes with sun gear (16) and each medium speed gear meshes with the input gear and the sun gear (14).

Abstract: A rear differential gear allows to be locked by a differential gear lock switch at speeds less than a first set vehicle speed, prohibited from being locked at speeds greater than or equal to the first set vehicle speed, and automatically unlocked if the locked state elapses a predetermined period of time at speeds greater than or equal to a second set vehicle speed that is greater than the first set vehicle speed. Therefore, it can prevent reduction in driving stability due to the under-steering in a turning, even if a driver has forgotten unlocking the locked rear differential gear by operating the differential gear lock switch in a rear differential lock controller.

Abstract: Blade pitch is changed by an actuator that is responsive to the relative rotation of two input members. Blade pitch is not changed when the members are rotated at the same speed. However, blade pitch is changed in one direction when a braking torque is applied to one member, and blade pitch is changed in an opposite direction when a braking torque is applied to the other member.

Abstract: A differential gear device for a vehicle is disclosed. The differential gear device is provided with a planetary gearing for producing differential motion having a ring gear with a toothed portion, and an electro-magnetic multiple clutch for limiting the differential motion. The electro-magnetic clutch is provided with a plurality of outer friction plates and a plurality of inner friction plates alternately positioned with the outer friction plates. An outer rotary member made of a nonmagnetic substance and integrally joined to the ring gear is provided for the electro-magnetic multiple clutch. A support member is made of a magnetic substance and conducts a magnetic force from the electro-magnet to the armature through the outer and inner friction plates to attract the armature to engage the outer and inner friction plates in cooperation with the armature. The support member is connected with the outer rotary member.

Abstract: The present invention relates to a differential gear assembly including a rotatable case having an annular gear formed therein with first and second axle shafts journalled in the case for rotation relative thereto. A sun gear is connected to the first axle shaft for rotation therewith, and a planetary carrier is connected to the second axle shaft for rotation therewith. A plurality of pairs of planetary gears is supported on the carrier, with a first gear of each of the pairs meshing with the annular gear and a second of each of the pairs meshing with the sun gear. Clutch means are provided for limiting relative rotation between the first axle shaft and the second axle shaft by clutching the sun gear to the planetary carrier, the clutch means including a clutch pack formed of a plurality of annular clutch disks.

Abstract: A differential gear device for a vehicle is disclosed. The differential gear device is provided with a planetary gearing for producing differential motion having a ring gear with an tooth portion, and a electro-magnetic multiple clutch for limiting the differential motion. The electromagnetic clutch is provided with a plurality of outer friction plates and a plurality of inner friction plates alternately positioned with the outer friction plates. An outer rotary member made of a nonmagnetic substance and integrally joined to the ring gear is provided for the electro-magnetic multiple clutch. The outer rotary member is provided with a tooth portion for engaging the outer friction plates. The tooth portion of the outer rotary member is formed to receive the outer friction plates from the tooth portion side of the ring gear and has an aperture at least larger than the thickness of one outer friction plate at the tooth portion of the ring gear.

Abstract: A power transmitting device of a bevel gear differential provided coaxially with axles. The differential has a differential case, a pair of pinions rotatably supported in the differential case, a pair of side gears meshed with the pinions and secured to respective axles of the vehicle, and a final reduction gear secured to the differential case. A fluid-operated clutch controls the differential operation of the limited slip differential. The clutch has an outer drum integral with the differential case, an inner drum connected to one of the side gears, a plurality of outer disks secured to the outer drum, a plurality of inner disks secured to the inner drum, a piston slidably mounted in a piston chamber and operated by oil supplied to the piston chamber for engaging the outer drum with the inner drum, the outer disks and inner disks being disposed alternately with each other. Sealing members separate oil supplied to the piston chamber from oil for lubricating the final reduction gear.

Abstract: A differential unit comprises a differential carrier (12) supported in a housing (1) for rotation; output elements (16, 17) differentially rotatable relative to the carrier and connected to respective output shafts, differential gears connecting the output elements, and a friction assembly comprising a number of plates (22) rotationally fast with one element of the differential interleaved with a number of plates (24) rotationally fast with another element of the differential, the friction plates being axially loadable into frictional engagement with one another to restrict the differential rotation of the output elements. The friction plates are loadable by an actuating mechanism comprising an abutment ring (54) fixed in the housing and an actuating ring (28) movable angularly and axially relative thereto, with cam surfaces provided by circumferentially extending variable depth grooves (47, 48) in the rings with balls (49) therebetween engaging the grooves.

Abstract: A disengageable four-wheel-drive transmission system for motor vehicles with transverse gearbox includes a gradually-engageable hydraulic clutch controlled automatically by an electronic control unit in dependence on operating parameters including the torque transmitted by the engine of the vehicle at the time in question. The electronic control unit is arranged to cause the clutch to be engaged gradually from a disengaged condition in which the drive is transmitted from the gearbox only to the front differential or the rear differential of the transmission system.

Abstract: A modulating limited slip differential is disclosed of the type including a gear case (11), an actuating mechanism (51) being operable to apply a force to a clutch pack (41) to retard rotation between a side gear (25) and the gear case. The actuating mechanism includes an outer actuating plate (55) which normally rotates at the same speed as the gear case. The differential includes an electromagnetic actuator (81) which is operable to cause rotation of the outer actuating plate relative to the gear case, resulting in ramping of a plurality of cam balls (79) and axial movement of an inner actuating plate (53) to load the clutch pack. The cam balls are disposed in openings (69) in an end wall (67) of the gear case, the openings being circular, and just slightly oversized, relative to the cam balls to maximize the amount of metal in the end wall, and therefor, the torque transmitting capacity of the gear case.

Abstract: The invention relates to a device for the prevention of slippage on one side of a wheel on a motor vehicle driving axle with differential gearing. The device contains a sensor unit for detection of the slippage of a driving wheel and an electronic processing and control unit installed downstream. By means of an actuating element, braking or locking of a rotating part of the drive system can be effected, the actuating element being capable of being triggered by means of an electric control line. There is provided in this control line a mechanically actuatable switch that can be actuated as a function of the engine transmission position and that is deactivated when higher drive speed ranges are engaged. As a result, the device for prevention of slippage on one side, especially brake application on one side, can be activated by the safety switch as a starting assistance in performing a cross-lock function only at low speeds, preferably in first gear or first transmission speed range.

Abstract: A differential unit comprises a differential carrier (12) supported in a housing (11) for rotation; output elements (16, 17) differentially rotatable relative to the carrier and connected to respective output shafts; differential gears connecting the output elements; and a friction assembly comprising respective plates (22, 24) rotationally fast with elements of the differential, the friction assembly being axially loadable to restrict the differential rotation of the output elements. An actuating mechanism for loading the friction assembly comprises abutment and actuating rings angularly and axially movable relative to one another, with cam surfaces provided by circumferentially extending variable depth grooves in the rings with balls therebetween engaging the grooves. In order to avoid unintentional restriction of the differential action, the grooves and balls are arranged so that no frictional self-inhibition of relative movement between the abutment and actuating rings can occur.

Abstract: A process for continuously controlling the degree of locking of open differential drives in a driven axle of a multi-axle vehicle, in the case of which a nominal value .DELTA..sub.v soll of the differential speed at the wheels driven via the differential gear is determined as a function of the vehicle speed v.sub.F determined at the non-driven wheels and which records the wheel speed differential .DELTA..sub.v ist between the wheels driven via the differential gear, which wheel speed differential .DELTA..sub.v ist is readjusted by varying the locking effect on the nominal value .DELTA..sub.v soll of the differential speed always deviating from zero.

Abstract: A variable transmission includes an input shaft with an input sun gear mounted thereon and a differential gear carrier rotatably mounted thereon to enable independent rotation about input shaft. A transmission shaft is coaxially mounted on input shaft. A differential gear carrier is rotatably mounted on the transmission shaft. A plurality of pins interlink carriers to enable simultaneous rotation. A first differential gear is rotatably mounted on each pin, and each gear is meshed with an input sun gear. A control ring gear is rotatably mounted on the transmission shaft with the controlling gear meshed with each differential gear. A plurality of rods rotatably secures each carrier to enable rotation about its axis and to enable simultaneous rotation of the carriers. An output shaft terminating in an output ring gear is rotatably mounted relative to the input shaft. A second differential gear is rotatably mounted on each rod and is meshed with the gear differential and output ring gear.

Abstract: A vehicle such as a tractor having front and rear drive axles with crown wheel and pinions (10 and 11) driven from a prime mover (E) via an inter-axle differential (12). The rear drive axle has left and right hand brakes (40) and the inter-axle differential has a lock (22, 23, 24) for locking-up the differential. The lock is biased to an engaged condition by a spring (25) and an hydraulic actuator (27). A control system (CS) is provided which is arranged to engage the lock (22, 23, 24) when both rear axle brakes (40) are applied.

Abstract: A conductor which is coupled to a rotatably supported first shaft and a magnetic field generating device which is coupled to a rotatably supported second shaft are rotatable relative to each other. A relative position changing device for changing the relative position between the conductor and the magnetic field generating device is provided therebetween, and a torque splitting device is provided between the first and second shafts. The degree at which the conductor cuts across the magnetic flux in the magnetic field is changed by means of the relative position changing device. The input torque is distributed between the first and second shafts by the torque splitting device. The torque splitting device includes multiplying gear unit provided between the first shaft and the conductor. If the torque splitting device is a planetary gear unit, the initial setting of torque distribution is easy. A lock-up clutch is provided between the conductor and the magnetic field generating device.

Abstract: The invention is concerned with a drive assembly (8) comprising a differential (16). The differential (16) comprises a driving carrier (18) and two driven output gears (19) connected to joints (11) to driveshafts (12). The assembly (8) also comprises a coupling (48) by which one of the gears (19) may be connected directly to the carrier (18). The joint (11) associated with said gear (19) is positioned outside the differential (16) directly adjacent thereto and extends coaxially around an outer part (26) of the joint (11). An inner part of the coupling (48) is connected to the outer part of the joint (11) and an outer part (31) of the coupling is connectable to the carrier (18). The coupling (48) may be a viscous coupling.

Abstract: A differential is provided between a left and a right wheels of a motor vehicle for distributing an output torque of a transmission to the left and the right wheels. A fluid operated multiple-disk clutch is provided for restricting the differential operation of the differential. A speed difference between the left and the right wheels is calculated, and an input torque to the differential is determined. The fluid operated multiple-disk clutch is operated in accordance with the speed difference and the input torque, in such a manner that the restricting magnitude increases with increases of the speed difference and the input torque.

Abstract: The electromagnetic clutch that serves for positive-locking assembly of concentric transmission shafts is inserted in a transmission housing (2) concentrically in relation to a shaft (1) and with a bushing (10) which externally encloses it, there resulting outside the bushing (10), in the area of the annular magnet (16), a free space that reduces the leakage, and the sliding sleeve (18) and the armature plate (19) together with the magnet (16) and eventual additionally provided bearings (25) can be preassembled, ready for operation and protected against damage. On the outer end of the bushing (10) can be provided at the same time a roller bearing (25) for the clutch part (24) that carries the counter gear (22) on the other shaft.

Abstract: A differential gear unit includes a viscous coupling for restricting the differential rotation of output gears (27, 29), with the conneciton of one of the parts (31) of the viscous coupling to one output gear being by way of a releasable connecting device so that the viscous coupling can be brought out of operation when required, e.g. under vehicle braking. The connecting device comprises a sleeve (1), coupling members (11) movable radially in the sleeve (1) to engage, when in radially outermost positions, groove (35) for torque transmission, and an actuating member (2) movable axially within the sleeve and operable on the coupling members. The actuating member (2) is movable by an axially displaceable positioning member (87, 49) through the intermediary of latching balls (68, 48) which are themselves radially displaceable to hold the actuating member in position without continuous application of a high force. The positioning member may be movable mechanically, electro-magnetically, or by fluid pressure.

Abstract: A modulating limited slip differential is disclosed of the type including a gear case (11; 111; 211) an actuating mechanism (51, 151; 251) being operable to apply a force to a clutch pack (41; 141; 241) to retard rotation between a side gear (25; 125; 225) and the gear case. The actuating mechanism includes an outer actuating plate (55; 155; 255) which normally rotates at the same speed as the gear case. The differential includes an electromagnetic actuator (81; 181; 281) which is operable to cause rotation of the outer actuating plate relative to the gear case resulting in ramping of a plurality of cam balls (79; 179; 279) and axial movement of an inner actuating plate (53; 153; 253) to load the clutch pack.

Abstract: To restrict and further promote differential rotation between first and second output shafts, the power transmission apparatus for differentially transmitting a rotative power supplied to an input shaft to two output shafts comprises a differential gear mechanism coupled between the two output shafts; a multiplying mechanism associated with the differential gear mechanism, for detecting and multiplying a differential rotation; a motor coupled to the multiplying gear mechanism, for restricting or promoting the differential rotation by driving the multiplying gear mechanism in either direction; and a controller for controlling rotative direction and torque of the motor by adjusting supply voltage polarity and motor current magnitude. The multiplying mechanism is a strange gear mechanism or a planetary gear mechanism.

Abstract: A control system for a full time four wheel drive vehicle having a transfer case including a planetary gear differential and an electromagnetically actuated clutch assembly for biasing torque between the front and rear drive wheels in response to signals from the control system. The control system includes apparatus for detecting wheel slip and a device, responsive to the detection of wheel slip for calculating a maximum torque level to be established by the clutch assembly as a function of the total torque delivered to the transfer case and for programming clutch torque application over a predetermined time period and in a manner biasing torque through the differential to eliminate wheel slip.

Abstract: A control system for controlling a differential limiting force of a limited slip differential of a vehicle includes a section for sensing a turning radius of the vehicle, a section for sensing centripetal acceleration of the vehicle, and a controller section. The controller section increases an engagement force of a differential limiting clutch of the limited slip differential in accordance with the turning radius and the centripetal acceleration.

Abstract: An apparatus for sensing the angular velocity of a vehicle wheel includes a sleeve, a tone wheel detachably coupled to the sleeve, and an electromagnetic sensor. The sleeve can be rotatably mounted on bushings inside a differential housing. The electromagnetic sensor extends through a wall of the housing into close proximity to a periphery of the tone wheel which has a plurality of generally radially extending evenly spaced teeth formed thereon. The tone wheel is positioned on the sleeve between a pair of retaining rings and is keyed for rotational movement with the sleeve. An inner end of the sleeve has means for coupling to the side gear of a differential carrier assembly. In one embodiment, the means for coupling includes tabs formed on the sleeve and cooperating slots formed on a side gear. In another embodiment, lugs formed on the sleeve engage driving surfaces formed on the side gear.

Abstract: Disclosed is a differential mounted between two drive wheels of a vehicle, the differential having a lock-out mechanism for disabling the differential and forcing the drive wheels to rotate at the same speed.

Abstract: An automatic activation apparatus for a differential pawl which is independent of intervention by an operator of a vehicle, the invention controls the energy supply to the actuator by means of a control logic with two signal inputs. The control logic is fed a wheel slip signal directly at one signal input, and via a break-delay timing element at its other signal input. The control logic is thereby designed so that, by the excitation of both signal inputs, it switches into a standby position and then into its active position only upon the excitation of its signal input connected with the timing element.

Abstract: An improved limited slip differential gear assembly for driving each axle of a pair of coaxially aligned vehicle axles at the same rotational speed or at relatively different rotational speeds as conditions require. The assembly includes an improved externally controllable clutch mechanism for preventing excessive relative rotation of the axles. The amount of the clutch force being applied to resist relative rotation may be varied independently of the relative rotational speed of the axles and also of the torque level in the gear assembly. Preferably the clutch mechanism is incorporated in a planetary wheel type differential and is activated electromagnetically. The clutch mechanism may include a cam operated supplemental clutch device for applying an additional clutch force in response to any continued relative rotation which may occur after the first clutching force has been applied by the electromagnet.