Abstract: A four-wheel drive transmission is provided which combines a continuously variable transmission unit and a transfer case into a common assembly. The four-wheel drive transmission includes a continuously variable transmission unit, a continuously variable range unit and a torque transfer unit. Variable speed control of a first worm/worm gear transmission drives a component of an epicyclic gearset associated with the continuously variable transmission unit to provide continuous ratio control between an input shaft and an intermediate shaft. Likewise, variable speed control of a second worm/worm gear transmission drives a component of a differential associated with the continuously variable range unit to provide continuous ratio control between the intermediate shaft and a first output shaft. Finally, the torque transfer unit controls the selective/automatic transfer of drive torque from one of the intermediate shaft and the first output shaft to a second output shaft to provide front-wheel drive.

Abstract: An electric drive axle for use in hybrid vehicles has an electric motor driving a compact gearbox. The gearbox includes a planetary reduction unit and a differential assembly. The planetary reduction unit has compound planet gears supported from a planet carrier which mesh with a fixed ring gear and a sun gear driven by the electric motor. The planet carrier drives the differential which transfer motive power to a pair of output shafts adapted for connection to one set of wheels. When used with a conventional engine-based powertrain for the other set of wheels, the electric drive axle establishes a four-wheel drive powertrain for the hybrid vehicle. The electric motor and gearbox are mounted in a common housing assembly to provide a compact drive axle assembly.

Abstract: An auxiliary transmission in series with a first automotive transmission adds extra gears through an underdrive feature, which may be manually controlled by an operator or automatically controlled by a computer or controller. The extra gears may be chamfered on a rotational trailing edge for easier meshing while shifting-on-the-go. The extra gears are useful in matching the output torque of the engine and the transmission to the load on the automobile or vehicle powered by the transmission, and thereby improving fuel economy and transportation performance. The transmission may be installed as factory equipment, or may be added later, such as an after-market or dealer-installed option. Gears with a rotational leading edge may mesh with gears having a rotational trailing edge for easier shifting.

Abstract: A limited slip differential system is disclosed where one or more eddy currents activate a ball-ramp actuator for engaging a clutch assembly to a differential case. The eddy currents create a braking torque in the ball-ramp actuator.

Abstract: A differential includes: a driving member; a first driven member; a second driven member; and a coupling between the driving member and each of the driven members, the coupling includes: an input member connected to one of the driving member, the first driven member and the second driven member; an output member connected to another one of the first driven member and the second driven member, wherein there is a first space between the output member and the input member; a magneto-rheological fluid located in the space; and at least one electromagnet proximate the space.

Abstract: A differential assembly including a rotatable casing, first and second axially moveable side gears disposed within the casing, at least one pinion gear disposed within the casing and intermeshed with the side gears, a cone clutch operatively coupled to the first side gear, the cone clutch being frictionally coupled to the casing in response to being exposed to a magnetic field, and a disc clutch having at least one clutch disc operatively coupled to the second side gear in response to axial movement of the second side gear.

Abstract: A limited slip differential assembly comprises a friction clutch assembly and a clutch actuator assembly including an actuator motor, a clutch actuator, and a gear module for drivingly coupling the actuator motor to the clutch actuator. The gear module includes a casing having a first mounting flange for fixing the casing to a differential housing and a second mounting flange for fixing the casing to the actuator motor, two gear support arms outwardly extending from the first mounting flange into the differential housing through an opening therein, a gear shaft supported by the gear support arms, and a pair of coaxial reduction gear members drivingly coupled to the gear shaft. One of the reduction gear members is drivingly coupled to the actuator motor and the other of the reduction gear members is drivingly coupled with the clutch actuator.

Abstract: A differential gear mechanism including a first output gear (25), and a cam and ramp actuator (55) including first (59) and second (63) actuating plates, relative rotation of which results in axial movement of said first plate (59) toward said first output gear (25). The mechanism includes an electromagnetic actuator (57) operable to cause rotation of the second actuating plate (63), relative to a gear case (11). Both actuating plates (59,63) are disposed external to an end wall (53) of the gear case, the first actuating plate (59) having a plurality of actuation members (85) extending axially through openings (81) in the end wall. A locking plate (41) is disposed adjacent the first output gear (25), and is fixed to be non-rotatable relative to the gear case, but axially moveable therein.

Abstract: A power transmission mechanism for a front and rear-wheel drive vehicle in which the power of an electric motor is transmitted to rear wheels includes an output shaft adapted to rotate together with the electric motor, a middle shaft which is parallel with the output shaft, a drive shaft which is parallel with the output shaft and is adapted to rotate together with the rear wheels, a first pair of reduction gears for reducing the speed of rotation of the middle shaft relative to the output shaft, a second pair of reduction gears for reducing the speed of rotation of the drive shaft relative to the middle shaft and a rear differential disposed closer to an electric motor side than the second pair of reduction gears and coupled to the reduction gear and the drive shaft.

Abstract: A differential gear mechanism of the limited slip type including a clutch pack (35) operable to retard rotation between the side gears (21,23) and the gear case (11). The clutch pack may be loaded, to retard differentiating action by means of a retarding mechanism (33) including a first ball ramp actuator (43) operable to cause axial movement of a plurality of elongated engagement members (61). When the members (61) move axially, a cone clutch assembly (79) is engaged, which retards rotation of a ramp plate (73) of a second ball ramp actuator (71). It is the ramping action of the second ball ramp actuator (71) which applies a load to the clutch pack (35) to limit, or prevent, differentiation within the differential gearing.

Abstract: An inverter is disposed on a cover, lead wires from an electric motor are disposed nearby an output gear in a dead space formed by diameter difference between the output gear and the motor, and the lead wires are routed to the outside of the cover at a position corresponding to the output gear portion. An upper side portion of the electric motor, which is used as a space for routing the lead wires in the conventional unit, can thus be used as a space for disposing the inverter. That is, the inverter can be disposed in the upper side of the vehicle drive unit, which now has available space as compared to the conventional unit. As a result, the vehicle drive unit and the inverter are more compact.

Abstract: A limited slip differential including a rotatable casing, a pair of axle shafts including respective ends, a pair of side gears rotatably fixed to the ends of the axle shafts, at least one pinion gear attached to the casing and meshingly engaged with the pair of side gears, a brake assembly defining a brake chamber and including first and second brake elements disposed within the brake chamber, the first brake element superposed with the second brake element, the first brake element rotatably fixed relative to the casing, a quantity of magnetorheological fluid disposed within the brake chamber, the first and second brake elements in contact with the magnetorheological fluid, and a selectively energized source of magnetic flux, the magnetorheological fluid being exposed to the flux when the source is energized.

Abstract: A differential assembly including a rotatable casing having an axis of rotation, a selectively energized electromagnet proximal the casing, and a rotatable first clutch disposed within the casing, the first clutch placed in operative engagement with the casing in response to the electromagnet being energized. Relative rotation between the first clutch and the casing is slowed by their being in operative engagement. A rotatable clutch hub and a second clutch are disposed within the casing, and the casing and the clutch hub are rotatably coupled through engagement of the second clutch, which is operatively engaged in response to relative rotation between the first clutch and the casing being slowed. At least one rotatable pinion gear is disposed within the casing and revolves about the axis of rotation.

Abstract: A four-wheel drive transmission is provided which combines a continuously variable transmission unit and a transfer case into a common assembly. The four-wheel drive transmission includes a continuously variable transmission unit, a drive selector unit and a torque transfer unit. Variable speed control of a worm/worm gear transmission drives a component of a differential associated with the continuously variable transmission unit to provide continuous ratio control between an input shaft and an intermediate shaft. The drive selector units establishes forward and reverse drive connections between the intermediate shaft and a first output shaft. Finally, the torque transfer unit controls the selective/automatic transfer of drive torque from the first output shaft to a second output shaft to provide four-wheel drive operation.

Abstract: A speed-sensing system for a differential assembly, wherein a tone ring positioned on the ring gear flange is eliminated and the speed-sensing equipment is specially placed in the form of a thrust washer and/or slinger with a tone sensing ring disposed between the yoke and the inner race of the pinion shaft to avoid bending distortions of the ring gear under various dynamic load conditions.

Abstract: An electric drive axle for use in hybrid vehicles has an electric motor driving a compact gearbox. The gearbox includes a planetary reduction unit and a differential assembly. The planetary reduction unit has a sun gear driven by the electric motor, and compound planet gears supported from a planet carrier which have a first gear segment meshed with a fixed first ring gear and a second gear segment meshed with a second ring gear. The sun gear is also meshed with one of the first and second gear segments of the compound planet gears. The second ring gear drives the differential which transfer motive power to a pair of output shafts adapted for connection to one set of wheels. When used with a conventional engine-based powertrain for the other set of wheels, the electric drive axle establishes a four-wheel drive powertrain for the hybrid vehicle. The electric motor and gearbox are mounted in a common housing assembly to provide a compact drive axle assembly.

Abstract: An electric drive axle for use in hybrid vehicles has an electric motor driving a compact gearbox. The gearbox includes a planetary reduction unit and a differential assembly. The planetary reduction unit has compound planet gears supported from a planet carrier which mesh with a fixed ring gear and a sun gear driven by the electric motor. The planet carrier drives the differential which transfer motive power to a pair of output shafts adapted for connection to one set of wheels. When used with a conventional engine-based powertrain for the other set of wheels, the electric drive axle establishes a four-wheel drive powertrain for the hybrid vehicle. The electric motor and gearbox are mounted in a common housing assembly to provide a compact drive axle assembly.

Abstract: A differential gear assembly has a friction clutch for variably restricting differential action. A simple hydraulic piston mechanism is used to amplify the axial force generated by the electric coil and mechanical ball ramp mechanism. The hydraulic system consists of an annular primary piston in contact with the clutch pack, and a multiple set of secondary pistons are attached to the unrestrained ball ramp race. Hydraulic fluid fills the cavity between the primary and secondary pistons. This system provides force multiplication proportional to the surface areas of the respective piston faces.

Abstract: A differential gear mechanism includes a rotatable case driven by torque from an engine, a differential gear set housed in the case for differential distribution of the torque to a pair of output axes, comprising a first clutch, an annular plunger movable in a direction of the rotation axis and an annular electromagnetic actuator for actuation of the plunger in the direction of the rotation axis. The case further comprises a second clutch being slidable in the direction of the rotation axis and the second clutch is actuated by the plunger so as to be engaged with the first clutch.

Abstract: The differential engine comprises a motor, a torque conversion stage, and a loading mechanism. The torque conversion stage includes first and second differential stages which are coupled together with a pair of shafts, with the shafts rotating in opposite directions. The first differential stage comprises an input shaft which is coupled to the output shaft of the motor, and first and second output shafts which are coupled to the respective shafts. The second differential stage comprises an output coupled to the output drive shaft, and first and second input shafts which are coupled to the respective shafts. The second differential stage includes a gear mechanism which applies a rotational torque to the output drive shaft when a difference occurs between the rotational speeds for the shafts. The rotational speeds of the shafts are varied by loading one or both of the shafts.

Abstract: An electronically controlled axle assembly having an electronically controllable valve secured to the differential case to control pressure within a hydraulically actuated clutch pack there within. The clutch pack operates to selectively couple a pair of shafts.

Abstract: A dual ball ramp actuator having a control ring acting with a pressure plates to supply an axial clutch clamping force to a differential clutch assembly where the ball ramp paths follow overlapping eccentric grooves that can be actuated in both the forward and reverse directions. The dual ramp feature doubles the effectiveness and sensitivity when compared to a single ramp system. The overlapping eccentric ball ramps increase (effectively double) the angular travel distance while reducing the ramp angle (in half). The forward and reverse feature provides clutch actuation in both the forward and reverse directions. The dual ramp, 3-piece sandwich construction permits the central control ring to roll up on two sets of balls on each side. This structure doubles the axial travel available to compress a disc pack and lock up the differential with the same ball ramp angle when compared to a single ramp system involving only two ramp plates.

Abstract: A differential assembly including a rotatable casing, first and second axially moveable side gears disposed within the casing, at least one pinion gear disposed within the casing and intermeshed with the side gears, a cone clutch operatively coupled to the first side gear, the cone clutch being frictionally coupled to the casing in response to being exposed to a magnetic field, and a disc clutch having at least one clutch disc operatively coupled to the second side gear in response to axial movement of the second side gear.

Abstract: A method of controlling torque transfer from a torque input source to an outlet source in which an electronically controllable magnetorheological fluid-based torque limiting device is coupled to either a differential pinion gear, a side gear, both the differential pinion gear and side gear, or both side gears of a differential assembly. By introducing current through electronically controllable magnetorheological fluid-based torque-limiting device during a turning or spin-out condition, and thereby increasing the viscosity of the magnetorheological fluid within the torque limiting device, the amount of torque that is transferred to the output source through the differential assembly can be controlled.

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 differential gear assembly has a friction clutch for variably restricting differential action. A simple hydraulic piston mechanism is used to amplify the axial force generated by the electric coil and mechanical ball ramp mechanism. The hydraulic system consists of an annular primary piston in contact with the clutch pack, and a multiple set of secondary pistons are attached to the unrestrained ball ramp race. Hydraulic fluid fills the cavity between the primary and secondary pistons. This system provides force multiplication proportional to the surface areas of the respective piston faces.

Abstract: A four-wheel drive transmission is provided which combines a continuously variable transmission unit and a transfer case into a common assembly. The four-wheel drive transmission includes a continuously variable transmission unit, a continuously variable range unit and a torque transfer unit. Variable speed control of a first worm/worm gear transmission drives a component of an epicyclic gearset associated with the continuously variable transmission unit to provide continuous ratio control between an input shaft and an intermediate shaft. Likewise, variable speed control of a second worm/worm gear transmission drives a component of a differential associated with the continuously variable range unit to provide continuous ratio control between the intermediate shaft and a first output shaft. Finally, the torque transfer unit controls the selective/automatic transfer of drive torque from one of the intermediate shaft and the first output shaft to a second output shaft to provide front-wheel drive.

Abstract: A novel arrangement of an electronically controlled limited slip differential assembly including a friction clutch assembly provided within a differential case for selectively restricting differential action. The friction clutch assembly is contained between a separation plate fixed to the differential case and axially spaced from a side gear, and a thrust collar splined to one of axle shafts and movable in axial direction in order to actuate the friction clutch assembly. The friction clutch assembly includes alternating inner friction plates splined to the thrust collar, and outer friction plates non-rotatably coupled to the differential case. The friction clutch assembly is actuated by a selectively controllable actuator including an electrical motor, a reduction gearing and a ball-and-ramp actuator adapted to axially displace the thrust collar in response to rotation of the electrical motor. The differential assembly provides both limited slip and open differential capabilities.

Abstract: An electric drive axle for use in hybrid vehicles has an electric motor driving a compact gearbox. The gearbox includes a planetary reduction unit and a differential assembly. The planetary reduction unit has a sun gear driven by the electric motor, and compound planet gears supported from a planet carrier which have a first gear segment meshed with a fixed first ring gear and a second gear segment meshed with a second ring gear. The sun gear is also meshed with one of the first and second gear segments of the compound planet gears. The second ring gear drives the differential which transfer motive power to a pair of output shafts adapted for connection to one set of wheels. When used with a conventional engine-based powertrain for the other set of wheels, the electric drive axle establishes a four-wheel drive powertrain for the hybrid vehicle. The electric motor and gearbox are mounted in a common housing assembly to provide a compact drive axle assembly.

Abstract: A method is provided for determining an acceptable torque level to be applied to at least one clutch pack (of an automobile) which includes the requirement of internal slip to transmit torque. The automobile includes a plurality of wheels. A velocity is sensed at each of the plurality of wheels of the automobile. A speed information value is calculated. The speed information value is a function of the sensed velocities at each of the plurality of wheels. The speed information value is then compared with a calibration table. Finally, the acceptable torque level is determined primarily from the calibration table based on the speed information value.

Abstract: Between a speed reducing mechanism (15, 17, 19) for speed-reducing drive power of an electric motor and a differential apparatus (7) for distributing speed-reduced drive power to axle ends is disposed a clutch (5) configured for interruptive transmission of drive power.

Abstract: A control for a differential for controlling the relative rotation of a pair of axles extended from the differential to a front or rear pair of wheels. An indicator shaft is coupled to the axles, e.g., through a planetary gear arrangement (the indicator shaft being the sun gear) whereby when the axles rotate in unison the ring gear and planet gear set of the planetary gear arrangement are synchronized to not drive the sun gear/indicator shaft. When one axle rotates at a rate different than the other, the sun gear is rotated. A brake mechanism is coupled to the sun gear. A sensor senses the rotational rate as well as the acceleration of the sun gear. A controller is provided to control the braking of the sun gear. Braking of the sun gear will force the axles to rotate in unison.

Abstract: This is a connecting device (7) to be interposed between left and right wheels (5L, 5R) of a vehicle. There are provided: a differential gear (8) having a first rotational element (8a), and second and third rotational elements (8b, 8c). The third rotational element (8c) is coupled to one (5R) of the rear wheels via the first power transmission system (10), and the second rotational element (8b) is coupled to the other (5L) of the rear wheels via second and third power transmission systems (11, 12). The gear ratios of both the first and second power transmission systems (10, 11) are identically set, and the gear ratio of the third power transmission system (12) is set so as to be opposite in direction to, but be equal in absolute value to, the above-mentioned gear ratio.

Abstract: A differential gear mechanism including a first output gear (25), and a cam and ramp actuator (55) including first (59) and second (63) actuating plates, relative rotation of which results in axial movement of said first plate (59) toward said first output gear (25). The mechanism includes an electromagnetic actuator (57) operable to cause rotation of the second actuating plate (63), relative to a gear case (11). Both actuating plates (59,63) are disposed external to an end wall (53) of the gear case, the first actuating plate (59) having a plurality of actuation members (85) extending axially through openings (81) in the end wall. A locking plate (41) is disposed adjacent the first output gear (25), and is fixed to be non-rotatable relative to the gear case, but axially moveable therein.

Abstract: An electrically actuated limited slip axle assembly for transferring torque including a housing, a clutch, a casing and an electromagnet fixedly mounted to the housing. The casing is rotatably supported on bearings within the housing. The clutch is activated in response to energization of the electromagnet to transfer torque. In a first embodiment the electromagnet is coupled to a cup portion of the bearing, whereby the electromagnet is fixedly mounted to the housing via the bearing. In a second embodiment of the axle assembly includes a bearing spacer providing the fixed mount between the housing and the electromagnet.

Abstract: A vehicle provided with an engine 1 which generates a driving energy for the vehicle, planetary gears 4 and 6 comprising sun gears, planet gears and ring gears, motors 8 and 9 for respectively controlling the sun gears, and a clutch 14, the planet gears being connected to an input shaft driven by the engine and the ring gears connected to an output shaft for driving wheels, wherein gear ratios from the input shafts to the output shafts in the planetary gears 4 and 6 are set at a value different to each other. A stepless speed changing function which permits vehicular operation in a high engine efficiency region while minimizing an electrical energy loss is realized by a small-sized transmission using small-sized motors. The vehicle, which uses the transmission, can be operated in a high engine efficiency region while keeping an electrical energy loss to a minimum.

Abstract: Disclosed herein is a transmission comprising a mechanism for distributing energy of a drive source into a plurality of differential mechanisms; a plurality of motors connected to said plurality of differential mechanisms, respectively; and a mechanism for synthesizing energies outputted from said plurality of differential mechanisms.

Abstract: A differential assembly including a casing which rotates about a first axis, the casing having an internal cavity; an elongate cylindrical cross pin which rotates with the casing about the first axis, the cross pin extending along a second axis through the cavity, the second axis substantially perpendicular to the first axis; at least one pinion gear disposed within the cavity and about the cross pin, the pinion gear rotatable about the second axis; and a pair of side gears disposed within the cavity and in meshed engagement with the pinion gear, the side gears rotatable about the first axis. A cross pin retention element is disposed about the cross pin. The cross pin and the retention element are fixed against substantial relative movement therebetween along the second axis, and the retention element is disposed adjacent the pinion gear. The movement of the retention element relative to the casing along the second axis is restricted, whereby the cross pin is retained in the casing.

Abstract: A roll-formed tone wheel is provided in a speed sensing differential axle mechanism. The tone wheel is formed by passing an elongated strip of material through a roll-forming die. The elongated strip is cut into lengths, then these lengths are formed into individual rings forming the tone wheel. The tone wheel is provided on one of a ring gear flange or a axle assembly and the tone wheel teeth are disposed for relative rotation with respect to a stationary electronic pickup element secured rigidly in spaced relation with respect to the tone wheel teeth. In a preferred embodiment, the tone wheel is provided with locking tabs to secure the tone wheel with respect to the differential case.

Abstract: A differential apparatus includes a ring gear and a sensor for detecting the rotation speed of the ring gear. One side of the ring gear has a plurality of teeth. The sensor detects the teeth passing by the sensor when the ring gear rotates. Each tooth has an outer end surface that is parallel to the rotation axis of the ring gear. The sensor is spaced from the gear and radially faces the axis of the gear.

Abstract: An apparatus and method for demagnetizing a differential which has a controllable electromagnetically actuated clutch. The apparatus includes sensors and a coil connected to a control module. The sensors receive vehicle inputs to indicate various measured values such as vehicle speed, brake pressure, magnetization current provided to the differential, and the like and generates signals which are transmitted to the control module. The control module initiates a demagnetization cycle when certain conditions have been satisfied as indicated by the input signals. The control module provides a DC voltage to the coil to generate magnetic flux for demagnetizing the differential and the components of the differential. In one embodiment a single coil is provided to which is applied both magnetization and demagnetization current. In another embodiment two coils are provided, one for generating magnetization flux and the other for generating demagnetization flux.

Abstract: In a motor vehicle with one or several driven axles, as well as with corresponding equalizing gears and/or power dividers for the compensation of differences in the speeds of the wheels, the spinning of wheels and/or axles is avoided through the use of braking devices for the braking of individual wheels, in conjunction with locking devices for the above-mentioned equalizing gears and/or power dividers. Upon reaching a predetermined speed difference value between the drive axles, a reduction of this speed difference is first brought about by actuation of the corresponding braking devices. When a predetermined approach tendency of the wheel speeds to each other is reached, a synchronization of the wheels is obtained by actuating the appropriate locking device. In this manner, a synchronization of rotating parts is achieved during any speed behavior of the rotating parts, without damage to parts of the motor vehicle.

Abstract: A locking differential gear mechanism of the type which can operate in either a manual mode or an automatic mode. The mechanism includes a gear case (11), and differential gearing including a side gear (23). The side gear (23) includes a flange portion (43) having a set of gear teeth (45), and adjacent thereto is a locking member (47), also having a set of gear teeth (49), disposed to engage the gear teeth on the flange portion. A ball ramp actuator is disposed adjacent the locking member (47), which is preferably integral with an inner actuating plate (57). There is an outer actuating plate (59), preferably disposed outside the gear case (11), and a set of cam balls (73) operable with the actuating plates (57,59) to cause ramp-up, and engagement of the gear teeth (45,49). An electromagnetic coil assembly (75) is disposed adjacent the ball ramp actuator, and is operable to retard rotation of the outer actuating plate (59), and initiate ramp-up, in response to an electrical input signal.

Abstract: A controllable differential having a rotatable casing, differential gearing disposed within the rotatable casing and linking the casing with an output element disposed therein, a clutch disposed within the rotatable casing and clutch adapted to transfer torque between the rotatable casing and the output element, and an electromagnet arranged to generate a generally toroidal magnetic flux path encircling the electromagnet and magnetically forcing the clutch into engagement with the rotatable casing, the casing including a nonmagnetic portion adjacent the electromagnet, said flux path surrounding the nonmagnetic casing portion.

Abstract: A controllable differential having a clutch mechanism which transfers a predetermined amount of torque between a rotatable differential casing and a side gear when an initiating force is applied by an electronic actuator. A pair of sensors provide inputs to the electronic actuator which, in turn, actuates an electromagnet. A clutch mechanism is actuated by the electromagnet and applies an initiating force to the clutch mechanism to initially actuate the clutch mechanism when a predetermined relative rotational condition of the side gears is sensed. The application of the initiating force in combination with the interaction between engagement surfaces and between camming portions fully engages a clutch mechanism to transfer a predetermined controllable amount of torque.

Abstract: Continuously driven machine steering differentials have heretofore been complex for counter-rotating a pair of oppositely located planetary elements. The planetary steering differential includes a differential powered by a transmission input and a planetary gearing mechanism which receives an input from a steering motor for interacting with the outputs to achieve a steering correction.

Abstract: A differential gear mechanism including a clutch assembly (35) for retarding rotation between a side gear (23) and a gear case (11,45), and a ball ramp actuator for actuating the clutch assembly. The ball ramp actuator includes an inner actuating plate (49) within the gear case, and an outer actuating plate (51) disposed external to the gear case. In order to initiate ramp up of the ball ramp device, an electromagnetic coil assembly (67) includes an annular coil (75) which is disposed in face-to-face relationship with the outer actuating plate (51). An annular drive plate (83) is disposed between the coil (75) and the outer actuating plate (51), and is drawn into frictional engagement with a layer of friction material (81) upon energization of the coil. The drive plate (83) is connected by pins (89) to be axially movable relative to the outer actuating plate, but fixed to rotate therewith, such that frictional engagement of the drive plate (83) retards rotation of the outer actuating plate (51).

Abstract: A multiple input, dual output differential motor transmission device incorporates a sun gear device having first and second sun gears fixedly connected to each other whereby the first and second sun gears rotate together along a common axis of rotation; first and second ring gear devices having first and second ring gears, respectively; and first and second sets of planetary gears. The first set is inter-engaged between the first sun and ring gears, while the second set is inter-engaged between the second sun and ring gears. The first sun and ring gears are concentrically and independently rotatable relative to each other with the first set of planetary gears inter-engaged therebetween. The second sun and ring gears are concentrically and independently rotatable relative to each other with the second set of planetary gears inter-engaged therebetween.

Abstract: A gimbal system includes a pair of stepper motors that drive respective drive trains of a differential drive assembly such as a differential gear assembly. Either the drive ratios or the step sizes for the two motors are offset from each other to provide four modes of operation, including modes for improved resolution and faster slew rate, and two intermediate modes with more balanced resolution and slew rate.

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.