Abstract: A drive unit includes a first electric machine including a first machine shaft, a second electric machine including a second machine shaft, and a differential interconnecting the first electric machine and the second electric machine. The differential includes a park gear. The drive unit further includes a single park system configured to engage the park gear of the differential to simultaneously stop rotation of both the first electric machine and the second electric machine. The park system includes a single pawl movable between an engaged position and a disengaged position. The pawl is spaced apart from the park gear of the differential in the disengaged position to allow the park gear to rotate. The single pawl is in contact with the park gear of the differential in the engaged position to preclude rotation of the park gear.

Abstract: A shovel includes a turning drive unit. The turning drive unit includes a turning electric motor, a turning speed reducer configured to transmit the rotational driving force of the turning electric motor to a turnable body, a brake unit configured to maintain the turnable body in a state where the turning of the turnable body is stopped, a case forming a space in which the turning speed reducer and the brake unit are lubricated with lubricant oil and accommodated, a collar fixed around an output shaft of the turning speed reducer so as to rotate with the output shaft and covering at least a part of a relief part formed at a time of forming splines on the output shaft, and a sealing member provided between the collar and the case and hermetically sealing the lubricant oil inside the space.

Abstract: A torque vectoring differential includes a pair of planetary gear assemblies having a common planet gear carrier which is driven from the output of a transmission. Each of the planetary gear assemblies include a ring gear that may be individually and selectively grounded (braked) to a stationary housing by a friction brake and a sun gear that is coupled through an axle to a respective drive wheel. Selective activation of the brakes controls the distribution, i.e., vectoring, of torque to each of the drive wheels. Each planetary gear assembly includes elongated planet gears which mesh not only with their respective sun and ring gears but also with the planet gears of the other planetary gear assembly.

Abstract: A control system for use in a vehicle having left and right clutch assemblies, each including a brake mechanism and a drive mechanism. The control system includes a steering switch having multiple steering positions to actuate the corresponding brake mechanism and opposite drive mechanism and a neutral position to actuate both drive mechanisms. The system may also include an operator switch having a first position to actuate the brake mechanisms and disable the steering switch, and a second position that enables control of the brake clutch assemblies by the steering switch. The system may include a brake switch having a brake position that actuates both brake mechanisms and disables the operator and steering switches, and a drive position that passes control of both clutch assemblies to the operator switch.

Abstract: A torque transmission device for a motor vehicle having a locking mechanism for locking at least one wheel of the motor vehicle, which wheel is connected to an output shaft of the torque transmission device.

Abstract: A vehicle final reduction gear unit includes a first friction brake positioned between a right case member which is a stationary body and a differential case which is a rotating body for applying a pressing force in an axial direction to generate a frictional force in order to put a brake on the differential case. A second friction brake occupies an area between the differential case and the right wheel and applies a pressing force in the axial direction to generate a frictional force in order to use a rotational difference to put the differential mechanism into a lock state. The second friction brake is placed within the radius of the first friction brake. A reduced size is accomplished and the final reduction gear unit can be reduced in length in the vehicle-transverse direction. Thus, a vehicle final reduction gear unit allowing a reduction in size can be provided.

Abstract: A motor vehicle transmission with a main chamber in which rotation of an input shaft is converted and transmitted to a main shaft connected to a housing of a differential gearbox. The housing can drive two output gears such that different rotational speeds of the output gears can be produced by compensating elements of the differential gearbox. A clutch, with one side connected to the housing and another side connected to the output gear concerned, is provided between one of the two output gears and the housing. The two sides couple due to a pressure build up. The actuating chamber is completely separated from the main chamber and, in the area of the differential gearbox, an impermeable membrane is provided as a separator, which changes its shape as pressure builds up in the actuating chamber and actuates the clutch via an actuating device.

Abstract: A control system for use in a vehicle having left and right clutch assemblies, each clutch assembly including a brake mechanism and a drive mechanism. The control system includes a steering switch having a left steering position to actuate the left brake mechanism and the right drive mechanism, a neutral steering position to actuate the left and right drive mechanisms, and a right steering position to actuate the left drive mechanism and the right brake mechanism. The system may also include an operator switch having a first position to actuate brake mechanisms and disable the steering switch, and a second position that passes control of both brake clutch assemblies to the steering switch. The system may further include a brake switch having a brake position that actuates both brake mechanisms and disables the operator switch and the steering switch, and a drive position that passes control of both clutch assemblies to the operator switch.

Abstract: A drive apparatus with a housing, a first and second axle mounted in the housing and a ring gear located within the housing is provided. A brake clutch assembly is located on each axle with a planetary gear arrangement, a drive plate engaged to the planetary gear arrangement, a brake plate mounted on the corresponding axle and an engagement assembly disposed about the drive plate and the brake plate. The engagement assembly may be remotely actuated, either electrically or hydraulically, and is used to selectively engage the drive plate or the brake plate.

Abstract: Disclosed is a differential transmission unit featuring active controlling of the moment distribution. Said differential transmission unit comprises a differential transmission (4) with two output shafts (6, 7), the cage (5) of said differential transmission (4) forming the input member, and one respective controlled frictional clutch (22, 26) that is associated with an output shaft. The primary part (22) of the clutch is drivingly connected to the input member (5) while the secondary part (26) of the clutch is drivingly connected to the associated output shaft (6, 7), at least one of the driving connections being provided with an increased or reduced transmission ratio.

Abstract: A device and a method for engaging and disengaging a longitudinal differential (10) disposed between a forward wheelshaft (4) and a rear wheelshaft (5) of an articulated vehicle (1) which has a front element (2) and a rear element (3) pivotable about a steering linkage (6) disposed between them and which comprises a distribution box (9) which supplies power from an engine (7) to the forward wheelshaft (4) in the front element (2) via a first shaft (11) and to the near wheelshaft (5) in the rear element (3) via a second shaft (12), wherein the longitudinal differential (10) is disposed between the first shaft (11) and the second shaft (12), whereby a steering angle v formed between the front element (2) and the rear element (3) is detected by a detection means (25a) so arranged that the detection means (25a) causes a differential brake (20) for the longitudinal differential (10) to be kept locked, or braked, when the detection means (25a) detects a steering angle v which is smaller than a predetermined steerin

Abstract: The rotation of a first rotating element is shifted in speed by a speed shift device, and is transmitted to a second rotating element or a third rotating element of a differential device via a first clutch or a second clutch. In this manner, the torque of right and left driving wheels can be controlled. Furthermore, in conjunction with limitation of the differential motion, the amount of torque transmitted to a fourth rotating element is eliminated by allowing the speed shift device to freely rotate, and the accumulated amount of sliding of friction engagement elements at the time of differential motion limitation can be reduced by completely engaging the first clutch and the second clutch without allowing them to slide. Thus, the differential motion limitation control can be realized without a need to increase the size of the first clutch and the second clutch.

Abstract: A drive axle assembly includes first and second axleshafts and a drive mechanism coupling a driven input shaft to the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshaft, a brake and first and second mode clutches. The first clutch is operable with the brake and the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second clutch is operable with the brakes and the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both mode clutches.

Abstract: (57)The invention proposes technical means for use of torsion reactions under torsional loadings of driving shafts in the control of all vehicles devices, which are functionally related to the interaction “wheels—road”. The driving torque to permanently connected driving wheels is transferred through an unit for formation of relative mobility (3). The unit detects changes in the cohesion of the permanently connected driving wheels with the road depending on the deformation of its sensitive to torsional loadings elastic elements (4). The unit (3) actuates a unit for conversion of the relative mobility into physical control actions (5). The unit (5) acts upon devices for control of torque distribution directly or by means of driving lines, which can be adjusted.

Abstract: The agitator of the present invention comprises: a drive source; a differential unit; a rotation-direction switching unit; and a brake unit. The drive source generates rotational driving forces. The differential unit and rotation-direction switching unit are positioned in a driving-force transmission path between agitation vessels containing agitation-target material. The brake unit alternately stops the rotation of two rotating shafts extended from the differential unit. Here, the differential unit of the agitator has functions of receiving the rotational driving forces from the drive source and transmitting the rotational driving forces to the two rotating shafts in a differential manner. The rotation-direction switching unit has a function of inverting the rotation direction of the rotational driving forces transmitted to the agitation vessel while the rotation of the rotating shaft is being stopped by a brake.

Abstract: A brake system (20) includes a differential carrier (22, 121) and output gear (26) operatively connected. At least one carrier rotary friction surface (43) is operatively connected to the differential carrier (22, 121). At least one side gear rotary friction surface (45) is operatively connected to one of the side gears (31, 33). At least one limited rotary friction surface is operatively connected to the case, whereby during a braking operation the carrier rotary friction surface and the side gear rotary friction surface are pressed together causing braking of the differential carrier and the first and second differential side gears (31, 33). The carrier (22, 121) is supported by the first and second differential side gears (31, 33).

Abstract: A drive-force distribution controller controls a drive-force transmission apparatus of a vehicle in order to control transmission of drive force to rear wheels or front wheels of the vehicle in accordance with a designated drive-force transmission ratio. The drive-force transmission ratio is changed on the basis of vehicle speed, differential rotational speed (speed difference between the front and rear wheels), and throttle opening. Alternatively, the drive-force transmission ratio is changed on the basis of vehicle speed, throttle opening, and throttle open speed. The change speed of current which is supplied to the drive-force transmission apparatus in order to control the drive-force transmission ratio is adjusted in accordance with a command current filter value which is determined on the basis of vehicle speed and a command current filter map of a vehicle-speed responsive type.

Abstract: A motor vehicle drive train assembly for achieving multiple effective ratios from a single ratio transaxle enables application of a fixed ratio transaxle, such as used in electric vehicle drive trains, to a multi-speed requirement, for example, in airport ground support equipment. Multiple configurations are enabled by varying the relative speed of the outputs through the differential of the transaxle, such as bringing one of the outputs to zero, or by using another motor to control the speed of one of the outputs.

Abstract: The invention relates to a differential assembly (6, 7) comprising a differential drive (13), a differential-speed-sensing locking mechanism (23) and a brake assembly (11). The differential drive comprises a housing (10) with a driving journal (18) rotatably supported therein and with a carrier (12) which, in respect of drive, is connected to the driving journal (18) and which is rotatably supported in the housing (10), and differential gears (20, 20′) which rotate with the carrier (12) and are rotatably supported therein, as well as two axle shaft gears (19, 19′) which engage the differential gears (20, 20′). The differential-speed-sensing locking mechanism (23) serves to adapt the rotational speed between the two axle shaft gears (19, 19′). The brake assembly (11) is arranged at the housing (10) and serves to brake the rotational movements of the two axle shaft gears (19, 19′) relative to the housing (10).

Abstract: A high output transmission is made for increasing speed and torque from an engine or motor. It includes a planetary drive for gradually increasing speed output, a speed reducer for increasing torque output, and a friction brake which gradually slows and stops a wheel member of the planetary drive. The planetary drive wheel member is gradually slowed and stopped so that the planetary drive input to output speed ratio is increased starting from a 1 to 1 speed ratio. As the braking force is gradually increased power output is transmitted starting with a slow speed with high torque to a fast speed with lower torque and when the braking force is decreased power output resumes to a slow speed with high torque while the engine or motor can run at a set or constant speed. A clutch means is included in the transmission by the on/off action of the brake thereby providing a clutch and continuously variable transmission or CCVT.

Abstract: A differential steer and final drive configuration for machines such as small tractors for agricultural and construction purposes and the like, which differential steer and final drive configuration allows passage of a power take-off (PTO) shaft beneath the differential steer mechanism and between the drive axles of the final drive mechanisms such that a PTO output member connected to the PTO shaft can be located on or in the vicinity of the machine front to rear centerline and the drive wheel axis.

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 planetary differential assembly is disclosed. The planetary differential assembly can spit driving torque generated by an engine of a vehicle (which uses the assembly) into two parts at an appropriate ratio to realize an optimum driving condition of the vehicle in traveling even when one of driving wheels of the vehicle loses traction on a bad-condition road. The above appropriate splitting of the driving torque is accomplished by applying a braking torque to each of component gears of a planetary gear set of the assembly. Such braking torque is produced: by reducing at least one of backlashes between these component gears to a possible minimum amount; and/or by roughing an outer peripheral surface of each of pins on which the components gears are rotatably supported, respectively; and/or by roughing an inner peripheral surface of each of central through-holes of the component gears, through which surface each of the gears is brought into a slidable contact with each of the pins.

Abstract: The driving gear meshes with the gear on the web of a planetary gear. This planetary gear includes an arrestable sun wheel. The output sun wheel is rigidly connected to the drive shaft. It extends through a sleeve section of the web. A longitudinally displaceable shifting sleeve is located on the sleeve section, which shifting sleeve has a plurality of control disks. These control disks control via a roller the rocking movement of the upper feeding roller. Accordingly, the period of the rocking movement can be selected depending on a respective selected control disk.If the sun wheel is unlocked, the shifting sleeve may be moved such that it engages directly the drive shaft such that by properly selecting the number of teeth, it is possible to choose between a rotational speed transmission relation of 1:2 and 1:1.