With Additional Gearset Between Differential Output And Load Patents (Class 475/225)
  • Patent number: 11054011
    Abstract: In at least one implementation, a method of assembling gears into a housing of an automotive differential includes, selecting a thickness dimension of first and second pinion gear washers, and first and second side gear washers, locating a pair of pinion gears, a pinion shaft and a pair of side gears at least partially within an interior of the housing with the pinion gear washers between the housing and separate ones of the pinion gears, and the side gear washers between the housing and separate ones of the side gears. The thickness of the side gear washers may be a function of target side gear apex positions and relative to a pinion gear apex axis. The thickness of the pinion gear washers may be a function of target pinion gear apex positions residing along a pinion gear apex axis and relative to a side gear apex axis.
    Type: Grant
    Filed: March 15, 2017
    Date of Patent: July 6, 2021
    Assignee: GKN Automotive Limited
    Inventors: David E. Gall, Kevin J. Kaplan
  • Patent number: 11047453
    Abstract: A planetary gear mechanism has a first planetary gear train that includes a ring gear to which power from a main power source is input, a planetary carrier that is connected to a first output shaft, a first planetary pinion that is turnably supported by the planetary carrier, and a first sun gear that is connected to a distribution electric motor. The planetary gear mechanism also has a second planetary gear train that includes the ring gear, the planetary carrier, the first planetary pinion, a second planetary pinion that is turnably supported by the planetary carrier, and a second sun gear that is connected to a second output shaft.
    Type: Grant
    Filed: March 19, 2019
    Date of Patent: June 29, 2021
    Assignee: KABUSHIKI KAISHA TOYOTA CHUO KENKYUSHO
    Inventors: Yasumitsu Osada, Teruhiko Nakazawa, Atsushi Suzuki, Hiroyuki Nishizawa, Yasuhiro Torii
  • Patent number: 11035451
    Abstract: A torque vectoring apparatus receiving a vehicle driving torque from a motor-generator may include a speed reduction device engaged to the motor-generator and configured to reduce a rotation speed received from the motor-generator, a differential device engaged to the speed reduction device and configured to receive the speed-reduced torque from the speed reduction device and to differentially output torques to left and right output shafts, a vectoring control motor outputting a control torque, and a torque vectoring apparatus engaged to the vectoring control motor and including two planetary gear sets and controlling a torque ratio output to the left and right output shafts by the control torque of the torque vectoring control motor, wherein the differential device includes a differential case receiving a torque from the speed reduction device, the differential case is mounted between the two planetary gear sets rotatably on a connecting member connecting the two planetary gear sets, and side gears in the di
    Type: Grant
    Filed: March 31, 2020
    Date of Patent: June 15, 2021
    Assignees: Hyundai Motor Company, Kia Motors Corporation
    Inventors: Chulmin Ahn, SungGon Byun, Seok Joon Kim, Su Hyeon Maeng, Dong Hui Cheon, Baekyu Kim, Junyoung Ha
  • Patent number: 10571003
    Abstract: An axle assembly having a gear reduction unit and an interaxle differential unit. The gear reduction unit may be operatively connected to an input shaft and may selectively provide gear reduction to a differential assembly and the interaxle differential unit. The interaxle differential unit may operatively connect the gear reduction unit to the output shaft.
    Type: Grant
    Filed: June 25, 2019
    Date of Patent: February 25, 2020
    Assignee: ArvinMeritor Technology, LLC
    Inventors: Christopher Keeney, Dale Eschenburg
  • Patent number: 10557537
    Abstract: An axle assembly having a gear reduction unit and an interaxle differential unit. The gear reduction unit may be operatively connected to an input shaft and may selectively provide gear reduction to a differential assembly and the interaxle differential unit. The interaxle differential unit may operatively connect the gear reduction unit to the output shaft.
    Type: Grant
    Filed: June 25, 2019
    Date of Patent: February 11, 2020
    Assignee: ArvinMeritor Technology, LLC
    Inventors: Christopher Keeney, Dale Eschenburg
  • Patent number: 10065489
    Abstract: An electric drive axle comprises: a housing; a drive motor having an output shaft for outputting torque; a main reducer configured to perform two-stage reduction to amplify the torque outputted from the output shaft; a differential including a differential housing, a planetary gear shaft, a left and right drive shafts rotating about an axis of rotation; a torque vectoring motor; a double row planetary gear reduction mechanism configured to amplify power outputted from the torque vectoring motor; a double row planetary gear torque vectoring mechanism connected to the double row planetary gear reduction mechanism and configure to receive torque outputted from the double row planetary gear reduction mechanism and output reverse torque in contrast to the torque received; and a single row double planetary gear coupling mechanism providing opposite direction torques to the left and right drive shafts respectively.
    Type: Grant
    Filed: February 8, 2016
    Date of Patent: September 4, 2018
    Assignee: JILIN UNIVERSITY
    Inventors: Junnian Wang, Nana Sun, Xiusen Li
  • Patent number: 10011147
    Abstract: An axle assembly having a bearing support, a roller bearing assembly, an adjuster ring, and a locking fastener. The adjuster ring and the roller bearing assembly may be disposed on and may receive a bearing journal of the bearing support. The locking fastener may inhibit rotation of the adjuster ring.
    Type: Grant
    Filed: September 11, 2015
    Date of Patent: July 3, 2018
    Assignee: ArvinMeritor Technology, LLC
    Inventors: Brian D. Hayes, Robert J. Martin
  • Patent number: 8961353
    Abstract: A vehicle driveline that includes an input member, a multi-speed transmission, a first differential assembly, a first bevel ring gear and a mode clutch that are disposed axially along a rotational axis of the input member. The multi-speed transmission includes a range collar that is axially movable along the input member axis.
    Type: Grant
    Filed: March 5, 2013
    Date of Patent: February 24, 2015
    Assignee: American Axle & Manufacturing, Inc.
    Inventors: Paul J. Valente, James P. Downs
  • Publication number: 20140357445
    Abstract: A power transfer unit assembly for transferring torque from a differential carrier to a propeller shaft includes an input shaft configured to be rotatably driven by the transmission differential carrier about a first axis of rotation of the differential carrier. A first bevel gear is engaged with a second bevel gear. The first bevel gear is annular and concentrically surrounds the input shaft. The second bevel gear is configured to rotatably drive the propeller shaft about a second axis of rotation of the propeller shaft that is substantially perpendicular to the first axis of rotation. The power transfer unit assembly has a compound planetary gear set concentric with the first axis of rotation. The compound planetary gear set is configured to transfer torque from the input shaft to the first bevel gear at a reduction ratio. Modular power transfer unit assemblies having common components are disclosed.
    Type: Application
    Filed: May 30, 2013
    Publication date: December 4, 2014
    Inventor: Craig R. Brooks
  • Publication number: 20140309074
    Abstract: A transfer case includes a planetary differential including an input, a first output and a second output, a sprocket journalled on the second output, and a sleeve driveably connected to the second output, for (i) releaseably connecting the first output to the sleeve, (ii) releaseably connecting the sprocket to the sleeve, (iii) releaseably connecting the first output and the sprocket to the sleeve, and (iv) disconnecting the sprocket and first output from the sleeve.
    Type: Application
    Filed: April 10, 2013
    Publication date: October 16, 2014
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventor: David A. Janson
  • Patent number: 8852043
    Abstract: The present invention utilizes the rotary kinetic power of a rotary kinetic power source to directly drive the epicyclic gear set, or to drive the epicyclic gear set through a transmission device, then a continuous variable transmission (CVT) is individually installed between two output shafts of the epicyclic gear set and the load driven thereby, so the wheel set of the driven load is enabled to randomly perform variation of the driving speed ratio and the driving torque, so as to drive the combined common load; between the output ends of the mentioned two continuous variable transmissions, a limited slip differential or a stabilize device composed of a dual shaft connecting device having slip coupling torque can be further installed according to actual needs.
    Type: Grant
    Filed: April 11, 2012
    Date of Patent: October 7, 2014
    Inventor: Tai-Her Yang
  • Patent number: 8795126
    Abstract: A disconnectable driveline arrangement for an all-wheel drive vehicle includes a power take-off unit having a disconnect mechanism, a rear drive module having a torque transfer device providing a disconnect function, a speed synchronization function and a torque biasing function, and a control system for controlling actuation of the disconnect mechanism and the torque transfer device. The power take-off unit and the rear drive module can each be equipped with a two-speed range shift unit which, under the control of the control system, permits establishment of high and low speed drive connections.
    Type: Grant
    Filed: May 14, 2012
    Date of Patent: August 5, 2014
    Assignee: American Axle & Manufacturing, Inc.
    Inventors: James Preston Downs, Paul Joseph Valente
  • Patent number: 8790205
    Abstract: The present invention utilizes the rotary kinetic power of a rotary kinetic power source to directly drive the epicyclic gear set, or to drive the epicyclic gear set through a transmission device, then a continuous variable transmission (CVT) is individually installed between two output shafts of the epicyclic gear set and the load driven thereby, so the wheel set of the driven load is enabled to randomly perform variation of the driving speed ratio and the driving torque, so as to drive the combined common load; between the output ends of the mentioned two continuous variable transmissions, a limited slip differential or a stabilize device composed of a dual shaft connecting device having slip coupling torque can be further installed according to actual needs.
    Type: Grant
    Filed: February 23, 2012
    Date of Patent: July 29, 2014
    Inventor: Tai-Her Yang
  • Publication number: 20140073472
    Abstract: A power transmitting shaft transmits power of a driving force source to driven wheels. A differential gear is connected to an axle of the driven wheels. A ring gear is provided between the power transmitting shaft and the differential gear. A switching mechanism between the driving force source and the power transmitting shaft switches between a four-wheel drive state and a two-wheel drive state. A two-way clutch is provided between the ring gear and the differential gear. The two-way clutch switches between a power transmitting state and a power transmission interrupted state.
    Type: Application
    Filed: September 11, 2013
    Publication date: March 13, 2014
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Takahiro YOSHIMURA, Hideki TAMOTO, Masayuki HASHIMOTO, Minoru ONITAKE, Shun OHNO
  • Publication number: 20140011625
    Abstract: A gear reduction mechanism, particularly for use in an offset final drive unit for vehicular applications, has an input gear meshing directly with the output gear and two additional gear trains between the input and output gears. Three separate load paths therefore exist for the transmission of torque from the input gear to the output gear which means that the face widths of all the gears can be substantially reduced in comparison with a conventional single-mesh arrangement and the overall mechanism can therefore be of reduced width.
    Type: Application
    Filed: March 21, 2012
    Publication date: January 9, 2014
    Applicant: QINETIQ LIMITED
    Inventor: Robert William Thompson
  • Patent number: 8589048
    Abstract: A method of controlling a torque vectoring mechanism that distributes torque between a left and a right wheel of a vehicle includes determining a reference yaw rate of the vehicle based on a speed and a steering angle of the vehicle and determining a first torque control value based on a yaw rate of the vehicle and the reference yaw rate. The method also includes: (i) determining longitudinal slip value for each of the left and right wheels, (ii) determining a combined slip value based on the longitudinal slip values, and (iii) determining a second torque control value based on the combined slip value. Further, the method includes determining a final torque control value based on the first torque control value and the second torque control value and distributing torque between the left and right wheels based on the final torque control value. A torque vectoring system is also provided.
    Type: Grant
    Filed: August 30, 2011
    Date of Patent: November 19, 2013
    Assignee: e-AAM Driveline Systems AB
    Inventors: Gabriel Per Erik Ivar Trönnberg, Simon Ola André Yngve
  • Patent number: 8465388
    Abstract: A compact gear drive assembly for powered equipment includes a housing having a first opening, and an input shaft having a first end located in the housing and a second end extending from the housing through the first opening. The gear drive assembly further includes a first stage gear reduction engaged to and driven by the first end of the input shaft, a second stage gear reduction engaged to and driven by the first stage gear reduction, and an axle engaged to and driven by the second stage gear reduction.
    Type: Grant
    Filed: August 6, 2012
    Date of Patent: June 18, 2013
    Assignee: Hydro-Gear Limited Partnership
    Inventors: Thomas J. Langenfeld, Jesse L. Probst
  • Patent number: 8430779
    Abstract: A power-dividing gear train assembly for motor vehicles includes a differential that outputs torque to two output shafts. The output torque applied to the output shafts is changeable by using a superimposing gear train, which comprises a plurality of epicyclic gear trains and is drivingly connected indirectly or directly with the output shafts. A drive motor is drivingly coupled to the superimposing gear train and the transmission ratio of the superimposing gear train is set such that an output shaft of the drive motor is still when the output shafts are rotating synchronously. To achieve a more precise and quicker-reacting redistribution of the drive torques, at least one epicyclic gear train, which reduces torque and cooperates with the differential, is connected upstream of the superimposing gear train.
    Type: Grant
    Filed: April 18, 2008
    Date of Patent: April 30, 2013
    Assignee: FZGmbH
    Inventor: Bernd-Robert Hoehn
  • Patent number: 8235858
    Abstract: A compact gear drive assembly for powered equipment includes a housing having a first tubular extension, and an input shaft having a first end located in the housing and a second end extending from the housing through the first tubular extension. The gear drive assembly further includes a first stage gear reduction engaged to and driven by the first end of the input shaft, a second stage gear reduction engaged to and driven by the first stage gear reduction, and an axle engaged to and driven by the second stage gear reduction.
    Type: Grant
    Filed: July 2, 2010
    Date of Patent: August 7, 2012
    Assignee: Hydro-Gear Limited Partnership
    Inventors: Thomas J. Langenfeld, Jesse L. Probst
  • Patent number: 8177672
    Abstract: A driving-force transmitting device includes a first disengaging mechanism that disengages a driving force from an engine to a driving-force transmitting unit and a second disengaging mechanism having a synchronizing mechanism that disengages the driving force from a driving-force transmitting unit to a right-rear-wheel driving shaft. A change gear ratio between front wheels and rear wheels is constructed so that a driving-force transmitting unit side of the first disengaging mechanism rotates at a speed higher than that of an opposing side at the time of completion of synchronization of the second disengaging mechanism. In switching from a two-wheel drive mode to a four-wheel drive mode, synchronization of the second disengaging mechanism first starts to increase the rotation speed of the driving-force transmitting unit, and next connects the first disengaging mechanism when a rotation speed of the driving-force transmitting unit side of the first disengaging mechanism matches that of an opposing side.
    Type: Grant
    Filed: May 19, 2010
    Date of Patent: May 15, 2012
    Assignee: Univance Corporation
    Inventors: Tadahiko Kato, Toshiyuki Miyachi
  • Publication number: 20120021864
    Abstract: A drive axle system for a vehicle drive train having a clutching device is provided. The drive axle system includes a first shaft, a first axle assembly, a second axle assembly, a first clutching device, and a second clutching device. The first axle assembly is drivingly engaged with the first shaft. The first clutching device divides one of a pair of output axles into first and second portions. The second clutching device selectively engages a driving gear of the second axle assembly with one of the first shaft and a portion of the first axle assembly.
    Type: Application
    Filed: July 20, 2011
    Publication date: January 26, 2012
    Applicant: Dana Heavy Vehicle Systems Group, LLC
    Inventors: James F. Ziech, Donald J. Remboski, Steven J. Wesolowski, Timothy J. Morscheck
  • Patent number: 8007391
    Abstract: An orthogonal axis gear, a planetary gear reduction mechanism portion, and a differential gear mechanism portion are arranged along an axial center direction of left and right output shafts. The planetary gear reduction mechanism portion is constituted such that a sun gear thereof is provided as a continuation of a crown gear of the orthogonal axis gear, a ring gear thereof is fixed to a differential case, and a planetary carrier thereof serves as an output. Further, the differential gear mechanism portion employs a planetary gear mechanism and is constituted such that a ring gear of the planetary gear mechanism is provided as a continuation of the planetary carrier of the planetary gear reduction mechanism portion, a planetary carrier thereof is provided as a continuation of the left side output shaft, and a sun gear thereof is provided as a continuation of the right side output shaft.
    Type: Grant
    Filed: May 14, 2008
    Date of Patent: August 30, 2011
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventors: Takaharu Kikura, Hiromi Hirase
  • Patent number: 7988583
    Abstract: A final reduction gear device including an orthogonal axis gear and a speed reduction mechanism portion employing a planetary gear is provided. A radial bearing, more specifically a cylindrical roller bearing, having a large radial load capacity is disposed between a bevel ring gear of the orthogonal axis gear and a differential case. A thrust bearing, more specifically a thrust ball bearing or a thrust roller bearing, having a large axial load capacity is disposed between an axial end portion of a sun gear, and an inner race side of the radial bearing and the side of a fitting portion of the differential case, to which the inner race is fitted. A thrust bearing, more specifically a thrust ball bearing or a thrust roller bearing, having a large axial load capacity is disposed between the bevel ring gear and a planetary carrier of the speed reduction mechanism portion.
    Type: Grant
    Filed: May 29, 2008
    Date of Patent: August 2, 2011
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventor: Hiromi Hirase
  • Patent number: 7955209
    Abstract: A differential gear having first and second driven shafts connected with a drive cage via a planetary or differential gear and a stationary gear housing. An intermediate gear with a planetary unit is provided with the first driven shaft, wherein the planetary unit includes a planetary wheel support and a planetary wheel pair having a first planetary wheel and a second planetary wheel. The first and second planetary wheels having different effective diameters, wherein the planetary wheel pair is arranged on planetary wheel pair shafts. A first sun wheel engaged with the first planetary wheel and a second sun wheel arranged coaxially with the first sun wheel. A brake device including a braking force applicator and a braking torque that brakes the planetary unit with respect to the stationary gear housing, and wherein the planetary unit includes active surfaces for introducing the breaking torque into the planetary unit.
    Type: Grant
    Filed: February 27, 2008
    Date of Patent: June 7, 2011
    Assignee: Getrag Driveline Systems GmbH
    Inventors: Hans-Peter Nett, Thomas Deigner
  • Publication number: 20110045933
    Abstract: A differential for interconnecting an input member to a first, second, and third output member includes a housing interconnected with the input member and with the first output member, the housing having a first portion connected to a second portion, the first portion defining a first recess and the second portion defining a second recess, wherein the first recess and the second recess are aligned and cooperate to define a slot. A key member is disposed within the slot between the first portion and the second portion. A cross member is attached to the housing. A set of pinion gears is rotatable about the cross member. A set of side gears is intermeshed with the set of pinion gears, wherein one of the set of side gears is interconnected with the second output member and another of the set of side gears is interconnected with the third output member.
    Type: Application
    Filed: August 18, 2009
    Publication date: February 24, 2011
    Applicant: GM GLOBAL TECHNOLOGY OPERATIONS, INC.
    Inventors: Surendar Shawn Paul, Martin Hefter, Richard F. Olenzek, Zinovy Soybel, William J. Duncan, JR., Alvan J. Callahan, David Louis Pieknik
  • Patent number: 7857725
    Abstract: A differential gear includes a drive, in particular a bevel drive pinion, a left output shaft and a right output shaft, a rotatably mounted basket, which is driven by the drive, and which is coupled with the left output shaft by a left superposition gear and with the right output shaft by a right superposition gear, a double planetary gear set, which exhibits an internal geared wheel, which is mounted on the basket, as well as radially outer planet gears, which mesh with the internal geared wheel, radially inner planet gears, which mesh with the radially outer planet gears and with a gearwheel, which is connected to a first of the two output shafts, and a planet carrier, on which the radially inner and the radially outer planet gears are mounted. The planet carrier can be coupled with the second of the two output shafts by way of a clutch.
    Type: Grant
    Filed: December 2, 2009
    Date of Patent: December 28, 2010
    Assignee: Bayerische Motoren Werke Aktiengesellschaft
    Inventor: Wolfgang Nehse
  • Patent number: 7811194
    Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential, a speed changing unit operably disposed between the differential assembly and one of the first and second axleshafts, and first and second mode clutches. The first mode clutch is operable to decrease the rotary speed of the second axleshaft which, in turn, causes a corresponding increase in the rotary speed of the first axleshaft. The second mode clutch is operable to increase the rotary speed of the second axleshaft so as to cause a decrease in the rotary speed of the first axleshaft. A control system controls actuation of both mode clutches.
    Type: Grant
    Filed: June 28, 2007
    Date of Patent: October 12, 2010
    Assignee: MAGNA Powertrain USA, Inc.
    Inventor: Thomas C. Bowen
  • Publication number: 20100144483
    Abstract: A yaw drive assembly for a rotatable system includes an input shaft configured to receive a torque from a yaw drive motor coupled within a body of the rotatable system, wherein the torque facilitates rotating the rotatable system about a yaw axis. The yaw drive assembly includes at least two output shafts configured to receive the torque and transmit a rotational yaw force to the rotatable system, and a differential gear stage operatively coupled to the two output shafts, wherein the differential gear stage includes a differential planetary gear configured to drive a pinion coupled to each of the two output shafts.
    Type: Application
    Filed: March 19, 2009
    Publication date: June 10, 2010
    Inventor: Nirmal Kumar Aiyakkannu
  • Patent number: 7632205
    Abstract: An infinitely variable gear transmission system for vehicles includes a differential gear unit for input, an epicyclic gear unit, two hydraulic pumps and a hydraulic circuit having direction control valves and orifices, intercoupling the two hydraulic pumps, one of the hydraulic pumps rotating with the first output shaft of the differential gear unit and one of the three gear elements of the epicyclic gear unit, and the second hydraulic pump rotating with the second output shaft and the second gear element, and a control unit to selectively control the direction and the fluid pressure in the hydraulic circuit and control the speed of the third gear element in clockwise and anticlockwise direction. In another embodiment the hydraulic circuit includes a flow control valve with variable orifice and a controller to continuously check and control the opening of the orifice, and correct the fluid pressure for the exact output speed.
    Type: Grant
    Filed: May 4, 2005
    Date of Patent: December 15, 2009
    Inventor: Kodamkandeth Ukkru Varunny
  • Publication number: 20090270217
    Abstract: A differential gear unit for motor vehicles for the controllable distribution of the driving power comprises a housing and a differential gear (4) disposed therein, the gear having two speed-changing transmissions (5) drivingly connected to the output shafts (7,8) and to the input member (14) of the differential gear, and two hydraulically controllable clutches (24, 25).
    Type: Application
    Filed: September 17, 2007
    Publication date: October 29, 2009
    Applicant: MAGNA STEYR FAHRZEUGTECHNIK AG & CO. KG
    Inventor: Franz Zohrer
  • Patent number: 7601089
    Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential, a speed changing unit operably disposed between the differential assembly and the first and second axleshafts, first and second mode clutches and a brake unit. The first mode clutch is operable 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 mode clutch is operable to increase the rotary speed of the second axleshaft so as to cause a decrease in the rotary speed of the first axleshaft. The brake unit is operable to engage the speed changing unit. A control system controls actuation of both mode clutches.
    Type: Grant
    Filed: August 21, 2007
    Date of Patent: October 13, 2009
    Assignee: Magna Powertrain USA, Inc.
    Inventors: Sankar K. Mohan, Anupam Sharma, Thomas Bowen
  • Publication number: 20090253548
    Abstract: In at least one embodiment of the present invention, a torque vectoring axle assembly for a non-driven axle of a motor vehicle is provided. The assembly comprises a first torque vectoring system (12) and a non-driven differential (16) that includes a differential carrier (24). The first torque vectoring system (12) includes a first shaft (30) configured to receive a first torque output from the non-driven differential (16) and to rotate about a shaft central axis (42). In communication with the first shaft (30) is a first gear (44) that is configured to rotate in conjunction with the first shaft (30) about the shaft central axis (42). In communication with the differential carrier (24) is a second gear (46) that is configured to rotate about the shaft central axis (42). A first set of planet gears (50) are in communication with the first and second gears (44, 46). The first and second gears (44, 46) have a first gear ratio other than one.
    Type: Application
    Filed: April 1, 2009
    Publication date: October 8, 2009
    Inventor: Dan J. Showalter
  • Publication number: 20090192006
    Abstract: A rear axle transmission unit is proposed for transmitting a drive torque from a drive input shaft to two drive output shafts via a differential unit and a device, which can be actuated and continuously adjusted by at least one motor for influencing the drive torque distribution level to the output shafts, such that the differential unit comprises a differential and a differential cage actively connected to the drive shaft and the device for influencing the drive torque distribution level comprises at least one planetary gearset as a transmission ratio stage which is actively connected to the differential cage and to an associated output shaft and which comprises a brake device. It is provided that the brake device is arranged laterally offset in the direction of a planetary axis next to planetary gears of the transmission ratio stage and at least approximately inside a radial extension area of the planetary gears around a longitudinal axis of the output shafts.
    Type: Application
    Filed: April 25, 2007
    Publication date: July 30, 2009
    Inventors: Alois Böck, Detlef Baasch, Robert Peter, Florian Knedler, Michael Donaubauer
  • Patent number: 7547265
    Abstract: A variable biasing differential provides an adjustable torque bias between two outputs. An input shaft provides drive torque to a carrier which receives a plurality of stub shafts and a like plurality of planet gears. A first set of planet gears drives a first sun gear and first output and a second set of planet gears, which, in turn, drives additional planet gears which drive a second sun gear and second output. Secured to both ends of the carrier are first and second ring gears which each mesh with an eccentric gear which in turn includes an eccentric second ring gear which meshes with an internal gear disposed about the first and second outputs. These gears are coupled to respective first and second friction clutches which can be independently activated to adjust the torque bias of the differential.
    Type: Grant
    Filed: April 3, 2006
    Date of Patent: June 16, 2009
    Assignee: BorgWarner, Inc.
    Inventor: Dan J. Showalter
  • Publication number: 20090120706
    Abstract: A system for transmitting rotary power to the wheels of a motor vehicle includes an input, a planetary final drive connected driveably to the input and including a first output that is driven at a speed that is slower than a speed of the input, and a inter-wheel planetary differential driveably connected to the first output for splitting torque carried by the first output between a second output connected driveably to a first wheel of a first wheel set and a third output connected driveably to a second wheel of the first wheel set.
    Type: Application
    Filed: November 9, 2007
    Publication date: May 14, 2009
    Inventor: David A. Janson
  • Publication number: 20090112430
    Abstract: The present invention is an axle (10) for a vehicle having a housing (12), an input shaft (14) coupled to a differential on a first end, extending through the length of the housing (12), and an output gear (16) having a first tooth profile located inside the housing (12) splined to the input shaft (14). Also included is a drive gear (18) having a second tooth profile coupled to a differential housing, at least one planetary gear (20) having a single tooth profile mounted on a carrier (22), in mesh with the first tooth profile of the output gear (16) and the second tooth profile of the drive gear (18), a carrier ring (26), and an actuatable clutch pack (32) coupled to the carrier ring (26) and the housing (12). When the actuatable clutch pack (32) is actuated, the carrier (22) is slowed down, and the speeds of the planetary gear (20) and the output gear (16) are increased, increasing the speed of the input shaft (14).
    Type: Application
    Filed: August 16, 2006
    Publication date: April 30, 2009
    Applicant: BorgWarner Inc.
    Inventor: Dan J. Showalter
  • Publication number: 20090062054
    Abstract: A power transfer unit for directing power to the front wheels and rear wheels of a motor vehicle includes an input, a rear drive shaft driveably connected to the rear wheels, a first gear unit having an output for producing first and second ratios of a speed of the input and a speed of the gear unit output, a differential mechanism driveably connected to the gear unit output for driving right-hand and left-hand front wheels differentially, and a second gear unit driveably connecting the rear driveshaft and the output of the first gear unit.
    Type: Application
    Filed: April 13, 2006
    Publication date: March 5, 2009
    Inventor: Jonathan Brentnall
  • Patent number: 7491146
    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 axleshafts, a transfer clutch and first and second brakes. The first brake is operable with the transfer clutch 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 brake is operable with the transfer clutch 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 brakes and the transfer clutch.
    Type: Grant
    Filed: January 22, 2008
    Date of Patent: February 17, 2009
    Assignee: Magna Powertrain USA, Inc.
    Inventors: Anupam Sharma, Timothy M. Burns
  • Patent number: 7491147
    Abstract: A torque vectoring differential apparatus disposed in a vehicle powertrain includes an engine, transmission, and a torque vectoring differential. The torque vectoring differential includes a bevel gear differential assembly having a carrier input and side gear outputs. The side gear outputs are controlled to distribute torque from the torque and speed from the input member to the individual side gears through two speed control mechanisms each of which is controlled by respective individually selectively engageable torque-transmitting mechanisms. The differential assembly, and the speed control mechanisms are disposed in separate housings.
    Type: Grant
    Filed: May 3, 2006
    Date of Patent: February 17, 2009
    Assignee: GM Global Technology Operations, Inc.
    Inventor: Craig S. Ross
  • Patent number: 7479085
    Abstract: An axle assembly for a motor vehicle includes a pair of axle half-shafts that are adapted to transfer rotational motion to a pair of spaced apart wheels. A differential is positioned between the axle half-shafts and a dual planetary gear set is positioned between and interconnects each axle half-shaft to the differential. Each dual planetary gear set includes a first planetary gear set and a second planetary gear set mounted adjacent one another, back to back, and having a shared ring gear.
    Type: Grant
    Filed: June 12, 2006
    Date of Patent: January 20, 2009
    Assignee: Deere & Company
    Inventor: Jeffrey Brengle Finn
  • Publication number: 20080139359
    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 axleshafts, a transfer clutch and first and second brakes. The first brake is operable with the transfer clutch 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 brake is operable with the transfer clutch 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 brakes and the transfer clutch.
    Type: Application
    Filed: January 22, 2008
    Publication date: June 12, 2008
    Applicant: Magna Powertrain USA, Inc.
    Inventors: Anupam Sharma, Timothy M. Burns
  • Patent number: 7344469
    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 axleshafts, a transfer clutch and first and second brakes. The first brake is operable with the transfer clutch 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 brake is operable with the transfer clutch 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 brakes and the transfer clutch.
    Type: Grant
    Filed: March 31, 2006
    Date of Patent: March 18, 2008
    Assignee: Magna Powertrain USA, Inc.
    Inventors: Anupam Sharma, Timothy M. Burns
  • Publication number: 20070287568
    Abstract: An axle assembly for a motor vehicle includes a pair of axle half-shafts that are adapted to transfer rotational motion to a pair of spaced apart wheels. A differential is positioned between the axle half-shafts and a dual planetary gear set is positioned between and interconnects each axle half-shaft to the differential. Each dual planetary gear set includes a first planetary gear set and a second planetary gear set mounted adjacent one another, back to back, and having a shared ring gear.
    Type: Application
    Filed: June 12, 2006
    Publication date: December 13, 2007
    Inventor: Jeffrey Brengle Finn
  • Patent number: 7294082
    Abstract: A powertrain arrangement for selectively operating a vehicle in a skid-steer configuration is provided. The arrangement includes an engine coupled to a differential. A first torque transfer mechanism is coupled to a coupling mechanism and arranged to drive a first set of wheels on a side of the vehicle orientated parallel to a wheelbase of the vehicle. A second torque transfer mechanism is coupled to the differential and arranged to drive a second set of wheels on an opposite side of the vehicle. The coupling mechanism is coupled to the differential and includes a rotation selector arranged to selectively engage an output of the differential to provide a torque input to the first torque transfer mechanism of a direction so as to drive the first set of wheels in one of a same and an opposite direction as the second set of wheels.
    Type: Grant
    Filed: December 21, 2004
    Date of Patent: November 13, 2007
    Assignee: Chrysler LLC
    Inventors: Stephen T Lim, Douglas J Quigley, Robert Smyczynski
  • Patent number: 7294083
    Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential, a speed changing unit operably disposed between the differential assembly and one of the first and second axleshafts, and first and second mode clutches. The first mode clutch is operable to engage the speed changing unit for reducing the rotary speed of the second axleshaft relative to the rotary speed of the first axleshaft. The second mode clutch is operable to engage the speed changing unit for increasing the rotary speed of the second axleshaft relative to the rotary speed of the first axleshaft. A control system controls actuation of both mode clutches.
    Type: Grant
    Filed: December 6, 2006
    Date of Patent: November 13, 2007
    Assignee: Magna Powertrain, USA, Inc.
    Inventor: Thomas C. Bowen
  • Patent number: 7278947
    Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential, first and speed changing units and first and second mode clutches. The first mode clutch is operable in association with the first speed changing unit 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 mode clutch is operable in association with the second speed changing unit to increase the rotary speed of the second axleshaft so as to cause a decrease in the rotary speed of the first axleshaft. A control system controls actuation of both mode clutches.
    Type: Grant
    Filed: March 31, 2006
    Date of Patent: October 9, 2007
    Assignee: Magna Powertrain USA, Inc.
    Inventor: Dumitru Puiu
  • Patent number: 7267628
    Abstract: A motor vehicle having a drive axle assembly including first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential, a speed changing unit operably disposed between the differential assembly and the first and second axleshafts, and first and second mode clutches. The first mode clutch is operable 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 mode clutch is operable to increase the rotary speed of the second axleshaft so as to cause a decrease in the rotary speed of the first axleshaft. A control system controls actuation of both mode clutches.
    Type: Grant
    Filed: May 11, 2006
    Date of Patent: September 11, 2007
    Assignee: Magna Powertrain USA, Inc.
    Inventor: Thomas C. Bowen
  • Patent number: 7267627
    Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential, a speed changing unit operably disposed between the differential assembly and the first and second axleshafts, first and second mode clutches and a brake unit. The first mode clutch is operable 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 mode clutch is operable to increase the rotary speed of the second axleshaft so as to cause a decrease in the rotary speed of the first axleshaft. The brake unit is operable to engage the speed changing unit. A control system controls actuation of both mode clutches.
    Type: Grant
    Filed: September 15, 2005
    Date of Patent: September 11, 2007
    Assignee: Magna Powertrain USA, Inc.
    Inventors: Sankar K. Mohan, Anupam Sharma, Thomas C. Bowen
  • Patent number: 7238134
    Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential, a speed changing unit operably disposed between the differential assembly and one of the first and second axleshafts, and first and second mode clutches. The first mode clutch is operable to decrease the rotary speed of the second axleshaft which, in turn, causes a corresponding increase in the rotary speed of the first axleshaft. The second mode clutch is operable to increase the rotary speed of the second axleshaft so as to cause a decrease in the rotary speed of the first axleshaft. A control system controls actuation of both mode clutches.
    Type: Grant
    Filed: February 14, 2006
    Date of Patent: July 3, 2007
    Assignee: Magna Powertrain USA, Inc.
    Inventor: Thomas C. Bowen
  • Patent number: 7204778
    Abstract: A differential gear arbitrarily produces difference in speed of rotation between output side rotary members. When a difference in speed of rotation occurs between drive shafts 3 and 4, if clutches 12 and 17 are disconnected, the drive shaft 3 rotates independently of the first output side gear 9, and the drive shaft 4 rotates independently of the second output side gear 14. When the rotation of the drive shaft 3 with respect to the first output side gear 9 is controlled by the first clutch 12, by setting appropriately the gear ratios between (1) the first input side gear 8, (2) the first output side gear 9 and (3) the first intermediate gears 10, the drive shaft 3 rotates faster than the drive shaft 4.
    Type: Grant
    Filed: April 13, 2005
    Date of Patent: April 17, 2007
    Inventor: Kenji Mimura