Abstract: A powertrain for a motor vehicle, with a differential planetary gear system, which has at least one ring gear with ring gear toothing, at least one sun gear with sun gear toothing, planetary gears which engage with the ring gear toothing on one side and with the sun gear toothing on the other side, and a planetary gear carrier, on which the planetary gears are rotatably mounted. The ring gear toothing and the sun gear toothing have the same number of respective gear wheel teeth.

Abstract: A differential assembly includes a gear member, a cover member, a plurality of differential gears, a plurality of bolts, and a pair of side gears. The gear member is configured to rotate about an axis. The cover member is coupled to the gear member and is configured to rotate together with the gear member. The differential gears are positioned within the cover member. The bolts are threadingly coupled to one of the cover member and the gear member. Each of the bolts is configured to rotatably support a corresponding differential gear thereon. The pair of side gears are meshed with the differential gears.

Abstract: A differential includes a differential case; a side gear; a pinion configured for meshing engagement with the side gear; and a pinion housing configured to support the pinion. The pinion housing includes a first face; a second face opposing the first face; a first projection located on the first face; and a second projection located on the second face. The pinion housing also includes an aperture or hole extending radially inwardly from an outer radial surface of the generally annular ring; and a channel extending from the first face to the second face, wherein the channel is substantially radially aligned with the aperture or hole. In embodiments, the pinion housing includes one or more transfer formations configured to transfer torque from the differential case, and the pinion housing is configured to permit movement in an axial direction between a pair of side gears.

Abstract: In a 4WD vehicle that is basically an FF type, a propeller shaft 4 includes, on a front end and a rear end thereof, respective driving force transmission devices 3 and 5. The propeller shaft 4 includes an electric motor 41, and when the electric motor 41 is rotated in a backward direction of the vehicle during a 2WD state, a hypoid ring gear 36 of a transfer mechanism 32 of the driving force transmission device 3 is moved so as to engage a clutch mechanism 31. By such an engagement, engine torque is transmitted to the driving force transmission device 5 via the propeller shaft 4. Thus, a hypoid ring gear 56 of a transfer mechanism 52 of the driving force transmission device 5 is moved so as to engage a clutch mechanism 51. Accordingly, a drive state is switched to a 4WD state.

Abstract: An auto-locking torque distributing mechanism comprises a main plate receiving two gear sets. On two sides of the main plate, slots and apertures are respectively formed near two side peripheries thereof and partially communicated with each other. A sleeve assembly includes a covering unit with an opening enclosed by a first wall whereby each aperture is communicated with the opening and arranged near the first wall while connecting the main plate to the sleeve assembly. When one wheel slips and spins much faster than the other wheel, the sleeve assembly keeps fluid to avoid leaking. By the aforementioned partial communication, the fluid is easily sucked into the aperture to enter the slot and go among the gear sets, thereby limiting the amount of torque sent to the slipping wheel and distributing as much as torque to the non-slipping wheel to keep the traction of the vehicle.

Abstract: A planetary roller gear drive with a spindle nut (1) that is arranged on a threaded spindle (2) and with planets (3) that are arranged distributed around the periphery and are in rolling engagement with the spindle nut (1) and the threaded spindle (2). The planets (3) revolve on planetary orbits (P) that are arranged perpendicular to the spindle axis and the planets (3) are each divided into multiple planet parts arranged one behind the other in the axial direction.

Abstract: A differential with one or more friction and thrust washer sets so that axially generated thrust forces can be used in certain situations to affect a torque bias ratio of the differential.

Abstract: A differential includes a differential case; a side gear; a pinion configured for meshing engagement with the side gear; and a pinion housing configured to support the pinion. The pinion housing includes a first face; a second face opposing the first face; a first projection located on the first face; and a second projection located on the second face. The pinion housing also includes an aperture or hole extending radially inwardly from an outer radial surface of the generally annular ring; and a channel extending from the first face to the second face, wherein the channel is substantially radially aligned with the aperture or hole. In embodiments, the pinion housing includes one or more transfer formations configured to transfer torque from the differential case, and the pinion housing is configured to permit movement in an axial direction between a pair of side gears.

Abstract: A differential includes a differential case; a side gear comprising a helical face gear; a helical pinion configured for meshing engagement with the side gear; and a pinion housing configured to support the helical pinion. The pinion housing includes a first face; a second face opposing the first face; a first projection located on the first face; and a second projection located on the second face. In some embodiments, the differential further comprises an actuator configured for engagement with the pinion housing and a plurality of friction plates disposed between the actuator and the differential case. The pinion housing also includes an aperture or hole extending radially inwardly from an outer radial surface of the generally annular ring; and a channel extending from the first face to the second face, wherein the channel is substantially radially aligned with the aperture or hole.

Abstract: A gear train is provided that includes at least one side gear comprising a helical face gear and a plurality of helical pinions in meshing engagement with the helical face gear. The gear train may further include an absorber configured to provide an axial force on at least one of the plurality of helical pinions. A differential may also be provided including a differential case and a gear train disposed in the differential case. The gear train includes at least one side gear comprising a helical face gear and a plurality of helical pinions in meshing engagement with the helical face gear. The gear train in the differential may further include a means for providing an axial force on at least one of the plurality of helical pinions.

Abstract: A differential includes a differential case; a side gear comprising a helical face gear; a helical pinion configured for meshing engagement with the side gear; and a pinion housing configured to support the helical pinion. The pinion housing includes a first face; a second face opposing the first face; a first projection located on the first face; and a second projection located on the second face. In some embodiments, the differential further comprises an actuator configured for engagement with the pinion housing and a plurality of friction plates disposed between the actuator and the differential case. The pinion housing also includes an aperture or hole extending radially inwardly from an outer radial surface of the generally annular ring; and a channel extending from the first face to the second face, wherein the channel is substantially radially aligned with the aperture or hole.

Abstract: An all-gear differential designed primarily for motor vehicle use, employing a “cross-axis” arrangement defined by a pair of helical “side” or “S” gears rotatable about a common first axis and mountable on respective opposite vehicle axles, and one or more pairs of “balance” or “B” gears rotatable about second axes orthogonal to the first axis. The B gears have helical central portions for meshing with the helical S gears, and have spur gear end portions for meshing with each other. The B/S helical gear tooth ratio between each balance gear and its respective side gear greater than 0.60 and preferably is about 0.75, and the B/S helical angle ratio between each balance gear and its respective side gear is less than 43°/47°, more preferably is less than 40°/50° and about 35°/55°, and most preferably is about 27°/63°.

Abstract: A gear train is provided that includes at least one side gear comprising a helical face gear and a plurality of helical pinions in meshing engagement with the helical face gear. The gear train may further include an absorber configured to provide an axial force on at least one of the plurality of helical pinions. A differential may also be provided including a differential case and a gear train disposed in the differential case. The gear train includes at least one side gear comprising a helical face gear and a plurality of helical pinions in meshing engagement with the helical face gear. The gear train in the differential may further include a means for providing an axial force on at least one of the plurality of helical pinions.

Abstract: A vehicle differential assembly includes a differential housing rotatable about an axis. A first output assembly includes a first side gear positioned within the differential housing and a first output member coupled to the first side gear and having an aperture aligned with the axis. A second output assembly includes a second side gear positioned within the differential housing and a second output member coupled for rotation with the second side gear. A first helical pinion gear is meshingly engaged with the first side gear. A second helical pinion gear is meshingly engaged with the second side gear and the first helical pinion gear. A first coupling assembly includes a coupling mechanism disposed in the aperture and a biasing member engaged with the coupling mechanism to bias the first output assembly into frictional engagement with the differential housing.

Abstract: A differential gear mechanism including a gear case having a body defining a gear chamber having a pair of opposed openings with a pair of output gears rotatably supported in the gear chamber adjacent to the openings. At least one of the output gears has a hub with a tapered portion facing an adjacent opening. At least one of the openings includes an inner chamfer portion that corresponds to an adjacent tapered portion. The gear case and gear set cooperate to move the output gear such that the tapered portion is disposed in frictional, torque translating engagement with a chamfered portion to bias torque translated through the differential to the output shafts under predetermined conditions.

Abstract: The compact, all-gear full-traction differential includes meshing pairs of side-gear worms and worm-wheel balance gears having a “hybrid” design. Preferably, the teeth of each side-gear worm have an involute profile but are cut with only plunge feed, while the teeth of the worm-wheel portions of the balance gears are helicoid worms having tip and root modifications made by a convex-shaped cutter. The side-gear worm teeth have a helix angle equal to or greater than 45° and significantly chamfered ends, and the gears are designed to provide a gear ratio between 1.5:1 and 2.5:1. The numbers of teeth in the spur-gear portion and worm-wheel portion of each balance gear and in each side-gear worm are all divisible by 2 or by 3, preferably by both 2 and 3.

Abstract: A differential includes a carrier and worm gear assembly that cooperate to provide speed differentiation between first and second output shafts as needed. The carrier is coupled to an axle input gear, such as a ring gear for example, or a transmission shaft. The worm gear assembly includes a first enveloping worm gear that drives the first output shaft and a second enveloping worm gear that drives the second output shaft. First and second gears are supported by the carrier and are each in meshing engagement with the first and second enveloping worm gears in a self-locking arrangement. When the first and second enveloping worm gears rotate they are able to turn the first and second gears during normal road conditions, however, the first and second gears cannot drive or turn the first and second enveloping worm gears during a low traction driving condition.

Abstract: A transaxle comprising a transmission, a pair of coaxial axles, a deceleration assembly for decreasing output rotational speed of the transmission, a differential assembly for transmitting power from the deceleration assembly to the pair of axles, and a common housing incorporating the transmission. The differential assembly includes a pair of gear train units disposed on the respective axles, and a bull gear for receiving output rotation of the deceleration assembly. Each of the gear train units includes a sun gear fixed on each of the axles, a holder relatively rotatably provided on each of the axles, and a planetary gear supported by the holder to mesh with the sun gear. The holders of the pair of gear train units are symmetrical with respect to a surface perpendicular to the pair of axles and joined to each other through the surface, and integrally fitted together in the bull common gear.

Abstract: The Quasiturbine (Qurbine in short) uses a rotor arrangement peripherally supported by four rolling carriages, the carriages taking the pivoting blade pressure-load of the blades forming the rotor, and transferring the load to the opposite internal contoured housing wall. The present invention discloses a central, annular, rotor support for the rotor geometry defined by the pivoting blades and associated wheel-bearings, while still maintaining the important center-free engine characteristic. The pressure-load on each pivoting blade is taken by its own set of wheel-bearings rolling on annular tracks attached to the central area of the lateral side covers forming part of the stator casing.

Abstract: Transmission device utilizes a self-locking enveloping worm (1) and enveloping type worm gear (2) in combination with differentials. The worm gear has less than 24 teeth and enveloping angle one revolution of worm thread more than 15 degrees. Mechanical motion from the input of one member (4) of the differential is transmitted to the output (5) of another member of the differential. Control member of the differential connected to the worm gear. Unlocking motion of worm gear (2) controlling by rotation of enveloping worm, connected to auxiliary motor (17). The transmission device for transmitting an oscillating input (4) to a single directional output (5) incorporates some of the worm and worm gear combinations with spider or bevel differentials. The usage of this invention not only transmits the rotation utilizing an oscillating input but also transmits the torque for the conventional power transmission.

Abstract: A mechanical assembly is operable as a variable speed transmission. The output shaft has a rotational force at speeds variable from an input applied to an input shaft. The mechanical assembly is a transmission device using a "positive traction" effect with a differential using a speed control (control shaft or hydraulic device) of relatively small controlling power to control transmission of power from the input shaft to the output shaft. Planetary gearing at a two-to-one ratio is used to convert the speed and direction supplied by the speed control to the output axle. The power input is applied to a differential carrier by a shaft mounted opposite of and collinear to the output axle. This eliminates the ring gear and pinion normally required. The carrier of a planetary gearing is used for speed control and is connected to the control shaft by a one-to-one ratio.

Abstract: A mechanic drive apparatus includes a driving shaft and a hollow rotatable housing which has a rear side mounted on one end of the driving shaft. An output shaft extends into the rotatable housing and is mounted rotatably thereto. The output shaft is aligned axially with the driving shaft. A driven gear is mounted fixedly on the output shaft and is disposed inside the rotatable housing. A pair of driven transmission shafts are disposed on opposite edges of the driven gear. Each of the driven transmission shafts is provided with a worm segment that extends into the rotatable housing and that meshes with the driven gear. A pair of intermediate shafts are mounted rotatably to the rotatable housing in a direction which is transverse to the output shaft. A small bevel gear is mounted fixedly on each of the intermediate shafts. A pair of belt drive units transmit the rotating force of the intermediate shafts to the driven transmission shafts.

Abstract: Frictional resistance, resulting from end thrust developed by planetary gearing, is appreciably increased in parallel-axis/torque-proportioning types of automotive differentials to improve torque bias characteristics. A pair of sun gears receive, respectively, the ends of coaxial drive axles, and the sun gears are interconnected by at least one planetary pair of combination gears positioned in the housing circumferentially around the sun gears. Each combination gear of the pair has a first engagement portion that is in mesh with a respective one of the sun gears, and each also has a second engagement portion that is in mesh with its paired combination gear.

Abstract: Frictional effects at different gear mounting surfaces within a differential are varied to control bias ratio. The gearing arrangement includes side gears respectively coupled to axle ends and element gears which transfer and divide torque between the side gears. Coefficients of friction at end faces of the element gears are varied between different element gears to control overall bias ratio while minimizing the effect of changes in overall bias ratio on an inherent bias ratio imbalance between opposite directions of differentiation. Helical gear portions are formed at the ends of the element gears to better balance thrust forces acting on different element gears.

Abstract: A differential of the helical gear type is disclosed for vehicles including an improved sectional spacer device having a generally C-shaped outer spacer section for maintaining the side gears in axially spaced relation, and a removable inner core spacer section for maintaining the axle shafts in axially spaced relation and for supporting the leg portions of the outer section against displacement toward each other. Spring devices are non-rotatably mounted in the housing for biasing the side gears axially inwardly toward the outer spacer section, thereby to reduce the clearances between the side gears and the outer spacer section, respectively, whereby differential backlash is reduced.

Abstract: A differential device includes a pair of propeller shafts extending into a housing, a pair of side gears connected respectively to the propeller shafts, and at least one pair of element gears having screw gear portions meshing respectively with screw gear portions of the side gears. The element gears have respective coupling gear portions meshing with each other. In order to improve a drive torque distribution, either pitch diameters or helix angles of the screw gear portions of the two side gears are different from each other. In order to reduce the overall diameter of the differential device, a spline portion and the screw gear portion of at least one of the two side gears are spaced from each other along an axis of the side gear, the spline portion serving to connect the side gear to the mating propeller shaft.

Abstract: A differential drive has a differential carrier rotatably supported in a differential housing. Two axle shaft gears are rotatably held in cylindrical bores in the differential carrier and are arranged coaxially relative to each other. Several differential gears, in an axis-parallel arrangement, are supported in an axle-free way in bores in the differential carrier. One group of differential gears engages one of the axle shaft gears and another group engages the other axle shaft gear. At least one group of the differential gears engages the other group of differential gears. The axle shaft gears or differential gears radially deviate from a complete symmetry so that at least periodically there occurs a friction contact between the axle shaft gears and their cylindrical bore in the differential carrier.

Abstract: Frictional resistance is appreciably increased in parallel-axis/torque-proportioning types of automotive differentials to improve torque bias characteristics. A pair of sun gears receive, respectively, the ends of coaxial drive axles, and the sun gears are interconnected by at least one planetary pair of combination gears positioned in the housing circumferentially around the sun gears. Each combination gear of the pair has a first engagement portion that is in mesh with a respective one of the sun gears, and each also has a second engagement portion that is in mesh with its paired combination gear.

Abstract: A differential unit has axially aligned helically toothed output gears of different diameters to provide an unequal division of the input torque, in meshing relationship with two sets of intermediate gears which mesh together and are rotatable on axes parallel to the output gear axis. The gears of one set of intermediate gears mesh with concentric internally and externally toothed output gears to provide alternative outputs at different torque division rates. Slip within the unit can be opposed by frictional coating on the gears and/or on the housing by which they are carried and/or by a damping fluid which may be an electro-rheological fluid.

Abstract: A differential gear assembly of the type used in automotive and truck axles having multiple gear trains for interconnecting axle ends is provided with gearing components having a particular relationship between tooth numbers for simplifying assembly requirements of the differential. For example, each gear train includes a pair of combination gears (40, 50) formed with center worm wheel portions (42, 52) and first (44, 54) and second (46, 56) spur portions at either end. The tooth numbers n.sub.s of the spur portions (44, 54 and 46, 56) are made an integer multiple k of the tooth numbers n of the worm wheel portions (42, 52) of each combination gear (40, 50). The relationship can be expressed as follow:n.sub.s =k-n; k>1 andan integer=2(N.k)/w andN=no. of side gear teethW=no. of gear trainsThis enables the respective gear trains w to be assembled in a properly timed relationship at an expanded number of easily recognizable rotational positions.

Abstract: A limited-slip differential gear comprising a differential gear case which is adapted to be driven and in which two coaxial side gears and at least one pair of differential pinions cooperating with each other and associated with the side gears are rotatably mounted, wherein each differential pinion and the associated side gear constitute a worm gear train. In order to reduce the manufacturing costs and the overall size, the worm gear trains comprise worm gears consisting of the side gears and worms consisting of the differential pinions and the differential pinions of each pair have axes extending at an angle to each other and directly mesh with each other.

Abstract: A differential mechanism is provided with two output shafts 202 and 204 coaxially arranged and extending to wheels 203 and 205 of a vehicle. The differential is provided with a pair of connected discs 221, 209, the disc 209 being rotated about the common axis of the shafts 204, 202 by a drive shaft 206 and a pinion. An intermediate shaft 211 is eccentrically positioned between the two discs 209, 221 and is formed with a circumferentially extending spiral tooth 241. The tooth 241 engages a driving gear 217 fixed to the shaft 202 at one end-portion and the other end-portion of the member 240 provides a member in mesh with the second member 216 fixed to the shaft 204. The teeth of the members 216 and 240 are shaped and positioned so that drive between them is inefficient but they will translate over one another if the member 216 is rotated in the same direction and at the same speed as the member 240.

Abstract: A differential gear mechanism has a clutch between a pair of worm gears which are each connected to different axle shafts. The clutch connects and disconnects the worm gears. When the worm gears are connected, differential operation is locked. Because of this, even if any one of the axle shafts enters a complete kidding state, drive torque is transmitted to the other axle shaft. When the connected state of the worm gears is released, an ordinary differential operation is performed.

Abstract: A differential gear mechanism of the type having a gear carrier (1A, 1B) mounted for rotation about the output axis of the differential, a pair of spaced coaxial helical output gears (4A, 4B) mounted for rotation in the carrier about the output axis, and gear trains mounted in the gear carrier and interconnecting the two output gears, each gear train comprising two worm members (5A-D) and a worm wheel (7A,C; 7B,D) is characterized by the following equations: ##EQU1##

Abstract: The device comprises first and second planet wheels having a common axis, first and second pairs of first satellite gear wheels meshing respectively with the first and second planet wheels, the two gear wheels of each of the said pairs being rotatable on a differential housing coaxial with the planet wheels and having axes lying respectively in first and second planes orthogonal to one another and passing through the first-mentioned said common axis; the device further includes two pairs of second satellite gear wheels also rotatable on the differential housing and having axes lying in the same plane orthogonal to the first and second first-defined planes, each of the second satellite gear wheels meshing simultaneously with one of the said first satellite gear wheels belonging to the first pair and with one of the said first satellite gear wheels belonging to the second pair in such a way that drive can be transmitted from one of the said first satellite gear wheels of one of the said pairs simultaneously to