Abstract: A hybrid drive arrangement for a motor vehicle comprising two close-coupled electric traction motors/generators on the output of the vehicle differential. A constant velocity joint coupling device is incorporated into the central axis of the traction motors between the differential output shafts and the independent articulated axle shafts for the drive wheels. One embodiment comprises a kit for retrofitting an existing vehicle. The kit comprises two electric traction motors/generators incorporating the constant velocity joint coupling devices, two devices for mounting the traction motors to each side of the differential case between the differential and the independent, articulated axle shafts of the existing vehicle, a battery system electrically coupled to the traction motors, two traction motor controllers, and a vehicle sensing and control system. The arrangement provides for improved acceleration, deceleration, cornering, ease of parking, and fuel economy.

Abstract: In a differential device, an outer tube portion is formed in one of a side gear and a sleeve, and an inner tube portion fitted to an inner periphery of the outer tube portion is formed in the other. A falling-off prevention device for preventing axial relative movement of the outer and inner tube portions is provided between the outer and inner tube portions. A seal member for shutting off communication between the falling-off prevention device and an inside of a differential case is set in a fitting portion between the outer and inner tube portions. Accordingly, lubricating oil in the differential case is prevented from leaking out of a space between the side gear and the sleeve without performing a special process such as pressure welding or adhesive bonding during assembly and which has good ease of assembly.

Abstract: A vehicle differential apparatus is provided with: a differential case rotatable around a rotation axis in which a first shaft insertion hole is formed along a direction perpendicular to the rotation axis, a pair of side gears, a pinion gear meshing with the paired side gears in which a second shaft insertion hole is formed in an axial center portion of the pinion gear, and a pinion shaft including an insertion end portion inserted in the first shaft insertion hole of the differential case and a pinion gear support portion inserted in the second shaft insertion hole of the pinion gear to rotatably support the pinion gear. The pinion gear is supported so as to be movable in the rotation axis direction by a meshing reaction force generated from a meshing engagement with the pair of side gears.

Abstract: An axle assembly having an axle housing, an input pinion, a ring gear, a ring gear bearing, a differential assembly and a pair of axle shafts. The input pinion is mounted to the axle housing for rotation about a first axis. The ring gear is received in the axle housing and meshed with the input pinion. The ring gear bearing supports the ring gear on the axle housing for rotation about a second axis. The ring gear bearing has a bearing race, which is integrally formed with the ring gear, and a plurality of first bearing element that contact the first bearing race. The differential assembly has a differential case, which is coupled to the ring gear for rotation therewith, and a pair of output members. Each axle shaft being coupled for rotation with a corresponding one of the output members.

Abstract: A differential case assembly includes a differential case and an integral end cap and ring gear assembly. The differential case has an open end and a side wall with an exterior surface. The integral end cap and ring gear assembly is disposed over the open end of the differential case and adjacent the exterior surface. A first interior portion of the integral end cap and ring gear assembly abuts the exterior surface of the differential case to define a weld joint interface. The integral end cap and ring gear assembly is configured to permit a welding operation at the weld joint interface.

Abstract: A fastening structure for a ring-gear and a differential case comprises a differential case which is provided with: a ring gear having a gear section formed on the outer peripheral surface thereof, and a plurality of notch portions formed on the inner peripheral surface thereof; a press-fitting surface whereon the ring gear is press-fitted; and a flange section which is forced against and caulked to the notch portions, at the end of the press-fitting surface. After the ring gear has been press-fitted to the press-fitting surface, the flange section is forced toward the notch portions, and thus the differential case is caulked and fastened to the ring gear. The notch portions have stepped surfaces , and thus rattling generated during torque transmission can be suppressed.

Abstract: A differential case assembly includes a differential case and a pinless gear assembly. The differential case has an open end and a side wall with an interior surface. The pinless gear assembly includes a retainer insert and a side gear with a shaft extending outwardly therefrom. The retainer insert is disposed adjacent the interior surface of the side wall. The retainer insert defines at least a portion of an aperture that receives an end of the shaft to align the gear assembly within the differential case.

Abstract: A differential for use in a vehicle drive train having a pair of rotary members including a gear case that is operatively supported in driven relationship with respect to the drive train and a pair of side gears mounted for rotation with a respective one of the rotary members in the gear case. The differential also includes a spider mounted for rotation with the gear case and at least one pair of pinion gears mounted for rotation with the spider and in meshing relationship with the side gears. The side gears have concave teeth flanks and the pinion gears have convex teeth flanks to increase power density through the differential.

Abstract: A hypoid gear set for a vehicle drivetrain includes a pinion gear in meshing engagement with a ring gear. The hypoid gear set has a negative pinion offset. The hypoid pinion and ring gears provide a predetermined gear ratio that can be varied up to a fifty percent faster ratio within a single carrier packaging envelope defined by a maximum ring gear diameter.

Abstract: A clutch system selectably connects a vehicle rear axle to a motor. The clutch system includes an intermediate shaft to fixably attach to a side gear of a differential for rotation therewith. A case of the differential is connected to the motor via a gear train. Another side gear of the differential is affixed to an output shaft, and the output shaft extends through a center of rotation of an armature of the motor to connect to a road wheel of a vehicle. A clutch is to selectably connect the intermediate shaft to another output shaft connected to another road wheel of the vehicle. An actuator is to actuate the clutch to an engaged state and thereby selectably connect the intermediate shaft to the other output shaft. The output shaft, the other output shaft, and the motor rotate independently when the clutch is not in the engaged state.

Abstract: In a drive arrangement for wheels of a motor vehicle which are driven by means of an electric machine via a differential, the electric machine includes a rotor and a stator and drives a drive element of the differential whose output shafts output to the wheels of the motor vehicle. In order to achieve a structurally compact construction which enables favorable transmission ratios the rotor outputs to the drive element of the differential and that by interposing a gear mechanism, the drive element and/or the output shafts are supported offset to the rotation axis of the rotor.

Abstract: The present invention provides a controllable epicyclic type clutch device coupled with hybrid power train structured by using the controllable brake device to manipulate an epicyclic gear set (EG101), in which the power train having the clutch device structured by using the controllable brake device to manipulate the epicyclic gear set (EG101) can be widely applied in a dual rotary kinetic power source or a triple rotary kinetic power source, the structural configuration includes a coaxial in-series structure or a multiple axial in-parallel structure for satisfying the requirement of applied space.

Abstract: A motor vehicle differential gear has at least one housing part as a first gear part, and a crown wheel as a second gear part. The first and second gear parts are connected via respective first connection surfaces running in the axial direction by a press fit, and via respective second connection surfaces running at an angle to the axial direction, forming a welding seam. One of the gear parts is formed from a steel and the other gear part from a cast iron material, as well as such a differential gear in which the second connection surfaces connect directly to the first connection surfaces.

Abstract: An axle assembly includes first and second spiral bevel gears meshing with a pinion, a gearset including a sun gear secured to the first bevel gear, a ring gear secured to the second bevel gear, and planet pinions supported on a carrier and meshing with the sun gear and ring gear, and a differential including an input secured to the carrier, and first and second outputs secured, respectively to first and second output shafts.

Abstract: A differential gear for a vehicle including a pair of pinion gears and a pair of side gears meshed with the pair of pinion gears at a right angle. In order to improve the strength of the pinion gears and the side gears, less teeth are provided, and the size of each tooth is increased. The reference cone angle and the cone distance may be varied in accordance with the gear ratio, which may make it necessary to increase the size of a differential case that houses the gears. For front-drive vehicles, which is greatly limited in terms of space it may be difficult to suppress an increase in dimension of the differential gear. Accordingly, provided is a compact gearing that has improved strength in the pinion and side gears.

Abstract: A compact bevel differential gear mechanism with pinion bevel gears arranged in a tightly packed array is disclosed. The compact bevel differential gear mechanism includes first and second side bevel gears that are co-axially aligned along an axis of rotation. The compact bevel differential gear mechanism also includes an array of pinion bevel gears mounted between the first and second side bevel gears. The pinion bevel gears intermesh with the first and second side bevel gears to form a torque transfer arrangement configured for transferring torque between the pinion bevel gears and the first and second side bevel gears and for allowing the first and second side bevel gears to rotate at different rotational speeds with respect to one another. Each of the pinion bevel gears has an actual gear face angle value that is within +/?10 percent of a target gear face angle value.

Abstract: A torque transmitting assembly, such as a differential, including a tubular housing having a polygonal cross-section including a plurality of angularly related surfaces and a torque transmitting member within the housing having flat surfaces engaging the flat surfaces of the housing, such that torque is transmitted through the housing. In a differential, the torque transmitting member includes annular side gears having a plurality of annular teeth and annular pinion gears including gear teeth meshing with the gear teeth of the side gears.

Abstract: A differential includes a pinion shaft holder, a differential case, a first side gear, a second side gear, a first spring and a second spring. The differential case includes a first side boss portion and a second side boss portion. The first spring is interposed between the first side boss portion and the first side gear. The second spring is interposed between the second side boss portion and the second side gear. A recessed portion is provided on the pinion shaft holder and is configured to avoid interference with an auxiliary tool. The auxiliary tool maintains one of the first spring and the second spring in the compressed state.

Abstract: A mechanical device for reducing the energy absorbed by an electric motor of a handling plant. The device includes a first rotating member moved by the motor of the handling plant. The device also includes a second rotating member connected to the first member through a first transmission apparatus. A third rotating member is connected to the second rotating member through a second transmission apparatus, which develops a transmission ratio equal to unity. The device further includes a fourth rotating member operatively connected to the rotor of the electric motor. The fourth rotating member and the third rotating member are connected through a third transmission apparatus, which develops a transmission ratio equal to unity. The device includes a sixth rotating member connected to a fifth rotating member through a fifth transmission apparatus. The sixth rotating member and the first rotating member are connected through a sixth transmission apparatus.

Abstract: A gear device includes a gear, a pin, a plate member, a retainer portion, a contact part and a non-contact part. The pin is inserted into an opening of the gear. The plate member is disposed on a face of the gear and attached along an outer peripheral surface of the pin. The retainer portion is disposed in a vicinity of an end portion of the pin, with the plate member being interposed between the retainer portion and the face of the gear. The contact part is formed by faced surfaces of the retainer portion and the plate member with parts of the faced surfaces annularly making contact in a position closest to an outer peripheral surface of the pin. The non-contact part is formed by the faced surfaces with parts of the faced surfaces not making contact in a position away from the outer peripheral surface of the pin.

Abstract: Disclosed is a direct-type driving module of a differential gear for an electric vehicle, which is configured to directly connect a driving shaft of a driving motor to a driving bevel gear without a decelerator. In the direct-type driving module according to the present invention, the driving axel of the driving motor is connected to a driving bevel gear geared with the differential gear through a coupler, thereby easily adapting to the change of a driving axel. In addition, a rotator of the driving motor can be prevented from being compressed or applied with a tensile load due to an external force applied to a driving axel installed in a direct-type driving method, thereby increasing durability of the driving motor.

Abstract: A bevel gear used in a differential device for a vehicle is comprised of: a body having an axis, a conical pitch surface around the axis, an opposite surface opposed to the conical pitch surface, and a side surface around the axis; gear teeth formed on the pitch surface, each of the gear teeth having a top land projecting from the pitch surface; and clutch teeth formed on the opposite surface, each of the clutch teeth having a bottom land standing back from the opposite surface, each of the bottom lands of the clutch teeth being aligned with any of the top lands of the gear teeth in a line parallel to the axis.

Abstract: An axle assembly having an axle housing, an input pinion, a ring gear, a ring gear bearing, a differential assembly and a pair of axle shafts. The input pinion is mounted to the axle housing for rotation about a first axis. The ring gear is received in the axle housing and meshed with the input pinion. The ring gear bearing supports the ring gear on the axle housing for rotation about a second axis. The ring gear bearing has a bearing race, which is integrally formed with the ring gear, and a plurality of first bearing element that contact the first bearing race. The differential assembly has a differential case, which is coupled to the ring gear for rotation therewith, and a pair of output members. Each axle shaft being coupled for rotation with a corresponding one of the output members.

Abstract: A tandem axle vehicle includes a powertrain. The powertrain includes an input shaft, a forward drive axle assembly including a forward carrier assembly including a forward differential, and a rear drive axle assembly coupled to the forward drive axle assembly via a connecting driveshaft and including a rear carrier assembly including a rear differential. The forward carrier assembly includes an inter-axle differential (IAD), the IAD including an IAD housing, a differential spider including a plurality of legs attached to the IAD housing and a plurality of spider gears mounted on the legs, a first side gear engaged with the spider gears on a first side of the spider and arranged to drive a shaft for driving the driveshaft, and a second side gear engaged with the spider gears on a second side of the spider and arranged to drive the forward differential.

Abstract: An axle assembly that includes a housing, an input pinion, a ring gear, an angular contact bearing, and a differential assembly. The input pinion has a plurality of pinion teeth and is received in the housing for rotation about a first axis. The ring gear, which is received in the housing, is a bevel gear having ring gear teeth that define a pitch angle and are meshingly engaged with the pinion teeth. The angular contact bearing supports the ring gear for rotation on the housing about a second axis that is transverse to the first axis. The angular contact bearing has a first race, which is integrally formed into the ring gear, a second race, and a plurality of bearing balls disposed between the first and second races. The differential assembly has a differential case that is mounted to the ring gear for rotation therewith.

Abstract: A vessel propulsion apparatus includes a prime mover, a drive shaft, a pinion, a rear gear, a propeller shaft, a front bearing, a cylindrical front housing, and a cylindrical rear housing. The front housing surrounds the front bearing about a propeller axis and supports the rear gear via the front bearing in a manner rotatable about the propeller axis. The rear housing is disposed behind the front housing. The front housing surrounds the propeller shaft about the propeller axis and supports the propeller shaft at a position more rearward than the rear gear in a manner rotatable about the propeller axis.

Abstract: A welded structure and welding method make it possible to improve welding strength and welding quality. A welded structure in which a first member and a second member are joined by welding, wherein the first member comprises a second-member joining part which is joined to the second member, and the second member comprises a first-member joining part which is joined to the first member. If the direction in which the first member and the second member are arranged is the first direction, and the direction intersecting the first direction is the second direction, the welded structure comprises a cavity part which is provided between the first-member joining part and the second-member joining part, and a welded part which is provided between the cavity part and both end parts in the second direction of the joining surface where the first-member joining part and the second-member joining part are joined.

Abstract: The present invention relates to a high speed reduction power transfer device. The differential planetary speed reducer currently in use uses modified teeth gear, which makes precision processing difficult, causes many problems associated with noise during operation, wear by friction, reduced efficiency, etc. and reduces durability. The present invention is only formed of combined standard type Bevel gears, making it easy to design and process gears and solving the fundamental problems associated with the conventional gears. With the potential of supplying mass-produced volume at low costs, the present invention will be able to promptly meet the demand for the speed reducers whose demand is rapidly increasing.

Abstract: Various drive axle systems are described each having a bevel gear system associated with the front axle system that is designed to minimize the angle of the inter-axle driveline with respect to the rear axle pinion gear.

Abstract: In a differential mechanism including a pinion shaft and a pair of axle shafts spaced apart from the pinion shaft along axes of the axle shafts, a spacer is positioned between the pinion shaft and each of the axle shafts for controlling axial end play of the axle shafts. A retainer separate from the spacers is mounted on the pinion shaft for securing the spacers in position.

Abstract: Technologies relating to differential output control are disclosed. A differential output control apparatus may be coupled between a rotating device output and a controlled rotating output. The differential output control apparatus may comprise an adjustable mechanical link coupling two linked differential inputs, and configured to adjust a relative rotation speed or relative torque of the linked differential inputs. The differential output control apparatus may receive the rotating device output and adjust the adjustable mechanical link to control the rotation speed and/or torque of the controlled rotating output.

Abstract: A vehicle drive train includes a first power disconnection device and a first driveline for transferring torque to a first set of wheels. A second driveline for transferring torque to a second set of wheels includes a differential gearset having an output coupled to a second power disconnection device. A hypoid gearset is positioned within the second driveline in a power path between the first and second power disconnection devices. The second power disconnection device includes a clutch having a first set of clutch plates fixed for rotation with the differential gearset output. The clutch further includes a second set of clutch plates fixed for rotation with a shaft adapted to transfer torque to one of the wheels of the second set of wheels. A valve limits a flow of coolant to the clutch when the second power disconnection device operates in a disconnected mode.

Abstract: A multi ratio drive operably connected to a drive shaft including a pinion gear rotatable by the drive shaft; a main shaft; a fixed ring gear fixed to the main shaft and engaged with the pinion gear; a differential shaft; a first drive chain having a first gear ratio; a second drive chain having a second gear ratio; a differential operably connected to the differential shaft; a first axle operably connected to the differential; and a second axle operably connected to the differential. A first slip clutch locks the first main shaft ring gear on the main shaft when the first drive chain is in the first drive chain engaged state; and the first slip clutch is operable to lock the first main shaft ring gear on the main shaft regardless of direction of main shaft rotation.

Abstract: A carrier assembly includes a backbone having an internal cavity configured to receive a differential. A first lateral case is attached to a first end of the backbone and a second lateral case is attached to a second end of the backbone.

Abstract: A vehicle drive train includes a first power disconnection device and a first driveline for transferring torque to a first set of wheels. A second driveline for transferring torque to a second set of wheels includes a differential gearset having an output coupled to a second power disconnection device. A hypoid gearset is positioned within the second driveline in a power path between the first and second power disconnection devices. The second power disconnection device includes a clutch having a first set of clutch plates fixed for rotation with the differential gearset output. The clutch further includes a second set of clutch plates fixed for rotation with a shaft adapted to transfer torque to one of the wheels of the second set of wheels. A valve limits a flow of coolant to the clutch when the second power disconnection device operates in a disconnected mode.

Abstract: A tandem axle vehicle includes a powertrain. The powertrain includes an input shaft, a forward drive axle assembly including a forward carrier assembly including a forward differential, and a rear drive axle assembly coupled to the forward drive axle assembly via a connecting driveshaft and including a rear carrier assembly including a rear differential. The forward carrier assembly includes an inter-axle differential (IAD), the IAD including an IAD housing, a differential spider including a plurality of legs attached to the IAD housing and a plurality of spider gears mounted on the legs, a first side gear engaged with the spider gears on a first side of the spider and arranged to drive a shaft for driving the driveshaft, and a second side gear engaged with the spider gears on a second side of the spider and arranged to drive the forward differential.

Abstract: In order to avoid competition with other components for a space, to thereby improve the degree of designing freedom, the power transmission apparatus includes a transfer case housing and supporting a ring gear and a pinion gear that orthogonally mesh with each other and form an orthogonal gear set, the transfer case is divided into a first case part and a second case part along a division plane that extends along an axis of rotation of the ring gear, and the first and second case parts and are fixed together along the division plane with bolts.

Abstract: A drive axle assembly that may include an input shaft, an intermediate shaft, an output shaft, and an actuator unit. The actuator unit may move the intermediate shaft between a first position in which the intermediate shaft transmits torque to the output shaft and a second position in which the intermediate shaft does not transmit torque to the output shaft.

Abstract: A differential case assembly, which has a case shoulder and a case outside diameter, is attached to a drive ring gear, which has a gear shoulder and a gear inside diameter. Attachment of the differential case assembly to the drive ring gear is by way of pressing the case outside diameter into intimate contact with the drive ring gear inside diameter around the circumference of the diameters, until the case shoulder comes into intimate mating contact with the gear shoulder, at a joint radius. In addition, hardened dowel pins are tightly fit into joint voids that are formed along the joint radius. The hardened dowel pins are capable of supporting an operational torsional load and the mating shoulders are capable of supporting an operational axial load.

Abstract: A continuously variable valve timing apparatus may include an end plate connected to a camshaft, a drive sprocket rotating the end plate, a first friction plate disposed to be coaxial to the end plate, a second friction plate disposed to be coaxial to the end plate, a first brake selectively braking the first friction plate, a second brake selectively braking the second friction plate, and a control gear portion which changes relative phase between the end plate and the drive sprocket according to braking of the first friction plate or the second friction plate.

Abstract: A variable speed transaxle is disposed in a transaxle housing and drives a pair of axle shafts. A pair of clutch assemblies using a plurality of gears may be engaged to the axle shafts to selectively engage and drive each axle shaft. Each clutch assembly uses a ring gear having planet gears running on a gear form, a planet carrier for the planet gears engaged to the axle shaft, a first clutch dog selectively engageable to a first engagement structure to prevent rotation of the ring gear; and a second clutch dog selectively engageable to a second engagement structure to prevent rotation of the planet carrier and thereby provide a braking force to the axle shaft.

Abstract: A bearing adjuster assembly is provided. The bearing adjuster assembly may have a housing, a bearing, an adjuster ring, a retainer ring, and a seal assembly. The adjuster ring exerts a force upon the bearing. The retainer ring inhibits rotation of the adjuster ring. The seal assembly inhibits movement of the retainer ring.

Abstract: An apparatus consisting of a motor with a cylindrical housing homocentric to the drive shaft of the motor. A pinion is affixed concentrically to the front end of the motor housing. The motor housing is fitted with bearings which allows the motor housing to rotate inside its support housing when torque is applied. Idler gears set in a frame perpendicular to the drive shaft mesh with the pinion attached to the motor housing, and link that pinion to a similar pinion affixed to the drive shaft of the motor. When the drive shaft is coupled to a workpiece and torque is applied the opposing force generated by the torque causes the motor housing and its pinion to rotate in the opposite direction. The idler gears linking the similar pinions redirects that opposing force toward the torque initiated by the motor thus compounding the amount of energy being applied to the workpiece.

Abstract: A shaft device which can ensure satisfactory lubrication for a shaft is provided. The shaft device includes a casing having a first insertion hole receiving a pin in a direction transverse to an axial direction. The shaft has a second insertion hole receiving the pin in a direction transverse to the axial direction. The pin is disposed through both the first insertion hole and the second insertion hole to fix the shaft to the casing relatively. The casing further has a space permitting the shaft to rotate in its circumferential direction with the pin partially inserted in the second insertion hole.

Abstract: A differential gear device for a vehicle capable of improving durability without causing vibration and noise is provided. At least a part of a supporting portion 68 of a pinion shaft 56 that supports a pinion gear 60 and at least a part of a fitting hole 66 of the pinion gear 60 into which the pinion shaft 56 is inserted respectively have tapered surfaces 70 and 72 each having a diameter decreasing toward an outer circumference of the supporting portion or the pinion gear. Driving force is transmitted from a differential case 50 to side gears 58l and 58r through the pinion shaft 56 and the pinion gear 60 rotatably supported. Here, the pinion gear 60 is moved outward in the axial direction of the pinion shaft 56 according to the engagement reaction force between the pinion gear 60 and the side gears 58l and 58r.

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.

Abstract: A locking mechanism for a differential assembly includes an adjusting ring and a retainer. The adjusting ring is rotatable about an axis and has an inner peripheral surface and an outer peripheral surface. The adjusting ring is adjustable to set a desired preload. A plurality of pockets is formed within the outer peripheral surface, and the pockets are circumferentially spaced apart from each other about the axis. The retainer has a portion that at least partially extends into one of the pockets to prevent rotation of the adjusting ring about the axis once the desired preload is achieved.

Abstract: The present invention relates to a clutch function device structured with a controllable epicycle gear set (EG101), which is driven by a rotary kinetic energy source and combined with a controllable brake device; through controlling the controllable brake device to perform brake locking or releasing, the operations of transmission function of combining transmission or releasing between a rotation shaft (S101) at an output/input end, a rotation shaft (S102) at an output/input end and a sleeve type rotation shaft (AS101) of the epicycle gear set (EG101) are enabled to be controlled.

Abstract: A differential gear is provided in which the differential includes a drive gear, at least two axle gears, at least two compensating gears and a single-piece connecting element. The drive gear at least partially encloses an interior space in which the connecting element is arranged, thereby providing a compact, strong differential without use of a differential cage.

Abstract: In a differential for motor vehicles, comprising a tubular differential housing (5), in which differential bevel gears (4) are supported on a housing-mounted carrier stud (11) and are meshed with halfshaft bevel gears (8), and wherein the differential housing (5) has two diametral halfshaft holes (9) for feeding the axle drive shafts through and two diametral stud holes (10) for accommodating the carrier stud (11), recesses (18) are provided at both ends of the differential housing (5). Said recesses describe cutouts of the differential housing (5) that approach the halfshaft holes (9) and the stud holes (10).