Abstract: A coiled tubing injector comprises a drive system for independently driving a plurality of chains independently but otherwise retarding relative motion between the driven chains when a chain begins to slip uncontrollably.

Abstract: A torque transmission arrangement for a motor vehicle has a drive element (4) and at least one output element connected to one another via a transmission (6) and a shift clutch arrangement (8). The shift clutch arrangement (8) has an actuator (40) that moves a first clutch element (32) axially in the direction of a second clutch element (34) via a displacement element (42, 44) in such a way that a positive connection can be produced between the drive element (4) and the output element. The first clutch element (32) bears via an axial bearing arrangement (50) against the displacement element (42, 44) as seen in the axial direction. The axial bearing arrangement (50) has a rolling bearing (58) and a bearing disk element (62) directed toward the first clutch element (32).

Abstract: A differential gear mechanism constructed in accordance to one example of the present disclosure can include a differential casing having a first differential case portion that defines a first output shaft opening and a second differential case portion that defines a second output shaft opening. The first differential case portion can include an annular pocket formed thereon and defined by an outer circumferential wall, an inner circumferential wall and an end wall. A piston can be slidably disposed in the annular pocket and configured to actuate a clutch assembly. A first and a second side gear can be rotatably mounted within the differential casing. The first and second side gears can be co-axially aligned along an axis of rotation of the differential casing.

Abstract: A power interrupting apparatus is provided with: a first rotating member, a second rotating member, a clutch device adapted to interrupt a coupling between the first rotating member and the second rotating member, and an actuator adapted to actuate the clutch device. The actuator is disposed on a radially outer periphery of a part of one of the first rotating member and the second rotating member.

Abstract: A powertrain with a disconnecting rear drive axle generally includes a prime mover including an output that rotates about a rotational axis. A transmission includes an output that rotates about a rotational axis. The rotational axes of the outputs are substantially parallel to a longitudinal axis of the powertrain. A front driveline is operable to direct rotary power from the prime mover to front vehicle wheels. A rear driveline includes a propeller shaft that provides rotary power to a first shaft member and a second shaft member through a pinion and a ring gear. The first shaft member and the second shaft are operable to connect to rear vehicle wheels. A power switching mechanism has an engaged condition and a disengaged condition. The power switching mechanism is operable to direct the rotary power from the transmission to the rear driveline in the engaged condition. A torque transfer device has an engaged condition and a disengaged condition.

Abstract: A selectively locked differential has a locked configuration in which both side gears are independently locked to the differential casing so that torque is not transmitted through the pinion gears. The locking of the side gears is accomplished by generally cylindrical, ring-shaped structures with castellations on one axial end surface of each structure. These castellations selectively interfit with rotatably fixed castellations of secondary structures fixed to the differential casing, such that the ring-shaped structures define a mechanically interconnected, zero-slip arrangement with respect to the rotationally fixed secondary structures when the differential is in the locked configuration.

Abstract: A vehicle drive train and a transmission device (11) with a differential transmission device (13), which is in operative connection with a first shaft in the area of a differential cage (15), and with two differential shafts (12), of which one is able to be coupled with an output shaft (14) through a shifting element (16) that is able to be actuated through an actuator device (17) is described, In accordance with the invention, one shifting element half (18) of the shifting element (16) features a sliding element (19) that is connected in a torque-proof manner to the differential cage (15) and is movable from the actuator device (17) axially in respect of the differential cage (15), through which, through the actuation on the side of the actuator device, a positive-locking connection is able to be produced between the differential shaft (12) and the output shaft (14) in the area between an area (20) of the differential shaft (12) that is axially movable together with the sliding element (19), which is connect

Abstract: A drive axle housing system may minimize churning of splash and spray oil within a drive axle housing. The drive axle housing system includes apparatus for incorporation into the axle, the apparatus including an oil churning reduction member that may be affixed to the interior walls of the axle housing. The oil churning reduction member includes interior surfaces adapted to closely align with interior moving gear components of the axle to minimize efficiency losses due to oil movement. The system may also incorporate an annular element, affixed to the axle housing and closely aligned with the backside of a ring gear component of the differential axle. The combined use of the member and the element may substantially reduce torque losses attributable to excessive churning of oil.

Abstract: A controlled axial biasing unit (1) is provided which substantially includes a first ramp disk (11) and a second ramp disk (12), each of which disks is configured with a plurality of ramp contours (8). An annular cage (2) that carries a plurality of rolling elements (3) is inserted between the first ramp disk (11) and the second ramp disk (12). At least the first ramp disk (11), the second ramp disk (12) and the cage (2) are made by a shaping method without chip removal. Each of the first ramp disk (11) and the second ramp disk (12) is configured with a continuous wall (32). Likewise through this shaping method, the first ramp disk (11) and the second ramp disk (12) have on an outer periphery (UA) an integrally formed safety stop device (14) for respective end positions.

Abstract: A differential gear mechanism constructed in accordance to one example of the present disclosure can include a differential case, a clutch pack and a plurality of lock pins. The differential case can include a first differential case portion that defines a first output shaft opening and includes a plurality of clutch ear guides and a plurality of lock pin engaging surfaces. The clutch pack can include a plurality of annular plates that are interleaved between a plurality of annular friction disks. At least one of the annular plates and annular friction disks can include a plurality of radially extending plate ears that are received by the corresponding plurality of clutch ear guides. The plurality of lock pins can be received by the plurality of first lock pin engaging surfaces of the first differential case at locations in-line with the clutch ear guides.

Abstract: A differential, comprising a gear case, a side gear, an actuator, and a collar. The gear case comprising a central axis and recesses. The side gear configured to rotate around the central axis. The side gear comprising radially outward-extending locking members comprising side gear segments separated by plural grooves. The actuator surrounding the central axis. The collar configured to translate bi-directionally along the central axis. The collar comprising ears and radially inward-extending locking members comprising collar segments separated by plural grooves. The actuator is configured to move the collar relative to the side gear to move the ears axially in the recesses. When the actuator moves the collar to a locked position, the collar segments are configured to engage the side gear segments. When the actuator moves the collar to an unlocked position, the side gear segments are configured to pass through the grooves of the radially inward-extending locking members.

Abstract: A power switching device includes a power transmission unit and a driving unit. The transmission unit includes a differential, an axle aligned with the differential, and a coupler sleeved movably on one of the differential and the axle. The driving unit includes a controller, a first transmission mechanism driven by the controller, and a second transmission mechanism driven by the first transmission mechanism. The controller is a solenoid or an electric actuator, and is operable to activate the second transmission mechanism. The coupler can be moved by the second transmission mechanism to interconnect the differential and the axle, so as to allow for co-rotation of the axle with the differential.

Abstract: A power switching device for vehicle has an engaging mechanism for connecting and disconnecting between a pair of rotating members arranged on a driving force transmission passage, an operating mechanism for switch-operating the engaging mechanism, an electric actuator, and a waiting mechanism having an elastic member. The elastic member is incorporated into the waiting mechanism so that the elastic member can temporarily accumulate the operating power only when the engaging mechanism is switched to the engaged condition.

Abstract: A differential gear having a gear housing, an epicyclic gear housing which is arranged in the gear housing in a manner allowing rotation about a gear axis, a planetary carrier which is arranged in the epicyclic gear housing coaxial to the gear axle, a first output sun gear, a second output sun gear, a planetary arrangement accommodated in the planetary carrier for the purpose of coupling the two output sun gears in a manner allowing rotation in opposite directions, a brake device having a brake disk pack for the purpose of generating a coupling torque which couples the planetary carrier to the epicyclic gear housing, and an actuating mechanism for the purpose of generating an axial force which engages the brake device. The planetary arrangement comprises multiple revolving planets which as such are able to rotate about planetary axes which are oriented parallel to the gear axle.

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: A selectively locked differential has a locked configuration in which both side gears are independently locked to the differential casing so that torque is not transmitted through the pinion gears. The locking of the side gears is accomplished by generally cylindrical, ring-shaped structures with castellations on one axial end surface of each structure. These castellations selectively interfit with rotatably fixed castellations of secondary structures fixed to the differential casing, such that the ring-shaped structures define a mechanically interconnected, zero-slip arrangement with respect to the rotationally fixed secondary structures when the differential is in the locked configuration.

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: The invention relates to a multi-disc clutch lock having a differential housing in which a differential pinion between axle bevel wheels, disc sets between the axle bevel wheels and the differential housing is untwisted, but thrust rings are arranged such as to be axially movable. The multi-disc clutch lock comprises outer discs of the disc sets that are non-rotatably connected to the differential housing and inner discs that are non-rotatably connected to the axle bevel wheels. As a result, an introduced driving torque is transmitted via the differential pinion to the thrust rings in order to press the disc sets together with the axial forces produced under load on the oblique contact surface of the differential pinion. An axially movable thrust piece is arranged between at least one disc set and the differential housing in order to transmit a lifting movement initiated by an actuator to the disc set.

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

Abstract: A locking collar for association with a differential and configured to facilitate operation of vehicle in one of a two-wheel drive mode, a four-wheel drive mode, and a four-wheel drive mode with a locked differential is provided. The locking collar includes a first set of internal splines.

Abstract: An electromagnetic clutch unit includes: a friction mechanism including a first friction member and a second friction member; a lock sleeve connected to an input shaft member so as to be non-rotatable relative to the input shaft member, and movable in an axial direction of the electromagnetic clutch unit between a first position at which the lock sleeve is engaged with only the input shaft member and a second position at which the lock sleeve is engaged with both an output shaft member and the input shaft member; and a pressing member that constitutes a magnetic path extending over the pressing member and the second friction member, and that presses the lock sleeve with the electromagnetic force to move the lock sleeve from the first position to the second position.

Abstract: A differential gear mechanism constructed in accordance to one example of the present disclosure can include a planetary gear assembly having a plurality of planetary gears rotatably mounted on a corresponding plurality of planetary gear shafts. A first differential case portion can have a plurality of first planetary gear shaft mounting surfaces. A second differential case portion, separately formed from the first differential case portion can have a plurality of second planetary gear shaft mounting surfaces. A differential gear assembly can be arranged in at least one of the first and second differential case portions. The first and second plurality of gear shaft mounting surfaces can cooperate to mount the corresponding plurality of planetary gear shafts in an assembled position.

Abstract: A differential, comprising a gear case, a side gear, an actuator, and a collar. The gear case comprising a central axis and recesses. The side gear configured to rotate around the central axis. The side gear comprising radially outward-extending locking members comprising side gear segments separated by plural grooves. The actuator surrounding the central axis. The collar configured to translate bi-directionally along the central axis. The collar comprising ears and radially inward-extending locking members comprising collar segments separated by plural grooves. The actuator is configured to move the collar relative to the side gear to move the ears axially in the recesses. When the actuator moves the collar to a locked position, the collar segments are configured to engage the side gear segments. When the actuator moves the collar to an unlocked position, the side gear segments are configured to pass through the grooves of the radially inward-extending locking members.

Abstract: A differential assembly is disclosed, and more particularly a differential assembly for a motor vehicle driving axle drivable by an electric motor. The differential assembly comprises a driving gear; a differential drive with an input part and two output parts, wherein the output parts are drivingly connected to the input part and, relative to one another, have a differential effect; a coupling which is arranged effectively between the driving gear and the differential drive, wherein, in a closed condition of the coupling, torque is transmitted from the driving gear to the differential drive and, in an open condition of the coupling, a transmission of torque is interrupted; a controllable actuator for actuating the coupling and a sensor for determining at least three switched positions of the coupling. Furthermore, a driving assembly with such a differential assembly is also disclosed.

Abstract: A power switching device for vehicle has at least first and second power switching mechanisms, a shared operating mechanism, and a housing accommodating the power switching mechanisms and the shard operating mechanism, the housing being integrally formed with a boss portion having a waiting mechanism, wherein the waiting mechanism includes drive and driven cylindrical shafts, and a coil spring connecting between the cylindrical shafts, both of the cylindrical shafts and the coil spring are arranged in a same axis, and are supported on an inner peripheral surface of the boss portion through drive and driven side needle roller bearings respectively, the coil spring is arranged inside the cylindrical shafts.

Abstract: A vehicle comprises a chassis, a pair of driving wheels, a pair of idle wheels, at least one steering group, and a differential. The steering group is capable of positioning one of the pairs of wheels in a steering geometry where an axis of each of the wheels of the pair of wheels capable of being positioned by the steering group intersects with the remaining axis within a ground-support quadrilateral formed by the pairs of wheels. The differential comprises an outer case, an inner case, a selective engagement, a selective blocking means, and a selective direct gearing means. When the inner case is coupled to the outer case a first half-shaft and a second half-shaft are driven similarly and when the inner case is coupled to the chassis and one of the half-shafts is drivingly engaged with a crown gear the first half-shaft and the second half-shaft are driven opposingly.

Abstract: An electronic traction optimization system includes a control unit adapted to produce a corner speed estimate signal for each wheel of a machine, produce an ideal target speed signal for each wheel having a value at least partially responsive to the corner speed estimate signals, produces a practical target speed signal for each wheel, generates an actual target speed signal having a value responsive to a comparison of the ideal target speed signal and the practical target speed signal for each wheel. The control unit compares each actual target speed signal to an associated wheel speed signal to obtain a wheel speed error signal for each wheel and converts each wheel speed error signal to a clutch control signal, wherein each differential clutch actuator is responsive to an associated clutch control signal.

Abstract: The present invention provides a system for shifting or controlling a dual clutch transmission where the transmission may operate in at least a first mode of operation and a second mode of operation. The system includes a controller and a plurality of solenoids in fluid communication with a valve assembly. Selective activation of the solenoids by the controller engages the valve assembly to provide the first mode and the second mode of operation.

Abstract: A differential gear mechanism can include a differential casing, a piston and an externally mounted plenum assembly. The differential casing can have a differential gear set configured to selectively rotate a first axle shaft and a second axle shaft. The piston can be slidably disposed in the differential casing and configured to actuate a clutch assembly. The externally mounted plenum assembly can include a plenum assembly housing, a hydraulic coupling and a motor mounted on the plenum assembly housing. The plenum assembly housing can define an axle opening configured to receive one of the first and second axle shafts therethrough. The hydraulic coupling can be arranged on the plenum assembly housing at the axle opening. The motor can be configured to pump hydraulic fluid from the externally mounted plenum assembly, through the hydraulic coupling and into the differential casing to act onto the piston.

Abstract: A differential axle assembly for a work machine having a differential lock capability. The differential axle has a differential gear housing, which utilizes a sealed housing on the outside thereof and a bleed flow path for pressurized liquid lubricant actuating a differential lock feature to provide adequate cooling flow for the differential gear set and differential lock mechanism under heavy duty circumstances.

Abstract: A differential device has a clutch which is provided between at least one side gear and a differential case to limit relative rotation of the side gear and the differential case. The clutch includes one or more inner pawl discs and outer pawl discs alternately arranged in an axial direction of the side gear between an inner peripheral surface of the differential case and an outer peripheral surface of the side gear. The side gear includes a gear-side fit part extending in the axial direction to which the inner pawl disc is concave-convex fitted. The differential case includes a case-side fit parts extending in the axial direction to which the outer pawl clutch is concave-convex fitted. At least one of the gear-side fit part and the case-side fit part is formed in a spiral shape angled with respect to the axial direction.

Abstract: A differential gear mechanism constructed in accordance to one example of the present disclosure can include a differential case, a clutch pack and a plurality of lock pins. The differential case can include a first differential case portion that defines a first output shaft opening and includes a plurality of clutch ear guides and a plurality of lock pin engaging surfaces. The clutch pack can include a plurality of annular plates that are interleaved between a plurality of annular friction disks. At least one of the annular plates and annular friction disks can include a plurality of radially extending plate ears that are received by the corresponding plurality of clutch ear guides. The plurality of lock pins can be received by the plurality of first lock pin engaging surfaces of the first differential case at locations in-line with the clutch ear guides.

Abstract: An electronically triggered locking differential includes a differential case, at least one pinion gear and a pair of side gears. A clutch pack is disposed between one of the side gears and the differential case and retards relative rotation between the differential case and the side gear. A cam member is disposed adjacent the clutch pack so that the clutch pack engages when the cam member ramps up. An engagement shaft has one end engaged with the cam member and an opposite end extending through the differential case and engaged with a sprocket. A magnetic coil and flux conductor magnetically couple the sprocket to the differential case when the coil is energized. This coupling retards rotation of the engagement shaft and the cam member relative to the gear case, initiating engagement of the clutch pack to lock the differential.

Abstract: A control system or method for a vehicle references a camera and sensors to determine when an offset of a yaw rate sensor may be updated. The sensors may include a longitudinal accelerometer, a transmission sensor, a vehicle speed sensor, and a steering angle sensor. The offset of the yaw rate sensor may be updated when the vehicle is determined to be stationary by referencing at least a derivative of an acceleration from the longitudinal accelerometer. The offset of the yaw rate sensor may be updated when the vehicle is determined to be moving straight by referencing at least image data captured by the camera. Lane delimiters may be detected in the captured image data and evaluated to determine a level of confidence in the straight movement. When the offset of the yaw rate sensor is to be updated, a ratio of new offset to old offset may be used.

Abstract: A drive assembly for a multi-axle driven motor vehicle is disclosed herein. The drive assembly comprises a differential unit having a rotational axis, an input part and two output parts drivably connected to the input part, an externally controllable selectable coupling, and an externally controllable locking coupling. The output parts have a compensating effect among each other. The externally controllable selectable coupling is for drivably connecting the differential unit to a drive source. The externally controllable locking coupling is for locking the compensatory movement between both output parts of the differential unit. The selectable coupling and the locking coupling are arranged coaxially to the rotational axis.

Abstract: A drive assembly for a motor vehicle driven by a plurality of axles includes a differential unit, an externally controllable hang-on coupling, an externally controllable locking coupling, a first hydraulic actuating unit, and a second hydraulic actuating unit. The differential unit includes an input part that is rotatably drivable around an axis of rotation, and two output parts drivingly connected to the input part. The hang-on coupling drivingly connects the differential unit and a driveshaft. The locking coupling locks the differential movement between the two output parts of the differential assembly. The first hydraulic actuating unit actuates the hang-on coupling and the second hydraulic actuating unit actuates the locking coupling. The first hydraulic actuating unit, the hang-on coupling, the second hydraulic actuating unit and the locking coupling are arranged coaxially relative to the axis of rotation.

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 drive device 1A includes: electric motors 2A and 2B that outputs drive powers; and planetary gear reducers 12A and 12B disposed between axles 10A and 10B connected to cylindrical shafts 16A and 16B serving as the output shafts of the electric motors 2A and 2B and to rear wheels LWr and RWr. The drive device 1A further includes: a one-way power transmission device that transmits the one-way rotation power of the electric motors 2A and 2B to the axles 10A and 10B; and a two-way power transmission device that transmits the two-way rotation power of the electric motors 2A and 2B to the axles 10A and 10B. The one-way power transmission device and the two-way power transmission device are disposed on transmission passages from the electric motors 2A and 2B to the axles 10A and 10B.

Abstract: An electronic differential lock assembly includes a shift collar that is movable in response to an electronic signal from an unlocked position where axle shaft speed differentiation under predetermined conditions is permitted to a locked position where a pair of axle shafts is fixed for rotation together. Speed differentiation is provided by a differential that includes a differential gear assembly supported within a differential case. A coil surrounds the shift collar and is selectively energized to move the shift collar from the unlocked position to the locked position. The shift collar is splined to one of the axle shafts and is selectively splined to the differential case to lock the axle shafts together. The electronic differential lock assembly includes a return spring that automatically disengages the shift collar from the differential case once the coil is no longer energized.

Abstract: A differential device is comprised of a casing with a first end wall and a side wall forming a corner with the first end wall; a differential gear set including an input gear and first and second side gears that are so meshed with the input gear to allow differential motion between the first and second side gears; and a clutch member being housed in and axially movable in the casing from a first position where the clutch member engages with the first side gear to limit the differential motion to a second position where the clutch member rests on the first end wall and frees the first side gear, the clutch member slidably fitting on the first side gear so as to keep the clutch member concentric with the first side gear.

Abstract: A disconnectable driveline arrangement for an all-wheel drive vehicle includes a power take-off unit having a disconnect mechanism, and a drive module having a torque transfer device and a limited slip clutch assembly.

Abstract: A clutch device is used in combination with a differential device. The clutch device is comprised of: a clutch housed in and rotatable with the differential device and axially movable from a disengaged state into an engaged state; a plunger slidably fit on the differential device and being axially movable from a first position where the plunger does not force the clutch to a second position where the plunger forces the clutch into the engaged state; an anti-rotated solenoid configured to drive the plunger; and a retainer supported by the differential device and in contact with both the plunger at the first position and the solenoid, whereby the plunger is barred from going beyond the first position and the solenoid is axially positioned in place.

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

Abstract: A hydraulic system for a vehicle drivetrain includes a torque transfer device having a first actuator that actuates to selectively communicate rotatable motion from an input member to an output member. A limited slip differential selectively transfers drive torque from the output member to at least one of the first and second axle shafts. A motor drives a first and a second output shaft. A first pump is rotatably driven by the first output shaft. The first pump selectively supplies the hydraulic fluid to the first actuator. A second pump is rotatably driven by the second output shaft. The second pump selectively supplies the hydraulic fluid to the second actuator.

Abstract: A traction control system and methodology that utilize a phase-out and phase-in of maximum drive torque and/or a regenerative brake torque based on vehicle speed and road slope.

Abstract: A torque modulating coupling device for operatively linking two shafts has a clutch and a piston disposed in a case. The piston selectively applies force to the clutch in response to hydraulic pressure, and a keyed feature adapted to couple with a corresponding keyed feature associated with at least one of the shafts. The coupling device can be formed with two cases that form an enclosure for the clutch and the piston, trapping the piston forces between the cases. This embodiment allows the device to also act as an axle housing cover. In another embodiment, the case is designed to bolt directly to an axle housing cover, trapping piston forces between the case and the cover.

Abstract: A power transmission arrangement includes a differential gear adapted to transfer power from an input shaft to a first output shaft, and a first brake adapted to effect the first output shaft and a second brake adapted to effect the input shaft.

Abstract: A coupling assembly for optionally connecting a driving axle in a motor vehicle having multiple driving axles is disclosed. The coupling assembly comprises an externally controllable friction coupling with a coupling input part and an output part. The input part is rotatingly drivable around an axis of rotation A. A differential drive with an input element and two output elements which are drivingly connected to the input element, are also included. The input element of the differential drive is arranged coaxially relative to the coupling output part and drivably connected to the coupling output part for the purpose of transmitting torque. A driveline assembly having such a coupling assembly is also disclosed.

Abstract: A differential gear, comprising a first releasable lock (42, 44) between a crown wheel (14) and the one drive shaft, a second, releasable lock (66, 68) between the crown wheel (14) and a differential housing (24), and a third releasable lock (74, 76) between the differential housing (24) and fixed vehicle part (26). The second and third locks are designed to be opened and locked alternately with one another. It is thereby possible to achieve drive shafts rotating in opposite directions to one another on the left and right side of the vehicle and thereby to achieve a center swiveling of the vehicle when the first lock (42, 44) is simultaneously kept in the locked position.

Abstract: A limited slip differential assembly includes first and second output gears in constant meshed engagement with a pinion gear. Each of the gears is rotatably positioned within a carrier housing. The second output gear is axially moveable. A rotary to linear motion actuator includes a rotatable first member and a second member axially moveable in response to rotation of the first member. A primary clutch drivingly interconnects the second output gear and the first member of the actuator. The primary clutch includes an apply plate coupled to the second output gear such that an axial force acting on the second output gear during torque transmission through the differential assembly is transferred to the primary clutch via the apply plate. A secondary clutch drivingly interconnects the second output gear and the carrier housing. The second member of the actuator provides an apply force to the secondary clutch.