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

Abstract: A differential mechanism includes a case, a gear rotatable about an axis, a lock ring held against rotation relative to the case, a lever contacting the lock ring, and an electromagnetic coil that is displaced axially when energized, pivoting the lever, engaging the lock ring with the side gear, and preventing the gear from rotating relative to the case.

Abstract: A clutch arrangement has a rotary element which is mounted on a housing so as to be rotatable about a longitudinal axis and which defines a cavity. A clutch has a first clutch element and a second clutch element which can be coupled thereto, which clutch is arranged in the cavity. The first clutch element or the second clutch element is coupled to the rotary element. A fluidic actuator arrangement has a first and a second actuator element which can move relative to one another in order to activate the clutch. At least the first actuator element can be secured in a rotationally fixed fashion to the housing and extends from outside the rotary element into the cavity.

Abstract: Disclosed is a biasing device comprising a first ramp disc and a second ramp disc, a plurality of ramp contours being formed in one side of an annular surface of each of said ramp discs. Through a slewing of one of the two ramp discs relative to the other, non-slewing ramp disc about an axis, the rolling elements ascend and/or descend along the ramp contours. At least the first ramp disk, the cage and the second ramp disc are inserted into a retaining pot that is connected rotationally fast to a housing through at least one retaining element. For axial guidance, a plurality of rolling elements is arranged between the retaining pot and the non-slewing ramp disc.

Abstract: A method of assembling a differential gear set includes installing a first bushing into a carrier, installing a second bushing into the carrier, and inserting a first planet gear into an interior portion of the carrier. The first planet gear includes a first planet gear shaft. A second planet gear including a second planet gear shaft is inserted into the interior portion of the carrier. The first and second planet gear shafts are installed into the first and second bushings. A third planet gear including a third planet gear shaft is inserted into the interior portion of the carrier and a fourth plant gear including a fourth planet gear shaft is inserted into the interior portion of the housing. The third and fourth planet gear shafts are passed into corresponding bushing receptors in the carrier. Third and fourth bushings are installed on the third and fourth planet gear shafts.

Abstract: A control system may include a polarity determination module, a torque variation module, and a torque sensor diagnostic module. The polarity determination module determines a first polarity of a torque signal that indicates a transmission torque. The torque sensor diagnostic module diagnoses an error of a torque sensor when an detected polarity of the torque signal is opposite from the first polarity. A control system may include a torque variation module and a torque sensor diagnostic module. The torque variation module determines a maximum torque variation during a predetermined diagnostic period based on the torque signal. The torque sensor diagnostic module diagnoses an error of a torque sensor when the maximum torque variation is outside of a torque variation range. The torque variation range is defined by a minimum torque variation threshold and a maximum torque variation threshold.

Abstract: A drive force adjustment apparatus includes a differential gear, a motor, a first gear mechanism and a second gear mechanism. The input element, the first output element, the second output element, the motor input element, the fixed element, and the connecting element are expressed as points I, R, L, M, F and C on a graph, an ordinate of which shows the number of revolutions and a abscissa of which shows relative ratios of the number of revolutions of the elements. In one example, length of L-I is equal to length of R-I, I is located between L and R on a straight line L-R, C is located between L and M on a straight line L-M, and C is located between F and I on a straight line F-I.

Abstract: A differential lock assembly includes a differential lock and a blocking assembly. The differential lock assembly is movable between a locked position and an unlocked position. The blocking assembly is associated with the differential lock and includes a blocking member and a shape memory member. The blocking member is movable between a blocking position and a non-blocking position. When the blocking member is in the blocking position, the differential lock is inhibited from moving to the locked position. The shape memory member is coupled with the blocking member and configured to receive an activation signal. The shape memory member is configured for actuation between a first length and a second length in response to the activation signal, wherein actuation of the shape memory member between the first length and the second length facilitates movement of the blocking member between the non-blocking and blocking positions.

Abstract: A drive axle assembly comprises a carrier member having a trunnion outwardly extending from the carrier member, an output shaft axially outwardly extending from the carrier member, a differential assembly including a differential case supported for rotation within the carrier member and a side gear rotatably mounted about the output shaft, a clutch collar non-rotatably coupled thereto and configured to selectively drivingly engage the side gear, and an annular clutch actuator for axially moving the clutch collar between a first position and a second position. The clutch collar drivingly engages the side gear in power transmitting relationship in the first position, while the clutch collar is disengaged from the side gear in the second position.

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: 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 are 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 differentially distributes a driving force to first and second axles. The differential device is comprised of a differential gear set configured to allow differential motion between the first and second axles, a casing rotatable about an axis, the casing housing and being drivingly coupled with the differential gear set and including a first end wall, a second end wall axially opposed to the first end wall, and a side wall disposed radially outward, which in combination with the first end wall and the second end wall defines a chamber configured to house the differential gear set, a clutch engageable with the differential gear set, a solenoid configured to drive the clutch, which is disposed adjacent to the first end wall, and a magnetic core fixed to the solenoid. The magnetic core is comprised of a sleeve portion snugly and slidably fitting around an outer periphery of the side wall to radially position the core and the solenoid in place.

Abstract: A controlled differential actuator particularly adapted for differential applications for motor vehicle powertrains. The differential operator incorporates an electromagnetically applied first or primary clutch coupled to a second multi-disc clutch pack through a ball ramp operator. Energization of the solenoid coil selectively applies the main clutch pack which is coupled to a differential carrier and one of the axle half shafts connected with the differential assembly. Modulation of current applied to the solenoid coil allows a selective frictional coupling between the differential axle half shafts which provides desirable traction features for the associated motor vehicle.

Abstract: A differential gear device includes a case in which a housing portion is formed, and which rotates around a rotation center line; a first protruding portion that is located at a position away from the rotation center line, and protrudes from an inner surface of the case toward the rotation center line, wherein the first protruding portion tapers in a direction from the inner surface of the case toward the rotation center line; a first gear that is provided around the first protruding portion, and that is rotatable; a second gear that engages with the first gear, and that is connected with a first output shaft; and a third gear that engages with the first gear, and that is connected with a second output shaft.

Abstract: A driving force distribution device for distributing driving force from an engine to left and right rear wheels has: a differential case which accommodates a differential mechanism therein; an intermediate shaft which is provided parallel to an output shaft extending leftward or rightward from the differential mechanism; a speed-up mechanism which is provided to the left or right of the differential case and changes and transmits driving force input to the differential case to the output shaft via the intermediate shaft; and a clutch mechanism capable of switching between a transmitting state in which the speed-up mechanism transmits the driving force to the output shaft and a blocking state in which the transmission of the driving force is blocked. According to the driving force distribution device, cost reduction and downsizing of the driving force distribution mechanism and a housing thereof can be realized.

Abstract: A differential device for a vehicle includes a differential casing 15, pinion shafts 25, 27 connected to through-holes of the differential casing 15, pinion gears 3 supported by the pinion shafts 25, 27, a differential mechanism 9 having side gears 5, 7 meshing with the pinion gears 3, a limited-slip differential 11 for limiting a differential rotation of the differential mechanism 9 and an actuator 13 for controlling the limited-slip differential 11. A ring gear is fixed on a flange part 17 of the differential casing 15. The flange part 17 is positioned on one side of the differential casing 15 in an axial direction of the differential casing disproportionately. The actuator 13 is arranged so as to abut on the flange part 17. The differential casing 15 is divided into casing pieces by a parting part 19 on one side of the differential casing 15 in opposition to the flange part 17 in the axial direction. The casing pieces are connected with each other by connecting members 21.

Abstract: A limited slip differential comprising an input member and two output members and moreover having, built into a housing, at least one planet gear and at least one sun gear that are arranged so as to enable total or partial securing, rotatably, of two of the three input and/or output members by means of at least one thrust means on a securing means during a decrease in one of the output torques caused by grip loss or shifting into differential velocities. The differential also includes at least one second dynamic thrust means that is antagonistic to the thrust of the first thrust means, the antagonistic second dynamic thrust means being arranged so as to be activated during a shift of the differential into differential velocities.

Abstract: A locking differential for an automotive vehicle including a housing and a differential mechanism supported in the housing. The differential mechanism includes a pair of clutch members where each of the clutch members presents an inwardly directed face. Each face includes a groove disposed in spacing relationship with respect to the other. A cross pin is received in the grooves and is operatively connected for rotation with the housing. The clutch members are axially moveable within the housing so that they may engage respective clutch members coupled to a pair of axle half shafts. Each of the grooves in the clutch members defines a first predetermined radius of curvature. The cross pin defines a second radius of curvature wherein the first radius of curvature of the groove is greater than the second radius of curvature of the cross pin such that contact between the cross pin and the groove defines a line extending along the axis of the cross pin.

Abstract: An engine-propelled monowheel vehicle comprises two wheels, close together, that circumscribe the remainder of the vehicle. When the vehicle is moving forward, the closely spaced wheels act as a single wheel, and the vehicle turns by leaning the wheels. A single propulsion system provides a drive torque that is shared by the two wheels. A separate steering torque, provided by a steering motor, is added to one wheel while being subtracted from the other wheel, enabling the wheels to rotate in opposite directions for turning the vehicle at zero forward velocity. The vehicle employs attitude sensors, for sensing roll, pitch, and yaw, and an automatic balancing system. A flywheel in the vehicle spins at a high rate around a spin axis, wherein the spin axis is rotatable with respect to the vehicle's frame. The axis angle and flywheel spin speed are continually adjustable to generate torques for automatic balancing.

Abstract: A driving force controlling apparatus includes a driving force controller configured to determine a state of a road surface. A driving force controller is configured to control a driving force of a vehicle based on the road surface state. A rear-wheel speed sensor is configured to detect a rear-wheel speed. A low-friction-coefficient road surface determining device is configured to determine whether the road surface is a low-friction-coefficient road surface using the rear-wheel speed on a predetermined condition. A determination prohibition device is configured to prohibit the low-friction-coefficient road surface determining device from determining whether the road surface is a low-friction-coefficient road surface, if (a) the rear-wheel speed sensor is abnormal, or if (b) a predetermined time has elapsed from when a shift range is changed from a reverse range to a drive range and/or (c) a gear position has become greater than or equal to a predetermined gear position.

Abstract: A coupling structure is provided which can be used even when drive shafts cannot be provided on their end with a stopper. The coupling structure allows the drive shafts to be coupled to a differential assembly, requiring a manipulation only from outside the differential case to assure that the drive shafts are coupled to each other so as not to be movable in the direction of the axle shaft. The coupling structure includes a pair of right and left coupling heads and a coupling shaft. Each of the coupling heads has a coupling hole at the point of intersection of the axial line of pinion shafts provided in the differential assembly and the axial line of a pair of right and left drive shafts. The coupling heads are added to the drive shafts via a connector, respectively, to be rotatable about the axle shaft and not movable in the direction of the axle shaft, with the end portion of the coupling heads being disposed in a coupling ring of a cross shaft.

Abstract: A differential mechanism includes a case including first and second portions, the first portion including a first surface interrupted by recesses, the second portion including a second surface interrupted by second recesses, contacting the first surface, and secured to the first portion, a pin extending though said recesses, and a ring gear secured to said portions and overlapping said surfaces and said pin.

Abstract: A transmission includes a clutch unit having a subsidiary forward clutch part having friction plates coupled to an inner peripheral surface of an axle housing of the clutch unit; a subsidiary coupling coupled to a backward coupling through a one-way bearing; friction disks coupled to an outer peripheral surface of the subsidiary coupling, the friction plates and the friction disks being arranged alternately; and a piston disposed on one side of the friction plates and the friction disks. When a vehicle moves backwardly on an upward slope, an application of hydraulic pressure to the forward clutch part is interrupted and hydraulic pressure is applied to the subsidiary forward clutch part, so that the piston is moved by the hydraulic pressure to compress the friction plates and the friction disks, thereby fixing the subsidiary coupling to the axle housing.

Abstract: A power transmitting device that includes a dog ring and a thrust plate. The dog ring is formed of metal and has a plurality of locking features and a set of dog teeth. The locking features are spaced apart around the dog ring and extend in a radial direction. The dog teeth extend in an axial direction. The thrust plate is formed of a polymer and is cohesively bonded to the dog ring.

Abstract: A differential is provided that includes a first and second side gear and a reaction block disposed between the first and second side gear. The differential further includes an engagement mechanism configured to have at least a portion of the engagement mechanism that is moveable from a retracted position to an extended position and a lock-out mechanism that is configured to engage the portion of the engagement mechanism. The lock-out mechanism is mounted to the reaction block. A reaction block for a differential in which a lock-out mechanism is mounted on the reaction block is also provided.

Abstract: A method for controlling a locking differential includes determining a temperature-dependent reference voltage at which a coil locks the differentia, determining an electric potential of a battery, using the battery to energize the coil and lock the differential, if the electric potential is equal to or greater than the reference voltage for a current temperature, and maintaining the differential unlocked, if the electric potential is less than the reference voltage.

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 method for controlling a locking differential for a vehicle includes using a coil to unlock the differential, if the vehicle stops for a period whose length is equal to or greater than a reference length, and using the coil to lock the differential, if the vehicle is moving or stopped for less than the reference length.

Abstract: A device for use with a vehicle transmission system includes a housing having a clutch provided therein and a first member extending from the housing and configured for coupling to a vehicle differential. The first member includes a generally hollow tube configured to carry a rotatable shaft therein. The device does not include a second member for directly coupling the device to a transmission housing or to the differential.

Abstract: An electronically controlled locking differential includes an electromagnetic coil and a wire harness adapted to logically control operation of the differential and having a circuit. The circuit has a latching switch that is electrically connected to a first source of power and adapted to provide latching power of the differential. A double-pole, double-throw control relay is electrically connected to the latching switch and includes a first switch, a second switch, and a coil. The second switch is adapted to “jump” the latching switch. The circuit is disabled when power to the harness is turned off and in “standby” mode when power to the harness is turned on. Upon the latching switch being activated, current flows from a starting point of the circuit through the circuit to activate the relay, the first switch closes to energize the differential, the second switch closes such that the current “jumps” the latching switch, and the differential is actuated.

Abstract: A locking differential assembly for use in a toy model vehicle. This is accomplished by mounting a locking clutch assembly on an output shaft of a differential gear carrier having an external face. The locking clutch assembly includes a slider member that may be configured to move along the output shaft to engage the external face to disable a differential action of the differential gear carrier.

Abstract: A vehicle differential assembly is provided that includes a differential adapted to allow differing rotational speed between a pair of outputs. The differential includes a gear assembly connected to the outputs and one or more hydraulically-actuated clutches for selectively and variably coupling the outputs. A hydraulic pump is adapted to generate hydraulic fluid pressure for engagement of the hydraulically-actuated clutches. A variable-engagement clutch is operatively connected to the input and the hydraulic pump such that the input selectively drives the hydraulic pump during engagement of the clutch to provide hydraulic fluid pressure to the hydraulically-actuated clutches. A valve operatively connected to the hydraulic pump and the hydraulically-actuated clutches to selectively and variably provides fluid pressure from the hydraulic pump to the hydraulically-actuated clutches. A method of controlling vehicle stability is also provided.

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: To prevent a differential lock status during operation, in a differential gear with a differential lock. A locking piece which rotates along with rotation of a differential case is attached to the differential case. A contact piece contactable with the locking piece is formed in a fork member that moves a lock pin to set the differential lock status. When the number of revolutions of the differential case becomes a predetermined number of revolutions, the locking piece moves to a position facing the contact piece, to regulate actuation of the fork member. Accordingly, the differential mechanism section is prevented from entry into the differential lock status.

Abstract: An improved hydraulically locking limited slip differential assembly for a drivetrain of a motor vehicle having a fluid pump external to a differential carrier and arranged for preventing slip between the wheels by selectively pressurizing a differential clutch internal to the carrier, and a controller arranged for selectively activating the fluid pump.

Abstract: A coupling structure is provided which can be used even when drive shafts cannot be provided on their end with a stopper. The coupling structure allows the drive shafts to be coupled to a differential assembly, requiring a manipulation only from outside the differential case to assure that the drive shafts are coupled to each other so as not to be movable in the direction of the axle shaft. The coupling structure includes a pair of right and left coupling heads and a coupling shaft. Each of the coupling heads has a coupling hole at the point of intersection of the axial line of pinion shafts provided in the differential assembly and the axial line of a pair of right and left drive shafts. The coupling heads are added to the drive shafts via a connector, respectively, to be rotatable about the axle shaft and not movable in the direction of the axle shaft, with the end portion of the coupling heads being disposed in a coupling ring of a cross shaft.

Abstract: A power transmitting apparatus for performing switching between 2-wheel and 4-wheel drive modes and locking and unlocking of a differential by an operational shaft can comprise a reversible motor, a driving shaft rotationally driven by the motor and adapted to be engaged by the operational shaft for transmitting a rotational force therebetween, a sub case for containing the motor and the driving shaft therein and mounted on the main case, an opening formed in the sub case and having a size permitting the operational shaft to be inserted and an end face of the driving shaft for engaging an end face of the operational shaft to be exposed, and a first sealing arranged on the inner circumferential surface of the opening at a position away from the driving shaft for sealing off the inside of the sub case with forming a seal between the inner circumferential surface of the opening and the outer circumferential surface of the operational shaft when the operational shaft is engaged with the driving shaft.

Abstract: An axle assembly with an electronic locking differential that employs a locking mechanism having components that are fixed to one another along an axis such that they co-translate with one another when the actuator that effects the locking and unlocking of the differential is operated.

Abstract: A differential assembly includes an axle, a differential, a differential lock assembly, a selector, and a coupler. The differential is coupled with the axle and is configured to facilitate operation of the axle at an axle speed. The differential lock assembly is associated with the differential and is movable between locked and unlocked positions. The selector is movable between lock-initiate and unlock-initiate positions. The coupler is configured to selectively couple the differential lock assembly and the selector. The coupler is configured for operation in deactivated and activated modes. When the coupler is in the deactivated mode, the differential lock assembly and the selector are decoupled from each other. When the coupler is in the activated mode, the differential lock assembly and the selector are coupled together.

Abstract: A differential lock mechanism is provided for use in an axle assembly having a differential, an input member and first and second axles. A lock sleeve is co-axially disposed about the first axle, with the lock sleeve being rotatable with the first axle and laterally movable relative to the first axle. A lock collar is co-axially disposed about the lock sleeve and is laterally movable between outboard and inboard positions. A biasing member biases the lock sleeve toward the rotatable carrier and a lock fork is engaged with the lock collar. The lock fork is operable for moving the lock collar between the outboard and inboard positions. The lock collar is disengaged with the rotatable carrier when the lock collar is in the outboard position and is engaged with both the rotatable carrier and the lock sleeve when the lock collar is in the inboard position.

Abstract: An electromagnetic actuator assembly with a frame, a movable element, first and second sensor targets that are coupled to the movable element for movement therewith, first and second sensors that are coupled to the frame and a controller. The first sensor is configured to sense a position of the first sensor target and to produce a first sensor signal in response thereto. The second sensor is configured to sense a position of the second sensor target and to produce a second sensor signal in response thereto. The controller that receives the first and second sensor signals and identifies three or more discrete points along a path of travel of the plunger. A differential assembly that incorporates the electromagnetic actuator assembly is also provided.

Abstract: The present invention includes novel apparatus and methods for engaging and disengaging a locking differential. In an embodiment, an assembly for use with a locking differential is provided. The assembly includes an actuator, a housing, a shaft, a pair of biasing members, a side gear, and a locking pin. The actuator is arranged to move the assembly from a first position to a second position. The housing is coupled to the actuator. The first biasing member biases the housing, and the second biasing member biases the housing and shaft. The side gear includes an aperture for engaging the locking pin. The locking pin is coupled to the shaft such that the biasing of the shaft determines whether the locking pin is biased into engagement with the aperture or out of engagement with the aperture.

Abstract: A power take-off support portion, including a shaft hole and an outer side surface formed around the shaft hole, is formed on a transaxle housing. The outer side surface of the power take-off support portion is shaped to fit a power take-off casing supporting a power take-off shaft in a first direction. A power take-off casing includes a power take-off main casing member and a base casing member joined to each other. The base casing member is formed with an inner side surface and an outer side surface. The inner side surface and the outer side surface of the base casing member are shaped so that the power take-off shaft supported by the power take-off main casing member is oriented in a second direction different from the first direction when the inner side surface of the base casing member is fitted to the outer side surface of the power take-off support portion, and the outer side surface of the base casing member is fitted to the inner side surface of the power take-off main casing member.

Abstract: A clutch device is combinable with a rotating device rotating about an axis. The clutch device is provided with a clutch rotatable with the rotating device, a plunger for disengageably engage the clutch, a solenoid for generating a magnetic flux for driving the plunger, a magnetic core slidably fitting on a portion of the rotating device and incompletely enclosing the solenoid to expose the solenoid to the portion, and a support member configured to support the magnetic core to fit with the rotating device in an axial direction along the axis. The magnetic core in combination with the portion of the rotating device and the plunger is so dimensioned as to enclose the solenoid.

Abstract: A locking differential includes a pair of clutch members that are biased together by a resilient disc and friction pack assembly toward a cross pin that extends diametrically across the central chamber of a cylindrical housing driven by the drive shaft of a vehicle, thereby to drive a pair of side gears and the output shafts splined thereto. The cross-pin extends within operating cam grooves contained in the adjacent faces of the clutch members, such that when the rotational velocity of one output shaft exceeds that of the other by a predetermined amount, the friction pack assembly of the faster shaft is operated to a non-compressed condition, thereby to disengage the over-running output shaft from the drive shaft. The resilient disc devices may be annular wave springs, or resilient disc springs.

Abstract: A locking differential includes an annular center cam member freely rotatably supported within an annular central driver member without the use of any keying device, such as a snap ring, thereby to simply the construction and assembly of the differential, and to reduce cost. The center cam member is longitudinally maintained in place by the biasing forces applied to the clutch members arranged on opposite sides of the central driver member by helical compression springs arranged externally concentrically about the side gears, respectively, and by the holdout rings that are connected with the clutch members. The center cam member and the central driver member have adjacent outer and inner circumferential surfaces, respectively, that are smooth, continuous, and uninterrupted. The holdout rings are rotatably connected at their remote ends with the clutch members by integral annular outer ribs that extend within corresponding grooves contained in the counterbore wall surfaces.

Abstract: An axle assembly with an electronic locking differential that employs a locking mechanism having components that are fixed to one another along an axis such that they co-translate with one another when the actuator that effects the locking and unlocking of the differential is operated.

Abstract: A differential device is provided with a case being capable of rotation around a rotation axis; a differential gear set housed in and drivingly coupled to the case, which includes first and second output gears and is configured to differentially transmit the rotation of the case to the first and second output gears; a clutch configured to controllably limit and free a differential motion between the first and second output gears, which is housed in the case; an actuator configured to actuate the clutch; and a notifying member configured to notify whether the differential motion is limited or freed to an exterior of the case.

Abstract: A differential drive with a rotatably arranged differential carrier (11) in which a multi-plate coupling (23) is arranged so as to be effective between the differential carrier (11) and a sideshaft gear (29), wherein the differential carrier (11) includes a dish-shaped carrier part (12) in which there are received sideshaft gears (28, 29) and differential gears (26, 27). The differential carrier includes a dish-shaped cover (14) which receives the plates of the multi-plate coupling (23).

Abstract: A power transmitting device includes a case and first and second dogs. The first dog is rotatably disposed in the case about an axis and includes a set of first dog teeth. The second dog is movable along the axis and is non-rotatably coupled to the case. The second dog has a set of second dog teeth. One of the sets of first and second dog teeth includes a plurality of pins. Each of the pins extends parallel to the axis and includes a centerpoint and first and second contact surfaces that are defined by first and second radii, respectfully. A width of the pin across the first and second contact surfaces is smaller in length than a sum of a magnitude of the first radius and a magnitude of the second radius. A method for forming a power transmitting device is also provided.