Abstract: An enclosed axle differential lock is provided which includes an axle carrier assembly within which is a bearing having a bearing cap. A differential housing rotates, supported by the bearing, with a pinion gear and a side gear each rotating in the differential housing and meshing together. An axle is driven by the side gear. A clutch may be used to lock the differential housing and the axle together. The clutch includes a first clutch element fixed to the differential housing and a second clutch element splined on the axle and axially movable thereon, the second clutch element having a first disengaged position in which the first clutch element and the second clutch element are substantially disconnected, and a second engaged position in which the first clutch element and the second clutch element are substantially drivingly connected. An actuator is integrally disposed in the bearing cap which urges the second clutch element from the first disengaged position to the second engaged position.

Abstract: A recess is formed on the side surface of output-side cams on the right side with through holes being formed on the sidewall of the case body of the differential case at positions corresponding to the recesses. An annular member is placed on the case body so as to be capable of moving, and projections are provided on the annular member so that they can be inserted into and pulled out of the recess via the through hole. The differential case and the right side output cam are rigidly joined by inserting the projection into the recess on the right side output cam through the through hole and thus the input-side block is not operated. Therefore, a power force is not transmitted to the left side output cam, and thus the differential function of the left and right drive wheels can be suspended.

Abstract: A differential having a driving member; an input member; first and second rotatable output members; differential gearing operable between the input member and the first and second output members, for transmitting rotation from the input member to the first and second output members and providing for differential rotation of the first and second output members relative to one another; an engaging device operable to establish a driving connection between the driving member and the input member; an inhibiting device operable to inhibit relative rotation between the first and second output members; and an actuating device for causing the operation of the engaging device and the inhibiting device.

Abstract: A differential system includes a case, a pair of pinion gears, a pair of side gears and an electrically operable coupling including a magnetically responsive fluid. The coupling selectively drivingly interconnects one of the side gears and the case. In one instance, the present invention includes a rotor having a plurality of outwardly extending blades positioned in communication with a magneto-rheological fluid. An electromagnet is selectively actuated to change the viscosity of the magneto-rheological fluid. In this manner, the differential may function as an “open” differential, a “locked” differential or a differential accommodating a limited-slip condition.

Abstract: The present invention relates to a transmission for a recreation vehicle, such as an all-terrain vehicle that includes a locking assembly for locking a differential joint in the front- or rear-end portion of the transmission. A vehicle having both front and rear differentials may include separate locking assemblies for each differential to lock and unlock the differentials for various combinations of power allocation to wheels of the vehicle. A differential joint according to the invention may include a ring gear and spider gears that drive a universal joint coupled to wheels of the vehicle. A coupler of the locking assembly includes an inner surface configured to engage outer surfaces of the ring gear and the universal joint, and an outer surface configured to be engaged by an actuator. The actuator adjusts the coupler between a locked position wherein the ring gear and the universal joint are locked together, and an unlocked position wherein the universal joint is free to rotate relative to each other.

Abstract: An improved inter-axle differential locking clutch is provided that aligns the actuator and the clutch member thereby reducing space and material requirements in the axle assembly housing. The clutch also eliminates the need for a pushrod and shift fork thereby reducing tooling and production costs, as well as eliminating issues associated with misalignment of the piston and pushrod, relative rotation of the shift fork and clutch member, and tipping of the shift fork. The clutch includes one or more pistons disposed within either the axle housing or a carrier supporting the input shaft bearing. Fluid pressure actuates the pistons against a clutch member causing selective engagement between the clutch member and either a side gear driven by the inter-axle differential or a differential case housing the differential gears of the inter-axle differential.

Abstract: A pressure control valve assembly is disposed in the hydraulic flow path of a differential assembly and is connected to a passageway leading to a limited slip device within the differential case to establish fluid communication there between. The invention includes a machined or formed blind hole, a groove which partially intersects the blind hole, a ball member seated in the blind hole, and a spring resiliently acting on the ball to apply a force biasing the ball into the blind hole. At the intersection of the blind hole and groove, an area, which is not sealed by the ball, is formed that provides a controlled leakage path for the hydraulic fluid. As the hydraulic fluid flow increases, the hydraulic pressure of the fluid on the pressure side increases which increases the force on the ball acting against the spring. As the pressure increases further, the resultant forces on the ball deflect the spring to increase the bleed area and increase the fluid bled proportionally to the fluid pressure.

Abstract: Differential gears which obtain adequate differential motion limiting action under heavy loading, and switch between a differential motion condition and a differential motion limiting condition, inside a differential case are provided a pair of left and right pressure rings, which move freely in the direction of the wheel axles but are incapable of relative turning, the inner diameter being larger than that of side gears; a pair of clutch means on the two pressure rings; urging means for urging the two pressure rings such that the two pressure rings clearance narrows; and actuation means for actuating the pressure rings against the force of the urging means, in accordance with the increases in the relative turning torque between the pinion shaft and the differential case during differential motion, and activating the clutch means.

Abstract: Differential apparatus which includes input and output members rotatable relative to each other, a clutch mechanism for interconnecting them, an actuator and a cam mechanism. The clutch mechanism includes first and second clutch members rotating with the input and output members, respectively. The actuator limits rotation of the second clutch member relative to the input member to angularly displace the second clutch member relative to the output member. The cam mechanism is provided between the second clutch member and the output member, and includes first and second cam faces rotating with the second clutch member and the output member, respectively. When the actuator operates, these cam faces cooperate to axially displace the second clutch member away from the output member, whereby the second clutch member is axially displaced to engage with the first clutch member.

Abstract: A drive axle assembly (10) includes a carrier (24) for supporting a differential case (22) with axle shafts (14, 16) extending therethrough and rotatable with the differential case (22) relative to the carrier (24). A plurality of friction discs (74, 76) are disposed within the differential case (22) and are alternatively connected to the differential case (22) and a drive hub (78), which is connected to one of the axle shafts (14). A sleeve (100) is operably connected to a piston (90) for generating a thrust force and for transmitting the thrust force through the sleeve (100) to move the friction discs (74, 76) closer together. A plurality of levers (104) are operably connected one with the other and disposed between the sleeve (100) and the friction discs (74, 76) to amplify the thrust force of the sleeve (100).

Abstract: An over-running clutch assembly comprises an outer race having a cylindrical inner surface and an inner race having a cammed outer surface coaxial with the cylindrical inner surface and defining a gap therebetween and a roller clutch disposed within the gap; a biasing element biases the roller clutch to a disengaged position; and an actuator selectively overcomes the biasing element to engage the roller clutch and lock the inner and outer races to prevent relative rotation therebetween. The actuation disk and the case end includes a first portion adapted to provide initial axial surface to surface contact between the actuation disk and the case end when the actuation disk contacts the case end and a second portion adapted to provide an surface to surface contact only after deflection of the actuation disk under the force of the actuator, thereby providing a spring back response when the actuator is de-energized.

Abstract: A vehicle, such as an automobile or a truck, is equipped with a mechanism to control output torque to two or more shafts. The mechanism is most usefully adapted to an axle in order to allocate torque among two or more shafts or wheels. The mechanism controls the sum and difference of torque by processing the sum and the difference independently. The mechanism converts a force, such as a torque, into quantities that can be used by the two or more shafts or wheels.

Abstract: A differential lock mechanism for use in a vehicle and having a cam mechanism that may be actuated by the vehicle user. The cam mechanism transfers rotational movement to linear movement along the axis of the vehicle axles to move an engagement mechanism into or out of engagement with an axle bevel gear. The engagement mechanism is also engaged to and rotates with a differential carrier, and thus when it is in the engaged position, it locks the vehicle axles to rotate with the differential carrier.

Abstract: A lightweight limited slip differential for a tubular or independent axle assembly. The differential biases the torque applied to the wheels through clutch rings engaged on the pinions. The pinions include a mating surface that engage a similar profile on the clutch rings. The clutch rings may be frictionally restrained or coupled together so that the pinion movement is restrained to bias the torque between the wheels.

Abstract: Between a speed reducing mechanism (15, 17, 19) for speed-reducing drive power of an electric motor and a differential apparatus (7) for distributing speed-reduced drive power to axle ends is disposed a clutch (5) configured for interruptive transmission of drive power.

Abstract: An actuator for engagement and disengagement operation of a power transmission device is provided with a first plate being fixed, a second plate being movable in a direction of the engagement and disengagement operation so as to be engaged with the first plate, a third plate disposed opposite to the second plate with respect to the first plate, the third plate being rotatably engaged with the second plate, a drive unit engageable with the third plate so as to rotate the third plate, a cam mechanism converting a rotation of the third plate to a movement of the second plate in the direction of the engagement and disengagement operation and a retaining device restricting a relative rotation range of the third plate with respect to the drive unit. The second plate moved by the cam mechanism drives the power transmission device in the direction of the engagement and disengagement operation so as to intermit a power transmission thereof.

Abstract: A vehicle driveline assembly for an automotive vehicle includes a differential assembly adapted to transfer torque proportionally between first and second axle half-shafts. An over-running clutch is adapted to selectively lock the differential assembly thereby effectively rotationally locking the axle half shafts to one another. The differential has three modes of operation; an open mode, wherein the differential is kept un-locked; a locked mode, wherein the differential is kept locked; and an automatic mode, wherein the differential is locked or un-locked based upon predetermined operating parameters. A selector switch allows an operator to selectively place the differential in one of the three modes. An electronic control unit receives inputs from the vehicle, compares the inputs to pre-determined operating parameters, and selectively engages or disengages the over-running clutch when the differential is in the automatic mode.

Abstract: Differential gears which obtain adequate differential motion limiting action under heavy loading, and switch between a differential motion condition and a differential motion limiting condition, inside a differential case are provided a pair of left and right pressure rings, which move freely in the direction of the wheel axles but are incapable of relative turning, the inner diameter being larger than that of side gears; a pair of clutch means on the two pressure rings; urging means for urging the two pressure rings such that the two pressure rings clearance narrows; and actuation means for actuating the pressure rings against the force of the urging means, in accordance with the increases in the relative turning torque between the pinion shaft and the differential case during differential motion, and activating the clutch means.

Abstract: A differential with an improved locking mechanism is provided. The differential includes first and second clutch members in the form of a differential case having a first set of teeth and a an axle shaft mounted clutch collar having a second set of teeth. A yoke urges the clutch into an out of engagement and is supported on a pivot shaft. The yoke is selectively urged in one direction by an actuator acting on a lever on the pivot shaft. The lever is coupled to the yoke by a spring. The yoke is urged in an opposite direction by one or more return springs mounted on the same pivot shaft. The compact nature of the locking mechanism and the balance of forces provided by the springs and actuator provide an inexpensive and reliable locking mechanism.

Abstract: An over-running clutch assembly comprises an outer race having a cylindrical inner surface and an inner race having a cammed outer surface coaxial with the cylindrical inner surface and defining a gap therebetween and a roller clutch disposed within the gap; a biasing element biases the roller clutch to a disengaged position; and an actuator selectively overcomes the biasing element to engage the roller clutch and lock the inner and outer races to prevent relative rotation therebetween. The actuation disk and the case end includes a first portion adapted to provide initial axial surface to surface contact between the actuation disk and the case end when the actuation disk contacts the case end and a second portion adapted to provide an surface to surface contact only after deflection of the actuation disk under the force of the actuator, thereby providing a spring back response when the actuator is de-energized.

Abstract: A wrap spring activated torque coupling is applied to a torque transmission coupling and/or a locking differential for a motor vehicle. The wrap-spring torque coupling allows for quick engagement and disengagement of an input member to an associated output member at large torsional capacities that exceed the limit of what is taught by prior art. The ability to quickly lock and unlock a vehicle differential under either a torsionally loaded or unloaded condition is realized by this application of the wrap spring activated torque coupling. Moreover, a two piece bi-directional wrap spring hub design is utilized that allows for simple turning and broaching operations for use in its manufacture, thereby eliminating a conventional deep annular counterbore that would require the use of much more expensive machining processes.

Abstract: A differential assembly for a motor vehicle comprises a differential case rotatably supported in an axle housing, opposite output shafts drivingly connected to the differential case, a friction clutch assembly for selectively engaging and disengaging the differential case and the output shaft, and a hydraulic clutch actuator for selectively frictionally loading the clutch assembly. The hydraulic clutch actuator includes a variable pressure relief valve controlled by a solenoid actuator for selectively engaging the friction clutch assembly. In order to provide the solenoid actuator with an electrical power and/or control signals in a contactless manner, the differential assembly is further provided with a transformer assembly including a primary transformer unit non-rotatably mounted to the axle housing and connected to a source of electrical energy, and a rotatable secondary transformer unit secured to an outer peripheral surface of the differential case.

Abstract: A differential assembly 10 is provided, including a first differential side gear 24 and the second differential side gear 26. An eddy current retarder 40 is utilized to create an adjustable resistant torque between the first differential side gear 24 and the second differential side gear 26.

Abstract: A differential braking component comprises a shaft having a shaft axis to be placed substantially perpendicular to a wheel axis of a differential and to an idler axis of the differential, a bevel gear casing rotatably surrounding the shaft and having a geared outer surface for engaging a side gear of a wheel axis and having an associated inner surface, and a conical ring surrounding the shaft and disposed slidable in the direction of the shaft on the shaft and disposed fixed with respect to relative angle on the shaft and having an outside disposed along an inside of the bevel gear casing following the geared outer surface. A spring ring surrounds the shaft outside of an area of the conical ring and serving to press the conical ring against the associated inner surface of the bevel gear casing. A first safety pin restrains the spring ring from moving away from the conical ring.

Abstract: A differential assembly including a rotatable casing having an axis of rotation, a selectively energized electromagnet proximal the casing, and a rotatable first clutch disposed within the casing, the first clutch placed in operative engagement with the casing in response to the electromagnet being energized. Relative rotation between the first clutch and the casing is slowed by their being in operative engagement. A rotatable clutch hub and a second clutch are disposed within the casing, and the casing and the clutch hub are rotatably coupled through engagement of the second clutch, which is operatively engaged in response to relative rotation between the first clutch and the casing being slowed. At least one rotatable pinion gear is disposed within the casing and revolves about the axis of rotation.

Abstract: A driveline assembly includes first and second axle half-shafts having first and second side gears mounted thereon, an axle housing, a differential case rotatably mounted within the axle housing, a least two spider gears rotatably mounted within the differential case, and a clutch assembly coupled to the differential housing and one of the axle half-shafts and including an outer race having a cylindrical inner surface and an inner race having a cammed outer surface coaxial with the cylindrical inner surface and defining a gap therebetween and a roller clutch disposed within the gap; a biasing element to bias the roller clutch to a disengaged position; and an actuator to selectively overcome the biasing element to engage the roller clutch and lock the outer race and inner race and prevent relative rotation between the outer race and inner race.

Abstract: A simplified differential assembly includes a single-piece open-ended hollow differential case and a free-floating differential gear mechanism mounted therewithin. The differential case is provided with a plurality of axial grooves formed on an inner peripheral surface of the differential case and extending between opposite open ends thereof. The differential gear mechanism includes a pinion shaft rotatably supporting a plurality of pinion gears in a free-floating manner, and adapted to drivingly engage the axial grooves of the differential case. The differential case is axially adjustably supported within an axle housing by means of two opposite mounting members. The mounting members are rotatably supporting the differential case at the opposite ends thereof through anti-friction roller bearings. The single-piece differential case may be used for differential assemblies in both open and limited slip configurations.

Abstract: A cone clutch mechanism that is controlled by an electronic control unit is disclosed. The cone clutch mechanism features simplicity of construction and a control system to engage or disengage shaft power on the vehicle according to vehicle stability and traction control requirements. The mechanism may be used to selectively transfer the power to desired shafts or wheels.

Abstract: The differential includes a differential casing configured to rotatably drive by a motor under a driving force. The differential includes a differential mechanism which includes a pair of first and second side-gears for distributing a torque of the differential casing to first and second output shafts. The differential includes a frictional clutch for interconnecting the first and second output shafts. The frictional clutch includes a first power-transmitting member connected to a first output shaft. The frictional clutch includes a second power-transmitting member connected to a second output shaft. The frictional clutch includes first and second clutch plates axially displacable to engage with each other. A first clutch plate is connected to the first power-transmitting member. A second clutch plate is connected to the second power-transmitting member. The differential includes an actuator for operating the frictional clutch.

Abstract: A drive axle assembly includes a differential case that is operably coupled to a pair of axle shafts that drive vehicle wheels. A locking mechanism includes a clutch housing that is externally mounted to the differential case. The clutch housing defines a fluid chamber in which first and second sets of discs are mounted. The first set of discs is fixed for movement with the clutch housing and the second set of discs is fixed for movement with one of the axle shafts. An actuating mechanism is used to selectively compress the discs together to lock the clutch housing and associated differential case to the axle shaft under predetermined conditions. A fitting is fixed to the axle housing that defines a fluid path to connect an external fluid supply to the actuating mechanism. The fitting is resistant to torsional and axial movement resulting from the lock mechanism moving to a locked position by the actuating mechanism.

Abstract: A direct drive differential containing a ring gear and a differential pin attached directly to the ring gear. This arrangement changes the load path through the differential case that allows for a new design to be created. The ring gear has a slot and the differential pin has a flat on the sides that mate together when assembled. The differential pin is round and the ring gear has a radius that mate together when assembled. The ring gear has a diameter machined into the inside ring diameter but allows a pin with slots to be assembled. The pin locks into place in the ring gear by rotating the pin during assembly. The ring gear has a through hole or is drilled and tapped and the differential pin has a hole therefore the two parts can be locked together in place.

Abstract: A differential assembly 10 is provided, including a first differential side gear 24 and said second differential side gear 26. An eddy current retarder 40 is utilized to create an adjustable resistant torque between the first differential side gear 24 and the second differential side gear 26.

Abstract: A differential gear assembly for an automobile includes an annular ring gear, a differential case, a pair of side gears substantially axially aligned and spaced apart from each other and adapted to be supported by the differential case and to engage an axle shaft of the automobile, and a pair of differential pinion gears substantially axially aligned and spaced apart from each other, and adapted to engage the side gears. A differential pin is secured to and extends diametrically across the ring gear and is adapted to support the differential pinion gears in engagement with the side gears and to allow rotational movement of the differential pinion gears about the differential pin.

Abstract: A differential having a driving member; an input member; first and second rotatable output members; differential gearing operable between the input member and the first and second output members, for transmitting rotation from the input member to the first and second output members and providing for differential rotation of the first and second output members relative to one another; an engaging device operable to establish a driving connection between the driving member and the input member; an inhibiting device operable to inhibit relative rotation between the first and second output members; and an actuating device for causing the operation of the engaging device and the inhibiting device.

Abstract: A gear drive system including a housing having a cavity and first and second opposed, axially aligned output shafts, the first and second output shafts having first and second gears, respectively, mounted thereon. At least one of the first and second output shafts has a predefined range of travel in the longitudinal direction of the first and second output shafts. A gear assembly is in operative engagement with the first and second gears. A spacer is positioned between the housing and one of the first and second gears. The spacer is configured to preclude movement of the at least one of the first and second output shafts through at least substantially all the predefined range of travel. A cover covering the cavity retains the spacer in position between the housing and the one of the first and second gears.

Abstract: A driveline assembly includes first and second axle half-shafts having first and second side gears mounted thereon, an axle housing, a differential case rotatably mounted within the axle housing, a least two spider gears rotatably mounted within the differential case, and a clutch assembly coupled to the differential housing and one of the axle half-shafts and including an outer race having a cylindrical inner surface and an inner race having a cammed outer surface coaxial with the cylindrical inner surface and defining a gap therebetween and a roller clutch disposed within the gap; a biasing element to bias the roller clutch to a disengaged position; and an actuator to selectively overcome the biasing element to engage the roller clutch and lock the outer race and inner race and prevent relative rotation between the outer race and inner race.

Abstract: Drive system for an all-wheel driven motor vehicle having a first and a second driven axle (3, 9), which drive system has a differential-speed-dependent clutch (6) for driving the second driven axle, and an at least partially lockable differential (8) between the wheels of the second driven axle (9). The differential-speed-dependent clutch (6) comprises a pump (10) which, when a differential speed occurs, produces a pressure which leads to the transmission of a torque to the second driven axle (9). In order to ensure that the differential lock responds in a manner coordinated neatly in terms of time and taking account of the driving state, a connecting line (18) leads from the delivery side (11 or 12) of the pump (10) to an actuating member (27) of the lockable differential (8), with the result that, when a differential speed occurs, the pressure produced by the pump (10; 67) makes it possible to at least partially lock the differential (8) by means of a positive locking clutch (26).

Abstract: Proposed is a locking differential drive, in which, between a first side of a differential cage (3) and a cover (4) a crown wheel (2) is located, which is turnably connected with the cover (4) and the differential cage (3), and the radial extent of which crown wheel (2) is less than that of the opening (9) of the differential cage (3), which said opening serves for the installation of differential bevel gears (10, 11). The crown wheel (2) exhibits two contact faces, of which a first contact face (7) serves as a seat for a clutch (6) of an externally lockable differential drive and a second contact face (8) serves as a seat for a clutch (17) of a self-actuating lockable differential drive. In this way, the same crown wheel (2) and the same differential cage (3) can be employed both for an externally lockable differential drive as well as a self actuating differential drive.

Abstract: A driving force transmitting device for a vehicle includes a drive mode-shifting mechanism which is disposed in the final drive gear-set of a vehicle. The drive mode-shifting mechanism includes a first rotating member, a second rotating member, a third rotating member, and a movable member. The movable member is movable between a first position in which the first and second rotating members are disconnected to effect the two-wheel-drive mode, a second position in which the first and second rotating members are connected to effect differential-free four-wheel-drive mode, and a third position in which the second and third rotating members are connected to effect the differential-lock four-wheel-drive mode.

Abstract: A transmission for a working vehicle having an engine mounted on a bodywork frame such that a crankshaft of the engine is disposed horizontal and is oriented perpendicular to the longitudinal direction of the vehicle. The transmission comprises an input shaft for receiving power of the engine through a continuously variable transmission, an output shaft disposed in parallel with the input shaft, a pair of left and right axles extended oppositely to each other and in parallel with the output shaft, a differential connecting the left and right axles with each other in a differential manner, a transmission housing containing the differential, a pair of left and right axle housings, each of which houses each of the pair of axles, having mounting portions for mounting to the bodywork frame, and a wet-type disc brake device provided around a portion of the axles covered by the axle housings.

Abstract: The differential (13) includes a clutch system. The clutch system includes a clutch (41a, 43a) for being displaced to establish engagement thereof. The clutch system includes an actuator (61) for operating the clutch. The actuator includes a solenoid (63). The actuator a plunger (65,67,73) driven by the solenoid for giving a displacement to the clutch. The differential includes a rotatable driving member (31). The differential includes a differential mechanism (45, 49, 51 and 53) driven by the driving member. The clutch interlocks the driving member and the differential mechanism with each other.

Abstract: An axle driving apparatus consisting of a housing for compactly housing inner portions of axles, a hydrostatic transmission, and a transmitting mechanism for transmitting power to the axles from an output shaft of the hydrostatic transmission. The housing is partitioned by an internal wall into a chamber containing the hydrostatic transmission and a chamber containing the other transmitting mechanisms. The housing is filled with oil in common with both chambers. A trunnion for changing the output rotation of the hydrostatic transmission is disposed in parallel to the axles. A shock absorber is provided to prevent abrupt speed change. A differential locking device is attached to the differential gear to thereby improve the straightforward running capacity of the vehicle.

Abstract: A differential drive that includes a rotatably driven differential housing supported in a housing. The differential drive further includes a differential gear set arranged and supported in the differential housing. The differential drive also includes a torque distribution device adjacent to a differential gear set. The torque distribution device connects a differential side shaft gear with one side shaft. The torque distribution device is arranged to control the torque between a front axle and a rear axle of a motor vehicle.

Abstract: A limited slip differential system is disclosed where one or more eddy currents activate a ball-ramp actuator for engaging a clutch assembly to a differential case. The eddy currents create a braking torque in the ball-ramp actuator.

Abstract: A cone clutch mechanism that is controlled by an electronic control unit is disclosed. The cone clutch mechanism features simplicity of construction and a control system to engage or disengage shaft power on the vehicle according to vehicle stability and traction control requirements. The mechanism may be used to selectively transfer the power to desired shafts or wheels.

Abstract: An integrated hydrostatic transaxle including a housing in which a center section is supported. The center section supports a hydraulic pump unit and a hydraulic motor unit having a motor shaft drivingly connected thereto. A gear differential assembly is drivingly linked to the motor shaft and is used to drive a pair of axle shafts, which are supported by the housing. The differential assembly includes a mechanism to prevent relative motion of the axle shafts with respect to each other, known as a differential lock mechanism.

Abstract: A limited slip differential assembly comprises a friction clutch assembly and a clutch actuator assembly including an actuator motor, a clutch actuator, and a gear module for drivingly coupling the actuator motor to the clutch actuator. The gear module includes a casing having a first mounting flange for fixing the casing to a differential housing and a second mounting flange for fixing the casing to the actuator motor, two gear support arms outwardly extending from the first mounting flange into the differential housing through an opening therein, a gear shaft supported by the gear support arms, and a pair of coaxial reduction gear members drivingly coupled to the gear shaft. One of the reduction gear members is drivingly coupled to the actuator motor and the other of the reduction gear members is drivingly coupled with the clutch actuator.

Abstract: A differential gear mechanism including a first output gear (25), and a cam and ramp actuator (55) including first (59) and second (63) actuating plates, relative rotation of which results in axial movement of said first plate (59) toward said first output gear (25). The mechanism includes an electromagnetic actuator (57) operable to cause rotation of the second actuating plate (63), relative to a gear case (11). Both actuating plates (59,63) are disposed external to an end wall (53) of the gear case, the first actuating plate (59) having a plurality of actuation members (85) extending axially through openings (81) in the end wall. A locking plate (41) is disposed adjacent the first output gear (25), and is fixed to be non-rotatable relative to the gear case, but axially moveable therein.

Abstract: A differential assembly having a first structure, which is configured to rotate along a differential axis in response to receipt of a rotational input, a second structure, which is supported for rotation on the differential axis, a third structure, which is supported for rotation on the differential axis and disposed between the first and second structures and operable in an engaged condition that transmits torque between the first and second structures and a disengaged condition that inhibits torque transmission between the first and second structures, a differential gear set, which is coupled to and rotatably supported within the second structure, and a biasing mechanism, which biases the third structure in the disengaged condition. The third structure is placed in the engaged condition if a torsional magnitude of the rotational input exceeds a rotational force that is exerted through the differential gear set. A vehicle drive train is also provided.

Abstract: A differential gear mechanism of the limited slip type including a clutch pack (35) operable to retard rotation between the side gears (21,23) and the gear case (11). The clutch pack may be loaded, to retard differentiating action by means of a retarding mechanism (33) including a first ball ramp actuator (43) operable to cause axial movement of a plurality of elongated engagement members (61). When the members (61) move axially, a cone clutch assembly (79) is engaged, which retards rotation of a ramp plate (73) of a second ball ramp actuator (71). It is the ramping action of the second ball ramp actuator (71) which applies a load to the clutch pack (35) to limit, or prevent, differentiation within the differential gearing.