Abstract: A limited slip differential assembly can include a sleeve, a support shaft, and a clutch assembly. The sleeve can have a sleeve aperture centered on and extending along an axis. The sleeve can also have a first set of splines projecting inwardly from the sleeve aperture. The sleeve can be operable to engage an axle through the first set of splines. The support shaft can have an outer surface, a support shaft aperture centered on and extending along the axis, and a second set of splines projecting from the outer surface. The support shaft can be adjacent to the sleeve along the axis and be operable to encircle and freely rotate relative to the axle. The clutch assembly can be operable to selectively interlock the sleeve and the support shaft.

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 carrier is disclosed containing sideshaft gears supported in the carrier so as to be coaxially rotatable around a longitudinal axis (A). Differential gears are supported in the carrier on axes of rotation (R) positioned radially relative to the longitudinal axis (A) and have teeth engaging those of the sideshaft gears, and a multi-plate coupling in the carrier to extend coaxially relative to the axis. The carrier includes a flange to which a ring gear can be bolted, and is formed of a dish-shaped part with a base and an integrally formed-on flange and a cover which is axially fixed by an annular securing element. The multi-plate coupling and the cover are positioned in the carrier on the side located opposite the flange and the base.

Abstract: A torque transfer assembly for a motor vehicle comprises a ring gear subassembly and a differential subassembly rotatably supported in said ring gear subassembly, a friction clutch pack for coupling the ring gear subassembly to the differential subassembly, and a hydraulic clutch actuator for selectively frictionally loading the clutch pack. The hydraulic clutch actuator includes a variable pressure relief valve assembly to selectively control the friction clutch pack. The variable pressure relief valve assembly includes a valve closure member, a valve seat complementary to the valve closure member, and a electro-magnetic actuator for engaging the valve closure member and urging thereof against the valve seat with an axial force determined by a magnitude of an electric current supplied to the electro-magnetic actuator so as to selectively vary a release pressure of the pressure relief valve assembly based on the magnitude of the electric current.

Abstract: The differential includes a differential housing (7A, 7B) A torque transmission member (5A, 5B) is supported to a differential housing (7A, 7B) for rotating relative to the differential housing. A clutch system (13A, 13B) is configured to interconnect between the torque transmission member (5A, 5B) and the differential housing (7A, 7B) for transmitting a drive torque therebetween.

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 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 differential limiting mechanism produces a changeable differential limiting torque. A differential limiting mechanism operating lever is disposed so as to be operated and turned by a hand gripping a handgrip attached to a handlebar. The operating lever is interlocked with the differential limiting mechanism so that the differential limiting torque varies according to an angle through which the operating lever is turned. A lever stopping mechanism stops the operating lever at an angular position for producing a predetermined maximum differential limiting torque.

Abstract: A wheel driving system is capable of varying differential limiting torque applied to a differential included in an all-terrain vehicle according to the difference between loads respectively applied to the right and the left wheel of the vehicle, which varies depending on the traveling condition or turning condition of the vehicle. Right and left wheels are connected through a differential gear mechanism (30) having a differential case (46) and held in a reduction gear case (13), an input pinion (22) and a drive shaft to an engine. The differential case (46) and a differential gear shaft (36) connected to the wheel are interlocked by a wet multiple-disk differential limiting mechanism (31) having a friction clutch mechanism immersed in oil. The multiple-disk differential limiting mechanism (31) is operated by a multiple-disk differential limiting mechanism operating mechanism to vary differential limiting torque.

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 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 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 mechanism includes a clutch pack disposed outside said differential case and has a first set of clutch plates splined onto one of said axle shafts and a second set of clutch plates splined onto a housing sleeve, wherein the housing sleeve circumscribes said axle shaft. A control mechanism comprising an actuator actuates the clutch pack. The housing sleeve is splined to a trunnion portion of the differential case. This device simplifies and reduces the cost of the original assembly and/or the optional mounting of a controlling or limiting device associated with a differential mechanism whose output elements are connected to coaxial wheel shafts.

Abstract: A selectively lockable differential assembly comprising a rotatable case, first and second output shafts journalled in the case for rotation relative thereto, and a differential mechanism disposed within the case and linking the two output shafts so as to permit differential rotation between the two shafts. The assembly further includes first and second clutches each connected to the case and coupled with one of the output shafts. The differential mechanism includes a pinion shaft, upon which spaced apart pinion gears are rotatably mounted, and a pair of side gears rigidly affixed to corresponding ones of the output shafts, which meshingly engage the pinion gears. The pinion shaft includes a cam portion disposed between the inboard ends of the two output shafts. Rotation of the pinion shaft about its longitudinal centerline axis engages the two clutches and therefore limits differential rotation between the two output shafts.

Abstract: A transfer apparatus for a vehicle has an input shaft which is connected to pinion shafts so as to rotate together with the pinion shafts in a transfer casing. Pinion gears, provided on the pinion shafts, mesh with first and second differential side gears provided around the input shaft. A first output shaft is formed as a unitary body with the first differential side gear. Since a clutch mechanism is disposed on one side of and beside the first output shaft, the entire transfer apparatus structure is compact in both axial and radial directions of the input shaft. The second differential side gear is connected to a sprocket, which connected to a second output shaft. In order to transfer rotation of either the input shaft or the second differential side gear to the clutch mechanism, either a differential casing or a portion extending from the sprocket is provided so as to connect with the clutch mechanism.

Abstract: A transfer apparatus for a vehicle has an input shaft which is connected to pinion shafts so as to rotate together with the pinion shafts in a transfer casing. Pinion gears, provided on the pinion shafts, mesh with first and second differential side gears provided around the input shaft. A first output shaft is formed as a unitary body with the first differential side gear. Since a clutch mechanism is disposed on one side of and beside the first output shaft, the entire transfer apparatus structure is compact in both axial and radial directions of the input shaft. The second differential side gear is connected to a sprocket, which connected to a second output shaft. In order to transfer rotation of either the input shaft or the second differential side gear to the clutch mechanism, either a differential casing or a portion extending from the sprocket is provided so as to connect with the clutch mechanism.

Abstract: A differential unit comprises a differential carrier (12) supported in a housing (1) for rotation; output elements (16, 17) differentially rotatable relative to the carrier and connected to respective output shafts, differential gears connecting the output elements, and a friction assembly comprising a number of plates (22) rotationally fast with one element of the differential interleaved with a number of plates (24) rotationally fast with another element of the differential, the friction plates being axially loadable into frictional engagement with one another to restrict the differential rotation of the output elements. The friction plates are loadable by an actuating mechanism comprising an abutment ring (54) fixed in the housing and an actuating ring (28) movable angularly and axially relative thereto, with cam surfaces provided by circumferentially extending variable depth grooves (47, 48) in the rings with balls (49) therebetween engaging the grooves.

Abstract: A differential gear unit includes a viscous coupling for restricting the differential rotation of output gears (27, 29), with the conneciton of one of the parts (31) of the viscous coupling to one output gear being by way of a releasable connecting device so that the viscous coupling can be brought out of operation when required, e.g. under vehicle braking. The connecting device comprises a sleeve (1), coupling members (11) movable radially in the sleeve (1) to engage, when in radially outermost positions, groove (35) for torque transmission, and an actuating member (2) movable axially within the sleeve and operable on the coupling members. The actuating member (2) is movable by an axially displaceable positioning member (87, 49) through the intermediary of latching balls (68, 48) which are themselves radially displaceable to hold the actuating member in position without continuous application of a high force. The positioning member may be movable mechanically, electro-magnetically, or by fluid pressure.

Abstract: A differential gear mechanism is provided of the type including a gear case (17), at least one pinion gear (21), and a pair of side gears (27 and 29). Clutch packs (43 and 45) are disposed between the side gears and the gear case and are operable, when engaged, to retard relative rotation between the gear case and the side gears. The mechanism includes a fluid pressure actuated displacement mechanism (57) which, in response to an external signal (71) transmits its output displacment into axial movement of a plurality of input members (81). The axial movemenat of the input members has an actuating travel X and an actuating force F. A pair of lever members (85) receives the axial input from the input members 81, with each lever member pivoting about a fulcrum member (91) to transmit to each of the clutches a clutch actuating movement having an actuating travel substantially less than the actuating travel X, and an actuating force substantially greater than the actuating force F.

Abstract: A power transmission apparatus comprises a device for transmitting power by frictional force between first and second rotary members rotated relative to each other; a device for pressing the power transmitting device in a direction of increasing frictional force; a drive device for driving the pressing device in the direction of increasing frictional force; and a stopper for restricting the movement of the drive device.