Abstract: A parallel-axis gear differential (10) has planet gear pairs (46) separated by pivotable toggles (56). A leading member (48) of each planet gear pair (46) is angularly advanced in a forward drive direction (38) with respect to a following member (50) of each planet gear pair (46). First bearing surfaces (60) of the toggles (56) support the leading planet gears (48), and second bearing surfaces (62) support the following planet gears (50). Pivot axes (58) of the toggles (56) are positioned closer to one or the other bearing surfaces (60 or 62) to control force transmissions between the planet gear members (48 and 50).

Abstract: A speed increasing/decreasing mechanism is interposed between a left-wheel axle and a right-wheel axle. The mechanism is constructed integrally of a speed increasing mechanism and a speed decreasing mechanism. The speed increasing mechanism is adapted to increase a rotational speed of the left-wheel axle and then to output the thus-increased rotational speed to a first intermediate axle. The speed decreasing mechanism, on the other hand, is adapted to decrease a rotational speed of the left-wheel axle and then to output the thus-decreased rotational speed to a second intermediate axle. A first coupling of the variable transmitted torque capacity type is interposed between the first intermediate axle and the right-wheel axle to transmit drive torque therebetween. A second coupling of the variable transmitted torque capacity type is interposed between the second intermediate axle and the right-wheel axle to transmit drive torque therebetween.

Abstract: Frictional resistance, resulting from end thrust developed by planetary gearing, is appreciably increased to improve control over torque bias characteristics in parallel-axis/torque-proportioning automotive differentials using an unusual planetary combination gear having a first toothed portion which meshes with one of the differential's sun/side gears and a second toothed portion which meshes with a paired combination gear, these first and second toothed portions being separated by a non-meshing portion that "straddles" (i.e., that provides clearance for avoiding contact with) the sun gear that is in mesh with its paired combination gear. In the most preferred embodiments, the second toothed portion of each combination gear is divided into two separate and distinct meshing areas located, respectively, at the gear's outer axial ends.

Abstract: A torque proportioning differential (10) is modified to vary bias ratio in three distinct stages in response to predetermined levels of drive torque. A pair of side gears (26 and 28) carried within a differential housing (12) generate respective thrust forces (44 and 46) that can be opposed by both high-friction gear mounting surfaces (68 and 70) and low-friction gear mounting surfaces (84 and 86). Outer disc springs (72 and 74) transmit a first portion of the thrust forces (44 and 46) to the low-friction gear mounting surfaces (84 and 86). Inner disc springs (64 and 66) transmit together with the outer disc springs (72 and 74) a second portion of the thrust forces (44 and 46) up to a second magnitude. Either the inner disc springs (64 and 66) or the outer disc springs (72 and 74) transmit the remaining portion of the thrust forces ( 44 and 46) above the second magnitude.

Abstract: A differential apparatus is disclosed for controlling differential between left- and right-hand axles of a vehicle. A differential mechanism of planetary gear type is received within a differential case. The differential case is provided with a ring gear of the differential mechanism. A first hub is provided with a sun gear of the differential mechanism, and is fixed to one of the axles. A second hub is so provided as to be capable of being rotatable with respect to the first hub, and is fixed to the other axle. The carrier is movable axially relative to the second hub of the differential mechanism and is integrally rotatable together with the second hub of the differential mechanism. A first friction clutch for limiting differential between the carrier and the first hub is engaged by a cam mechanism controlled by a second friction clutch.

Abstract: A limited slip differential includes a friction clutch mechanism, a viscous coupling, and a camming mechanism disposed between the friction clutch mechanism and the viscous coupling. The camming mechanism converts shearing forces within the viscous coupling to an axial force applied to engage the clutch mechanism. The camming mechanism includes annular discs having axially inclined ramps, and a roller bearing for movement along the ramps to provide for variable spacing between the annular discs, wherein increased spacing is used to apply the axial force.

Abstract: A locking limited slip planetary differential for the transfer case of an all-wheel drive vehicle. First and second coaxially juxtaposed sun gears are mounted to first and second output shafts, respectively, for rotation therewith. A plurality of first planet gears are rotatably mounted on a carrier, each of which meshes with the first sun gear. A plurality of second planet gears is also rotatably mounted on the carrier. Each of the second planet gears meshes with the second sun gear and with an associated one of the first planet gears. A hydraulically actuated clutch pack is provided for selectively connecting the carrier to the first sun gear to limit relative rotation between the first output shaft and the second output shaft. The clutch pack is actuated by a swash plate pump mechanism provided on the first and second sun gears which supplies hydraulic fluid to the clutch pack when the first and second sun gears rotate relative to one another.

Abstract: A vehicle transmission, particularly for industrial and agricultural vehicles, includes a speed change gearset (gear and range) and a central differential for distributing the gearset output to the front and rear axles of the vehicle. The central differential is formed of a Ravigneaux gearset to reduce the dimensions of the transmission and to minimize the costs and technical resources required to produce it. The Ravigneaux gearset distributes the torque of a gear output shaft to the front and rear axles according to the ratio of the two planetary sun gear diameters. Preferably, the end stage of the speed change gearset is formed by a further gearset, and the planet carriers of both Ravigneaux gearsets are formed as a common structural member carrying the planets of both Ravigneaux gearsets.

Abstract: A differential gear device for a vehicle is disclosed. The differential gear device is provided with a planetary gearing for producing differential motion having a ring gear with a toothed portion, and an electro-magnetic multiple clutch for limiting the differential motion. The electro-magnetic clutch is provided with a plurality of outer friction plates and a plurality of inner friction plates alternately positioned with the outer friction plates. An outer rotary member made of a nonmagnetic substance and integrally joined to the ring gear is provided for the electro-magnetic multiple clutch. A support member is made of a magnetic substance and conducts a magnetic force from the electro-magnet to the armature through the outer and inner friction plates to attract the armature to engage the outer and inner friction plates in cooperation with the armature. The support member is connected with the outer rotary member.

Abstract: A complex central differential is provided for distributing the output of an automatic transmission to front and rear wheels of a motor vehicle. The complex central differential comprises a planetary gear device including a first sun gear operatively connected to an output shaft of the transmission, a carrier, first and second planetary pinions integral with each other and rotatably supported on the carrier, and a second sun gear, and a ring gear. The first planetary pinion is engaged with the first sun gear and with the ring gear, the second planetary pinion is engaged with the second sun gear. The carrier is operatively connected to either of the front wheels or the rear wheels and the second sun gear is operatively connected to the rear wheels. A brake is provided to prevent the ring gear from rotating when output speed of the transmission exceeds a predetermined speed in a first speed range of the transmission, thereby providing the lowest speed.

Abstract: A central differential is provided for distributing the output of an automatic transmission to front and rear wheels of a motor vehicle. The central differential comprises a planetary gear device including a first sun gear operatively connected to an output shaft of the transmission, a carrier, first and second planetary pinions integral with each other and rotatably supported on the carrier, and a second sun gear. The first planetary pinion is engaged with the first sun gear, and the second planetary pinion is engaged with the second sun gear. The carrier is operatively connected to either the front wheels or rear wheels and the second sun gear is operatively connected to the other wheels. A brake is provided to prevent the second sun gear from rotating when output speed of the transmission exceeds a predetermined speed in the highest speed range of the transmission thereby providing an overdrive speed.

Abstract: Method and apparatus for the varying locking rates of a differential gear system has a driven differential cage (1) with two coaxial axle shaft gears (9, 10) retained in cylindrical cavities (7, 8) within the cage. The gears (9, 10) are coupled to each other via groups of compensating gears (11, 12) positioned parallel thereto. Engagement of various compensating gear pairs (11, 12) with both axle shaft gears (9, 10) is sequentially rendered either effective or ineffective, in order to generate a variable, resultant radial and/or tangential force to be applied to the axle shaft gear (9, 10). The force generates a variable frictional force in the support bearings (7, 8) of the axle shaft gears.

Abstract: The present invention relates to a differential gear assembly including a rotatable case having an annular gear formed therein with first and second axle shafts journalled in the case for rotation relative thereto. A sun gear is connected to the first axle shaft for rotation therewith, and a planetary carrier is connected to the second axle shaft for rotation therewith. A plurality of pairs of planetary gears is supported on the carrier, with a first gear of each of the pairs meshing with the annular gear and a second of each of the pairs meshing with the sun gear. Clutch means are provided for limiting relative rotation between the first axle shaft and the second axle shaft by clutching the sun gear to the planetary carrier, the clutch means including a clutch pack formed of a plurality of annular clutch disks.

Abstract: A planetary differential assembly is disclosed. The planetary differential assembly can spit driving torque generated by an engine of a vehicle (which uses the assembly) into two parts at an appropriate ratio to realize an optimum driving condition of the vehicle in traveling even when one of driving wheels of the vehicle loses traction on a bad-condition road. The above appropriate splitting of the driving torque is accomplished by applying a braking torque to each of component gears of a planetary gear set of the assembly. Such braking torque is produced: by reducing at least one of backlashes between these component gears to a possible minimum amount; and/or by roughing an outer peripheral surface of each of pins on which the components gears are rotatably supported, respectively; and/or by roughing an inner peripheral surface of each of central through-holes of the component gears, through which surface each of the gears is brought into a slidable contact with each of the pins.

Abstract: A planetary gear device as a central differential is provided. The planetary gear device has a first sun gear connected to an output shaft of a transmission, a carrier, first and second planetary pinions rotatably supported on the carrier through a shaft, and a second sun gear. The first planetary pinion is engaged with the first sun gear, and the second planetary pinion is engaged with the second sun gear. Each of the sun gears and the planetary pinions is arranged such that resultant force produced by a separative load and a tangential load at a contact point of the pinion and the sun gear is exerted on a bearing on the shaft, so that friction at the bearing produces a differential operation restricting torque.

Abstract: A differential gear system for use in the driveline of a motor vehicle, having a differential carrier (1) rotating in bearing of a differential housing (1) and driven via a driving gear tooth configuration; two axle shaft gears (10, 11) rotating in bearings of the differential carrier, which are coaxial relative to each other; and compensating gears (12, 13) eccentrically supported in, and rotating with, the differential carrier, where each of the compensating gears is in one part meshed with the one axle shaft gear (10) and in another part, with the other axle shaft gear (11), while engaging each other at least indirectly, and where the axle shaft gears (10, 11) have a tooth design which, when under torque, generates an axial thrust, and where friction-reducing means are provided at all face areas of at least the axle shaft gears (10, 11) that are subjected to loads during coasting of the motor vehicle, opposite the mating surfaces of the differential carrier (1) or the respective other axle shaft gear.

Abstract: A differential drive has a differential carrier rotatably supported in a differential housing. Two axle shaft gears are rotatably held in cylindrical bores in the differential carrier and are arranged coaxially relative to each other. Several differential gears, in an axis-parallel arrangement, are supported in an axle-free way in bores in the differential carrier. One group of differential gears engages one of the axle shaft gears and another group engages the other axle shaft gear. At least one group of the differential gears engages the other group of differential gears. The axle shaft gears or differential gears radially deviate from a complete symmetry so that at least periodically there occurs a friction contact between the axle shaft gears and their cylindrical bore in the differential carrier.

Abstract: A planetary differential assembly for selectively locking a pair of coaxially aligned vehicular axles for driving the axles at same rotational speeds. The assembly incorporates an axially moveable locking ring having an annular central body and first and second axially extending coupling portions spaced radially apart about inner and outer diametric portions of the body. One of the coupling portions is adapted to receive a shift actuator flange for axial displacement of the locking ring between engaged and disengaged positions of the differential. In a preferred form, the radially innermost coupling portion of the locking ring continuously engages and is axially displaceable on a sun gear, while the radially outer coupling portion of the locking ring is selectively engageable with a splined planetary carrier.

Abstract: A system for controlling torque distributed to front wheels and rear wheels of a motor vehicle comprises a planetary gear device including a first sun gear connected to an output shaft of a transmission, a carrier, first and second planetary pinions coupled with each other and rotatably supported on the carrier, and a second sun gear disposed between a front torque transmitting member and a rear torque transmitting member. The first planetary pinion is engaged with the first sun gear, and the second planetary pinion is engaged with the second sun gear. A fluid operated multiple-disk clutch is disposed between the carrier and the rear torque transmitting member so as to restrict the differential operation of the planetary gear device.

Abstract: According to the invention, an output element of a differential is made in two parts (14a, 14b), one (14b) of these two parts being axially mobile under the effect of a torque transmitted through this output element. This axial displacement is used to act either on a friction clutch or preferably on a coupling of the viscocoupler type in order to modify its characteristics.Application particularly to motor vehicles.

Abstract: A differential gear device for a vehicle is disclosed. The differential gear device is provided with a planetary gearing for producing differential motion having a ring gear with an tooth portion, and a electro-magnetic multiple clutch for limiting the differential motion. The electromagnetic clutch is provided with a plurality of outer friction plates and a plurality of inner friction plates alternately positioned with the outer friction plates. An outer rotary member made of a nonmagnetic substance and integrally joined to the ring gear is provided for the electro-magnetic multiple clutch. The outer rotary member is provided with a tooth portion for engaging the outer friction plates. The tooth portion of the outer rotary member is formed to receive the outer friction plates from the tooth portion side of the ring gear and has an aperture at least larger than the thickness of one outer friction plate at the tooth portion of the ring gear.

Abstract: A power transmitting apparatus on a four-wheel-drive motor vehicle can distribute and transmit drive power from a power unit to front and rear drive road wheels such that the rotational speeds of the front and rear drive road wheels can differ from each other.

Abstract: A differential drive having a drive housing in which a drivable differential carrier is rotatably supported and which comprises straight-toothed and helically toothed output gears connected to each other via differential gears which are axis-parallel thereto and of which a first group engages the one output gear and a second group the other output gear, with each of the differential gears of the one group engaging at least one of the differential gears of the outer group and with the differential gears, with their tooth heads, being held in partially cylindrical apertures of the differential carrier, with the axial length of at least some of said apertures being greater than the toothed region of the group of differential gears held therein, and with the apertures whose axial length is greater than that of the toothed region of the differential gears containing disc-shaped stop elements which extend radially inwardly beyond the inner cross-section of the apertures and which are axially supported on at least o

Abstract: In the disclosed torque-proportioning type of automotive differential, a parallel-axis planetary gear arrangement is carried within a housing rotatable about a pair of drive axles. A pair of sun/side gears receive, respectively, the ends of the coaxial drive axles. The side gears are interconnected by at least one planetary pair of combination gears. Each combination gear of the pair is in mesh with a respective one of the side gears, and each shares two separate and distinct meshing portions with its paired combination gear. For each combination gear, the two meshing portions shared with its paired gear straddle the portion of the gear which meshes with its respective side gear. In the preferred embodiments, the shared mesh portions are located at the two axial outer ends of the combination gears.

Abstract: A hydraulic transmission coupling apparatus for transmitting a driving force to a front wheel driving shaft and a rear wheel driving shaft of a four-wheel drive vehicle, which is provided with a pump to generate hydraulic pressure corresponding to a rotation speed difference between both driving shafts, a reserving part for reserving hydraulic fluid, a fluid room disposed in the circulation passage of hydraulic fluid, and a piston located in the fluid room and sliding while subjected to the hydraulic pressure in the reserving part at one side thereof. When the volume of hydraulic fluid varies with the variation in fluid temperature, the piston slides and, as a result, the internal volume of the fluid room varies so as to absorb the volume variation of hydraulic fluid.

Abstract: This invention provides an improved apparatus and an improved method of adjusting the tractive torque at the driven wheels of a scale model vehicle employing an enclosed friction driven differential. The invention's improvements allow this adjustment to be accomplished without disassembly of the driven axles, or removing any member of the differential's enclosure to gain access to the internal adjusting components.

Abstract: The present invention relates to a limited slip differential of the general type wherein when one of the driving wheels begins to slip or loses traction driving power is transmitted to the wheel retaining traction. The unique features of this invention involve utilizing engine input torque as the force for progressively actuating a clutch to couple differential elements to direct power to a driving wheel having traction; constantly sensing the differences between the engine input torque and the resistive torques of the driving wheels; and limiting the resistive torque of the driving wheels which can act in opposition to the clutch-applying force of the engine input torque to the differential.

Abstract: A central differential comprising a planetary gear device is parallel to front axles of a motor vehicle, and coaxially to a transfer shaft of a transfer device. The planetary gear device comprises a first sun gear connected to an output shaft of a transmission, a carrier, first and second planetary pinions integral with each other and rotatably supported on the carrier, and a second sun gear. The first planetary pinion is engaged with the first sun gear, and the second planetary pinion is engaged with the second sun gear. A fluid operated multiple-disk clutch is disposed coaxial to the central differential so as to restrict the differential operation of the planetary gear device.

Abstract: A spur gear differential (1) lockable to a limited extent and used as a differential gear for a motor vehicle. The differential makes use of the friction losses resulting from the oil flow conveyed by the teeth and teeth gaps of the planetary gears (6) and the sun gear (2) or the hollow gear (3). For control purposes, a cover ring (16) is provided which may be moved into a close position, i.e. a sealing position, relative to the end face (17) of the gear teeth or away therefrom to throttle or release the oil flow.

Abstract: A central differential distributes an output torque of a transmission to front wheels and rear wheels of a vehicle. A fluid-operated restricting device is provided for restricting the differential operation of the central differential. The central differential is arranged to distribute a larger torque to the rear wheels than the front wheels. A slip ratio of the rear wheels is calculated based on rear-wheel speed and vehicle speed. The fluid-operated restricting device is operated in accordance with the slip ratio, in such a manner that the restricting magnitude increases with an increase of the slip ratio.

Abstract: A torque proportioning differential (10, 60, or 120) is modified to exhibit a bias ratio that varies with torque transmitted by the differential. Thrust forces (34 and 36, 88 and 90, or 144 and 146) generated within the differential are opposed by at least one pair of surfaces (38 and 40, 96, 98 and 104, 106, or 152, 154 and 156, 158) having different frictional characteristics. One of the surfaces (38, 96 and 98, or 152 and 154) opposes a portion of the thrust forces, and the other surface (40, 104 and 106, or 156 and 158) opposes a remaining portion of the thrust forces. A control member (54, 100 and 102, or 152) responsive to the transmitted torque limits the respective portions of the thrust forces opposed by each of the two surfaces.

Abstract: A bifurcated transmission drive includes one input shaft and at least two output shafts. The input shaft drives a planetary differential gear having two output elements. One output element drives one output shaft through a first gear train while the other output element drives the other output shaft through a second gear train. The first gear train and the second gear train are coupled through an interconnecting third gear train. As a result, the two output shafts will rotate at the same speed and with the same torque independent of the loads on the output shafts.

Abstract: A differential gear assembly of the type used in automotive and truck axles having multiple gear trains for interconnecting axle ends is provided with gearing components having a particular relationship between tooth numbers for simplifying assembly requirements of the differential. For example, each gear train includes a pair of combination gears (40, 50) formed with center worm wheel portions (42, 52) and first (44, 54) and second (46, 56) spur portions at either end. The tooth numbers n.sub.s of the spur portions (44, 54 and 46, 56) are made an integer multiple k of the tooth numbers n of the worm wheel portions (42, 52) of each combination gear (40, 50). The relationship can be expressed as follow:n.sub.s =k-n; k>1 andan integer=2(N.k)/w andN=no. of side gear teethW=no. of gear trainsThis enables the respective gear trains w to be assembled in a properly timed relationship at an expanded number of easily recognizable rotational positions.

Abstract: A central differential is composed of a planetary gear device. The planetary gear device comprises a first sun gear connected to an output shaft of a transmission, a carrier, a pinion set comprising first and second planetary pinions integral with each other and rotatably supported on the carrier, and a second sun gear. The first planetary pinion is engaged with the first sun gear, and the second planetary pinion is engaged with the second sun gear. The first and second planetary pinions are in the same phase, and a plurality of the pinion sets are equiangularly disposed around the first and second sun gears.

Abstract: A central differential for splitting output torque of a transmission is formed by a complex planetary device. The planetary device comprises an input sun gear operatively connected with an output shaft of the transmission, a plurality of output sun gears, a carrier, and a pinion member comprising a plurality of planetary pinions integral with each other and rotatably supported on the carrier. Fluid operated friction clutches are provided for selectively connecting one of the output sun gears to an output member of the central differential.

Abstract: A differential for use in a car includes a case rotatable around an axis, an input gear fixed to the case, coaxial with the axis of the case, a pair of output shafts which are rotatably supported by the case coaxially with the axis of the case and protrude from opposite ends of the case, a pair of intermeshing first gears disposed in the case at opposite sides of the axis of the case and rotatably supported by the case, a pair of second gears disposed in the case, a pair of third gears disposed in the case coaxially with the axis of the case, and at least one gear pump defined by at least one of the pairs of intermeshing gears. The differential restricts a flow of an operation oil of the gear pump so as to generate a load on the gear pump. One of the second gears is located at one side of and coaxial with one of the first gears and rotates integrally with this first gear.

Abstract: A central differential comprising a planetary gear device is coaxially mounted on one of the axles of a motor vehicle. The planetary gear device comprises a first sun gear connected to an output shaft of a transmission, a carrier, first and second planetary pinions integral with each other and rotatably supported on the carrier, and a second sun gear. The first planetary pinion is engaged with the first sun gear, and the second planetary pinion is engaged with the second sun gear. A fluid-operated multiple-disk clutch is disposed so as to restrict the differential operation of the planetary gear device.

Abstract: A system for controlling torque distributed to front wheels and rear wheels of a motor vehicle. A planetary gear device including a first sun gear connected to an output shaft of a manual transmission, first and second planet pinions integral with each other, a carrier provided to rotatably support the pinions and operatively connected to the front wheels, and a second sun gear operatively connected to the rear wheels is disposed to distribute the torque to front wheels and rear wheels. The first planetary pinion is engaged with the first sun gear, and the second planetary pinion is engaged with the second sun gear. A fluid operated multiple-disk clutch selectively connects two of the first sun gear, the carrier and the second sun gear so as to restrict the differential operation of the planetary gear device.

Abstract: A transfer portion connected to the output shaft of a transmission portion has a front planetary gear unit the output element of which is connected to the front wheels and a rear planetary gear unit the output element of which is connected to the rear wheels, the two units being connected to each other by a common element. The output shaft of the transmission portion is directly connected to the input element of either of the planetary gear units, while the same is connected to the input element of the other planetary gear unit via a clutch C.sub.3. Furthermore, the input element of the other planetary gear unit is connected to the case via a brake B.sub.4. Therefore, the reduction function can be realized in cooperation with the two planetary gear units. As a result, the four-wheel drive device is lightened.

Abstract: A differential gearing comprises a carrier (1); output gears (3, 11); and differential gears (4, 5) in two sets meshing respectively with the output gears and directly or indirectly with one another. The differential gears are disposed asymmetrically about the carrier so that a resultant radial force acts on the output gears urging them into engagement with recesses in the carrier (1) or a support member (7) therein, so that the frictional inhibition of the differential action is increased.

Abstract: A limited slip differential for limiting differential rotation between a differential casing and axles via a frictional connection includes a pinion shaft rotating integrally with the differential casing and a pinion gear attached rotatively to the pinion shaft. A side gear engages with the pinion gear and is mounted loosely with respect to the axles. A first cam portion formed on the side gear engages with a second cam portion formed on a driving member which is spline-engaged with one of the axles, supporting the side gear and supported by and centered on the differential casing. A frictionally connecting clutch is disposed between the driving member and the differential casing.

Abstract: A vehicle differential includes a clutch assembly and a hydraulic actuator for selectively preventing relative rotation between a pair of vehicle half axles. The differential assembly has an outer housing rotatably mounting a gear case and ring gear therein. A planetary gear assembly is coupled between the gear case and one half axle. The planetary gear assembly is also coupled to a sun gear which in turn is coupled to the other half axle. The clutch assembly is coupled between the gear case and the sun gear. An annular manifold is fixedly mounted in the outer housing and sealingly engages an outer surface of the gear case for supplying pressured hydraulic fluid to actuate a piston in a cylinder formed in the gear case which in turn actuates the clutch assembly. The pressure of the hydraulic fluid determines a range of torque differentials for which the clutch assembly will prevent relative rotation between the half axles.

Abstract: To restrict and further promote differential rotation between first and second output shafts, the power transmission apparatus for differentially transmitting a rotative power supplied to an input shaft to two output shafts comprises a differential gear mechanism coupled between the two output shafts; a multiplying mechanism associated with the differential gear mechanism, for detecting and multiplying a differential rotation; a motor coupled to the multiplying gear mechanism, for restricting or promoting the differential rotation by driving the multiplying gear mechanism in either direction; and a controller for controlling rotative direction and torque of the motor by adjusting supply voltage polarity and motor current magnitude. The multiplying mechanism is a strange gear mechanism or a planetary gear mechanism.

Abstract: In order to construct a four wheel drive of a motor vehicle as a compact constructional unit with a low space requirement, the two output shafts of the rotating four wheel locking system are disposed in one another. A cylindrical lock housing encloses the locking system including a planet gear transfer transmission and a disk bundle at a narrow axial and radial distance.

Abstract: In the drive line of a motor vehicle, a planetary transmission is arranged as four-wheel locking system, a braking device acting upon the planet carrier of this planetary transmission. The planetary transmission includes an input sun gear, an output sun gear disposed coaxially next to it, and planet wheels mating simultaneously with both sun gears. In order to keep friction losses low and avoid a self-locking in the planetary transmission, the real pitch module of all gear wheels is as small as possible and proportional to the driving torque to be transmitted, and the operational pressure angle is as large as possible.

Abstract: A control system for controlling a differential limiting force of a limited slip differential of a vehicle includes a section for sensing a turning radius of the vehicle, a section for sensing centripetal acceleration of the vehicle, and a controller section. The controller section increases an engagement force of a differential limiting clutch of the limited slip differential in accordance with the turning radius and the centripetal acceleration.

Abstract: A limited slip differential is disclosed which includes a first rotary element, a second rotary element, and hydraulic means including a plurality of reciprocal pistons in slidable engagement with internal cam surface means of the first rotary element. The hydraulic means include an accumulator and fluid passage means in fluid communication with the accumulator and each of pressure chambers defined by the pistons. A pressure relief valve is provided in the accumulator chamber to prevent excessive increase in hydraulic fluid pressure in the hydraulic means.

Abstract: The device comprises first and second planet wheels having a common axis, first and second pairs of first satellite gear wheels meshing respectively with the first and second planet wheels, the two gear wheels of each of the said pairs being rotatable on a differential housing coaxial with the planet wheels and having axes lying respectively in first and second planes orthogonal to one another and passing through the first-mentioned said common axis; the device further includes two pairs of second satellite gear wheels also rotatable on the differential housing and having axes lying in the same plane orthogonal to the first and second first-defined planes, each of the second satellite gear wheels meshing simultaneously with one of the said first satellite gear wheels belonging to the first pair and with one of the said first satellite gear wheels belonging to the second pair in such a way that drive can be transmitted from one of the said first satellite gear wheels of one of the said pairs simultaneously to

Abstract: An improved limited slip differential gear assembly for driving each axle of a pair of coaxially aligned vehicle axles at the same rotational speed or at relatively different rotational speeds as conditions require. The assembly includes an improved externally controllable clutch mechanism for preventing excessive relative rotation of the axles. The amount of the clutch force being applied to resist relative rotation may be varied independently of the relative rotational speed of the axles and also of the torque level in the gear assembly. Preferably the clutch mechanism is incorporated in a planetary wheel type differential and is activated electromagnetically. The clutch mechanism may include a cam operated supplemental clutch device for applying an additional clutch force in response to any continued relative rotation which may occur after the first clutching force has been applied by the electromagnet.