Abstract: In a drive device, a first flow path of a fluid connects a gear accommodation portion and an inlet of a pump. A second flow path connects an outlet of the pump and one end of a third flow path via a cooler. The third flow path is inside a partition wall of a housing and intersects a rotation axis of a first shaft. A fourth flow path connects another end of the third flow path and one end of a fifth flow path. The fifth flow path is inside a gear side lid of the housing. Another end of the fifth flow path is connected to one end of a second shaft in an axial direction. One end of a sixth flow path is connected to another end of the third flow path. Another end of the sixth flow path is inside a housing tubular portion.

Abstract: A system includes a clutch state module and a clutch torque module. The clutch state module is configured to determine whether a clutch of an electronic limited slip differential is locked or unlocked. The electronic limited slip differential couples an engine of a vehicle to left and right wheels of the vehicle. The clutch torque module is configured to estimate an actual torque transferred by the clutch using a first clutch torque model when the electronic limited slip differential is unlocked, and estimate the actual clutch torque using a second clutch torque model when the electronic limited slip differential is locked. The second clutch torque model is different than the first clutch torque model.

Abstract: Methods and systems for an epicyclic gear mechanism that includes a primary differential assembly to selectively drive the fore secondary differential assembly and the aft secondary differential assembly. The fore secondary differential assembly selectively drives one or more fore interfaces (e.g., output gears), whereas the aft secondary differential assembly selectively drives one or more aft interfaces (e.g., output gears). Each of the primary differential assembly, the fore and aft secondary differential assemblies, and the interfaces rotate about a common central axis. The primary differential assembly drives the fore secondary differential assembly via a first sun gear, and drives the aft secondary differential assembly via a second sun gear, both of which rotate about the common central axis. Further, one or more actuators are to activate or deactivate in order to drive or be driven by a selected interface.

Abstract: A differential arrangement having a gear stage that includes at least one input element and at least two output elements is provided. The at least one output element is connected to at least one electrical device in order to distribute torque.

Abstract: A differential capable of automatically restricting a differential ratio and increasing torque comprises a container. A differential housing is provided in the container. The differential housing is internally provided with a planetary gear, a planetary shaft, a left half axle gear, and a right half axle gear. The planetary gear is provided on the planetary shaft, and the planetary gear engages with the left half axle gear and the right half axle gear, respectively. The differential housing comprises a left housing and a right housing engaging with each other. A ring gear is provided at the outer circumference of an end of the left housing engaging with the right housing, and a bevel ring gear is provided at the outer circumference of an end of the right housing engaging with the left housing.

Abstract: An axle assembly having an electric motor module, a drive pinion, and at least one rotor bearing assembly. The electric motor module may have a rotor. The rotor and the drive pinion may be rotatable about a first axis. The first rotor bearing assembly may extend between the drive pinion and the rotor.

Abstract: Methods and systems for controlling noise in multiple motor gearbox drive units having a common housing are provided. The disclosure describes adjusting an angular position of a drive element of a first motor drive unit relative to the angular position of a drive element of a second motor drive unit in a multiple motor gearbox drive unit. This adjustment to the relative angular position of the drive elements shifts the phase angle of noise sound waves generated by the first and second motor drive units in the multiple motor gearbox drive unit. In some cases, the phase angle shift causes a noise sound wave generated by the first motor drive unit to cancel a noise sound wave generated by the second motor drive unit thereby reducing the overall noise emitted from the common housing of the multiple motor gearbox drive unit while operating.

Abstract: An all-wheel drive vehicle driveline can include an input member, differential, pump, first clutch, valve, and second clutch. The differential can include a case member, differential gearset, first output, and second output. The differential gearset can receive input torque from the case member and output differential torque to the first and second outputs. The pump can pump a fluid to a first conduit. The first clutch can transmit torque between the input and case members when a pressure in the first conduit exceeds a first predetermined pressure. The valve can couple the first conduit to a second conduit. The second clutch can couple the case member to the first output for common rotation when a pressure in the second conduit exceeds a second predetermined pressure. The valve can selectively permit fluid communication from the first conduit to the second conduit.

Abstract: A rotary power source directly drives an epicyclic gear set, or drives the epicyclic gear set through a transmission device, and a respective controllable multiple speed-ratio device is individually installed between two output shafts of the epicyclic gear set and the loads driven thereby, to enable the wheel sets of the driven loads to be differentially driven with a different driving speed ratio and driving torque while propelling a combined common load. A limited slip differential or stabilizer device may be connected between the output ends of the two controllable multiple speed-ratio devices, the limited slip differential or stabilizer providing a slip coupling torque to stabilize driving of the respective individual loads, as necessary.

Abstract: An apparatus for connection to a transmission actuator of an engine transmission includes sensors for sensing transmission shifting positions of a shifting device. An interface transfers the evaluation signals of the sensors to the control electronics of the transmission actuator. The sensors are arranged such that their spacing from the interface (2) is smaller than the spacing between the interface and the sensed shifting device.

Abstract: A variable speed drive (AVSD) includes an input shaft connected to receive a mechanical input from an aircraft engine and an output shaft connected to provide a speed-controlled mechanical output. The AVSD includes a first power path having a fixed gear ratio, a second power path having a variable gear ratio, and a differential coupled to combine power received from the first power path and the second power path for provision to the output shaft. A controller modifies the variable gear ratio of the second power path to regulate the output shaft of the AVSD to a desired speed.

Abstract: An integrated drive generator having a variable input speed and constant output frequency, where the integrated drive generator includes a generator disposed about a first centerline. Also included is a hydraulic trimming device disposed about a second centerline. Further included is an epicyclic differential having a ring gear and a sun gear, wherein at least one of the ring gear and the sun gear drives the generator at a constant output frequency, wherein the epicyclic differential is disposed about a third centerline, wherein the third centerline corresponds to the second centerline.

Abstract: The present invention utilizes the rotary kinetic power of a rotary kinetic power source to directly drive the epicyclic gear set, or to drive the epicyclic gear set through a transmission device, then a continuous variable transmission (CVT) is individually installed between two output shafts of the epicyclic gear set and the load driven thereby, so the wheel set of the driven load is enabled to randomly perform variation of the driving speed ratio and the driving torque, so as to drive the combined common load; between the output ends of the mentioned two continuous variable transmissions, a limited slip differential or a stabilize device composed of a dual shaft connecting device having slip coupling torque can be further installed according to actual needs.

Abstract: A continuously variable transmission has an input shaft and an output shaft. The transmission includes a variator unit having an input shaft and an output shaft, and a planetary gear wheel unit having a planet carrier, a first sun wheel and a second sun wheel. The input shaft of the transmission is rotationally connectable to the planet carrier and to the input shaft of the variator unit, and a shaft rotationally fixed to the first sun wheel is rotationally connectable to the output shaft of the variator unit. The planet carrier is provided with a first inner set of planet wheels for meshing engagement with the first sun wheel and a second outer set of planet wheels for meshing engagement with the second sun wheel.

Abstract: A powertrain includes an engine and a continuously variable transmission including a planetary gear arrangement and a variator. An input drives the variator and the planetary gears. A first planetary output gear is connected to the first output of the planetary gear arrangement. A second planetary output gear is connected to the first output, and a third planetary output gear is connectable by a first clutch to a second output of the planetary gear arrangement. A first output member is connected to the third planetary output gear, a second clutch releasably connects the first output member with the first planetary output gear, a third clutch connects the first output member with the second planetary output gear, a fourth clutch connects the second output member with the first planetary output gear, and a fifth clutch connects the second output member with the second planetary output gear.

Abstract: It is provided a control device for a power transmission device including a regenerative electric motor via a stepped shifting mechanism, wherein when a shift of the stepped shifting mechanism is performed in a regenerative state of the electric motor, the control device for a power transmission device increases an input shaft rotation speed of the stepped shifting mechanism through hydraulic control before a shift ending period, and, in the shift ending period, restrains an increase of the input shaft rotation speed through the hydraulic control and controls an input shaft rotation speed of the stepped shifting mechanism with the electric motor to be a target rotation speed after the shift.

Abstract: A work vehicle is provided having a front wheel assembly and a rear wheel assembly. The front wheel assembly may include a front axle assembly, and the rear wheel assembly may include a rear axle assembly. The vehicle may include a braking system configured to transfer front axle braking torque to the rear axle assembly when the vehicle is positioned on a slope.

Abstract: A controller includes: a adjuster, configured to adjust distribution of driving force between right and left wheels; a limiter, configured to limit a difference between operations of the right and left wheels; a first calculator, configured to calculate a first control amount corresponding to the adjustor and including an amount related to direction of shift of driving force between the right and left wheels; a second calculator, configured to calculate a second control amount corresponding to the limiter; a third calculator, configured to calculate a third control amount including the second control amount and the amount; a fourth calculator, configured to calculate a fourth control amount that is a combination of the first and third control amounts; a selector, configured to select either the adjustor and the limiter; and a controller, configured to control the adjustor or the limiter in accordance with the fourth control amount.

Abstract: A differential assembly includes an axle, a differential, a differential lock, a blocking member, and a pump. The differential is coupled with the axle and configured to facilitate operation of the axle at an axle speed. The differential lock is associated with the differential and movable between a locked position and an unlocked position. The blocking member is associated with the differential lock and 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 pump includes an outlet in fluid communication with the blocking member. The pump is operably coupled with the axle and is configured to facilitate movement of the blocking member into the blocking position when the axle speed is above a threshold speed. Vehicles including a differential assembly are also provided.

Abstract: It is provided a control device for a power transmission device including a regenerative electric motor via a stepped shifting mechanism, wherein when a shift of the stepped shifting mechanism is performed in a regenerative state of the electric motor, the control device for a power transmission device increases an input shaft rotation speed of the stepped shifting mechanism through hydraulic control before a shift ending period, and, in the shift ending period, restrains an increase of the input shaft rotation speed through the hydraulic control and controls an input shaft rotation speed of the stepped shifting mechanism with the electric motor to be a target rotation speed after the shift.

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

Abstract: A differential locking device (10) includes a differential (12) having a differential housing (13) coaxial with a pair of axle shafts (30,32). The differential housing (13) includes a pair of side gears (26, 28) splined to the pair of axle shafts (30, 32) and a plurality of pinion gears (22) which engage the side gears (26,28). A locking collar (44) splined to one of the axle shafts (30) is sildable between an unlocked position and a locked position. A hydraulic piston (54) applies pressure to the locking collar (44) to actuate the locking collar (44) to the locked position, wherein teeth (46) on the locking collar (44) engage corresponding teeth (50) on the differential housing (14) thereby fixing the differential housing (14) for rotation with the locking collar (44) and thus the side gears (26,28). The resulting differential locking device is compact and can be engaged or disengaged quickly.

Abstract: A control apparatus for a vehicular drive system including a differential mechanism including an electric motor. The drive system includes a switching clutch and switching brake to switch the transmission mechanism between a continuously-variable shifting state and a step-variable shifting state. A shifting control mechanism changes a manner of controlling shifting action of the transmission mechanism during shifting action of an automatic transmission portion, for reducing a shifting shock, depending upon whether a differential portion is placed in the continuously-variable shifting state in which engine speed is variable due to differential function irrespective of rotating speed of power transmitting member, or the non-continuously-variable shifting state in which the engine speed is more difficult to be variable than in the continuously-variable shifting state.

Abstract: A drive system for a motor vehicle with a continuously driven primary axle and a selectably driven secondary axle has a differential that acts between the wheels of the secondary axle, and has a torque transmission device for transmitting a drive torque to the differential. The torque transmission device has a clutch and a pump, wherein the pump produces a hydraulic pressure in a first pressure chamber of the clutch when a speed difference occurs between the primary axle and the secondary axle. The first pressure chamber is connected via a connecting line to a second pressure chamber, which is associated with an actuating member of the differential, so that the pressure produced by the pump also permits an at least partial locking of the differential. The first pressure chamber is connected to a low-pressure chamber through a first discharge line, in which is arranged a first control valve.

Abstract: A torque distribution system is provided for a vehicle that uses a planetary gear set, an electric motor, and a torque-transmitting mechanism to control a torque difference between two axially-aligned wheels on a vehicle. The torque distribution system includes a planetary gear set having a first, a second, and a third member. The torque-transmitting mechanism is selectively engagable to connect the first and second members of the planetary gear set for common rotation. The second and third members of the planetary gear set are continuously operatively connected with the first and second rotatable connecting elements, respectively. The motor is continuously connected with the first member of the planetary gear set such that the motor adds or subtracts torque to the first member when the motor is energized and also adds or subtracts torque to the second member when the motor is energized and the torque-transmitting mechanism is engaged.

Abstract: A torque-producing machine and planetary gear set biases torque between primary and secondary drivelines of a vehicle. A first element of the planetary gear set is connected to an upstream torque source. A second element of the planetary gear set is connected to the secondary driveline. A third element of the planetary gear set is connected to a torque-producing biasing machine.

Abstract: A hidro-pneumatic piston traction controller is implemented inside a differential (1-2) that contains a pressurized piston (10) in which are situated the planet gears (3) and satellites gears (4) of the differential. The planet gears are in intimated contact with the internal wall of the differential case (1 and 2) by means of the ring gears (6). In case of changing separator (9) by a separator with pistons, the ring gears (6) are in contact with the head of the planet gears (3). The pressure and friction condition inside the differential case do not affect the normal torque transmission lobbied to the wheels; even though the vehicle turns to a high speed, but oppose to the excessive acceleration and speed of some planet gear when the corresponding wheel slides, loosing grip over the asphalt or terrain.

Abstract: A driving power distribution device includes a propeller shaft that transmits the driving power generated by an engine, a differential device having a planetary gear device that is provided concentrically with the axial center of rotation of the propeller shaft, and a hydraulic motor fixed to the propeller shaft. The ring gear of the planetary gear device is coupled to the propeller shaft. The carrier is connected to a right rear wheel. The sun gear is connected to a left rear wheel. Inner pinions of the planetary gear device are driven by the hydraulic motor. Therefore, while the driving power generated by the engine is being distributed to the right and left rear wheels, a control of generating a desired torque difference or restricting the differential motion can be performed. Also, the actuator torque capacity can be reduced, so that size reduction of the device is made possible.

Abstract: A power unit enabling reduction of the size and manufacturing costs thereof and making unnecessary complicated control of power from a prime mover, for changing the speed of power from the prime mover. A first sun gear, a first carrier and a first ring gear of a first planetary gear unit are mechanically connected to drive wheels, the engine, and a pump impeller of a torque converter, respectively. A second sun gear, a second carrier and a second ring gear of a second planetary gear unit are mechanically connected to the engine, the drive wheels, and a turbine runner of the torque converter, respectively. A rotating machine is mechanically connected to one of the first and second ring gears, and the operation of the rotating machine is controlled by a PDU and an ECU. A battery is electrically connected to the rotating machine.

Abstract: A drive axle assembly includes a pair of axleshafts connected to a pair of wheels and a drive mechanism for selectively coupling a driven input shaft to one or both of the axleshafts. The drive mechanism includes first and second drive units that can be selectively engaged to control the magnitude of the drive torque transferred and the relative rotary speed between the input shaft and the axleshafts. Each drive unit includes a planetary gearset disposed between the input shaft and its corresponding axleshaft, a bi-directional overrunning clutch and a mode clutch that may be activated to cause the planetary gearset to establish different speed ratio drive connections between the input shaft and the axleshaft. A control system including an electronic control unit (ECU) and sensors are provided to control actuation of the mode clutches so as to control the side-to-side traction characteristics of the drive axle assembly.

Abstract: A differential lock control system for controlling a differential lock of a work vehicle is adapted to determine if the work vehicle is oriented to travel in a generally straight direction, and, if the work vehicle is so oriented, automatically command activation of the differential lock. An associated method is disclosed.

Abstract: The present invention relates to a control device for hydraulic differentials in vehicles. The object of the invention is to provide a control device for a hydraulic differential, which eliminates the necessity of wheel base devices for distributing of the driving torque, and of the clutch of the vehicle, at improved weight parameters and overall dimensions, and at even distribution of the driving torques for the both directions of rotation. The construction of the inventive device includes two control hydraulic loops having a common gate mechanism, which are integrated in the common driving unit of the differential. The construction further includes separate control branches with electromagnetically actuating of the control devices and devices for smooth engagement and for reversing of the hydraulic flow, safety valves, electromagnetic control devices and throttles.

Abstract: A control system for a vehicle having first and second wheels is provided that includes a differential apparatus adapted to distribute torque between the first and second wheels and a traction controller for controlling operation of the differential apparatus from vehicle launch up to a predetermined vehicle speed. The traction controller is configured to engage the differential apparatus in a first operating state according to at least one vehicle operating parameter indicative of a low traction operating condition and to further control engagement of the differential apparatus in a second vehicle operating state during the low traction operating condition according to a difference between an actual vehicle yaw rate and a predetermined target vehicle yaw rate. The control system also includes a stability controller for controlling engagement of the differential apparatus at or above the predetermined vehicle speed.

Abstract: A hydraulic pump of a driving force distribution apparatus for right and left axles includes a pump shaft, a swash plate supported tiltably, swash plate tilting and holding mechanism unit for tilting and holding the swash plate to one side or to the other side depending on the direction of rotation of the pump shaft, and a hydraulic oil supply mechanism unit having a cylinder block. The cylinder block holds pistons which reciprocate inside cylinder holes while making contact with a tilt surface of the swash plate at their extremities. When the pump shaft rotates in a forward or reverse direction, the pistons reciprocate to supply hydraulic oil sucked from a tank to a suction port of an operation control valve. Thus, the driving force distribution apparatus can apply relative rotating forces to right and left axles even during backward running, with no increase in the size of the apparatus.

Abstract: A differential rotation control apparatus for a vehicle having a differential, left and right output shafts of the differential, and left and right axle shafts, comprises variable displacement type left and right hydraulic pumps driveably provided between the left and right output shafts and the left and right axle shafts, a first hydraulic passage interposed between a discharge port of the left hydraulic pump and a suction port of the right hydraulic pump, a second hydraulic passage interposed between a discharge port of the right hydraulic pump and a suction port of the left hydraulic pump, and a controller for calculating a displacement ratio between the left and right hydraulic pumps based on a target turning radius and for controlling a rotation speed ratio between the left and right axle shafts so as to coincide with the calculated displacement ratio.

Abstract: A vehicle differential which includes an integral positive displacement pump, along with adjustable fluid controls and a movable surface for holding fluid controls in position, infinitely from full open to full closed, where as relative rotation of differential half-axles and side gears would cause positive displacement pump to force fluid past fluid controls and position of fluid controls would restrict the fluid flow thus effectively limiting the “slip” of the differential.

Abstract: An angle-torque sensor has: a torque detection coil that detects a change in state quantity in a mechanism to detect a relative angle made between input axis and output axis of a torsion bar to be twisted by a torque; an angle detection coil that detects a change in state quantity in a mechanism to detect a rotation angle of a reduction axis which rotates with a rotation being transmitted from the input axis or output axis and being reduced by a reduction mechanism; a torque detection circuit that detects the relative angle from the output of the torque detection coil; and an angle detection circuit that detects the rotation angle from the output of the angle detection coil.

Abstract: A torque transfer assembly including an input gear, a first output shaft, a second output shaft, a planetary differential and a torque control system. In one embodiment, the planetary differential includes first and second planetary gear set pairs each with inner and outer planetary gear sets. The torque control system includes first and second torque control mechanisms each having a control element rotating with one of the planetary gear set components as well as a controller communicating with the first and second control mechanisms and selectively controlling a resistance torque exerted by the first and second torque control mechanisms on the first and second control elements.

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 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 front-rear axle driving torque transmission apparatus, which can improve a degree of freedom with respect to a change of torque distribution to a front wheel driving axle and a rear wheel driving axle by making the best use of a wet-type multiple disc clutch. The front-rear axle driving torque transmission apparatus includes: power input means; differential planetary gear driving means for rotating a front wheel side output shaft and a rear wheel side output shaft at a different rotational speed on the basis of a power inputted by the power input means; and clutch means for locking an operation of the differential planetary gear driving means so that the front wheel side output shaft and the rear wheel side output shaft can be rotated at the same rotational speed.

Abstract: The drive assembly includes one or more motors (103, 104) driving at least a pair of continuously variable ratio transmission devices (101, 102) which each drive a driving wheel or driving axle of the vehicle. Each transmission device includes a planetary gear (3) whose reaction element, preferably the ring gear with an inner toothing, is connected to the rotor of a pump through which a hydraulic circuit passes provided with at least an adjustable valve (63) for adjusting the speed and/or the torque of the output shaft (27), in particular to facilitate the attainment of an operating speed for the motor when starting. The hydraulic circuits of the two transmission devices are interconnected by hydraulic lines (105, 107), which assures a differential effect between the two wheels concerned. One of these lines may include an adjustable valve (109) for limiting or blocking the differential effect.

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 traction distribution device includes a hydraulic motor arranged in a differential-gear mechanism for providing relative torque between one of the wheel shafts and a differential casing in accordance with the direction of a hydraulic pressure supplied thereto. A pressure regulating valve is arranged to control the hydraulic pressure supplied to the motor, whereas a selector valve is arranged to switch the direction of the hydraulic pressure supplied to the motor.

Abstract: A traction distributing apparatus for a motor vehicle includes a housing, a propeller shaft arranged on the input side of the housing and driven by an engine, and a differential gear mechanism arranged on the output side of the housing for distributing torque from the propeller shaft to axles. A reversible hydraulic motor is arranged on the output side of the housing to provide relative torque between the axles by pressure oil supplied and discharged from the outside. The hydraulic motor comprises a motor casing rotatably arranged on the output side of the housing and a cylinder block rotatably arranged inside the motor casing for rotating relative thereto by means of pressure oil. The motor casing serves as part of one of the axles.

Abstract: A differential drive for use on a vehicle to control the transfer of torque between the front and rear axles of a vehicle. The differential drive includes a rotatably driven differential housing supported in a housing. The differential drive also includes a differential gear set arranged and supporting in the differential housing. The differential gear set has at least two side shafts gears and at least two differential gears. The differential drive also includes a torque distribution device having a viscous transmission. The viscous transmission has an inner hub and an outer casing. The inner hub is connected to a first side shaft. The outer casing is connected to one of the side gears. The viscous transmission also connects the output of the first side shaft to one of the side shaft gears.

Abstract: A traction distributing apparatus includes a first block engaged with a motor casing wit its rotation being restricted and having an end face which comes in plane contact with an end face of a cylinder block so as to allow fluid communication between their passages, and a second block engaged with the housing or the motor casing with its rotation being restricted and having an end face which comes in plane contact with an end face of the motor casing or the housing so as to allow fluid communication between their passages. A first biasing mechanism is arranged with the first block to hydraulically bias the first block to the end face of the inner rotor, and a second biasing mechanism is arranged with the second block to hydraulically bias the second block to the end face of the motor casing or the housing.

Abstract: A traction distributing apparatus for a motor vehicle includes a housing, a propeller shaft arranged on the input side of the housing and driven by an engine, and a differential gear mechanism arranged on the output side of the housing for distributing torque from the propeller shaft to axles. A reversible hydraulic motor is arranged on the output side of the housing to provide relative torque between the axles by pressure oil supplied and discharged from the outside. The hydraulic motor comprises a motor casing rotatably arranged on the output side of the housing and a cylinder block rotatably arranged inside the motor casing for rotating relative thereto by means of pressure oil. The motor casing serves as part of one of the axles.

Abstract: A vehicle differential includes a case which is rotatably supported within an axle housing. The case is formed having a center wall which divides the interior of thereof into first and second fluid chambers. The ends of a pair of axle shafts extend into the case and respectively within the fluid chambers. Each of the fluid chambers is filled with a rheological fluid. Respective electromagnetic coils are disposed within or adjacent to each of the fluid chambers. An electronic controller is provided for supplying electrical current to each of the electromagnetic coils in response to sensed operating conditions of the vehicle, such as rotational speed and torque of the axle shafts. By varying the magnitude of the electrical current supplied to the electromagnetic coils, the strength of the magnetic field applied to the rheological fluid contained in each of fluid chambers can be varied.

Abstract: An articulated four wheel drive work vehicle is provided with a front axle having a front differential and a rear axle having a rear differential. Both differentials are provided with hydraulically operated differential locks that are coupled to respective solenoid control valves. The solenoid control valves are coupled to a microprocessor. The microprocessor has a manual mode in which the differential locks are controlled by a foot pedal in the operators cab and an automatic mode in which the microprocessor controls the differential locks in response to speed signals from the axles and the transmission. The microprocessor calculates a predicted axle speed based on the transmission output speed signal received by a transmission speed sensor. The microprocessor then compares this signal to the actual axle speed signals received from axle speed sensors and triggers the respective solenoid valve if the difference is greater than a programmed amount.