A differential gear includes a holder which is provided between first and second pinion gears in a differential case and through which a differential pinion shaft is inserted. An insertion hole is radially formed in the differential pinion shaft. The holder is formed with a fixing hole facing the insertion hole when the differential pinion shaft is inserted through the holder. Due to insertion of a fixing pin through the fixing hole and the insertion hole, the differential pinion shaft and the holder are relatively non-rotatable. Due to the holder being held between first and second side gears, relative rotation of the holder with respect to the differential case is restricted, and the differential pinion shaft is non-rotatable relative to the differential case.

A control device for a gearbox which includes a mechanical pump and an electric pump, the control device including a sensor module configured to detect a system oil pressure of a lubricating oil of the gearbox, a differential, a clutch, a brake, and a control module. The differential includes an input bevel gear meshing with a bevel pinion of an output shaft of the gearbox, a differential housing connected to the input bevel gear, and a first half shaft and a second half shaft which are provided in the differential housing and mesh with a bevel pinion of the differential housing. The second half shaft is connected to an input of the mechanical pump. The brake includes a brake caliper, a brake disc, and a brake disc shaft fixedly connected to the brake disc. The brake disc shaft is fixedly connected to the first half shaft.

In a lubricating structure for a transmission, a case rib for stopping oil that is scooped up by a final driven gear is disposed on an inner surface of a first transmission case. The case rib is disposed above a location of a lower side portion of the final driven gear, which is immersed in the oil accumulated below the first transmission case, and at a position above a differential device and a drive shaft.

A bolt fastening apparatus may include a torque input shaft into; a first differential drive shaft connected to the torque input shaft by a bevel gear structure; a second differential drive shaft connected to the first differential drive shaft by a bevel gear structure; a first transfer gear connected to the second differential drive shaft by a gear engagement; a first fastening portion connected to a bolt to engage the bolt by integrally rotating together with the first transfer gear; a first differential driven shaft connected to the first differential drive shaft by a differential gear structure; a third differential drive shaft connected to the first differential driven shaft by a bevel gear structure; a second transfer gear connected to the third differential drive shaft by a gear engagement; and a second fastening portion connected to a bolt to engage the bolt by integrally rotating together with the second transfer gear.

A transmission mechanism of an all-terrain vehicle is provided, which includes an independent suspension axle. The independent suspension axle includes a left driving half-axle and a right driving half-axle. A jaw differential is provided at a joint of the left driving half-axle and the right driving half-axle and is configured to allow half-axles at two sides to rotate at different speeds when the axle of the all-terrain vehicle transmits power to the half-axles at the two sides, and prevent a wheel at one side from slipping. For the all-terrain vehicle adopting the jaw differential, side tipping, side slipping, and tire scuffing are not apt to occur, thus the vehicle may get rid of stuck conditions such as slipping, and the working reliability of the all-terrain vehicle is improved. An all-terrain vehicle adopting the transmission mechanism is further provided.

A transmission mechanism of an all-terrain vehicle is provided, which includes an independent suspension axle. The independent suspension axle includes a left driving half-axle and a right driving half-axle. A jaw differential is provided at a joint of the left driving half-axle and the right driving half-axle and is configured to allow half-axles at two sides to rotate at different speeds when the axle of the all-terrain vehicle transmits power to the half-axles at the two sides, and prevent a wheel at one side from slipping. For the all-terrain vehicle adopting the jaw differential, side tipping, side slipping, and tire scuffing are not apt to occur, thus the vehicle may get rid of stuck conditions such as slipping, and the working reliability of the all-terrain vehicle is improved. An all-terrain vehicle adopting the transmission mechanism is further provided.

A differential device (1) for a self-propelled wheeled vehicle, includes an input ring gear (2), two shafts separate from each other, two clutch mechanisms each including a first clutch member (3) mounted integral in rotation to one of the shafts, and a second clutch member (4) mounted freely rotatable relative to the shaft and capable of being rotated by the ring gear (2), the second clutch member being capable of being moved axially. Each second clutch member is provided with elements (44) for bearing contact with the other second clutch member, the elements for bearing contact being capable, in a first given angular configuration of the second clutch members relative to each other, of keeping the second clutch members in the engaged position, and the elements for bearing contact also being capable, in a second given angular configuration, of allowing the second clutch members to shift to the disengaged position.

The present disclosure relates to a differential including a differential case adapted to be rotated about an axis of rotation, and a cross-shaft operatively coupled to the differential case such that the cross-shaft and the differential case rotate together about the axis of rotation. The differential includes left and right clutch actuators having opposing inboard sides between which the cross-shaft is positioned and left and right axle hubs positioned on opposite sides of the cross-shaft. The differential includes a left clutch pack that prevents relative rotation between the left clutch actuator and the left axle hub about the axis of rotation when a left clutch engagement pressure is applied to the left clutch pack and a right clutch pack that prevents relative rotation between the right clutch actuator and the right axle hub about the axis of rotation when a right clutch engagement pressure is applied to the right clutch pack. A rotation limiting arrangement at the inboard sides of the left and right clutch actuators is provided for limiting relative rotation between the left and right clutch actuators about the axis of rotation. The rotation limiting arrangement includes a rotation limiter captured between first and second stop surfaces which cooperate to define a limited range of relative rotational movement between the left and right clutch actuators. The rotation limiter has a first location that makes line contact with the first stop surface. The rotation limiter also has a second location that makes line contact with the second stop surface.

An example robot actuator utilizing a differential pulley transmission is provided. As an example, a differential pulley actuator includes input drive gears for coupling to a motor and timing pulleys coupled together through the input drive gears. Rotation of the input drive gears causes rotation of a first timing pulley in a first direction and rotation of a second timing pulley in a second direction opposite the first direction. The actuator also includes multiple idler pulleys suspended between the timing pulleys and the output pulley, and the multiple idler pulleys are held in tension between the timing pulleys via a first tension-bearing element and the output pulley via a second tension-bearing element. The first tension-bearing element loops around the timing pulleys and the multiple idler pulleys. The output pulley couple to a load, and is configured to apply motion of the multiple idler pulleys to the load.

An axle assembly having a differential carrier, a drive pinion, a bearing assembly, and a preload nut. The drive pinion has a shaft that has a threaded portion. The bearing assembly rotatably supports the drive pinion on the differential carrier. The preload nut mates with the threaded portion and exerts a preload force on the bearing assembly.