A continuously variable transmission steering mechanism of a tracked vehicle, comprising a differential (1), a right drive shaft (2), a left drive shaft (3), and a continuously variable transmission (4) used for adjusting the rotational speed of the right drive shaft (2) and that of the left drive shaft (3). A left half shaft (5) and a right half shaft (6) are connected on the differential (1). The right half shaft (6) of the differential (1) is linked to the right drive shaft (2). The right drive shaft (2) rotates to drive the right half shaft (6) of the differential (1) to rotate. The left half shaft (5) of the differential (1) is linked to the left drive shaft (3). The left drive shaft (3) rotates to drive the left half shaft (5) of the differential (1) to rotate. The rotational speed ratio of the right half shaft (6) of the differential (1) to the right drive shaft (2) is equal to the rotational speed ratio of the left half shaft (5) of the differential (1) to the left drive shaft (6). The employment of the continuously variable transmission steering mechanism of the tracked vehicle, by means of continuously and precisely adjusting the rotational speeds of the left and right half shafts of the differential via the continuously variable transmission (4), implements precise turning of tracks, thus increasing the safety of the tracked vehicle traveling at a high speed.

A continuously variable transmission steering mechanism of a tracked vehicle, comprising a differential (1), a right drive shaft (2), a left drive shaft (3), and a continuously variable transmission (4) used for adjusting the rotational speed of the right drive shaft (2) and that of the left drive shaft (3). A left half shaft (5) and a right half shaft (6) are connected on the differential (1). The right half shaft (6) of the differential (1) is linked to the right drive shaft (2). The right drive shaft (2) rotates to drive the right half shaft (6) of the differential (1) to rotate. The left half shaft (5) of the differential (1) is linked to the left drive shaft (3). The left drive shaft (3) rotates to drive the left half shaft (5) of the differential (1) to rotate. The rotational speed ratio of the right half shaft (6) of the differential (1) to the right drive shaft (2) is equal to the rotational speed ratio of the left half shaft (5) of the differential (1) to the left drive shaft (6). The employment of the continuously variable transmission steering mechanism of the tracked vehicle, by means of continuously and precisely adjusting the rotational speeds of the left and right half shafts of the differential via the continuously variable transmission (4), implements precise turning of tracks, thus increasing the safety of the tracked vehicle traveling at a high speed.

The control device (67) includes a rotational speed calculator (68), a bearing torque estimator (69), a torque difference calculator (70) and a drive source torque calculator (71). The rotational speed calculator (68) calculates rotational speeds of first and second connection members. The bearing torque estimator (69) estimates a bearing torque, from the calculated, two rotational speeds. The torque difference calculator (70) calculates a target torque difference between torques to be generated by respective drive sources, from the estimated bearing torque, a torque difference amplification factor (), and a difference between drive wheel torque command values for respective left and right drive wheels. The drive source torque calculation module (71) calculates drive source torque command values, which are torques to be generated by the respective, left and right drive sources, using the calculated, target torque difference and the drive wheel torque command values for the respective wheels.

An actuator assembly including a housing. The housing having an actuator component, an armature, and at least a portion of a sensor disposed therein. The armature is selectively positionable between a first position and a second position. The sensor includes at least one sensing element disposed within the housing adjacent to the armature. The sensing element has a physical property which varies based upon a position of the armature within the housing.

An inter-axle differential assembly comprising a driving input shaft, a forward differential wheel, a rear differential wheel, a differential spider connected for common rotation with the input shaft and on which differential pinions configured to meshingly engage with said differential wheels are rotatably mounted, and a differential housing to which the differential spider is connected for common rotation. The assembly comprising an output wheel via which torque is transferable to a rear driving axle, and a connection means movable between: an open position which connects the output wheel to the rear differential wheel so that the differential housing can rotate independently of the rear differential wheel, a locking position connecting both of the differential housing and the output wheel to the rear differential wheel, and a disconnecting position connecting the differential housing to the rear differential wheel, so that the output wheel can rotate independently of the rear differential wheel.

An inter-axle differential assembly comprising a driving input shaft, a forward differential wheel, a rear differential wheel, a differential spider connected for common rotation with the input shaft and on which differential pinions configured to meshingly engage with said differential wheels are rotatably mounted, and a differential housing to which the differential spider is connected for common rotation. The assembly comprising an output wheel via which torque is transferable to a rear driving axle, and a connection means movable between: an open position which connects the output wheel to the rear differential wheel so that the differential housing can rotate independently of the rear differential wheel, a locking position connecting both of the differential housing and the output wheel to the rear differential wheel, and a disconnecting position connecting the differential housing to the rear differential wheel, so that the output wheel can rotate independently of the rear differential wheel.

A differential for a vehicle. The differential includes a cage, which is rotatable about a first axis of rotation and has a drive interface, a first driven gear, mounted in the cage to be rotatable about the first axis of rotation, a second driven gear, mounted in the cage to be rotatable about the first axis of rotation, a compensating gear, which is mounted in the cage about a second axis of rotation extending perpendicularly to the first axis of rotation and meshes with the first and the second driven gear, a flywheel mass, coupled to the cage and locked against rotation with respect to the first axis of rotation and displaceable in a radial direction perpendicularly to the first axis of rotation, and a clutch, which, as a result of an outward movement of the flywheel mass in the radial direction, is movable into a locking state.

A drive control device includes: an estimated longitudinal acceleration acquisition part acquiring an estimated longitudinal acceleration of a vehicle based on an estimated driving force of the vehicle and a wheel speed of main drive wheels of the vehicle; an estimated lateral acceleration acquisition part acquiring an estimated lateral acceleration of the vehicle; an estimated tire load calculation part calculating an estimated tire load of the main drive wheels based on the estimated longitudinal acceleration and the estimated lateral acceleration; and a drive mode selection part selecting one of a two-wheel drive mode driven only by the main drive wheels and a four-wheel drive mode driven by both the main drive wheels and auxiliary drive wheels. When the estimated tire load calculated by the estimated tire load calculation part is lower than a two-wheel drive threshold value, the drive mode selection part selects the two-wheel drive mode.

A drive control device includes: an estimated longitudinal acceleration acquisition part acquiring an estimated longitudinal acceleration of a vehicle based on an estimated driving force of the vehicle and a wheel speed of main drive wheels of the vehicle; an estimated lateral acceleration acquisition part acquiring an estimated lateral acceleration of the vehicle; an estimated tire load calculation part calculating an estimated tire load of the main drive wheels based on the estimated longitudinal acceleration and the estimated lateral acceleration; and a drive mode selection part selecting one of a two-wheel drive mode driven only by the main drive wheels and a four-wheel drive mode driven by both the main drive wheels and auxiliary drive wheels. When the estimated tire load calculated by the estimated tire load calculation part is lower than a two-wheel drive threshold value, the drive mode selection part selects the two-wheel drive mode.

The present invention relates to a technology in which a transition between a medium-torque transmission state and a high-torque transmission state by a limited slip differential is continuously performed during a driving process of a vehicle. The present invention introduces a limited slip differential configured to comprise: an input shaft constantly connected to a differential case of a slip differential; an output shaft selectively connected to the input shaft via a clutch pack and constantly connected to a wheel; a medium-torque transmission means for pressing a clutch plate coupled to the input shaft to press-fit the clutch pack; and a high-torque transmission means selectively engaged with the clutch plate by moving a hub coupled to the output shaft in a state where the input shaft and the output shaft are synchronized as the clutch pack is fastened, and a controlling method therefor.