The description is directed broadly to a locking differential, comprising; a pair of rotating bevel gears engaged with one another via at least one pinion gear rotatably supported within a carrier; a locking member disposed within the carrier and engagable with each of the bevel gears, the locking member being movable between a locked configuration and an unlocked configuration, such that in the unlocked configuration the locking member allows free rotation of the bevel gears in engagement with the at least one pinion gear to equalise torque between a first bevel gear and a second bevel gear of the pair, and in the locked configuration the locking member locks the first bevel gear to the carrier and locks the second bevel gear to the carrier, simultaneously, to prevent relative movement therebetween.

A locking differential may have a side gear, a differential planetary carrier for driving the side gear, a locking member for selectively rotationally locking the side gear to the differential planetary carrier, a piston assembly for actuating the locking member, and an elastic member. To rotationally lock the side gear to the differential planetary carrier the piston assembly is configured to actuate the locking member via the elastic member.

A locking differential may have a side gear, a differential planetary carrier for driving the side gear, a locking member for selectively rotationally locking the side gear to the differential planetary carrier, a piston assembly for actuating the locking member, and an elastic member. To rotationally lock the side gear to the differential planetary carrier the piston assembly is configured to actuate the locking member via the elastic member.

An actuator assembly comprises a housing having a piston at least partially disposed therein. The actuator assembly includes at least one biasing mechanism disposed within the housing to selectively position the piston between a first position, a second position, and a third position located between the first and second positions.

An actuator assembly comprises a housing having a piston at least partially disposed therein. The actuator assembly includes at least one biasing mechanism disposed within the housing to selectively position the piston between a first position, a second position, and a third position located between the first and second positions.

The present invention relates to a variable torque differential, and in particular to an automotive differential, for transferring a rotational force from an input member, for example connected to an automotive engine, to a first and a second output member, for example half-shafts of a drive axle of a vehicle. The differential thereby comprises a first gear connected to the first output member, a second gear connected to the second output member, and at least one third gear system comprising gears and freewheel gears.

A mechanical one way clutch, also known as a mechanical diode, is provided with a variable friction clutch that can be applied to smooth the engagement. An automobile or other wheeled vehicle includes various hydraulic components, including a hydraulic gearbox, transmission, clutch, and brake energy recovery system. Such hydraulic components supplement or replace traditional mechanical components of the automobile or other wheeled vehicle to improve the overall operational efficiency thereof.

The disclosure relates to a differential of a motor vehicle, comprising a crown wheel and a differential casing connected thereto. The differential further comprises differential pinion gears arranged on differential pins, wherein the differential pins are connected to the differential casing. The differential comprises a first differential side gear, which is mounted on a first drive shaft for conjoint rotation, and a second differential side gear, which is mounted on a second drive shaft for conjoint rotation. The differential comprises a first plate stack, which is arranged axially with respect to the first drive shaft between the crown wheel and the first differential side gear, and a second plate stack, which is arranged axially with respect to the second drive shaft between the crown wheel and the differential casing. Force can be applied to one or both of the plate stacks by a switchable actuating device counter to the differential side gear associated with the particular plate stack.

The disclosure relates to a differential of a motor vehicle, comprising a crown wheel and a differential casing connected thereto. The differential further comprises differential pinion gears arranged on differential pins, wherein the differential pins are connected to the differential casing. The differential comprises a first differential side gear, which is mounted on a first drive shaft for conjoint rotation, and a second differential side gear, which is mounted on a second drive shaft for conjoint rotation. The differential comprises a first plate stack, which is arranged axially with respect to the first drive shaft between the crown wheel and the first differential side gear, and a second plate stack, which is arranged axially with respect to the second drive shaft between the crown wheel and the differential casing. Force can be applied to one or both of the plate stacks by a switchable actuating device counter to the differential side gear associated with the particular plate stack.

A front-rear wheel driving force distribution device includes a center differential and a limited slip differential. The limited slip differential includes a first clutch, a second clutch, a first piston, a second piston, and a one-way clutch provided between the first clutch and a rear propeller shaft. If the second clutch is engaged by the second piston, the propeller shaft on the rear side rotates at increased speed as compared with a case where the first clutch is engaged by the first piston. The one-way clutch couples the first clutch and the rear propeller shaft if a number of rotations of the first clutch is same as or higher than a number of rotations of the rear propeller shaft, and idles if the number of rotations of the first clutch is lower than the number of rotations of the rear propeller shaft.