Methods and systems for a locking differential are provided. The locking differential system includes an electromagnetic solenoid actuator configured to induce locking and unlocking of the differential and a circuit board assembly designed to programmatically control the locking and unlocking functionality. The circuit board assembly includes a multi-sensor sub-assembly having two or more sensor configured to monitor a position of the electromagnetic solenoid actuator.

A drivetrain component provides an electronically controlled, overrunning drivetrain disconnect, such as a differential with different operating modes. The drivetrain component includes a case having an annular wall portion with a plurality of pockets in one side. The carrier is supported for movement relative to and independently of the case. The carrier includes a notch plate. The differential gear set has a pinion shaft tied to the carrier, pinion gears mounted on the pinion shaft, differential gears engaging the pinion gears, and differential gear shafts connected to the differential gears. The drivetrain component includes a first locking structure and a second locking structure. Both the first and second locking structures are on the same side of the notch plate. The first locking structure couples the case to the carrier for torque transmission from the case to the carrier in a first direction only, wherein the first locking structure does not inhibit carrier rotation in a second direction.

A drive transmission device in one embodiment of the disclosure includes a pair of output shafts, a differential, a clutch (power transmission unit), and a control unit. The pair of output shafts connected to a pair of speed reducers that are disposed to face each other. The differential receives a driving force from a drive source and outputs the driving force to the pair of output shafts; The clutch acts on the differential and takes a first state in which a load imbalance between the pair of output shafts is adjusted or a second state in which the pair of output shafts are rotated directly by the driving force. The control unit switches the state of the clutch based on difference information regarding a difference in rotation between the pair of speed reducers.

A differential device is provided with: an input case having an axially directed end face; a differential gear set with side gears allowing a differential motion therebetween; dog teeth toothed toward the end face on an output case; a clutch structure engageable with the dog teeth and so structured as to couple the output case or the second side gear with the input case when engaged; an axially movable clutch member including an internal end and an external end exposed to the exterior; an axially movable armature including a magnetic material and in contact with the external end; a solenoid supported away from the end face, the solenoid generating a magnetic flux to attract the armature and, via the clutch member, set the clutch structure in mesh with the dog teeth; and a spring biasing the clutch member in a contrary direction.

An all-terrain vehicle and a transmission mechanism thereof are provided. The transmission mechanism includes an independent suspension axle, and the axle includes a left half-axle and a right half-axle. A mechanical locking spiral differential device is further provided at a joint of the left half-axle and the right half-axle, which makes the left half-axle and the right half-axle to be in a differential state when the vehicle runs normally, and to be in a differential locked state automatically when the vehicle slips on one side. The differential device allows the wheels to perform unequal distance running by pure rolling as much as possible and prevent the vehicle from side tipping and side slipping and tire scuffing, and also allows the torque on one side to be transferred to the torque on another side to enable the all-terrain vehicle to get rid of a stuck condition.

A sensor assembly configured for use with a locking differential received in a differential case includes a sensor housing, a switch element and a sense element. The sensor assembly is configured to determine a position of an armature in relation to a stator. The armature moves relative to the stator between engaged and disengaged positions corresponding to the locking differential being in a locked and unlocked state. The sensor housing is coupled relative to the differential case of the locking differential. The switch element is disposed in the sensor housing. The sense element moves with the armature. The sensor assembly is configured to change state based on a position of the sense element.

A drift driving control method and system of an electronic limited slip differential (e-LSD). The method and the system enable drift driving by controlling an e-LSD differential when drift driving is intended by a driver. Whether or not drift mode conditions are met on the basis of a driver’s vehicle operating state and an output value reflecting a driving state of a vehicle is determined. When the drift mode conditions are met, control is performed so that drift driving is performed by causing the vehicle to be oversteered by increasing driving force of a turning outer wheel using the electronic limited slip differential and then maintaining simultaneous slipping of right and left wheels.

A vehicle has an engine, a limited slip differential (LSD) mounted on an axle driven by the engine, and left and right wheels operably connected to the LSD. At least one parameter indicative of a riding condition of the vehicle is determined. A slippery driving condition is detected based on the at least one parameter. The LSD is selectively locked in response to the detection. The slippery driving condition is detected when a torque requested by a user is above a load line of the engine, upon successive wheel slips occurrences, and/or when a wheel slip is detected while a preload is applied to the LSD.

A planetary gear train automatic limited slip differential may consist of a main differential, a planetary gear train differential controller, a left axle shaft, a right axle shaft, and a clutch. The planetary gear train differential controller may be composed of a first planetary gear train differential controller unit and a second planetary gear train differential controller unit. The first planetary gear train differential controller unit may be composed of a first planetary gear train and a first overrunning clutch connected to the first planetary gear train. The second planetary gear train differential controller unit may be composed of a second planetary gear train and a second overrunning clutch connected to the second planetary gear train.

Methods and systems for a locking differential are provided. The locking differential system includes an electromagnetic solenoid actuator configured to induce locking and unlocking of the differential and a circuit board assembly designed to programmatically control the locking and unlocking functionality. The circuit board assembly includes a multi-sensor sub-assembly having two or more sensor configured to monitor a position of the electromagnetic solenoid actuator.