GEAR TRAIN WITH SPLIT TORQUE
TECHNICAL FIELD
[0001] The present invention relates to a gear train which features torque sharing among
multiple pinions, including an improved gear train with split torque and an improved interaction
of the pinions with other elements of the gear train.
BACKGROUND
[0002] Gear trains that require torque sharing among multiple pinions may be found in the
automotive industry (e.g., automobile differentials, automobile transmissions, etc.), the aerospace
industry (e.g. helicopter transmissions, etc.), the epicyclical transmissions of electric wind-power
stations, as well as in many other fields of engineering.
[0003] Gear trains may encounter errors caused by the manufacturing of gear train
components, the assembly of the gear train, and/or the elastic deformation of gear train
components under an operating load, all of which may be unavoidable and may cause unequal
torque sharing among the pinions of a gear train.
[0004] Increased accuracy for manufacturing of pinions and side gears that make up a gear
train may be a straightforward way to reduce instances of unequal torque sharing among multiple
pinions caused by misalignment and/or deviation from proper meshing between the pinions and
side gears. However, the increase in manufacturing accuracy can be extremely costly and may
not be commercially viable in the high volume production of gears for gear trains with split
torque.
[0005] It may be desirable to design a gear train that is capable of substantially equal
torque sharing among all pinions of the gear train without requiring costly changes in
manufacturing methods. Moreover, substantially equal torque sharing in a gear train with split
torque may make it possible to at least double torque density through the gear train.

SUMMARY
[0006] A gear train is provided that includes at least one side gear comprising a helical
face gear and a plurality of helical pinions in meshing engagement with the helical face gear.
The gear train may further include an absorber configured to provide an axial force on at least
one of the plurality of helical pinions.
[0007] A differential may also be provided including a differential case and a gear train
disposed in the differential case. The gear train includes at least one side gear comprising a
helical face gear and a plurality of helical pinions in meshing engagement with the helical face
gear. The gear train in the differential may further include a means for providing an axial force
on at least one of the plurality of helical pinions.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] Embodiments of the invention will now be described, by way of example, with
reference to the accompanying drawings, wherein:
[0009] FIG. 1 is a partial sectional view of a gear train in accordance with an embodiment
of the invention.
[00010] FIG. 2A is a perspective view of a face with helical teeth of a side gear of a gear
train in accordance with an embodiment of the invention.
[00011] FIG. 2B is a schematic depiction of tooth pointing and tooth undercutting of a tooth
flank on a side gear of a gear train.
[00012] FIG. 2C is a schematic illustration of the lines of contact of a tooth flank on a side
gear of a gear train in accordance with an embodiment of the invention.
[00013] FIG. 3 is a schematic illustrating the apex angle of a pinion for use in connection
with a gear train in accordance with an embodiment of the invention.

[00014] FIG. 4 is a schematic illustration of a tooth on a pinion of a gear train in accordance
with an embodiment of the invention.
[00015] FIG. 5 is a schematic illustrating the axial forces acting on each pinion of a gear
train in accordance with an embodiment of the invention.
[00016] FIG. 6 is an illustration of several examples of an elastic absorber that may be used
in a gear train in accordance with embodiments of the invention.
[00017] FIG. 7 is an exploded view of a differential including a gear train in accordance
with an embodiment of the invention.
[00018] FIG. 8 is a sectional view of a differential including a gear train in accordance with
an embodiment of the invention.
DETAILED DESCRIPTION
[00019] Reference will now be made in detail to embodiments of the present invention,
examples of which are described herein and illustrated in the accompanying drawings. While the
invention will be described in conjunction with embodiments, it will be understood that they are
not intended to limit the invention to these embodiments. On the contrary, the invention is
intended to cover alternatives, modifications and equivalents, which may be included within the
spirit and scope of the invention as embodied by the appended claims.
[00020] Referring to FIG. 1, a gear train 10 in accordance with the present invention may
comprise one or more side gears 12, a plurality of pinions 14, and an absorber 16 configured to
provide an axial force on at least one of the plurality of pinions 14. The absorber 16 may also be
configured to absorb manufacturing errors that may cause misalignment of the pinions 14 and
side gear 12 and/or deviation from proper meshing between the pinions 14 and side gear 12.
[00021] Although a single side gear 12 is illustrated in FIG. 1, gear train 10 may include a
plurality of side gears 12 in accordance with an embodiment of the invention. The number of
side gears 12 may be two. Accordingly, the plurality of pinions 14 may engage two side gears

12. Although two side gears are mentioned in detail, there may be fewer or more side gears in
other embodiments. Side gears 12 may transmit torque from the pinions 14 to an output (e.g.,
axle shafts). Each side gear 12 may have an axis of rotation 13. Each side gear 12 may also
have an inner axially aligned opening 15 through which the axle shaft (not shown) may connect
to the side gear 12 via a splined interconnection. Referring now to FIG. 2A, in an embodiment,
each side gear 12 may have a face with helical teeth 17. In an embodiment, a substantially flat
surface may oppose the face with helical teeth 17 on the side gear 12.
[00022] The side gears 12 may be located on opposing sides of the pinions 14. The face of
each side gear 12 that has helical teeth 17 may be configured for engagement with the pinions
14. The helical teeth 17 of the side gear 12 may have tooth flanks 19 that feature complex
geometry. Helical teeth of a conventional design on a side gear may be vulnerable to tooth
pointing and/or to tooth undercutting. Referring now to the schematic illustration of FIG. 2B,
tooth pointing may occur at the outer diameter of a conventional side gear and tooth undercutting
may occur at the inner diameter of a conventional side gear. In particular, tooth pointing may
result in the pointing of the top profile of the tooth, such that the angle o of the side profile of
the pointed tooth is greater than angle  of the side profile of the normal tooth. Tooth
undercutting may result in the increased flattening of the top profile of the tooth, such that the
angle fof the side profile of the undercut tooth is less than the angle  of the side profile of the
normal tooth. Both tooth pointing and tooth undercutting are generally undesirable. In
particular, side gear tooth pointing may reduce the torque capacity of a gear train with split
torque and should be eliminated. Furthermore, side gear tooth undercutting may prohibit the
forging of side gears, which is essential for high volume gear manufacturing.
[00023] The use of a helical face gear for the side gear 12 in an embodiment, as well as
computation of appropriate design parameters for the pinions 14 and side gear 12, may help
address issues such as tooth pointing and tooth undercutting in accordance with an embodiment
of the invention. Referring now to FIG. 2C, a schematic illustration of the lines of contact (e.g.,
contact lines L) on a tooth flank 19 of helical teeth 17 of side gear 12 of a gear train 10 is shown.
Although contact line L references a single line of contact as illustrated, there may be different
contact lines L at various instants of time. As the pinion 14 and side gear 12 rotate, the line of
contact L travels across the tooth flank 19 and occupies different positions within the tooth flank

19 of the side gear 12, as generally illustrated in FIG. 2C. Because of the geometry of the tooth
flank 19, the line of contact L may not only travel (e.g., migrate) across the tooth flank 19 and
occupy different positions within the tooth flank 19 of the side gear 12, the line of contact L may
change shape. FIG. 2C illustrates both the travel (e.g., migration) and the changing shape of the
lines of contact L. The family of lines of contact L within the tooth flank 19 of the side gear 12
correspond to various different instants of time. The longer the lines of contact L, the higher the
contact ratio. In an embodiment, the desired contact ratio is in the range of 1 < u < 1.2. A
contact ratio u less than 1 (i.e., u < 1) is generally undesirable as the gear mesh between the side
gear 12 and pinions 14 may be interrupted under such a scenario. A contact ratio u greater than
1.2 (i.e., u > 1.2) may entail a corresponding increase in helix angle on the pinion 14, as well as
of a spiral angle on the side gear 12, and generally does not provide advantages.
[00024] The number of helical teeth 17 (i.e., the gear tooth number) of each side gear 12
may be equal to the number of pinions 14 times an integer number. With this tooth number, the
pinions 14 may be distributed evenly in the circumferential direction around the side gear 12.
The even distribution of pinions 14 around the circumference of the side gear 12 (e.g., wherein
the pinions are equi-angularly spaced around the circumference of the side gear 12) may be
preferred. However, in other embodiments, the pinions 14 may be distributed in various other
configurations, including those having an uneven spacing of pinions 14 around the
circumference of the side gear 12.
[00025] The plurality of pinions 14 may be provided to transmit torque to the one or more
side gears 12 and/or from one side gear 12 to another side gear. The number and size of the
plurality of pinions 14 may vary. However, there is at least two pinions 14 in gear train 10 since
the gear train 10 is designed to improve torque sharing among multiple pinions. For example,
and without limitation, the number of pinions in gear train 10 may be six to eight pinions.
Although this particular range for the number of pinions is mentioned in detail, there may be
fewer or more pinions in other embodiments of the invention. In an embodiment, each of the
plurality of pinions 14 may be generally cylindrical in shape. Further, each of the plurality of
pinions 14 may have a first end 18, a second opposing end 20, and a longitudinal axis 21. The
pinions 14 may be configured to provide flexibility with respect to the number of helical teeth

and gear tooth geometry. The number of teeth on the pinions 14 may be considered a low tooth
count relative to the size of the pinions 14.
[00026] Referring now to FIG. 3, a schematic illustrating an apex angle θP of a pinion 14 in
accordance with an embodiment of the invention is shown. The apex angle θP may be very low
(e.g., less than about 20°) as compared to other gear designs. The apex angle θP may be subject
to the following equation: where d0.p is the outer diameter of the pinion
18, d!.p is the limit diameter of the pinion, dosg is the outer diameter of the side gear, and dinsg is
the inner diameter of the side gear. Each of the plurality of pinions 14 may comprise a helical
pinion (i.e., have helical teeth 23). The teeth 23 of the pinion 14 may appear as shown in FIG. 4,
which is an illustration of the tooth 23 on a pinion 14 of a gear train 10 in accordance with an
embodiment of the invention. The plurality of pinions 14 may be assembled in a housing (not
shown). For example and without limitation, the housing may comprise a differential case. A
ring gear (not shown) may be connected to an input source and/or drive source (not shown) in a
conventional manner known in the art and may also be connected to the housing.
[00027] Because every pinion 14 is engaged in mesh with both side gears 12
simultaneously, the axial thrust of a first pinion 14 in mesh with a first side gear 12 is
substantially equal to the axial thrust of a second pinion 14 in mesh with a second, opposing side
gear 12. In this way, the axial load that is acting on the housing (i.e., a differential case) from the
pinions 14 may be of approximately zero value. By having the axial load that is acting on the
housing (i.e., a differential case) be of approximately zero value, the housing may be designed
with thinner walls as compared to conventional housings for gear trains (e.g., differential cases).
[00028] Torque may be transmitted in the gear train 10 (i.e., from the ring gear to the side
gears 12) either with or without the use of a torque ring 25 (see, e.g., FIG. 5). When torque is
transmitted in gear train 10 with a torque ring 25, the torque ring 25 may be mounted within and
enclosed by the housing (e.g., the differential case). The torque ring 25 may be generally ring
shaped and may be provided for locating one or more pinions 14 between the side gears 12. The
torque ring 25 may include a plurality of radially inwardly extending holes 27 extending into the
torque ring 25 from an outer radial surface of the torque ring 25. The pinions 14 may be

disposed within the holes 27. In this way, the pinions 14 may be circumferentially spaced
around the torque ring 25. The pinions 14 may freely rotate in the holes 27 of the torque ring 25.
The pinions 14 may be axially trapped between the inner surface of the housing and a radially
inwardly portion of the torque ring 25. The housing and the torque ring may thus substantially or
fully restrain the pinions 14 from axial movement. The torque ring may further include channels
in its side surfaces. The channels may be configured to allow and/or confine the pinions 14 to be
in meshing engagement with the side gears 12. This is because the helical face of each side gear
12 may extend into one of the channels in the side surfaces of the torque ring 25, and the helical
teeth 23 of each pinion 14 may also extend into the opposed channels in the side surfaces of the
torque ring 25 for engagement with the side gears 12. In an embodiment, the torque ring 25 may
exert pressure on the pinions 14 to move them radially about an axial center line 13 of the side
gears 12. Due to the meshing engagement between the pinions 14 and the side gears 12, the side
gears 12 may be forced to turn about their axial centerline 13. Because the output (e.g., axle
shafts) are coupled to the side gears 12, the motor vehicle may move.
[00029] When torque is transmitted in gear train 10 without a torque ring 25, the pinions 14
may be configured to rotate on axles (not shown), for example, as is conventional in the art.
Whether the torque is transmitted with or without a torque ring 25 in gear train 10, each of the
plurality of pinions 14 may be in meshing engagement with two side gears 12 simultaneously.
The side gear 12 and the pinions 14 may thus share torque via gear meshing.
[00030] With a possibility for manufacturing errors with conventional gear trains,
misalignment of the axis of the pinions 14 and the axis 13 of the side gear 12, as well as other
deviations from proper meshing between the pinions 14 and the side gear 12, may occur. Such
misalignment and deviation may result in unequal sharing among the pinions 14 of the torque
that is transmitted through the gear train 10. Accordingly, one of the plurality of pinions 14 may
be loaded heavier, while the rest of the plurality of pinions 14 may be loaded to a lesser degree.
In some circumstances, some pinions 14 may be idle (i.e., not loaded at all). When torque is not
shared equally among the plurality of pinions 14, the most heavily loaded pinion 14 may bear the
critical load and may be the first and most likely pinion to break under the load. Equal torque
sharing among the plurality of pinions 14 may be especially advantageous for a gear train that
features high torque density.

[00031] Rather than solely looking to increase accuracy in connection with the
manufacturing of pinions 14 and side gears 12 that make up a gear train 10 (i.e., to avoid
manufacturing errors, which may include significant costs), the inventive gear train 10 may
include an absorber 16 configured to provide an axial force on at least one of the plurality of
pinions 14. The absorber 16 may also be configured for, among other things, absorbing
manufacturing errors that may cause misalignment of the pinions 14 and side gear 12
[00032] Referring again to FIG. 1, absorber 16 may comprise one or more elastic absorbers
or other means for providing an axial force on at least one of the plurality of pinions 14. A first
absorber 16i may be placed at the first end 18 of each pinion 14. A second absorber 162 may be
placed at the second end 20 of each pinion 14. Each absorber 161, 162 may have a predetermined
dimension (e.g., thickness) in order to absorb the manufacturing errors that may cause
misalignment. The dimension of each absorber 161, 162 is therefore, a function of, or is related
to, the manufacturing error that is intended to be absorbed. In an embodiment, each absorber
161, 162 may also exhibit a predetermined stiffness and/or rigidity, which can be expressed in
terms of the design parameters of the gear train 10 (e.g., the manufacturing error that is intended
to be absorbed) and of the amount of torque being transmitted. The amount of torque being
transmitted may depend on the predetermined value of the differentiation between side gears 12.
Each absorber 161, 162 may also allow slight movement for variances in the meshing
engagement between the pinions 14 and the side gear 12.
[00033] The predetermined stiffness and/or rigidity for each absorber 161, 162 may be
expressed mathematically. In an embodiment, to derive the mathematical expression for the
stiffness and/or rigidity for each absorber 16, the number of pinions 14 in gear train 10 may be
designated as n, wherein n is > 2. The total error to be absorbed by absorber 16 (e.g., absorbers
161, 162) may be designated as δT. Due to the various manufacturing errors, one of the pinions
14 is the first to be loaded, and another pinion 14 is the last to be loaded with a corresponding
portion of the operating load. With multiple pinions 14, it may not be known at what instant of
time the remainder of the pinions 14 of gear train 10 are loaded and/or how the rest of the
pinions are loaded. The actual load sharing among the pinions 14 in gear train 10 may be
specific for each individual gear train. If the number of pinions 14 is sufficiently large, then a
normal (i.e., Gaussian) distribution of the load among the pinions may be utilized. If the number

of pinions 14 is not sufficiently large (e.g., there are only a few pinions 14 as in the design of a
gear train 10 with split torque in accordance with an embodiment of the invention), then a
reasonable assumption regarding the load sharing among pinions may be made. The pinion 14
that is the first to transmit torque in gear train 10 may be denoted as nmax. and may be more
heavily loaded as compared to the remainder of the pinions 14. The pinion 14 that is the last to
transmit torque in gear train 10 may be denoted as wmin, and may be the least loaded pinion 14 as
compared to the remainder of the pinions 14.
[00034] The maximum torque being transmitted through the gear train may be designated
Accordingly, the maximal torque being transmitted by one pinion Tt is equal to the
following equation: The portion T, of the entire torque (i.e., the maximal torque
being transmitted by one pinion) is transmitted by the most heavily loaded pinion nmax. The rest
of the pinions may be loaded with lower torque. The pinion that is the last to transmit torque in
the gear train may transmit a portion of the torque that is denoted as /,. A
permissible difference between 7/ and /, may be specified by a torque factor kr, which may be
equal to the following equation: For example and without limitation, the torque
factor kr may be equal to kr= 0.1. This torque factor krcorresponds to that variation of the
pinion loading which does not exceed 10%. This also means that torque actually transmitting
through the gear train 10 may be 10% less than the desired torque When the pinion 14 that
is the first to transmit torque in gear train 10 (i.e., nmax) is transmitting the maximal portion Tt, of
the torque, then the pinion 14 that is the last to transmit torque in the gear train 10 (i.e., nmin) is
transmitting the portion tt of the torque. The portion tt can be expressed in terms of the gear train
parameters as set forth in the following equation: For any particular application,
the rest of the pinions 14 in the gear train 10 (e.g., n-2 pinions) can be equally loaded, each
carrying a portion of torque tj. The portion of torque loaded onto the remainder of the pinions 14
can be set forth in the following equation: Substituting for ti as set forth above, the
expression for the computation of the portion of torque loaded onto the remainder of the pinions
14 is set forth in the following equation: Under this

scenario, the total load As of the instant of time when the pinion
14 that is the last to transmit torque in the gear train 10 (i.e., nmin) is starting to transmit torque,
the pinion 14 that is the first to transmit torque in gear train 10 (i.e., nmax) moves relative to the
rest of the pinions 14 at a distance that is equal to the resultant error While absorbing the
error torque through the pinion nmax increases kT times (i.e., the torque increases by
Therefore, the required stiffness qT of the absorbers 161, 162 is equal to the following equation:
The torque capacity of the gear train 10 may be improved by proper load sharing
among the pinions 14.
[00035] Referring now to FIG. 5, a schematic illustrating the axial forces acting on each
pinion 14 of a gear train 10 in accordance with an embodiment of the invention is shown.
Referring now to FIGS. 1 and 5, the absorbers 16 may create two axial forces acting
on every pinion 14. The axial forces may cancel each other out
when no manufacturing errors are observed. Under this circumstance, the axial forces
are of the same magnitude and may be oppositely pointed or directed. The axial force
is pointed or directed radially inwardly, toward the axis 13 of the side gear 12. The axial force
is pointed or directed radially outwardly, away from the axis 13 of the side gear 12. Under
this scenario, equal torque sharing among all pinions 14 may occur. However, this scenario (i.e.,
in which no manufacturing errors are observed are ideal only). When a manufacturing error is
present, then the equality is no longer valid. The inequality is valid
instead. The absorbers 16 may be configured to push the corresponding pinion 14 in an axial
direction through a distance at which the equality may be restored. In this way,
equal torque sharing among the pinions 14 may be ensured. Absorbers 16 may thus axially
restrain each pinion 14 under some compressive load so that the load is equalized on each pinion
14.

[00036] Referring now to FIG. 6, a top view of several examples of a design of the
absorbers 161, 162 that may be used in a gear train 10 in accordance with various embodiments of
the invention are illustrated. For example, FIG. 6(a) illustrates an absorber 161, 162 comprising
an elastic shim bended in a diametrical direction. Generally, to function as absorber 161, 162, an
elastic shim must be modified to have a predetermined dimension (e.g., thickness) and
predetermined stiffness. FIG. 6(b) illustrates an absorber 161, 162 shaped in the form of a "dish"
(e.g., a truncated cone) FIG. 6(c) illustrates an absorber 161, 162 made of elastic material, such
as rubber, plastic, or other similar material. FIG 6(d) illustrates an example of a wavy absorber
161, 162 made of steel, for example. FIG 6(e) illustrates an absorber 161, 162 comprising a
spring. FIG. 6(f) illustrates an absorber 161, 162 comprising a two-chamber cylinder with a
piston that acts on compressed air. The thickness and rigidity and/or stiffness of each absorber
may vary. Although these examples are shown and illustrated in detail for the absorbers 161,
162, other absorbers may used in accordance with other embodiments of the invention.
[00037] Referring now to FIGS. 7 and 8, an exploded view and a cross-sectional view of a
differential 22 including a gear train 10 are respectively shown. As illustrated, differential 22
may comprise a locking differential. Although a locking differential is mentioned and shown in
detail, the differential 22 may comprise other types of differential in other embodiments of the
invention. For example, the differential 22 may comprise an open differential, a limited slip
differential, and/or a locking differential in various embodiments. Differential 22, in any of its
various embodiments, may include a gear train 10 in accordance with an embodiment of the
invention. Differential 22 may also include a differential case 24, cover 26, and one or more
fasteners 28 for connecting the different case 24 and cover 26. Differential 22 may be provided
to allow a motor vehicle to negotiate turns, while maintaining power to both the left and right
wheels of a drive axle. An open differential may allow two axle wheels to rotate at different
speeds, but may provide the greatest risk of a motor vehicle remaining stuck because of the
inability to force torque transfer to the wheel that has the most traction. A limited slip
differential may include a means to limit the slippage associated with an open differential (e.g., a
clutch pack configured to limit the amount of slippage by transferring a portion of the power
from one wheel to another wheel). A locking differential may be configured to fully lock (e.g.,
automatically or selectably) when excessive wheel slippage occurs in order to provide full power
to both wheels.

[00038] The foregoing descriptions of specific embodiments of the present invention have
been presented for purposes of illustration and description. They are not intended to be
exhaustive or to limit the invention to the precise forms disclosed, and various modifications and
variations are possible in light of the above teaching. The embodiments were chosen and
described in order to explain the principles of the invention and its practical application, to
thereby enable others skilled in the art to utilize the invention and various embodiments with
various modifications as are suited to the particular use contemplated. The invention has been
described in great detail in the foregoing specification, and it is believed that various alterations
and modifications of the invention will become apparent to those skilled in the art from a reading
and understanding of the specification. It is intended that all such alterations and modifications
are included in the invention, insofar as they come within the scope of the appended claims. It is
intended that the scope of the invention be defined by the claims appended hereto and their
equivalents.

CLAIMS
What is claimed:
1. A gear train (10), comprising:
at least one side gear (12) comprising a helical face gear;
a plurality of helical pinions (14) in meshing engagement with the helical face gear; and
an absorber (16) configured to provide an axial force on at least one of the plurality of
helical pinions (14).
2. The gear train (10) of claim 1, comprising a first side gear (12) and a second side gear
(12).
3. The gear train (10) of claim 2, wherein the first side gear (12) is disposed on a first side
of the plurality of helical pinions (14) and the second side gear (12) is disposed on a second side
of the plurality of helical pinions (14), wherein the first side is opposite to the second side.
4. The gear train (10) of claim 1, wherein a desired contact ratio between the helical face
gear and at least one of the plurality of helical pinions (14) is between the range of about 1 to
about 1.2.
5. The gear train (10) of claim 1, wherein the gear tooth (17) number of the at least one side
gear (12) may be equal to the number of the plurality of helical pinions (14) times an integer
number.
6. The gear train (10) of claim 1, wherein the plurality of helical pinions (14) are equi-
angularly spaced around the circumference of the side gear (12).
7. The gear train (10) of claim 1, wherein each of the plurality of helical pinions (14) may
have a low tooth count.

8. The gear train (10) of claim 1, wherein the helical pinion (14) has an apex angle that is
governed by the following equation: where dop is the outer diameter
of the pinion (14), dip is the limit diameter of the pinion (14), d0.sg the outer diameter of the
side gear (12), and dop the inner diameter of the side gear (12).
9. The gear train (10) of claim 9, further comprising:
a housing in which the at least one side gear (12) and the plurality of helical pinions (14)
are disposed; and
a ring gear connected to the housing and an input source.
10. The gear train (10) of claim 1, further comprising a torque ring (25) for housing and
locating the plurality of helical pinions (14) proximate the side gear (12).
11. The gear train (10) of claim 1, wherein the absorber (16) comprises an elastic absorber.
12. The gear train (10) of claim 1, wherein the absorber (16) comprises a predetermined
stiffness.
13. The gear train (10) of claim 1, further comprising a plurality of absorbers (16) each
configured to provide an axial force on at least one of the plurality of helical pinions (14),
wherein a first of the plurality of absorbers (16) is placed at a first end (18) of at least one of the
plurality of helical pinions (14) and wherein a second of the plurality of absorbers (16) is placed
at a second end (20) of least one of the plurality of helical pinions (14).
14. The gear train (10) of claim 1, wherein a first axial force acts on at least one of the
plurality of helical pinions (14) in a first direction.
15. The gear train (10) of claim 14, wherein a second axial force acts on at least one of the
plurality of helical pinions (14) in a second direction, wherein the second direction is opposite of
the first direction.

16. The gear train (10) of claim 15, wherein the first direction is a radially inwardly
extending direction relative to an axis (13) of the side gear (12).
17. The gear train (10) of claim 16, wherein the second direction is a radially outwardly
extending direction relative to the axis (13) of the side gear (12).
18. The gear train (10) of claim 17, wherein the absorber (16) is configured to provide an
axial force in the first direction or second direction.
19. The gear train (10) of claim 18, wherein the absorber (16) is configured to provide an
axial force so that the sum of the axial forces acting on the at least one of the plurality of helical
pinions (14) in a first direction is substantially equal to the sum of the axial forces acting on the
at least one of the plurality of helical pinions (14) in a second direction.
20. A differential (22), comprising:
a differential case (24); and
a gear train (10) disposed in the differential case (24), the gear train (10) comprising:
at least one side gear (12) comprising a helical face gear;
a plurality of helical pinions (14) in meshing engagement with the helical face
gear; and
a means for providing an axial force on at least one of the plurality of pinions
(14).

A gear train (10) is provided that includes at least one side gear (12)
comprising a helical face gear and a plurality of helical pinions (14) in
meshing engagement with the helical face gear. The gear train (10) may
further include an absorber (16) configured to provide an axial force on at
least one of the plurality of helical pinions (14). A differential (22) may also
be provided including a differential case (24) and a gear train (10) disposed
in the differential case (24). The gear train (10) includes at least one side
gear (12) comprising a helical face gear and a plurality of helical pinions
(14) in meshing engagement with the helical face gear. The gear train (10) in
the differential (22) may further include a means for providing an axial force
on at least one of the plurality of helical pinions (14).