Abstract: In an all-wheel drive train for a motor vehicle wherein the drive torque of the engine of the motor vehicle is transmitted from the transmission output shaft partially to the rear axle and partially to the front axle via an offset transmission structure and a laterally arranged drive shaft extending from the offset transmission structure past the transmission to the front axle of the motor vehicle extends from the offset transmission forwardly at a certain opening angle in close proximity to the transmission structure which narrows down toward the rear so that the rear end of the lateral drive shaft is relatively close to the center axis of the transmission.

Abstract: To provide a four-wheel drive system which improves running performance of an automotive vehicle by inhibiting a driving torque from becoming insufficient upon occurrence of a slip. An R slip sensing means of a DC motor torque calculating means senses a slip due to a spin of rear wheels. When the rear wheel slip is sensed, an R slip DC-motor-torque correcting means corrects a torque of the rear wheels so that a driving force of the rear wheels is reduced and then increased. The R slip DC-motor-torque correcting means reduces a driving torque of the rear wheels to eliminate the slip and holds the reduced driving torque until the slip is eliminated, and then increases the driving torque to a value lower than a value which the driving torque has taken at the time of occurrence of the slip. The driving torque is increased to a predetermined limit value depending on the number of slips.

Abstract: A drive force control method for a four-wheel drive vehicle having front wheels as main drive wheels always connected to a driving source, rear wheels as auxiliary drive wheels whose drive torque is adjustable, and a mechanism capable of adjusting a torque distribution ratio between the front wheels and the rear wheels so that the torque distribution ratio of the rear wheels to the front wheels is increased in turning and also capable of adjusting a torque distribution ratio between the right and left rear wheels in turning. The drive force control method includes the steps of detecting a vehicle speed, and gently decreasing the torque distribution ratio of a turning outer wheel to a turning inner wheel with an increase in the vehicle speed. When the transmission shift position is a low-speed position or a high-speed position or the vehicle is in reverse running, the torque distribution ratio of the turning outer wheel to the turning inner wheel is decreased.

Abstract: The transfer case reduction gearset is often never used for its original intended function, that is, to provide an additional speed reduction (torque amplification) ratio for the powertrain. This concept allows for the increased use of the transfer case gearset components to work in concert with the automatic transmission to increase its ratio spread. This increase in ratio spread will result in improved launch performance for the vehicle by steepening the effective first gear ratio of the automatic transmission. The increase in ratio spread may also provide for reductions in numerical axle ratio of the vehicle thereby improving the fuel economy during normal highway operation. The present invention focuses on a method of shifting the transmission of the vehicle in accordance with the invention which includes providing a transmission connected to a vehicle engine having a predetermined number of gear ratios which are selectable.

Abstract: A differential limiting control apparatus for a vehicle has: clutch unit interposed between one rotational shaft and the other rotational shaft for variably transmitting a driving force between the one rotational shaft and the other rotational shaft; target differential speed setting unit for setting a target differential speed between the one rotational shaft and the other rotational shaft, actual differential speed detecting unit for detecting an actual differential speed between the one rotational shaft and the other rotational shaft, and clutch torque computing unit for computing an engagement force of the clutch unit by obtaining a deviation between the target differential speed and the actual differential speed, configuring a switching function by using at least a polarity related to an integral term of the deviation, and applying a sliding mode control.

Abstract: A method of controlling a vehicle drive system is provided for a vehicle having an internal combustion engine, free-wheeling steerable front wheels, driven rear wheels, an infinitely variable transmission (IVT) transmitting torque from the engine to the rear wheels, and a control unit for controlling the IVT as a function of sensed parameters and supplying a speed command to the IVT for commanding a speed of the rear wheels. The method includes sensing a steering angle of the front wheels, sensing a front wheel speed, sensing a rear wheel speed, generating a corrected estimated vehicle speed as a function of the front wheel speed and the sensed steering angle, and increasing the speed command in response to a comparison between the corrected estimated vehicle speed and the rear wheel speed. The infinitely variable transmission is preferably embodied by a hybrid electric drive system.

Abstract: An electric drive unit for a vehicle includes an electric motor, two output shafts, a first speed reduction planetary gearset driven by the motor, a second speed reduction gearset driven by an output of the first gearset, and a compound planetary differential gearset including an input driveably connected to the output of the second gearset, a first differential output driveably connected to the first output shaft, and a second differential output driveably connected to the second output shaft.

Abstract: A running vehicle has front and rear driving wheels, and a sensor for measuring the acceleration of the running vehicle. The vehicle determines a distribution rate of torque to each of the driving wheels in accordance with the found acceleration, and changes driving torque to each of the front and rear driving wheels based on the found distribution rate to control driving motors.

Abstract: A control method for a four-wheel drive vehicle such that the control is changed in braking the vehicle, includes the steps of detecting an ON/OFF status of a braking operation, detecting an accelerator opening or throttle opening greater than or equal to a predetermined value and setting the status of the braking operation to be OFF, for purposes of the control method, when the detected acceleration opening or throttle opening is greater than or equal to the predetermined value simultaneously with a detection of the status of the braking operation to be ON.

Abstract: A control unit of an at least temporarily four wheel-driven motor vehicle is provided. The control unit is arranged such that a displacement path for an actuator that actuates a transmission clutch is assigned to a setpoint clutch torque via a characteristic curve, and when at least one defined operating condition is present, ensures stable operation of the wheels. The control unit specifies a displacement path which according to the characteristic curve results in a not completely locked state of the transmission clutch, and subsequently computes the actual clutch torque from only the drive slip on the front axle, the drive slip on the rear axle, and the total drive torque.

Abstract: An all-terrain vehicle (ATV) has a subtransmission detachably fastened to an engine casing. The engine crankshaft includes a drive pulley connected via a belt to a driven pulley in the subtransmission, thus providing a continuously variable transmission (CVT) between the engine crankshaft and the subtransmission. The subtransmission includes a 2WD-4WD selector mechanism to select two-wheel-drive or four-wheel-drive and also includes a transmission selector mechanism to put the vehicle in park, neutral, reverse, high-speed drive or low-speed drive. By disposing these selector mechanisms in the subtransmission, mass centralization is improved relative to prior-art drivetrains wherein the 2WD-4WD selector mechanism connects to the front differential. When operating in 2WD mode, the drivetrain does not waste energy rotating the front drive shaft, as in the prior art.

Abstract: A control unit of a control system for an at least temporarily four wheel-driven motor vehicle is arranged such that a displacement path for an actuator that actuates a transmission clutch is assigned to a setpoint clutch torque via a characteristic curve, and the control unit checks whether slip of the transmission clutch occurs when a displacement path is specified that should result in an at least fully locked state of the transmission clutch according to the characteristic curve.

Abstract: In the case of a control system for an at least temporarily four-wheel-driven motor vehicle having an electronic control unit, which determines at least the rotational speeds of all wheels and the vehicle speed, and by which the driving torque of a drive unit can be distributed in a variable manner by way of a controllable transfer clutch to primary driving wheels, which are permanently connected with the drive unit, and to secondary driving wheels which, can be connected with the drive unit as required, the control unit closes the transfer clutch when the slip of a rear wheel exceeds the slip of the front wheel of the same vehicle side by a value which is greater than a given first threshold and when, preferably, also the longitudinal deceleration of the vehicle exceeds a given second threshold or the lateral acceleration of the vehicle exceeds a given third threshold.

Abstract: A power transmission system for a four-wheel drive vehicle comprises a power transmission mechanism provided in a vehicle arranged such that power is always transmitted to one of two pairs of wheels consisting of a pair of front wheels and a pair of rear wheels, to transmit power to the other pair of wheels, and a differential gear unit arranged between left and right wheels in the other pair, to distribute the power transmitted from the power transmission mechanism to the other pair, between the left and right wheels. The differential gear unit is a torque-sensitive differential gear unit with a differential limiting function for producing a differential limiting force between the left and right wheels, depending on power transmitted thereto, and a power transmission control means controls the power transmitted from the power transmission mechanism to the differential gear unit according to a driving state of the vehicle.

Abstract: A vehicle transmission system includes an input shaft connected to a differential mechanism, which has two output shafts. The two output shafts carry first and second coaxially mounted sun wheels, respectively, of an epicyclic gear system which mesh with first and second sets of planet wheels, respectively, which mesh with first and second annulus wheels, respectively. Each planet wheel is mounted to rotate independently about a respective planet shaft and the planet shafts are connected to a common carrier, which is rotatably mounted coaxially with the first and second sun wheels. The first and second annulus wheels are connected together. The carrier is connected to selectively operable speed changing device arranged to increase or decrease the speed of rotation of the carrier about its axis.

Abstract: A four-wheel drive center disconnect electric actuator is provided. The actuator includes a one-way motor that actuates a cam mechanism for causing engagement and disengagement of the center disconnect. The actuator achieves improved reliability and efficiency through a less expensive construction than conventional actuators.

Abstract: In the case of a control device for an at least part-time four-wheel-driven motor vehicle, having a control unit which can variably distribute the driving torque of a drive unit to primary driving wheels, which are permanently connected with the drive unit, and to secondary driving wheels which, if required, can be connected by way of a transfer clutch with the drive unit, wherein the control unit determines a desired clutch torque which is to be set by an actuator device at the transfer clutch, the control unit consists of a main control unit and an additional control unit, the main control unit computing the desired clutch torque as a function of detected and/or determined parameters, which clutch torque is transmitted to the additional control unit, and the additional control unit converting the desired clutch torque to a corresponding electric control signal for the actuator device.

Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential, a speed changing unit operably disposed between the differential assembly and one of the first and second axleshafts, and first and second mode clutches. The first mode clutch is operable to engage the speed changing unit for reducing the rotary speed of the second axleshaft relative to the rotary speed of the first axleshaft. The second mode clutch is operable to engage the speed changing unit for increasing the rotary speed of the second axleshaft relative to the rotary speed of the first axleshaft. A control system controls actuation of both mode clutches.

Abstract: A vehicle drive speed control system is provided for a vehicle having driven rear wheels, driven steerable front wheels, a powertrain for driving the front and rear wheels at controllable speeds. A control unit controls the powertain so that a front/rear wheel speed ratio is a non-linear trigonometric function of a sensed steering angle signal. The front/rear wheel speed ratio increases as the steering angle increases. The relationship of the front/rear wheel speed ratio to the steering angle is represented by a curve which is concave in a direction of an axis of increasing speed ratio. With a mode select switch, an operator can selectively cause the control unit to control the front/rear speed ratio according to a first normal or a second more aggressive predefined relationship.

Abstract: A drive force control method for a four-wheel drive vehicle including a torque distributing mechanism capable of changing a drive force distribution ratio between front and rear wheels and a drive force distribution ratio between right and left front wheels or between right and left rear wheels. This method includes the steps of increasing the drive force distribution ratio of the rear wheels to the front wheels according to an increase in absolute value of a lateral G signal, and increasing the drive force distribution ratio of a turning outer wheel as one of the right and left front wheels or one of the right and left rear wheels to a turning inner wheel as the other. A lateral G sensor signal is corrected by an estimated lateral G signal calculated according to a steering angle and a vehicle speed to obtain a control lateral G signal, which is used as the lateral G signal.

Abstract: A vehicle includes steerable front wheels, an interaxle differential for transmitting torque from an engine to the front wheels and to rear wheels. The differential includes a controllable clutch operable to control a ratio of front wheel speed to rear wheel speed. A control unit controls the clutch as a function of sensed steering angles and stored information including steering angles and corresponding front to rear wheel speed ratio values. The control unit is automatically calibrated. The control unit periodically obtains steering angle values, periodically obtains front and rear wheel speed values, periodically generates new front to rear wheel speed ratio values, and replaces one of the stored front to rear wheel speed ratio values with one of the new ratio values if the steering angle values indicate that the vehicle has been in a straight ahead travel mode for at least a certain time period.

Abstract: A drive axle assembly includes a pair of axleshafts connected to a pair of wheels, and a drive mechanism for selectively coupling a driven input shaft to one or both of the axleshafts. The drive mechanism includes first and second drive units that can be selectively engaged to control the magnitude of the drive torque transferred and the relative rotary speed between the input shaft and the axleshafts. Each drive unit includes a planetary gearset disposed between the input shaft and its corresponding axleshaft, and a pair of mode clutches that may be activated to cause the planetary gearset to establish different speed ratio drive connections between the input shaft and the axleshaft. A control system including an electronic control unit (ECU) and sensors are provided to control actuation of the clutches so as to control the side-to-side traction characteristics of the drive axle assembly.

Abstract: Front and rear wheels Tf, Tr of a motor vehicle driven by an engine 10 are connected through a differential control device 15 which is capable of varying the torque to transmit. When the turning radius of a predetermined one wheel or the motor vehicle is equal to or smaller than a predetermined turning radius, the transmission torque of the differential control device is decreased by a control device to prevent the tight-corner braking phenomenon from occurring. When the motor vehicle is stopped momentarily with the transmission torque being lowered, the control device maintains the transmission torque as it is, and the vehicle is then restarted with the transmission torque being lowered. Thus, when the motor vehicle which was stopped momentarily with a large steering angle is then restarted, the tight-corner braking phenomenon can be prevented from occurring from the beginning of the restarting.

Abstract: A motor vehicle powertrain includes a transmission producing multiple speed ratios, and a transfer case including a second input driveably connected to the transmission output, a second output continually driveably connected to a first set of wheels and releasably connected to a second set of wheels, for producing alternately in the transfer case a low speed ratio and a high speed ratio. A mode selector produces a signal representing a desired driving mode. A controller, responsive to the signals produced by the mode selector, controls the transmission to produce alternately the multiple speed ratios of the transmission, and for controls the transfer case to operate alternately in the low speed ratio and high speed ratio that corresponds to the desired driving mode and a current speed ratio produced by the transmission.

Abstract: A differential (2) for a vehicle is proposed for the apportionment of a drive torque conducted via a drive shaft on a crown gear (7). The drive torque is engendered by a motor (1) onto two output shafts (3, 4) and differential is to serve for the compensation of a difference in speed of rotation between the two output shafts (3, 4). The crown gear (7) is located in an area between the motor (1) and a drive wheel (6) of a vehicle (29) while a semi-independent suspension assembly (10) is to be found between the output shafts (3, 4) in the area between the motor (1) and the other drive wheel (5) of the vehicle, whereby the crown gear (7) and the semi-independent suspension assembly (10) are bound together via a shaft (8).

Abstract: In the case of a control device for an at least temporarily four-wheel-driven motor vehicle, having a control unit which can variably distribute the driving torque of a drive unit as a function of operating conditions to primary driving wheels, which are permanently connected with the drive unit, and to secondary driving wheels which, if required, can be connected by way of a transfer clutch with the drive unit, in that the control unit determines a desired clutch torque which is to be set by an actuator device at the transfer clutch, one operating condition is the vehicle speed. The control unit is further developed such that, when the desired clutch torque is determined, at least one defined high-speed range is taken into account and in that a speed-range-related clutch torque assigned to the high-speed range is defined as a maximally permissible limit torque.

Abstract: A two speed drive system for an all wheel drive vehicle includes a double planetary gear front differential and a power take-off unit transferring drive torque to a front wheel set and a rear wheel set of the vehicle. A rear differential connects the power take-off unit and the rear wheel set providing the drive torque to the rear wheel set. A two speed drive unit is positioned between the power take-off unit and the rear differential. The drive unit shifts between a high range drive operation and a low range drive operation. The drive unit may be mounted directly to either the power take-off unit or the rear differential.

Abstract: A torque transfer mechanism for controlling the magnitude of a clutch engagement force exerted on a clutch pack that is operably disposed between a first rotary member and a second rotary member includes a hydraulic clutch actuation system. The hydraulic clutch actuation system includes a primary fluid circuit coupled to a secondary fluid circuit by a pressure intensifier. The pressure intensifier provides magnified pressure to a piston for actuating the clutch pack.

Abstract: In the case of a control device for an at least partially four-wheel-driven motor vehicle, having a control unit which can variably distribute the driving torque of a drive unit to primary driving wheels, which are permanently connected with the drive unit, and to secondary driving wheels, which, if required, can be connected by way of a transfer clutch with the drive unit, wherein the control unit determines a desired clutch torque which is to be set by an actuator device at the transfer clutch. The control unit is further configured such that, when the desired clutch torque is determined, at least one degree of stress to the transfer clutch and/or at least one degree of stress to the actuator device are taken into account. In this case, the taking into account of a short-duration degree of stress to the transfer clutch is particularly important with a view to a closing which is as fast as possible for preventing a slip.

Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential, a speed changing unit operably disposed between the differential assembly and one of the first and second axleshafts, and first and second mode clutches. The first mode clutch is operable to engage the speed changing unit for reducing the rotary speed of the second axleshaft relative to the rotary speed of the first axleshaft. The second mode clutch is operable to engage the speed changing unit for increasing the rotary speed of the second axleshaft relative to the rotary speed of the first axleshaft. A control system controls actuation of both mode clutches.

Abstract: A multi-wheel-drive vehicle has at least six wheels, a transmission with a first brake, and a transaxle device for the front drive wheels. The transaxle device includes a drive axle, an input shaft rectangular to the drive axle for receiving power from the transmission, a drive train connecting the drive axle to the input shaft, a second brake, and a clutch device in the input shaft. The drive axle may be a pair of drive axles connected by a differential unit. The clutch device can selectively isolate the drive axle from the rotation of the input device. Further, the clutch device is engaged when the first brake is applied. Additionally, the first and second brakes may be connected such that their operation may be synchronized.

Abstract: A full-time power take-off unit is equipped with a dual-mode bi-directional overrunning clutch and a shift mechanism to establish all-wheel drive and part-time four-wheel drive modes. Further, the power take-off unit includes a disconnect clutch that is controlled by the mode shift mechanism to establish a full-time four-wheel drive mode.

Abstract: A four wheel drive assembly 10 including a torque transfer assembly 60 which operates under the control of the controller 62 and which receives and selectively transfers a certain desired amount of torque to a front axles 14, 15 and to the rear axles 14 17. The amount of transferred torque varies depending upon the occurrence of a sensed slip condition the use of a pre-emptive slip control mode of operation in which the controller 62 determines that it is likely that a slip may occur. Particularly, controller 62 is allowed to enter the preemptive mode of operation only after an actual slip has occurred and the controller 62 exits this preemptive mode of operation upon the occurrence of a certain event or condition or upon the passage of a certain amount of time.

Abstract: A temporary indicated torque is obtained by taking a conventional dead zone area for a first slip control area, and the value proportional to the slip quantity for a maximum value, this temporary indicated torque is corrected by a correction value according to the tight cornering brake quantity to be the indicated torque of the transfer clutch, and occurrence of any tight cornering brake phenomenon is prevented thereby. In a slip control area after passing a dead zone area (a second slip control area), the slip control is smoothly transferred from the first slip control area to the second slip control area by performing the slip control with a value of the indicated torque according to the slip quantity added to the indicated torque in the first slip control area as the indicated torque, abrupt torque change is prevented, and the vehicle behavior is stabilized thereby.

Abstract: The present invention provides a shift mechanism disposed in a housing for providing operable communication between a shift actuator and a shift sleeve. The shift mechanism generally includes a shift rail, a shift fork, a first biasing member, and a second biasing member. The shift rail is slidably supported by the housing. The shift fork is slidably disposed on the shift rail and engages the shift sleeve. The first biasing member is disposed between the shift actuator and the shift rail for selectively biasing the shift rail in a first direction upon actuation of the shift actuator. The second biasing member is disposed between the housing and the shift fork for biasing the shift fork in a second direction that is substantially opposite the first direction.

Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshaft and first and second mode clutches. The first mode clutch is operable with the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second mode clutch is operable with the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both mode clutches.

Abstract: A fault detecting apparatus for a four-wheel drive vehicle is provided for avoiding without fail any erroneous detection due to a response delay associated with an operation for switching a speed increasing system and due to sudden fluctuations in wheel speed, to highly accurately detect a fault in the speed increasing system. The speed increasing system is configured to transmit a driving force of a prime mover directly to main driving wheels and to sub-driving wheels through associated clutches, and to increase rotational speed of the sub-driving wheels above rotational speed of the main driving wheels when a speed increase instruction signal is outputted. The fault detecting apparatus comprises an S-AWD•ECU for detecting a fault in the speed increasing system, and for disabling the fault detection until a predetermined time has elapsed after a speed increase instruction signal was outputted or after the output of the speed increase instruction signal was stopped.

Abstract: A drive axle assembly includes a pair of axleshafts connected to a pair of wheels, and a drive mechanism for selectively coupling a driven input shaft to one or both of the axleshafts. The drive mechanism includes first and second drive units that can be selectively engaged to control the magnitude of the drive torque transferred and the relative rotary speed between the input shaft and the axleshafts. Each drive unit includes a planetary gearset disposed between the input shaft and its corresponding axleshaft, and a pair of mode clutches that may be activated to cause the planetary gearset to establish different speed ratio drive connections between the input shaft and the axleshaft. A control system including an electronic control unit (ECU) and sensors are provided to control actuation of the clutches so as to control the side-to-side traction characteristics of the drive axle assembly.

Abstract: A torque transfer mechanism for controlling the magnitude of a clutch engagement force exerted on a clutch pack that is operably disposed between a first rotary member and a second rotary member includes a hydraulic clutch actuation system. The hydraulic clutch actuation system includes a primary fluid circuit coupled to a secondary fluid circuit by a pressure intensifier. The pressure intensifier provides magnified pressure to a piston for actuating the clutch pack.

Abstract: A power transfer assembly for a four-wheel drive vehicle includes first and second output shafts and a drive mechanism operable to selectively transfer drive torque from a driven input shaft to the output shafts. The drive mechanism includes a differential assembly, a planetary gear assembly and first and second mode clutches. The first mode clutch is operable with the planetary gear assembly to increase the rotary speed of the first output shaft which, in turn, causes a corresponding decrease in the rotary speed of the second output shaft. The second mode clutch is operable with the planetary gear assembly to decrease the rotary speed of the first output shaft so as to cause an increase in the rotary speed of the second output shaft. A control system controls actuation of both mode clutches.

Abstract: A CPU computes a throttle opening degree increasing speed V?h and a steering wheel angular velocity V? based on a throttle opening degree ?h and a steering wheel angle ?. Based on the throttle increasing speed V?h and the steering wheel angular velocity V?, the CPU selects one of a first drive mode and a second drive mode. The CPU controls the power transmission ratio of a power transmitting device according to the selected drive mode. Therefore, the power transmission ratio of the power transmitting device is properly controlled in accordance with the degree of intention for acceleration of the driver, which is computed based on the throttle increasing speed V?h, and the turning speed of the steering wheel, which is computed based on the steering wheel angular velocity V?. Therefore, the drive mode is properly switched in accordance with the driving state of a four-wheel drive vehicle.

Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshafts and first and second mode clutches. The first mode clutch is operable with the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second mode clutch is operable with the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both mode clutches.

Abstract: A parallel engine and transmission drive arrangement with application to both land and marine vehicles reduces the large moment arm and moment about the rear axle in the case of land vehicles, and provides trim and stability and compact arrangement of the drive arrangement in the case of a marine vessel. The arrangement is applicable to buses, tractor-trailer rigs, towing, dump trucks, garbage trucks, concrete trucks, fire trucks, recreational vehicles, and boats or ships. In one aspect, the engine and transmission are laterally arranged in a parallel manner. This arrangement shortens the longitudinal distance necessary in rear-mounted engine designs from about 120 inches to as little as 54 inches. The large moment arm found about the rear axle in conventional rear-mounted engines is thereby reduced, and the transfer case performance requirements are relaxed, resulting in a transfer case with reduced bulk and weight.

Abstract: A hunting detecting device used for an electrical load detecting device sets a current command value for an electrical load. Based on a deviation between a current that actually flows through the electrical load and the current command value, the hunting detecting device performs at least proportional control in a group including proportional control, integral control, and differential control. The hunting detecting device sends a current generated based on the performed control to the electrical load. A current determining device determines whether there is a current through the electrical load. When the current determining device determines that there is a current through the electrical load, a hunting detector detects a number of times of hunting within a predetermined period.

Abstract: A torque transfer mechanism for controlling the magnitude of a clutch engagement force exerted on a clutch pack that is operably disposed between a first rotary member and a second rotary member includes a hydraulic clutch actuation system. The hydraulic clutch actuation system includes a primary fluid circuit coupled to a secondary fluid circuit by a pressure intensifier. The pressure intensifier provides magnified pressure to a piston for actuating the clutch pack.

Abstract: A method of controlling the handling of vehicles having a controllable longitudinal clutch and/or a controllable main-axle lateral lock in the case of all-wheel systems and a controllable lateral lock in the case of vehicles with a single-axle drive. The input quantities are first detected and processed, and subsequently, a comparison takes place of the desired driving direction, which is defined by way of the steering angle (LW), and the actual moving direction (BR) of the vehicle. If the two values deviate from one another by a definable reference value (RW), the coupling between the front axle and the rear axle of the vehicle is increased for increasing the yaw damping, or, when a controllable main-axle lateral lock is present, the locking torque of the lateral lock is increased, or the two measures are initiated simultaneously.

Abstract: A transfer case is provided with a range unit, an interaxle differential, a clutch assembly and a power-operated actuation mechanism. The range unit includes a planetary gearset driven by an input shaft, and a synchronized dog clutch assembly for releasably coupling one of the input shaft or an output component of the planetary gearset to an input member of the interaxle differential. The interaxle differential further includes a first output member driving a first output shaft, a second output member operably driving a second output shaft. The clutch assembly is a multi-plate friction clutch operably disposed between the first and second output shafts. The power-operated actuation mechanism includes a range actuator assembly, a ball-ramp clutch actuator assembly and a motor assembly operable to control actuation of the range actuator assembly and the clutch actuator assembly.

Abstract: A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes a clutch actuator for generating and applying a clutch engagement force on the clutch assembly.

Abstract: A motor vehicle transfer case includes an interaxle differential driven by an input shaft and an electromagnetic synchronizer and brake for synchronizing and braking rotation of the input and secondary output shaft. An electromagnetic coil is mounted within the transfer case about the input shaft and surrounded by a freely rotatable rotor. A circular armature is coupled to a chain drive sprocket adjacent the rotor and the electromagnetic coil. The chain drive sprocket is driven by the secondary output of the interaxle differential, the other output of which drives the primary transfer case output. Energization of the electromagnetic coil attempts to synchronize and brake rotation of the input shaft and the chain drive sprocket and secondary driveline and maintains the slack or lash in the driveline in a constant state to eliminate noise and driveline transients.

Abstract: A transfer case for motor vehicles with off-the-road gear comprises a casing, an input shaft, a first output shaft, coaxial with the latter, a second output shaft, offset therefrom, a speed-reduction unit, a coupling unit and an offset drive. The speed-reduction unit comprises a central drive gearwheel, connected in a rotationally fixed manner to the input shaft, a central driven gearwheel and at least two intermediate transmissions, rotatable about spindles fixed to the casing, each with two intermediate gearwheels, one of which meshes with the central drive gearwheel and the other meshes with the central driven gearwheel, a first driven shaft, connected in a rotationally fixed manner to the central drive gearwheel, and a hollow second driven shaft, connected in a rotationally fixed manner to the central driven gearwheel, which driven shafts lead to a coupling unit.