Abstract: A method of controlling an axle assembly. The method may include removing an actuator that is adapted to actuate a shift collar from a housing of the axle assembly, installing a positioning mechanism in place of the actuator, and securing the positioning mechanism to the housing of the axle assembly.

Abstract: A hybrid transmission for a vehicle includes a transmission input shaft extending in a transverse direction, at least one countershaft arranged parallel to the transmission input shaft, a clutch device arranged coaxially with respect to the transmission input shaft and which has at least one clutch, and a differential having a differential input gear. A rotational axis of the differential input gear is arranged parallel to the transmission input shaft. The transmission also includes an electric machine having a rotor with a rotor rotational axis arranged parallel to the transmission input shaft and a transmission control device. As viewed in a longitudinal direction perpendicular to the transverse direction, the differential input gear, the transmission input shaft, and a transmission controller including the transmission control device are arranged in succession in the sequence specified.

Abstract: The present invention discloses a liquid-cooled integrative power system for electric forklift and a control method thereof. It includes an integrated transmission gearbox, an integrated motor controller, an oil pump and a vehicle controller. The integrated transmission gearbox includes a drive motor transmission mechanism and an oil pump motor transmission mechanism. The integrated motor controller includes a control unit for a drive motor and a control unit for an oil pump motor. The integrated transmission gearbox, the integrated motor controller, the drive motor, the oil pump motor, the oil pump and the vehicle controller are completely integrated and mounted to form the liquid-cooled integrative power system for electric forklift. The vehicle controller comprehensively controls the integrative power system.

Abstract: A vehicle drive apparatus includes: a rotary electric machine disposed on a first axis; a differential gear mechanism disposed on a second axis; an output member disposed on the second axis; an inverter device; and a case. The case is a single-piece case internally including: a first housing chamber housing the rotary electric machine; and a second housing chamber housing the inverter device and divided from the first housing chamber with a partition. At least a specified portion of the output member is housed in the first housing chamber. A location of the specified portion in an axial direction overlaps with the rotary electric machine. The partition is provided between the specified portion and the inverter device.

Abstract: An assembly for use with an electric motor, including a shaft with on a first end and on a second end a rotatable gear. Each gear is fixedly connected to a first clutch member that can slipping engage a second clutch member extending around the shaft and connected to the shaft in a fixed angular position. A force member is axially situated between the clutch members for moving second clutch members relative to the first clutch members in an axial direction such that the first clutch members and the second clutch members can engage and disengage in a slipping manner at relative circumferential speeds.

Abstract: A power transmission device includes a bearing, a differential mechanism, a case that houses the differential mechanism, a pinion gear supported by the case, a wall part that overlaps the case in an axial direction, a plate that is provided between the wall part and the case in the axial direction, and that supports the case with the bearing being interposed, and a parking pawl that is rotatably fixed to the plate in a position that overlaps the plate in the axial direction.

Abstract: 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.

Abstract: Methods and systems for an electric drive axle of a vehicle are provided. A gear train in an electric drive axle system includes, in one example, an input shaft configured to rotationally couple to an electric motor-generator and including a first gear and an intermediate shaft including a second gear rotationally coupled to the first gear and a third gear and a fourth gear each configured to rotationally couple to a separate gear on an output shaft. In this example, the second gear, the third gear, and the fourth gear have different sizes, the third gear includes an axial extension having at outer surface, and an interior surface of the second gear circumferentially surrounds at least a portion of the outer surface of the axial extension.

Abstract: A power transmission device includes first and second drive shafts, a differential mechanism, a case, a pinion shaft, a pinion gear, and a bearing. The differential mechanism is connected to the second drive shaft. The differential mechanism includes a first side gear connected to the first drive shaft, a second side gear, first and second pinion mate gears that engage with the first and second side gears, first and second pinion mate shafts that respectively support the first and second pinion mate gears. The pinion gear includes small and large diameter gear parts. The bearing is positioned between the pinion shaft and the pinion gear, and is lubricated via an oil hole that is open facing an outside of the case at a small diameter gear part side. The small diameter gear part is positioned between the first and second pinion mate shafts in a circumferential direction.

Abstract: A gear assembly including: a drive gear adapted to be connected to an output shaft of an electric motor and being rotatable around a transmission axis; a planetary gear assembly including at least one sun gear, two or more planetary gear members rotatably supported on a carrier about respective planetary gear axes and meshing with the at least one sun gear and optionally a ring gear, an input stage connected to the drive gear, and an output stage adapted to be connected to a drive member for rotation of the drive member about the transmission axis; a clutch member adapted for slippingly connecting the ring gear with the carrier or with the drive member; and a brake member adapted for fixedly engaging a part of the planetary gear assembly with a locking part of the gear assembly.

Abstract: Methods and systems are provided for a vehicle park lock. In one example, the park lock may be configured with a first portion having a first set of teeth and a second portion having a second set of teeth configured to engage with the first set of teeth. The first portion may be coupled to a rotating part of the vehicle while the second portion may be coupled to a stationary part of the vehicle. The second portion may include actuating devices to actuate the sliding of the second set of teeth, the actuating devices including a motion source, elastic elements, and one or more ramps.

Abstract: An apparatus for controlling turning of a vehicle, a system having the same, and a method thereof are provided. The vehicle turning control apparatus include a processor to perform a control operation to determine whether a present situation is a normal turning situation based on steering angle information and wheel speed information of the vehicle, and operate an electronic limited slip differential (eLSD) by making an inner wheel slip based on a turning direction when an operation of the eLSD is failed in the normal turning situation; and a storage to store data obtained by the processor and an algorithm executed by the processor.

Abstract: Proposed is a disconnector apparatus including: a support ring provided in a differential casing and configured to support a pinion gear mounted therein; a clutch ring configured to be coupled to or decoupled from the support ring in the differential casing; an actuator including an armature provided at an outer side of the differential casing opposite to the clutch ring, the actuator being configured to couple the clutch ring and the support ring by pulling, with an electromagnetic force, the armature connected to the clutch ring by an application rod; and an elastic member coupled to a portion of the application rod in the differential casing and having one end in contact with the differential casing and the other end in contact with the clutch ring to elastically support the clutch ring.

Abstract: 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.

Abstract: A device (1) for cooling and lubricating components of a vehicle (2) includes at least one housing (3), a coolant sump (4), a first coolant pump (5.1) configured for delivering coolant (6) from a first housing section (A) for accommodating a transmission (12) into the coolant sump (4), a second coolant pump (5.2) configured for delivering coolant (6) from the coolant sump (4) into a coolant line system (8), and a heat exchanger (7) configured for cooling the coolant (6) delivered by the second coolant pump (5.2). The coolant line system (8) fluidically connects at least the second coolant pump (5.2) to the heat exchanger (7) and, at least indirectly, fluidically connects the heat exchanger (7) to multiple coolant outlets (11.1, 11.2, 11.3, 11.4, 11.5) for spraying coolant (6) onto components in the housing (3) that require cooling and lubrication.

Abstract: An axle assembly for a vehicle includes a frame, a motor, and a pair of gear reduction subassemblies. The frame extends between a first distal end and a second distal end. The second distal end opposes the first distal end. The motor is secured to the frame between the first distal end and the second distal end. The pair of gear reduction subassemblies are rotatably coupled to the first distal end and the second distal end and configured to drive rotation from the motor to a pair of wheels. Each gear reduction subassembly includes a plurality of gears defining a plurality of gear ratios.

Abstract: Methods and systems are provided for integrating a gearbox into an electric motor. In one example, a system may include enclosing a gearbox containing a planetary gear set and a differential within an envelope of a rotor of the electric motor.

Abstract: An axle assembly for frame rail vehicles is described herein. The axle assembly also includes a drive unit housing that includes an interior cavity enclosing first and second electric machines, a common gear reduction, a differential gear set, and a speed change mechanism with the first and second axle shafts partially disposed within the interior cavity and extending out of the drive unit housing. The drive unit housing includes a central cavity, a lower cavity, a first machine cavity, and a second machine cavity. The central cavity includes the common gear reduction and the axis of rotation of the first and second axle shafts. The lower cavity accumulates a volume of gearbox fluid with the speed change mechanism at least partially immersed in the lower cavity. The first machine cavity includes the first electric machine and the second machine cavity includes the second electric machine.

Abstract: A high voltage vertical break disconnect switch with a planetary gear reduction drive assembly including at least one stage operatively attached to a perpendicular rotatable insulator of the high voltage vertical break disconnect switch. The planetary gear reduction drive assembly includes a lower crankshaft part and a cooperating upper crankshaft part. The lower crankshaft part is solidly connected to the perpendicular rotatable insulator. The planetary gear reduction drive assembly includes an output that drives the upper crankshaft part. The upper crankshaft part drives a movable link assembly that causes a switch blade of the vertical break switch to open and close.

Abstract: A drive unit assembly. The drive unit assembly includes one or more first motors drivingly connected to at least a first end portion of a first shaft. A planetary gear assembly having a sun gear, one or more planetary gears, a ring gear and a carrier. At least a portion of the sun gear is drivingly connected to at least a portion of a second end portion of the first shaft and the carrier is drivingly connected to at least a portion of the one or more planetary gears. A differential input member is drivingly connected to at least a portion of the carrier and a differential assembly. At least a portion of a first axle half shaft is drivingly connected to the differential and is disposed within a hollow portion of said first shaft and a second axle half shaft is drivingly connected to the differential assembly.

Abstract: A lock plate for an electronically actuated locking differential is provided. In one example embodiment, the lock plate includes a base portion having a first side and an opposite second side, a plurality of radially spaced teeth extending outwardly from the first side, and a plurality of standoffs extending outwardly from the second side.

Abstract: A vehicle has an engine, an accelerator control, a limited slip differential (LSD) mounted on an axle driven by the engine, and left and right wheels operably connected to the LSD. An accelerator control position is sensed. A speed of the vehicle is optionally sensed. In order to prevent wheel spin, a high load is selectively applied to the LSD when the accelerator control position meets or exceeds a predetermined position threshold. Optionally, application of the high load may depend on the speed of the vehicle being less than a predetermined speed threshold, the accelerator control position concurrently meeting or exceeding the predetermined position threshold. In order to enhance directional stability of the vehicle, a stabilization load is optionally applied when the speed of the vehicle meets or exceeds the predetermined speed threshold.

Abstract: Some embodiments of the present disclosure provide a hybrid power coupling mechanism and a vehicle. The hybrid power coupling mechanism includes an engine, a first output shaft, a generator, a driving motor, and a differential mechanism, wherein a rotating shaft of the engine is connected to an input shaft of the generator through the first output shaft, and an input shaft of the driving motor is connected to the differential mechanism in a speed-reducing manner through a planetary gear set. The vehicle includes a power storage battery, a motor controller and the foregoing hybrid power coupling mechanism. The problems of power interruption and high cost in mode switching of a hybrid power coupling mechanism of the existing vehicle are solved. The engine and the generator operate in an extended range mode, and the driving motor is decelerated by the planetary gear set and inputs power to the differential mechanism.

Abstract: A locking differential assembly (10) includes a differential case (12). A lock ring (40) is selectably engagable with a first side gear (18, 20) to selectably prevent the first side gear (18, 20) and a second side gear (18, 20) from rotating relative to the differential case (12). A plunger (30) is translatable along a plunger axis (55) through a bore (68) in the differential case (12). The plunger (30) is to be in contact with the lock ring (40) at least when the lock ring (40) is engaged with the first side gear (18, 20). A position of the plunger (30) relative to the differential case (12) along the plunger axis (55) is indicative of an engagement status of the lock ring (40). A non-contacting sensor is connected to the differential case (12) and located a fixed, predetermined distance from the differential case (12). The sensor is to detect a proximity of the plunger (30) to the sensor and to output an electrically detectable signal indicative of the engagement status of the lock ring (40).

Abstract: An axle assembly for frame rail vehicles is described herein. The axle assembly includes a first axle shaft and a second axle shaft orientated along a first axis of rotation. A first electric machine is orientated along a second axis of rotation and a second electric machine is spaced from the first electric machine and orientated along a third axis of rotation. A differential gear set is disposed about the first axis of rotation and is coupled to and driven by a common gear reduction to transfer rotational torque from the first and second electric machines to the first and second axle shafts. A speed change mechanism is coupled between the common gear reduction and the differential gear set to change the rotational torque transferred to the first and second axle shafts.

Abstract: The cooling apparatus uses oil to cool an electric motor whose output is transmitted to a drive shaft inserted into a motor shaft via a reduction gear and a differential gear. An oil seal seals the gap between the differential case of the differential gear and the outer peripheral surface of the drive shaft. An oil passage is formed inside the drive shaft. An oil introduction hole is formed in the drive shaft on the side of the differential gear with respect to the oil seal to introduce oil from the differential gear into the in-drive-shaft oil passage. An oil outlet hole is formed in the drive shaft on the side of the electric motor with respect to the oil seal to draw oil from the in-drive-shaft oil passage to the inside of the motor shaft.

Abstract: A transmission for an electric vehicle may include a first planetary gear set; a first motor configured to input power to a first rotation element of the first planetary gear set; a differential configured to receive power output from a second rotation element of the first planetary gear set; a second motor configured to selectively provide power to a third rotation element of the first planetary gear set; a second planetary gear set including a first rotation element which is directly connected to the differential, and a second rotation element which is configured to selectively receive power from the second motor; and a third planetary gear set including a third rotation element which is directly connected to a third rotation element of the second planetary gear set, a second rotation element which is fixed, and a first rotation element which is directly connected to a selected output shaft of the differential.

Abstract: An electric drive module that includes an electric motor, a differential assembly, and a transmission that transmits rotary power between the electric motor and the differential assembly. The transmission has first and second reductions. The first reduction has a drive gear, which is rotatable about a first axis, and a pair of first reduction gears that are each meshingly engaged to the drive gear rotatable about a respective second axis. The second axes are spaced apart from one another and are parallel to the first axis. The second reduction has a driven gear and a pair of second reduction gears. The driven gear is rotatable about a third axis that is parallel to the first axis. Each of the second reduction gears is being meshingly engaged to the driven gear and non-rotatably coupled to an associated one of the first reduction gears.

Abstract: A transmission arrangement for the controllable distribution of a drive torque from an input element to at least one output element in an all wheel drive train of an all wheel drive motor vehicle, comprising an additional drive unit, a first transmission part region, the first transmission part region being drive-connected directly or indirectly to the additional drive unit, a second transmission part region, the first transmission part region being connected indirectly via the second transmission part region to the output element, and a selector element, it being possible for the selector element to be moved into three shifting positions, namely a first shifting position, in which the first transmission part region is drive-connected to the input element, a second shifting position, in which the first transmission part region is drive-connected to the second transmission part region, and a third shifting position, in which the first transmission part region is drive-connected neither to the input element nor

Abstract: A vehicle driving device including: a rotary electric machine that is a driving force source of a first wheel and a second wheel; a speed reduction device that reduces a speed of a rotation of the rotary electric machine; and a differential gear device that distributes to the first wheel and the second wheel, a driving force that is transmitted from the rotary electric machine via the speed reduction device.

Abstract: In a drive cam groove, a groove bottom is sloped such that a depth of the groove bottom continuously decreases from one end to the other end of the drive cam groove. The drive cam groove has: a first drive cam groove that is formed such that a distance between a center of a drive cam and the groove bottom at the first drive cam groove continuously changes from the one end toward the other end of the drive cam groove; and a second drive cam groove that is formed such that a distance between the center of the drive cam and the groove bottom at the second drive cam groove is constant from the first drive cam groove to the other end of the drive cam groove.

Abstract: Methods and systems for an electric drive axle of a vehicle are provided. An electric drive axle system includes, in one example, a gear train configured to rotationally attach to an electric motor-generator. The gear train includes an output shaft rotationally coupled to a first planetary gear assembly axially offset from an input shaft rotationally coupled to the electric motor-generator, the first planetary gear assembly configured to removably couple to a differential arranged co-axial with an axle.

Abstract: A vehicle driveline component having a differential assembly that includes a limited slip clutch, a locking clutch and an actuator for operating the limited slip clutch and the locking clutch. The actuator includes a pair of ball-ramp mechanisms that share a rotatable ball-ramp ring.

Abstract: An electromotive drive assembly comprises a housing arrangement with a first and second housing element between which an intermediate plate is arranged; a drive unit comprising a drive shaft which is rotatably drivable about a first axis of rotation; a transmission arrangement with an intermediate shaft which extends through an opening of the intermediate plate and is rotatably drivable by the drive shaft, and with a power split unit which is drivingly connected to the intermediate shaft and is rotatably supported about a third axis of rotation coaxial with the first axis of rotation by a first bearing in the intermediate plate and a second bearing in the second housing element; and a clutch arrangement by which the power path between the drive unit and the power split unit can be selectively connected and disconnected, wherein the opening comprises a clutch receptacle on which at least one element of the controllable clutch arrangement is axially supported.

Abstract: Methods and systems are provided for operating a vehicle that includes a torque vectoring electric machine. In one example, torque output of a torque vectoring electric machine is adjusted to reduce driveline torque disturbances when the torque vectoring electric machine is activated. The torque output is adjusted in response to a speed difference between a wheel speed and a speed of the torque vectoring electric machine.

Abstract: The present invention discloses a locking device, a power assembly, a power transmission system and a vehicle. The locking device includes: a first flange, the first flange being adapted to be fixed on the first shaft; a second flange, the second flange being adapted to be fixed on the second shaft; a synchronizing ring, the synchronizing ring being normally connected to the first flange to be adapted to rotate synchronously with the first flange, and the synchronizing ring being slidable relative to the first flange; and a driving component, the driving component selectively pushing the synchronizing ring to slide from an unlocked position to a locked position in an axial direction of the first flange. When the synchronizing ring is in the locked position, the synchronizing ring is connected to the second flange be adapted to rotate the second flange synchronously with the first flange. When the synchronizing ring is in the unlocked position, the synchronizing ring is separated from the second flange.

Abstract: An impeller locking device for a wind generator is provided. The impeller locking device includes a locking hole formed on an impeller connecting disc, and a locking pin configured to fit into the locking hole. The locking pin is connected with a base of the wind generator; and when the locking pin is locked in the locking hole, a radial clearance is provided between the locking pin and the locking hole. When the axes of the locking pins and the locking holes are deviated radially, the locking pins can also be inserted into the locking holes, so that radial constraints of the locking pins and the locking holes are eliminated. A wind generator adopting the impeller locking device is further provided.

Abstract: A transaxle includes: an axle housing in which an input gear is rotatably supported; a differential casing that is contained in the axle housing while being rotatably supported relative to the axle housing; first and second side gears as a pair of spur gears that are contained in the differential casing, coaxially arranged, relatively rotatable with each other, and rotatable relative to the differential casing; a group of pinions as spur gears that are rotatably supported, in the differential casing, by rotational shafts that are in parallel with axes of the first and the second side gears in the differential casing, the group of pinions transmitting power between the first side gear and the second side gear; and a final gear having a ring shape that is contained in the axle housing, meshes with the input gear, incorporates the differential casing, and is relatively unrotatably coupled to the differential casing.

Abstract: A vehicle driving device including: a rotary electric machine that is a driving force source of a first wheel and a second wheel; a speed reduction device that reduces a speed of a rotation of the rotary electric machine; and a differential gear device that distributes to the first wheel and the second wheel, a driving force that is transmitted from the rotary electric machine via the speed reduction device.

Abstract: In at least some implementations, a system for a vehicle differential having multiple gears includes a coil of wire, a drive member movable in response to a magnetic field generated by application of electricity to the coil between a first position and a second position, and a lock member coupled to the drive member for movement with the drive member throughout a range of movement of the drive member. The lock member is adapted to engage a gear of the differential when the drive member is in the second position and the lock member is adapted to be disengaged from the gear when the drive member is in the first position. In this way, the differential may be selectively locked.

Abstract: An axle assembly having a spigot bearing assembly. The spigot bearing assembly may extend between a motor housing and a rotor output flange that may be fixedly mounted to a rotor. The spigot bearing assembly may rotatably support the rotor output flange and may inhibit deflection of the rotor. A spigot bearing biasing member may exert a biasing force on the spigot bearing assembly.

Abstract: An electric drive-unit encased in a housing includes an electric motor, a first output member, and a second output member. The drive-unit also includes first, second, and third planetary gear-sets, each having first, second, and third nodes. The first gear-set has one node connected to the electric motor. The second gear-set has one node connected to the first planetary gear-set, another node connected to the first output member, and the remaining node fixed to the housing. The third gear-set has one node connected to the first gear-set and another node connected to the second output member. The drive-unit additionally includes a first torque-transmitting device configured to selectively connect one third gear-set node to the housing to thereby affect a first speed-ratio. Furthermore, the drive-unit includes a second torque-transmitting device configured to selectively connect one first gear-set node to one of the third gear-set nodes to thereby affect a second speed-ratio.

Abstract: A drive torque received from a power source is split and output to first and second output shafts through a torque vectoring apparatus including a torque vectoring device that controls a torque ratio of split torques, where the torque vectoring device includes a control motor, a first compound planetary gear set including first and second planetary gear sets having a shared first rotation element fixed to a housing, a second rotation element, and a third rotation element connected to the first output shaft, and a second compound planetary gear set including third and fourth planetary gear sets having a shared fourth rotation element connected to the control motor, a fifth rotation element connected to a second output shaft, and a sixth rotation element connected to the second rotation element.

Abstract: A centralized full-time electric four-wheel drive system, including: a housing; a central differential; a main drive unit, whose power output gear meshes with the ring gear of the central differential; a dual-rotor motor having a first and a second output gear at either end; a rear-axle differential; a first planetary gearset (PG), whose sun gear and ring gear connect to the carrier of the central differential and the housing respectively; a second PG with common carrier of the first PG, whose sun gear connects to the sun gear of the central differential and ring gear meshes with the first output gear; a third PG, whose sun gear and ring gear connect to the semi-axle of the rear-axle differential and the housing respectively; a forth PG with common carrier of the third PG, whose sun gear connects to the rear-axle differential cage and ring gear meshes with the second output gear.

Abstract: An electric axle drive utilizes an electric motor to propel both half-shafts via final drive gearing and a differential. Torque vectoring gearing alters the torque distribution by transmitting power from one of the half shafts to the motor or from the motor to the half-shaft in response to engagement of brakes. Both the final drive gearing and the torque vectoring gearing are implemented using stepped planetary gear sets. The final drive gearing and differential are located on one end of the electric motor. The torque vectoring gearing is located on the opposite end of the electric motor.

Abstract: The power distribution device includes: a double pinion first planetary gear mechanism including a first sun gear, a first carrier, and a first ring gear; and a double pinion second planetary gear mechanism including a second sun gear, a second carrier, and a second ring gear. The first sun gear and the second carrier are connected to each other and connected to a first motor, and the first carrier and the second sun gear are connected to each other and connected to a second motor. The first ring gear and the second ring gear are respectively connected to a right output shaft and a left output shaft, and a gear ratio of the first ring gear to the first sun gear and a gear ratio of the second ring gear to the second sun gear are set to the same value.

Abstract: Disclosed herein are systems, gearing assemblies and methods for controlling a differential rotation rate between shafts of a vehicle using a variable speed reversible motor. An embodiment includes a gearing assembly including a differential configured to engage a first axle shaft, a second axle shaft, and a drive shaft of a vehicle. The gearing assembly further includes a first plurality of alignment gears and a second plurality of adjustment gears configured to engage the differential, configured to be driven by a variable speed reversible motor of the vehicle, and configured to controllably alter a rotation rate of a first axle shaft relative to a rotation rate of the second axle shaft based on rotation produced by the variable speed reversible motor.

Abstract: An electric differential with a torque vectoring function. The electric differential includes: a main drive mechanism; a bevel gear differential; a TV control drive mechanism used for outputting control power; a first single-row planetary gear train, of which a first sun gear is coaxially and fixedly connected with a first half shaft and a first planet carrier is connected with a control output end; a second single-row planetary gear train, of which a second planet carrier is fixed to a drive axle housing, a second gear ring is fixedly connected with a first gear ring and a second sun gear is supported on the first half shaft through a bearing.

Abstract: The torque vectoring device includes a torque vectoring motor, a first sun gear connected to the left drive wheel, a plurality of first planetary gears, a second sun gear, a plurality of second planetary gear formed integrally and coaxially with the first planetary gear, a common carrier to which the torque vectoring motor is connected and which pivotally supports the first and the second planetary gears, a differential ring gear to which the drive torque is inputted, a differential sun gear which is connected to the left drive wheel and a differential carrier which is connected to the second sun gear and at the same time connected to the right drive wheel.

Abstract: A final drive assembly for a vehicle drive axle having first and second axle-shafts that are configured to rotate about a common first axis. The final drive assembly includes a first gear-set configured to be operatively connected to the first axle-shaft. The final drive assembly also includes a second gear-set configured to be operatively connected to the second axle-shaft. The final drive assembly additionally includes an electric motor configured to provide an electric motor torque input to each of the first and second gear-sets and arranged on a second axis that is parallel to the first axis.