Abstract: A differential disconnect and locker assembly for a vehicle includes a stationary housing, a rotatable ring gear, a differential housing and cover, a pinion gear assembly comprising pinion gears drivingly connectable to the ring gear and side gears meshing with the pinion gears. The assembly includes a differential disconnect assembly operatively connected between the ring gear and the pinion gear assembly which is actuatable to operatively disconnect the ring gear from the pinion gear assembly. The assembly also includes a differential locker slidably coupled to the differential housing or cover and operatively connected to the side gear. The differential locker is actuatable to operatively disconnect the differential housing or the cover from the side gear allowing the side gear to rotate relative to the differential housing or the differential cover.

Abstract: A power takeoff unit (PTU) for an all-wheel drive vehicle includes an input shaft configured to receive power, a main shaft, and a takeoff shift collar axially slidable between an engaged position connecting the input shaft to the main shaft and a disengaged position disconnecting the main shaft from the input shaft. Power received by the input shaft is transferred through the takeoff shift collar to the main shaft, through a main ring gear, a hypoid pinion gear, and through a pinion shaft when the takeoff shift collar is in the engaged position and wherein the main shaft is decoupled from the input shaft when the takeoff shift collar is in the disengaged position.

Abstract: An improved twin clutch, two-speed disconnect secondary drive unit, which may be configured as a rear drive unit (RDU) for an all wheel drive vehicle is provided. The RDU is driven through an input shaft, which is connected to a vehicle drive source such as a motor, and includes a twin clutch assembly, which is connected to the drive shaft and is selectively actuated to drive left and right main shafts, which drive respective wheels of the vehicle. The RDU further includes a modular a shift assembly mountable to one or both of said main shafts to drive output shafts, wherein each shift assembly is selectively operable between the hi-range and lo-range modes to shift driving operation of the output shafts between hi-speed and lo-speed operation. The shift assembly may be controlled by improved mono-stable or bi-stable actuators.

Abstract: An improved twin clutch, two-speed disconnect secondary drive unit, which may be configured as a rear drive unit (RDU) for an all wheel drive vehicle is provided. The RDU is driven through an input shaft, which is connected to a vehicle drive source such as a motor, and includes a twin clutch assembly, which is connected to the drive shaft and is selectively actuated to drive left and right main shafts, which drive respective wheels of the vehicle. The RDU further includes a modular a shift assembly mountable to one or both of said main shafts to drive output shafts, wherein each shift assembly is selectively operable between the hi-range and lo-range modes to shift driving operation of the output shafts between hi-speed and lo-speed operation. The shift assembly may be controlled by improved mono-stable or bi-stable actuators.

Abstract: A clutch assembly includes a clutch hub, a clutch drum disposed about the clutch hub, a first gear connected to the clutch drum, the first gear configured to be coupled with a first shaft, the clutch hub configured to be coupled with a second shaft, a clutch pack disposed between the clutch hub and the clutch drum, and an air-actuated piston assembly for selective actuation of the clutch pack to connect or disconnect two drive axles in a tandem axle assembly. The clutch assembly includes a plurality of lever arms disposed between the piston assembly and the clutch pack. Each lever arm extending to engage the piston and the clutch pack. Each lever arm may be pivotally mounted to a lever carrier plate or to a fixed portion of the piston housing.

Abstract: A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a first power disconnection device. A second driveline is adapted to transfer torque to the second set of wheels and includes a second power disconnection device. A hypoid gearset is positioned within one of the first driveline and the second driveline in a power path between the first and second power disconnection devices. The hypoid gearset is selectively disconnected from being driven by the first driveline and the second driveline when the first and second power disconnection devices are operated in a disconnected, non-torque transferring, mode. At least one of the first and second disconnection devices includes an active dry friction clutch.

Abstract: A clutch assembly includes a clutch hub, a clutch drum disposed about the clutch hub, a first gear connected to the clutch drum, the first gear configured to be coupled with a first shaft, the clutch hub configured to be coupled with a second shaft, a clutch pack disposed between the clutch hub and the clutch drum, and an air-actuated piston assembly for selective actuation of the clutch pack to connect or disconnect two drive axles in a tandem axle assembly. The clutch assembly includes a plurality of lever arms disposed between the piston assembly and the clutch pack. Each lever arm extending to engage the piston and the clutch pack. Each lever arm may be pivotally mounted to a lever carrier plate or to a fixed portion of the piston housing.

Abstract: A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a first power disconnection device. A second driveline is adapted to transfer torque to the second set of wheels and includes a second power disconnection device. A hypoid gearset is positioned within one of the first driveline and the second driveline in a power path between the first and second power disconnection devices. The hypoid gearset is selectively disconnected from being driven by the first driveline and the second driveline when the first and second power disconnection devices are operated in a disconnected, non-torque transferring, mode. At least one of the first and second disconnection devices includes an active dry friction clutch.

Abstract: A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a first power disconnection device. A second driveline is adapted to transfer torque to the second set of wheels and includes a second power disconnection device. A hypoid gearset is positioned within one of the first driveline and the second driveline in a power path between the first and second power disconnection devices. The hypoid gearset is selectively disconnected from being driven by the first driveline and the second driveline when the first and second power disconnection devices are operated in a disconnected, non-torque transferring, mode. At least one of the first and second disconnection devices includes an active dry friction clutch.

Abstract: A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a first power disconnection device. A second driveline is adapted to transfer torque to the second set of wheels and includes a second power disconnection device. A hypoid gearset is positioned within one of the first driveline and the second driveline in a power path between the first and second power disconnection devices. The hypoid gearset is selectively disconnected from being driven by the first driveline and the second driveline when the first and second power disconnection devices are operated in a disconnected, non-torque transferring, mode. At least one of the first and second disconnection devices includes an active dry friction clutch.

Abstract: A two-speed power take-off unit adapted for installation in an all-wheel drive vehicle having a transversely mounted engine/transaxle powertrain. The two-speed power take-off unit includes a planetary gear reduction unit capable of establishing a high-range and a low-range drive connection between the powertrain and a transfer assembly. The transfer assembly provides drive torque to a front differential assembly driving the front wheels and a PTU gearset driving the rear wheels.

Abstract: A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a synchronizing clutch. A second driveline is adapted to transfer torque to the second set of wheels and includes a power disconnection device and a friction clutch. A hypoid gearset is positioned within the second driveline in a power path between the synchronizing clutch and the power disconnection device. The friction clutch and the power disconnection device are positioned on opposite sides of the hypoid gearset. The hypoid gearset is selectively disconnected from being driven by the first driveline, the second driveline or the wheels when the synchronizing clutch and the power disconnection device are operated in disconnected, non-torque transferring, modes.

Abstract: A two-speed power take-off unit adapted for installation in an all-wheel drive vehicle having a transversely mounted engine/transaxle powertrain. The two-speed power take-off unit includes a planetary gear reduction unit capable of establishing a high-range and a low-range drive connection between the powertrain and a transfer assembly. The transfer assembly provides drive torque to a front differential assembly driving the front wheels and a PTU gearset driving the rear wheels.

Abstract: A two-speed power take-off unit adapted for installation in an all-wheel drive vehicle having a transversely mounted engine/transaxle powertrain. The two-speed power take-off unit includes a planetary gear reduction unit capable of establishing a high-range and a low-range drive connection between the powertrain and a transfer assembly. The transfer assembly provides drive torque to a front differential assembly driving the front wheels and a PTU gearset driving the rear wheels.

Abstract: A vehicle drive train includes a first power disconnection device and a first driveline for transferring torque to a first set of wheels. A second driveline for transferring torque to a second set of wheels includes a differential gearset having an output coupled to a second power disconnection device. A hypoid gearset is positioned within the second driveline in a power path between the first and second power disconnection devices. The second power disconnection device includes a clutch having a first set of clutch plates fixed for rotation with the differential gearset output. The clutch further includes a second set of clutch plates fixed for rotation with a shaft adapted to transfer torque to one of the wheels of the second set of wheels. A valve limits a flow of coolant to the clutch when the second power disconnection device operates in a disconnected mode.

Abstract: A vehicle drive train includes a first power disconnection device and a first driveline for transferring torque to a first set of wheels. A second driveline for transferring torque to a second set of wheels includes a differential gearset having an output coupled to a second power disconnection device. A hypoid gearset is positioned within the second driveline in a power path between the first and second power disconnection devices. The second power disconnection device includes a clutch having a first set of clutch plates fixed for rotation with the differential gearset output. The clutch further includes a second set of clutch plates fixed for rotation with a shaft adapted to transfer torque to one of the wheels of the second set of wheels. A valve limits a flow of coolant to the clutch when the second power disconnection device operates in a disconnected mode.

Abstract: A torque transfer coupling includes first and second rotary members. A transfer clutch operatively connects the first and second rotary members. A piston, disposed in a piston chamber, is actuable to engage the transfer clutch. A hydraulic pump in fluid communication with a sump containing hydraulic fluid has a first pump member fixed for rotation with the first rotary member and a second pump member fixed for rotation with the second rotary member such that relative rotation between the first and the second pump members generates a fluid pumping action. A first flow path supplies hydraulic fluid from the hydraulic pump to the piston chamber. A second flow path supplies hydraulic fluid from the piston chamber to a control valve for regulating the pressure of the hydraulic fluid supplied to the piston chamber. The second flow path includes an aperture extending through the second pump member.

Abstract: A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a synchronizing clutch. A second driveline is adapted to transfer torque to the second set of wheels and includes a power disconnection device and a friction clutch. A hypoid gearset is positioned within the second driveline in a power path between the synchronizing clutch and the power disconnection device. The friction clutch and the power disconnection device are positioned on opposite sides of the hypoid gearset. The hypoid gearset is selectively disconnected from being driven by the first driveline, the second driveline or the wheels when the synchronizing clutch and the power disconnection device are operated in disconnected, non-torque transferring, modes.

Abstract: A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a synchronizing clutch. A second driveline is adapted to transfer torque to the second set of wheels and includes a power disconnection device and a friction clutch. A hypoid gearset is positioned within the second driveline in a power path between the synchronizing clutch and the power disconnection device. The friction clutch and the power disconnection device are positioned on opposite sides of the hypoid gearset. The hypoid gearset is selectively disconnected from being driven by the first driveline, the second driveline or the wheels when the synchronizing clutch and the power disconnection device are operated in disconnected, non-torque transferring, modes.

Abstract: A two-speed power take-off unit adapted for installation in an all-wheel drive vehicle having a transversely mounted engine/transaxle powertrain. The two-speed power take-off unit includes a planetary gear reduction unit capable of establishing a high-range and a low-range drive connection between the powertrain and a transfer assembly. The transfer assembly provides drive torque to a front differential assembly driving the front wheels and a PTU gearset driving the rear wheels.