Abstract: A system for using a motor to control a power transmission device for driving a vehicle is provided with a clutch member movable bidirectionally in an axial direction; a base member prevented from rotating about an axis; a counter member axially away from and opposed to the base member, the counter member being restrained from moving in both a circumferential direction and the axial direction; an action member interposed between the base member and the counter member, movable in the axial direction, drivingly coupled with the clutch member, and coupled with the motor to create a rotational motion about the axis; and a cam slope tilting in the circumferential direction and ascending from the base member toward the counter member to convert the rotational motion into a motion of the action member in the axial direction.

Abstract: An electric vehicle is comprised of a first driveline equipped with a first electric drive axle assembly having a first electric drive module configured to drive a pair of first wheels, a second driveline equipped with a second electric drive axle assembly having a second electric drive module configured to drive a pair of second wheels and a vehicle control system controlling coordinated operation of the first and second electric drive modules to generate tractive drive torque transmitted to the wheels and provide low-radius turning functionality.

Abstract: A vehicle includes a powerplant, a front axle having first and second wheels and a differential operably coupled to the powerplant. A power-takeoff unit (PTU) is connected to the differential. A rear axle has third and fourth wheels and a gearbox connected to the PTU without a center differential. The gearbox has a first clutch configured to selectively couple the third wheel to the PTU and a second clutch configured to selectively couple the fourth wheel to the PTU. A controller is programmed to determine, during a turn, which of the third and fourth wheels is an outer rear wheel, determine whether there is a positive or negative torque on the outer rear wheel, and disengage, or keep disengaged, the one of the first and second clutches that is associated with the outer rear wheel in response to a negative torque on the outer rear wheel.

Abstract: The present invention relates to a vehicle (1) having a torque generating machine (4); and one or more driven wheel (WD). A driveline (6) is provided for transmitting torque from the torque generating machine (4) to said one or more driven wheel. The driveline (6) includes a torque transmitting means (8). A first decoupling mechanism (11) is operable to decouple the torque transmitting means (8) from the torque generating machine (4). The first decoupling mechanism (11) is closed to couple the torque transmitting means (8) to the torque generating machine (4) and is opened to decouple the torque transmitting means (8) from the torque generating machine (4). A second decoupling mechanism (12) is operable to decouple the torque transmitting means (8) from the one or more driven wheel. The second decoupling mechanism (12) is closed to couple the torque transmitting means (8) to the one or more driven wheel and is opened to decouple the torque transmitting means (8) from the one or more driven wheel.

Abstract: A vehicle transfer comprises: a ring gear and a pinion gear; a transfer casing; and a bearing. The transfer casing includes a breather chamber that is partitioned by a partition wall with respect to a gear chamber and that is allowed to communicate with the gear chamber through a communication hole formed in the partition wall to adjust a pressure in the transfer casing, and a lubricating oil passage for supplying the oil to the bearing. The communication hole is disposed at a position to which the oil scooped up by the pinion gear is directed, and the vehicle transfer includes an oil receiver including a vertical wall portion preventing the oil scooped up by the pinion gear from flowing into the communication hole and a horizontal wall portion capturing the oil scooped up by the pinion gear and causing the captured oil to flow toward the lubricating oil passage.

Abstract: An automotive vehicle axle and, more specifically, a transmission shaft on an automotive vehicle that can be connected and disconnected in order to allow selection of driving power for the vehicle. The shaft connection includes a first shaft segment; a second shaft segment; and a connector linking the first shaft segment to the second shaft segment. The connector selectively connects or disconnects the first shaft segment to the second shaft segment.

Abstract: A four-wheel drive vehicle includes a dog clutch that selectively interrupts transmission of a drive force to a propeller shaft, first and second multi-plate clutches that selectively interrupt transmission of the drive force from the propeller shaft to left and right rear wheels, first and second pistons that press the first and second multi-plate clutches, and a hydraulic circuit that supplies hydraulic oil to first and second cylinder chambers. During a transition to a four-wheel drive mode, torque transmitted through the first multi-plate clutch increases the speed of rotation of the propeller shaft so as to engage the dog clutch, and the second multi-plate clutch is kept from transmitting torque to the propeller shaft.

Abstract: An electric drive for driving a driving axle of a motor vehicle comprises a housing assembly; an electric machine with a hollow shaft that is rotatingly supported around a rotational axis; a transmission unit with a transmission shaft that is rotatingly drivable by a motor shaft around a rotational axis parallel to the rotational axis; a double clutch unit with a clutch carrier rotatingly drivable by the transmission shaft around the rotational axis, and two plate packages; wherein the clutch carrier comprises a casing portion and two cover portions; two actuators that are arranged outside the clutch carrier; two force transmitting members for transmitting a force generated by the actuator to the plate packages, wherein the cover portions each comprise a plurality of circumferentially distributed through-apertures through which cams of the force transmitting members extend; and a control unit for controlling the actuators.

Abstract: A wheel unit includes a suspension housing having a pin defining a steering axis, a transmission housing pivotable about the steering axis, a wheel rim rotatable about a rotational axis and configured to pivot about the steering axis, and a coupled compound planetary transmission drivingly engaged with the wheel rim. The coupled compound planetary transmission includes an input drive shaft, a sun gear rotatable about the rotational axis, a constant velocity joint coupled between the input drive shaft and the sun gear, a first ring gear fixed relative to the transmission housing, a first planet gear enmeshed with the sun gear and the first ring gear, a second ring gear fixed relative to the wheel rim for co-rotation about the rotational axis, a second planet gear enmeshed with the second ring gear, and a shaft coupling the first planet gear and the second planet gear for co-rotation.

Abstract: A differential assembly includes a side gear configured to receive torque and a wedge clutch. The wedge clutch includes a hub configured to connect with a shaft and a wedge element radially disposed between the hub and the side gear. The wedge element has an inner surface seated on the hub and an outer surface engageable with the side gear. The wedge element is radially expandable and has a rested state in which the side gear and the hub are rotatable relative to each other and an expanded state in which the side gear and hub are rotationally locked to each other.

Abstract: A device and a method for operating a multi-axle drive train for a motor vehicle. A first axle and a second axle are operatively connected, at least temporarily, to a drive device. When the second axle is decoupled from the drive device and a request for multi-axle drive with a first value is present, the second axle is coupled to the drive device only when a noise-masking event occurs, or when the second axle is coupled to the drive device and the request for multi-axle drive is absent, the second axle is decoupled from the drive device only when the noise-masking event occurs.

Abstract: A power transfer unit for a front wheel drive (FWD) vehicle includes a housing, a rear wheel drive gear shaft having a first end section configured to be selectively connected to a FWD transmission, a second end section including a gear member, an intermediate drive shaft having a first end configured to be operatively connected to the FWD transmission, a second end configured to be connected to a front wheel, and an intermediate portion having a gear element. A locking member is mounted to one of the rear wheel drive gear shaft and the intermediate shaft. The locking member is selectively shiftable between a first position, wherein the intermediate drive shaft is independent of the rear wheel drive gear shaft, and a second position wherein the gear member is operatively connected to the gear element.

Abstract: The invention relates to switching between 2WD and 4WD of a vehicle. It is suggested to increase output power of an engine (106) when changing to 4WD. An AWD coupling (120) is opened, if not already open. To provide 4WD, a PTU clutch (108) is engaged once engine power has increased. The other couplers are sequentially engaged.

Abstract: In a control system, a transfer is connected to a rotation member between a driving power source and primary driving wheels and distributes dynamic power of the driving power source to secondary drive wheels. A driving power transmission shaft transmits the dynamic power of the driving power source distributed by the transfer to the secondary drive wheels. A connection-disconnection mechanism is disposed between the rotation member and the driving power transmission shaft. First and second clutches are disposed respectively between the driving power transmission shaft and right and left wheels of the secondary drive wheels. The electronic control unit is configured, when switching from a two-wheel-drive running state to a four-wheel-drive running state on the basis of a vehicle running state, to generate a transmission torque in the first clutch or the second clutch after controlling the connection-disconnection mechanism to engage the connection-disconnection mechanism.

Abstract: A drive force control system capable of stabilizing behavior of a vehicle with a rapid control response. The drive force control system for a vehicle having a pair of front wheels and a pair of rear wheels includes: a distribution mechanism, which distributes power outputted from a prime mover to a right wheel and to a left wheel of any one of the pairs of front and rear wheels, and which changes a ratio to distribute the power to the right wheel and the left wheel by engaging or disengaging an engagement mechanism; and at least two motors arranged individually for a right wheel and a left wheel of other pair of wheels to control drive forces for driving those right wheel and left wheel individually.

Abstract: Embodiments of the present invention provide a motor vehicle having: a prime mover; first and second groups of one or more wheels; and a driveline to connect the prime mover to the first and second groups of one or more wheels such that the first group of one or more wheels and not the second group may be driven by the prime mover when the driveline is in a first mode of operation and both the first and second group of one or more wheels may be driven by the prime mover when the driveline is in a second mode of operation, the driveline including an auxiliary portion comprising a first releasable torque transmitting means, a prop shaft and a second releasable torque transmitting means, the first releasable torque transmitting means being operable to connect a first end of the prop shaft to the prime mover, the second releasable torque transmitting means being operable to connect a second end of the prop shaft to the second group of one or more wheels, the vehicle further comprising control means operable to co

Abstract: A method for operating steerable rear wheels of a vehicle includes detecting a rear wheel steering angle of at least one of the steerable rear wheels, and detecting a first vehicular condition. The method further includes determining a weighted rear steering angle value based at least in part upon the rear wheel steering angle and the first vehicular condition, and controlling the steerable rear wheels in response to the weighted rear steering angle value.

Abstract: The present invention provides a tractor which is configured such that front wheel axles are disposed above upper portions of front wheels so that the front wheels are prevented from being impeded by the front wheel axles even when the front wheels are steered to maximum angles in a clockwise or counterclockwise direction and turned to an angle over or approximate to a right angle with respect to the longitudinal direction of the tractor, whereby the tractor can be turned in place by manipulating a steering wheel.

Abstract: A rehabilitation device includes a wheeled platform with first and second pedals, the first and second pedals engaging drive mechanisms for first and second rear wheels of the device, respectively. First and second braking mechanisms provide independent braking of the first and second rear wheels of the device. The independent braking mechanisms of the rehabilitation device provide a method of steering the device.

Abstract: The present invention utilizes the rotary kinetic power to drive the first transmission device (T101), and is individually installed with the output end transmission devices to the output end of the first transmission device (T101), so as to drive the loading wheel sets installed at the two sides of the common load body (L100), as well as installed with individually controlled output end clutch devices for controlling the driven wheel sets and the wheel shafts to perform engaging transmission or terminating transmission, and between the wheel shafts of the loading wheel sets at two lateral sides of the common load body (L100), a flexibility transmission device is installed, thereby through the flexibility transmission device performing the flexibility transmission with differential rotational speed from the engaging transmission side to the terminating transmission side.

Abstract: A double articulated truck has a front vehicle module with a drive engine and having at least one wheeled axle driven by the drive engine through a transmission and having a load-bearing bin, the front vehicle module being interconnected in an articulated manner about a first vertical pin to the front of the load-bearing bin. A rear vehicle module is interconnected in an articulated manner about a second vertical pin to the rear of the load-bearing bin, the rear vehicle module having at least one wheeled axle whereby the bin is supported by the front and rear vehicle modules. The rear module only articulates about the second vertical pin when the articulation of the front module to the bin exceeds 30 degrees and then in a synchronous manner. Typically the maximum articulation of the front module is around 42 degrees and the rear module some 13 degrees.

Abstract: An equalizing unit of a drive train of a motor vehicle includes a clutch device to be oiled in driving mode. In order to stop drag torques which act on the clutch device from the outside, and result in increased dissipation when said clutch device is not required due to an operating state, measures are provided which promote the dry running of the clutch device. The measures include the spatial-functional separation of the oil delivery device from the clutch device and the provision of a braking or decoupling device by which the oil delivery device can be deactivated if there is no oil requirement.

Abstract: A drivetrain for a motor vehicle, which has a permanently driven rear axle and a front axle which is driven on demand. The drivetrain comprises a drive unit whose output is connected to an input member of a differential of the rear axle and to a clutch arrangement for driving the front axle. The clutch arrangement has a first and a second friction clutch which can be controlled substantially independently of one another. The input members of said friction clutches are connected to the output of the drive unit. The output members of said friction clutches being connected respectively to a left and to a right driveshaft of the front axle.

Abstract: In apparatus for controlling operation of a four-wheel drive vehicle having a prime mover (engine), drive wheels driven by the prime mover and free wheels, a VC (viscous coupling; torque transferring device) installed between the drive wheels and free wheels to transfer torque generated in response to a difference between inputted and outputted rotation thereof, output of the prime mover is decreased based on a desired rotational speed of the drive wheels driven by the prime mover when calculated difference between inputted and outputted rotation of the VC is equal to or greater than a predetermined value, thereby enabling to control the driving force effectively so as to achieve required vehicle driving performance.

Abstract: In the case where a difference between rotational speeds of right and left wheels detected by wheel speed sensors is less than a predetermined value, a right and left wheel power transmission control section distributes driving force between the right and left wheels so that a total value of the driving force of the right and left wheels does not exceed a limit value set up by a front and rear wheels power transmission control section. In the case where the difference between the rotational speeds of the right and left wheels is the predetermined value or more, the right and left wheel power transmission control section transmits the driving force up to a driving force upper limit for each wheel to the respective right and left rear wheels regardless of the total value of the driving force of the right and left rear wheels.

Abstract: A double articulated thick has a front vehicle module with a drive engine and having at least one wheeled axle driven by the drive engine through a transmission and having a load-bearing bin, the front vehicle module being interconnected in an articulated manner about a first vertical pin to the front of the load-bearing bin. A rear vehicle module is interconnected in an articulated manner about a second vertical pin to the rear of the load-bearing bin, the rear vehicle module having at least one wheeled axle whereby the bin is supported by the front and rear vehicle modules. The rear module only articulates about the second vertical pin when the articulation of the front module to the bin exceeds 30 degrees and then in a synchronous manner. Typically the maximum articulation of the front module is around 42 degrees and the rear module some 13 degrees.

Abstract: A compact vehicle having a body frame that contains an automatic transmission. The operating system of the vehicle has either an engine with a crankshaft that is transverse to the axis of movement of the vehicle or is parallel to the axis of movement of the vehicle. Additionally, the crankshaft is an input shaft to a split power transmission and actuates an output shaft to drive the axle and wheels of the vehicle. The split-power transmission uses a power summing device in combination with a plurality of clutches and variable power units in order to provide a shift between a first operating mode and a second operating mode.

Abstract: The invention is a working vehicle that has high practicality and a high degree of freedom of a turning operation. A lawn mowing vehicle includes a lawn mowing unit that includes drum wheels driven so as to rotate about an axis Ax1 extending in a vehicle width direction as a rotational center, a frame that is connected to the lawn mowing unit, and a steering drive device that is provided in the frame. The steering drive device includes a pair of steered wheels that is disposed in the vehicle width direction, steering units that can independently steer the pair of steered wheels respectively, and wheel driving units that can rotationally drive the pair of steered wheels.

Abstract: A transfer case for use in motor vehicles for transferring drive torque from a powertrain to first and second drivelines includes a first output shaft adapted to transmit drive torque from the powertrain to the first driveline. The second output shaft is adapted to transmit drive torque to a second driveline. The transfer case includes a first spiral bevel gear set driven by the first output shaft and a second spiral bevel gear set driven by the first spiral bevel gear set and driving the second output shaft.

Abstract: An optionally connectable four-wheel drive vehicle having: an engine having a drive shaft; two main drive wheels; a main power train permanently connecting the drive shaft to the main drive wheels and, in turn, having a transmission and a main differential; two normally driven secondary drive wheels; an optionally connectable secondary power train for also connecting the drive shaft to the secondary drive wheels, a gear drive with at least two different, alternatively selectable velocity ratios, and at least one secondary clutch, which is connected on one side to the drive shaft upstream from the transmission and on the other side to the secondary drive wheels.

Abstract: A traction control device includes: rotation speed detectors provided to wheels; a control-start determiner that determines whether or not to control a braking mechanism and a differential adjusting mechanism based on rotation speeds; a braking mechanism controller that controls the braking mechanism based on a result of the determination of the control-start determiner; and a differential adjusting mechanism controller that controls the differential adjusting mechanism based on the result of the determination of the control-start determiner, in which the control-start determiner includes: a right-left-wheel rotation speed difference calculating section; a front-rear-wheel rotation speed difference calculating section; and a control-start determining section that determines whether or not to start controlling at least one of the braking mechanism and the differential adjusting mechanism when one of rotation speed differences reaches or exceeds a predetermined threshold.

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 either of the first driveline and the second driveline when the first and second power disconnection devices are operated in a disconnected, non-torque transferring, mode.

Abstract: A driving force transmission device is for a four-wheel-drive vehicle based on the two-wheel drive of rear wheels or front wheels. In the case of the two-wheel drive of rear wheels, a multi-disc clutch mechanism controls the driving force distribution to a front wheel output shaft, and a disconnection/connection mechanism selectively disconnects and connects a front wheel differential and a left front wheel drive shaft. In the two-wheel drive of the rear wheels, the dragging torque of the multi-disc clutch mechanism is made smaller than the friction torque of a front wheel driving force transmission section, and the front wheel differential and the left front wheel drive shaft are disconnected by the disconnection/connection mechanism, thereby stopping the rotation of the front wheel driving force transmission section.

Abstract: A drive train of a vehicle is disclosed which comprises a permanently driven primary axle and a secondary axle connectable to the primary axle via a switch-on device with a switch-on mechanism, whereby the secondary drive train output via side shaft couplings is transferred to the drive wheels of the secondary axle. Because the switch-on mechanism and/or the side shaft couplings have frictionally engaged couplings, it can be that when the secondary axle is uncoupled, the shutdown section of the secondary drive train located between the switch-on device and the side shaft couplings is uncoupled both from the primary axle and from the secondary drive wheels, such that there is no more power loss in this shutdown section, whereby connecting the secondary drive train during travel is possible all the same and losses in comfort and practicability do not have to be tolerated.

Abstract: An all-terrain vehicle including a frame having longitudinally-spaced ends defining a first longitudinal axis, and a power steering unit supported by the frame. The power steering unit has an output shaft which is held at its free end in an aperture, and rotates within a bearing.

Abstract: A bearing lubrication device in a right angle gear reducer includes a gear housing having an interior portion and a lubricating fluid reservoir therein. An oil slinger, rotating pinion shaft, pinion shaft housing, and bearings for supporting the pinion shaft within the pinion shaft housing work together to provide a continuous supply of oil to the bearings. The pinion shaft includes two radially and longitudinally extending passageways therethrough which supply oil from a recess in one end of the pinion shaft to the bearings. Oil is slung from the reservoir into the recess of the rotating pinion shaft where it is forced outwardly and through the passageways to a chamber formed by the rotating pinion shaft, shaft housing and bearings. The roller bearings pump the oil from the chamber back to the fluid reservoir. Oil passageways in the shaft housing enable the return of oil from one bearing set.

Abstract: An optionally connectable four-wheel drive vehicle provided with an engine having a drive shaft, two main drive wheels, a main power train permanently connecting the drive shaft to the main drive wheels, and in turn comprising a transmission and a main differential, two normally driven secondary drive wheels, and an optionally connectable secondary power train for also connecting the drive shaft to the secondary drive wheels, and in turn presenting a gear drive, at least one secondary clutch, which is connected on one side to the drive shaft upstream from the transmission, and on the other side to the secondary drive wheels, and a unit for the reversal of the motion, which is controlled to reverse or not to reverse the direction of the motion.

Abstract: A motor vehicle is provided that has an engine, front and rear wheels and a clutch system for selectively distributing engine torque to the front and rear wheels. A controller judges in real time the state of motion of the vehicle and controls the torque distribution by the clutch system according to the judged state.

Abstract: A power transmission device for a four-wheel drive vehicle includes an input shaft adapted to be driven by a power source. A first output shaft is rotatable about a first axis and adapted to transmit torque to a first driveline. A second output shaft is adapted to transmit torque to a second driveline and is rotatable about a second axis. The first and second axes diverge from one another. A transfer unit includes a drive member driven by the first output shaft and a driven member driving the second output shaft. A spline coupling is positioned within a cavity formed in the driven member to drivingly interconnect the driven member and the second output shaft. The second output shaft is axially moveable relative to the driven member.

Abstract: A drive system for a vehicle includes a motor, an internal combustion engine, a generator, a power distribution mechanism distributing a driving force of the internal combustion engine to driving wheels and the generator, an electronic control unit controlling the motor and the internal combustion engine, and rotation members connected to first driving wheels constituted by one of front wheels and rear wheels and including an output element of the power distribution mechanism, wherein the internal combustion engine driving the first driving wheels via the power distribution mechanism, the motor driving second driving wheels not driven by the internal combustion engine, the rotation members are driven by the internal combustion engine.

Abstract: A method for activating and deactivating the four-wheel drive of a service or a working vehicle not having interaxle differential locks. According to the method, the activation and deactivation of the four-wheel drive is derived from at least one of the following parameters, namely, the driving and load conditions of the vehicle (1), the vehicle speed and the output torque of the gearbox.

Abstract: A frame-steered vehicle includes a powertrain configured to provide drive torque to a transverse axle in a front vehicle section and at least one transverse axle in a rear vehicle section. At least one longitudinal drive shaft is connected to the at least one transverse axle in the rear vehicle section. At least one controllable longitudinal clutch is variably adjustable between an engaged operational state and a disengaged operational state is arranged in the at least one longitudinal drive shaft.

Abstract: Methods and apparatus are provided for integrating a torque vectoring differential (TVD) and a stability control system in a motor vehicle. The integrated system is utilized for more efficiently correcting understeer and/or oversteer slides in a motor vehicle. In correcting these slides, the integrated system utilizes the TVD to rotate two wheels on opposite sides of the motor vehicle at different rates to create a yaw moment at the vehicle's center of gravity until the TVD reaches a saturation point and the understeer or oversteer slide is not corrected. Once the saturation point is reached without correcting the understeer or oversteer slide, the stability control system is employed to selectively apply one or more of the vehicle's brakes in a further effort to correct the understeer or oversteer slide.

Abstract: A driving force transmission device for four-wheel-drive vehicle based on the two-wheel drive of front wheels is provided. In the case of the two-wheel drive of front wheels, a multi-disc clutch mechanism for controlling the driving force distribution to a rear wheel output shaft, and a disconnection/connection mechanism for disconnecting and connecting a rear wheel differential and a right rear wheel drive shaft are provided, and in the two-wheel drive of front wheels, the dragging torque of the multi-disc clutch mechanism is made smaller than the friction torque of a rear wheel driving force transmission section, and the front wheel differential and the right rear wheel drive shaft are disconnected by the disconnection/connection mechanism, thereby the rotation of the rear wheel driving force transmission section is stopped.

Abstract: A drivetrain for an all-wheel drive motor vehicle which includes a longitudinally arranged central transmission, a transfer box, a Cardan shaft and two drive axles arranged normal to the direction of travel. The transfer box includes a central differential, an input and two output shafts. The input shaft of the central transmission communicates with an engine crankshaft. The transfer box input shaft is connected to an output shaft and an input element of the central differential. The first output shaft of the transfer box is connected to a first output element of the central differential and the first drive axle. The second output shaft of the transfer box is actively connected to a second output element of the central differential and to the second drive axle. The two output shafts of the transfer box are coaxially arranged at an angle to the output shaft of the central transmission.

Abstract: A variable wheel positioning vehicle has a wheel position changing mechanism and a wheel position control device to change a wheel position of a wheel with respect to a center of gravity of a vehicle body. The wheel position changing mechanism is arranged to move a suspension device along a movement path with respect to the vehicle body and to hold the suspension device at any position along the movement path. The wheel position control device issues a movement command to the wheel position changing mechanism that changes a wheel positioning distance between a center rotation axis of one of the wheels and the center of gravity of the vehicle body as measured in a direction parallel to an acceleration direction of the center of gravity of the vehicle body based on a traveling condition the vehicle.

Abstract: An axle drive unit for an all-wheel drive train comprises an input element which is connectable to an input shaft, such as a cardan shafts. The input shaft extends in a longitudinal direction. The drive unit comprises a power-split device, of which the input member is connected to the input element and of which the output members are connectable to driveshafts of the axle. The axle is oriented in a direction transverse to the longitudinal direction. The input member and the output members of the power-split device are mounted rotatably about axes parallel to the longitudinal direction. An angle drive is arranged in each case between the output members of the power-split device and the driveshafts.

Abstract: A control system for a vehicle having first and second wheels is provided that includes a differential apparatus adapted to distribute torque between the first and second wheels and a traction controller for controlling operation of the differential apparatus from vehicle launch up to a predetermined vehicle speed. The traction controller is configured to engage the differential apparatus in a first operating state according to at least one vehicle operating parameter indicative of a low traction operating condition and to further control engagement of the differential apparatus in a second vehicle operating state during the low traction operating condition according to a difference between an actual vehicle yaw rate and a predetermined target vehicle yaw rate. The control system also includes a stability controller for controlling engagement of the differential apparatus at or above the predetermined vehicle speed.

Abstract: A multiple speed transmission for an automotive vehicle includes an input and an output, a planetary gear system comprising first, second and third planetary gear units, each gear unit including a sun gear, a ring gear, planet pinions meshing with the sun gear and ring gear, and a carrier rotatably supporting the planet pinions. A forward clutch releasably connects the carrier of the second gear unit and the carrier of the third gear unit. A second clutch releasably connects the carrier of the first gear unit to the ring gear of the second gear unit. A third clutch releasably connects the ring gear of the third gear unit to the carrier of the second gear unit. First brake releasably holds the carrier of the third gear unit against rotation.

Abstract: An energy storage type of dual-drive coupled power distribution system adapted to an all wheel driving (AWD) transportation means having a revolution output end from an internal combustion engine that drives front-end load through a front-end transmission by means of an intermediate transmission providing gear-changing or clutching function and a control interface or coupling device; and to couple to revolution input end of a dual-drive type of electromagnetic coupling device, further to drive rear-end load through the other revolution output end of the dual-drive type of electromagnetic coupling drive device made in the construction of a revolving dual-end shaft with both end shafts respectively incorporated to a revolving magnetic filed structure and a revolving rotor structure to regulate the power distribution between the front-end and the rear-end loads while being subject to the manipulation by a control device.