Abstract: An all-terrain vehicle is provided comprising a chassis, four wheels and a passenger compartment that includes a passenger seating structure. The vehicle additionally comprises a drivetrain operatively connected to at least one of the wheels comprising at least one drive shaft and at least one torque transfer device. Furthermore the vehicle includes a prime mover that is mounted to the chassis entirely forward of a front edge of the seating structure and operatively connected to the drivetrain. The prime mover is structured and operable to provide motive force to at least one of the wheels.

Abstract: A control method for controlling gear-shifting and lock-up of an engine clutch in a hybrid vehicle includes: detecting a kickdown shift by a driver while the hybrid vehicle is driving in an electric vehicle mode; starting gear-shifting when the kickdown shift is detected; controlling a difference between an engine speed and a motor speed to be equal to or less than a first reference value; synchronizing the engine speed and the motor speed through an engine speed control; performing torque blending by locking up the engine clutch when the synchronization is completed; and ending the gear-shifting when a target required torque is reached through the torque blending.

Abstract: A vehicle differential configured to enable variable speed between a first output shaft and a second output shaft, the vehicle differential including a ring gear, a first planetary gear carrier, the first planetary gear carrier carrying a plurality of first planetary gears at least partially positioned within the ring gear, the first planetary gear carrier operably coupled to a first output shaft, a second planetary gear carrier, the second planetary gear carrier carrying a plurality of second planetary gears at least partially positioned within the ring gear, the second planetary gear carrier operably coupled to a second output shaft, a first sun gear at least partially positioned within the plurality of first planetary gears, a second sun gear at least partially positioned within plurality of the second planetary gears, and a distributor shaft and reversal gear operably coupling the first sun gear to the second sun gear.

Abstract: The present disclosure provides an electronic stability control method for a vehicle for performing vehicular electronic stability control simply by adjusting driving force and braking power that are generated by a driving device of the vehicle without use of a driving force distributing method between front, rear, left, or right vehicle wheels. To this end, the vehicular electronic stability control method includes determining a vehicular state value indicating a driving state of a vehicle from information collected from the vehicle, comparing the determined vehicle state value with a first reference value, and controlling an operation of a driving device for generating driving force for driving the vehicle by the controller when the vehicle state value is greater than the first reference value to adjust driving force for preventing understeer or oversteer of the vehicle.

Abstract: An all-terrain vehicle is disclosed having a braking system with an anti-lock braking control module and a first brake master cylinder hydraulically coupled to the anti-lock braking control module. A first brake actuator is coupled to the first brake master cylinder and a brake caliper is coupled to at least some of the ground engaging members. The first brake master cylinder upon actuation provides anti-lock braking to either the first or second ground engaging members. A second brake master cylinder is hydraulically coupled to the anti-lock braking control module. A second brake actuator is coupled to the second brake master cylinder and a brake caliper is coupled to at least some of the ground engaging members. The second brake master cylinder upon actuation provides anti-lock braking to either the first or second ground engaging members. The vehicle also has a speed monitor with a gear ring positioned on an exterior surface of a stub shaft and a speed pickup positioned adjacent to the gear ring.

Abstract: A vehicle drivetrain for a vehicle including a transmission configured to move the vehicle with a surface engaging traction member and a final drive assembly configured to drive the surface engaging traction member. The final drive assembly includes a drive assembly coupler. A transmission coupler is operatively connected to the transmission and disposed between the transmission and the drive assembly coupler. The transmission coupler includes a first position engaged with the drive assembly coupler and a second position disengaged from the drive assembly coupler. An actuator is operatively connected to the transmission coupler and is configured to move the transmission coupler between the first position and the second position. The actuator, in one embodiment, includes a worm drive having a worm gear configured to move the transmission coupler along a longitudinal direction of the transmission. The worm gear rotates about an axis inclined with the longitudinal direction.

Abstract: A system for managing lateral loads in a vehicle includes a crossmember and one or more structures that may be deformable. The crossmember is arranged laterally spanning a first longitudinal frame member, arranged on a first side of the vehicle, and a second longitudinal frame member of the vehicle, arranged on a second side of the vehicle. The structure is affixed to one lateral side of the vehicle, arranged longitudinally forward of the crossmember, arranged laterally outside of the first frame member, and is configured to deform during a small overlap collision. The structure, when under load, is configured to apply a lateral force on an end of the crossmember to cause lateral displacement of the vehicle. A vehicle may include a structure on each side of the vehicle to generate lateral displacement of the vehicle away from a colliding rigid barrier.

Abstract: A clutch coupler assembly for a hybrid transmission having a first torque input, a second torque input, and a torque output comprises a sleeve fixed to the first torque input and an output hub connected to an output shaft of the torque output. A first ring is disposed on an outer diameter of the output hub and fixed to the sleeve such that the first torque input is always coupled to the torque output. An input hub is connected to an input shaft of the second torque input and a second ring is disposed on an outer diameter of the input hub. A sliding collar is mounted on the first ring and is configured to engage with the second ring to selectively connect the second torque input to the torque output.

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: Methods and systems are provided for a differential lock assembly for a motorized vehicle. In one example, the differential lock assembly includes a cam gear driven by an electric motor via a transmission of the assembly. The cam gear presses a biasing member against a clutch ring in order to couple a first axle half shaft of the vehicle to a carrier of a differential, and to rotate the first axle half shaft at a same speed as a second axle half shaft driven by the differential.

Abstract: A shift range control device includes a drive circuit, a voltage detector, and a controller. The drive circuit includes switching elements, and is shared by a plurality of winding sets. The voltage detector detects terminal voltages of respective phases. The controller controls energization of the winding sets by controlling on and off operations of the switching elements, and controls interruption units each capable of switching between conduction and interruption of power from a power supply to a corresponding winding set. The controller performs disconnection diagnosis based on the terminal voltage during energization of the winding sets in a control state where one of the interruption units is controlled to conduct the power and a remaining interruption unit is controlled to interrupt the power.

Abstract: The drive power connecting/disconnecting device includes a second shaft disposed coaxially to a first shaft so as to transmit drive power to a wheel axle, a connection/disconnection member which moves a second rotational body along an axial direction with respect to a first rotational body, and which is capable of moving in the axial direction so as to make or break engagement between the first shaft and the second shaft, a supporting member, a shaft cover which covers at least the periphery of the second rotational body, a first pivotally supporting portion which is disposed between the first shaft and the second shaft so as to axially support one end of the second shaft; and a second pivotally supporting portion which is disposed inside the shaft cover so as to axially support the other end of the second shaft.

Abstract: A driving force distribution apparatus includes an orthogonal gear pair constituted by a pinion gear shaft and a ring gear member, a casing that houses the orthogonal gear pair, an intermediate rotational member coaxially rotatable relative to the ring gear member, a clutch member configured to couple the ring gear member and the intermediate rotational member to each other, and first and second driving force adjustment mechanisms configured to adjust a driving force to be transmitted from the intermediate rotational member to first and second output rotational members. The ring gear member has a ring gear portion and a tubular portion. At two positions between which the ring gear portion is interposed in an axial direction, the tubular portion) is rotatably supported by a pair of bearings.

Abstract: To provide a transfer (10) capable of reducing its length in the axial direction. The transfer (10) comprises: a first device (51) separably couples a first gear (21) to an input shaft (11) or a first output shaft (12) and a second device (52) separably couples a second gear (22) to the input shaft (11) or the first output shaft (12). The first gear (21) and the second gear (22) are disposed axially between the first device (51) and the second device (52).

Abstract: Piston apparatus for use with vehicle clutches are disclosed. A disclosed drive unit assembly for a vehicle includes a housing defining a first cavity and a second cavity fluidly coupled together. The drive unit assembly also includes a clutch positioned in the first cavity. Rotation of the clutch conveys a fluid from the first cavity to the second cavity. The drive unit assembly also includes a port extending from the second cavity to the first cavity to receive the fluid. The drive unit assembly also includes a piston positioned in the first cavity proximate to the port and configured to operate the clutch. Movement of the piston relative to the port controls a flow of the fluid through the port from the second cavity to the first cavity.

Abstract: A speed differential device of a double overrunning clutch device includes: a left input unit, an left output ring with cam, a right input unit, a right output ring with a cam; and double overrunning clutch device between the left output ring and the right output ring. The double overrunning clutch device includes a left clutch unit and a right clutch unit; and a synchronous unit is installed between the left clutch unit and the left output ring, and between the right clutch unit and the right output ring. The synchronous unit has a left synchronous ring and a right synchronous ring, but rotate independently; an inner surface of each of the left synchronous ring and the right synchronous ring is formed with teeth or tilt teeth; and an outer annular surface of each of the left synchronous ring and right synchronous ring is formed with teeth or tilt teeth.

Abstract: An all-terrain vehicle is provided comprising a chassis, four wheels and a passenger compartment that includes a passenger seating structure. The vehicle additionally comprises a drivetrain operatively connected to at least one of the wheels comprising at least one drive shaft and at least one torque transfer device. Furthermore the vehicle includes a prime mover that is mounted to the chassis entirely forward of a front edge of the seating structure and operatively connected to the drivetrain. The prime mover is structured and operable to provide motive force to at least one of the wheels.

Abstract: A control method of a rear wheel steering system prevents a sudden change in a rear wheel steering control amount when an error occurs in a wheel speed sensor. The control method detects an error in wheel speed sensors based on output values of the wheel speed sensors. A vehicle speed is estimated by using output values of remaining normal wheel speed sensors except for an output value of an abnormal wheel speed sensor where an error is detected, when an error in the wheel speed sensor is detected. Rear wheels are steered and controlled based on the estimated vehicle speed.

Abstract: A transfer device is provided, which includes an input shaft configured to receive a driving force generated by a drive source, an output shaft configured to output a portion of the driving force to part-time drive wheels of a vehicle, a transfer case accommodating the input and output shafts, at least two output bearings rotatably supporting the output shaft, and a constant-velocity (CV) joint connected to the output shaft and provided on a first side of the part-time drive wheels with respect to the output shaft. The output shaft is formed with a recessed opening portion opening toward the first side and receiving at least a part of the CV joint therein. The transfer case has an annular intruding part extending from the first side of the output shaft into the recessed opening portion. A first output bearing is located inside the recessed opening portion.

Abstract: A clutch actuator (1) has a preload plunger able to move a clutch actuating pushrod (49) wherein the preload plunger (19) is able to be preloaded by a preload spring (21) arranged between the preload plunger and a movable body (17). The clutch actuator is adapted to be operated such that during use when the clutch is engaged there is a force-reducing gap (61) of width (x5) between the movable body and the preload plunger. Control means for controlling such a clutch actuator are also disclosed.

Abstract: An actuator arrangement for a drive train including a shifting element moveable between first and second shifting positions, a shifting mechanism operable in a first shifting operation to actuate the shifting element, and a holding mechanism operable to hold to shifting element in both of the first and second shifting positions. The shifting mechanism includes an axially displaceable pushing element. The holding mechanism has a latching element fixed to the shifting element and a latching contour formed on a first shaft element. The latching element is configured to engage the latching contour when the shifting element is located in the second shifting position. The latching element is released from the latching contour via a second shifting operation by the pushing element.

Abstract: A method of controlling the coupling arrangement in a gearbox, comprising: displacing the coupling sleeve to the second position by applying a first force on the coupling sleeve in the direction from the first position to the second position, overcoming a spring force acting on the coupling sleeve in the direction from the second position to the first position; relieving the first force on the coupling sleeve when the coupling sleeve is in the second position, and when a reaction force acting on the coupling sleeve overcomes the spring force, which reaction force is a result of torque transferred by the third engagement means on the coupling sleeve; applying the first force on the coupling sleeve in the direction from the first position to the second position, if the coupling sleeve is leaving the second position; and reducing the torque transferred by the coupling sleeve using the second power source.

Abstract: A mechanical locking differential includes a drive lock motor supported by the differential housing. The drive lock motor is disposed opposite the input bevel gear assembly, higher than the differential input and the differential outputs. The drive lock motor is coupled to a differential lock with a gear train that includes a worm drive, to output rotational motion on a lock output gear. The lock output gear causes sliding motion of a rack and a rack follower, pressing the differential lock into or out of engagement. The drive lock motor assembly is disposed fully between the right and left extents of the differential.

Abstract: A power transmission device includes a selective rotation transmission mechanism for keeping the current drive mode of a vehicle. The selective rotation transmission mechanism includes a magnetized yoke, and a pressure receiving plate opposed to the yoke in the axial direction. In order to improve the stability of operation of the selective rotation transmission mechanism, the yoke and the pressure receiving plate are configured such that separated regions are defined between the yoke and the pressure receiving plate when the latter is attracted to the former such that at the separated regions, the yoke is not in contact with the pressure receiving plate.

Abstract: Methods and systems are provided for a motorized disconnect operable to selectively engage and disengage two rotating components of a vehicle drivetrain. As one example, a motorized disconnect system is provided that operates via an electric motor and includes a shifter assembly with an oscillating gear track and cam profile for rotating the shifter assembly while moving it in an axial direction to selectively couple two rotating components.

Abstract: An AWD system can include a differential, a PTU, and a friction clutch. A differential input can receive torque from the powertrain and rotate about a first axis. First and second differential outputs can rotate about the first axis. A third output can be drivingly coupled to the differential input and rotatable about a second axis transverse to the first axis. The clutch can include first friction members, second friction members, and an actuator. The first friction members can be coupled to the differential input for common rotation. The second friction members can be coupled to the second differential output for common rotation. The actuator can selectively engage the first friction members with the second friction members. The secondary driveline can include a second input member coupled to the third output to receive rotary power therefrom. The second driveline can distribute rotary power for driving the second set of wheels.

Abstract: A secure locking hub system for locking a wheel hub of a vehicle in a rotationally fixed position relative to an axle is provided. The system has a locking ring that may be moved between locked and unlocked configurations. When in the locked configuration, the wheel hub will not rotate and the vehicle thus cannot be moved. The system additionally has a security lock that prevents any unauthorized individual from unlocking the wheel hub, thereby preventing theft of the vehicle. The system includes a fastener designed to allow the system to be retrofitted to an existing vehicle axle without requiring replacement or mechanical modification of the axle.

Abstract: Included are a pair of left and right front side frames extending in a vehicle front-rear direction, and each including an inner side frame on an inner side and an outer side frame on an outer side; and a gusset member arranged on a vehicle width direction outer side of a vehicle front-side end portion of each front side frame, and including an inclination portion which inclines such that, in its plan view, becomes closer to the front side frame toward a vehicle rear. A vehicle front-side end portion of the outer side frame includes a width widening portion which becomes wider outward in a vehicle width direction. The gusset member includes a fixation portion which is vertically fixed to the width widening portion.

Abstract: This clutch actuator includes a hydraulic pressure generating mechanism (51) configured to operate a clutch (26) to provide a connected state or a disconnected state, a motor (52) configured to generate a rotary driving force for driving the hydraulic pressure generating mechanism (51) to a driving shaft (52a), a transmission mechanism (54) configured to transmit the rotary driving force generated in the driving shaft (52a) of the motor (52) to a driven member (54b) parallel to the driving shaft (52a) in an axial direction and disposed coaxially with a cylinder main body (51a), and a conversion mechanism (55) configured to convert the rotary driving force transmitted to the driven member (54b) into a reciprocal driving force of a piston (51b) in a stroke direction, wherein the hydraulic pressure generating mechanism (51), the motor (52), the transmission mechanism (54) and the conversion mechanism (55) are integrated as a unit.

Abstract: A system for reducing motor drive loss in a vehicle. The system includes a motor designed to convert electrical energy into torque. The system also includes a sensor designed to detect motor data corresponding to at least one of a motor torque or a motor speed of the motor. The system also includes a memory designed to store testing data including optimized current commands for multiple combinations of motor torques that were determined during testing of the motor or a similar motor. The system also includes a speed or torque controller coupled to the motor, the sensor, and the memory and designed to receive a speed or torque command and to determine a current command signal usable to control the motor based on the speed or torque command, the testing data, the detected motor data, and an artificial intelligence algorithm.

Abstract: A torque transmitting assembly including a first drum having a plurality of teeth formed at an end thereof. A gear assembly axially aligns with the first drum and has a plurality of teeth intermeshing with the plurality of teeth of the drum. The gear assembly includes an annular gear and a plate axially aligning with the gear.

Abstract: The invention concerns a method for actuating a differential lock of a differential in a motor vehicle drive-train, such that when a locking command has been issued the differential lock is engaged as soon as there is essentially no rotational speed difference at the differential lock (S8). To carry out a comfort-orientated actuation of the differential lock, when the locking command has been issued but before the differential lock is engaged, it is first checked whether there is a rotational speed difference at the differential lock (S6). If there is a rotational speed difference, this is automatically reduced before the differential lock is engaged (S7).

Abstract: A Sprague carrier for use in a front differential is provided. The Sprague carrier includes an armature plate having a plurality of concentrically located connector apertures. The Sprague carrier also includes a spring-less bearing cage. The spring-less bearing cage includes bearing apertures, bearings coupled within the bearing apertures without springs, and concentrically located connector recesses corresponding to the concentrically located connector apertures of the armature plate. The Sprague carrier further includes connectors engaging the connector apertures of the armature plate and the connector recesses of the bearing cage to couple the armature plate to the bearing cage.

Abstract: A differential arrangement including a wedge clutch assembly is provided. The wedge clutch assembly includes a cage with a first plurality of tapered crossbars to at least partially define a plurality of tapered wedge pockets. A plurality of wedges are each arranged within a respective one of the plurality of wedge pockets and within a circumferential groove of an input drive gear or a differential assembly. An actuator assembly is configured to move the cage in at least one of a first axial direction or a second axial direction. Movement of the first plurality of tapered crossbars in one of the first axial direction or the second axial direction circumferentially drives the plurality of wedges into contact with the circumferential groove such that the input drive gear drives the differential assembly.

Abstract: A control apparatus that controls a four-wheel drive vehicle in which a driving force is transmitted to rear wheels via a dog clutch, a propeller shaft, and a driving force transmission apparatus is configured to, when switching to a four-wheel drive mode, reduce a difference in rotation speeds of an intermediate rotational member and a ring gear member by a frictional force between a friction surface of a friction member, which is configured such that its rotation relative to the intermediate rotational member is restricted, and a target frictional slide surface of the ring gear member, and then couple the intermediate rotational member and the ring gear member by a clutch member in a state in which engagement forces of friction clutches configured to transmit the driving force between each of first and second output rotational members and the intermediate rotational member of the driving force transmission apparatus are set to engagement forces that allow their relative rotation.

Abstract: A power transmitting component with a differential assembly and a planetary reduction that has a plurality of compound planet gears. Each of the compound planet gears is rotatable about a rotary planet axis and has first and second planet gears that are nonrotatably coupled to one another and spaced axially apart from one another along an associated one of the rotary planet axes. The rotary planet axes are disposed concentrically about a rotational axis of the input to the planetary reduction. Each of the first planet gears is meshingly engaged to the input of the planetary reduction, while each of second planet gears is meshingly engaged with a stationary ring gear. The differential assembly receives rotary power from the planetary reduction and has first and second differential outputs that are disposed along the rotational axis between the first and second planet gears.

Abstract: A transfer case includes a primary output shaft, a secondary output shaft, a clutch, and a hub. The clutch includes a plurality of interleaved plates for selectively rotationally coupling the primary output shaft to the secondary output shaft. The hub rotationally couples the primary output shaft and the clutch. The hub includes an outer annular member and an inner annular member. The inner annular member is rotatable within the outer annular member for the hub to selectively release oil into the clutch.

Abstract: A kingpin unit bearing steerable drive axle for a powered wheel of a vehicle may include a steering knuckle having a first side and a second side, and a unit bearing configured to support a wheel and operatively connected to the first side of the steering knuckle. An axle housing is operatively connected to the second side of the steering knuckle, and the axle housing has an upper arm and a lower arm. A first kingpin connects the upper arm of the axle housing to the steering knuckle; and a second kingpin connects the lower arm of the axle housing to the steering knuckle. The steering knuckle and the axle housing are configured to receive a powered axle shaft to drive the unit bearing.

Abstract: A shift control apparatus of an automatic transmission includes: an input detecting unit configured to detect a real rotational speed of the input shaft; an output detecting unit configured to detect a real rotational speed of the output shaft; an estimating unit configured to estimate an estimated rotational speed of the input shaft, which corresponds to a shift request, by multiplying the real rotational speed of the output shaft by a target gear ratio; and a control unit configured to control the rotation of the input shaft based on a detection result from the input detecting unit. The control unit controls the rotation of the input shaft such that an upper-limiting rotational speed of a variation in real rotational speed of the input shaft is lower than the estimated rotational speed.

Abstract: A switchable clutch includes an outer ring, an inner ring, a roller cage, a plurality of rollers, and a drag plate. The outer ring includes a plurality of ramped surfaces. The roller cage is disposed radially between the outer ring and the inner ring. The rollers are guided by the roller cage. The drag plate is rotationally fixed to the inner ring and is engageable with the roller cage to rotate the rollers relative to the outer ring. In an example embodiment, the switchable clutch has a spring engaged with the outer ring for urging the roller cage in a first rotational direction relative to the outer ring. In an example embodiment, the switchable clutch has an electromagnet for engaging the drag plate and the roller cage and/or a coil spring assembly for disengaging the drag plate and the roller cage.

Abstract: A continuously variable transmission includes four shift elements to establish three forward driving ranges and one reverse driving range. Two of the forward driving ranges utilize recirculating power flow paths in which the power transmitted through the variator is much smaller than the power transmitted by the transmission. Both variator sheaves rotate about axes that are offset from the input axis such that neither sheave is partially submerged in transmission fluid.

Abstract: A rotation transmission device is provided in which leakage of magnetism from an armature to a control retainer is reduced, and of which a two-way clutch can be operated accurately and reliably. This device includes a restricting arrangement for restricting the fitting amount between a coupling tube of the armature and a tubular portion of the control retainer such that a gap is defined between a back surface of the armature, with respect to its surface to be attracted to a rotor, and an end surface of the tubular portion, to prevent leakage of magnetism from the back surface of the armature to the end surface of the tubular portion when an electromagnet is energized and the armature is pulled to the rotor.

Abstract: A four-wheel drive vehicle includes a friction clutch that transmits a driving force to rear wheels, a hydraulic circuit including a control valve that reduces a pressure of hydraulic oil discharged from a hydraulic pump down to a control pressure corresponding to a control current, and the cylinder and a piston that receives the oil from hydraulic circuit the to press the friction clutch. In the hydraulic circuit, a ratio of an change amount in a feeding pressure to the cylinder to an change amount in the control current, when the feeding pressure to the cylinder is lower than a predetermined value, is lower than when the feeding pressure applied to the cylinder is equal to or higher than the predetermined value. The control apparatus controls a pressure of the hydraulic oil fed to the cylinder lower than the predetermined value when switching the driving state.

Abstract: A differential apparatus includes a differential mechanism, a differential case that accommodates the differential mechanism, and a clutch mechanism that transmits a driving force between the differential case and the differential mechanism. The clutch mechanism includes a side member movable inside the differential case in an axial direction and an actuator for moving the slide member to the axial direction. The slide member has a first meshable portion at one end in the axial direction, is allowed to move relative to the differential mechanism, and is prevented from rotating relative to the differential mechanism. The differential case has a second meshable portion facing the first meshable portion in the axial direction.

Abstract: A drive system for a vehicle having a rear drive assembly having a first pair of axles drivingly engaged to a pair of rear wheels, a single front drive assembly in selective electrical communication with a power source and having a second pair of axles drivingly engaged to a pair of front wheels, a selector switch having a first position which prevents electrical communication between the front drive assembly and the power source and a second position which places the front drive assembly in electrical communication with the power source, where the rear drive assembly can power the vehicle when the selector switch is in the first position, and both the rear drive assembly and the front drive assembly can power the vehicle when the selector switch is in the second position.

Abstract: Methods and systems are provided for a motorized disconnect operable to selectively engage and disengage two rotating components of a vehicle drivetrain. As one example, a motorized disconnect system is provided that operates via an electric motor and includes a shifter assembly with an oscillating gear track and cam profile for rotating the shifter assembly while moving it in an axial direction to selectively couple two rotating components.

Abstract: A transfer case includes primary and secondary output shafts, along with a secondary torque transfer mechanism and a locking mechanism, which are configured to selectively couple the primary and secondary output shafts. The secondary torque transfer mechanism comprises a sprocket coupled to the secondary output shaft, and a plate clutch coupled to the sprocket to selectively form a friction coupling with the primary output shaft. The locking mechanism selectively couples the primary output shaft to the sprocket, and includes a locking sleeve and an actuator that moves the locking sleeve between a first position and a second position. In the first position, the locking sleeve forms a first splined connection with the primary output shaft and forms a second splined connection with the sprocket. In the second position, the locking sleeve forms the first splined connection with the primary output shaft and forms a second splined connection with the sprocket.

Abstract: A dog clutch includes: a first rotational member; a second rotational member; a clutch member; and a pressing mechanism. The clutch member includes a meshing portion meshing with the second rotational member, an engageable portion circumferentially engaging with an engaged portion provided in the first rotational member, and a cam surface configured to generate a cam thrust in a direction of a rotation axis by a relative rotation with respect to the first rotational member. When the clutch member moves, a depth of meshing with the second rotational member is deepened by the cam thrust, and then the engageable portion engages with the engaged portion, so that the clutch member receives a torque from the first rotational member.

Abstract: A vehicle with a primary driveline that is configured to distribute rotary power to a first set of vehicle wheels and a power transmitting device that can be selectively operated to transmit rotary power to a secondary driveline. The power transmitting device has an input member, which is driven by the primary driveline, and an output member that is selectively coupled to the input member to receive rotary power therefrom. The secondary driveline comprises a differential, a pair of shafts, and a side shaft coupling that selectively interrupts power transmission between the differential and one of the shafts.

Abstract: A vehicle drive system, that can improve drive efficiency while maintaining vehicle stability, includes a step (S3, S105) in which a switch is made from 2WD to AWD on the basis of a cumulative slip point; a step (S12, S303) in which a switch is made from 2WD to AWD on the basis of a calculated lateral G; a step (S13, S109, S111) in which a switch is made from AWD to 2WD after the step (S3 or S105) under a first switching condition; and a step (S13, S306, S308) in which a switch is made from AWD to 2WD after the step (S12 or S303) under a second switching condition. The first switching condition and the second switching condition differ from one another.