Abstract: The present teachings provide for a power transfer device and method of forming a power transfer device that includes a unitarily formed transfer member and a support member. The transfer member can be supported within a housing for rotation about an input member and can be coupled to the input member to receive rotational power therefrom. A ring gear defined by the transfer member can meshingly engage with a pinion gear. The support member can be disposed concentrically about the input member and be rotatable about a first axis relative to the housing. The support member can have a first end and a second end. The first end of the support member can be supported for rotation relative to the housing by a support bearing. The second end of the support member can be received within a bore defined by the transfer member and fixedly coupled thereto for common rotation.

Abstract: The invention relates to a powertrain for a motor vehicle having a permanently driven primary axle, comprising: a drive unit for the generation of a drive torque; a first clutch for the transfer of a variable portion of the drive torque to a secondary axle of the motor vehicle; a second clutch for the deactuation of a torque transfer section of the powertrain arranged between the first clutch and the second clutch when the first clutch is opened; and a control unit for the automatic control of the first clutch, with the control unit being connected to at least one sensor for the detection of a wheel slip at the primary axle; with the control unit being made, starting from a deactuated state of the torque transfer section, to close the second clutch in dependence on a detected wheel slip at the primary axle.

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 control device controls a four-wheel drive vehicle including an engine, a torque transmission mechanism which transmits an output torque of the engine to main drive wheels and to auxiliary drive wheels, and a torque distribution adjustment mechanism provided in the torque transmission mechanism and configured to adjust torque distribution with respect to the auxiliary drive wheels. The control device is provided with an abnormal noise reduction unit which controls the torque distribution adjustment mechanism to adjust torque distribution with respect to the auxiliary drive wheels in such a manner as to suppress abnormal noise generation when the engine is operated in an abnormal noise generation range in which the torque transmission mechanism is in an abnormal noise generation state. The abnormal noise reduction unit adjusts the torque distribution with respect to the auxiliary drive wheels in accordance with a magnitude of torque fluctuation of the engine.

Abstract: A transfer case for a vehicle having a selective four wheel drive mode of operation is provided. The transfer case includes a front shell boltably connected with a rear shell, a front axle output shaft and sprocket, and a main input shaft torsionally connected with a transmission and rear axle of the vehicle. A main sprocket is provided, rotatably mounted on the main input shaft. The sprocket has an axial extension. A chain torsionally connects the main sprocket with the front axle output sprocket. A clutch housing having a splined opening is torsionally connected with the main sprocket extension. A hub is spline connected on the main input shaft. A clutch pack is selectively torsionally connected with the clutch housing and with the hub. A pressure plate is provided to actuate the clutch pack.

Abstract: A control system for a hybrid vehicle configured to prevent an undesirable engagement of the selectable one-way clutch is provided. In order to reduce a drag torque resulting from a cranking of an engine to bring the selectable one-way clutch into engagement mode, the control system raises a temperature of lubrication oil before carrying out the cranking of the engine if it is too low, and carries out the cranking of an engine by a motor after the temperature of the lubrication oil is raised to a level at which viscosity thereof is reduced.

Abstract: A multi-mode clutch module includes first and second races, and a plurality of race engagement mechanisms situated between the races. The module incorporates an actuator sleeve having an axially acting actuator cam finger. The cam finger is configured with variable radial thicknesses to provide a plurality of predetermined fixed positions for contacting the race engagement mechanisms to cause the engagement mechanisms to selectively interact with the races. The actuator sleeve is thus adapted to control axial movement of the actuator cam finger between at least two axially spaced positions in one embodiment. In other embodiments within the scope of this disclosure, the actuator cam finger may be adapted to move axially among any number of predetermined positions to operatively permit or prevent transmittal of torque between the first and second races, irrespective of the relative rotational direction of the races.

Abstract: A continuous and reversible mechanical transmission system with a power branch, with an input shaft (17) and an output shaft (16), formed by a continuously variable transmission (1) connected to the shaft of the motor and by at least one planetary gear train (2) linked to the shaft of the motor (17) and to the continuously variable transmission. The continuously variable transmission includes a first pair of gears (3 and 4) linked by means of a transmission (5). The gear train (2) comprises a second pair of gears (6-7) linked by a transmission (8) and at least a first and second transmission step (9-10), each one of which comprises an epicyclic gear carrier (9-13) and a pair of epicyclic gears (12-14).

Abstract: A four-wheel drive vehicle is provided, including an engine with an operating mode that is switchable between all-cylinder and reduced-cylinder operating modes, a torque transmission assembly for transmitting an output torque of an engine to main drive wheels and auxiliary drive wheels, a torque ratio adjusting device included in the torque transmission assembly and configured to adjust a ratio of the output torque distributed to the auxiliary drive wheels, and controller that executes a noise suppression module for increasing the torque ratio provided to the auxiliary drive wheels by the torque ratio adjusting device so as to suppress noise generation at the torque transmission assembly, in the all-cylinder and reduced-cylinder operating modes.

Abstract: A powertrain system includes a geartrain configured to transfer mechanical power between an internal combustion engine, torque machines and a driveline by activation of a synchronous engagement clutch. A method includes commanding activation of the synchronous engagement clutch, including commanding operations of the engine and the first and second torque machines to control members of the clutch, including monitoring speeds thereof. A magnitude of clutch slip is determined. A zero-slip feedback control routine is executed when the clutch slip approaches a zero-slip state, wherein the zero-slip feedback control routine is operative to control the engine and the first and second torque machines to control the rotational speeds of the opposed first and second members to achieve zero clutch slip. The synchronous engagement clutch is activated when the clutch slip is less than a threshold level associated with the zero-slip state.

Abstract: A clutch control device is provided for a four-wheel drive vehicle for transmitting drive force to the rear wheels. The clutch control device includes a dog clutch and a friction clutch, and a 4WD control unit that controls the engagement and disengagement of the dog clutch and the friction clutch. The 4WD control unit is switchable between a two-wheel drive mode and a four-wheel drive mode. The 4WD control unit is programmed to control engagement of the dog clutch so that the dog clutch is engaged after the friction clutch is engaged and the dog clutch is synchronized. During engagement of the dog clutch, the 4WD control unit is programmed to reduce a transmission torque of the friction clutch when the dog clutch engagement standby state is detected.

Abstract: A driving force distribution apparatus for a four-wheel drive vehicle includes a hydraulic clutch, a spool, and a working-oil filling member. The spool is in an electromagnetic solenoid valve disposed in a hydraulic supply mechanism. The spool is slidably held in a sleeve and has one end biased by a plunger and the other end biased by a spring disposed in a damper chamber. A working oil is filled into the damper chamber through the working-oil filling member. The working-oil filling member is provided in the sleeve of the electromagnetic solenoid valve at an upper position in a direction of gravitational force above an oil surface of the working oil stored in the hydraulic supply mechanism.

Abstract: A vehicle front structure includes a front side frame and a first load transmitting member that is joined to a front end and an outer surface in a vehicle-width direction of the front side frame and that tapers from the front of the vehicle toward the rear so as to be formed substantially in the shape of a triangle when viewed in plan view. The first load transmitting member includes a substantially U-shaped portion that is open toward the front side frame. A longitudinal-plate-like second load transmitting member is joined to and along the bottom of the substantially U-shaped portion. A closed cross section is formed by the bottom of the first load transmitting member and the second load transmitting member in a continuous manner in the longitudinal direction of the vehicle.

Abstract: The present invention discloses electric vehicles and methods to operate such vehicles, comprising an electric drive capable of moving the vehicles, together with a non-battery operative feature to enhance the performance of the vehicle, such as extending the range or increasing the power. The non-electrical enhanced feature is independent and not integrated with the electric drive, to enable the return of the vehicle design to pure electrical power with minimum modification.

Abstract: A transfer case for a four-wheel drive motor vehicle includes a two-speed range clutch unit, a mode clutch unit, a power-operated actuation mechanism and a control system. The actuation mechanism includes an electric motor, a geartrain driven by the motor for controlling rotation of an actuator shaft, a range actuator assembly and a mode actuator assembly. The range actuator assembly functions to move a shift collar associated with the range unit in response to rotation of the actuator shaft. The mode actuator assembly includes a mode cam and a ballramp unit. The mode cam is rotatively driven by the actuator shaft for controlling the clutch engagement force exerted on the friction clutch by the ballramp unit. The control system controls movement of the shift collar during motive operation of the motor vehicle to permit on-the-move range shifting.

Abstract: A controller for a four-wheel drive vehicle includes a multi-information display, a first operation part for switching of drive modes, a second operation part for switching of off-road traveling modes, a transfer controller that controls the arrangement of a transfer device based on the drive mode, a detector that detects the arrangement of the transfer device, a setter that sets the traveling mode based on the detected arrangement and input operations to the first and second operation parts, and a display controller that instructs the multi-information display to display the drive mode based on the input operation to the first operation part and the detected arrangement and to display the traveling mode set by the setter. The display controller displays the drive mode and the traveling mode on a window when the switched drive mode is a locked drive mode and simultaneously turns off these modes after a predetermined time.

Abstract: A transmission device of a motor vehicle is disclosed, wherein the motor vehicle has a first wheel axle and a second wheel axle, and wherein the second wheel axle consists of at least one first subaxle and one second subaxle. The transmission device has a first connecting shaft which is operatively connectable to the first subaxle a second connecting shaft which is operatively connectable to the second partial axle and a coupler mechanism having a drive shaft which is operatively connectable to a drive unit of the motor vehicle and an output shaft which is operatively connectable to the first wheel axle, wherein the drive shaft is operatively connected via the coupler mechanism in a torque-dividing manner to the output shaft and to the first and the second connecting shafts.

Abstract: A transmission clutch module includes first and second races, and a plurality of race engagement mechanisms situated between the races. The module incorporates an integrated hydraulic actuator having an actuator cam ring that includes cam ramps configured for moving the race engagement mechanisms between positions adapted to selectively interact with the races. As such, the actuator, designed to be contained entirely within a generally circumferential envelope of the clutch module, may control rotation of the actuator cam ring between at least two spaced angular positions in at least one embodiment. In various other embodiments within the scope of this disclosure, the actuator cam ring may be adapted to rotate among any number of pre-determined positions to operatively permit or prevent the transmittal of torque between the first and second races.

Abstract: A power transmission system (10) for a hybrid vehicle, the power transmission system (10) includes a transmission (TM, 20), a clutch (18), a motor (MG), an engine (14), a first oil pump (44), a second oil pump (68), a first hydraulic circuit in which the first oil pump (44) is provided, and a second hydraulic circuit in which the second oil pump (68) is provided. The motor (MG) is connected to a driving wheel (26) through the transmission (TM, 20). The engine (14) is connected to the motor (MG) through the clutch (28). The first oil pump (44) supplies oil to the transmission (20). The second oil pump (68) supplies oil to the motor (MG) and the clutch (28). The second hydraulic circuit is independent from the first hydraulic circuit. Selected drawing.

Abstract: A speed-changing and differential transmission includes a speed-changing section and a differential section. The speed-changing section has an input stage and a load stage. The sun wheel of the load stage can be operatively connected to at least one planet wheel of the input stage via a planet carrier. At least one planet wheel of the load stage can be operatively connected to the annulus of the input stage via a planet carrier. One of these operative connections is configured as a selectable connection and the other is configured as a fixed connection such that through use of a coupling device, the annulus of the input stage can be operatively coupled to the planet carrier of the load stage, or the sun wheel of the load stage can be operatively coupled to the planet carrier of the input stage.

Abstract: A vehicle-use transmission includes a transmission case accommodating a transmission mechanism; and a power extraction case linked to a side wall of the transmission case and accommodating a gear type power extraction mechanism linked to a power extraction shaft of the transmission mechanism. The power extraction case includes: a gear accommodation chamber for accommodating the gear type power extraction mechanism; and an intermediate transmission chamber for establishing fluid communication between the gear accommodation chamber and the inside of the transmission case. The power extraction case is provided with an oil communication passage for establishing fluid communication between the inside of the transmission case and the gear accommodation chamber.

Abstract: A control system for a hybrid vehicle configured to prevent an undesirable engagement of the selectable one-way clutch is provided. In order to reduce a drag torque resulting from a cranking of an engine to bring the selectable one-way clutch into engagement mode, the control system raises a temperature of lubrication oil before carrying out the cranking of the engine if it is too low, and carries out the cranking of an engine by a motor after the temperature of the lubrication oil is raised to a level at which viscosity thereof is reduced.

Abstract: A power transfer unit includes an input shaft extending along an input axis and an intermediate drive shaft extending at least partially through the input shaft along the input axis. The power transfer unit further includes a ring gear assembly having a ring gear and a ring gear shaft coupled to the ring gear. The ring gear shaft at least partially surrounds the input shaft and extends along the input axis. The power transfer unit also includes a collar coupled to the input shaft. The collar surrounds the input shaft and is movable relative to the ring gear shaft along the input axis between an engaged position and a disengaged position. When the collar is in the engaged position, the input shaft is coupled to the ring gear shaft. When the collar is in the disengaged position, the input shaft is decoupled from the ring gear shaft.

Abstract: To achieve an accurate transfer of control from a system to a driver, a semiconductor device includes: a recognition unit that recognizes an object present in the periphery of a vehicle based on a result of observation of the periphery of the vehicle; a route calculation unit that calculates, based on the recognized object, a travel route for the vehicle in an automatic control mode for automatically controlling the vehicle; and a mode control unit that transfers the vehicle from the automatic control mode to a manual control mode for controlling the vehicle according to an operation by a driver, when a travel route to avoid the recognized object cannot be calculated.

Abstract: Provided is a control device for a four-wheel drive which can maintain driving stability while restraining noise and vibration. A control device includes: a second control device that, when at least one of front wheel has slipped, engages a dog clutch after rotating a propeller shaft by a rotational force transmitted via first and second friction clutches; and a third control device that, if a predetermined condition is satisfied when the front wheels are not slipping, engages the dog clutch after rotating the propeller shaft by the rotational force transmitted via the first and second friction clutches. The time required to synchronize the dog clutch by the third control device is longer than that required to synchronize the dog clutch by the second control device.

Abstract: A dual clutch transmission includes a pair of concentric clutches which selectively drive a pair of concentric drive shafts, pairs of gears in constant mesh, a first portion of which are associated with the first drive shaft and a first, parallel countershaft and a second portion of which are associated with the second drive shaft and a second, parallel countershaft. Synchronizer clutches disposed adjacent the gears on the countershafts selectively connect the gears to the countershafts. Both countershafts drive a single output shaft through transfer gears. The output shaft is coupled to a drive (input) pulley of a continuously variable final drive assembly which receives a chain which drives a driven (output) pulley which is coupled to and drives the cage of a differential assembly. A pair of axles are driven by the side gears of the differential and, in turn, drive the vehicle wheel.

Abstract: The present disclosure provides a disconnect mechanism for removably coupling an input member and an output member to one another. The mechanism includes a drive member configured to be rotationally driven and a driven member rotationally coupled to the drive member. A collar is rotatably coupled to the driven member, where rotation of the drive member induces rotational and longitudinal movement of the collar along a shaft passing through the driven member. The mechanism further includes a coupler member coupled to the collar such that the coupler member is adapted to be removably coupled to the input member and output member. As the collar moves along the longitudinal shaft, the coupler member moves longitudinally between a first position in which the input member and output member are coupled and a second position in which the input member and output member are decoupled from one another.

Abstract: A vehicle having a four-wheel-drive system including an auxiliary portion that has an auxiliary driveshaft and drive means between the auxiliary driveshaft arranged to releasably connect a second group of wheels to the driveline via a releasable torque transmitting device. The releasable torque transmitting device is operable to allow slippage of the input portion with respect to the output portions, thereby to vary an amount of torque that is transmitted to the second group of wheels.

Abstract: Techniques for real-time virtual sensing of an axle assembly temperature include determining, at a controller of a vehicle, an initial temperature of an axle assembly of the vehicle based on an ambient temperature and a fluid temperature of a transmission. The techniques include determining, at the controller, an operating mode of the vehicle, the operating mode of the vehicle being one of moving and non-moving. The techniques also include estimating, at the controller, a temperature of the axle assembly based on the initial axle assembly temperature and the vehicle operating mode using an axle temperature model.

Abstract: A drive control system for a work vehicle is provided with a power transmission device that drives front wheels and rear wheels, a request determination unit, and a drive mode control unit. The power transmission device has a drive mode switching mechanism that performs drive mode switching between a four-wheel drive mode in which drive power is transmitted to front wheels and rear wheels and a two-wheel drive mode in which drive power is transmitted to only the rear wheels. The request determination unit determines a necessity for an increase in drive power on a contact area of the work vehicle, and outputs an increase request based on the determination result. The drive mode control unit outputs a drive mode switching request for switching to the four-wheel drive mode to the drive mode switching mechanism, in response to output of the increase request.

Abstract: A drive-train which comprises a drive engine that can be fitted in the longitudinal direction of the vehicle, between the driving wheels, with a drive output shaft connected to a drive input shaft of a transfer case. The drive output shaft of the transfer case is connected to a drive input shaft of a gearshift transmission, whose drive output can be brought into connection with vehicle wheels. The transfer case is preferably in the form of a spur gear assembly. The drive engine and the gearshift transmission are arranged in the longitudinal direction of the vehicle and are connected to the transfer case on the same side of the transfer case. The outer spur gears, of the spur gear assembly, have a larger diameter than the inner spur gears.

Abstract: A torque transfer assembly for a tandem axle drive train, having a first synchronizer assembly including a first portion arranged to non-rotatably connect to a power input shaft arranged to receive torque from an engine, a second synchronizer assembly, an overdrive gear assembly engageable with the first synchronizer assembly, and an inter-axle differential gear (IAD) arranged to engage first and second power shafts, and engaged with the second synchronizer assembly. In a differential mode, a first torque path is formed from the power input shaft to a first axle through the first synchronizer, the power shafts, the IAD and second synchronizer, and a second torque path is formed from the power input shaft to a second axle through the first synchronizer, the power shafts, and the IAD, and, in overdrive mode, a third torque path is formed from the power input shaft to the first axle through the first synchronizer.

Abstract: A front differential double disconnect includes a front differential having a first side gear and a second side gear, a first shaft having a first gear configured to selectively engage the first side gear, a second shaft having a second gear, and a third shaft disposed between the first shaft and the second shaft. The third shaft includes a third gear configured to engage the second side gear and selectively engage the second gear. The first shaft is shiftable between a first position where the first gear does not engage the first side gear, and a second position where the first gear meshingly engages the first side gear to transmit rotational movement therebetween.

Abstract: A number of variations may comprise a method comprising: a lubrication system for a transfer case comprising: actively managing an oil level in a plurality of sumps in a transfer case by rotating at least one rotating element in the transfer case to transfer oil through the transfer case to lubricate the transfer case.

Abstract: An arrangement of a vehicle is provided having normal transverse engine/transmission normal two-wheel drive operation which can be selectively placed into four-wheel drive operation wherein a pump which powers the coupling or uncoupling can be positioned downstream of a power takeoff unit without utilization of an electrically powered pump or transmission powered pump.

Abstract: A disconnector for a hybrid vehicle, which can accurately control interruption or transmission of rotary power by accurately measuring and monitoring a transfer distance of a shift fork using a linear sensor while interrupting or transmitting the rotary power of an engine or a motor using the shift fork.

Abstract: During turning of a vehicle, a vehicle body deceleration due to a cornering drag is obtained. An electronically controlled coupling is controlled to give, to rear wheels, a pre-torque set to be larger as the vehicle body deceleration is larger. Also, the pre-torque is restricted by an upper limit of the pre-torque that is set to be lower as a differential rotational speed of the front and rear wheels is smaller. By giving the pre-torque to the rear wheels, if a shift condition for a four-wheel drive state is established subsequently, a driving force can be generated in the rear wheels substantially at the same time that a fastening force of the electronically controlled coupling is increased, thereby the shift to the four-wheel drive state is immediately completed. Consequently, delay in response is not generated in the shift.

Abstract: An active transfer case is disclosed having a multi-plate friction clutch installed on the front output shaft. A splash recovery clutch lubrication system is provided to capture lubricant splashed from the sump in response to rotation of the friction clutch and transfer the captured lubricant to a central clutch feed chamber to cool and lubricate the components of the friction clutch.

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 torque transmission device for a powertrain system is described, and includes a continuously variable unit (CVU) of a continuously variable transmission (CVT) arranged in parallel with a fixed-gear-ratio transmission to transfer torque between a transmission input member and a transmission output member. The fixed-gear-ratio transmission includes first and second planetary gear sets arranged to transfer torque between the transmission input member and the transmission output member in one of a plurality of fixed-gear-ratio modes by selectively activating a plurality of transmission clutches. The transmission input member rotatably couples to one of the nodes of the first planetary gear set and one of the nodes of the second planetary gear set. The torque transmission device transfers torque in one of a continuously variable mode, a fixed underdrive input/output speed ratio, or a fixed overdrive input/output speed ratio.

Abstract: A drive axle system for a vehicle drive train having a clutching device is provided. The drive axle system includes a first shaft, a bevel gear inter-axle differential, a first axle assembly, a second axle assembly, a first clutching device, and a second clutching device. The first axle assembly is drivingly engaged with the first shaft. The first clutching device divides one of a pair of output axles into first and second portions. The second clutching device selectively engages a driving gear of the second axle assembly with a portion of the bevel gear inter-axle differential.

Abstract: A drive axle system for a vehicle drive train having a clutching device is provided. The drive axle system includes a first shaft, a planetary inter-axle differential, a first axle assembly, a second axle assembly, a first clutching device, and a second clutching device. The first axle assembly is drivingly engaged with a portion of the planetary inter-axle differential. The first clutching device divides one of a pair of output axles into first and second portions. The second clutching device selectively engages a driving gear of the second axle assembly with a portion of the planetary inter-axle differential.

Abstract: A control apparatus for a vehicular 4-wheel drive system provided with: primary drive wheels to which a drive force is transmitted from a drive power source; auxiliary drive wheels to which the drive force is selectively transmitted; a first clutch configured to selectively place a first power transmitting path in a power transmitting state and a power cutoff state; and a second clutch disposed in a second power transmitting path to selectively place the second power transmitting path in a power transmitting state and a power cutoff state. The first and second clutches are placed in fully released states to establish a 2-wheel drive mode. The control apparatus includes a first-clutch control portion configured to bring the first clutch into a partially engaged state when a predetermined condition in which the vehicular 4-wheel drive system generates or is considered to generate a noise is satisfied in the 2-wheel drive mode.

Abstract: A starting control apparatus for a hybrid vehicle capable of stabilizing and controlling the amount of torque transmitted by the clutch during engine start up. The hybrid vehicle includes a first clutch disposed between an engine and a motor/generator, and an engaging pressure is supplied to the first clutch from a line pressure regulating valve to a line pressure circuit into which a mechanical oil pump delivers operating fluid. A starting control section that performs the starting control in which the clutch is engaged, torque is input to the engine, and the engine is started in response to an engine start request while traveling in EV mode, is provided with a start determining section that executes starting control when the transmission input torque input to a belt-type continuously variable transmission exceeds a preset input torque based on the operating fluid pressure.

Abstract: An electromagnetic connect/disconnect system with an electromagnet including a coil and a coil housing. The system also including a slide ring located between the coil housing and a sliding collar. The slide ring has a radially outer surface and a radially inner surface. The sliding collar has a first portion and a second portion. The first portion is located radially inward from the slide ring and defines a first set of axially extending teeth. The second portion is located radially inward from the first portion. A return spring groove is located radially inward from the sliding collar first portion and houses a return spring. An output gear is also included which has a second set of axially extending teeth for selective engagement with the first set of teeth.

Abstract: A drive disconnect clutch assembly, including: an input component arranged to receive torque from a motor; an output gear; and a clutch including: a flexible piston plate; at least one clutch plate; at least one wedge plate; and friction material disposed between the at least one clutch plate and the at least one wedge plate. For a synchronizing mode, the flexible piston plate is arranged to displace in an axial direction to engage the at least one clutch plate with the at least one wedge plate to enable transfer of torque from the input component to the output gear. For a locked mode, a first portion of the flexible piston plate is arranged to further displace in the first axial direction to expand the at least one wedge plate radially outward and non-rotatably connect the at least one wedge plate, the input component, and the output gear.

Abstract: Provided is a driving force control device for a four-wheel-drive vehicle that can evade an occurrence of excessive understeer and oversteer in situations unintended by the driver, by appropriately controlling driving forces to be distributed to sub-drive wheels. The driving force distribution device of the four-wheeled vehicle controls driving force to be distributed to the rear wheels (Wr, Wr) by the clutch (10) for front-and-rear torque distribution so that the wheels (Wf, Wf) are main drive wheels and the rear wheels (Wr, Wr) are sub-drive wheels. The driving force distribution device is adapted to perform control to restrict the upper limit of the four-wheel drive torque based upon an estimated driving force and steering angle of the vehicle, when calculating four-wheel drive torque to be distributed to the rear wheels (Wr, Wr) by the driving force distribution device (10).

Abstract: A transfer case includes first and second output shafts selectively driven by an input shaft. A first gearset is driven by the input shaft providing first and second gear ratios to the first output shaft. A range actuator includes an axially moveable member operable to shift the first gearset between the first and second gear ratios. An actuation shaft is coupled to the axially moveable member such that rotation of the actuation shaft translates the axially moveable member. A second gearset is driven by the input shaft and drives the actuation shaft. The second gearset includes a control gear moveable into and out of meshed engagement with a first gear and an idler gear. The actuation shaft is rotated in a first direction when the control gear is meshed with the first gear and rotated in an opposite direction when meshed with the idler gear.

Abstract: A control system includes a transfer. The transfer is disposed in a power transmission path between the driving power source and primary driving wheels and distributes dynamic power of the driving power source to the 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 clutch mechanism is disposed in a power transmission path between the transfer and the driving power transmission shaft. A electronic control unit engages at least one of a first and second clutches and then engages the clutch mechanism on the basis of a steering state at the time of switching from a two-wheel-drive traveling state in which the clutch mechanism and the first and second clutches are disengaged to a four-wheel-drive traveling state in which the clutch mechanism and the first and second clutches are engaged.

Abstract: An arrangement for an assembly member of a vehicle includes a power unit for generating a driving force; a pair of left and right driving wheels; a propeller shaft extending in the forward and backward direction of the vehicle; a differential for transmitting the driving force to the pair of left and right driving wheels via a pair of left and right drive shafts; a switch for switching the diff-lock of the differential on and off; an exhaust pipe disposed on one side in the vehicle width direction with respect to the propeller shaft; and an assembly member for operating the switch via each of a plurality of operation side transmission members and a device side transmission member using an operating force applied to each of a plurality of operating elements; wherein the assembly member is disposed on the opposite side of the propeller shaft as the exhaust pipe.