Abstract: A motor vehicle having: prime mover means; at least first and second groups of one or more wheels; and a driveline to connect the prime mover means to the first and second groups of one or more wheels such that the first group of one or more wheels may be driven by the prime mover means when the driveline is in a first mode of operation and the second group of one or more wheels may additionally be driven by the prime mover means when the driveline is in a second mode of operation, the driveline including an auxiliary portion comprising releasable torque transmitting means operable to connect the second group of one or more wheels to a torque transmission path from the prime mover means when the driveline transitions between the first mode and the second mode, the vehicle comprising control means operable automatically to control the driveline to transition from the first mode to the second mode and from the second mode to the first mode, the control means being operable to prevent a transition from the first

Abstract: An electromagnetic clutch unit includes: a friction mechanism including a first friction member and a second friction member; a lock sleeve connected to an input shaft member so as to be non-rotatable relative to the input shaft member, and movable in an axial direction of the electromagnetic clutch unit between a first position at which the lock sleeve is engaged with only the input shaft member and a second position at which the lock sleeve is engaged with both an output shaft member and the input shaft member; and a pressing member that constitutes a magnetic path extending over the pressing member and the second friction member, and that presses the lock sleeve with the electromagnetic force to move the lock sleeve from the first position to the second position.

Abstract: A transfer case (21, 330) and a method of assembly can include an input shaft (15) and output shafts (14, 16), a mode clutch (30) for shifting between a two-wheel and four-wheel drive mode, a mode shift mechanism (56, 380, 480), a planetary gear assembly (20) for providing a different drive ratio between the input shaft (15) and the output shaft (14), a range shift mechanism (50, 360, 460), and a synchronizer (40, 340) for speed synchronization before shifting between a low-range drive mode and a high-range drive mode. A fixed ring gear (24) can be connected to the planetary gear assembly (20) during the high-range and low-range drive mode. The mode shift mechanism (56) and the range shift mechanism (50) can be electro-mechanically actuated by a reversible rotatable actuating gear (348, 448) interposed between an expandable clutch actuator (388, 488) and a rotatable barrel cam (359, 459).

Abstract: A method and control device for operating a brake-boosted hydraulic brake system of a vehicle, including ascertaining information relating to an increase or a decrease in an additional braking force exerted on at least one wheel in addition to a hydraulic braking force of the brake system, which increase or decrease is greater than a predefined minimum difference, altering an assistance force to a force introduction element, by a force difference, taking account of the ascertained information, so that the hydraulic braking force is altered to correspond to the increase or decrease in the additional braking force, and displacing a volume of a brake medium of the brake system between at least one accumulator chamber of at least one plunger and/or of at least one two-chamber cylinder and a volume of the brake system outside the accumulator.

Abstract: An actuator that causes a mode clutch to shift between an engaged position and a disengaged position is provided. The actuator comprises a motor having an output. A shift cam is caused to rotate based on the output of the motor. The shift cam has a cam profile surface. A cam follower rides along the cam profile surface upon rotation of the shift cam. Movement of the cam follower causes movement of a mode fork resulting in the mode clutch shifting between the engaged and disengaged positions. A sensor outputs a voltage to a controller based on a physical location of the cam follower. The controller activates the motor based on the voltage.

Abstract: A coupling device and a coupling mechanism is provided for selectively coupling of an electric drive to a wheel axle of a vehicle. The coupling device includes, but is not limited to an output gear connected to the wheel axle, an input gear connected to the electric motor. A synchronizer is adapted to contactlessly minimize a difference of the input gear's and the output gear's angular velocity below a predefined threshold, and a synchronizing member is adapted to frictionally engage with the input gear and/or with the output gear when the difference in angular velocity of input gear and output gear is below the predefined threshold.

Abstract: A method of operating a transmission system of an automotive vehicle, the transmission system including a mechanism of mechanically coupling first and second axles of the transmission system, a status of the coupling mechanism defining a number of transmission modes. In the method, if the automotive vehicle crosses a speed threshold for a determined length of time, for example between 30 seconds and two minutes, the transmission system switches from a first mode in which the torque that can be transmitted by the mechanical coupling mechanism is fixed, into a different transmission mode.

Abstract: A device for operating a drive unit generates setpoint values for controlling the drive unit based on, for example driver-generated input parameters. The device generates a first setpoint value for a front-axle drive and a second setpoint value for a rear-axle drive and includes a load impact damping unit which, in the event of a risk of load impacts, processes the setpoint values so as to damp the load impacts. The load impact damping unit is divided into a first load impact damping filter for processing the first setpoint value for the front axle drive and into a second load impact damping filter for processing the second setpoint value for the rear axle drive, and supplies corresponding filtered setpoint values to these drives.

Abstract: A first projection portion projecting outward, in a vehicle width direction, from a front side frame is provided. A front end of the first projection portion is located at the same position, in the vehicle longitudinal direction, as a connection portion of a crash can to the front side frame or located in back of the connection portion. An outward side face of the first projection portion is configured to slant rearward and inward in a plan view. The first projection portion and a power unit are arranged to overlap each other in the vehicle longitudinal direction. Accordingly, an impact transmitted to a vehicle-compartment side in a small overlap collision can be reduced, restraining repair costs of the crash can broken in a low-speed collision as well as maintaining appropriate design flexibility of a vehicle-body front portion.

Abstract: A four-wheel-drive vehicle includes a dog clutch provided between a propeller shaft and an engine, a torque coupling provided between a rear differential and rear wheels, and an ECU that controls the dog clutch and the torque coupling. When a drive mode is switched from a two-wheel-drive mode where the transmissions of torque by the dog clutch and the torque coupling are both interrupted, to a four-wheel-drive mode, the ECU sets the amount of torque that is transmitted by the torque coupling to a first torque value (T1) to increase the speed of rotation of the propeller shaft, and then sets the amount of torque that is transmitted by the torque coupling to a second torque value (T2) that is lower than the first torque value (T1), and engages the dog clutch when the rotations of first and second rotary members of the dog clutch are synchronized with each other.

Abstract: A vehicle powertrain includes a transaxle configured to drive front wheels and a power take-off unit configured to drive rear wheels through a driveshaft. The power take-off unit includes a disconnect clutch such that the power flow path to the rear wheels can be disconnected to reduce fuel consumption and reconnected when needed for traction enhancement. Although the disconnect clutch is physically located within the power take-off unit, it is actuated by fluid from the transaxle valve body. The disconnect clutch actuator includes a piston that slides within a chamber in a housing and a solenoid controlled valve that fluidly connects the chamber either to a pressure source or to the transaxle sump.

Abstract: A spindle assembly includes a main housing, a spindle mounted for rotation within the housing, a wheel hub attached to the spindle, a coupling located adjacent to an inner end of the spindle, and a disconnect shaft located within a bore of the coupling. The disconnect shaft is moveable in an axial direction between an engaged position in which a splined portion of the disconnect shaft mates with splined portions of both the spindle and the coupling to prevent the spindle from rotating independently of the coupling, and a disengaged position that allows the spindle to free-wheel relative to the coupling. A sprocket or gear is connected to an inner end of the coupling to connect the spindle assembly to a drive motor. An actuator is connected to an inner end of the disconnect shaft to move the shaft between its engaged and disengaged positions.

Abstract: A powertrain with a disconnecting rear drive axle generally includes a prime mover including an output that rotates about a rotational axis. A transmission includes an output that rotates about a rotational axis. The rotational axes of the outputs are substantially parallel to a longitudinal axis of the powertrain. A front driveline is operable to direct rotary power from the prime mover to front vehicle wheels. A rear driveline includes a propeller shaft that provides rotary power to a first shaft member and a second shaft member through a pinion and a ring gear. The first shaft member and the second shaft are operable to connect to rear vehicle wheels. A power switching mechanism has an engaged condition and a disengaged condition. The power switching mechanism is operable to direct the rotary power from the transmission to the rear driveline in the engaged condition. A torque transfer device has an engaged condition and a disengaged condition.

Abstract: Utility vehicle transmission controls include a common pivot shaft extending transversely across at least part of the operator station. The common pivot shaft has an integral collar. A shift lever has a sleeve pivotably mounted on the common pivot shaft with a portion of the sleeve extending over the integral collar. A differential lock lever has a lower end with a sleeve pivotably mounted on the common pivot shaft with a portion extending over the integral collar adjacent the shift pivot so that the shift lever and differential lock lever independently pivot.

Abstract: In accordance with one aspect of the techniques described herein, there is provided a vehicle comprising an engine, an automatic, robotic, or continuously variable transmission mechanically coupled to the engine, a four-wheel drive system, a vehicle control system coupled to the engine, the four-wheel drive system and the transmission, a breaking system, a gas pedal for controlling the operation of the engine, a break pedal for controlling the operation of the breaking system, the gas pedal and the break pedal being disposed in the vehicle for control by a right foot of the driver, the vehicle further comprising an additional pedal being disposed in the vehicle for control by a left foot of the driver and coupled to the vehicle control system, wherein the additional pedal is separate and distinct from the break pedal and the gas pedal and wherein additional pedal controls the four-wheel drive system of the vehicle.

Abstract: In a method and a device for operating a drive unit, a first output variable of the drive unit is restricted; a setpoint value of a second output variable of the drive unit is specified; and an actual value of the second output variable of the drive unit is determined. The setpoint value is compared with the actual value, and if it is determined that the actual value does not exceed the setpoint value, then the first output variable is restricted to a first value. If it is determined that the actual value exceeds the setpoint value, then the first output variable is restricted to a second value smaller than the first value.

Abstract: A vehicle can be operated in a first drive mode in which a front differential is set to a non-driven state and a rear differential is set to a differential state, a second drive mode in which the front differential is set to a non-driven state and the rear differential is set to a differential locked state, a third drive mode in which the front differential is set to a differential state and the rear differential is set to a differential locked state, and a fourth drive mode in which the front differential is set to a differential locked state and the rear differential is set to a differential locked state. Transition is allowed only between adjacent drive modes.

Abstract: A hybrid powertrain includes an engine, an electric machine, and a transmission. A method to control the powertrain includes monitoring operation of the powertrain, determining whether conditions necessary for growl to occur excluding motor torque and engine torque are present, and if the conditions are present controlling the powertrain based upon avoiding a powertrain operating region wherein the growl is enabled.

Abstract: A control system or method for a vehicle references a camera and sensors to determine when an offset of a yaw rate sensor may be updated. The sensors may include a longitudinal accelerometer, a transmission sensor, a vehicle speed sensor, and a steering angle sensor. The offset of the yaw rate sensor may be updated when the vehicle is determined to be stationary by referencing at least a derivative of an acceleration from the longitudinal accelerometer. The offset of the yaw rate sensor may be updated when the vehicle is determined to be moving straight by referencing at least image data captured by the camera. Lane delimiters may be detected in the captured image data and evaluated to determine a level of confidence in the straight movement. When the offset of the yaw rate sensor is to be updated, a ratio of new offset to old offset may be used.

Abstract: A backhoe loader includes a multi-axis transmission that includes: an input shaft to which power is inputted; a front output shaft coupled to a front wheel; a rear output shaft disposed in a position higher than that of the front output shaft and coupled to a rear wheel; an intermediate shaft disposed between the input shaft and the front output shaft; a first power transmission mechanism configured to transmit power from the input shaft to the intermediate shaft; and a second power transmission mechanism configured to transmit power from the intermediate shaft to the front output shaft and to transmit power from the front output shaft to the rear output shaft.

Abstract: A brake and steer-by-braking pedal arrangement for tractors includes a right pedal and a left pedal operating synchronously or diachronically; and at least one hydraulic or pneumatic circuit connected to one master cylinder activated by at least one of the pedals. The pedal arrangement also has potentiometers connected electronically to an electronic central control unit and the potentiometers determine the distance between the pedals The electronic central control unit determines, on the basis of data received from the potentiometers, whether or not to activate the steer-by-braking function.

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: When a count value concerning with the travel of the vehicle in a two-wheel drive state reaches or exceeds a predetermined value, the state of drive in a transfer is temporarily switched to a four-wheel drive state by connecting a synchromesh mechanism while keeping a mesh clutch disconnected, so that rotary members that do not rotate during the two-wheel drive state, such as a second output shaft, are temporarily rotated. Thus, the rotary members are restrained from remaining in contact at fixed portions and therefore being partially worn. Besides, there is no need to provide a mechanism for temporarily rotating the rotary members, such as the second output shaft, separately from the synchromesh mechanism that is normally provided for the four-wheel drive travel in the related art. Therefore, it is possible to improve durability without involving cost increase, space efficiency deterioration, etc.

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.

Abstract: A system and method of continuously updating a steering wheel angle offset value to adapt to changing road conditions. A vehicle control system receives a plurality of vehicle parameter values each from a different vehicle sensor. The system then calculates a plurality of observed steering angle values, each using a different calculation method based on one or more of the plurality of vehicle parameter values. The plurality of observed steering angle values are then used to calculate a vehicle steering angle. A steering wheel angle offset value is then calculated based on the steering wheel angle and the calculated vehicle steering angle. The steering wheel angle offset value and the steering wheel angle are used to control the vehicle's steering system.

Abstract: A traction control system and methodology that utilize a phase-out and phase-in of maximum drive torque and/or a regenerative brake torque based on vehicle speed and road slope.

Abstract: A method for controlling an automated clutch, which comprises a hydraulic clutch actuating system having a hydrostatic actuator, the pressure of which is detected. The method includes using the pressure of the hydrostatic actuator to adapt the characteristic curve of the clutch.

Abstract: A vehicle drivetrain can include a primary pair of drive wheels and a secondary pair of drive wheels and can be selectively switched between a two-wheel drive mode and a four-wheel drive mode. When the drivetrain is in the two-wheel drive mode, the secondary pair of wheels are disconnected from the prime mover and the multi-ratio transmission. Also, when the drivetrain is in the two-wheel drive mode, the components used to drive the secondary pair of drive wheels can be rotationally isolated from each of the secondary pair of wheels, the prime mover and the multi-ratio transmission.

Abstract: A recreational utility vehicle has a frame, four wheels, a pair of seats mounted laterally beside each other, a cage, a steering assembly, an engine, a front differential, a rear differential, an actuator selectively operatively connecting the engine to the front differential, and a vehicle drive mode switch for selecting between a first and second drive mode. When the first drive mode is selected, the actuator operatively connects the engine to the front differential, and when the second drive mode is selected, the actuator operatively disconnects the engine from the front differential. An electric motor is operatively connected to the steering assembly. A steering control unit is electrically connected to the electric motor, determines an output torque to be applied by the electric motor based at least in part on a speed of the vehicle, and controls the electric motor to apply the output torque to the steering assembly.

Abstract: [Problem] A two-wheel?four-wheel drive switching for a traction-transmitting part time four-wheel drive vehicle in which a gear clutch for separating one of auxiliary driving wheels from a drive train is equipped can be carried out under a shock reduction. [Means for solving problem] In a case where a two-wheel?four-wheel drive switching request occurs during a traveling of the vehicle (step S11 and step S12), an operation of switching a traction-transmitting transfer from a non-transmitting state to a transmitting state is preceded (step S18 and step S22) and, thereafter, the gear clutch is engaged (step S21 and step S22) when a revolution speed difference ?Vw between main and auxiliary driving wheels is 0<?Vw<? along with an advance of the state switching of the transfer so that large shock and abnormal sound are not generated even if the gear clutch is switched from a released state to an engagement state.

Abstract: A steering operation force detection device for a steering wheel including a steering wheel rim having a right-side rim section and a left-side rim section. The device includes load cells that detect six component forces of the steering operation force acting on the right-side rim section and the left-side rim section consisting of forces in three axial directions and moments about three axes. The device includes a steering angle detection sensor that detects a steering angle of the steering wheel, and an inertial force component correcting unit that derives an inertial force component acting on the right-side rim section and the left-side rim section due to rotation of the steering wheel, based on an amount of displacement of the steering angle detected by the steering angle detection sensor, and that corrects the component force detected by the load cells to eliminate an effect of the derived inertial force component.

Abstract: A switching device of a driving power transmission system equipped in an off-road vehicle, including a switching lever configured to switch driving power transmission of the driving power transmission system, and a negative-pressure actuator module that is coupled to the switching lever and is configured to operate the switching lever.

Abstract: In a method for influencing the traction force during shifting operations of a manual transmission in vehicles having at least two drive axles, the drive system of the first axle is activated in such a way that the interruptions in traction force occurring at the second axle during shifting operations of the manual transmission are at least partially compensated for.

Abstract: A drive axle assembly comprises a carrier member having a trunnion outwardly extending from the carrier member, an output shaft axially outwardly extending from the carrier member, a differential assembly including a differential case supported for rotation within the carrier member and a side gear rotatably mounted about the output shaft, a clutch collar non-rotatably coupled thereto and configured to selectively drivingly engage the side gear, and an annular clutch actuator for axially moving the clutch collar between a first position and a second position. The clutch collar drivingly engages the side gear in power transmitting relationship in the first position, while the clutch collar is disengaged from the side gear in the second position.

Abstract: A motor vehicle with insertable four-wheel drive, including an engine having a crankshaft, a pair of main driving wheels constantly connected to the crankshaft by interposition of a gearbox provided with a first clutch, and a pair of secondary driving wheels, which may be connected to the crankshaft by an insertable transmission system. The insertable transmission system presents a second clutch, which is connected on one end with a fixed transmission ratio to the crankshaft upstream of the gearbox and on the other end with a fixed transmission ratio to the secondary driving wheels. A percentage of motive torque to be transmitted to the secondary driving wheels by the second clutch is determined according to dynamic parameters of the motor vehicle detected by respective sensors.

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 system for controlling a power propulsion unit of a hybrid type for a four-wheel-drive automotive vehicle that includes at least one electric motor part and at least one thermal engine part capable of driving the independent front and rear driving axles of the vehicle. The system includes a mechanism determining total torque set point from a request of the driver, a mechanism distributing the total torque set point, and a system optimizing the duty point, to dynamically determine the torques to be applied to each of the two driving axles and to optimize fuel consumption of the power propulsion group according to the drivability requested by the driver and driving conditions.

Abstract: A power transmission device for a four-wheel drive vehicle having a power source and first and second drivelines includes an input shaft adapted to be driven by the power source. A first output shaft is rotatable about a first axis and adapted to transmit torque to the first driveline. A second output shaft is adapted to transmit torque to the second driveline and is rotatable about a second axis. The first and second axes do not extend parallel to each other. A transfer unit includes a first cylindrically-shaped gear rotatably supported on the first output shaft and a second conically-shaped gear fixed for rotation with the second output shaft. The first and second gears are in constant meshed engagement with each other.

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 power transfer unit assembly for a vehicle is provided comprising a first input shaft providing rotational drive. A second input shaft is in communication with a gear train assembly which is in communication with a propshaft. A selective engagement element is movable between an engagement position wherein the second input shaft is placed in rotational communication with the first input shaft and a disengagement position wherein the second input shaft is disengaged from the first input shaft. An actuator assembly moves the selective engagement element into the engagement position for all wheel drive mode and into the disengagement position for two wheel drive mode.

Abstract: A wheel includes a main body, a tire, a movable fixing pin, an electromagnet, and an elastic member. The tire is sleeved on the main body and defines a fixing hole. The tire is operable to rotate around the main body. The fixing pin is operable to be inserted into the fixing hole to fix the tire to the main body. The electromagnet is operable to attract the fixing pin to separate the fixing pin from the tire when the electromagnet is powered on. The elastic member is disposed between the electromagnet and the fixing ping, and pushes the fixing pin into the fixing hole when the electromagnet is powered off.

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 engine-propelled monowheel vehicle comprises two wheels, close together, that circumscribe the remainder of the vehicle. When the vehicle is moving forward, the closely spaced wheels act as a single wheel, and the vehicle turns by leaning the wheels. A single propulsion system provides a drive torque that is shared by the two wheels. A separate steering torque, provided by a steering motor, is added to one wheel while being subtracted from the other wheel, enabling the wheels to rotate in opposite directions for turning the vehicle at zero forward velocity. The vehicle employs attitude sensors, for sensing roll, pitch, and yaw, and an automatic balancing system. A flywheel in the vehicle spins at a high rate around a spin axis, wherein the spin axis is rotatable with respect to the vehicle's frame. The axis angle and flywheel spin speed are continually adjustable to generate torques for automatic balancing.

Abstract: A transfer case for selectively coupling a secondary driveline with a primary driveline comprises: a first output shaft; a second output shaft; a clutch assembly disposed at the second output shaft, the clutch assembly including inner and outer drum members, one of the inner and outer drum members rotatable in association with rotation of the first output shaft and the other one of the inner and outer drum members coupled with the second output shaft, the clutch assembly further including a plurality of frictional clutch plates, the frictional clutch plates formed of at least one frictional clutch plate coupled with the inner drum member and at least one frictional clutch plate coupled with the outer drum member; an actuator shaft rotatably coupled with an actuator; and a clutch actuator means coupled with the actuator for applying axial force to the frictional clutch plates to transmit a drive torque of the first output shaft to the second output shaft.

Abstract: A vehicle drive assembly is provided. The vehicle drive assembly includes an engine, a transmission operably coupled with the engine, an output shaft operably coupled with the transmission, a differential operably coupled with the output shaft, an axle shaft rotatably coupled to the differential, at least one wheel selectively coupled to the axle shaft via a rotatable axle stub, an electric wheel motor operably coupled to the at least one wheel via the rotatable axle stub, and a coupling device operably coupled with the electric wheel motor for selectively coupling the axle stub with the axle shaft.

Abstract: A differential assembly includes an axle, a differential, a differential lock, a blocking member, and a pump. The differential is coupled with the axle and configured to facilitate operation of the axle at an axle speed. The differential lock is associated with the differential and movable between a locked position and an unlocked position. The blocking member is associated with the differential lock and is movable between a blocking position and a non-blocking position. When the blocking member is in the blocking position, the differential lock is inhibited from moving to the locked position. The pump includes an outlet in fluid communication with the blocking member. The pump is operably coupled with the axle and is configured to facilitate movement of the blocking member into the blocking position when the axle speed is above a threshold speed. Vehicles including a differential assembly are also provided.

Abstract: A wheel disconnect system is provided including a rear drive module and a constant velocity joint housing. The rear drive module includes a housing, at least one actuator, and at least one dog clutch. The dog clutch includes a first portion configured to move when the actuator is moved and a second portion configured for engagement with the first portion. The constant velocity joint housing is formed integrally with the second portion of the dog clutch. A wheel may be disconnected from the rear drive module unless engagement of the first and second portions of the dog clutch allows torque to be transferred to the wheel. In one embodiment, a hydraulically activated piston may be used to activate the first portion of the dog clutch. In another embodiment, a ball ramp may be used to activate the first portion of the dog clutch. A vehicle driveline including a wheel disconnect system is also provided.

Abstract: The invention relates to a power divider for motor vehicles, comprising a housing (1), a primary shaft (2) having a drive connection to a first driven axis, a controlled friction coupling (4) and a displacement drive (6, 7, 8) for the drive of a second driven axis. The friction coupling (4) can be actuated by means of two ramp rings (1, 16) which can rotate counter to each other and which comprise articulated jacks (19, 20). In order to use the toothed wheels as a displacement drive and to provide a compact and economical actuator, the control curves are embodied on a control cam (25) which comprises two control sliding tracks (35, 36) which are offset in relation to each other and can be rotated about a parallel axis in relation to the axis of primary shaft (2). The control cam (25) is rotationally mounted on the second toothed wheel (7) or the shaft thereof (9).

Abstract: A method for predicting the dynamics of a vehicle using information about the path on which the vehicle is travelling that has particular application for enhancing active safety performance of the vehicle, to improve driver comfort and to improve vehicle dynamics control. The method includes generating a preview of a path to be followed by the vehicle where the preview of the path is generated based on actual values of a plurality of vehicle parameters. The method further includes obtaining a corrected value of at least one of the plurality of vehicle parameters corresponding to the actual values of each of the plurality of vehicle parameters, wherein the corrected value of the at least one of the vehicle parameters is obtained based on a target path to be followed by the vehicle on the road, and wherein the target path is obtained on the basis of a plurality of road parameters.

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.