Abstract: In an electric booster according to one embodiment of the present invention, a brake pedal is connected to a sun gear of a differential transmission mechanism corresponding to a planetary gear mechanism. An electric motor is connected to a ring gear, and an output rod is connected to a planetary carrier, and the output rod is connected to a piston of a master cylinder. When the brake pedal is operated to rotate the sun gear, planetary pinions rotate and revolve around the sun gear. As a result, the planetary carrier rotates to move the output rod forward to push the piston. As a result, a hydraulic pressure is generated in the master cylinder. At this time, the electric motor is controlled according to the rotation of the sun gear to rotate the ring gear so that the ring gear follows the sun gear. In this manner, a servo force of the electric motor is applied to the rotation of the planetary carrier.

Abstract: A drive train for a motor vehicle, which has a first and a second axle. The drive train has a first drive unit for permanently driving the first axle and an electric drive unit, which is arranged in the region of the second axle and has an electric motor. A shift clutch package contains a first shift clutch for setting up a first transmission ratio and a second shift clutch for setting up a second transmission ratio between the electric motor and an output of the electric drive unit. The electric drive unit is arranged parallel to an input shaft of a transverse differential of the second axle.

Abstract: An actuator for operating a differential lock includes a chassis, a first motor mounted on the chassis and including a first motor pinion, a second motor mounted on the chassis and including a second motor pinion, and a ring gear rotatably mounted on the chassis about a ring gear axis and having a ring gear thread defined about the ring gear axis. The actuator includes an actuator element having an actuator element thread in engagement with the ring gear thread and having a feature for preventing rotation of the actuator element thread, the first motor pinion and second motor pinion being operable to drive the ring gear.

Abstract: A torque distributing apparatus 8 comprises a differential gear unit 14, a planetary gear set 31 arranged between first and second output shafts 12L and 12R, a motor 32 driving the planetary gear set 31, and a speed change gear set 51 compensating a speed change ratio of the planetary gear set 31. The planetary gear set 31 and the speed change gear set 51 are arranged coaxially outward of the first output shaft 12L. The motor 32 is arranged coaxially outward of the planetary gear set 31 and the speed change gear set 51.

Abstract: An electric drive system including an electric motor arranged to rotate a drive shaft. A differential includes a first planetary gear being drivingly connected to a first output assembly. A second planetary gear configuration is in driving engagement with the first planetary gear configuration via an output shaft. The second planetary configuration is drivingly connected to a second output assembly. The motor is disposed between the first and second planetary gear configuration. The first planetary gear configuration is arranged to co-act with the second planetary gear configuration so as to provide a differential function. The ring gears of the first and second planetary gear configurations are engaged via a reversing assembly for the differential function. Also, a motor driven unit, such as a motor vehicle.

Abstract: A method and system for boosting a torque output of a drive train comprises an engine speed detector for detecting an engine speed of an engine having a baseline torque versus engine speed curve. A data processor determines if the detected engine speed is within a first range of engine speeds, if the detected engine speed is within the first range, the electric motor is activated to rotate substantially synchronously with the engine speed within the first range in an electric propulsion mode in accordance with a supplemental torque versus engine speed curve. The supplemental torque versus engine speed curve intercepts the baseline torque versus engine speed curve at a lower engine speed point and a higher engine speed point.

Abstract: A clutch device is used in combination with a differential device. The clutch device is comprised of: a clutch housed in and rotatable with the differential device and axially movable from a disengaged state into an engaged state; a plunger slidably fit on the differential device and being axially movable from a first position where the plunger does not force the clutch to a second position where the plunger forces the clutch into the engaged state; an anti-rotated solenoid configured to drive the plunger; and a retainer supported by the differential device and in contact with both the plunger at the first position and the solenoid, whereby the plunger is barred from going beyond the first position and the solenoid is axially positioned in place.

Abstract: A control apparatus for a vehicular drive system including an electrically controlled differential portion having a differential mechanism, and an electric motor which is operatively connected to the differential mechanism and an operating state of which is controlled to control a differential state between input and output shaft speeds, and a transmission portion constituting a part of a power transmitting path between the differential portion and a vehicle drive wheel, the control apparatus including a differential-state switching portion for switching the differential portion between differential-state and non-differential states, a shifting control portion for controlling a shifting action of the transmission portion, and a learning control portion for effecting learning compensation of a control amount of a control element to be controlled during the shifting action, wherein the learning control portion includes a differential-state learning control portion operable to implement the learning compensation

Abstract: A small-sized vehicle (SSV) capable of inhibiting a differential unit from becoming large in a vertical direction includes an engine, a rear output shaft portion arranged to extend rearwardly of the engine and serving to transmit a driving force of the engine rearward, an intermediate shaft portion rotated by the rear output shaft portion and extended in a vehicle width direction, a rear-wheel differential unit rotated by the intermediate shaft portion and serving for differential movements of a pair of rear-wheel axle shafts connected to a pair of rear wheels.

Abstract: A clutch device is combinable with a rotating device rotating about an axis. The clutch device is provided with a clutch rotatable with the rotating device, a plunger for disengageably engage the clutch, a solenoid for generating a magnetic flux for driving the plunger, a magnetic core slidably fitting on a portion of the rotating device and incompletely enclosing the solenoid to expose the solenoid to the portion, and a support member configured to support the magnetic core to fit with the rotating device in an axial direction along the axis. The magnetic core in combination with the portion of the rotating device and the plunger is so dimensioned as to enclose the solenoid.

Abstract: An axle assembly with an electronic locking differential that employs a locking mechanism having components that are fixed to one another along an axis such that they co-translate with one another when the actuator that effects the locking and unlocking of the differential is operated.

Abstract: In one aspect, a real wheel drive apparatus is provided for a four wheel drive hybrid electric vehicle includes: a motor generator for driving rear wheels; a reduction gear set for reducing an output speed of the motor generator and transmitting the reduced output speed; a differential gear set interposed between the reduction gear set and right and left wheel shafts of the rear wheels and a clutch unit interposed between the differential gear set and the wheel shaft to perform a differential limiting.

Abstract: A transaxle unit comprises a differential assembly having a differential mechanism, a power take-off unit and a torque-coupling device for selectively restricting differential rotation of a differential mechanism. The torque-coupling device includes a friction clutch assembly for selectively frictionally engaging and disengaging a differential case and one of output axle shafts and a hydraulic clutch actuator. The hydraulic clutch actuator includes a hydraulic pump and a variable pressure relief valve assembly fluidly communicating with the hydraulic pump to selectively control a hydraulic pressure generated by the hydraulic pump.

Abstract: An electronic drive unit includes a case housing that extends along a primary axis. A sleeve shaft and an electric motor are disposed in the hollow interior of the case housing. The electric motor is operatively connected to the sleeve shaft to rotate the sleeve shaft about the primary axis. At least one gear set is disposed in operative engagement with the sleeve shaft and is configured for rotation about the primary axis. A pair of output shafts each extends along the primary axis within the case housing. The output shafts are rotatably connected to the gear set and are configured for rotation about the primary axis. The gear set is configured to translate rotation of the sleeve shaft into rotation of the output shafts about the primary axis at a rotational velocity that is less than the rotational velocity of the sleeve shaft.

Abstract: A transmission device with at least two output shafts and at least two multi-shaft planetary gearsets being actively connected. A shaft of each gearset can be actively connected with an output shaft. A shifting mechanism is provided, between the two output shafts, for shifting between a first power path and a second power path. In the area of a further shaft of one of the planetary gearsets, torque from an electric machine flows along the first or the second power path. When the first power path is engaged, the torque from the electric machine flows in equal parts and with the same sign to the two output shafts, and when the second power path is engaged, the torque flows to the two output shafts in equal parts but with opposite signs. A motor output shaft of the electric machine is arranged perpendicularly to one of the two output shafts.

Abstract: A transmission device, for a motor vehicle, with at least two drive output shafts and two multi-shaft planetary gearsets in active connection with one another. A shaft of a planetary gearset is actively connected with an output shaft and is shifted, between first and second power paths, such that in the first power path, torque of an electric machine is transmitted in equal parts and with the same sign to the output shafts, and in the second power path, torque is transmitted in equal parts but with different signs. One of the two planetary gearsets is made as a four-shaft, reduced coupling transmission with two sun gears and a common planetary gear carrier with radially inner and outer planetary gears that mesh with one another, and which are engaged, on the one hand, with the sun gears and, on the other hand, with a rotationally fixed ring gear.

Abstract: An electronically controlled locking differential includes an electromagnetic coil and a control system adapted to control operation of the differential. The control system has a module adapted to be mounted under a dashboard of a vehicle and a circuit electrically interfacing with the module. The circuit has a latching switch that is electrically connected to first and/or second sources of power and adapted to provide latching power of the differential. A latching component is electrically connected to the latching switch and adapted to provide latching power of the differential. The circuit is disabled when power to the control system is turned off and in “standby” mode when power to the control system is turned on. Upon the latching switch being activated, current flows through the circuit to activate the latching component, and the differential is actuated.

Abstract: An electronically controlled locking differential includes an electromagnetic coil and a wire harness adapted to logically control operation of the differential and having a circuit. The circuit has a latching switch that is electrically connected to a first source of power and adapted to provide latching power of the differential. A double-pole, double-throw control relay is electrically connected to the latching switch and includes a first switch, a second switch, and a coil. The second switch is adapted to “jump” the latching switch. The circuit is disabled when power to the harness is turned off and in “standby” mode when power to the harness is turned on. Upon the latching switch being activated, current flows from a starting point of the circuit through the circuit to activate the relay, the first switch closes to energize the differential, the second switch closes such that the current “jumps” the latching switch, and the differential is actuated.

Abstract: An electromagnetic actuator assembly with a frame, a movable plunger, first and second sensor targets that are coupled to a plunger for movement therewith, first and second sensors that are coupled to the frame and a controller. The first sensor is configured to sense a position of the first sensor target and to produce a first sensor signal in response thereto. The second sensor is configured to sense a position of the second sensor target and to produce a second sensor signal in response thereto. The controller that receives the first and second sensor signals and identifies three or more discrete points along a path of travel of the plunger. A differential assembly that incorporates the electromagnetic actuator assembly is also provided.

Abstract: A transmission to transfer power from an electric motor to first and second axles of a vehicle includes an input shaft adapted to be driven by the electric motor and a first planetary gear set. A second planetary gear set has a first member driven by the first planetary gear set, a second member restricted from rotation and a third member. A differential assembly has a first side gear adapted to drive the first axle, a second side gear adapted to drive the second axle and a pair of pinion gears meshed with the first and second side gears. A first clutch is operable to drivingly interconnect the first member and the differential assembly. A second clutch is operable to drivingly interconnect the third member and the differential assembly.

Abstract: An electric drive comprises an electric motor (2) which drives a differential transmission (14) via a spur gear stage (4) and a parking lock gear (5) is arranged on the driveshaft (1) of the electric motor (2).

Abstract: A rotatable drive mechanism is disclosed for a power generating apparatus 5. The drive mechanism provides a link between an electrical generator 20 and a turbine 10, for example a wind or water turbine. In use the turbine 10 rotates at variable speed and the rotatable drive mechanism produces a fixed speed output to generator 20. The drive mechanism includes a differential gearbox 16 which has two output shafts; one driving the generator 20 via shaft 26 and another driving an electric machine 30 via gearing 18. In use, a varying reaction torque provided by the electric machine 30 can be used to control the torque and speed at the output shaft 26. The input torque from the turbine 10 is measured at a reaction point of the gearbox 16 and this measurement is used to alter the reaction torque provided by the electric machine 30.

Abstract: A variable transmission ratio apparatus for effectively preventing ratcheting between a flexible spline and a circular spline caused by a steering operation performing in a locked state. A variable transmission ratio apparatus includes a strain wave gear mechanism for adding rotation resulting from motor drive to rotation from an input shaft resulting from a steering operation and transmitting the added rotation to an output shaft, a housing accommodating the strain wave gear mechanism and the motor and fixed to a non-rotating portion, and a lock device for locking the housing and a motor shaft in a manner prohibiting relative rotation therebetween. Among the circular splines forming the strain wave gear mechanism, the number of teeth of the circular spline connected to the output shaft is greater than the number of teeth of the circular spline connected to the input shaft.

Abstract: An electric drive for a mobile vehicle comprises an electric motor (1) which powers a differential via a spur gear mechanism (3, 4, 6, 7). The electric motor (1), the spur gear mechanism (3, 4, 6, 7) and the differential (9) are each accommodated within a housing comprising three main housing portions (12, 13, 14), namely, a central housing portion (12), a first covering housing portion (13) and a second covering housing portion (14).

Abstract: A method for controlling a locking differential for a vehicle includes using a coil to unlock the differential, if the vehicle stops for a period whose length is equal to or greater than a reference length, and using the coil to lock the differential, if the vehicle is moving or stopped for less than the reference length.

Abstract: The invention relates to an axle drive device (4) for an axle (2, 3) of a motor vehicle (1), with a drive assembly (5, 13) and a differential (6, 14). Here, it is provided that the drive assembly (5) is in the form of an electrical drive assembly and the differential (6) has at least one superposition unit (7, 8). The invention furthermore relates to a motor vehicle (1).

Abstract: An electromagnetic actuator having an annular pole piece and an annular armature with surfaces formed thereon through which a magnetic flux passes. One of the annular pole piece and the annular armature is axially movable relative to the other between a first position, in which the surfaces are spaced axially apart by a minimum distance, and a second position in which the surfaces are spaced axially apart by a maximum distance. The surfaces axially overlap one another but do not touch when the one of the annular pole piece and the annular armature is positioned in the first position and in the second position.

Abstract: A drive force distribution apparatus is provided with an input shaft, first and second output shafts, a first epicyclic gear group, a second epicyclic gear group and a motor/generator. The first epicyclic gear group has two degrees of freedom, with the first epicyclic gear group including a first gear coupled to the input shaft, a second gear coupled to the first output shaft and a third gear. The second epicyclic gear group has two degrees of freedom, with the second epicyclic gear group including a first gear coupled to the input shaft, a second gear coupled to the second output shaft and a third gear. The motor/generator is operatively coupled to the third gears of the first and second epicyclic gear groups so that mutually different drive forces are transmitted from the motor/generator to the first and second epicyclic gear groups.

Abstract: An arrangement in a planetary gearing includes a rotatable shaft connected to the planet wheel carrier of planet wheels, an internal gear and a sun wheel, wherein the planet wheels operatively engage by their coggings, i.e. mesh, with the outermost fixed-position cogging of the internal gear and with the centrally located cogging of the sun wheel. The power is transmitted from the sun wheel to the input shaft of the following stage by a coupling permitting radial and/or angular deflection. The lubrication system includes a connection permitting rotation and deflection between the frame and the planet wheel carrier.

Abstract: The invention relates to a power-dividing gear train assembly for motor vehicles, having a driven differential that outputs to two output shafts via compensating elements, wherein the output torque at the output shafts is changeable by using a superimposing gear train, which is formed by epicyclic gear trains and is drivingly connected indirectly or directly with the output shafts, and a drive motor coupled thereto, and wherein the transmission ratio of the superimposing gear train is set such that the drive motor is still when the output shafts are rotating synchronously. For achieving a more precise and quicker-reacting redistribution of the drive torques in a structurally-advantageous construction of the superimposing gear train and the drive motor, it is proposed that at least one epicyclic gear train (Uz, Uz2, U1, U2), which reduces torque and interacts with the differential (U), is connected upstream to the superimposing gear train (26).

Abstract: A coupling system includes a dynamoelectric device selectively operable as either a generator or an electric motor, a gas turbine engine, a main differential operably connected between the dynamoelectric device and the gas turbine engine, a rotationally powered accessory engaged with the main differential, an epicyclic start differential operatively connected to the main differential, and a brake mechanism. The brake mechanism is configured for selectively braking the epicyclic start differential when the dynamoelectric device operates as an electric motor to direct torque transmission to the gas turbine engine, and is further configured to cease braking the epicyclic start differential when the dynamoelectric device operates as a generator such that the main differential transmits torque to power the rotationally powered accessory and to the dynamoelectric device.

Abstract: A differential lock structure includes a differential and a lock ring, wherein the case of the differential has at least one locking through hole, and an output gear inside the differential having a recess, and the lock ring has a locking through bolt for passing through the locking through hole in the recess, and has a lock device for forcing the lock ring to stay close to the differential, characterized in that: the lock device includes an arbor which circumferentially has a worm gear and the other end has a spline gear, and a fork has a worm gear hole matching to the worm gear at one end and the other end clamps the lock ring, and a motor gear has a spline gear hole matching to the spline gear; when the motor gear rotates, the arbor is rotated, and the fork presses the lock ring close to the differential.

Abstract: A variable-ratio transmission for distributing a drive torque to at least two drive output shafts (8, 9), comprising a conventional differential (1) is proposed, which comprises an electric motor (5) for distributing the drive torque directly between the drive output shafts (8, 9) and a plus planetary gearset (2) that serves as a variable-ratio unit, such that the plus planetary gearset (2) is arranged coaxially with a drive input shaft (8), the outer sun gear (3) of the plus planetary gearset (2) is connected to the output (8), on the side of the differential (1) facing toward the planetary gearset (2), and the web (4) of the planetary gearset (2) is connected to the electric motor (5), and such that the inner sun gear (6) of the planetary gearset (2) is connected by a countershaft (7) to the other drive output shaft (9).

Abstract: A power transmission apparatus is provided with a housing, which rotates together with an input shaft, a differential mechanism, and a main clutch. The main clutch links the input shaft and the first output shaft. The differential mechanism distributes drive force that is inputted from the input shaft via the housing into a first output shaft and a second output shaft. The differential mechanism is provided with a ring gear that is provided within the housing, a sun gear that is provided within the ring gear, and a planetary gear. The planetary gear is engaged with the ring gear and the sun gear and supported in such a manner as to be orbital and rotational. The first output shaft is linked to the ring gear. The main clutch is formed of a plurality of outer clutch plates and inner clutch plates, which are provided on the inner circumferential surface of the housing and on the outer circumferential surface of the ring gear.

Abstract: An electric drive transmission for a skid steered vehicle has a central casing housing a pair of propulsion motors comprising respective stators and rotors, each rotor being coupled to drive a respective through shaft via a respective epicyclic gear change mechanism. The through shafts are coupled at their inboard ends to a controlled differential with an input from a steer motor, and are coupled at their outboard ends to respective epicyclic gear reduction mechanisms. The through shafts are supported in the casing by respective bearings and the propulsion motor rotors are supported on the through shafts by respective bearings. By supporting the rotors on the through shafts rather than in separate bearings to the casing the diameter and speed rating of the requisite rotor bearings can be reduced.

Abstract: A differential device differentially distributes a driving force to first and second axles. The differential device is comprised of a differential gear set configured to allow differential motion between the first and second axles, a casing rotatable about an axis, the casing housing and being drivingly coupled with the differential gear set and including a first end wall, a second end wall axially opposed to the first end wall, and a side wall disposed radially outward, which in combination with the first end wall and the second end wall defines a chamber configured to house the differential gear set, a clutch engageable with the differential gear set, a solenoid configured to drive the clutch, which is disposed adjacent to the first end wall, and a magnetic core fixed to the solenoid. The magnetic core is comprised of a sleeve portion snugly and slidably fitting around an outer periphery of the side wall to radially position the core and the solenoid in place.

Abstract: A vehicle power transmission system includes: an electric differential unit that includes a differential mechanism, having an input shaft and an output shaft, and an electric motor and that allows controlling a differential state between the rotational speed of the input shaft coupled to an engine and the rotational speed of the output shaft by controlling an operating state of the electric motor coupled to a rotating element of the differential mechanism; a transmission unit that is arranged in a power transmission path between the electric differential unit and a drive wheel; and a controller that, when the transmission unit is shifting speeds, prelimits an upper limit of the rotational speed of the engine when the rotational speed of the engine increases because of torque reduction control by the electric motor. With the above control, the rotational speed of the engine is prevented from reaching a high rotational speed region.

Abstract: An electric damp controlled three-end shaft differential transmission including a revolving electro-mechanical installation disposed between both differential output ends to create vortex power generation effects or generator effects in differential operation to output power for producing counter torque damp; or when two revolving electro-mechanical installations being respectively adapted to both differential output ends, the higher power generated by the revolving electro-mechanical installation with higher power generation voltage drives the other revolving electro-mechanical installation with lower power generation voltage to regulate and control the torque ratio between both differential output ends.

Abstract: A vehicular power transmitting system including a transmission portion constituting a part of a power transmitting path, an electric motor connected to the power transmitting path, an electrically controlled differential portion connected to the electric motor and having a differential state controllable according to a change of an operating speed of the electric motor, a casing accommodating the transmission portion, the electric motor and the electrically controlled differential portion, and a support member for supporting a rotor of the electric motor, the support member including a support portion formed in one axial end portion thereof, at which the rotor is supported rotatably about its axis, and a tapered portion having a diameter increasing in an axial direction from the one axial end portion toward the other axial end portion at which the support member is fixed to the casing, and wherein a winding portion of a stator of the electric motor is disposed in a space formed radially outwardly of the taper

Abstract: A differential gearing unit with controllable torque and rotational speed distribution, composed of a housing (1), a differential gearing (6), a superposition gearing (7) and an auxiliary drive (8), with the differential gearing (6) comprising an input member (11) which is driven by the vehicle engine, and two output members (15, 16) with output shafts (3, 4), and with the superposition gearing (7) being a planetary gear set which is connected to two members (15, 16) of the differential gearing (6) and to the auxiliary drive (8).

Abstract: A vehicle with an axle assembly, which has a housing, a differential, an input shaft, a pair of shafts and a pair of wheel hubs, and an auxiliary drive unit that includes an electric motor and an overrunning clutch. The differential and the input shaft are disposed in the housing for rotation therein. The differential includes a case and a ring gear that is coupled to the case. The input shaft has a pinion that is meshingly engaged to the ring gear. Each shaft couples the differential to one of the wheel hubs. The clutch includes an input portion, which is coupled to the output shaft of the electric motor, and an output portion, which is coupled to the input shaft. The output portion is de-coupled from the input portion when a rotational speed of the input portion is not greater than a rotational speed of the output portion.

Abstract: A modular gear train mechanism with an internal motor includes a hollow casing with an opening, a flywheel, a motor, a fixing gear, a rotating gear and a top cap sealing the opening. The flywheel is mounted between the interior of the top cap and the interior of the casing. A first and a second planet gears are mounted on the exterior of the flywheel pivotally. The motor received in the flywheel has a rotor shaft on which the flywheel is mounted pivotally. The fixing gear is fixed in the flywheel and engages with the first planet gear. The rotating gear is connected to an inner wall of the top cap and engages with the second planet gear. When the rotor shaft turns, the rotating gear is driven to turn and drive the top cap to turn synchronously. Accordingly, the present invention has a reduced volume and is easily used.

Abstract: A power device for an electric grease gun comprises a first planetary disk, a first planetary gear set, a positioning bearing, a second planetary disk, a second planetary gear set and a ring gear. The first planetary gear set is pivotally disposed on the first planetary disk. The second planetary disk is assembled corresponding to the first planetary disk, and the positioning bearing is pivotally disposed between the first and second planetary disks. The second planetary gear set is pivotally disposed on the second planetary disk and is engaged with the combining portion of the first planetary disk. The ring gear is defined with a through hole for receiving the first and second planetary disks. The first and second planetary gear sets rotate in the ring gear via the positioning bearing, so as to perform speed reduction. In addition, the positioning bearing is used to reduce friction.

Abstract: In one embodiment, when a switching clutch or a switching brake is engaged and thus a differential of a differential unit is limited, the gear ratio of a continuously variable transmission unit is adjusted. On the other hand, when the switching clutch and the switching brake are both released and thus the differential of the differential unit is not limited, an overall gear ratio obtained from the gear ratio of the differential unit and the gear ratio of the continuously variable transmission unit is adjusted.

Abstract: A control apparatus for a vehicular power transmitting system including an electrically controlled differential portion having an electric motor, and an automatic transmission portion, the control apparatus including shift control portion operable upon determination that a jump shift-down action of the automatic transmission portion directly to a target gear position while skipping at least one intermediate gear position should take place and upon inhibition of the jump shift-down action, to generate a shifting command to perform the jump shift-down action when total jump-shift-down-action time required for the jump shift-down action is shorter than total sequential-shift-down-operation time required for a sequential shift-down operation consisting of a shift-down action to each intermediate gear position and a shift-down action from the last intermediate gear position to the target gear position, and a shifting command to perform the sequential shift-down operation when the total jump-shift-down-action time

Abstract: A drive unit for transmitting power to wheels of a motor vehicle includes an input driveably connectable to a first power source, a final drive gear set driveably connectable to the wheels, a motor/generator including a stator and a rotor arranged about an axis, the rotor being able to rotate about the axis and to move along the axis relative to the stator, a gear unit arranged about the axis and driveably connected to the gear set for driving the gear set at a speed that is less than a speed of the rotor, and a coupler secured to the rotor for alternately coupling the rotor and the gear unit mutually and transmitting power therebetween and decoupling the rotor and the gear unit mutually.

Abstract: A transaxle (200) operatively connects a first associated rotational connection and a second associated rotational connection with an associated vehicle axle. An electrically-variable transmission includes an engine (108), a first electric machine (110) operatively connected to the engine, second and third electric machines (130 and 132), a first transaxle (126) operatively connecting the engine and second electric machine to an associated vehicle axle (104A), and a second transaxle (128) operatively connecting the first and third electric machines to another associated vehicle axle (104B). A method (300, 400, 500) is also included.

Abstract: A torque-producing machine and planetary gear set biases torque between primary and secondary drivelines of a vehicle. A first element of the planetary gear set is connected to an upstream torque source. A second element of the planetary gear set is connected to the secondary driveline. A third element of the planetary gear set is connected to a torque-producing biasing machine.

Abstract: An apparatus for transferring power includes a sensor circuit for identifying a position of an axially-movable locking element. The axially-movable element is movable between a first position, which inhibits transmission of rotary power through the apparatus, and a second position that permits transmission of rotary power through the apparatus. The sensor circuit includes two Hall-effect sensors that are employed to sense a position of the axially-movable locking element and produce sensor signals that are employed to control a magnitude of the current that is output from the sensor circuit. A method of detecting an operating mode of a power transfer device that is configured to transmit rotary power is also provided.

Abstract: A differential lock assembly includes a shift collar (36) that is moved in response to an electronic input signal between locked and unlocked positions. A coil housing (40) is supported on the shift collar and includes a recess (42) that receives a coil. A drag plate (60) is connected to the shift collar and coil housing to enclose the coil within the recess. When the coil is energized, the shift collar (36) is moved to the locked position. A resilient member (74) returns the shift collar (36) to the unlocked position when the coil is not energized. The shift collar (36), coil housing (40), drag plate (60), and resilient member (74) are pre-assembled together to form an assembled unit, which is installed within an axle differential as an adjusting nut to apply preload to an associated differential bearing.