An axle assembly having a countershaft transmission. The countershaft transmission may operatively connect a rotor shaft of an electric motor to a drive pinion that may be rotatable about a drive pinion axis. The electric motor and the countershaft transmission may be positioned on opposite sides of a differential assembly.

A power divider unit including an input shaft, a drive gear disposed around the input shaft, an inter-axle differential assembly coupled to the input shaft, an output side gear coupled to the input shaft, and a locking system for the power divider unit. The locking system is configured to passively lock the inter-axle differential assembly. The locking system includes a ramped first clutch member in selective engagement with the drive gear, a mating second clutch member configured to engage the first clutch member, a clutch pinion, and a slip clutch assembly. The second clutch member and the first clutch member rotate at different speeds, the clutch pinion rotates and causes the slip clutch assembly and second clutch member to rotate at a speed of the input shaft, causing the first clutch member to mate with the first clutch member.

A power divider unit including an input shaft, a drive gear disposed around the input shaft, an inter-axle differential assembly coupled to the input shaft, an output side gear coupled to the input shaft, and a locking system for the power divider unit. The locking system is configured to passively lock the inter-axle differential assembly. The locking system includes a ramped first clutch member in selective engagement with the drive gear, a mating second clutch member configured to engage the first clutch member, a clutch pinion, and a slip clutch assembly. The second clutch member and the first clutch member rotate at different speeds, the clutch pinion rotates and causes the slip clutch assembly and second clutch member to rotate at a speed of the input shaft, causing the first clutch member to mate with the first clutch member.

Provided is a drive device that can remove the influence of static friction by driving two drive axes with three drive units. A drive device includes: a first drive unit; a second drive unit; a third drive unit; a first differential unit connected to the first drive unit and the second drive unit; a second differential unit connected to the second drive unit and the third drive unit; and a control unit that controls the first to third drive units. The control unit controls the second drive unit at a constant speed, and controls a speed of each of the first drive unit and the third drive unit relative to that of the second drive unit.

According to the present invention there is provided an electro-mechanical cross-steer device for a vehicle. The device may include a first and a second motor and first and second output planetary gear set, each having a transfer gear assembly mechanically connected to the first and second motors, respectively. Additionally, a differential may be included which is mechanically connected to the first and second output planetary gear sets via a mainshaft connected to the first and second output planetary gear sets. First and second input shafts may be mechanically connected to the first and second transfer gear assemblies and to the differential. First and second output shafts may be respectively connected to the first and second output planetary gear sets with each of the output shafts operable to drive a particular side of a vehicle.

Methods and systems for an epicyclic gear mechanism that includes a primary differential assembly to selectively drive the fore secondary differential assembly and the aft secondary differential assembly. The fore secondary differential assembly selectively drives one or more fore interfaces (e.g., output gears), whereas the aft secondary differential assembly selectively drives one or more aft interfaces (e.g., output gears). Each of the primary differential assembly, the fore and aft secondary differential assemblies, and the interfaces rotate about a common central axis. The primary differential assembly drives the fore secondary differential assembly via a first sun gear, and drives the aft secondary differential assembly via a second sun gear, both of which rotate about the common central axis. Further, one or more actuators are to activate or deactivate in order to drive or be driven by a selected interface.

Methods and systems for an epicyclic gear mechanism that includes a primary differential assembly to selectively drive the fore secondary differential assembly and the aft secondary differential assembly. The fore secondary differential assembly selectively drives one or more fore interfaces (e.g., output gears), whereas the aft secondary differential assembly selectively drives one or more aft interfaces (e.g., output gears). Each of the primary differential assembly, the fore and aft secondary differential assemblies, and the interfaces rotate about a common central axis. The primary differential assembly drives the fore secondary differential assembly via a first sun gear, and drives the aft secondary differential assembly via a second sun gear, both of which rotate about the common central axis. Further, one or more actuators are to activate or deactivate in order to drive or be driven by a selected interface.

A hybrid drivetrain is provided. The hybrid drivetrain comprises a power source, a transmission, and a tandem axle assembly. The transmission includes a primary clutch and is drivingly engaged with the power source. The tandem axle assembly includes a first axle and a second axle and is drivingly engaged with the transmission. One of the transmission and the tandem axle assembly includes a first motor generator in electrical communication with a battery. The first motor generator and the primary clutch facilitate operating the hybrid drivetrain as a hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain may further comprise second and third motor generators in electrical communication with the battery to facilitate operating the hybrid drivetrain in a plurality of operating modes.

A hybrid drivetrain is provided. The hybrid drivetrain comprises a power source, a transmission, and a tandem axle assembly. The transmission includes a primary clutch and is drivingly engaged with the power source. The tandem axle assembly includes a first axle and a second axle and is drivingly engaged with the transmission. One of the transmission and the tandem axle assembly includes a first motor generator in electrical communication with a battery. The first motor generator and the primary clutch facilitate operating the hybrid drivetrain as a hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain may further comprise second and third motor generators in electrical communication with the battery to facilitate operating the hybrid drivetrain in a plurality of operating modes.

A power transmission device for a commercial vehicle having an electric axle, may include a first differential ring gear fixedly mounted on a first rear-wheel driveshaft; a second differential ring gear mounted on a second rear-wheel driveshaft; a propeller shaft, with a first differential drive gear engaged with the first differential ring gear being connected to a front-end portion of the propeller shaft and a second differential drive gear engaged with the second differential ring gear being connected to a rear end portion thereof; a reducer connected to the first differential ring gear or the propeller shaft; and a motor, an output shaft of the motor being connected to an input gear of the reducer.