A friction clutch includes a reference plane aligned perpendicular to a rotational axis, a first clutch component, and a second clutch component. The first clutch component has a first friction element, a first support part that receives the first friction element, a leaf spring unit including a leaf spring that rotationally fixes the second support part to the first support part. The second clutch component has a second friction element. The first friction element lies against the second friction element in a frictionally locking manner in a closed position, and is axially spaced from the second friction element in an open position. The leaf spring is designed and positioned relative to the reference plane in a set angle in the closed position such that an additional axial force is applied to the first friction element and the second friction element in a drive rotational direction of the first clutch component.

A drive train unit for a hybrid vehicle includes an input shaft arranged for rotationally fixed attachment to an output of a transmission, an output shaft, an electric machine with a rotor, a clutch, and an actuating unit operatively connected to the clutch. The actuating unit has an actuator and an actuating bearing, displaceable by the actuator. The clutch may be a separating clutch operatively inserted between the rotor and the input shaft, or a friction clutch operatively inserted between the input shaft and the output shaft. The clutch may be a self-intensifying clutch with a leaf spring adjusted at a set angle relative to a reference plane oriented perpendicular to an axis of rotation such that, in a driving direction of a first clutch component, a first friction element is applied to a second friction element with an additional axial force.

A power transmission apparatus for a hybrid electric vehicle having engine and motor may include: an input shaft coaxially disposed with an engine output shaft receiving engine torque; first and second output shafts disposed forward and rearward sides of the input shaft; a third output shaft coaxially disposed with the first output shaft; a shared drum connected to the input shaft and formed with a motor gear gear-meshed with the motor; an engine clutch arranged on the interior circumference of the shared drum and selectively transmitting torque between the engine output shaft and the input shaft; first and third clutches disposed within the shared drum and selectively transmitting torque from the input shaft to the first and third output shafts; and a second clutch disposed at a rearward side of the input shaft and selectively connecting the input shaft and the second output shaft.

Methods and systems are provided for an electric axle assembly having dual motors and dual disconnects allowing for selectably disconnecting either one of the motors so that either motor may operate as the primary drive motor. In one example, an electric axle assembly comprises: a first motor in communication with a first shaft; a second motor in communication with a second shaft; a first gear set operably coupled to the first shaft; a second gear set operably coupled to the second shaft; and a clutch assembly selectively coupled to the first gear set and the second gear set and operably coupled to an output shaft, wherein the clutch assembly comprises a shift collar and a shift fork, the clutch assembly having a first configuration, a second configuration, and a third configuration, wherein in the first configuration the first motor and the second motor are coupled to the output shaft, in the second configuration the first motor is coupled to the output shaft, and in the third configuration the second motor is coupled to the output shaft.

In an aspect, an automotive air conditioning assembly comprising a scroll compressor and a wrap spring clutch. The wrap spring clutch enables the use of a comparatively smaller pulley (a diameter of at most 85 mm) which comparatively increases the compressor speed and hence cooling capacity at a given engine speed. The clutch requires low power (e.g. less than 5 Watts) for continuous operation.

A drive torque of an electric motor for driving a driveline included in a driveline assembly of a motor vehicle can be controlled as a function of the vehicle speed in such a way that, when the vehicle speed is below a predetermined threshold value, the electric motor is controlled in a high torque mode and, when the vehicle speed is above the threshold value, the electric motor is controlled in a low torque mode.

An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. To provide a compact configuration, the first electric motor and second electric motor are arranged in a centerline orientation with the drive shaft.

A drive apparatus for a hybrid vehicle has an internal combustion engine, which has a crankshaft for outputting a drive power, and a torsional vibration reduction device, which is designed to reduce torsional vibrations and to transfer drive power from the crankshaft in the direction of a drivable wheel of the motor vehicle. A clutch device has a clutch input side, a clutch output side, a form-fit clutch and a frictional clutch. The torque transfer from the clutch input side to the clutch output side and thus from the crankshaft to the drivable wheel can be selectively produced, wherein the torque transition from the clutch input side to the clutch output side is enabled as soon as at least one of the two clutches is closed. The torsional vibration reduction device is arranged after the clutch device, relative to the torque transmission from the crankshaft in the direction of the drivable wheel. The clutch input side is connected to the crankshaft for conjoint rotation and the clutch output side is connected to the torsional vibration reduction device for conjoint rotation.

A power take-off includes an input mechanism having an input gear that is rotatably supported on a housing of the power take-off portion. The input mechanism also has a portion that extends outwardly through the opening provided through the mounting surface of the housing of the power take-off portion and that is adapted to extend within and be rotatably driven by the source of rotational energy. The power take-off further includes an output mechanism that is disposed within the housing and includes a driven gear that is rotatably driven by the input gear of the input mechanism. A rotational axis of the input gear and a rotational axis of the driven gear are misaligned so as to minimize the transmission of torque transients and other vibrations therethrough during operation.

A control device for a torque distributor provided with a control means acquiring a demand value of a torque distributed to second driving wheels (W3, W4) using a torque distributor (10) and outputs a command value (TR) of torque corresponding to the demand value of torque. When a variation per unit time (ND) of a differential rotation speed (NS) between a drive source (3) side and a second driving wheel side with respect to the torque distributor in a torque transmission path (20) is a predetermined first threshold (ND1) or more, the control means (60) performs a torque command value limit control controlling the torque command value to a predetermined limit value (TR1) or less. This can secure the running stability necessary for the vehicle by distributing an appropriate torque to the second driving wheels using the torque distributor, while enabling proper protection of components including the torque distributor.