A power transmission device including: a motor to drive a rotary shaft; a first reducer connected to the rotary shaft to reduce rotational angular velocity of the rotary shaft; a second reducer connected to the rotary shaft to reduce rotational angular velocity of the rotary shaft; a first clutch disposed between the rotary shaft and the first reducer to connect and disconnect the rotary shaft and the first reducer; a second clutch disposed between the rotary shaft and the second reducer to connect and disconnect the rotary shaft and the second reducer; and a third clutch disposed outside the second reducer to connect and disconnect the second reducer and an external component.

An all-wheel drive system includes a center differential, a limited-slip differential clutch, a front-wheel torque transmission system, a rear-wheel torque transmission system, and a controller. The center differential distributes torque between front and rear wheels of a vehicle. The limited-slip differential clutch limits a differential operation of the center differential in accordance with an engaging pressure, and changes a front-rear torque distribution ratio between the front and rear wheels. The front-wheel torque transmission system transmits torque between the center differential and the front wheels. The rear-wheel torque transmission system transmits torque between the center differential and the rear wheels. The controller adjusts the engaging pressure based on a driving state of the vehicle. Reduction ratios of the front-wheel and rear-wheel torque transmission systems are set different from each other. The center differential is configured such that the front-rear torque distribution ratio is initially unequal and is changeable.

A drivetrain system includes a first drive gear driven by a first motor and a second drive gear driven by a second motor. The first drive gear and the second drive gear are arranged along the axis. The first drive gear includes a first extension and the second drive gear includes a second extension arranged radially within and axially overlapping the first extension. The drivetrain system includes a system of bearings arranged between the first drive gear and the second drive gear, either drive gear and a stationary component, or a combination thereof. In some embodiments, the drivetrain system includes a clutch assembly arranged between the first drive gear and the second drive gear that interfaces to the first drive gear and to the second drive gear. The clutch assembly allows the drive gears to be locked or otherwise engaged to improve torque transfer.

Methods and systems are provided for an electromagnetic pulse disconnect assembly. In one example, an electromagnetic disconnect assembly includes an electromagnetic coil assembly including an electromagnetic coil, an armature cam including an annular ring and a plurality of bidirectional cam ramps extending in an axial direction from the annular ring, where the annular ring is adapted to have face-sharing contact with the electromagnetic coil assembly when the electromagnetic coil is energized and be spaced apart from the electromagnetic coil assembly when the electromagnetic coil is de-energized, and a cam follower a plurality of radially extending guides arranged around a circumference of the cam follower and spaced apart from one another via a plurality of elongate apertures, each of the plurality of elongate apertures adapted to receive one of the plurality of bidirectional ramps of the armature cam. The assembly may further include a latching system.

A vehicle drive device includes a first bearing that supports a second rotary member on a first rotary member so the second member is rotatable relative to the first, and a second bearing that supports the first rotary member on a case so that it is rotatable relative to the case. The first rotary member has a support outer peripheral surface that faces an outer side, and a first radial support surface that faces one side. The second rotary member has a support inner peripheral surface that faces an inner side. A support of the case has a second radial support surface that faces the first. The first bearing is arranged between the support peripheral surfaces. The second bearing is arranged between the radial support surfaces. The first bearing is arranged on the inner side with respect to a rotor at a position where the first bearing overlaps the rotor.

A transmission (1) for an electric drive of a vehicle includes a first input shaft (10), a second input shaft (11), an output shaft (12), two shift elements (3, 4) for connecting the transmission (1) to an electric machine of the electric drive, and a planetary gear set (5) configured as a stepped planetary gear set. A first sun gear (5.1) of the planetary gear set (5) is rotationally fixed to the first input shaft (10). A second sun gear (5.2) of the planetary gear set (5) is rotationally fixed to the second input shaft (11). A ring gear (5.5) of the planetary gear set (5) is fixed at a rotationally fixed component (0) of the transmission (1). A planet carrier (5.6) of the planetary gear set (5) is rotationally fixed to the output shaft (12). A first shift element (3) is configured for connecting the first input shaft (10) to the electric machine of the electric drive. A second shift element (4) is configured for connecting the second input shaft (11) to the electric machine of the electric drive.

A transfer for a four wheel drive vehicle includes first and second distribution mechanisms that respectively include first and second clutches configured to be controlled to a half-engaged state. The first and second distribution mechanisms distribute a portion of power outputted from a power source to a second transmission mechanism respectively through the first and second clutches. A first difference is different from a second difference. The first difference is a difference between a gear ratio from an input shaft of the first clutch to a first driving wheel and a gear ratio from an output shaft of the first clutch to a second driving wheel. The second difference is a difference between a gear ratio from an input shaft of the second clutch to the first driving wheel and a gear ratio from an output shaft of the second clutch to the second driving wheel.

A control system of a hybrid vehicle, in which a driving power source for travel includes an engine that is started by cranking, a motor that can control a torque, and a clutch that is coupled with the motor and in which a transmission torque capacity continuously changes depending on a change of a control amount is configured to estimate a torque of the clutch based on the torque that the motor outputs, and change rates of the rotational speed of the motor and the clutch caused by changing the control amount, when the torque that the motor outputs is transmitted by the clutch that is in a slip state by changing the control amount.

A power transmission device including: a motor to drive a rotary shaft; a first reducer connected to the rotary shaft to reduce rotational angular velocity of the rotary shaft; a second reducer connected to the rotary shaft to reduce rotational angular velocity of the rotary shaft; a first clutch disposed between the rotary shaft and the first reducer to connect and disconnect the rotary shaft and the first reducer; a second clutch disposed between the rotary shaft and the second reducer to connect and disconnect the rotary shaft and the second reducer; and a third clutch disposed outside the second reducer to connect and disconnect the second reducer and an external component.

A vehicle control device for controlling a vehicle with a frictional engagement element provided between a drive source and drive wheels includes a first determination unit configured to determine whether or not a signal of an inhibitor switch indicates a traveling position, a second determination unit configured to determine whether or not an oil path communicating with the frictional engagement element is in a drain state, a temperature estimation unit configured to estimate temperature of the frictional engagement element, and a temperature estimation prohibition unit configured to prohibit temperature estimation of the frictional engagement element by the temperature estimation unit when the signal of the inhibitor switch indicates the traveling position and the oil path is in the drain state.