A hydrostatic traction drive includes a first hydraulic machine that is coupled to a drive unit. The first hydraulic machine is hydraulically arranged in a hydraulic circuit with a second hydraulic machine. The second hydraulic machine has a drive shaft that is connected in a rotationally fixed fashion to a lockable differential. The traction drive has a control unit that is configured so as to control at least one measure for traction control as a function of a rotational speed of the second hydraulic machine. The at least one measure includes one or more of a measure for detecting a loss of traction and a measure for overcoming the loss of traction. A method for controlling the traction drive includes eliminating a loss of traction of the traction drive with use of the control unit as a function of the rotational speed of the second hydraulic machine.

A drive unit having a downsized brake device for applying a braking force to a drive wheel is provided. The drive unit comprises: a first brake device that applies braking torque to a first rotary member situated closer to a first motor than a first speed reducing device in a first torque transmitting route between the first motor and a first drive shaft; and a second brake device that applies braking torque to a second rotary member situated closer to a second motor than a second speed reducing device in a second torque transmitting route between the second motor and a second drive shaft.

An electric motor-clutch assembly is described, wherein the electric motor comprises a rotor comprising a free surface which forms part of the external surface of the motor, the clutch comprises a friction disc and the friction disc is mounted axially movable to selectively contact said free surface.

The invention relates to a clutch for a hybrid drive train of a motor vehicle, including a first connecting component, which can be connected to an output shaft of an internal combustion engine in a rotationally fixed manner, and comprising a second connecting component, which can be connected to a shaft of a transmission and/or a rotor of an electric drive machine in a rotationally fixed manner, which connecting components are connected to each other in a torque-transmitting manner in a closed position of the clutch, whereas, in an open position of the clutch, the connecting components are arranged in such a way that the torque flow is interrupted, and having a clutch actuation system, which has a ramp mechanism and which switches the clutch between the open position and the closed position, wherein the ramp mechanism is operatively connected to the connecting components by a planetary gearing, wherein the first connecting component has two conducting segments connected in a rotationally fixed manner by a torque storage device, wherein the torque storage device is designed in such a way that the conducting segments are elastically preloaded in a direction of rotation in relation to each other at least in the closed position.

A driving force transmission apparatus includes: a pinion gear shaft having a pinion teeth portion, a first shaft portion extending from one side of the pinion teeth portion, and a second shaft portion extending from the other side of the pinion teeth portion; a ring gear meshing with the pinion teeth portion; a clutch housing capable of rotating relative to the pinion gear shaft on a rotation axis in coincidence with a rotation axis of the pinion gear shaft; a clutch mechanism located between the clutch housing and the first shaft portion of the pinion gear shaft; and a differential carrier accommodating the ring gear. The first shaft portion and the second shaft portion of the pinion gear shaft are supported by a first bearing and a second bearing, respectively. The clutch housing is supported by the pinion gear shaft through a third bearing fitted on the first shaft portion.

A dual clutch transmission comprises a housing formed therein with a gear chamber incorporating an odd-numbered speed gear train group and an even-numbered speed gear train group. An end of the input shaft is connected to an engine, and a cover is detachably attached to the housing opposite the end of the input shaft so as to define a clutch chamber divided from the gear chamber. A first clutch for the odd-numbered speed gear train group and a second clutch for the even-numbered speed gear train group are disposed in the clutch chamber. Fluid passages for supplying hydraulic fluid to the first and second clutches are formed in the cover.

An AWD drivetrain is configured to primarily direct drive torque from a transversely-aligned powertrain assembly through an auxiliary power transfer unit to a rear driveline and selectively transmit drive torque to a front driveline via actuation of at least one power-operated clutch. The auxiliary power transfer unit includes an input component drivingly connected to the powertrain assembly, and an output component connected to the input component by a hypoid gearset The output component is operatively connected to the rear driveline and is configured to normally transfer the drive torque to the rear driveline.

The present invention provides improved, real time sensing of pressure supplied to the hydraulic operator of a clutch for a motor vehicle driveline power take off. A proportional sensor in the hydraulic line to the power take off clutch actuator provides a data signal in real time of the actual pressure applied to the clutch actuator. This signal is provided to the power take off control module (PCM) and/or to the transmission control module (TCM). The power take off control module, having instantaneous data regarding the pressure applied to the hydraulic operator achieves two important operating functions: monitoring and feedback.

A transfer case comprises a primary output shaft, and a secondary output shaft selectively coupleable to the primary output shaft with a plate clutch to transfer torque therebetween. The plate clutch includes a housing, a plurality of interleaved plates that are engaged alternatingly with the primary output shaft and the housing to rotate therewith, and an apply plate non-selectively coupled to the primary output shaft to rotate therewith. The apply plate is moveable axially along the primary output shaft into a first configuration in which the apply plate is positively coupled to the housing to rotate therewith, a second configuration in which the apply plate rotates independent of the housing, and a third configuration in which the apply plate compresses the interleaved plates to form a friction coupling between the primary output shaft and the housing.

A power transmission device of a four-wheel drive electrically driven vehicle comprises a transverse engine that is supported on one right side surface of two side surfaces of the gear case, and a motor that is supported on the other left side surface of the two side surfaces of the gear case. The power transmission device includes a transfer case that is supported by a gear case and the distributes power from a power source between the left and right front wheels and the left and right rear wheels. The transfer case wraps around from the side surface to a rear surface of the gear case, as seen from above, and outputs power to the left and right rear wheels from the rear surface side of the gear case.