A transfer case includes primary and secondary output shafts, along with a secondary torque transfer mechanism and a locking mechanism, which are configured to selectively couple the primary and secondary output shafts. The secondary torque transfer mechanism comprises a sprocket coupled to the secondary output shaft, and a plate clutch coupled to the sprocket to selectively form a friction coupling with the primary output shaft. The locking mechanism selectively couples the primary output shaft to the sprocket, and includes a locking sleeve and an actuator that moves the locking sleeve between a first position and a second position. In the first position, the locking sleeve forms a first splined connection with the primary output shaft and forms a second splined connection with the sprocket. In the second position, the locking sleeve forms the first splined connection with the primary output shaft and forms a second splined connection with the sprocket.

A transfer case includes an input shaft, a primary output shaft, a secondary output shaft, and an actuator. The primary output shaft is coupled to the input shaft with a gear reduction mechanism. The secondary output shaft is selectively coupleable to the primary output shaft with a secondary torque transfer mechanism. The actuator includes a first actuation mechanism, a second actuation mechanism, and a driver gear assembly. The first actuation mechanism is configured to operate the gear reduction mechanism. The second actuation mechanism is configured to operate the secondary torque transfer mechanism. The drive gear assembly includes a gear plate member, a sense plate member configured to engage the first actuation mechanism, and a hub member configured to engage the second actuation. The sense plate member and the hub member are independently coupled to the gear plate member to rotate in unison with the gear plate member.

A drive device for a motor vehicle includes a first drive unit having a driveshaft, a multi-speed transmission having an input shaft, and a vibration damper. A clutch includes a first clutch member which is coupled to the input shaft of the multi-speed transmission, and a second clutch member which is coupled to the first drive unit via the vibration damper to thereby operably connect the first drive unit with the multi-speed transmission via the vibration damper and the clutch. A second drive unit includes a driveshaft which is arranged in axis-parallel or coaxial relationship to the first drive unit. The second drive unit is coupled to the first clutch member of the clutch.

Provided is a control device for a four-wheel drive which can maintain driving stability while restraining noise and vibration. A control device includes: a second control device that, when at least one of front wheel has slipped, engages a dog clutch after rotating a propeller shaft by a rotational force transmitted via first and second friction clutches; and a third control device that, if a predetermined condition is satisfied when the front wheels are not slipping, engages the dog clutch after rotating the propeller shaft by the rotational force transmitted via the first and second friction clutches. The time required to synchronize the dog clutch by the third control device is longer than that required to synchronize the dog clutch by the second control device.

A hybrid module for a vehicle arranged in a drivetrain between a drive unit, particularly an internal combustion engine, and an output, wherein an electric machine is provided, a rotor of the electric machine is connected to the output, and a clutch is provided between the drive unit and the electric machine, characterized in that the clutch is formed as a cone clutch.

An electric drive axle including a first shaft in driving engagement with an electric motor. A first gear and a second gear are coupled with the first shaft. A second shaft is disposed offset from the first shaft. A third gear is selectively coupled with the second shaft, and the third gear is meshed with the first gear. A fourth gear is selectively coupled with the second shaft, and the fourth gear is meshed with the second gear. A fifth gear is coupled with the second shaft and meshed with a sixth gear coupled with a differential case.

A four-wheel drive vehicle includes: a drive-power distribution device for distributing a drive power from an engine to main and auxiliary drive wheels with a drive-power distribution ratio between the main drive wheels and auxiliary drive wheels; and a control apparatus for controlling an electric motor such that the drive-power distribution ratio becomes a target distribution ratio value, by setting an electric-current command value for driving an electric motor. The control apparatus is configured, in a drive-power transmitted state in which the drive power is transmitted to the drive-power distribution device, to execute a command-value reduction control operation for causing the electric motor to be driven with the electric-current command value being set to a value smaller than in a drive-power non-transmitted state in which the drive power is not being transmitted to the drive-power distribution device.

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.

A drive device for a vehicle axle, in particular a rear axle, of a two-track vehicle with an electric drive, wherein an electric machine is associated with every vehicle wheel of the vehicle axle, the electric machine shafts of which electric machine can be drivingly connected, by a first and a second shifting element, to a first and a second flange shaft of the vehicle wheels, and wherein in a first transmission gear, the first and the second shifting element are shifted and the electric machine shafts output directly to the flange shafts of the vehicle wheels via the first and the second shifting element. The vehicle axle has a transverse differential which, on the output side, outputs to the flange shafts of the vehicle wheels and, on the input side, can be drivingly connected to the electric machine shafts by means of a third and a fourth shifting element.

Provided is a torque control device for a four-wheel-drive vehicle that can stably output a minimum torque required to start or drive the vehicle to the auxiliary wheel side under a road surface condition that main driving wheels are stuck in the idling state or under a road surface condition equivalent thereto. When front wheels Wf1, Wf2 are judged to be stuck in the idling state, a current rear torque TrCMD is raised step by step. And, when a brake operates in the state in which the four wheels are at stop after raising the command torque TrCMD step by step, the command rear torque TrCMD is released. And, the command rear torque TrCMD is raised step by step when the command rear torque TrCMD continues to be released for a second threshold time.