In one example, a hybrid drive unit comprises an electric motor, an axle differential for connection with a further motor, a first axle half shaft and a second axle half shaft connected to the axle differential, a first clutching device and a second clutching device. The electric motor is selectively drivingly engagable with the first axle half shaft via the first clutching device and with the second axle half shaft via the second clutching device.

A vehicle driveline system for a vehicle, said system comprising a differential (100) having a differential housing (106) connectable to an engine via a pinion (103), and two output shafts (111, 112) being connectable with respective wheel axles, and an electrical motor (180) being selectively connected to the differential housing (106). Said differential housing (106) extends into a hollow shaft (113) and the differential housing (106) comprises an outer gearing (104) configured to mesh with the pinion (103) and an inner gearing (107) being connected with the output shafts (111, 112). The vehicle driveline system further comprises a first reduction gearing (160) connected to the hollow shaft (113) and an actuator arrangement (190) arranged between the differential housing (106) and the first reduction gearing (160). The actuator arrangement is configured to selectively transfer torque in any of the following modes: i) a first drive mode in which the actuator arrangement (190) is configured to be actuated to allow for torque transfer from the electrical motor (180) to the differential housing (106) only via the hollow shaft (113). ii) a second drive mode in which the actuator arrangement (190) is configured to be actuated to allow for torque transfer from the electrical motor (180) to the hollow shaft (113) via the first reduction gearing (160).

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.

A utility vehicle is configured for independently controlling torque at each of the ground-engaging members.

The power distribution device includes: a double pinion first planetary gear mechanism including a first sun gear, a first carrier, and a first ring gear; and a double pinion second planetary gear mechanism including a second sun gear, a second carrier, and a second ring gear. The first sun gear and the second carrier are connected to each other and connected to a first motor, and the first carrier and the second sun gear are connected to each other and connected to a second motor. The first ring gear and the second ring gear are respectively connected to a right output shaft and a left output shaft, and a gear ratio of the first ring gear to the first sun gear and a gear ratio of the second ring gear to the second sun gear are set to the same value.

A gearing device for a motor vehicle, which is equipped with an input shaft that can be operationally connected to a drive unit, as well as a first output shaft and a second output shaft, wherein the first output shaft is connected or can be connected via a first gear with a first partial shaft of a wheel axle and the second output shaft is operationally connected or can be operationally connected via a second gear with a second partial shaft of the wheel axle.

To reduce the complexity and the outlay involved in the development and implementation in a vehicle of systems and methods known from the prior art for operating a differential-free, clutch-controlled balancing unit having a first clutch and a second clutch, the invention provides for the first clutch and the second clutch to be controlled independently of the driving conditions, and always using the same variable controlled variable of the same value.

A clutch assembly includes a first clutch assembly having first clutch plates rotatably fixed to a first shaft and first carrier plates rotatably fixed to a clutch basket. The clutch assembly further includes a second clutch assembly having second clutch plates rotatably fixed to a second shaft and second carrier plates rotatably fixed to the clutch basket. The first and second clutch assemblies rotate about a common central axis and are actuated by a common actuator.

Disclosed herein are systems, gearing assemblies and methods for controlling a differential rotation rate between shafts of a vehicle using a variable speed reversible motor. An embodiment includes a gearing assembly including a differential configured to engage a first axle shaft, a second axle shaft, and a drive shaft of a vehicle. The gearing assembly further includes a first plurality of alignment gears and a second plurality of adjustment gears configured to engage the differential, configured to be driven by a variable speed reversible motor of the vehicle, and configured to controllably alter a rotation rate of a first axle shaft relative to a rotation rate of the second axle shaft based on rotation produced by the variable speed reversible motor.

A family of axle assemblies that employ a modular concept to maximize part commonality amongst the several axle assemblies. The axle assemblies have a housing assembly that employs a main housing that is formed from a casting that is common to all of the axle assemblies.