A vehicle including a coupling device that includes (a) an engagement clutch mechanism for coupling an input side engagement member that is coupled to a drive power source of the vehicle and an output side engagement member that is coupled to a drive wheel of the vehicle; and (b) a cam mechanism for assisting engagement of the input and output side engagement members depending on a differential torque by which the input and output side engagement members are rotated differentially. The vehicle includes a control device configured, when the engagement of the input and output side engagement members is to be released, to cause a braking force to be applied to one of the input and output side engagement members such that the differential torque is reduced.

A limited slip differential (LSD) is mounted on a driven axle of a vehicle to drive left and right wheels. To control the LSD, a current input torque applied to the LSD is determined and a predicted engine torque is determined based on an accelerator control position. A current average speed of the left and right wheels is also determined. A preload is applied to the LSD. The preload is determined based on the predicted engine torque and to the current average speed of the left and right wheels.

A limited slip differential (LSD) is mounted on a driven axle of a vehicle to drive left and right wheels. To control the LSD, a current input torque applied to the LSD is determined and a predicted engine torque is determined based on an accelerator control position. A current average speed of the left and right wheels is also determined. A preload is applied to the LSD. The preload is determined based on the predicted engine torque and to the current average speed of the left and right wheels.

A vehicle includes motors each configured to drive a front wheel of the vehicle, an electronic limited slip differential (eLSD) between rear wheels of the vehicle, and a controller to, responsive to vehicle turning and a power of each of the motors being less than a maximum value, alter operation of the motors to increase a difference between the powers. Otherwise, the controller operates the eLSD to bias torque toward one of the rear wheels.

A limited slip differential (LSD) transfers a torque from an engine to left and right wheels of a vehicle. A current angle of a steering device is determined. Rotational speeds of 5 the left and right driven wheels are also determined. A current wheel slip of is calculated as a difference between the rotational speeds of the left and right wheels. Maximum and minimum allowed wheel slips are calculated as a function of the current steering angle. The LSD is controlled so that the current wheel slip stays in a range between the maximum and minimum allowed wheel slips. To this end, the LSD is loaded if the wheel slip falls outside of the range 0 between the maximum and minimum allowed wheel slips.

An electrical axle drive device includes at least one first electrical machine, which has a stator and a rotor rotatable around a machine axis of rotation relative to the stator. A gear unit is drivable by the first electrical machine having at least one first planetary gear stage drivable by the first electrical machine and at least one first spur gear stage drivable by the first electrical machine. The device also includes at least one drive wheel of the motor vehicle being able to be rotated around a wheel axis of rotation running parallel to the machine axis of rotation and being drivable by the first electrical machine via the gear unit. The first electrical machine is arranged at least partially on a first side of the longitudinal central plane with respect to a longitudinal central plane of the vehicle that is spanned by the vehicle vertical direction and the vehicle longitudinal direction and the first spur gear stage is arranged on a second side of the longitudinal central plane opposite the first side in the vehicle transverse direction.

An AWD system can include a differential, a PTU, and a friction clutch. A differential input can receive torque from the powertrain and rotate about a first axis. First and second differential outputs can rotate about the first axis. A third output can be drivingly coupled to the differential input and rotatable about a second axis transverse to the first axis. The clutch can include first friction members, second friction members, and an actuator. The first friction members can be coupled to the differential input for common rotation. The second friction members can be coupled to the second differential output for common rotation. The actuator can selectively engage the first friction members with the second friction members. The secondary driveline can include a second input member coupled to the third output to receive rotary power therefrom. The second driveline can distribute rotary power for driving the second set of wheels.

A drive unit assembly. The drive unit assembly includes one or more first motors drivingly connected to at least a first end portion of a first shaft. A planetary gear assembly having a sun gear, one or more planetary gears, a ring gear and a carrier. At least a portion of the sun gear is drivingly connected to at least a portion of a second end portion of the first shaft and the carrier is drivingly connected to at least a portion of the one or more planetary gears. A differential input member is drivingly connected to at least a portion of the carrier and a differential assembly. At least a portion of a first axle half shaft is drivingly connected to the differential and is disposed within a hollow portion of said first shaft and a second axle half shaft is drivingly connected to the differential assembly.

A powertrain for a vehicle may include a main shaft; a transmission unit provided to selectively supply power of a motor to the main shaft with different gear ratios; a differential connected to the main shaft; two driveshafts provided to output power in opposed directions from the differential; a rotating ring rotatably mounted on the main shaft through a first clutch; and a second clutch provided to select either a state where the rotating ring is connected to the transmission unit or a state where the rotating ring is connected to a selected driveshaft of the two driveshafts.

An emergency braking control system of a vehicle using a limited slip differential, may include a brake circuit formed by splitting hydraulic lines for left and right side drive wheels; a limited slip differential disposed to restrict the differential of the drive wheels; and a controller for determining whether or not the braking circuit failure occurs in a braking situation, and performing the engagement control of the limited slip differential, wherein the controller is configured to perform the engagement control of the limited slip differential to distribute a braking force to drive wheel connected to a hydraulic line where the braking circuit failure occurs when the brake circuit failure occurs in the braking situation.