An active transfer case is equipped with a multi-plate clutch assembly, a clutch actuation mechanism configured to selectively engage the clutch assembly, a power-operated clutch actuator configured to control actuation of the clutch actuation mechanism, a power-operated actuator brake associated with the power-operated clutch actuator, and a control system configured to control actuation of the clutch actuator and the actuator brake while employing a preemptive check of the functionality of the actuator brake.

Disclosed is a travel control apparatus for a four-wheel drive vehicle in which the states of engagements between a drive output part for secondary drive wheels and left and right secondary drive wheel axles are each changed to a torque transmission state or a torque transmission interruption state. The ratio of rotational speed of the drive output part to the average of rotational speeds of primary drive wheels is greater than 1. When the engagement states corresponding to the secondary drive wheels on the outer and inner sides of a turning locus have been set to the torque transmission state and the torque transmission interruption state, respectively, the engagement state having been set to the torque transmission state is changed to the torque transmission interruption state upon determination that an accelerator pedal is not operated and the magnitude of lateral acceleration is equal to or greater than a predetermined threshold.

Methods and systems for a locking mechanism in an inter-axle differential are provided. A vehicle system, in one example, includes an electric motor coupled to a clutch assembly in a locking mechanism of an inter-axle differential coupled to a first axle and a second axle, the clutch assembly is configured to selectively disengage the locking mechanism, and in the disengaged configuration the locking mechanism permits speed differentiation between the first and second axles. The system further includes an electric motor brake coupled to the electric motor and configured to selectively apply a brake torque to the electric motor and the electric motor is configured to actuate the clutch assembly.

Methods and systems for a locking mechanism in an inter-axle differential are provided. A vehicle system, in one example, includes an electric motor coupled to a clutch assembly in a locking mechanism of an inter-axle differential coupled to a first axle and a second axle, the clutch assembly is configured to selectively disengage the locking mechanism, and in the disengaged configuration the locking mechanism permits speed differentiation between the first and second axles. The system further includes an electric motor brake coupled to the electric motor and configured to selectively apply a brake torque to the electric motor and the electric motor is configured to actuate the clutch assembly.

A smart driveline disconnect assembly having a torque coupling assembly, an actuator, at least one sensor and a controller is provided. The torque coupling assembly is configured to selectively couple torque between a transmission and a final drive assembly. The actuator is configured to activate the torque coupling assembly. The at least one sensor is used to generate sensor information. The controller is configured to control the actuator based at least in part on the sensor information. The controller is further configured to determine at least a thermal energy level associated with the torque coupling assembly based on the sensor information and at least in part control the actuator based on the determined estimated thermal energy level.

A downsized differential assembly having a simple structure, which can be mounted easily on automobiles. The differential assembly comprises a set of first to third gears arranged coaxially while being allowed to rotate relatively to one another. A first eccentric gear meshes with the first gear, a second eccentric gear meshes with the second gear, and a third eccentric gear meshes with the third gear, while being supported by an eccentric member in such a manner as to rotate around an eccentric axis which is offset from a rotational axis. Gear ratios between the first to third gears and the first to third eccentric gears are set to different values so that rotational speeds of the first gear and the second gear are reduced slower than that of the eccentric member.

A downsized differential assembly having a simple structure, which can be mounted easily on automobiles. The differential assembly comprises a set of first to third gears arranged coaxially while being allowed to rotate relatively to one another. A first eccentric gear meshes with the first gear, a second eccentric gear meshes with the second gear, and a third eccentric gear meshes with the third gear, while being supported by an eccentric member in such a manner as to rotate around an eccentric axis which is offset from a rotational axis. Gear ratios between the first to third gears and the first to third eccentric gears are set to different values so that rotational speeds of the first gear and the second gear are reduced slower than that of the eccentric member.

Disclosed is a travel control apparatus applied to a vehicle which includes two coupling apparatuses individually changing coupling torques between a drive output part for secondary drive wheels and left and right secondary drive wheel axles and in which the ratio of rotational speed of the drive output part to the average of rotational speeds of primary drive wheels is greater than 1. The apparatus generates a yaw moment in a turning direction by using driving force. When a demand of further increasing the yaw moment arises, the control apparatus renders the braking force of the primary drive wheel on the turning locus inner side coincident with a target braking force changing with the travel state of the vehicle and decreases the coupling torque of the coupling apparatus corresponding to the secondary drive wheel on the turning locus outer side. As a result, generation of an anti-spin moment is avoided.

A clutch device includes a plurality of clutches; a plurality of cylinder chambers provided to respectively correspond to the clutches; a pump configured to discharge a hydraulic fluid; a plurality of control valves each of which is configured to control the hydraulic fluid supplied from the pump to a corresponding one of the cylinder chambers; and an oil passage that distributes the hydraulic fluid discharged from the pump, to the control valves. The oil passage includes at least one split point at which the hydraulic fluid discharged from the pump splits. At least one check valve is provided between the at least one split point and at least one control valve among the control valves, the at least one check valve being configured to block a flow of the hydraulic fluid in a direction from the at least one control valve toward the at least one split point.

A rear drive module for an all-wheel drive motor vehicle includes a differential assembly having an outer differential housing and an inner differential housing, the inner differential housing being fixed for rotation with an output shaft of the differential assembly; a ring gear assembly having a ring gear mounted to and fixed for rotation with the outer differential housing; and a disconnect and synch-lock mechanism: operable to synchronize and lock the inner differential housing and the outer differential housing, and to disconnect the inner differential housing and the outer differential housing to prevent rotation of the outer differential housing and the ring gear. The disconnect and synch-lock mechanism may include a synchronizer clutch and a clutch actuator. The clutch actuator may be a ball-ramp or face cam mechanism which is configured to control the operation of the synchronizer clutch and locking between the inner and outer differential housings.