A torque transfer device (1) for a drivetrain (2) of a motor vehicle, having a torsional vibration damping unit (3) and a decoupling clutch (6) having at least two clutch elements (4, 5) which can be joined to each other, wherein a first clutch element (4) is permanently connected non-rotatingly to a flange section (7) of the torsional vibration damping unit (3) and a second clutch element (5) is coupled with the flange section (7) via a freewheeling unit (8), wherein at least some sections of the freewheeling unit (8) are positioned in a radial receiving space (9) of the torsional vibration damping unit (3).

A transfer for a four-wheel drive vehicle, the vehicle including a driving source, main/auxiliary drive wheels, and a power transmission member, the transfer includes: a ring gear being supported so as to rotate around a rotation axis, and configured to drive the power transmission member; an input shaft extending through an inside of the ring gear, being supported so as to rotate concentrically with the ring gear, and being configured to receive part of the driving force; a disconnect mechanism; and an actuator configured to change the disconnect mechanism between a connection position and a disconnection position, the connection position being a position at which the ring gear and the input shaft are coupled to each other so as not to relatively rotate, the disconnection position being a position at which relative rotation between the ring gear and the input shaft is allowed.

A hybrid driving device that includes a first input that is linked to an internal combustion engine; a rotary electric machine; a transmission that changes a speed of rotation of a second input, and transmits the rotation to an output; a rotor support which rotates integrally with a rotor of the rotary electric machine; a first engagement device; a second engagement device; and a case.

Systems are provided for a transmission system. In one example, a multi-speed transmission includes an input shaft comprising an input gear driven by two electric motors, a first clutch comprising a first clutch gear configured to rotate a first shaft on which a first synchronizer is arranged, wherein the first clutch is arranged on the input shaft, a second clutch comprising a second clutch gear configured to rotate a second shaft on which a second synchronizer is arranged, wherein the second clutch is arranged on the input shaft, an idler shaft comprising a plurality of gears in meshed engagement with gears of the first synchronizer and the second synchronizer, and an output shaft comprising an output gear in meshed engagement with a gear of the plurality of gears of the idler shaft.

A clutched device can include a differential and first and second conduits. The differential can transmit differential power to first and second outputs. Clutch plates can rotate through a clutch cavity and transmit power between the second output and a third output. An outer carrier and an inner carrier can be coupled for rotation with the second and third outputs, respectively. The first conduit can be open to a first peripheral region of the clutch cavity and fluidly couples the first region to a cavity separate from the clutch cavity. The second conduit can be open to a second peripheral region that is circumferentially spaced apart from the first region. The second conduit can fluidly couple the second region to a central region of the clutch cavity. Rotation of the outer carrier in opposite rotational directions slings lubricant to the first and second conduits, respectively.

A drive axle system and a method of control. The drive axle system may include a first drive axle assembly and a second drive axle assembly that may be operatively coupled via a slip clutch.

A power transmission device includes: an axle housing having a central hole where a drive shaft is penetrated; a wheel hub disposed in an outer portion of the axle housing via wheel bearings; a speed-reducer housing chamber provided in the wheel hub to cover an opening end portion of the axle housing; a gear speed reducer, formed inside the speed-reducer housing chamber, to decelerate a rotation of the drive shaft and transmit the rotation to the wheel hub; and a wet-type brake mechanism housed in a brake chamber formed between the axle housing and the wheel hub, and actuated such that braking is applied to a rotation of the wheel hub relative to the axle housing. Further, floating seals are disposed between a lubrication space and the speed-reducer housing chamber, and a circulation passage for oil that includes an oil filter is connected to the lubrication space.

A hybrid drive apparatus includes a rotary electric machine including a rotor capable of transmitting driving force to at least a speed change mechanism and a rotor hub that holds the rotor; a clutch; an oil hole that supplies oil from a radial inner side of the clutch toward the clutch; and a partition member disposed with a clearance provided in at least a portion in a circumferential direction between the rotor hub and the partition member on a radial inner side of the rotor hub.

A reduction gear case (29) of a planetary gear reduction mechanism (28) is mounted on a reduction gear mounting part (18C) of an axle tube (18). A carrier (33) is provided with a wheel mounting part (33B) projecting outside of the reduction gear case (29). A wheel (2) is mounted on the wheel mounting part (33B) and an oil seal (39) is disposed between an outer peripheral surface of the wheel mounting part (33B) and an inner peripheral surface of the front wheel (2) of the reduction gear case (29).

As a result, the oil seal (39) can be exposed by removing the front wheel (2) from the wheel mounting part (33B) in the carrier (33). On the other hand, a brake mechanism (40) is disposed on the inner peripheral side of the reduction gear mounting part (18C). Therefore, the brake mechanism (40) can be exposed by removing the front wheel (2) from the wheel mounting part (33B) in the carrier (33) and the planetary gear reduction mechanism (28) from the reduction gear mounting part (18C).

The present invention relates to a drivetrain having a first clutch, which has an input side and an output side which is selectively connectable in terms of rotational drive to the input side, and having a transmission, which has a transmission shaft which is connected or connectable in terms of rotational drive to the output side and which is selectively connectable in terms of rotational drive to a gearwheel by means of a second clutch, wherein a rotor of an electric machine is arranged on the output side, and the electric machine, in motor operation, can be controlled or regulated so as to cause the rotational speeds of the transmission shaft and of the gearwheel to be approximated to or aligned with one another before the closure of the second clutch. The present invention also relates to a method for performing gearshifts in a transmission within a drivetrain of the type according to the invention.