A vehicle, system, and method for dynamic adjustment of a lead of an axle of a vehicle having a combustion engine for all-wheel drive of a front axle and a rear axle is provided. The system includes an electric motor and a summing gear configured to sum a drive power of the combustion engine and the electric motor. The summing gear has at least two gear elements. The at least two gear elements are magnetically coupled.

A transfer case with an actuator for operating a two-speed transmission (i.e., range mechanism) and a clutch (i.e., mode mechanism). The actuator employs a motor-driven cam structure that coordinates the movement of a first fork, which is associated with the range mechanism, and a second fork that is associated with the mode mechanism. A resilient coupling is employed to provide compliance between the motor and the cam structure in the event that tooth-on-tooth contact inhibits the range mechanism from changing from a high-range mode and a low range mode or tooth-on-tooth contact inhibits the mode mechanism from changing between a two-wheel drive mode and a four-wheel drive mode. A sensor target and sensor are employed to identify the rotational positioning of the cam structure placement, which is indicative of the modes in which the transmission and the clutch are operating.

A planetary gear mechanism has a first planetary gear train that includes a ring gear to which power from a main power source is input, a planetary carrier that is connected to a first output shaft, a first planetary pinion that is turnably supported by the planetary carrier, and a first sun gear that is connected to a distribution electric motor. The planetary gear mechanism also has a second planetary gear train that includes the ring gear, the planetary carrier, the first planetary pinion, a second planetary pinion that is turnably supported by the planetary carrier, and a second sun gear that is connected to a second output shaft.

A power transmission device include: a differential having three rotational elements; and a connection switching device that selectively switches a connection relationship among an input shaft, a first output shaft, a second output shaft, and the three rotational elements. Further, the connection switching device selectively fixes any one rotational element to a fixing member, the second power source is coupled to rotational elements other than the rotational element fixed to the fixing member, the differential can be switched between modes including a first mode where any one rotational element among the three rotational elements is coupled to the input shaft, one of the remaining rotational elements is fixed to the fixing member, and the other is coupled to the first output shaft, and a second mode where the three rotational elements are respectively coupled to the second power source, the first output shaft, and the second output shaft.

A differential with an overrunning clutch (ORC) assembly is provided. The differential includes a first plain bearing end cap with an interior surface that forms a plain bearing interface with an outer surface of a first side hub. The first plain bearing end cap further has a first outer surface portion that engages a first end portion of a roller cage assembly. A second plain bearing end cap with an interior surface that forms a plain bearing interface with an outer surface of the second side hub is also included. The second plain bearing end cap further has a first outer surface portion that engages a second end portion of the roller cage assembly. The (ORC) assembly selectively engages the roller cage assembly during an ORC condition to selectively couple torque between a ring gear and the first and second side hubs.

A rear drive unit (RDU) for a vehicle includes a shift collar, a sleeve disposed around the shift collar, a planetary gear set, a differential including a side gear, and a locking plate configured to engage the side gear. The sleeve is configured to move the shift collar between a first position and a second position. The planetary gear set includes a sun gear and at least one planetary gear engaged with the sun gear. The sun gear is configured to engage the shift collar in the second position. The at least one planetary gear includes a pin extending through an entire length of the at least one planetary gear. The shift collar is configured to exert a force upon the locking plate via the pin to move the locking plate into engagement with the side gear in a third position.

A drive device for a vehicle includes an electric motor, a speed reduction device configured to reduce the speed of rotation transferred from the electric motor, and a drive force distribution device that distributes and outputs a drive force of the electric motor that is input via the speed reduction device to a first output rotary member and a second output rotary member. The speed reduction device has a first gear member, a second gear member, a coupling member, and a moving mechanism.

A control device is to be applied to a four-wheel drive vehicle including a first coupling device interposed between a rear-wheel final gear device and a rear left wheel axle and a second coupling device interposed between the rear-wheel final gear device and a rear right wheel axle. The control device includes a controller changes a coupling torque of the first coupling device and a coupling torque of the second coupling device independently of each other. The controller estimates, when the vehicle is accelerating, a vehicle body speed of the vehicle under a state in which the coupling torque of any one of the first coupling device and the second coupling device is set to a value larger than zero and the coupling torque of another one thereof is set to zero. Thereby, the control device can accurately estimate the vehicle body speed when the vehicle is traveling while accelerating.

A four-wheel-drive vehicle including a powertrain operable to adjust a front- and rear-wheel driving force ratio that is a ratio between a driving force of front wheels and a driving force of rear wheels includes a control device that controls the powertrain and adjusts the front- and rear-wheel driving force ratio so as to reduce the driving force of the front wheels that are steered wheels, when it is detected that emergency avoidance to avoid collision with an avoidance target ahead in a traveling direction is necessary.

A control apparatus configured to control a driving force transmission apparatus. The control apparatus includes a torque command value calculator configured to calculate a torque command value for the right and left rear wheels based on a front-rear wheel rotation speed difference, a command value limiter configured to limit the torque command value to a value equal to or smaller than an upper limit value, and a current controller configured to control a current to be supplied to the driving force transmission apparatus so that a driving force determined based on the torque command value is transmitted to the right and left rear wheels. When the front-rear wheel rotation speed difference increases, the command value limiter sets the upper limit value smaller as a change amount of the front-rear wheel rotation speed difference per unit time increases.