A transfer case includes a primary output shaft, and a secondary output selectively coupleable to the primary output shaft with a secondary torque transfer mechanism. The secondary torque transfer mechanism comprises a plate clutch and a locking sleeve. The plate clutch includes a housing coupled to the secondary output shaft, a plurality of interleaved plates alternatingly coupled to the primary output shaft and the housing, and an apply plate coupled to the primary output shaft and being configured to compress the interleaved plates to selectively form a friction coupling between the primary output shaft and the secondary output shaft. The locking sleeve is non-selectively coupled to one of the housing or the apply plate to rotate therewith, and is selectively coupleable to the other of the housing or the apply plate to form a positive coupling between the primary output shaft and the secondary output shaft.

A transfer case comprises a primary output shaft, and a secondary output shaft selectively coupleable to the primary output shaft with a plate clutch to transfer torque therebetween. The plate clutch includes a housing, a plurality of interleaved plates that are engaged alternatingly with the primary output shaft and the housing to rotate therewith, and an apply plate non-selectively coupled to the primary output shaft to rotate therewith. The apply plate is moveable axially along the primary output shaft into a first configuration in which the apply plate is positively coupled to the housing to rotate therewith, a second configuration in which the apply plate rotates independent of the housing, and a third configuration in which the apply plate compresses the interleaved plates to form a friction coupling between the primary output shaft and the housing.

A vehicle transfer case is provided including input and output shafts mounted within a housing, a secondary shaft selectively driven by the output shaft, a first hub having an inner diameter splined section having a first extreme neutral position with exclusive torsional engagement with the output shaft, and in a second intermediate high position having torsional engagement with the output shaft and input shafts, and in a third extreme low position having exclusive torsional engagement with the input shaft. A second hub is provided, rotatably mounted on the first hub and axially fixed therewith. The second hub is torsionally fixed to the output shaft, and a shift fork is provided to translate the second hub. A planetary gear set is provided, having a ring gear, a plurality of planet gears connected to each other by a carrier and a sun gear; and wherein in the extreme neutral position the output shaft is disengaged from the input shaft, and in the second intermediate position the input shaft is directly connected to the output shaft without rotating the planetary gear set, and in the extreme third position the first hub torsionally connects the input shaft to the sun gear, and the second hub is connected with the carrier.

An actuator for a transfer case includes an actuator member, a face cam mechanism, and a motor. The actuator member includes a circumferential flange and an annular body extending from an inner periphery of the circumferential flange. The annular body includes a circumferential slot opposite the flange defined between two end walls formed by the annular body. One of the end walls includes a bearing member coupled thereto. The face cam mechanism includes a follower coupled to a cam member. The cam member is configured to displace axially when rotated. The follower is disposed within the slot. In a first range of motion, the annular member is rotated independent of the face cam mechanism. In a second range of motion, the bearing member engages the follower to rotate the second cam member relative to the first cam member, and the follower moves axially along the bearing member.

A gearbox attachment of a wheel drive unit A-shield assembly for an electric vehicle four motor powertrain system is disclosed. The gearbox attachment includes a housing, a gear reduction assembly, and an actuator assembly. The housing is adapted to fasten to an A-shield of the wheel drive unit A-shield assembly. The housing includes an outer ring. The gear reduction assembly is at least partially received in the outer ring. The gear reduction assembly is adapted to receive an output of a gearbox of the wheel drive unit A-shield assembly that is adapted to provide an output of a motor to a single wheel of the electric vehicle. The gear reduction assembly is adapted to provide a gear reduction for a higher torque and slower speed in a gear reduction mode. The actuator assembly adapted to actuate the gear reduction assembly output between the gear reduction mode and a standard mode.

A multipurpose vehicle includes an engine, a fuel supply unit that supplies fuel to the engine, a gear transmission device that changes speed of power from the engine through a shifting operation, a coupling state detection sensor that detects a coupling state of the gear transmission device, a determination unit that determines whether the coupling state is an incomplete coupling state based on a detection signal from the coupling state detection sensor, and a fuel supply control unit that executes a fuel cut to reduce a fuel supply amount of the fuel from the fuel supply unit to the engine to a value less than a reference value, if the determination unit determines that the coupling state is the incomplete coupling state.

A drive control apparatus includes a circuitry configured to operate a differential lock device of a differential device in timings which are different between a two wheel drive state and a four wheel drive state. The differential device is disposed between one of a pair of front wheels and a pair of rear wheels of the vehicle and configured to transmit a driving force from a drive source to the one of the pair of front wheels and the pair of rear wheels. The differential lock device is configured to lock a differential rotation of a pair of output members of the differential device that are differentially rotatable with respect to each other, and configured to respectively output the drive force.

A front wheel clutch and a front wheel acceleration clutch are supported to a front wheel transmission shaft. Between the front wheel clutch and the front wheel acceleration clutch, there is provided a holder supporting the front wheel transmission shaft. A first operational oil passage for switching over the front wheel clutch is defined respectively in and between the holder and the front wheel transmission shaft. A second operational oil passage for switching over the front wheel acceleration clutch is defined respectively in and between the holder and the front wheel transmission shaft.

The present disclosure refers to an all-wheel drive system (10) for a vehicle (12), comprising: an electrical motor (24) being connected to a first axle (26) of a planetary gear set (28) arranged at an output side (30) of a vehicle gearbox (32), and a second axle (34) of the planetary gear set (28) being connected or connectable to the gearbox output shaft (36) or to ground (G) by a coupling (I), while a third axle (38) of the planetary gear set (28) is connected or connectable to the front axle (14) of the associated vehicle (12); and further to an all-wheel drive system (10) for a vehicle (12), comprising: a differential (56) arranged between a vehicle gearbox (32) and a front (14) and rear axle (16) of an associated vehicle (12), a first planetary gear set (28) having a planetary gear set output (58) being connected to one of the differential outputs (60), and a second planetary gear set (62) having a planetary gear set output (64) being connected to the other one of the differential outputs (68), wherein said first (28) and second planetary gear set (62) are sharing a common ring wheel (44), and an electrical motor (24) is electively connectable to one of the planetary gear sets (28) or to a gearbox output shaft (36) by means of a coupling (I).

A drive control apparatus includes a circuitry configured to operate a differential lock device of a differential device in timings which are different between a two wheel drive state and a four wheel drive state. The differential device is disposed between one of a pair of front wheels and a pair of rear wheels of the vehicle and configured to transmit a driving force from a drive source to the one of the pair of front wheels and the pair of rear wheels. The differential lock device is configured to lock a differential rotation of a pair of output members of the differential device that are differentially rotatable with respect to each other, and configured to respectively output the drive force.