The electronic IWE actuator includes an electric motor, a worm gear connected to the electric motor, a ball ramp including a worm wheel configured to engage with the worm gear, a clutch ring configured to engage with a wheel hub of the vehicle, and a shift fork configured to engage with the clutch ring and the ball ramp and move linearly in a direction along an axis of the wheel hub in response to a rotation of the ball ramp. The clutch ring is configured to engage with the wheel hub in response to a rotation of the worm gear in a first direction, and disengage from the wheel hub in response to a rotation of the worm gear in a second direction that is opposite to the first direction.

A two-speed transfer case for a four-wheel drive vehicle is provided. The transfer case has a two-speed planetary gearset, a range clutch, and a range shift mechanism. The planetary gearset includes a carrier unit having at least one crack arresting feature configured to limit propagation of a stress crack. The carrier unit includes a plurality of mounting holes for securing planet gears for rotation relative to the carrier unit. The gearset includes a sun gear configured for and a ring gear, with the planet gears in meshed engagement with the sun gear and the ring gear. The crack arresting feature extends at least partially through a portion of the carrier unit and is configured to receive a crack propagating from a central aperture of the carrier unit. The crack arresting feature is disposed radially between the central aperture and the mounting holes.

In a control device of a vehicle power transmission device, a first meshing clutch has a drive power source side meshing member coupled to a power transmission member, an auxiliary drive wheel side meshing member coupled to the power transmission member, and an actuator engaging or releasing the drive power source side meshing member and the auxiliary drive wheel side meshing member, and when a rotation speed difference between a rotation speed of the drive power source side meshing member and a rotation speed of the auxiliary drive wheel side meshing member is larger than a predefined value at the time when a first meshing clutch is brought into an engaged state, a clamping pressure on a transmission belt is increased as compared to when a rotation speed difference is equal to or less than a predefined value.

A behavior control apparatus for a four-wheel drive vehicle comprising a driving unit, front and rear wheel driving torque transmission paths that transmit driving torques of the driving unit to front and rear wheels, respectively, and control unit. The rear wheel driving torque transmission path includes a speed increasing device for increasing speed of the rear wheels relative to the front wheels and two clutches for the left rear w heel and right rear wheel disposed between the speed, increasing device and the left rear wheel and the right rear wheel, respectively. The control unit engages the clutch on the turning inside when the vehicle is in oversteer state during turning under braking in a situation where the two clutches are disengaged.

An AWD drivetrain is configured to primarily direct drive torque from a transversely-aligned powertrain assembly through an auxiliary power transfer unit to a rear driveline and selectively transmit drive torque to a front driveline via actuation of at least one power-operated clutch. The auxiliary power transfer unit includes an input component drivingly connected to the powertrain assembly, and an output component connected to the input component by a hypoid gearset The output component is operatively connected to the rear driveline and is configured to normally transfer the drive torque to the rear driveline.

A drive force distribution apparatus includes a clutch housing, first and second multi-plate clutches, and a center plate located between the first and second multi-plate clutches. The clutch housing includes a body member having a cylindrical portion and a bottom portion, and a tubular fixation member fixed to part of the cylindrical portion close to an open end. The cylindrical portion of the body member includes a first fit portion to which the first multi-plate clutch is fitted, a second fit portion to which the center plate is fitted, and a third fit portion to which the fixation member is fitted. The center plate is interposed between the fixation member and a step surface between the first fit portion and the second fit portion so as not to allow axial movement of the center plate relative to the body member.

A vehicle transfer comprises: a ring gear and a pinion gear; a transfer casing; and a bearing. The transfer casing includes a breather chamber that is partitioned by a partition wall with respect to a gear chamber and that is allowed to communicate with the gear chamber through a communication hole formed in the partition wall to adjust a pressure in the transfer casing, and a lubricating oil passage for supplying the oil to the bearing. The communication hole is disposed at a position to which the oil scooped up by the pinion gear is directed, and the vehicle transfer includes an oil receiver including a vertical wall portion preventing the oil scooped up by the pinion gear from flowing into the communication hole and a horizontal wall portion capturing the oil scooped up by the pinion gear and causing the captured oil to flow toward the lubricating oil passage.

A freewheeling system for tandem axles, the system including a wheel hub, a wheel hub cover attached to an end of the wheel hub, the wheel hub cover having tines predicted thereon, an actuator chamber, a piston, a sleeve, an axle shaft, and at least one air input. The at least one air input feeding the actuator chamber in which is accommodated the piston that is engaged in the sleeve concentrically mounted in an end of the axle shaft having axial mobility, wherein the sleeve has a flange endowed with tines that mechanically cooperate with the tines predicted on the wheel hub cover.

A clutch apparatus includes a clutch hub, a clutch drum, a multi-plate clutch having inner clutch plates and outer clutch plates, a piston for pressing the multi-plate clutch, an electric motor, a moving mechanism for moving the piston in an axial direction in accordance with the amount of rotation of the electric motor, and a control unit for controlling the electric motor. When increasing a rotational force that is transmitted between the clutch hub and the clutch drum by increasing electric current that is supplied to the electric motor, the control unit moves the piston in the axial direction by temporarily supplying the electric motor with the electric current having a first current value that is greater than a second current value corresponding to a target rotational force that needs to be transmitted between the clutch hub and the clutch drum.

A drive device for a vehicle axle of a two-track vehicle having a drive unit having in particular an electric machine, which outputs on the output side on at least one driveshaft leading to a vehicle wheel, which driveshaft is divided into a wheel-side shaft section and an axle-side shaft section which can be coupled to one another or decoupled from one another in a driving manner by means of a formfitting clutch, in order to avoid drag losses in the deactivated drive unit in driving operation with deactivated drive unit.