A driving force connecting/disconnecting device includes an externally toothed spline provided on an outer periphery of one of a first shaft member and a second shaft member, an internally toothed spline engageable with the externally toothed spline, a sleeve provided with the internally toothed spline which is engageable with the externally toothed spline by moving in an axis line direction and connecting the first shaft member and the second shaft member for transmitting the driving force, a moving mechanism which moves the sleeve in the axis line direction, a holder which holds the sleeve and the moving mechanism, and a positioning mechanism for positioning the holder in the axis line direction by bringing the holder into contact with the one of the first shaft member and the second shaft member thereby to mount the holder to the first shaft member.

Methods and systems are provided for an electromagnetic pulse disconnect assembly. In one example, an electromagnetic disconnect assembly includes an electromagnetic coil assembly including an electromagnetic coil, an armature cam including an annular ring and a plurality of bidirectional cam ramps extending in an axial direction from the annular ring, where the annular ring is adapted to have face-sharing contact with the electromagnetic coil assembly when the electromagnetic coil is energized and be spaced apart from the electromagnetic coil assembly when the electromagnetic coil is de-energized, and a cam follower a plurality of radially extending guides arranged around a circumference of the cam follower and spaced apart from one another via a plurality of elongate apertures, each of the plurality of elongate apertures adapted to receive one of the plurality of bidirectional ramps of the armature cam. The assembly may further include a latching system.

A drive switching mechanism of a utility vehicle includes: a two-wheel drive and four-wheel drive switching device that switches between two-wheel drive and four-wheel drive of the utility vehicle; and a control unit that controls the drive switching mechanism. The two-wheel drive and four-wheel drive switching device switches between two-wheel drive and four-wheel drive by using a first clutch. The control unit permits the two-wheel drive and four-wheel drive switching device to switch from two-wheel drive to four-wheel drive when a rotation difference of the first clutch becomes equal to or smaller than a predetermined value.

A drive device includes a first clutch mechanism that couples or decouples power transmission systems for front and rear wheels, a first electric motor disposed on a front or rear wheel side and coupled to the first clutch mechanism, a second electric motor disposed on the other of the front and rear wheel sides and coupled to the first clutch mechanism, a second clutch mechanism that couples or decouples the first electric motor and front drive shafts, a planetary gear mechanism that distributes output of the first electric motor to the first and second clutch mechanisms, and a third clutch mechanism that limits, in the planetary gear mechanism, a difference between a first rotational element that transmits the output of the first electric motor to the first clutch mechanism and a second rotational element that transmits the output of the first electric motor to the second clutch mechanism.

When braking of the electric vehicle is performed, the braking is controlled based on a target braking split ratio which is a target value of the ratio of the braking force that is applied to the rear wheels to a total braking force that is applied to the front and rear wheels. In this case, an initial value of the target braking split ratio is set to a value within an allowable range about a transmission split ratio when braking of the electric vehicle is started while the electric vehicle is being braked by the motor, the transmission split ratio being the ratio of a braking force that is transmitted from a drive shaft to the rear wheels via a driving force split device to a total braking force that is transmitted from the drive shaft to the front and rear wheels via the driving force split device.

Methods and systems are provided for an electromagnetic pulse disconnect assembly. In one example, an electromagnetic disconnect assembly includes an electromagnetic coil assembly including an electromagnetic coil, an armature cam including an annular ring and a plurality of bidirectional cam ramps extending in an axial direction from the annular ring, where the annular ring is adapted to have face-sharing contact with the electromagnetic coil assembly when the electromagnetic coil is energized and be spaced apart from the electromagnetic coil assembly when the electromagnetic coil is de-energized, and a cam follower a plurality of radially extending guides arranged around a circumference of the cam follower and spaced apart from one another via a plurality of elongate apertures, each of the plurality of elongate apertures adapted to receive one of the plurality of bidirectional ramps of the armature cam. The assembly may further include a latching system.

The invention includes first and second motors, first and second differential mechanisms, and first to eighth decoupling mechanisms. The first and second motors transmit power to left and right wheels. First differential mechanisms distribute the power from the first and second motors. The first and second mechanisms are interposed between the first differential mechanism and the left front wheel and between the differential mechanism and the left rear wheel. The third and fourth decoupling mechanisms are interposed between the first motor and the first decoupling mechanism and between the first motor and the second decoupling mechanism. The fifth and sixth decoupling mechanisms are interposed between the second differential mechanism and the right front wheel and the right rear wheel, respectively. The seventh and eighth decoupling mechanisms are interposed between the second motor and the fifth decoupling mechanism and between the second motor and the sixth decoupling mechanism.

A hybrid vehicle system includes an engine, a transmission mechanism, first and second clutch mechanisms, a motor generator, and a forward-reverse travel switching mechanism. The engine outputs torque. The transmission mechanism converts the torque at a predetermined transmission gear ratio. The first clutch mechanism allows and disallows power transmission between the transmission mechanism and a drive wheel. The motor generator is coupled to a power transmission path between the first clutch mechanism and the drive wheel. The second clutch mechanism allows and disallows power transmission between the motor generator and the drive wheel. The forward-reverse travel switching mechanism is coupled to a power transmission path between the engine and the transmission mechanism. The forward-reverse travel switching mechanism is coupled to a countershaft. The forward-reverse travel switching mechanism switches among a forward-travel direct coupling state, a reverse-travel direct coupling state, and a neutral state.

A utility vehicle includes: a power unit that outputs drive power; a drive shaft that receives the drive power transmitted from the power unit; a front axle that receives the drive power transmitted from the drive shaft; a right front wheel connected to the front axle; a left front wheel connected to the front axle; a right clutch configured to disable power transmission from the drive shaft to the right front wheel; a left clutch configured to disable power transmission from the drive shaft to the left front wheel; a clutch actuator that actuates the left clutch and the right clutch; and a controller that controls the clutch actuator.

An electromechanical actuator (100) is provided. The actuator comprises an electrical motor (110) controlling a ball ramp mechanism. The ball ramp mechanism is configured to allow for mutual rotation of a first and second rotational member (120, 30) up to a first torque of the electrical motor (110), and to allow for axial separation of the first and second rotational members (120, 130) at a second torque of the electrical motor (110).