An actuator assembly for actuating two switching units in the driveline of a motor vehicle comprises a housing; an actuator drive; a switching rod arranged in the housing and axially movable by the actuator drive in three positions; a first switching element and a second switching element axially movably arranged on the switching rod; a spring element which biases the first switching element against a first shaft stop and the second switching element against a second shaft stop; a first housing stop against which the first switching element can be axially supported; and a second housing stop against which the second switching element can be axially supported. A transmission assembly can include such an actuator assembly.

An actuator assembly for actuating two switching units in the driveline of a motor vehicle comprises a housing; an actuator drive; a switching rod arranged in the housing and axially movable by the actuator drive in three positions; a first switching element and a second switching element axially movably arranged on the switching rod; a spring element which biases the first switching element against a first shaft stop and the second switching element against a second shaft stop; a first housing stop against which the first switching element can be axially supported; and a second housing stop against which the second switching element can be axially supported. A transmission assembly can include such an actuator assembly.

A vehicle final drive unit (FDU) of a vehicle driveline. The vehicle FDU includes one or more wet clutches that provide disconnect capabilities in the vehicle FDU, and includes a final drive gearset. Different techniques are provided for discontinuing lubricant supply to the wet clutch(es) when the wet clutch(es) are disconnected in order to preclude unwanted rotations that can be the consequence of adhesion among clutch plates in the wet clutch(es). One technique actively brakes the final drive gearset in the vehicle FDU so that the final drive gearset no longer rotates and no longer throws lubricant to the wet clutch(es). Another technique involves closing an entrance that leads lubricant to the wet clutch(es).

A vehicle has an engine, a limited slip differential (LSD) mounted on an axle driven by the engine, and left and right wheels operably connected to the LSD. At least one parameter indicative of a riding condition of the vehicle is determined. A slippery driving condition is detected based on the at least one parameter. The LSD is selectively locked in response to the detection. The slippery driving condition is detected when a torque requested by a user is above a load line of the engine, upon successive wheel slips occurrences, and/or when a wheel slip is detected while a preload is applied to the LSD.

An actuator is used to longitudinally move a spline sleeve for controlling drive mode of a differential on an off-road vehicle. The actuator's motor rotates an eccentric knob through a drive train including intermediate gears and a worm gear. The eccentic knob is linked to the spline sleeve through a torsion spring carried on a pivot plate, with legs of the torsion spring pushing a slide block, transferring a moment provided by the eccentric knob into a linear slide force. The pivot plate and torsion spring are jointly mounted on the actuator housing by a hub, opposite the rotational axis of the eccentric knob from the slide block. The slide block includes a contact which completes a circuit through conductive pads on the actuator housing, so the position of the slide block can be directly sensed.

The present disclosure relates to a limited-slip clutch system and method. In one aspect, the limited-slip clutch actuation system can include a hydraulic pump operated by a variable speed drive wherein the pump can be configured to generate hydraulic flow in a hydraulic circuit including an actuation branch line that actuates a clutch. The circuit may also include a flow regulating valve for regulating a hydraulic fluid flow rate through the hydraulic circuit wherein the flow regulating valve can be configured to prevent the hydraulic fluid flow rate from exceeding a set maximum flow rate regardless of a magnitude of the hydraulic pressure in the hydraulic circuit. In operation, the pump speed can be controlled based on a command pressure set point and the measured pressure in the actuation branch line and to minimize operational costs by operating the pump at a transition region of the system pressure-pump speed curve.

Methods and systems for a locking mechanism in an inter-axle differential are provided. A vehicle system, in one example, includes an electric motor coupled to a clutch assembly in a locking mechanism of an inter-axle differential coupled to a first axle and a second axle, the clutch assembly is configured to selectively disengage the locking mechanism, and in the disengaged configuration the locking mechanism permits speed differentiation between the first and second axles. The system further includes an electric motor brake coupled to the electric motor and configured to selectively apply a brake torque to the electric motor and the electric motor is configured to actuate the clutch assembly.

Methods and systems for a differential assembly are provided herein. In one example, a diagnostic method includes generating a clutch fault according to a variance between an initial engagement position and a lock point position of a clutch motor that occur during engagement of an interaxle differential (IAD) locking clutch coupled to the clutch motor. In the IAD system, an actuation assembly is coupled to the clutch motor and the IAD locking clutch.

An electronically locking differential assembly according to the present disclosure includes a differential case, a first and second side gear, a lock actuation mechanism, a first and second tone wheel, a first and second pickup sensor and a controller. The lock actuation mechanism includes a ramp plate that selectively moves between a locked state and an unlocked state. The first tone wheel has a first plurality of teeth formed on the differential case. The second tone wheel has a second plurality of teeth formed on the ramp plate. The first pickup sensor senses a position of the first plurality of teeth. The second pickup sensor senses a position of the second plurality of teeth. The controller determines whether the lock actuation mechanism is in the locked or unlocked state based on the respective positions of the first and second plurality of teeth.

An actuator is used to longitudinally move a spline sleeve for controlling drive mode of a differential on an off-road vehicle. The actuator's motor rotates an eccentric knob through a drive train including intermediate gears and a worm gear. The eccentic knob is linked to the spline sleeve through a torsion spring carried on a pivot plate, with legs of the torsion spring pushing a slide block, transferring a moment provided by the eccentric knob into a linear slide force. The pivot plate and torsion spring are jointly mounted on the actuator housing by a hub, opposite the rotational axis of the eccentric knob from the slide block. The slide block includes a contact which completes a circuit through conductive pads on the actuator housing, so the position of the slide block can be directly sensed.