A method for controlling clutch pressure in an electronically controlled limited slip differential comprises receiving a target clutch pressure command indicative of a desired differential torque transfer setting. Processing the target clutch pressure command comprises estimating one of a motor current or a motor speed, calculating an integrated error of a target motor current or an integrated error of a target motor speed, calculating gains over time based on the estimated motor current or the estimated motor speed and based on the integrated error of the target motor current or the integrated error of the target motor speed, applying the calculated gains thereby forming a closed loop feedback, and calculating an oscillation. The target motor current or the target motor speed is applied to a motor connected to a clutch in the differential according to the calculated oscillation to control the clutch pressure of the differential.

A dog clutch includes: a first rotational member; a second rotational member; a clutch member; an electromagnetic coil; and a position detecting portion. A control method for the dog clutch, includes: supplying an exciting current to the electromagnetic coil when the clutch member is moved from the non-connecting position toward the connecting position; and promptly reducing the exciting current when the position detecting portion detects that the clutch member has moved to the connecting position.

In a motor vehicle drive train arrangement with at least one main drive train for driving a main drive axle, and at least one auxiliary drive train which is driven via the main drive train and connected to a secondary drive axle which can be driven via the auxiliary drive train, the secondary drive axle is linked to the auxiliary drive train without an axle differential and the secondary drive axle includes controllable couplers for selectively coupling the secondary drive axle wheels to the auxiliary drive train.

An actuation device for a transmission system includes an electric motor capable of being fastened to an actuation housing, and a speed reduction device kinematically linked to the rotor of the electric motor and an output shaft of the speed reduction device having a first axis of rotation. An actuation fork is rigidly connected to the output shaft of the speed reduction device for rotation therewith and includes an actuation end that is radially offset relative to the first axis of rotation. The actuation fork is capable of pivoting through a first angular sector in the actuation housing.

An actuation device for a transmission system includes an electric motor capable of being fastened to an actuation housing, and a speed reduction device kinematically linked to the rotor of the electric motor and an output shaft of the speed reduction device having a first axis of rotation. An actuation fork is rigidly connected to the output shaft of the speed reduction device for rotation therewith and includes an actuation end that is radially offset relative to the first axis of rotation. The actuation fork is capable of pivoting through a first angular sector in the actuation housing.