A vehicle includes a chassis, a front axle coupled to the chassis, a rear axle coupled to the chassis, a powertrain coupled to the chassis, a cab coupled to the chassis, a rear module coupled to the chassis behind the cab. The powertrain is configured to drive at least one of the front axle or the rear axle. The rear module is selectively reconfigurable between a plurality of configurations.

A vehicle includes a chassis, a front axle coupled to the chassis, a rear axle coupled to the chassis, a powertrain coupled to the chassis, a cab coupled to the chassis, a rear module coupled to the chassis behind the cab. The powertrain is configured to drive at least one of the front axle or the rear axle. The rear module is selectively reconfigurable between a plurality of configurations.

The present invention relates to all terrain vehicles having at least a pair of laterally spaced apart seating surfaces.

A gear transmission for aeronautical applications including an input shaft rotating about an axis, an output shaft rotating about the axis, and a transfer group for transferring the torque from the input shaft to the output shaft. The transfer group includes a first torque splitting stage, receiving the torque from the input shaft, and a second torque splitting stage, receiving the torque from the first stage. The first stage presents at least one first rotating member and the second stage presents at least one second rotating member. The input shaft and the first rotating member cooperate with one another at respective interaction surfaces. The rotating members cooperate with one another at respective friction surfaces. One of the interaction surfaces has first engagement elements, and another of the interaction surfaces has second engagement elements that are clutch coupled to one another.

A gear transmission for aeronautical applications including an input shaft rotating about an axis, an output shaft rotating about the axis, and a transfer group for transferring the torque from the input shaft to the output shaft. The transfer group includes a first torque splitting stage, receiving the torque from the input shaft, and a second torque splitting stage, receiving the torque from the first stage. The first stage presents at least one first rotating member and the second stage presents at least one second rotating member. The input shaft and the first rotating member cooperate with one another at respective interaction surfaces. The rotating members cooperate with one another at respective friction surfaces. One of the interaction surfaces has first engagement elements, and another of the interaction surfaces has second engagement elements that are clutch coupled to one another.

An embodiment relates to a mower having a chassis and a rear suspension assembly. The chassis supports a cutter deck. The rear suspension assembly includes a support, a drive axle, and a shock absorber. The support includes a pivot, and the pivot includes a bushing to allow pivotable motion relative to the chassis. The drive axle is supported by the support and is configured to transfer power to drive at least one wheel. The shock absorber is coupled to the support and the chassis. The at least one wheel and the drive axle are configured to vertically oscillate relative to the chassis.

An embodiment relates to a mower having a chassis and a rear suspension assembly. The chassis supports a cutter deck. The rear suspension assembly includes a support, a drive axle, and a shock absorber. The support includes a pivot, and the pivot includes a bushing to allow pivotable motion relative to the chassis. The drive axle is supported by the support and is configured to transfer power to drive at least one wheel. The shock absorber is coupled to the support and the chassis. The at least one wheel and the drive axle are configured to vertically oscillate relative to the chassis.

A transmission includes an input shaft, an output shaft, a first planetary gear mechanism, a second planetary gear mechanism, and a first variable device. The first planetary gear mechanism includes a first carrier connected to the input shaft, a first planetary gear connected to the first carrier, a first sun gear connected to the first planetary gear, and a ring gear connected to the first planetary gear. The second planetary gear mechanism includes a second sun gear connected to the first carrier, a second planetary gear connected to the second sun gear, and a second ring gear connected to the second planetary gear and connected to the first ring gear. The first variable device is connected to the first ring gear and the second ring gear to continuously change a speed ratio of the output shaft to the input shaft.

The present invention relates to a method for operating a motor vehicle. A request for coupling a power take-off is detected. It is checked (12) whether relevant boundary conditions for coupling the power take-off are fulfilled. If the boundary conditions are fulfilled, a system pressure for actuating the power take-off clutch is built up (16). It is checked (18) whether sufficient system pressure to actuate the power take-off clutch has been built up. When sufficient system pressure has been built up, a confirmation signal is produced (20). In reaction to the confirmation signal, a driving transmission control unit is modified (34) in order to actuate the at least one shifting element of the driving transmission with a higher actuation pressure than with an unmodified driving transmission control unit.

A method of operating a vehicle includes a vehicle controller receiving a driver acceleration/deceleration command for the vehicle's powertrain and determining a torque request corresponding to the driver's acceleration command. The controller shapes the torque request and determines compensated and uncompensated accelerations from the shaped torque request. The compensated acceleration is based on an estimated road grade and an estimated vehicle mass, whereas the uncompensated acceleration is based on a zero road grade and a nominal vehicle mass. A final speed horizon profile is calculated as: a speed-control speed profile based on the uncompensated acceleration if the vehicle's speed is below a preset low vehicle speed; or a torque-control speed profile based on a blend of the compensated and uncompensated accelerations if the vehicle speed exceeds the preset low vehicle speed. The controller commands the powertrain to output a requested axle torque based on the final speed horizon profile.