A work vehicle includes a power transmission unit having a differential device for transmitting power to left and right axles and a power transmission mechanism for transmitting power to the differential device, and a transmission shaft for transmitting power to the power transmission unit. The power transmission mechanism includes a first gear mechanism to which power from the transmission shaft is transmitted and a second gear mechanism for transmitting power from the first gear mechanism to the differential device.

A utility terrain vehicle is provided including a vehicle body having an opening. A door is positioned adjacent a first portion of said opening. The door is configured to pivot about a first axis between an open position and a closed position. A window assembly is arranged adjacent a second portion of said opening. The window assembly is rotatable about a second axis between an open position and a closed position. In combination, the door and the window assembly substantially seal said opening of the vehicle body when said door is in said closed position and said window assembly is in said closed position.

Throttle control apparatus (810) for a vehicle and a mechanism (800) thereof is provided. A throttle control mechanism (800) includes a first throttle control assembly (802), a second throttle control assembly (804), a first cable (806), a second cable (808), a throttle control apparatus (810), a linkage (812) and a mounting bracket (814). The throttle control apparatus (810) includes a shaft housing (810), a pivot shaft, an intermediate lever (810L) and a lever (810R). The intermediate lever (810L) has a first portion (810Lf) defining a slot (810La) and a second portion (810Ls) defining a slot (810Lb). A first end (806f) of first cable (806) is connected to first throttle control assembly (802) and a second end (806s) of first cable (806) is movably connected to intermediate lever (810L). A first end (808f) of second cable (808) is connected to second throttle control assembly (804) and a second end (808s) of the second cable (808) is movably connected to intermediate lever (810L).

A dual clutch transmission comprises a housing formed therein with a gear chamber incorporating an odd-numbered speed gear train group and an even-numbered speed gear train group. An end of the input shaft is connected to an engine, and a cover is detachably attached to the housing opposite the end of the input shaft so as to define a clutch chamber divided from the gear chamber. A first clutch for the odd-numbered speed gear train group and a second clutch for the even-numbered speed gear train group are disposed in the clutch chamber. Fluid passages for supplying hydraulic fluid to the first and second clutches are formed in the cover.

A method for operating a speed control system of a vehicle having a plurality of wheels is provided. The method comprises receiving one or more electrical signals representative of vehicle-related information. The method further comprises determining, based on the one or more electrical signals representative of vehicle-related information, that one or more of the wheels of the vehicle have overcome an obstacle or are about to overcome an obstacle and that therefore a reduction in an applied drive torque to one or more of the wheels of the vehicle by a powertrain subsystem (applied drive torque) will be required to maintain the speed of the vehicle at a target set-speed of the speed control system. The method still further comprises automatically commanding the application of a retarding torque to one or more of the wheels of the vehicle to counteract the effect of an overrun condition in the powertrain subsystem from increasing the speed of the vehicle. A system for controlling the speed of a vehicle comprising an electronic control unit configured to perform the above-described methodology is also provided.

A transaxle comprises first and second input shafts coaxial to each other, an output shaft drivingly connected to the second input shaft, a torque limiter interposed between the first and second input shafts, and a housing incorporating the first and second input shafts, the output shaft and the torque limiter. The torque limiter includes first and second sleeves. The first sleeve is fitted to the first input shaft unrotatably relative to the first input shaft. The second sleeve is fitted to the second input shaft unrotatably relative to the second input shaft. The first and second sleeves are layered in a radial direction of the first and second input shafts so as to be pressed against each other with a radial surface pressure to limit a torque transmitted between the first and second sleeves to a limiting value.

A work vehicle comprises: a vehicle frame; a driving portion in which a driver seat is provided; an electric motor for driving the vehicle to travel; and a battery for supplying electric power to the electric motor, the battery including a plurality of battery modules accommodated in a single battery pack. Each of the battery modules is formed as a rectangular box whose longitudinal length is different from its lateral length in a planar view, and the battery modules are arranged adjacent to each other with a short side of one of the battery modules opposing a long side of the other of the battery modules. The battery pack is also formed to conform to the contour of the aggregate of the battery modules.

A side by side vehicle is disclosed having a vehicle frame having frame tubes extending from a front to a rear. A vehicle seat frame is positioned in a mid portion of the frame, and positions a seat frame at a raised position relative to the frame tubes. A powertrain is positioned rearward of the vehicle seat frame and is coupled to the vehicle frame. Side by side seats are supported by the seat frame; and one or more storage units are positioned under the side by side seats. The side by side vehicle also has a rear suspension comprising at least one rear alignment arm coupled to each side of a rear of the vehicle frame, where the alignment arms are coupled to the vehicle frame at front and rear connection points. A distance between the front connection points is greater than a distance between the rear connection points, and at least a portion of the powertrain is positioned between the front connection points of the alignment arms.

A utility vehicle includes a plurality of ground-engaging members, a frame supported by the ground-engaging members, a powertrain assembly supported by the frame which includes an engine, an alternator coupled to the engine through a housing, and a heating, ventilation, and air condition (“HVAC”) assembly including a compressor operably coupled to the engine. The compressor is supported on a first side of the housing plate and the alternator is supported on a second side of the housing.

A vehicle has a frame including a front frame module defining at least in part a cockpit, and a rear frame module having a cargo bed support structure. The vehicle has a rear seat row or a cargo bed support structure extension disposed rearwardly of a front seat row. A wheelbase length measured between centers of front and rear wheels of the vehicle is approximately the same regardless of which of the rear seat row and the cargo bed support structure extension is disposed rearwardly of the front seat row. A longitudinal cargo pivot distance measured between the center of the front wheels and a cargo bed pivot axis is approximately the same regardless of which of the rear seat row and the cargo bed support structure extension is disposed rearwardly of the front seat row. A method of assembling a vehicle of a family of vehicles is also contemplated.