A system for and method of shifting a drive configuration of an all-terrain vehicle (ATV) is provided. The system includes a shifter assembly, a gear case, and a linkage assembly extending therebetween. The shifter assembly includes a trigger lever for receiving a mechanical user input, thereby moving the shifter assembly between a locked configuration and an unlocked configuration. The linkage assembly translates the user input to the gear case, thereby causing the gear case to shift between an engaged configuration and a disengaged configuration, respectively. A linkage biasing member provides mechanical flexibility between the shifter assembly and the gear case, facilitating shifting on the fly. The trigger lever is operated by toggling it from a rest position to a deployed position. Upon user release, the trigger lever is automatically returned to its rest position for future engagement by the user.

A limited slip differential (LSD) is mounted on a driven axle of a vehicle to drive left and right wheels. To control the LSD, a speed of the vehicle is determined. A value of a preload for application to the LSD is also determined. The value of the preload is based on a predicted engine torque and on the speed of the vehicle. A preload is applied to the LSD when the value of the preload is greater than zero.

A limited slip differential (LSD) is mounted on a driven axle of a vehicle to drive left and right wheels. To control the LSD, a current input torque applied to the LSD is determined and a predicted engine torque is determined based on an accelerator control position. A current average speed of the left and right wheels is also determined. A preload is applied to the LSD. The preload is determined based on the predicted engine torque and to the current average speed of the left and right wheels.

A limited slip differential (LSD) is mounted on a driven axle of a vehicle to drive left and right wheels. To control the LSD, a current input torque applied to the LSD is determined and a predicted engine torque is determined based on an accelerator control position. A current average speed of the left and right wheels is also determined. A preload is applied to the LSD. The preload is determined based on the predicted engine torque and to the current average speed of the left and right wheels.

A vehicle behavior control device is provided in a vehicle that includes a suspension device supporting a wheel so as to allow a stroke with respect to a vehicle body, and having a geometry in which a center of the wheel is displaced in a direction in which a wheelbase stretches and contracts due to the stroke, and a front and rear wheel differential rotation constraining member that constrain differential rotation between a front wheel driving force transmission mechanism that transmit a driving force to front wheels and a rear wheel driving force transmission mechanism that transmit a driving force to rear wheels. The vehicle behavior control device includes a front and rear wheel differential rotation constraining control unit that increase a constraining force of the front and rear wheel differential rotation constraining member in response to occurrence of a pitching behavior of the vehicle body.

A drive device for a motor vehicle, having at least one first drive assembly, at least one second drive assembly, as well as a differential gearing. An input shaft of the differential gearing can be operatively connected to a drive shaft of the first drive assembly by way of a first gear train and to a drive shaft of the second drive assembly. The drive shaft of the second drive assembly is arranged at an offset relative to an intermediate shaft which is coaxial to the drive shaft of the first drive assembly, and is operatively connected by way of a second gear train to the intermediate shaft, and also by way of the intermediate shaft to the differential gearing.

A drive unit assembly. The drive unit includes a motor drivingly connected to a motor output shaft which in turn is drivingly connected to a sun gear of a gear assembly. The gear assembly further includes a gear assembly housing, one or more planetary gears and a pinion gear. At least a portion of the one or more planetary gears are drivingly connected to the sun gear, the gear assembly housing and a plurality of gear teeth circumferentially extending from an inner surface of a drive unit housing. The pinion gear has a first side and a second side, where the second side of the pinion gear is integrally connected to a first end portion of the gear assembly housing. Drivingly connected to the pinion gear is a differential ring gear of a differential assembly having a first side gear, a second side gear and one or more bevel gears.

Drive device for a motor vehicle, includes a differential for distributing a torque that can be supplied via a drive shaft to two output shafts and a superimposition gear coupled with the differential one of the output shafts and an additional motor for superimposing torques supplied from the output shaft, from the differential and from the additional motor, wherein the differential is coupled via a torque reducing transmission ratio device with the superimposition gear, wherein the superimposition gear includes a switching device that can be controlled with a control device, wherein the superimposition gear superimposes in a first switching mode torques supplied to the switching device from the output shaft.

A power transmission system for a vehicle and a vehicle including the same are provided. The power transmission system includes: an engine unit configured to generate a power; an input shaft; an output shaft configured to transfer at least partial of the power from the input shaft; an output unit configured to rotate differentially relative to the output shaft; a synchronizer disposed on the output shaft and configured to selectively engage with the output unit such that the output unit rotates synchronously with the output shaft, and the output unit is configured to output power to drive one or more front and/or rear wheels of the vehicle; a first motor generator configured to directly or indirectly couple with one of the input shaft and the output shaft for power transmission; and a second motor generator configured to drive one or more front or rear wheels of the vehicle.

A drive device for a motor vehicle, having at least one first drive assembly, at least one second drive assembly, as well as a differential gearing. An input shaft of the differential gearing can be operatively connected to a drive shaft of the first drive assembly by way of a first gear train and to a drive shaft of the second drive assembly. The drive shaft of the second drive assembly is arranged at an offset relative to an intermediate shaft which is coaxial to the drive shaft of the first drive assembly, and is operatively connected by way of a second gear train to the intermediate shaft, and also by way of the intermediate shaft to the differential gearing.