A driving assembly includes a driving motor with a motor shaft, a transmission, first and second intermediate shafts, a power input shaft, a first output shaft and a second output shaft. The transmission includes a casing coupled to a housing of the driving motor, the power input shaft includes a power input end coupled to the driving motor, and power is transmitted between the first output shaft and the power input shaft and between the second output shaft and the power input shaft. The first and second intermediate shafts sequentially transmit power, power is transmitted between the first intermediate shaft and the power input shaft, and the second intermediate shaft simultaneously transmits power to the first output shaft and the second output shaft.

A powershift transmission for a work vehicle includes a speed section. Within the speed section, a speed C clutch is engageable to transfer rotational power from a speed input shaft to a speed countershaft via first and second speed gears, a speed A clutch is engageable to transfer rotational power from the speed input shaft to the speed countershaft via third and fourth speed gears, and a speed B clutch is engageable to transfer rotational power from the speed input shaft to the speed countershaft via fifth and sixth speed gears. A first gear ratio between the first and second speed gears is greater than a second gear ratio between the third and fourth speed gears and a third gear ratio between the fifth and sixth speed gears.

A powershift transmission for a work vehicle includes a speed section. Within the speed section, a speed C clutch is engageable to transfer rotational power from a speed input shaft to a speed countershaft via first and second speed gears, a speed A clutch is engageable to transfer rotational power from the speed input shaft to the speed countershaft via third and fourth speed gears, and a speed B clutch is engageable to transfer rotational power from the speed input shaft to the speed countershaft via fifth and sixth speed gears. A first gear ratio between the first and second speed gears is greater than a second gear ratio between the third and fourth speed gears and a third gear ratio between the fifth and sixth speed gears.

An apparatus and methods are provided for a transmission for a rear mid-engine vehicle. The transmission comprises a power transfer portion for receiving torque from the engine and a gearbox for providing conversions of rotational speed and torque. First and second side output portions conduct torque from the gearbox to the rear wheels. A forward output portion conducts torque to front wheels of a four-wheel drive vehicle. An air clutch comprising each output portion controls the degree of torque transferred to each wheel. The output portions are each coupled to a rear wheel by a rear axle, bevel gears, and rear portal gears. The rear axles are aligned with, and positioned above, the trailing arms to protect the rear axles from damage due to rocks and debris. The length and alignment of the rear axles cause CV joints to articulate in the same direction as the trailing arms.

An apparatus and methods are provided for a transmission for a rear mid-engine vehicle. The transmission comprises a power transfer portion for receiving torque from the engine and a gearbox for providing conversions of rotational speed and torque. First and second side output portions conduct torque from the gearbox to the rear wheels. A forward output portion conducts torque to front wheels of a four-wheel drive vehicle. An air clutch comprising each output portion controls the degree of torque transferred to each wheel. The output portions are each coupled to a rear wheel by a rear axle, bevel gears, and rear portal gears. The rear axles are aligned with, and positioned above, the trailing arms to protect the rear axles from damage due to rocks and debris. The length and alignment of the rear axles cause CV joints to articulate in the same direction as the trailing arms.

A chassis for a vehicle includes a frame having a first end and an opposing second end. The frame includes a first frame rail defining a first channel, a second frame rail defining a second channel and that is spaced from the first frame rail, and a cross member assembly coupled to the first end of the frame and extending between the first frame rail and the second frame rail. The cross member assembly includes a first end plate positioned within and releasably received by the first channel of the first frame rail, a second end plate positioned within and releasably received by the second channel of the second frame rail, and a cross member extending between the first end plate and the second end plate.

A chassis for a vehicle includes a frame having a first end and an opposing second end. The frame includes a first frame rail defining a first channel, a second frame rail defining a second channel and that is spaced from the first frame rail, and a cross member assembly coupled to the first end of the frame and extending between the first frame rail and the second frame rail. The cross member assembly includes a first end plate positioned within and releasably received by the first channel of the first frame rail, a second end plate positioned within and releasably received by the second channel of the second frame rail, and a cross member extending between the first end plate and the second end plate.

A concrete mixer vehicle includes a chassis, a tractive assembly coupled to the chassis and configured to propel the concrete mixer vehicle, a mixing drum rotatably coupled to the chassis, and an electromagnetic device configured to convert electrical energy to mechanical energy to drive the tractive assembly. In a first configuration, a first battery module is removably coupled to the chassis and configured to provide the electrical energy to the electromagnetic device, and in a second configuration, the first battery module is removed from the chassis and replaced with a second battery module, the second battery module removably coupled to the chassis and configured to provide the electrical energy to the electromagnetic device.

A transfer case includes a mainshaft, an oil distribution device, and a lubricating pump, with the lubricating pump having a pumpshaft offset from the axis of the mainshaft. The transfer case includes a rear housing in which the lubricating pump housing is disposed in radially offset location, where lubricating oil is drawn via suction to the pump housing from a sump at the bottom of the transfer case. The pump pressurizes the oil and delivers the oil via passageways extending between the radially offset pump and the oil distribution device, which surrounds the mainshaft. The passageways may be provided in a manifold block that is fixed to the housing. The manifold block may provide an anti-rotation feature to the oil distribution device, such that drag on the oil distribution device caused by rotation of the mainshaft is counteracted.

A power divider unit including an input shaft, a drive gear disposed around the input shaft, an inter-axle differential assembly coupled to the input shaft, an output side gear coupled to the input shaft, and a locking system for the power divider unit. The locking system is configured to passively lock the inter-axle differential assembly. The locking system includes a ramped first clutch member in selective engagement with the drive gear, a mating second clutch member configured to engage the first clutch member, a clutch pinion, and a slip clutch assembly. The second clutch member and the first clutch member rotate at different speeds, the clutch pinion rotates and causes the slip clutch assembly and second clutch member to rotate at a speed of the input shaft, causing the first clutch member to mate with the first clutch member.