A vehicle drive system includes a slip acquisition unit that acquires that an excessive slip of front wheels or rear wheels has occurred, an addition slip point calculating unit that calculates addition slip points in a time-discrete manner, based on the slip acquisition unit having acquired that the excessive slip has occurred, a cumulative slip point calculating unit that accumulates the addition slip points and calculates a cumulative slip point over time, a drive state switching unit that, switches between 2WD and AWD based on cumulative slip points, and an increase forbidding determination unit that forbids addition or accumulation of the addition slip points, or increase of the cumulative slip points, in a case where a lateral acceleration correlation value that has correlation with lateral acceleration of the vehicle exceeds a lateral acceleration threshold value.

A vehicle drive system includes a slip acquisition unit that acquires that an excessive slip of front wheels or rear wheels has occurred, an addition slip point calculating unit that calculates addition slip points in a time-discrete manner, based on the slip acquisition unit having acquired that the excessive slip has occurred, a cumulative slip point calculating unit that accumulates the addition slip points and calculates a cumulative slip point over time, a drive state switching unit that, switches between 2WD and AWD based on cumulative slip points, and an increase forbidding determination unit that forbids addition or accumulation of the addition slip points, or increase of the cumulative slip points, in a case where a lateral acceleration correlation value that has correlation with lateral acceleration of the vehicle exceeds a lateral acceleration threshold value.

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 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 power train supporting structure for a vehicle is provided with: a power train including a transversely disposed engine, a transmission, and a transfer; and a rear mount bracket which connects a rear portion of the power train and a suspension cross member. A front portion of the rear mount bracket is connected to the transfer at a position which is below a drive shaft, and is in a vehicle up-down directional area that is an overlapping of the transmission and the transfer in view of the vehicle width direction.

Provided is a vehicle that can improve vehicle posture control or operation performance during accelerating turn. A vehicle is provided with: a left drive wheel and a right drive wheel connected to a motor; a required drive power amount input device for inputting a required drive power amount; and a required turn amount input device for inputting a required turn amount. The vehicle further includes a turn control device that adjusts a power difference between the left drive wheel and the right drive wheel on the basis of a time derivative value of the required drive power amount in addition to the required turn amount.

Provided is a vehicle that can improve vehicle posture control or operation performance during accelerating turn. A vehicle is provided with: a left drive wheel and a right drive wheel connected to a motor; a required drive power amount input device for inputting a required drive power amount; and a required turn amount input device for inputting a required turn amount. The vehicle further includes a turn control device that adjusts a power difference between the left drive wheel and the right drive wheel on the basis of a time derivative value of the required drive power amount in addition to the required turn amount.

A transmission arrangement for the controllable distribution of a drive torque from an input element to at least one output element in an all wheel drive train of an all wheel drive motor vehicle, comprising an additional drive unit, a first transmission part region, the first transmission part region being drive-connected directly or indirectly to the additional drive unit, a second transmission part region, the first transmission part region being connected indirectly via the second transmission part region to the output element, and a selector element, it being possible for the selector element to be moved into three shifting positions, namely a first shifting position, in which the first transmission part region is drive-connected to the input element, a second shifting position, in which the first transmission part region is drive-connected to the second transmission part region, and a third shifting position, in which the first transmission part region is drive-connected neither to the input element nor to the second transmission part region.

A transmission arrangement for the controllable distribution of a drive torque from an input element to at least one output element in an all wheel drive train of an all wheel drive motor vehicle, comprising an additional drive unit, a first transmission part region, the first transmission part region being drive-connected directly or indirectly to the additional drive unit, a second transmission part region, the first transmission part region being connected indirectly via the second transmission part region to the output element, and a selector element, it being possible for the selector element to be moved into three shifting positions, namely a first shifting position, in which the first transmission part region is drive-connected to the input element, a second shifting position, in which the first transmission part region is drive-connected to the second transmission part region, and a third shifting position, in which the first transmission part region is drive-connected neither to the input element nor to the second transmission part region.

The present invention relates to all terrain vehicles having at least a pair of laterally spaced apart seating surfaces. More particularly, the present invention relates to trail compliant side-by-side all terrain vehicles.