A drive switching mechanism of a utility vehicle includes: a two-wheel drive and four-wheel drive switching device that switches between two-wheel drive and four-wheel drive of the utility vehicle; and a control unit that controls the drive switching mechanism. The two-wheel drive and four-wheel drive switching device switches between two-wheel drive and four-wheel drive by using a first clutch. The control unit permits the two-wheel drive and four-wheel drive switching device to switch from two-wheel drive to four-wheel drive when a rotation difference of the first clutch becomes equal to or smaller than a predetermined value.

A vehicle axle includes first and second wheel hubs, first and second shafts, a hub lock, and a plug assembly. The first and second shafts extend into the first and second wheel hubs, respectively. The hub lock is configured to selectively couple the first shaft to the first wheel hub. The plug assembly is fixedly coupled to the second wheel hub and is fixedly coupled to the second shaft such that the second wheel hub, the second shaft, and the plug assembly rotate in unison.

An electronically actuated locking differential includes a gear case having opposite first and second ends, a differential gear set disposed in the gear case, a lock plate disposed at the gear case first end and configured to selectively engage the differential gear set, and an electronic actuator disposed at the gear case second end and coupled to the lock plate via at least one rod. The electronic actuator is operable between an unlocked first mode where the lock plate does not lockingly engage the differential gear set, and a locked second mode where the electronic actuator pulls the at least one rod to thereby pull the lock plate into locking engagement with the differential gear set to thereby lock a pair of axle shafts.

An electric vehicle is comprised of a first driveline equipped with a first electric drive axle assembly having a first electric drive module configured to drive a pair of first wheels, a second driveline equipped with a second electric drive axle assembly having a second electric drive module configured to drive a pair of second wheels and a vehicle control system controlling coordinated operation of the first and second electric drive modules to generate tractive drive torque transmitted to the wheels and provide low-radius turning functionality.

A drive device for a motor vehicle, comprising a drive shaft, an at least two-speed manual transmission, a differential and a left and right output shaft, wherein the manual transmission is formed by a planetary gear mechanism, wherein the differential is integrated in the planetary gear mechanism.

A method of controlling a differential lock. The differential lock is actuated to lock a differential assembly when wheel slip of a first wheel assembly is detected and a duration of the wheel slip exceeds a pre-activation buffer. The pre-activation buffer is based on acceleration of the first wheel assembly and vehicle speed.

A method of controlling wheel slip of a vehicle and an apparatus thereof, the method includes determining, by a controller, a torque command for a driving device configured to drive the vehicle based on vehicle operation information obtained by an operation information detector while the vehicle is traveling, obtaining, by the controller, real-time vertical load information of a left wheel and a right wheel of the vehicle while the vehicle is traveling based on the vehicle operation information collected in the vehicle, determining, by the controller, a threshold engagement torque for control of a limited slip differential from the obtained real-time vertical load information, comparing, by the controller, a real-time torque command determined in real time based on the vehicle operation information, with the determined threshold engagement torque, and controlling, by the controller, the limited slip differential to be engaged so that differential action of a differential is limited when the real-time torque command exceeds the threshold engagement torque.

An actuator is used to longitudinally move a spline sleeve for controlling drive mode of a differential on an off-road vehicle. The actuator's motor rotates an eccentric knob through a drive train including intermediate gears and a worm gear. The eccentric knob is linked to the spline sleeve through a torsion spring carried on a pivot plate, with legs of the torsion spring pushing a slide block, transferring a moment provided by the eccentric knob into a linear slide force. The pivot plate and torsion spring are jointly mounted on the actuator housing by a hub, opposite the rotational axis of the eccentric knob from the slide block. The slide block includes a contact which completes a circuit through conductive pads on the actuator housing, so the position of the slide block can be directly sensed.

Drivetrain systems and methods are provided. In one example, the drivetrain system includes an interaxle differential (IAD) configured to receive power from a prime mover, a motor configured to drive a planetary gearset, and a ball ramp actuator configured to selectively engage a plurality of plates in a clutch pack of a friction clutch in response to receiving rotational input from the planetary gearset. In an engaged configuration, the friction clutch prevents speed differentiation between a first IAD output and a second IAD output.

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.