The present invention relates to a transfer gearbox having an input shaft, a first output shaft, a second output shaft, a friction clutch, by means of which, in a manner which is dependent on its engagement state, a variable proportion of a drive torque which is transmitted from the input shaft to the first output shaft can be transmitted to the second output shaft, and a rotationally driven actuator unit for controlling the engagement state of the friction clutch. Furthermore, the transfer gearbox has an electromagnetically actuable latch for locking the actuator unit as required.

A vehicle includes an axle having left and right wheels. The vehicle further includes left and right torque-vector control devices each having an actuator with a released position, a fully actuated position, and a plurality of intermediate positions. A vehicle controller is programmed to, in response to the vehicle turning and one of the actuators being actuated, command different torques to the left and right wheels to produce torque vectoring between the wheels, wherein a difference between the torques commanded to the wheels increases as the actuator moves toward the fully actuated position and decreases as the actuator moves toward the fully released position.

An inter-axle differential assembly comprising a driving input shaft, a forward differential wheel, a rear differential wheel, a differential spider connected for common rotation with the input shaft and on which differential pinions configured to meshingly engage with said differential wheels are rotatably mounted, and a differential housing to which the differential spider is connected for common rotation. The assembly comprising an output wheel via which torque is transferable to a rear driving axle, and a connection means movable between: an open position which connects the output wheel to the rear differential wheel so that the differential housing can rotate independently of the rear differential wheel, a locking position connecting both of the differential housing and the output wheel to the rear differential wheel, and a disconnecting position connecting the differential housing to the rear differential wheel, so that the output wheel can rotate independently of the rear differential wheel.

Embodiments relate to an off-road vehicle comprising a frame, including at a frame, a passenger compartment, a driveline that includes at least a drive system and a driven system, and a constant velocity (CV) joint for coupling the driven system to the drive system. The CV joint includes a housing, a coupling shaft, a detent, a plunge pin and an actuation pin, wherein the actuation pin has a first end that is accessible via an aperture in the housing, wherein actuation of the actuation pin determines whether the plunge pin is in the first position or the second position.

A drive force transmission apparatus is mountable on a four-wheel drive vehicle switchable between a four-wheel drive mode that transmits a drive force of an engine to front wheels and rear wheels, and a two-wheel drive mode that transmits the drive force to only the front wheels. The drive force transmission apparatus allows adjustment of the drive force to the rear wheels, and includes a multi-plate clutch, a piston for axially pressing the multi-plate clutch, an actuator for axially moving the piston, and a control unit for controlling the actuator. Upon satisfaction of a predetermined condition that indicates a high probability of the vehicle needing to be switched from the two-wheel drive mode to the four-wheel drive mode, the control unit causes the actuator to displace the piston by a predetermined amount with respect to an initial position of the piston toward the multi-plate clutch.

A method for controlling the safe operation of a rear axle of a set of combined axles powered by a motor vehicle, particularly for a vehicle designed to carry loads and which have 6×4, 8×4 or 10×4 type traction configurations, or tridem models formed by three drive axles. The method includes a set of steps and activities that ensure proper and safe operation of systems and mechanisms for uncoupling and raising a rear axle of a vehicle, and more specifically checking a status of certain operating parameters of the rear axle and of the vehicle itself in order to permit or prevent uncoupling and coupling, as well as raising and lowering of the rear axle of the vehicle.

A work vehicle includes a first actuator driving a differential lock device, a second actuator driving the drive-wheel switchover device, a first operational tool for operating driving of the first actuator, a second operational tool for operating driving of the second actuator and a control device. The control device includes a first driving section configured to drive the first actuator in response to a manual operation on the first operational tool and a second driving section configured to drive the second actuator in response to a manual operation on the second operational tool.

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.

Embodiments relate to an off-road vehicle comprising a frame, including at a frame, a passenger compartment, a driveline that includes at least a drive system and a driven system, and a constant velocity (CV) joint for coupling the driven system to the drive system. The CV joint includes a housing, a coupling shaft, a detent, a plunge pin and an actuation pin, wherein the actuation pin has a first end that is accessible via an aperture in the housing, wherein actuation of the actuation pin determines whether the plunge pin is in the first position or the second position.

A working vehicle includes a first hydraulic clutch connected to the first traveling shaft, a second hydraulic clutch connected to the first traveling shaft separately from the first hydraulic clutch, a first gear mechanism to transmit, to a second traveling shaft, power from the first hydraulic clutch when the first hydraulic clutch is engaged and not to transmit, to the second traveling shaft, power from the first hydraulic clutch when the first hydraulic clutch is disengaged, and a second gear mechanism to transmit, to the second traveling shaft, power from the second hydraulic clutch when the second hydraulic clutch is engaged and not to transmit, to the second traveling shaft, power from the second hydraulic clutch when the second hydraulic clutch is disengaged.