A controller for a four-wheel drive vehicle includes a multi-information display, a first operation part for switching of drive modes, a second operation part for switching of off-road traveling modes, a transfer controller that controls the arrangement of a transfer device based on the drive mode, a detector that detects the arrangement of the transfer device, a setter that sets the traveling mode based on the detected arrangement and input operations to the first and second operation parts, and a display controller that instructs the multi-information display to display the drive mode based on the input operation to the first operation part and the detected arrangement and to display the traveling mode set by the setter. The display controller displays the drive mode and the traveling mode on a window when the switched drive mode is a locked drive mode and simultaneously turns off these modes after a predetermined time.

A differential control system for a motor vehicle such as a truck including at least one differential includes at least one differential lock which is able to operate the differential into at least a locked or an unlocked state, a controller that controls the differential lock, a manually operable control member freely rotating bidirectionally around at least one axis, an encoder connected to the control member to convert a rotation of the control member into a signal fed to the controller which controls the differential lock in order to operate the differential into a locked or an unlocked state.

A drive system for a vehicle for variable distribution of torque, from a primary input and secondary input, between a left wheel and a right wheel of a vehicle, the drive system includes a first and second torque output shaft, one for each of the left wheel and the right wheel, an open differential, and independently controllable first and second clutch packs, configured such that: torque from the primary input is transferred to each of the torque output shafts via the clutch packs; torque from the secondary input is transferred to each of the torque output shafts via the open differential; torque from one output of the open differential is summed with torque from one clutch pack output in the first torque output shaft; and torque from another output of the open differential is summed with torque from the other clutch pack output in the second torque output shaft.

An axle assembly having a clutch collar. The axle assembly includes a shaft, a piston, a bearing assembly, and the clutch collar. The piston encircles the clutch collar. The bearing assembly extends from the piston to the clutch collar and facilitates rotation of the clutch collar with respect to the piston.

An output transfer group is disclosed for use with a mobile machine. The output transfer group may have a housing, an input yoke extending from the housing and configured to receive an input torque, a first output yoke extending from the housing and configured to provide a first output torque, and a second output yoke extending from the housing and configured to provide a second output torque. The output transfer group may also have a gear train disposed within the housing and connecting the input yoke to the first and second output yokes. The gear train may create a torque reduction between the input yoke and the first and second output yokes, and includes a lockable differential located downstream of the torque reduction.

A disconnector apparatus with a limited slip differential function includes a casing, first and second pressure rings provided at two opposite sides while opposing each other at an interval in the casing and having first dog portions provided on outer-diameter portions thereof, and a clutch ring coupled to an outer-diameter portion of the casing and connected to a sleeve configured to be operated by an operation of an actuator device, in which the clutch ring moves in a meshing direction when the sleeve is operated by the actuator device, such that second dog portions provided on an inner-diameter portion of one end positioned in the casing mesh with first dog portions of the first and second pressure rings, such that four-wheel drive is implemented.

Systems and methods are provided for dual electric motor driveline control. In one example, an assembly comprises: a first electric motor directly coupled to a first output shaft, a second electric motor coaxially aligned with the first electric motor, a planetary gear set having a carrier connected to the first output shaft and the first electric motor, a ring gear connected to ground, and a sun gear connected to a second shaft, a first clutch for selectively coupling the second electric motor to the first electric motor via the carrier, and a second clutch for selectively coupling the second electric motor to the second shaft.

A positive drive differential assembly including a differential with an input pinion configured to operably engage with a drive shaft so as to permit the drive shaft to rotate the pinion. A bi-directional overrunning clutch assembly is configured to transmit torque between the pinion and two drive axle segments. A pinion disconnect assembly is provided for controlling transmission of rotation to the pinion and including a rotary coupler. A linear actuator is connected to the rotary coupler and configured to translate the rotary coupler between connected and disconnected positions.

A computer system controls one or more vehicles operating in a confined geographical area. The computer system has processing circuitry to receive travel mission data for at least one vehicle of a plurality of vehicles within the confined geographical area, the travel mission data comprising at least data about an intended route for completing a transport mission; obtain real-time road condition data for the intended route; based on the obtained real-time road condition data, determine a drivability impact for the at least one vehicle intended to perform the travel mission along the intended route, the drivability impact being indicative of an estimated decrease in any one of a vehicle traction control level and an energy efficiency level; in response to the determined drivability impact, adapt any one of a driving mode and load capacity for the travel mission for the at least one vehicle; and control the at least one vehicle based on any one of the adapted driving mode and adapted load capacity for the travel mission.

Aspects of the present invention relate to a controller for controlling a differential lock system of a vehicle with a plurality of wheels. The controller comprises one or more processors collectively configured to receive a wheel status information specific to at least two wheels. Further, it is configured to determine, based at least on the wheel status information, a differential lock setpoint, indicating whether a differential lock should be engaged or disengaged. Also, it is configured to output the differential lock setpoint to the differential lock system to control the differential lock system to engage or disengage the differential lock based on the differential lock setpoint. The invention further relates to a differential lock system, an axle assembly, a method and computer readable instructions.