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.

An actuation system of a transfer case includes a face cam, a motor, a gear reduction assembly, and an intermediate rotating member. The face cam includes a first member and a second member, and rotation of the first member relative to the second annular causes the first member or the second annular member to displace axially relative to the other member for selective operation of a torque transfer mechanism of the torque transfer device. The gear reduction assembly includes a first planetary gear set that increases torque from the motor by a first ratio, and a second planetary gear set that increases torque from the first planetary gear set by a second ratio and is coaxial with the first planetary gear set and the motor. The intermediate rotating member is rotated by the gear reduction assembly and rotates the first annular member for selective operation of the torque transfer mechanism.

A clutch for a Rear Drive Unit (RDU) selectively couples one of the half-shafts to an intermediate shaft. The clutch is actuated with a ball-ramp mechanism having a plate that rotates in response to rotation of a motor. In order to provide precise control of clutch torque capacity, a high gear reduction is desirable. Gear reduction is provided by a planetary gear set located co-axially with the clutched half-shaft. In addition to providing a relatively high gear ratio, this is more likely to fit into the available space without interfering with other components.

A control device mounted on a four-wheel drive vehicle includes: a slip ratio calculating unit that obtains a slip ratio of main driving wheels based at least on wheel speeds; a smoothing unit that smooths the slip ratio by filtering; and a driving force control unit that controls a driving force transmission device so that a driving force that is transmitted to auxiliary driving wheels increases as the slip ratio smoothed by the smoothing unit increases. The smoothing unit uses a larger time constant for the filtering when a vehicle speed is less than a predetermined value than when the vehicle speed is equal to or higher than the predetermined value

An active transfer case having an integrated torque transfer component combining a multi-plate mode clutch with a sprocket of a chain and sprocket transfer assembly to provide a stacked arrangement therebetween.

A vehicle with connectable four-wheel drive. The vehicle includes an engine with a drive shaft; a pair of main drive wheels; a main transmission line which permanently connects the drive shaft to the main drive wheels, the main transmission line including a main gearbox and a main differential; a pair of normally driven secondary drive wheels; and a connectable secondary transmission line for connecting the drive shaft also to the secondary drive wheels and having a geared transmission, at least one secondary clutch which on one side is connected to the drive shaft upstream of the main gearbox and on the other side is connected to the secondary drive wheels, and a continuously variable transmission which is controlled electronically to vary its transmission ratio in a continuous manner between two limit values without ever interrupting the transmission of the driving torque.

A drive assembly for a work vehicle having front and rear ground engaging members. The drive assembly includes a drive motor, a gear assembly driven by the drive motor, and a limited differential assembly. The limited differential assembly includes front and rear drive elements mechanically coupled to the respective front and rear ground engaging members, a power transmission ring driven by the gear assembly, and a disconnect ring mechanically coupled to the power transmission ring. The power transmission ring being coupled to the rear drive element. When the front drive element is in a first position, the power transmission ring is engaged with the front drive element. When the front drive element is in a second position, the power transmission ring is disengaged from the front drive element to not drive the front ground engaging member and permit the front and rear ground engaging members to rotate at different speeds.

A system for an electric vehicle includes a drive axle, a motor, a sensor, a coupling, and a controller. The drive axle is configured to drive a set of vehicle wheels. The motor is configured to selectively drive the drive axle. The sensor is configured to measure a vehicle speed. The coupling is configured to move between an open position in which the motor and the drive axle are disconnected from each other and a closed position in which the motor and the drive axle are connected to each other. The controller is in communication with the motor, the sensor, and the coupling. The controller configured to: determine a vehicle speed connect value based on a vehicle operating parameter and move the coupling to the closed position in response to the vehicle speed connect value being greater than the measured vehicle speed.