A drive assembly for a work vehicle has a drive housing including at least one housing element forming a reaction member, a drive shaft rotatable about a drive axis, and a planetary gear set coupled to the drive shaft and configured to selectively rotate an output element. The drive assembly also includes at least one clutch arrangement having at least one clutch ring configured to selectively interact with the planetary gear set to effect a rotation speed of the output element. At least one actuator is configured to axially drive the clutch ring along the drive axis. A retention mechanism is configured to retain the clutch ring at an axial position along the drive axis. The retention mechanism includes a detent ball, a detent groove and a resilient member configured to urge the detent ball into the detent groove to retain the clutch ring at the axial position.

A braking control arrangement is for a braking system of a vehicle. The braking system comprises an anti-lock braking system, ABS, and an electronic stability control, ESC. The braking control arrangement comprises a module that is arranged to operate with the anti-lock braking system and the electric stability control. The arrangement is also arranged to drive a gear arrangement of the vehicle in such a way that when braking the vehicle, the anti-lock braking system works, and a slippery road is detected, the gear arrangement of the vehicle is driven to shift a reverse gear.

An axle assembly for a vehicle comprising an axle housing and a brake assembly coupled to the axle housing. In certain embodiments, the axle housing is configured to receive an interchangeable brake assembly. The brake assembly may comprise a housing having a first chamber and a second chamber, a brake mechanism and a first piston disposed in the first chamber, and a second piston disposed in the second chamber. The first piston may be configured to selectively activate the brake mechanism. The second piston may be disposed in the second chamber adjacent a biasing mechanism having at least one pre-compressed biasing element, wherein the second piston may be configured to selectively activate the brake mechanism.

A control system includes a transmission and a controller configured to receive a vehicle stop command; determine a ground speed; compare the ground speed to first and second predetermined speed thresholds; generate, when the ground speed exceeds the second predetermined speed threshold, a downshift command; generate, when the ground speed is greater than the first predetermined speed threshold and less than or equal to the second predetermined speed threshold, a shuttle shift command; determine, when the ground speed is less than or equal to the first predetermined speed threshold, if the transmission is operating in the first or second mode; select, upon determining the operating mode, a four-square clutch; and at least partially engage the selected four-square clutch to slow or stop the work vehicle.

A system includes a collapsible trailer frame and a lifting mechanism coupled to the collapsible trailer frame. The lifting mechanism is configured to raise or lower a coil of pipe or a reel of pipe. The system also includes a braking mechanism.

To provide a rear wheel braking device for a motorcycle that can reduce an unsprung mass and the number of pieces of components on the rear wheel side of a shaft drive type motorcycle. In a rear wheel braking device for a motorcycle transmitting a drive force of a power unit of a motorcycle to a rear wheel through a drive shaft that extends in a vehicle longitudinal direction, the drive shaft includes a propeller shaft that is connected to a rear end of an output shaft through a universal joint, the output shaft protruding to the vehicle body rear side from a case member of the power unit. A brake disk is attached to the output shaft, the brake disk being braked by a rear wheel brake caliper. The rear wheel brake caliper is fixed to a bracket that is arranged in the case member, and is disposed on the vehicle body upper side of the brake disk.

A rotation restriction control device comprises a selection unit that selects a rotation restriction state, on the basis of a road surface when parking a vehicle traveling on the road surface, and a control unit that controls a rotation restriction state of a restriction mechanism in accordance with a selection result from the selection unit when parking the vehicle.

The invention comprehends friction plates, typically fabricated of metal, having friction material that is disposed in multiple concentric bands disposed in interrupted or discontinuous segments or a combination of both. In a first embodiment, the friction material is arranged in two concentric bands on each face, an inner band having a smaller radial width and an outer band having a larger radial width. In a second embodiment, the inner band is replaced with a plurality of discontinuous sections or segments wherein their circumferential separation is greater than their circumferential length. A third embodiment is similar to the second embodiment except that the inner, discontinuous segments have a circumferential length greater than their circumferential separation.

An electrohydraulic transmission control system having a parking lock valve by which a parking lock cylinder of a parking lock device can be charged with an actuation pressure adjustable in an operating-state-dependent manner by at least one pilot pressure adjustable in the region of an electrohydraulic pressure adjuster and/or one pressure source. Above a defined actuation pressure level, the parking lock valve can be held in a defined operating state in which the actuation pressure can be applied to the parking lock cylinder. The actuation and pilot pressures can be applied to a valve device such that when the actuation and pilot pressure levels approximately correspond to one another, the region of the control system which conducts the actuation pressure is operatively connected, upstream of the parking lock valve, to a pressure region in the region of the valve device with a pressure lower than the defined actuation pressure level.

An electrohydraulic transmission control system (1) includes a parking lock valve (2). The electrohydraulic transmission control system (1) is configured such that, during normal operation of the electrohydraulic transmission control system (1) in which at least one electrohydraulic pressure adjuster (EDSSYS) is actuatable with current, the parking lock valve (2) can be held in a defined operating state in which an actuation pressure (p_sys) acts on a parking lock cylinder (3) above a normal pressure level. The electrohydraulic transmission control system (1) is configured such that, during emergency operation of the electrohydraulic transmission control system (1) in which the at least one electrohydraulic pressure adjuster (EDSSYS) is not fed with current and the actuation pressure (p_sys) is at least temporarily set to an emergency pressure level higher than the normal pressure level by the at least one pressure source (7), a pressure level of the actuation pressure (p_sys) that holds the parking lock valve (2) in the defined operating state corresponds at least approximately to the emergency pressure level.