A controller determines a target rotation speed of an engine from an operation amount of an accelerator operating member. The controller determines whether a vehicle is in coasting deceleration. The controller decreases a differential pressure between a first circuit and a second circuit of a hydraulic circuit according to a deviation between an actual rotation speed of the engine and the target rotation speed, or the operation amount of the accelerator operating member when the vehicle is in the coasting deceleration.

A drive mechanism for a skidloader including multiple clutch packs, where each clutch pack selectively connects a drive motor to a corresponding wheel assembly via a unique drive path. More specifically, each drive path produces a unique drive ratio between the drive motor and the corresponding wheel assembly such that the drive mechanism is adjustable between a first drive configuration, in which the motor and wheel assembly are in operable communication via first drive path, a second drive configuration, in which the motor and wheel assembly are in operable communication via a second drive path, and a park configuration, in which the motor and the wheel assembly are in operable communication via both the first drive path and the second drive path.

A transmission for a machine is disclosed. The transmission may comprise a torque path providing a path for transmission of torque from an input shaft to an output shaft, and a single clutch element along the torque path. The transmission may further comprise a clutch actuator configured to actuate engagement of the clutch element, and a clutch pressure control (CPC) valve configured to permit a flow of hydraulic fluid to the clutch actuator through a control pressure line when in an open position to cause the clutch actuator to actuate engagement of the clutch element. The transmission may further comprise a failure mode response (FMR) valve in the control pressure line between the CPC valve and the clutch actuator. The FMR valve may have a failure position obstructing flow of the hydraulic fluid from the CPC valve to the clutch actuator when the CPC valve is in the open position.

A propulsion drive system for a mobile machine includes an electric motor having a first range, in which a torque is constant as a rotational speed rises, and a second range, in which a power is constant as the rotational speed rises. The propulsion drive system further includes a transmission operatively connected mechanically to the electric motor. The propulsion drive system is configured to be transferred, via the transmission, from a state for relatively low driving speeds into a state for relatively high driving speeds of the mobile machine. The electric motor and the transmission are adapted to one another in such a way that the electric motor can be operated in the state for relatively low driving speeds exclusively in the first and second range.

A transmission for a machine is disclosed. The transmission may comprise a torque path providing a path for transmission of torque from an input shaft to an output shaft, and a single clutch element along the torque path. The transmission may further comprise a clutch actuator configured to actuate engagement of the clutch element, and a clutch pressure control (CPC) valve configured to permit a flow of hydraulic fluid to the clutch actuator through a control pressure line when in an open position to cause the clutch actuator to actuate engagement of the clutch element. The transmission may further comprise a failure mode response (FMR) valve in the control pressure line between the CPC valve and the clutch actuator. The FMR valve may have a failure position obstructing flow of the hydraulic fluid from the CPC valve to the clutch actuator when the CPC valve is in the open position.

The invention relates to a system for a work machine. The power system comprises a power-split continuously variable transmission for propulsion of the work machine and a hydraulic system for work hydraulics. The power-split continuously variable transmission has a hydrostatic branch and a mechanical branch. The hydrostatic branch comprises a first hydraulic machine and a second hydraulic machine. The hydrostatic branch comprises a first control valve fluidly connected to the first hydraulic machine and to the second hydraulic machine for controlling the flow of hydraulic fluid between the first hydraulic machine and the second hydraulic machine. The hydraulic system comprises at least one hydraulic actuator fluidly connected to a first port of the first hydraulic machine, and a second control valve for controlling the flow of hydraulic fluid to said at least one hydraulic actuator.

A wheel loader includes a boom, a forward clutch, and a controller configured to control hydraulic pressure of hydraulic oil supplied to the forward clutch. The controller performs clutch hydraulic pressure control for bringing the forward clutch into a semi-engagement state by controlling the hydraulic pressure of the hydraulic oil supplied to the forward clutch on condition that the wheel loader advances while raising the boom in at least a loaded state.

A method of controlling a drive device of a construction machine with a split transmission, which is at least coupled, at an input side, to a drive force source and, on the output side, with a drive range change transmission so as to set at least two shiftable drive ranges. The method includes a detection step (S1) for detecting drive dynamic requests for operation of the construction machine and a determination step (S2) for determining whether a drive dynamic request with an increased drive dynamic is present. If a drive dynamic request with increased drive dynamics is determined, then a shifting step (S4) is executed for shifting the drive range change transmission from a second, of the at least two drive ranges, to a first of the at least two drive ranges, to achieve increased driving dynamics of the construction machine.

An electric drive work machine may include a body frame, a first electric power storage device mounted on the body frame, a second electric power storage device mounted on the body frame, and a junction box mounted on the body frame. The junction box may be operatively connected to the first electric power storage device by a first electric connection having a first inductance, and operatively connected to the second electric power storage device by a second electric connection having a second inductance. The first inductance may be equal to the second inductance such that power source charging power from the junction box is distributed equally to the first electric power storage device and the second electric power storage device, and power source output power to the junction box is drawn equally from the first electric power storage device and the second electric power storage device.

An adjustable vehicle pedal assembly is disclosed. The adjustable vehicle pedal assembly may include a tray sub-assembly and a push rod sub-assembly. The tray sub-assembly may include a vehicle pedal, a splined shaft, and a tray that is slidable, relative to the splined shaft, to permit a position of the vehicle pedal to be adjusted. The push rod sub-assembly may engage a valve based on actuation of the vehicle pedal. A mechanical linkage between the tray sub-assembly and the push rod sub-assembly being maintained when the position of the vehicle pedal is adjusted.