A transfer (13) that changes a distribution ratio of torque to be transmitted to a wheel using an electric motor (43), is controlled by a TF-ECU (18). The TF-ECU (18) includes a driver circuit (200) that drives the electric motor (43), a current sensor (53) that detects an actual current of the electric motor (43), and a microcomputer (100) that calculates a target current (I*) corresponding to a desired distribution ratio of torque and performs current feedback control for calculating an operation amount (D) of the electric motor (43) so as to adjust an actual current (Ia) to the target current (I*), and then outputs to the driver circuit (200) a drive signal corresponding to the operation amount (D).

One or more techniques and/or systems are disclosed for a transmission that provide power to a front axle, and fits in taller box to provide more room for the transmission. The transmission can comprise a front input shaft that receives rotational power from an engine. A front output shaft is coupled with a front axle to provide the rotational power, conditioned by the transmission, to the front axle. A rear riser gear set can be couple to the rear of the transmission to provide power from the bottom portion of the transmission to a bevel gear set that couples with, and provide rotational power to, a rear axle. In this way, the space between a rear axle centerline and front axle center line can be used by the transmission, allowing for a taller transmission to fit in the chassis.

A drive switching mechanism of a utility vehicle includes: a two-wheel drive and four-wheel drive switching device that switches between two-wheel drive and four-wheel drive of the utility vehicle; and a control unit that controls the drive switching mechanism. The two-wheel drive and four-wheel drive switching device switches between two-wheel drive and four-wheel drive by using a first clutch. The control unit permits the two-wheel drive and four-wheel drive switching device to switch from two-wheel drive to four-wheel drive when a rotation difference of the first clutch becomes equal to or smaller than a predetermined value.

A powertrain including an engine; a main drive shaft assembly; a primary clutch mechanism coupled to the engine and the a main drive shaft assembly, the primary clutch mechanism being operable to connect or disconnect the main drive shaft assembly and the engine; an axle shaft coupled transversely to the main drive shaft assembly; a secondary clutch mechanism having a driving member coupled to an end of the axle shaft; a drive wheel coupled to a first driven member of the secondary clutch mechanism; and an air propulsion unit coupled to a second driven member of the secondary clutch mechanism. The secondary clutch mechanism being operable to engage or disengage the first driven member and/or the second driven member to the driving member so as to connect or disconnect the drive wheel and/or the air propulsion unit to the axle shaft. A vehicle including the powertrain.

A drive torque transfer case is provided. The transfer case includes an input shaft, an output shaft, a gear assembly coupled to the input shaft, and a range clutch assembly coupled to the output shaft. The range clutch assembly includes a clutch member and a multi-piston actuator configured to receive a pressurized transmission fluid for selectively axially translating the clutch member to engage a component of the gear assembly for transmitting a drive torque from the input shaft to the output shaft. The multi-piston actuator includes an internal piston having a first annular surface area A1 and a third annular surface area A3, and an external piston having a second annular surface area A2 and a fourth annular surface area A4. The A1 and A2 are in hydraulic communication with a first hydraulic chamber, and A3 and A4 are in hydraulic communication with a second hydraulic chamber.

A vehicle includes a power source configured to provide drive torque, a front axle, a rear axle, and a transfer case configured to distribute drive torque from the power source between the front axle and the rear axle. The vehicle additionally includes a clutch arranged between the front axle and the transfer case. The clutch has a disengaged state and an engaged state drivingly coupling the transfer case and the front axle. The vehicle also includes a regenerative braking system configured to, in response to a braking request, provide regenerative braking torque to the rear axle. The vehicle further includes a controller. The controller is configured to, in response to a braking request and the clutch being in the disengaged state, control the clutch to shift into the engaged state to couple the regenerative braking system to the front axle and provide regenerative braking torque to the front axle.

An agricultural work machine comprising a front axle and a rear axle, an internal combustion engine, at least one hybrid module, and a transmission device is disclosed. The internal combustion engine and the hybrid module are each operatively connected to the transmission device with both output power from the internal combustion engine and output power from the hybrid module absorbed via the transmission device. The output powers are transferred together to the rear axle so that rear wheels of the agricultural work machine arranged on the rear axle can be driven. The internal combustion engine is arranged in a front region of the agricultural work machine and the hybrid module is arranged in a rear region of the agricultural work machine. The output powers from the internal combustion engine and the hybrid module are supplied separately to the transmission device.

Methods and systems are provided for operating a vehicle that may be propelled via a primary axle and a secondary axle. In one example, a propulsion source of a secondary axle may be decoupled from at least one wheel via a dog clutch that includes teeth. The dog clutch may be disengaged in a way that reduces driveline noise and may reduce a possibility of driveline degradation.

A utility vehicle includes: a power unit that outputs drive power; a drive shaft that receives the drive power transmitted from the power unit; a front axle that receives the drive power transmitted from the drive shaft; a right front wheel connected to the front axle; a left front wheel connected to the front axle; a right clutch configured to disable power transmission from the drive shaft to the right front wheel; a left clutch configured to disable power transmission from the drive shaft to the left front wheel; a clutch actuator that actuates the left clutch and the right clutch; and a controller that controls the clutch actuator.

A method of managing wheel slip in a vehicle. The vehicle has a frame, an internal combustion engine, front and rear wheels operatively connected to the engine, a throttle valve for controlling a supply of air to the engine, a steering assembly operatively connected to at least the front wheels for steering the vehicle, and an unassisted continuously variable transmission (CVT) operatively connecting the front wheels and the rear wheels to the engine. The method includes: determining a sensed deceleration of the vehicle; comparing the sensed deceleration of the vehicle to a threshold deceleration; and increasing a torque output of the engine from a current engine torque output value to an increased engine torque output value when the sensed deceleration of the vehicle is greater than the threshold deceleration. A method for managing wheel slip in accordance with a drive mode of the vehicle is also disclosed.