A hydrostatic traction drive includes a first hydraulic machine that is coupled to a drive unit. The first hydraulic machine is hydraulically arranged in a hydraulic circuit with a second hydraulic machine. The second hydraulic machine has a drive shaft that is connected in a rotationally fixed fashion to a lockable differential. The traction drive has a control unit that is configured so as to control at least one measure for traction control as a function of a rotational speed of the second hydraulic machine. The at least one measure includes one or more of a measure for detecting a loss of traction and a measure for overcoming the loss of traction. A method for controlling the traction drive includes eliminating a loss of traction of the traction drive with use of the control unit as a function of the rotational speed of the second hydraulic machine.

An actuator assembly comprises a housing having a piston at least partially disposed therein. The actuator assembly includes at least one biasing mechanism disposed within the housing to selectively position the piston between a first position, a second position, and a third position located between the first and second positions.

A clutch assembly comprises a first drive part, a second drive part, a clutch which comprises an axially supported first clutch part and an axially movable second clutch part, wherein the second clutch part can be moved into an open position and into a closed position, wherein a clutch profile of the second clutch part 8 and a drive part profile of the second drive part form a form-locking profile connection such that the second clutch part is connected to the second drive part in a rotationally fixed and axially movable way, wherein the drive part profile comprises central flank lines which are each formed between a tip line and a base line of the drive part profile, wherein the drive part profile is designed such that the central flank lines, when rotating around the rotational axis A, define a rotational face which comprises at least one tapered partial portion. Further disclosed is a driveline assembly with such a clutch assembly.

A differential apparatus includes a differential mechanism, a differential case that accommodates the differential mechanism, and a clutch mechanism that transmits a driving force between the differential case and the differential mechanism. The clutch mechanism includes a side member movable inside the differential case in an axial direction and an actuator for moving the slide member to the axial direction. The slide member has a first meshable portion at one end in the axial direction, is allowed to move relative the differential mechanism, and is prevented from rotating relative to the differential mechanism. The differential case has a second meshable portion facing the first meshable portion in the axial direction. When the slide member moves toward the second meshable portion by actuation of the actuator the first meshable portion meshes with the second meshable portion so that the differential case and the slide member are coupled to prevent a relative rotation between the differential case and the slide member.

A power transfer unit includes an input shaft extending along an input axis and an intermediate drive shaft extending at least partially through the input shaft along the input axis. The power transfer unit further includes a ring gear assembly having a ring gear and a ring gear shaft coupled to the ring gear. The ring gear shaft at least partially surrounds the input shaft and extends along the input axis. The power transfer unit also includes a collar coupled to the input shaft. The collar surrounds the input shaft and is movable relative to the ring gear shaft along the input axis between an engaged position and a disengaged position. When the collar is in the engaged position, the input shaft is coupled to the ring gear shaft. When the collar is in the disengaged position, the input shaft is decoupled from the ring gear shaft.

An AWD drivetrain is configured to primarily direct drive torque from a transversely-aligned powertrain assembly through an auxiliary power transfer unit to a rear driveline and selectively transmit drive torque to a front driveline via actuation of at least one power-operated clutch. The auxiliary power transfer unit includes an input component drivingly connected to the powertrain assembly, and an output component connected to the input component by a hypoid gearset The output component is operatively connected to the rear driveline and is configured to normally transfer the drive torque to the rear driveline.

A multipurpose vehicle includes an engine, a fuel supply unit that supplies fuel to the engine, a gear transmission device that changes speed of power from the engine through a shifting operation, a coupling state detection sensor that detects a coupling state of the gear transmission device, a determination unit that determines whether the coupling state is an incomplete coupling state based on a detection signal from the coupling state detection sensor, and a fuel supply control unit that executes a fuel cut to reduce a fuel supply amount of the fuel from the fuel supply unit to the engine to a value less than a reference value, if the determination unit determines that the coupling state is the incomplete coupling state.

A drive device for a vehicle includes an electric motor, a speed reduction device configured to reduce the speed of rotation transferred from the electric motor, and a drive force distribution device that distributes and outputs a drive force of the electric motor that is input via the speed reduction device to a first output rotary member and a second output rotary member. The speed reduction device has a first gear member, a second gear member, a coupling member, and a moving mechanism.

A four-wheel drive vehicle includes: a drive-power distribution device for distributing a drive power from an engine to main and auxiliary drive wheels with a drive-power distribution ratio between the main drive wheels and auxiliary drive wheels; and a control apparatus for controlling an electric motor such that the drive-power distribution ratio becomes a target distribution ratio value, by setting an electric-current command value for driving an electric motor. The control apparatus is configured, in a drive-power transmitted state in which the drive power is transmitted to the drive-power distribution device, to execute a command-value reduction control operation for causing the electric motor to be driven with the electric-current command value being set to a value smaller than in a drive-power non-transmitted state in which the drive power is not being transmitted to the drive-power distribution device.

A vehicle includes a chassis, a front axle coupled to the chassis, a rear axle coupled to the chassis, a powertrain coupled to the chassis, a cab coupled to the chassis, a rear module coupled to the chassis behind the cab. The powertrain is configured to drive at least one of the front axle or the rear axle. The rear module is selectively reconfigurable between a plurality of configurations.