Abstract: Disclosed is a method of controlling a hybrid electric vehicle having a transmission, an engine, and first and second drive motors. The method includes: performing charging through the first drive motor using the power of the engine by engaging an engine clutch disposed between the engine and the first drive motor while a vehicle is stopped with the gear stage shifted to the parking (P) range; turning off the engine and controlling the clutch of the transmission to enter an open state when the gear stage is shifted to the driving (D) range; and commencing movement of the vehicle using the second drive motor alone or using at least one of the first drive motor or the engine together with the second drive motor based on at least one of requested torque, available torque of the second drive motor, or the speed of the first drive motor.

Abstract: A driving device of an electric-motor four-wheel drive vehicle includes a propeller shaft, a first differential mechanism, a second differential mechanism, a first decoupling mechanism, a second decoupling mechanism, a first motor, and a second motor. The propeller shaft transmits power between front wheels and rear wheels. The first differential mechanism is disposed in a drive shaft of the front wheels. The second differential mechanism is disposed in a drive shaft of the rear wheels. The first decoupling mechanism decouples the first differential mechanism from the propeller shaft. The second decoupling mechanism decouples the second differential mechanism from the propeller shaft. The first motor is coupled to the propeller shaft via a part closer to the front wheels than the first decoupling mechanism or a part closer to the rear wheels than the second decoupling mechanism. The second motor is coupled between the first and second decoupling mechanisms.

Abstract: A powertrain system for a machine is described. The powertrain system includes a power source configured to provide a torque output. The powertrain system further includes a first drivetrain coupled to the power source, to drive a first set of ground engaging members, and a second drivetrain coupled to the power source to drive the second set of ground engaging members. The powertrain system further includes a controller having one or more lug curve maps defining a maximum allowed torque value of the power source for a current operating condition of the machine. The controller is configured to determine a parasitic load due to the second drivetrain, and adjust the torque output of the power source based on the determined parasitic load to maintain a rimpull performance of the machine, where the adjusted torque output is limited by the maximum allowed torque value.

Abstract: Here invented are efficient road vehicles having special aerodynamic shapes, with stabilizing provisions that enable aerodynamic efficiency. It is a vehicle that is configured to include a carriage part that encloses a driver and passenger riding in tandem. This car width is for persons seated in single file, enabling a narrow width that makes a body shaped like an airship practical, where that shape is characterized by a very low drag coefficient in free flow conditions. This body is elevated on struts above a wheel system to enable such free flow aerodynamic conditions, thus, the drag coefficient of the airship is made applicable to this road vehicle. The wheel system includes wheels on each side of the vehicle that are arranged in horizontal columns, to which the struts are attached. The horizontal columns act as individual aerodynamic entities that function independently of the carriage aerodynamic operation.

Abstract: In a drive train for a motor vehicle having at least first and second drive axles each provided with two drive wheels for moving the motor vehicle, wherein the drive train comprises a first drive unit connected to the first drive axle and a second drive unit connected to the second drive unit for driving the wheels of the drive axles or, respectively, being driven thereby, the wheels of the first and second drive axles are operable independently of each other and clutch elements are arranged in the drive train between the wheels of the second axle and the second drive unit for mechanically disconnecting the second drive unit and the wheels of the second drive axle.

Abstract: A front transaxle device provided to a multi-wheel-driving vehicle comprises an input shaft for receiving power, a pair of left and right front axles supported in the front transaxle device, a differential connecting the left and right front axles differentially, a pinion shaft, a clutch device which engages the pinion shaft with the input shaft and disengages, a rotary object which intervenes between the differential and the pinion shaft, and a brake device which brakes the rotary object. The brake device comprises a piston which can be moved hydraulically, friction objects which engage with each other by the force of the piston, and a mechanism which acts so as to make a constant stroke of the piston from a position when the piston starts moving to a position when the friction objects start engaging with each other regardless of abrasive reduction of the friction objects.

Abstract: A multi-wheel-drive vehicle has at least six wheels, a transmission with a first brake, and a transaxle device for the front drive wheels. The transaxle device includes a drive axle, an input shaft perpendicular to the drive axle for receiving power from the transmission, a drive train connecting the drive axle to the input shaft, a second brake, and a clutch device on the input shaft. The transaxle device may include a pair of drive axles connected by a differential unit. The clutch device can selectively isolate the drive axles from the rotation of the input shaft. Further, the clutch device is engaged when the first brake is applied. Additionally, the first and second brakes may be connected such that their operation may be synchronized.

Abstract: An axle disconnect system is provided whereby axles of a tandem or multi-axle vehicle may be easily and quickly engaged and disengaged as required and whereby the ring gear and differential gears remain stationary when the axle is disengaged. In multi-axle vehicles, a dual disconnect mechanism is contained in the front and auxiliary rear axles. When only the primary rear axle is necessary to propel the vehicle (e.g., during highway use) the transfer case interrupts torque to the front axle. Similarly, a clutch also interrupts torque transmission to the auxiliary rear axle. In this mode, the dual disconnect mechanism prevents the axle output shafts from back-driving the differential, thereby reducing parasitic losses and wear.

Abstract: Tandem drive axles include a pair of drive axles interconnected by a thru-shaft. An inter-axle differential allows speed differentiation between the pair of axles. Differences in tire rolling radii and variations in axle load distribution between the pair of drive axles are examples of why axle differentiation is needed. By measuring and monitoring wheel speed and/or tire pressure, tire rolling radii differences can be determined and appropriate adjustments can be made to tire pressures to provide a common tire rolling radii range for all tires. In addition to tire pressure adjustment, by adjusting other axle parameters that affect axle performance, such as suspension height and weight distribution, the need for axle differentiation is eliminated.