Abstract: A main controller calculates permissible driving forces of individual wheels from a road-surface friction coefficient, ground loads of the individual wheels, and lateral forces of the individual wheels. The main controller then calculates a permissible engine torque on the basis of the calculated permissible driving forces so as to limit engine output. In addition, based on the calculated permissible driving forces, the main controller calculates a transfer-clutch torque for front-rear driving-force distribution control, a rear-wheel torque shift amount for left-right driving-force distribution control, and a steering-angle correction amount for steering-angle control.

Abstract: The invention essentially relates to a method for blocking wheels of a vehicle when stopped in which a transmission device (1) is placed between an output (2) of a heat engine (3) and a wheel (5) axle shaft (4). This device (1) comprises an input shaft (13) connected to the output (2) of the engine (3), an output shaft (31) connected to the wheel axle shaft (4), and at least one electrical machine (6, 7). The device also comprises a mechanical assembly (12) interconnecting the input shaft (13), the output shaft (31) and the shaft (8, 9) of the machine. This assembly (12) is connected to a bridge (15) that, in turn, is connected to the wheel (5) axle shaft (4). The invention provides that, in order to block the wheels when the vehicle is stopped and to limit an observable torque on the elements of the assembly (12), the wheel axle shaft is blocked by the mechanical assembly.

Abstract: A vehicle with primary and secondary drivelines and a power take-off unit (PTU). The primary driveline has a first differential that is configured to distribute power to a first set of wheels. The PTU has a PTU input, a PTU output and a synchronizer for selectively de-coupling the PTU output from the PTU input. The secondary driveline is configured to distribute power to a second set of wheels and has a propshaft, a second differential, a pair of half-shafts and at least one torque transfer device (TTD). The propshaft transmits rotary power between the PTU output and an input of the second differential. The half-shafts are rotatably coupled to an output of the second differential and are configured to transmit rotary power to the second set of wheels. The at least one TTD is configured to selectively inhibit torque transmission through the second differential to the second set of wheels.

Abstract: An optionally connectable four-wheel drive vehicle provided with an engine having a drive shaft, two main drive wheels, a main power train permanently connecting the drive shaft to the main drive wheels, and in turn comprising a transmission and a main differential, two normally driven secondary drive wheels, and an optionally connectable secondary power train for also connecting the drive shaft to the secondary drive wheels, and in turn presenting a gear drive, at least one secondary clutch, which is connected on one side to the drive shaft upstream from the transmission, and on the other side to the secondary drive wheels, and a unit for the reversal of the motion, which is controlled to reverse or not to reverse the direction of the motion.

Abstract: A vehicle with a primary driveline that is configured to distribute rotary power to a first set of vehicle wheels, a power transmitting device and a secondary driveline that is configured to distribute power to a second set of vehicle wheels. The power transmitting device has an input member, which is driven by the primary driveline, and an output member that is selectively coupled to the input member to receive rotary power therefrom. The secondary driveline has a propshaft, an axle input, a pair of axle shafts and at least one torque transfer device. The propshaft transmits rotary power between the output member of the power transmitting device and the axle input. The axle shafts are rotatably coupled to an output of the differential and configured to transmit rotary power to the second set of vehicle wheels. The at least one torque transfer device is configured to selectively inhibit torque transmission between the axle input and the second set of vehicle wheels.

Abstract: A power transmission device for a four-wheel drive vehicle includes an input shaft adapted to be driven by a power source. A first output shaft is rotatable about a first axis and adapted to transmit torque to a first driveline. A second output shaft is adapted to transmit torque to a second driveline and is rotatable about a second axis. The first and second axes diverge from one another. A transfer unit includes a drive member driven by the first output shaft and a driven member driving the second output shaft. A spline coupling is positioned within a cavity formed in the driven member to drivingly interconnect the driven member and the second output shaft. The second output shaft is axially moveable relative to the driven member.

Abstract: A vehicle drive assembly is provided. The vehicle drive assembly includes an engine, a transmission operably coupled with the engine, an output shaft operably coupled with the transmission, a differential operably coupled with the output shaft, an axle shaft rotatably coupled to the differential, at least one wheel selectively coupled to the axle shaft via a rotatable axle stub, an electric wheel motor operably coupled to the at least one wheel via the rotatable axle stub, and a coupling device operably coupled with the electric wheel motor for selectively coupling the axle stub with the axle shaft.

Abstract: An axle disconnect system for selectively connecting or disconnecting a wheel-side shaft and a differential-side shaft having a common axis of rotation in a drivetrain of a motor vehicle. In the axle disconnect an output gear is splined to the wheel-side shaft on an outside diameter of the wheel-side shaft, and a translatable collar is splined to the output gear on an outside diameter of the output gear. The collar is arranged to be translated along the common axis of rotation for splined connection with the differential-side shaft while retaining the splined connection with the output gear.

Abstract: A method for activating and deactivating the four-wheel drive of a service or a working vehicle not having interaxle differential locks. According to the method, the activation and deactivation of the four-wheel drive is derived from at least one of the following parameters, namely, the driving and load conditions of the vehicle (1), the vehicle speed and the output torque of the gearbox.

Abstract: Disclosed is an all-terrain vehicle (ATV) engine power output conversion mechanism, which is characterized primarily by linking a first transmission assembly to the output terminal of the engine, where the central shaft of the first transmission assembly is provided with a first gear at its one end which connects to the output terminal of the engine, while the other end of the central shaft to a first bevel gear; having a second transmission assembly, where its central shaft is provided with a second bevel gear at its one end which gears to the first bevel gear, while the other end of the central shaft to a second gear, and the central shaft is joined to the rear wheel axle to drive the rear wheels; having a third transmission assembly, where its central shaft is provided with a third gear which gears to the second gear, and the third gear gears to a reduction gear, where the output terminal of the reduction gear is used to drive the front wheels; and having a switch set up at the handle bar of the ATV or whe

Abstract: A power transmitting apparatus for performing switching between 2-wheel and 4-wheel drive modes and locking and unlocking of a differential by an operational shaft can comprise a reversible motor, a driving shaft rotationally driven by the motor and adapted to be engaged by the operational shaft for transmitting a rotational force therebetween, a sub case for containing the motor and the driving shaft therein and mounted on the main case, an opening formed in the sub case and having a size permitting the operational shaft to be inserted and an end face of the driving shaft for engaging an end face of the operational shaft to be exposed, and a first sealing arranged on the inner circumferential surface of the opening at a position away from the driving shaft for sealing off the inside of the sub case with forming a seal between the inner circumferential surface of the opening and the outer circumferential surface of the operational shaft when the operational shaft is engaged with the driving shaft.

Abstract: A small-sized vehicle (SSV) capable of inhibiting a differential unit from becoming large in a vertical direction includes an engine, a rear output shaft portion arranged to extend rearwardly of the engine and serving to transmit a driving force of the engine rearward, an intermediate shaft portion rotated by the rear output shaft portion and extended in a vehicle width direction, a rear-wheel differential unit rotated by the intermediate shaft portion and serving for differential movements of a pair of rear-wheel axle shafts connected to a pair of rear wheels.

Abstract: A drive train for a motor vehicle, which has a front axle and a rear axle, of which one is driven constantly and the other is driven as required, with a drive unit which is installed in the motor vehicle transversely at the front and provides drive torque via an output member, the output member being connected to the constantly driven axle, with an angular gear which is arranged in the region of the front axle and is connected to a cardan shaft which serves for transferring drive torque to the rear axle, and with a friction clutch arrangement for cutting in the axle driven as required, wherein the friction clutch arrangement is integrated with the angular gear in the region of the front axle.

Abstract: A gearbox arrangement comprising a main gearbox portion, a first gearbox section, and a second gearbox section. The first gearbox section comprises a differential assembly, wherein the differential assembly comprises a ring gear. The ring gear rotates about an axis. The second gearbox section comprises a power take-off assembly and a bearing plate defined by a plane. The axis and plane are parallel to one another. The gearbox arrangement further comprises a separator mounted to at least one of the first and second gearbox sections. Further, a guide is contained within at least one of the first and second gearbox sections.

Abstract: A control apparatus for a hybrid vehicle includes a required torque calculating portion that calculates required drive torque required of the vehicle; a running mode switching portion that switches between a motor running mode and a hybrid running mode according to the calculated required drive torque; a torque distribution control portion that sets the torque distribution between front and rear wheels according to the switched running mode; a gear noise preventing portion that prevents gear noise in a gear mechanism by changing the set torque distribution between the front and rear wheels when a predetermined gear noise producing condition is satisfied; and a drive torque control portion that calculates drive torques of the front and rear wheels based on the calculated required drive torque and the changed torque distribution and controls the torques of the engine and the electric motor.

Abstract: A vehicle may have an engine that provides power for locomotion; a plurality of ground engaging wheels; a clutch assembly connected to the engine and connected to at least one of the ground engaging wheels; and a turbocharger assembly connected to the engine and connected to the clutch assembly. The turbocharger assembly is operated to engage the clutch assembly to connect, for locomotion, the engine to the ground engaging wheel.

Abstract: A hydraulic circuit including a first motor set, and a second motor set for driving vehicle-moving means situated one behind the other. The circuit has first, second, third, and fourth main ducts for feeding the motor sets in parallel. The device includes a selector suitable for taking up a first stable position making the feeding in parallel possible by interconnecting in pairs the feed and discharge main ducts, and for taking up a second stable position in which one of the motor sets is inactive because one of the main ducts is connected to one of main ducts of the other set. Between the stable positions, the selector can take up a temporary position, in which all four main ducts are interconnected. At least while the selector is moving in one direction between its two stable positions, the temporary position is sustained in an intermediate stage during which at least one of the interconnections between the main ducts of the first and second motor sets is constricted.

Abstract: A drive axle assembly includes first and second axleshafts and a drive mechanism coupling a driven input shaft to the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshaft, a brake and first and second mode clutches. The first clutch is operable with the brake and the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second clutch is operable with the brakes and the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both mode clutches.

Abstract: A method for operating a drive train of a vehicle with a drive engine, a brake system, at least two vehicle cross-shafts of a first vehicle axle with at least two wheels. The cross-shafts being actively connected via a transverse distributor gear and being driven by the engine. The vehicle also possibly having a second vehicle axle with at least two wheels. Frictional shift elements of the first vehicle axle, between the wheels of the first vehicle axle and the transverse distributor gear, are provided for variable distribution, to the first vehicle axle, of the fraction of the drive torque from the engine in the transverse direction of the vehicle between the two wheels. A desired yaw torque is determined. The drive engine, brake system and shift elements are controlled such that the desired yaw torque is produced essentially without changing the positive forward drive of the vehicle.

Abstract: The invention relates to a drive system for a vehicle driveline comprising a pair of interconnected first transverse drive shafts (31a, 31b) extending in opposite directions, each of which supports a ground engaging member, and a first arrangement (101) allowing said pair of first transverse drive shafts to rotate at different speeds. Said arrangement (101) comprises a pair of individually selectively engagable clutches (37a, 37b), one clutch for each transverse drive shaft, and each of said clutches (37a, 37b) is configured for engaging and disengaging, respectively, the associated transverse drive shaft (31a, 31b) to a driving connection with a source of motive power.

Abstract: A connectable four-wheel drive vehicle includes an engine having a gear shaft; two main drive wheels connected permanently to the drive shaft by interposition of a gearbox having a first clutch; and two secondary drive wheels selectively connectable to the drive shaft by a connectable drive system. The connectable drive system includes a second clutch which, on one side, is connected with a fixed velocity ratio to the drive shaft upstream from the gearbox, and on another side, is connected with a fixed velocity ratio to the secondary drive wheels.

Abstract: An energy storage type of differential hybrid power distribution system to drive an all wheel driving carrier; a revolution output end of an internal combustion engine (or any other revolution power source) to drive the front wheel through an intermediate transmission and control interface device, and to also drive an input end of the energy storage type of differential hybrid power device to output kinetics to further drive the rear wheel; and an electro-mechanical unit functioning as a generator and a motor being disposed in the energy storage type of differential hybrid power device to regulate the power distribution between the front wheel and the rear wheel by controlling the electro-mechanical unit to operate as a motor or as a generator.

Abstract: A method for controlling operation of a transfer case in a motor vehicle driveline that includes by an engine controlled by a throttle having a variable position, and a transmission driveably connected to the engine for producing multiple ratios of the speed of a transmission input relative to the speed of a transmission output. The transfer case transmitting rotating power in response to an electric signal applied to a clutch. The method includes determining that the engine throttle position is less than a first reference throttle position during a period of predetermined length; determining that a speed of the vehicle speed is in a predetermined range; determining that the transmission is operating in a speed ratio greater than a reference speed ratio; determining that the engine throttle position is greater than a first reference throttle position; and increasing the torque capacity of the clutch for a predetermined period.

Abstract: To provide a drive switching mechanism for a vehicle which allows the number of parts to be reduced by simplifying the structure for 2WD/4WD switching and differential lock switching. In a drive switching mechanism for a vehicle which enables 2WD/4WD switching and differential lock switching to be effected by a single operating lever, a flange is supported on the body side so as to be pivotable in one direction, the operating lever is coupled to the flange and the flange is pivoted in the one direction, and the operating lever is supported so as to be pivotable in the other direction different from the one direction, the operating lever being operated in the one direction or the other direction to enable the 2WD/4WD switching and the differential lock switching.

Abstract: An energy storage type of dual-drive coupled power distribution system adapted to an all wheel driving (AWD) transportation means having a revolution output end from an internal combustion engine that drives front wheel through a front-wheel transmission assembly by means of an intermediate transmission and control interface or a coupling device providing gear-changing or clutching function, connects the revolving kinetics to drive the revolution input end of a dual-drive type of electromagnetic coupling drive device, and further drives the rear wheel through the other revolution output end of the dual-drive type of electromagnetic coupling drive device made in the construction of a revolving dual-end shaft with both end shafts respectively incorporated to a revolving magnetic field structure and a revolving rotor structure to regulate the power distribution between the front wheel and the rear wheel while being subject to the manipulation by a control device.

Abstract: A vehicle with a primary driveline that is configured to distribute rotary power to a first set of vehicle wheels, a power transmitting device and a secondary driveline that is configured to distribute power to a second set of vehicle wheels. The power transmitting device has an input member, which is driven by the primary driveline, and an output member that is selectively coupled to the input member to receive rotary power therefrom. The secondary driveline has a propshaft, an axle input, a pair of axle shafts and at least one torque transfer device. The propshaft transmits rotary power between the output member of the power transmitting device and the axle input. The axle shafts are rotatably coupled to an output of the differential and configured to transmit rotary power to the second set of vehicle wheels. The at least one torque transfer device is configured to selectively inhibit torque transmission between the axle input and the second set of vehicle wheels.

Abstract: An axle disconnect system for selectively connecting or disconnecting a wheel-side shaft and a differential-side shaft having a common axis of rotation in a drivetrain of a motor vehicle. In the axle disconnect an output gear is splined to the wheel-side shaft on an outside diameter of the wheel-side shaft, and a translatable collar is splined to the output gear on an outside diameter of the output gear. The collar is arranged to be translated along the common axis of rotation for splined connection with the differential-side shaft while retaining the splined connection with the output gear.

Abstract: A vehicle includes a sensor sensing external temperature, a 2WD/4WD switch operated to input an instruction to switch a two-wheel drive state and a four-wheel drive state, a transfer switching mechanical power transfer for the two-wheel drive state and that for the four-wheel drive state, an actuator actuating the transfer, and an ECU controlling the actuator. The ECU determines from a value detected by the sensor a current supplied to the actuator. Preferably, the transfer includes a synchronizer mechanism driven by power generated by the actuator to transfer a drive shaft's rotation to a driven shaft and engage the shafts together when they achieve synchronous rotation.

Abstract: The invention relates to a drive train of a vehicle, comprising a permanently driven primary axle and a secondary axle connectable to the primary axle via a switch-on device with a switch-on mechanism, whereby the secondary drive train output via side shaft couplings is transferred to the drive wheels of the secondary axle. A disadvantage to these drive trains is that also when the secondary axles are not connected their components are dragged along by the vehicle drive or by the drive wheels rolling away on the roadway, causing power losses. Complete shutdown of the secondary drive train to date is executed only by manually switchable wheel hub couplings which are however a disadvantage with respect to ease of use and practicability.

Abstract: An energy storage type of differential mixed power distribution system to drive an all wheel driving carrier; a revolution output end of an internal combustion engine (or any other revolution power source) to drive the front-end load through an intermediate transmission and control interface device, and to also drive an input end of the energy storage type of differential mixed power device to output kinetics to further drive the rear-end load; and an electro-mechanical unit functioning as a generator and a motor being disposed in the energy storage type of differential mix power device to regulate the power distribution between the front-end and the rear-end loads by controlling the electro-mechanical unit to operate as a motor or as a generator.

Abstract: This invention relates to multiple driven axle vehicles, and particularly to all-terrain vehicles equipped for rear wheel drive, four wheel drive, and on-demand front wheel drive. The invention is directed toward a system of switchable traction options allowing the vehicle operator to easily choose between different modes, such as rear wheel drive with an open or unlocked differential, rear wheel drive with a locked differential, four wheel drive with open differentials, four wheel drive with one locked differential, four wheel drive with two locked differentials, or rear wheel drive with on-demand four wheel drive.

Abstract: There is provided a small-sized vehicle (SSV) capable of inhibiting a differential unit from becoming large in a vertical direction. The small-sized vehicle comprises an engine, a rear output shaft portion arranged to extend rearwardly of the engine and serving to transmit a driving force of the engine rearward, an intermediate shaft portion rotated by the rear output shaft portion and extended in a vehicle width direction, a rear-wheel differential unit rotated by the intermediate shaft portion and serving for differential movements of a pair of rear-wheel axle shafts connected to a pair of rear wheels.

Abstract: A hydraulic system for a work vehicle including a manifold assembly configured to prioritize hydraulic fluid flow to priority functions over a wide range of engine speeds.

Abstract: A vehicle includes a sensor sensing external temperature, a 2WD/4WD switch operated to input an instruction to switch a two-wheel drive state and a four-wheel drive state, a transfer switching mechanical power transfer for the two-wheel drive state and that for the four-wheel drive state, an actuator actuating the transfer, and an ECU controlling the actuator. The ECU determines from a value detected by the sensor a current supplied to the actuator. Preferably, the transfer includes a synchronizer mechanism driven by power generated by the actuator to transfer a drive shaft's rotation to a driven shaft and engage the shafts together when they achieve synchronous rotation.

Abstract: Disclosed is an all-terrain vehicle (ATV) engine power output conversion mechanism, which is characterized primarily by linking a first transmission assembly to the output terminal of the engine, where the central shaft of the first transmission assembly is provided with a first gear at its one end which connects to the output terminal of the engine, while the other end of the central shaft to a first bevel gear; having a second transmission assembly, where its central shaft is provided with a second bevel gear at its one end which gears to the first bevel gear, while the other end of the central shaft to a second gear, and the central shaft is joined to the rear wheel axle to drive the rear wheels; having a third transmission assembly, where its central shaft is provided with a third gear which gears to the second gear, and the third gear gears to a reduction gear, where the output terminal of the reduction gear is used to drive the front wheels; and having a switch set up at the handle bar of the ATV or whe

Abstract: An energy storage type of dual-drive coupled power distribution system adapted to an all wheel driving (AWD) transportation means having a revolution output end from an internal combustion engine that drives front-end load through a front-end transmission by means of an intermediate transmission providing gear-changing or clutching function and a control interface or coupling device; and to couple to revolution input end of a dual-drive type of electromagnetic coupling device, further to drive rear-end load through the other revolution output end of the dual-drive type of electromagnetic coupling drive device made in the construction of a revolving dual-end shaft with both end shafts respectively incorporated to a revolving magnetic filed structure and a revolving rotor structure to regulate the power distribution between the front-end and the rear-end loads while being subject to the manipulation by a control device.

Abstract: A vehicle includes a wheel speed sensor sensing a vehicle speed V, a 2WD/4WD switch operative to input an instruction to switch between a two-wheel driving state and a four-wheel driving state, a transfer and an actuator switching the two-wheel driving state and the four-wheel driving state, and an ECU driving the actuator. The ECU instructs the actuator to switch from the four-wheel driving state to the two-wheel driving state regardless of the switching instruction from the 2WD/4WD switch if the vehicle tows a trailer and runs in the four-wheel driving state when the vehicle speed exceeds a predetermined value. Consequently, it is possible to provide a four-wheel drive vehicle capable of running while towing an object and also avoiding an increase in the size of the peripheral parts of driving wheels.

Abstract: The present invention is directed toward incorporating a single actuation unit to actuate two or more couplings. The clutch actuation arrangement has a first coupling (36) connected to a first valve (32), a second coupling (38) connected to a second valve (34), and an actuator (24) operably connected to the first valve (32) and the second valve (34). The first valve (32) and the second valve (34) control fluid flow to the first coupling (36) and the second coupling (38). The clutch actuation arrangement also includes an elongated cylinder (31) operably connected to the first valve (32) and second valve (34). A piston (30) is slidably disposed in the elongated cylinder (31), wherein the piston (30) controls the amount of pressure presented to the first and second valves (32,34).

Abstract: A hybrid motor vehicle (10) has a four wheel drive arrangement in which the front wheels (12 and 13) are driven by the engine (11) in two wheel drive mode and all four wheels (12-15) in four wheel drive mode. The engine is connected to the rear wheels (14 and 15) through an auxiliary driveline which includes a first clutch (22) to connect to the engine (11), a propshaft (23) and a differential (25). An electric motor (28) is connected to the propshaft (23) for the purpose of driving the vehicle either with or without the assistance of the engine (11). A second clutch (27) is located between the propshaft (23) and the differential (25). When the vehicle is in two wheel drive mode, the propshaft (23) is disconnected from both the engine (11) and the rear wheels (14 and 15) and on switching to four wheel drive mode when the vehicle is moving the propshaft (23) is firstly spun up to a speed matching that of the engine (11) and rear wheels (14, 15) by the action of the electric motor (28).

Abstract: A transfer mechanism distributes drive power from a drive power source of a motor vehicle to left and right front wheels and left and right rear wheels of the vehicle. A rear differential mechanism transfers the drive power to the left and right rear wheels. A clutch is provided between the rear differential mechanism and each of the left and right rear wheels. A control device independently controls an engaged state of each of the clutches. A speed-increasing mechanism sets revolution speeds of an output shaft of the transfer mechanism and of an input shaft of the rear differential mechanism to be the same and sets a speed of the outer circumference of the rear wheel to which the drive power is transferred, via an engaged clutch, to be faster than a speed of the outer circumference of the left and right front wheels.

Abstract: A drive axle assembly includes first and second axleshafts and a drive mechanism coupling a driven input shaft to the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshaft, a brake and first and second mode clutches. The first clutch is operable with the brake and the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second clutch is operable with the brakes and the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both mode clutches.

Abstract: A control device for a four-wheel drive vehicle, including: a yaw moment control unit for selecting and applying to a wheel based on a driving state a braking force to generate vehicular yaw moment; a driving force control unit for identifying and reducing excess driving force based on the driving state; a limited slip differential control unit for limiting a front wheel differential; a front/rear driving force distribution control unit for controlling engagement torque of a clutch unit which varies front/rear torque distribution via a center differential; and a switch unit for selecting an operation/non-operation of the driving force control unit, wherein the front/rear driving force distribution control unit sets the engagement torque at a greater value when the yaw moment control unit operates while the driving force control unit is non-operating, than when the yaw moment control operates while the driving force control unit is operating.

Abstract: A control device is provided for electrically controlling a drive power transmission device arranged on a driving power transmission path of a front-and rear wheel drive vehicle thereby to switch the drive mode of the vehicle selectively to either of a two-wheel drive mode and a four-wheel drive mode. The control device inhibits the drive mode from being switched to that commanded to be switched to when the vehicle is traveling at a slower speed than a predetermined speed and when the rotational speed difference between front and rear wheels is larger than a predetermined value. Further, the control device gradually decreases a present torque which the driving power transmission device is transmitting before the switching of the drive mode, to a target torque which the drive power transmission device is to transmit after the switching of the drive mode, when the difference between the present and target torques is more than another predetermined valve at the time of the switching of the drive mode.

Abstract: A method of preemptively applying torque to a secondary axle of an all wheel drive vehicle is provided. A determination is made of a preemptive torque value based at least upon throttle rate. A determination is made if a minimum throttle rate has been met. If the minimum throttle rate is met, a controller preemptively applies preemptive torque value to the secondary axle.

Abstract: A system and method are provided for controlling or automatically controlling the driving dynamics of a two-track, two-axle motor vehicle having only one driven axle, which, for the rolling moment support, has a system for changing the distribution of the wheel contact forces to the left and right wheel respectively of each axle. The fractions of the rolling moment support taken over by the front axle and by the rear axle are changeable as a function of the drive torque provided by the drive assembly of the motor vehicle. For this purpose, a desired wheel contact force for the driven wheels can be determined from the drive torque, and by way of this desired wheel contact force, the distribution of the rolling torque support can be determined.

Abstract: A power transmission device includes a rotatable input member, a rotatable output member and a friction clutch positioned within a housing. The friction clutch is operable to selectively transfer torque between the input member and the output member. A torque tube has a first end fixed to the friction clutch housing and a second end adapted to be fixed to an axle housing. The rotatable output member is supported to rotate within the torque tube and adapted to drivingly engage a rotatable member of an axle housing.

Abstract: In a four-wheel drive motor vehicle with a primary drive axle and a secondary drive axle, at least one secondary drive axle coupling of the limited slip type is provided in the powertrain between the engine of the vehicle and the secondary drive axle. A primary drive axle coupling of the limited slip type is provided for the primary drive axle.

Abstract: A reverse system for an all-terrain vehicle (ATV) having an engine and an engine drive shaft, a reverse activator, an engine speed limiter, and an override switch. The reverse activator is coupled to the drive shaft. The reverse activator activates operation of the ATV in a reverse direction. The engine speed limiter limits engine speed to below a predetermined level while the reverse activation switch is engaged. The override switch allows engine speeds above the predetermined level only when the transmission is in four-wheel-drive. The method of carrying out the invention is also disclosed.

Abstract: In a drive system switching control method of an automotive four-wheeled vehicle for switching two drive systems comprising a two-wheel drive and a four-wheel drive. The method has a step of detecting a steering angle, and a step of inhibiting the drive system switching if the detected steering angle is over a predetermined angle.

Abstract: In an all-wheel drive train for a motor vehicle wherein the drive torque of the engine of the motor vehicle is transmitted from the transmission output shaft partially to the rear axle and partially to the front axle via an offset transmission structure and a laterally arranged drive shaft extending from the offset transmission structure past the transmission to the front axle of the motor vehicle extends from the offset transmission forwardly at a certain opening angle in close proximity to the transmission structure which narrows down toward the rear so that the rear end of the lateral drive shaft is relatively close to the center axis of the transmission.