A transmission for an agricultural or heavy load vehicle is provided, and includes a central drive shaft, at least one planetary gearset comprising a planet carrier, at least one output drive element, and one brake device. The drive shaft is connected to the output drive element via the planetary gearset. The brake device is located between the planet carrier and the output drive element in the form of a ring gear, such that the output drive element can be coupled to the planet carrier via the brake device.

An example apparatus disclosed herein includes a first frame subassembly and a second frame subassembly, each of the first and second frame subassemblies defining a wheel axle of a vehicle, the first frame subassembly including a first bridge portion oriented generally upward relative to the wheel axle, the second frame subassembly including a second bridge portion oriented generally downward relative to the wheel axle, and a central frame couplable to the first frame subassembly via the first bridge portion and couplable to the second frame subassembly via the second bridge portion, the central frame configured for a first ride height when coupled to the first frame subassembly and configured for a second ride height when coupled to the second frame subassembly, the first ride height greater than the second ride height.

A wheel end disconnect assembly includes a housing, a shift ring, a shift fork and an actuator. The shift ring is supported for axial translation relative to the housing between a connected position in which the shift ring couples an input member to a wheel hub for rotation therewith and a disconnected position in which the input member and the wheel hub are rotatable relative to each other. The shift fork includes a first arm portion, a second arm portion, and an input portion extending from a junction of the first and second arm portions. The shift fork is pivotably coupled to the housing at the junction of the first and second arm portions. The actuator is configured to move the input portion to pivot the first and second arm portions such that the first and second arm portions translate the shift ring between the connected and disconnected positions.

A power delivery system includes a turbocharger assist device and an inverter. The turbocharger assist device is mechanically connected to a turbocharger that is operably coupled to an engine, and is configured to generate electric current based on rotation of a rotor of the turbocharger. The inverter is electrically connected to the turbocharger assist device via a bus, and is configured to receive the electric current generated by the turbocharger assist device via the bus and supply the electric current to power a load.

An electric drive axle of a vehicle includes an electric motor having an output shaft. An idler assembly is drivingly coupled to the electric motor and a differential. The idler assembly includes a first gear-clutch assembly to facilitate a first gear ratio and a second gear-clutch assembly to facilitate a second gear ratio.

A vehicle includes a main drive unit, a sub drive unit, and a control unit. The main drive unit includes a main drive rotary electric machine. The sub drive unit includes a sub drive rotary electric machine. The control unit includes a driving force distribution ratio setting unit configured to set a driving force distribution ratio between the main driving force and the sub driving force and is configured to control the outputs of the main drive unit and the sub drive unit so that the main driving force and the sub driving force have the driving force distribution ratio set by the driving force distribution ratio setting unit. The driving force distribution ratio setting unit is configured to set the driving force distribution ratio to minimize electric power loss of the vehicle based on a vehicle speed of the vehicle and a required driving force of the vehicle.

An electric vehicle may include a frame, a set of wheels, and an electric propulsion system comprising an electric motor and a primary battery assembly including a first battery pack that powers the electric motor. The vehicle may also include an auxiliary battery pack configured to power the electric motor when the primary battery assembly is disconnected from the electric motor. The primary battery assembly may be non-destructively removable from the frame. In addition, the auxiliary battery pack may be fixedly attached to the frame.

A moving body drive unit has an electric motor that is located inside the case and has a motor shaft extending in a first direction, a gear shaft that is located, inside the case, parallel to the motor shaft so as to extend in the first direction and has a bevel gear formed thereon, an intermediate gear mechanism that transmits power from the motor shaft to the gear shaft, and a differential gear device that is located inside the case and has a ring gear that meshes with the bevel gear to transmit power from the gear shaft to two output shafts extending in a second direction. The motor shaft and the gear shaft are arranged at different positions in both the second direction and in a third direction that is orthogonal to both the first direction and the second direction.

A mobile omnidirectional device having a base support, four wheels pivotally connected to the base support, each wheel being driven by a drive motor, a controller for individually controlling each of the drive motors, and a power source for powering the controller and the drive motors. The device provides a zero inch turning radius and can be configured as a jib hoist or a rolling transportation cart.

The present disclosure provides an electronic stability control method for a vehicle for performing vehicular electronic stability control simply by adjusting driving force and braking power that are generated by a driving device of the vehicle without use of a driving force distributing method between front, rear, left, or right vehicle wheels. To this end, the vehicular electronic stability control method includes determining a vehicular state value indicating a driving state of a vehicle from information collected from the vehicle, comparing the determined vehicle state value with a first reference value, and controlling an operation of a driving device for generating driving force for driving the vehicle by the controller when the vehicle state value is greater than the first reference value to adjust driving force for preventing understeer or oversteer of the vehicle.