Abstract: The present disclosure provides a system and methods for operating a power take-off unit of a vehicle from outside of a passenger cabin of the vehicle to power an auxiliary component.

Abstract: A work management system includes a generator attached to a structure body that is provided to a transmission case of a working machine, configured to be driven by power transmitted from a PTO shaft, and configured to transmit power to a working device provided in the working machine, an information obtaining portion configured to obtain operation information representing operation of the working device that is activated by the power from the generator, a work management portion configured to manage working of the working device based on the operation information obtained by the information obtaining portion, and a controller portion configured to control the working device based on the operation information obtained by the information obtaining portion.

Abstract: A transmission arrangement (1) for a vehicle, such as an agricultural working machine, that can be shifted under full load, including a plurality of torque-transmitting branches formed, on the drive input side, by alternatively shiftable gear stages of a splitter transmission (2) and, on the drive output side, by alternatively shiftable gear stages of a synchromesh transmission (3), so that each torque-transmitting branch is defined by engaging a gear of the splitter transmission (2) and by engaging a gear of the synchromesh transmission (3). The synchromesh transmission (3) has two input shafts (9, 10), each respectively in driving association with a powershiftable element (4, 5). The splitter transmission (2) is designed as a powershiftable splitter transmission (2) and the powershiftable elements (4, 5) are arranged in the force flow direction, after the splitter transmission (2) but before the synchromesh transmission (3).

Abstract: A splitter transmission including an input shaft, an output shaft and a countershaft. Two disk clutches, that can be coupled by a respective common clutch bell, are arranged on each of the input shaft, the output shaft and the countershaft. The clutch bells have external teeth. The disk clutches are in each case connected in a rotationally fixed manner to a loose wheel or to a fixed wheel. The input shaft is in direct engagement with the output shaft and with the countershaft. The splitter transmission is characterized by the fact that the output shaft is engaged with the countershaft exclusively in an indirect manner. The splitter transmission can be combined with a group transmission and an agricultural working machine.

Abstract: One embodiment relates to a hybrid vehicle drive system for a vehicle comprising a first prime mover, a first prime mover driven transmission, a rechargeable power source, and a PTO. The hybrid vehicle drive system further includes a hydraulic motor in direct or indirect mechanical communication with the PTO and an electric motor in direct or indirect mechanical communication with the hydraulic motor. The electric motor can provide power to the prime mover driven transmission and receive power from the prime mover driven transmission through the PTO. The hydraulic motor can provide power to the prime mover driven transmission and receive power from the prime mover driven transmission through the PTO.

Abstract: A PTO transmission system in a vehicle for transmitting power to a PTO shaft driving an implement comprises a planetary drive unit having first and second input and output coupled to the PTO shaft. The first and second input are coupled to an output shaft of the vehicle engine and to an output shaft of a drive motor, respectively. A control system controls the transfer of power from a power source to the drive motor. The power source is a variable power generating source driven by the PTO shaft. The drive motor is configured and adapted to decrease or increase the rotational speed of the output of the planetary drive unit on an increase or decrease of the power transferred to it, respectively.

Abstract: The vehicle driving force transmission structure of a power unit can include a main transmission having a transmission shaft group and parallel to a crankshaft and provided in a crankcase on the side of the crankshaft. The transmission structure can also include a large rotational body provided at an end of the crankshaft, and an auxiliary transmission provided as a separate body from and connecting to the main transmission. The auxiliary transmission has a transmission shaft group parallel to the transmission shaft group of the main transmission and disposed so as to form a periphery of the large rotational body. The auxiliary transmission includes a transmission driving mechanism disposed below the large rotational body.

Abstract: A forward input gear, a backward input gear, a forward clutch, a backward clutch, and a PTO transmission unit for extracting motive power are contiguously arranged in the cover width direction in a case cover, and the PTO transmission unit is constituted by a PTO gear meshed with the forward input gear, and a PTO shaft on which the PTO gear is fixedly disposed in the middle of the shaft, and the PTO shaft is detachably and rotatably supported between a second case and the case cover.

Abstract: A parallel hybrid vehicle system utilizing the Power Take Off connection on an automatic transmission as a transfer port for a secondary device is described for both driving modes and stationary operation. The secondary device is a battery powered electric motor providing motive power or regenerative braking in driving mode or providing power to accessories typically mounted to a conventional PTO while stationary.

Abstract: A farm vehicle power take-off device, in particular for a tractor, wherein an output shaft is connected selectively by a drive to a first and second input shaft rotating at different speeds. The selective connection is made by moving a selector sleeve between three settings, in a first and second of which, the output shaft is connected to the first shaft to rotate at a first and second angular speed respectively, and, in a third of which, the output shaft is connected to the second shaft to rotate at a third angular speed different from the first and second angular speed.

Abstract: A system and method for selectively engaging and disengaging auxiliary equipment to avoid gear clash in a vehicle is disclosed. The system includes a transmission, a transfer case, and a transmission controller. The transmission has a plurality of gears and the transfer case is coupled to the transmission by an output shaft. The controller includes control logic for controlling the engagement and disengagement of the auxiliary equipment. The control logic has a first control logic for determining whether an operator has actuated a selector switch, a second control logic for actuating a torque transmitting device to engage or disengage the auxiliary equipment and avoid gear clash, a third logic for monitoring the engagement or disengagement of the auxiliary equipment, and a fourth control logic determining whether the auxiliary equipment has been engaged or disengaged.

Abstract: A system and method for selectively engaging and disengaging auxiliary equipment to avoid gear clash in a vehicle is disclosed. The system includes a transmission, a transfer case, and a transmission controller. The transmission has a plurality of gears for establishing a plurality of gear ratios. The transfer case is coupled to the transmission by an output shaft. The transmission controller is in communication with a plurality of control devices for controlling the operation of the transmission. The controller includes control logic for controlling the engagement and disengagement of the auxiliary equipment.

Abstract: The invention relates to a gear brake device for a multi-speed manual transmission (2), comprising a gear brake (16) that is arranged outside the transmission housing, that is led out of the transmission housing, and which has a power take-off shaft that is drive-connected or can be drive-connected with an input side gear shaft arrangement, said gear brake performing a synchronization function during up-shifting of the transmission in the known manner. According to the present invention, at least one PTO connection (20) with a drive connection to the power take-off shaft (12) is arranged downstream of the gear brake (16), so that the power take-off shaft (12) is also available for a PTO function.

Abstract: An embodiment includes a method of engaging a PTO with a drivetrain includes detecting a value representative of the speed of a PTO output gear, and detecting a value representative of the speed of a PTO input gear. The method further includes reducing the speed of one of the PTO output gear and the PTO input gear, and engaging the PTO input gear with the PTO output gear without the use of a clutch to synchronize the speed of the PTO input gear with the PTO output gear.

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 power take-off (PTO) is used to selectively run a secondary device. The PTO includes a clutch assembly having first and second clutch members that are selectively engaged with each other to drive the secondary device. The first clutch member is associated with a driving input and rotates at an input speed. An accumulator is in power communication with the secondary device and is used to provide power to temporarily drive the second clutch member via the secondary device such that a speed of the second clutch member can be synchronized with the input speed for clutch engagement.

Abstract: A power take-off for compressors, comprising: a first rotating element (2), predisposed to be connected on command to a motor (40); at least a second rotating element (3), kinematically connected to the first rotating element (2), which is predisposed to be connected to a first user (50); a torque limiter or clutch (4), interposed between the first rotating element (2) and the second rotating element (3).

Abstract: Improvements in the device and method of providing portable electrical, hydraulic and compressed air power to a variety of job site applications requiring the use of hand held industrial tools.

Abstract: A power transfer unit is provided with a torque limiting assembly that limits the torque transferred to driveline components when torque peaks occur. The power transfer unit can include, a first shaft, a second output shaft receiving drive torque, a second output shaft, and a torque transfer mechanism. The torque transfer mechanism includes a coupling member and a biasing member. The coupling member is located between a driving member and a driven member and provides selective engagement therebetween when in an engaged position. The driving member and/or the driven member includes a recess therein receiving a portion of the coupling member when in the engaged position. The biasing member urges the coupling member and the driving member and/or driven member into the engaged position.

Abstract: A parallel hybrid vehicle system utilizing the Power Take Off connection on an automatic transmission as a transfer port for a secondary device is described for both driving modes and stationary operation. The secondary device is a battery powered electric motor providing motive power or regenerative braking in driving mode or providing power to accessories typically mounted to a conventional PTO while stationary.

Abstract: Blocking apparatus, as well as a gearbox drive unit containing such a blocking apparatus, as well as a method for production of a gearbox drive unit such as this for blocking any rotary movement of a shaft (14) with respect to a housing (16) of a gearbox drive unit (10), having a first blocking element (32) and having a second blocking element (34) which can be moved axially with respect to the first blocking element (32) by means of an electromagnet (44) and at least one return element (42), in order to produce a connection between the first blocking element (32) and the second blocking element (34) such that they cannot rotate with respect to one another, with the electromagnet (44) having an inner pole (47) which is surrounded by an electrical coil (45), and with the inner pole (47) having an axial projection (51) which engages in a corresponding opening (64) in the second blocking element (34), for axial guidance and centering.

Abstract: A frame structure of a vehicle includes a flywheel housing, an intermediate housing and a transmission case that are connected to each other along a longitudinal axis of the vehicle to constitute a vehicle frame with an inner space for accommodating a running-power transmission path for transmitting power from an engine to drive wheels via a HST unit. The flywheel housing has a first end connected to the engine and a second open end opposite to the first end along the longitudinal axis of the vehicle. The intermediate housing has a hollow shape with a first end and a second end located along the longitudinal axis of the vehicle. The first end has an abutting surface against which the second end of the flywheel housing abuts, a support surface located radially inwardly of the abutting surface so as to support the HST unit, and an opening surrounded by the support surface. The opening serves as a first-end opening of the intermediate housing along the longitudinal axis of the vehicle.

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 rectangular 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 in the input shaft. The drive axle may be a pair of drive axles connected by a differential unit. The clutch device can selectively isolate the drive axle from the rotation of the input device. 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: A frame structure of a vehicle includes a flywheel housing, an intermediate housing and a transmission case that are connected to each other along a longitudinal axis of the vehicle to constitute a vehicle frame with an inner space for accommodating a running-power transmission path for transmitting power from an engine to drive wheels via a HST unit. The flywheel housing has a first end connected to the engine and a second open end opposite to the first end along the longitudinal axis of the vehicle. The intermediate housing has a hollow shape with a first end and a second end located along the longitudinal axis of the vehicle. The first end has an abutting surface against which the second end of the flywheel housing abuts, a support surface located radially inwardly of the abutting surface so as to support the HST unit, and an opening surrounded by the support surface. The opening serves as a first-end opening of the intermediate housing along the longitudinal axis of the vehicle.

Abstract: A tractor includes a frame, an engine, a transmission for selecting a number of vehicle speeds, and a device for transmitting power from the engine to a PTO mechanism. The tractor has a mechanism forming part of the device by which the tractor speed can be selected to be higher than any speed selectable by means of the transmission.

Abstract: A power take off drive train for an agricultural tractor includes at least one input shaft and an output shaft that are rotatably mounted in a transmission casing, wherein the gear train provides for the output shaft to be rotated at one of three selected speeds, one of the at least one input shafts mounting first and second input gear wheels and a selector, the gear wheels being free to rotate on the shaft, and wherein the selector is mounted on the shaft for rotation therewith, and to slide axially along the shaft to engage with one of the first and second gear wheels transmitting torque thereto, and wherein the output shaft mounts first and second output gear wheels fixed for rotation therewith, the first and second output gear wheels being in driving engagement with the first and second input gear wheels respectively, and wherein the drive train further comprises a third output gear wheel that engages with a third input gear mounted on an input shaft mounted in the transmission casing, wherein drive to th

Abstract: A control system is utilized for the starting and running-down of a PTO shaft on an agricultural vehicle, such as a tractor. The hydraulically actuated clutch, as well as the other parts and sub-assemblies connected with the clutch as part of the drive, attain a maximum service life under all conditions of use. The control system, both in normal operating mode and also in management operating mode, protects the cardan shaft against destruction through too great an angle of flexion. Finally, in the management mode of operation, the control system prevents the occurrence of a loss of time, which would reduce the effective time of use of the tractor with the tool in question, and renders impossible a stalling of the engine when starting the PTO shaft through too early ground contact of the tool, in which the PTO shaft is not yet turning.

Abstract: In a front housing (1) including at a front end portion thereof an engine flywheel (6), there are provided a primary drive shaft (8) which is co-axial with the flywheel, a transmission shaft (11) which is parallel to the drive shaft, and an output shaft (13) which is co-axial with the drive shaft. The output shaft is connected to a speed change mechanism (17, 20) in a transmission case (2) succeeding to the front housing. A first supplemetary speed charge mechanism (12) is disposed between the drive shaft and the transmission shaft, and a second supplementary speed change mechanism (14) is disposed between the transmission shaft and the output shaft. One of these supplementary change mechanisms is formed into a direction-reversing mechanism, and the other change mechanism is formed into a high/low speed-selecting mechanism.

Abstract: A number of methods and arrangements for controlling a gyroscopic continuously variable transmission (GVT) are described. The stroke length or effective stroke length of the input member (1) can be varied. A bearing arrangement includes a lubricant volume (212) and vanes (208) between an aperture and a shaft (8?) to transmit power whilst allowing for movement between the components. A transmission system may have a number of GVT's and a cam member (304) to move the inputs of the GVT's. The transmission may be provided in a wind turbine.