Abstract: The present disclosure relates to a hydraulic transmission assembly comprising: a hydraulic transmission for performing speed shifting for the power generated by an engine; a pump shaft connected to the pump; a motor shaft connected to the motor; a sub speed-shift shaft connected to the pump shaft and/or the motor shaft through a plurality of speed-shift gears; a mounting main body having a mounting space for the hydraulic transmission; a speed-shift case having an accommodation space for the sub speed-shift shaft, and coupled to the mounting main body; and a cover part coupled to the mounting main body so as to cover the mounting space, wherein the cover part is coupled to the mounting main body such that at least a portion thereof is accommodated in the mounting space, and provides support power to one side of the sub speed-shift shaft.

Abstract: An axle assembly having a pair of axle half shafts and an axle housing defining a sump. The axle assembly further includes a first clutch assembly including a first half and a second half, wherein the first half is selectively engaged to the second half. The axle assembly also includes a second clutch assembly disposed adjacent to the first clutch assembly, wherein the second clutch includes a gear and the gear is selectively engaged with the second half of the first clutch assembly. Yet further, the axle assembly includes a lubrication pump mounted in the axle housing and drivingly coupled to the second clutch assembly; a spring mounted between the first half and the second half of the first clutch assembly; and a bearing disposed between the spring and the second half of the first clutch assembly.

Abstract: A vehicle PTO driveline (10) in which a PTO input shaft (11) drives a PTO wet clutch (12) which when engaged drives a PTO output shaft (13). The driveline has an eccentric formation (34) on the input shaft (11) which oscillates a pumping piston (31) when the input shaft rotates, which piston pumps cooling/lubricating fluid from a reservoir (25c) to the wet clutch (12). The piston is connected with the eccentric formation by a ring (33) which surrounds the eccentric formation (34) and a hollow tube (32) which is attached to the ring and which carries the piston at a lower end, the piston oscillating inside a chamber (31a) when the input shaft rotates. The chamber (31a) is connected with the fluid reservoir (25c) and the oscillating piston pumps the fluid along the hollow tube (32) into the ring (33) which then delivers the fluid into internal passages (38) in the input shaft from where the fluid flows to the wet clutch.

Abstract: A tractor includes a prime mover, a driven implement selectively engaged with the prime mover, and a switch for selectively engaging and disengaging the driven implement with the prime mover. The switch has three positions including a disengaged position, a momentary position, and an engaged position located between the disengaged position and the momentary position. The prime mover can be started with the switch in the disengaged position. The prime mover can be started with the switch in the engaged position when the switch was previously moved to the momentary position before being moved to the engaged position, such that after operation of the prime mover is stopped, the prime mover can be restarted without changing the position of the switch.

Abstract: A vehicle powertrain includes a transaxle configured to drive front wheels and a power take-off unit configured to drive rear wheels through a driveshaft. The power take-off unit includes a disconnect clutch such that the power flow path to the rear wheels can be disconnected to reduce fuel consumption and reconnected when needed for traction enhancement. Although the disconnect clutch is physically located within the power take-off unit, it is actuated by fluid from the transaxle valve body. The disconnect clutch actuator includes a piston that slides within a chamber in a housing and a solenoid controlled valve that fluidly connects the chamber either to a pressure source or to the transaxle sump.

Abstract: A vehicle powertrain includes a transaxle configured to drive front wheels and a power take-off unit configured to drive rear wheels through a driveshaft. The power take-off unit includes a disconnect clutch such that the power flow path to the rear wheels can be disconnected to reduce fuel consumption and reconnected when needed for traction enhancement. Although the disconnect clutch is physically located within the power take-off unit, it is actuated by fluid from the transaxle valve body. The disconnect clutch actuator includes a piston that slides within a chamber in a housing and a solenoid controlled valve that fluidly connects the chamber either to a pressure source or to the transaxle sump.

Abstract: A control system for a hydraulic system comprises an electronic control module, an electronic system controller, a remote power module, and a solenoid valve. The electronic control module monitors torque output of an internal combustion engine, an electric motor and generator. The electronic system controller monitors torque demand of a first and a second hydraulic circuit. The remote power module is in electrical communication with the electronic system controller. The solenoid valve is in electrical communication with the remote power module. The solenoid valve connects to a combination valve and has a first open position and a closed position. The combination valve is in fluid communication with a first hydraulic circuit and a second hydraulic circuit. The solenoid valve moves to the open position in response to an output signal from the electronic system controller.

Abstract: A power take-off system for an internal combustion engine that has a drive gear positioned within a crankcase includes a housing. The housing is coupleable to the internal combustion engine. The system also includes an input gear with a drive gear engagement portion, a toothed portion, and a shaft extending between the drive gear engagement portion and the toothed portion. The input gear is coupled to the housing such that the driver gear engagement portion is positioned within the crank case and the toothed portion is positioned within the housing. The input gear also includes a vent conduit that extends through the shaft. The vent conduit includes a first end open to the housing and a second end open to the crankcase.

Abstract: A vehicle PTO driveline in which a PTO input shaft (11) drives a PTO clutch (12) which when engaged drives a PTO output shaft (13) via reduction gearing (14). The driveline is provided with a limited rotational free play device (50, 51) on the input side of the reduction gearing which allows limited manual rotation of the output shaft (13) by a vehicle operator when the output shaft is not driven by the clutch.

Abstract: A tractor includes a prime mover, a driven implement selectively engaged with the prime mover, and a switch for selectively engaging and disengaging the driven implement with the prime mover. The switch has three positions including a disengaged position, a momentary position, and an engaged position located between the disengaged position and the momentary position. The prime mover can be started with the switch in the disengaged position. The prime mover can be started with the switch in the engaged position when the switch was previously moved to the momentary position before being moved to the engaged position, such that after operation of the prime mover is stopped, the prime mover can be restarted without changing the position of the switch.

Abstract: A vehicle with a primary driveline that is configured to distribute rotary power to a first set of vehicle wheels and a power transmitting device that can be selectively operated to transmit rotary power to a secondary driveline. 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 comprises a differential, a pair of shafts, and a side shaft coupling that selectively interrupts power transmission between the differential and one of the shafts.

Abstract: A two-speed power take-off unit adapted for installation in an all-wheel drive vehicle having a transversely mounted engine/transaxle powertrain. The two-speed power take-off unit includes a planetary gear reduction unit capable of establishing a high-range and a low-range drive connection between the powertrain and a transfer assembly. The transfer assembly provides drive torque to a front differential assembly driving the front wheels and a PTU gearset driving the rear wheels.

Abstract: A transfer case for a power take off assembly is provided. The transfer case includes a front housing and a rear housing. The front housing includes a main shaft receiving passageway for receiving a main shaft connecting to the transmission, a front drive shaft receiving passageway for receiving a front drive assembly, and a first PTO shaft receiving passageway. The first PTO shaft receiving passageway is positioned between the main shaft receiving passageway and the front drive shaft receiving passageway. Furthermore, the first PTO shaft receiving passageway includes a first PTO shaft control assembly for receiving the PTO shaft. The rear housing includes a second PTO shaft receiving passageway with a second PTO shaft control assembly for receiving the PTO shaft and positioned to correspond with first PTO shaft receiving passageway.

Abstract: The invention relates to a drive train, especially a motor vehicle with a drive engine, comprising a main output shaft, by means of which the drive wheels or any other unit can be driven; with a hydrodynamic retarder, comprising a driven bladed primary wheel and a bladed secondary wheel which is stationary or driven in opposite direction to the primary wheel, said wheels jointly forming a toroidal working chamber which is or can be filled with working medium in order to transfer torque hydrodynamically from the primary wheel to the secondary wheel; the drive motor comprises a power take-off shaft via which the primary wheel of the retarder is driven. The invention is characterized in that the hydrodynamic retarder is arranged as a single-step, uncontrolled retarder which can be switched exclusively between an activated state and a deactivated state.

Abstract: A two-speed power take-off unit adapted for installation in an all-wheel drive vehicle having a transversely mounted engine/transaxle powertrain. The two-speed power take-off unit includes a planetary gear reduction unit capable of establishing a high-range and a low-range drive connection between the powertrain and a transfer assembly. The transfer assembly provides drive torque to a front differential assembly driving the front wheels and a PTU gearset driving the rear wheels.

Abstract: A transmission includes a main gearbox and a power take off unit, wherein the power take off unit can be engaged with and disengaged from the main gearbox through an engagement mechanism having at least a first position engaging the main gearbox and the power take off unit and a second position disengaging the power take off unit from the main gearbox, wherein the power take off unit is provided with at least one lubricant inlet. The engagement mechanism includes a valve member and when the engagement mechanism is positioned in its second position, the valve member blocks the lubricant inlet, thereby preventing lubricant from flowing through the lubricant inlet into the power take off unit. When the engagement mechanism is positioned in its first position, the lubricant inlet is open and lubricant can flow through the lubricant inlet into the power take off unit.

Abstract: A clutch assembly is provided for engaging a PTO assembly with a primary drive shaft of a vehicle engine. The clutch assembly includes a synchronizing clutch for rotating an output member and a primary clutch positionable to rotationally connect the output member to the primary drive shaft.

Abstract: A power transfer unit for a vehicle is provided having a transfer sleeve, a flanged ring gear, an output shaft, and a clutching assembly. The transfer sleeve, the flanged ring gear, and the clutching assembly are disposed in a housing about an axle shaft connected to a center differential. The transfer sleeve is drivingly engaged with a carrier of the center differential and the flanged ring gear is disposed about the transfer sleeve and drivingly engaged with the output shaft. The clutching assembly includes a locking collar and a clutch. The clutch may be engaged to transfer torque through the transfer sleeve to the output shaft through the flanged ring gear and the locking collar may be engaged to drivingly engage the transfer sleeve with the output shaft through the flanged ring gear.

Abstract: Embodiments which selectively engage a motor with auxiliary equipment and a final drive assembly of the motor vehicle are disclosed. A transmission of such a motor vehicle may include a transmission input shaft to receive power from the motor, a transmission output shaft, and clutches and associated gears that define power delivered by the transmission output shaft based upon power received by the transmission input shaft. An auxiliary gearbox may include a transmission input gear associated with the transmission output shaft, an equipment output gear to power the auxiliary equipment, and a drive output gear to power the final drive assembly. The motor vehicle may further include a transmission control module to engage the transmission input gear with the equipment output gear by transitioning among locking the transmission output shaft, disengaging the clutches to reduce torque on the transmission output shaft, and placing the transmission in an unlocked neutral state.

Abstract: A drive mechanism includes a transmission including a pinion centered at an axis, a differential mechanism centered at a second axis forward of the axis, driveably connected to the pinion through a gear wheel meshing with the pinion, and a power take-off mechanism centered at a third axis rearward of the axis, driveably connected to the pinion, including a clutch that alternately opens and closes a drive connection to the pinion.

Abstract: An accessory drive mechanism for a hybrid vehicle, capable of operating accessories irrespective of the travel state of the vehicle, and also capable of smoothly switching between the power which is transmitted from the traveling motor side and the power which is transmitted from the accessory drive motor side. The accessory drive mechanism is provided with a drive power take-off mechanism (20) for taking out the power from a travel drive system (D). An accessory (11) is connected to the drive power take-off mechanism (20). A first one-way clutch (C1) which can transmit the power only to the accessory (11) side is disposed between the drive power take-off mechanism (20) and the accessory (11). An accessory driving motor (an auxiliary motor (12e)) is connected to the side of the accessory (11) which is on the opposite side from the drive power take-off mechanism (20).

Abstract: A motor vehicle transmission having an input shaft, which can be coupled to a drive aggregate, an output shaft, which can be coupled to an output, and several shift elements. At least two shift elements, designed as clutches, are each coupled via an outer clutch plate carrier with the input shaft in such a way that an outer clutch plate carrier of a first radially outer clutch encloses an outer clutch plate carrier of a second radially inner clutch at least sectionally and radially outside. A drive gear is coupled to the input shaft through which a power take-off can be coupled to withdraw power from the input shaft or through which an auxiliary drive aggregate can supply power to the input shaft. The drive gear is linked through the outer clutch plate carrier of the radially inner clutch to the input shaft.

Abstract: A drive arrangement is provided for at least one auxiliary equipment of a vehicle, wherein the vehicle includes a driveline including a gearbox. The drive arrangement includes a power split device having at least three input/output couplings, the speed of all of the at least three separate couplings being interdependent but not being with a fixed ratio one to the other. A first coupling is connected to the driveline, a second coupling is connected to an electric machine, and a third coupling is connected to the at least one auxiliary equipment. The first coupling is connected to the input shaft of the gearbox.

Abstract: The present invention relates to a transmission arrangement of an agricultural or industrial utility vehicle, in particular of an agricultural tractor. The transmission arrangement comprises a drive transmission, which can be driven by an engine of the utility vehicle, and a PTO transmission. The drive transmission has a rear-axle transmission output for driving a rear axle of the utility vehicle. The drive transmission has a front axle transmission output for driving a front axle of the utility vehicle. The PTO transmission serves to drive an implement adaptable to the utility vehicle. The PTO transmission can be driven via a PTO transmission output of the drive transmission or independently of the drive transmission via a shaft driven by the engine of the utility vehicle.

Abstract: A power train for an amphibious vehicle includes an engine and transaxle arranged North-South, driving front, rear, or all four road wheels. A power take off with optional decoupler and constant velocity joint drives marine drive means. The power take off may be taken from the input shaft of the transmission, and may use a synchronizer. The transaxle includes a differential. The rear wheels may be set back from the differential outputs, with intermediate drive by chains or belts. A sandwich type power take off may also be used. In the four wheel drive embodiment, a power take off is required from the rear differential. Decouplers may be provided in at least one wheel drive shaft on each driven axles.

Abstract: An HST unit includes a first hydraulic motor unit for operatively driving one of a pair of driving wheels; a second hydraulic motor unit for operatively driving the other one of the pair of driving wheels; a hydraulic pump unit operatively connected to a driving power source, the hydraulic pump unit configuring a traveling hydrostatic transmission in cooperation with the first and second hydraulic motor units; and an attachment frame for supporting the first hydraulic motor unit, the second hydraulic motor unit and the hydraulic pump unit, the attachment frame being attachable to a vehicle frame.

Abstract: There is described a helicopter having a transmission for transmitting motion from a driving member to a driven member; the transmission has at least a first gear driven by the driving member, and a second gear meshing with the first gear and in turn driving the driven member; the first and second gear have teeth shaped so that the gears mesh with one another at at least two pairs of respective simultaneously meshing teeth; the teeth of at least one of the gears have a profile having an end portion relieved with respect to a starting theoretical involute; and the pattern of the distance between the points of the end portion and the starting involute along an axis of the tooth has at least a first and a second segment sloping with respect to each other.

Abstract: A power take-off assembly for transmitting rotary power from the powertrain of a motor vehicle includes a torque converter for an automatic transmission and including an impeller shaft connected driveably to a power source, a housing having a opening through a wall of the housing, and a power takeoff gear secured to the impeller shaft, located in the housing, aligned with the opening, and supported for rotation about an axis.

Abstract: The present invention aims at making a transmission casing compact. In the present invention, in the inside of a transmission casing, a traveling-system power transmission mechanism which is interposed between an engine and an axel, a PTO-system power transmission mechanism which is interposed between the engine and a PTO shaft, and a changeover mechanism which is interposed between both power transmission mechanisms are provided, wherein the power transmission of the PTO-system power transmission mechanism is interrupted at a middle portion thereof by the changeover mechanism and, at the same time, the changeover mechanism is allowed to perform a changeover manipulation to connect a downstream side portion of the PTO-system power transmission mechanism and a downstream side portion of the traveling-system power transmission mechanism.

Abstract: A hydraulic system includes a split shaft power take off assembly or a transfer case powered by a vehicle drive train. One or more hydraulic pumps are driven by the split shaft power take off assembly or transfer case and supply hydraulic fluid to one or more hydraulic users.

Abstract: A tractor with a PTO apparatus, comprises: a plurality of wheels; a vehicle body supported by the plurality of wheels; an engine supported on the vehicle body; a rear PTO shaft disposed at a rear of the vehicle body for transmitting power from the engine; a mid-PTO shaft disposed under the vehicle body for transmitting power from the engine; a PTO mode selecting device having a first position for transmitting power only to the rear PTO shaft, a second position for transmitting power to both the rear PTO shaft and said mid-PTO shaft, and a third position for transmitting power only to said mid-PTO shaft; a PTO clutch disposed on a transmission line upstream of said PTO mode selecting device and switchable between an engaged position and a disengaged position; and a restricting mechanism for preventing a change operation of said PTO mode selecting device when said PTO clutch is in the engaged position, and permitting the change operation of said PTO mode selecting device when said PTO clutch is in the disengage

Abstract: A bearing arrangement for an auxiliary drive output shaft (1), in particular for a PTO shaft (1) in a multi-speed transmission of a commercial vehicle. The auxiliary drive output shaft (1) is driven by an intermediate gear wheel (3) of the transmission and is supported by at least one bearing (7, 10) on the drive input side and a bearing (9) on the drive output side of the auxiliary drive output shaft (1). The bearing on the drive input side is at least one radial bearing (7, 10) and the bearing on the drive output side is a conical-roller bearing (9).

Abstract: A firefighting pump transmission for use with an emergency vehicle pump comprising a housing receiving a drive shaft, the drive shaft having a PTO gear affixed thereto within the housing, an impeller shaft for turning an impeller of a pump, and means for selectively powering the impeller shaft from the drive shaft, the means for powering may include a multi-disk clutch. The transmission allows for powering the PTO gear while the impeller shaft is idle. A Commercially Available PTO device may be mounted to the housing to power a variety of devices.

Abstract: A power-dividing device for a working vehicle includes a case member, an input shaft supported by the case member so that a first end portion of the input shaft can be operatively connected to a driving source, a PTO unit having a PTO shaft supported by the case member so as to be offset with respect to the input shaft, a power transmission mechanism accommodated in the case member to transmit power from the input shaft to the PTO shaft, and a first pump unit having a first pump shaft operatively connected to the input shaft and being fluid-connected to an actuator disposed outside.

Abstract: A power train for an amphibious vehicle includes an engine and transaxle arranged North-South, driving front, rear, or all four road wheels. A power take off with optional decoupler and constant velocity joint drives marine drive. The power take off may be taken from the input shaft of the transmission, and may use a synchronizer. The transaxle includes a differential. The rear wheels may be set back from the differential outputs, with intermediate drives by chains or belts. A sandwich type power take off may also be used. In the four wheel drive embodiment, a power take off is required from the rear differential. Decouplers may be provided in at least one wheel drive shaft on each driven axle.

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: An actuator for engaging and disengaging parts together which, during actuation may incur an obstacle to engagement, the actuator including a mechanism for incurring the obstacle and automatically stopping actuation, a mechanism for removing the obstacle to engagement and for automatically restarting actuation upon removal of the obstacle thereby to achieve engagement.