Accessory transmission for an engine of a motor vehicle has a first pulley adapted to be connected to a crankshaft of the engine, a second pulley adapted to be connected to a shaft of an electric machine through a one-way clutch, and a belt connecting the first and the second pulley to one another in order to rotate in one and the same rotation direction (R). The one-way clutch is configured so as to couple the second pulley to the shaft of the electric machine when the electric machine drives the second pulley in the rotation direction, and to decouple the second pulley from the shaft of the electric machine when the second pulley tends to overrun the electric machine in the rotation direction.

The invention relates to a construction machine such as a road paver with an electric generator. The construction machine comprises a hydraulic oil system for hydraulic functions that also cools the generator.

A vehicle includes a frame, an electric motor coupled to the frame and configured to selectively receive power from at least one battery pack and operable in a first operation mode and a second operation mode that is different from the first operation mode. A wheel assembly is coupled to the frame and driven by the motor. A control device is operable by a user to control operation of the vehicle. The control device is moveable between a first position relative to the frame corresponding to a riding configuration in which a user is able to operate the control device while seated on a seat on the frame, and a second position relative to the frame corresponding to a walking configuration in which a user is able to operate the control device while walking adjacent the vehicle. Movement of the control device from the second position to the first position triggers conversion from operation of the motor in the second operation mode to operation of the motor in the first operation mode. Movement of the control device from the first position to the second position triggers conversion from operation of the motor in the first operation mode to operation of the motor in the second operation mode.

A vehicle includes a frame, an electric motor coupled to the frame and configured to selectively receive power from at least one battery pack and operable in a first operation mode and a second operation mode that is different from the first operation mode. A wheel assembly is coupled to the frame and driven by the motor. A control device is operable by a user to control operation of the vehicle. The control device is moveable between a first position relative to the frame corresponding to a riding configuration in which a user is able to operate the control device while seated on a seat on the frame, and a second position relative to the frame corresponding to a walking configuration in which a user is able to operate the control device while walking adjacent the vehicle. Movement of the control device from the second position to the first position triggers conversion from operation of the motor in the second operation mode to operation of the motor in the first operation mode. Movement of the control device from the first position to the second position triggers conversion from operation of the motor in the first operation mode to operation of the motor in the second operation mode.

Methods and systems for a vehicle transmission are provided. In one example, a vehicle transmission system is provided that includes a first planetary gear set rotationally coupled to a second planetary gear set, a first electrical machine rotationally coupled to a sun gear in the first planetary gear set, and a second electrical machine rotationally coupled to a sun gear in the second planetary gear set. The transmission system also includes an inter-axle differential including a third planetary gear set rotationally coupled to a first axle and a second axle and selectively rotationally coupled to the first planetary gear set and the second planetary gear set, wherein the inter-axle differential is configured to selectively enable and disable speed differentiation between the first and the second axles.

A dual-motor transmission therefor, comprising a first and a second electric traction motor, a first gear arrangement, a second gear arrangement, and a summation box. The first gear arrangement includes a shaft and at least a first gear and a second gear, wherein each of the first and the second gears can be selectively engaged and disengaged with the shaft via a clutch, and the first gear arrangement supplies a first torque from the first motor to the summation box. The second gear arrangement includes a shaft and at least a first gear, wherein the first gear can be engaged and disengaged with the shaft via a clutch, and the second gear arrangement supplies a second torque from the second motor to the summation box, and the summation box is configured to combine the first and second torques and to output a combined output torque.

Techniques for implementing and/or operating a deployment system that includes a vehicle frame of a deployment vehicle, a drive sub-system, which includes wheels secured to the vehicle frame, a swage machine, and a fluid power sub-system. The swage machine includes a grab plate, which interlocks with a grab notch on a pipe fitting to be secured to a pipe segment, which includes tubing that defines a pipe bore and a fluid conduit implemented in an annulus of the tubing, a die plate including a die, and a fluid actuator that actuates the grab plate toward the die plate to facilitate conformally deforming a fitting jacket of the pipe fitting around the tubing of the pipe segment. The fluid power sub-system selectively powers the drive sub-system or the swage machine based on a target operation to be performed by the deployment vehicle.

A transmission includes at least one primary transmission unit. The at least one primary transmission unit includes an input shaft having a first rotation axis, an output shaft having a second rotation axis, and a first layshaft having a third rotation axis. The input shaft, the output shaft, and the first layshaft are parallel. The first rotation axis lies in a first plane, the second rotation axis lies in a second plane, and the third rotation axis lies in a third plane. The first, the second, and the third planes are parallel. The first, the second and the third planes are orthogonal to a transmission central plane. The first rotation axis is disposed in the transmission central plane. The second plane is between the first and the third planes.

A power split transmission structure has at least three interfaces to direct driving power from a drive to at least one output in order to supply the driving power to connected consumers. It comprises at least two variator paths which each comprise a summation gearbox communicating with an electric or hydraulic machine via a mechanical and a non-mechanical path in order to modify torque, speed or both of the driving power. A control device regulates the summation gearbox of each of the variator paths. A power electronics system or hydraulic control device is connected to the electric or hydraulic machine of each of the variator paths. The transmission structure directs the driving power via the variator paths such that the electric or hydraulic machine of each variator path is operable in a generator or motor mode in order to compensate for a power shortfall or a power oversupply at at least one outlet of the transmission structure.

An automotive air conditioning assembly including a scroll compressor and a wrap spring clutch. The wrap spring clutch enables the use of a comparatively smaller pulley (a diameter of at most 85 mm) which comparatively increases the compressor speed and hence cooling capacity at a given engine speed. The clutch requires low power (e.g. less than 5 Watts) for continuous operation.