A clutch device may include; a first rotor body; a second rotor body engageable with the first rotor body; a clutch drive motor connected with a first drive line and a second drive line; a clutch mechanism; a first switch comprising first and second contact point electrodes; a second switch comprising first and second contact point electrodes; a first terminal electrically connected with of the first contact point electrode of the first switch; a second terminal electrically connected with the first drive line; a third terminal electrically connected with the first contact point electrode of the second switch; and a fourth terminal electrically connecting with the second drive line. The second contact point electrode of the first switch and the second contact point electrode of the second switch may be electrically connected with the second drive line.

A clutch device may include; a first rotor body; a second rotor body engageable with the first rotor body; a clutch drive motor connected with a first drive line and a second drive line; a clutch mechanism; a first switch comprising first and second contact point electrodes; a second switch comprising first and second contact point electrodes; a first terminal electrically connected with of the first contact point electrode of the first switch; a second terminal electrically connected with the first drive line; a third terminal electrically connected with the first contact point electrode of the second switch; and a fourth terminal electrically connecting with the second drive line. The second contact point electrode of the first switch and the second contact point electrode of the second switch may be electrically connected with the second drive line.

A force limiting system and method are provided for limiting loads in aircraft nose or main landing gear having wheels powered by taxi drive systems mounted within the landing gear wheels to drive aircraft on the ground. The force limiting system may include mechanical components selected to limit or minimize spin-up mass and to releasably connect the taxi drive system to a landing gear wheel section so that operation of the taxi drive system to drive a landing gear wheel is prevented in the presence of a predetermined maximum load. The load limiting system employs mechanical components engineered to securely connect the taxi drive system to the landing gear wheel during operation and to release the taxi drive system from connection to the wheel when loads applied to system components exceed an established or recommended maximum load.

A force limiting system and method are provided for limiting loads in aircraft nose or main landing gear having wheels powered by taxi drive systems mounted within the landing gear wheels to drive aircraft on the ground. The force limiting system may include mechanical components selected to limit or minimize spin-up mass and to releasably connect the taxi drive system to a landing gear wheel section so that operation of the taxi drive system to drive a landing gear wheel is prevented in the presence of a predetermined maximum load. The load limiting system employs mechanical components engineered to securely connect the taxi drive system to the landing gear wheel during operation and to release the taxi drive system from connection to the wheel when loads applied to system components exceed an established or recommended maximum load.

A vehicle includes a continuously variable transmission, a gear mechanism and a controller. The continuously variable transmission and the gear mechanism are provided in parallel with each other between an input shaft and an output shaft. The controller is configured to i) when the vehicle travels in a state where both a first clutch and a third clutch provided on the gear mechanism side are released, gradually increase a hydraulic pressure of the first clutch such that the first clutch is engaged, ii) calculate a command hydraulic pressure for setting the first clutch to a pressure regulating state on the basis of a command hydraulic pressure of the first clutch at a timing at which the amount of change in an output-side rotation speed of the first clutch becomes larger than a predetermined value, and iii) control the first clutch by using the calculated command hydraulic pressure.

A coupling comprises at least two inter-connected torque couplings. Each torque coupling includes a pair of clutch end members, a clutch centre member disposed between the clutch end members, and an actuator coupled to one of the end members. The end members and the centre member each includes a set of concentric V-grooves each disposed on a respective face thereof. The centre member is axially movable between the end members. The actuator is configured to simultaneously couple the end members to the centre member by engaging the V-grooves of both of the respective end members with the V-grooves of the centre member. The centre member of one of the torque couplings comprises one of the opposing surfaces of the one torque coupling, another of the opposing surfaces of the one torque coupling and one of the end members of another of the torque couplings.

A coupling comprises at least two inter-connected torque couplings. Each torque coupling includes a pair of clutch end members, a clutch centre member disposed between the clutch end members, and an actuator coupled to one of the end members. The end members and the centre member each includes a set of concentric V-grooves each disposed on a respective face thereof. The centre member is axially movable between the end members. The actuator is configured to simultaneously couple the end members to the centre member by engaging the V-grooves of both of the respective end members with the V-grooves of the centre member. The centre member of one of the torque couplings comprises one of the opposing surfaces of the one torque coupling, another of the opposing surfaces of the one torque coupling and one of the end members of another of the torque couplings.

A power take-off device for a vehicle provided with a first driven rear axle including a differential and a second rear axle is provided. The power take-off device comprises a connection bracket having a first side arranged to be attached to a wheel with a plurality of wheel nuts, where the connection bracket is provided with a plurality of attachment holes, and a second side comprising a power take-off interface to which an auxiliary equipment can be connected.

An axle decoupler system comprises: an axle decoupler configured to selectively couple an axle of a vehicle with a wheel hub of the vehicle, the axle decoupler comprising: a sliding ring having first splines coupled to second splines on the axle, the sliding ring having a first position where the first splines are not also coupled to third splines on the wheel hub, and a second position where the first splines are also coupled to the third splines; and an electric motor for moving the sliding ring into the first or second position; and a one-way clutch coupling the axle and the wheel hub to each other.

Various methods and systems are provided for an dual-faced clutch collar for a transmission. In one example, a dual-faced clutch collar positioned on an output shaft of a gearbox comprises a clutch collar spline, where the clutch collar spline mates with the output shaft; a first face having a first set of axially protruding teeth to engage a high torque coupling, the first set of teeth having a first profile; and a second face having a second set of axially protruding teeth to engage a low torque coupling; the second set of teeth having a second profile; the second profile being different from the first profile. The first profile may be a courser tooth profile, to allow for maximum load carrying capacity, and the second profile may be a finer tooth profile, to allow for quicker gear engagements and more neutral space (e.g., due to reduced tooth depths).