A drive train unit for a motor vehicle includes a housing and an input shaft rotatably mounted in the housing and arranged for attachment to an output of a transmission in a rotationally fixed manner. The input shaft has a first input shaft section and a second input shaft section that can move axially in relation to the first input shaft section. The drive train unit may include an electric machine arranged parallel to the input shaft, and a first clutch. The electric machine has a rotor and the first clutch arranged to connect the rotor and the input shaft for torque transmission in a shift position. The drive train may include an output shaft rotatably mounted in the housing and arranged for rotational coupling to a distributer transmission, and a second clutch arranged to connect the input shaft and the output shaft for torque transmission in a shift position.

A drive train unit for a motor vehicle includes a housing and an input shaft rotatably mounted in the housing and arranged for attachment to an output of a transmission in a rotationally fixed manner. The input shaft has a first input shaft section and a second input shaft section that can move axially in relation to the first input shaft section. The drive train unit may include an electric machine arranged parallel to the input shaft, and a first clutch. The electric machine has a rotor and the first clutch arranged to connect the rotor and the input shaft for torque transmission in a shift position. The drive train may include an output shaft rotatably mounted in the housing and arranged for rotational coupling to a distributer transmission, and a second clutch arranged to connect the input shaft and the output shaft for torque transmission in a shift position.

A hybrid module includes a housing, an electric motor, a hydraulic coupling, a first clutch, a second clutch, and a flow plate assembly. The housing is arranged for fixing to a planetary transmission and an engine. The electric motor is disposed in the housing. The electric motor has a stator fixed to the housing and a rotor rotatable relative to the housing. The hydraulic coupling is disposed in the housing and is at least partially radially inside of the electric motor. The first clutch is for drivingly connecting the rotor to the engine. The second clutch is arranged in parallel with the hydraulic coupling for drivingly connecting the rotor to an input shaft of the planetary transmission. The flow plate assembly is fixed to the housing. The flow plate assembly has a first flow plate with a first radial groove forming a first portion of a first radial flow channel, and a second flow plate, fixed to the first flow plate, forming a second portion of the first radial flow channel.

A hybrid module includes a housing, an electric motor, a hydraulic coupling, a first clutch, a second clutch, and a flow plate assembly. The housing is arranged for fixing to a planetary transmission and an engine. The electric motor is disposed in the housing. The electric motor has a stator fixed to the housing and a rotor rotatable relative to the housing. The hydraulic coupling is disposed in the housing and is at least partially radially inside of the electric motor. The first clutch is for drivingly connecting the rotor to the engine. The second clutch is arranged in parallel with the hydraulic coupling for drivingly connecting the rotor to an input shaft of the planetary transmission. The flow plate assembly is fixed to the housing. The flow plate assembly has a first flow plate with a first radial groove forming a first portion of a first radial flow channel, and a second flow plate, fixed to the first flow plate, forming a second portion of the first radial flow channel.

A fire fighting vehicle includes a chassis, a front axle, a rear axle, an engine, an energy storage device, an electromechanical transmission, a vehicle subsystem, and a power divider. The electromechanical transmission is (i) coupled to at least one of the front axle or the rear axle and (ii) electrically coupled to the energy storage device. The power divider is positioned between the engine, the vehicle subsystem, and the electromechanical transmission. The power divider includes a first interface coupled to the engine, a second interface coupled to the vehicle subsystem, and a third interface coupled to the electromechanical transmission. The power divider is configured to facilitate (i) selectively coupling the engine to the vehicle subsystem and (ii) selectively coupling the engine to the electromechanical transmission.

The present invention relates to a clutch arrangement (500) of a vehicle transmission arrangement (100), the clutch arrangement (500) being positioned within a clutch bell housing (206) of the vehicle transmission and comprising a pneumatically controlled actuator arrangement (208) connectable to a first clutch unit (202) of the vehicle transmission arrangement (100) and arranged to controllably position the first clutch unit (202) between a closed position and an opened position, a pneumatically controlled brake actuator arrangement (210) connectable to a second clutch unit (204) of the transmission arrangement and arranged to controllably position the second clutch unit (204) between a closed position and an opened position, and a valve unit (302) connected to the pneumatically controlled actuator arrangement (208) and the pneumatically controlled brake actuator arrangement (210), wherein the valve unit (302) comprises a clutch valve (308) arranged in fluid communication with the pneumatically controlled actuator arrangement (210) for controlling supply of compressed air to the pneumatically controlled actuator arrangement (210), and a brake valve (318) arranged in fluid communication with the pneumatically controlled brake actuator arrangement (210) for controlling supply of compressed air to the pneumatically controlled brake actuator arrangement (210).

The present invention relates to a clutch arrangement (500) of a vehicle transmission arrangement (100), the clutch arrangement (500) being positioned within a clutch bell housing (206) of the vehicle transmission and comprising a pneumatically controlled actuator arrangement (208) connectable to a first clutch unit (202) of the vehicle transmission arrangement (100) and arranged to controllably position the first clutch unit (202) between a closed position and an opened position, a pneumatically controlled brake actuator arrangement (210) connectable to a second clutch unit (204) of the transmission arrangement and arranged to controllably position the second clutch unit (204) between a closed position and an opened position, and a valve unit (302) connected to the pneumatically controlled actuator arrangement (208) and the pneumatically controlled brake actuator arrangement (210), wherein the valve unit (302) comprises a clutch valve (308) arranged in fluid communication with the pneumatically controlled actuator arrangement (210) for controlling supply of compressed air to the pneumatically controlled actuator arrangement (210), and a brake valve (318) arranged in fluid communication with the pneumatically controlled brake actuator arrangement (210) for controlling supply of compressed air to the pneumatically controlled brake actuator arrangement (210).

A disconnect apparatus including a first clutch member and a second clutch member in selective engagement with the first clutch member. The disconnect apparatus also includes a cam mechanism and a sensor assembly. The cam mechanism includes an axially movable first cam member and an axially fixed second cam member, wherein the sensor assembly generates a pulse pattern which is utilized to determine a position of the first cam member, and thereby a state of the disconnect apparatus.

A disconnect apparatus including a first clutch member and a second clutch member in selective engagement with the first clutch member. The disconnect apparatus also includes a cam mechanism and a sensor assembly. The cam mechanism includes an axially movable first cam member and an axially fixed second cam member, wherein the sensor assembly generates a pulse pattern which is utilized to determine a position of the first cam member, and thereby a state of the disconnect apparatus.

A brushless direct current motor and a dual clutch transmission employing the motor are provided. The motor includes a stator including stator core and a winding wound around the stator core, and a rotor rotatable relative to the stator. The rotor includes a shaft, a rotor core fixed to the shaft, and a plurality of permanent magnets. The rotor core is fixed to the shaft and includes a plurality of accommodations arranged along a circumferential direction of the rotor. Each of the accommodations substantially extends along a radial direction and an axial direction of the rotor. The permanent magnets are respectively arranged at corresponding accommodations. A relationship of an axial length Lr of the rotor core, an axial length Lm of each of the permanent magnets, and an axial length Ls of the stator core is Lm>Lr≥Ls.