[Technical problem] To provide a power transmission mechanism for a four-wheel drive vehicle in which a prime mover is disposed at a low position to lower the center of gravity of the vehicle while a driving path from a transmission to a front wheel differential mechanism is also shortened. [Solutions] In a power transmission mechanism for a four-wheel drive vehicle, the power of a prime mover is transmitted to a front wheel differential mechanism which is disposed in front of the prime mover, and to a rear wheel differential mechanism which is disposed behind a transmission, through the transmission which is disposed behind the prime mover. The transmission comprises a front and rear wheel drive shaft that extends along the longitudinal direction of the vehicle body. The transmission is arranged separately from the prime mover and a rear axle drive device. The rear end portion of the front and rear wheel drive shaft is connected to an input shaft of the rear wheel differential mechanism. The front end portion of the front and rear wheel drive shaft is connected to an input shaft of the front wheel differential mechanism via a front wheel power transmission shaft that extends along the longitudinal direction of the vehicle body and passes through the space beneath the prime mover. The front wheel differential mechanism, the prime mover, the transmission, and the rear wheel differential mechanism are arranged along the longitudinal direction of the vehicle body at the center of the vehicle width of the vehicle.

The invention relates to a gearbox (1) comprising: a gearbox body (1A) defining an enclosure (1B), an input shaft (2), an output shaft (3) and a mechanism (4) for transmitting the movement of the input shaft (2) to the output shaft (3), said mechanism (4) for transmitting movement comprising at least one clutch (5) and a clutch (5) control device, the clutch (5) comprising a driving element (6) and a driven element (7) mounted rotatably secured to the output shaft (3) and having its axial movement limited in at least one direction along the output shaft (3), and the clutch (5) control device comprising a member for controlling the movement of the driving element (6) and the driven element (7) towards one another to allow the clutch (5) to pass from the declutched position to the clutched position. The control member is formed by the gearbox body (1A) mounted to slide along the output shaft (3).

A drivetrain layout that includes a primary gear reduction, a continuously variable transmission (CVT), a peak torque limiting (PTL) device and a range box is provided. The primary gear reduction is operationally engaged to an output of a motor. The CVT includes a primary pulley and a secondary pulley. The primary pulley of the CVT is operationally engaged to the primary gear reduction. The primary gear reduction reduces a rotational speed of the output of the motor that is coupled to the primary pulley of the CVT. The range box is operationally engaged with the secondary pulley of the CVT. The range box is configured to coupled torque between the CVT and wheels of a vehicle. The PTL device in operational engagement between the secondary pulley of the CVT and the range box, the PTL device configured to protect the drivetrain layout from torque transients.

A multipurpose vehicle includes a stepless speed changer which is provided at one of lateral sides of a vehicle body with respect to an engine and a traveling transmission, an engine output shaft projected from the engine toward the stepless speed changer along a lateral direction of the vehicle body, a speed changer input shaft projected from the stepless speed changer toward the engine along the lateral direction of the vehicle body, and a first gear transmission mechanism provided between and across the engine output shaft and the speed changer input shaft and transmitting power of the engine output shaft to the speed changer input shaft. The multipurpose vehicle further has a PTO section provided at the side of the stepless speed changer with respect to the engine and forwardly of the stepless speed changer, the PTO section being operably connected to the engine output shaft via a second gear transmission mechanism.

An electronic device is provided. The electronic device includes a function module, a body, and a motor assembly. The body includes an accommodation space for accommodating the function module. The motor assembly includes a drive motor, a gear, a rotation output shaft, a displacement mechanism, and a latch. The drive motor includes a shaft. The gear is fixedly attached to the shaft. The rotation output shaft includes a gear teeth portion. The gear teeth portion is coupled to the gear. The rotation output shaft is connected to the function module and is configured to drive the function module to rotate. The displacement mechanism synchronizes with the shaft and is separated from the rotation output shaft. The displacement mechanism includes a linear motion component. The latch is connected to the linear motion component, and is configured to engage the function module.

A gear transmission having a speed changing section includes a speed changing gear for setting a speed stage and a shift gear slidably mounted on a rotation support shaft and operated to engage and disengage with the speed changing gear, the speed changing section configured to speed-change inputted power and to output the resultant power via the rotation support shaft. An arrangement is provided for facilitating engagement of the shift gear with the speed changing gear even when respective end faces of the shift gear and the speed changing gear hit each other. A transmission mechanism (20B) is provided for outputting power of a rotation support shaft (24) to a traveling device. The transmission mechanism (20B) has a transmission flexibility portion (80) which allows free rotation of the rotation support shaft (24) by a set rotation angle.

An axle assembly having a gear reduction unit that is configured to operatively connect an electric motor to a drive pinion. The gear reduction unit includes at least two gear sets. At least one clutch is engageable to provide a torque path between the electric motor and the drive pinion.

An axle assembly having a gear reduction unit that is configured to operatively connect an electric motor to a drive pinion. The gear reduction unit includes at least two gear sets. At least one clutch is engageable to provide a torque path between the electric motor and the drive pinion.

An electronic device is provided. The electronic device includes a function module, a body, and a motor assembly. The body includes an accommodation space for accommodating the function module. The motor assembly includes a drive motor, a gear, a rotation output shaft, a displacement mechanism, and a latch. The drive motor includes a shaft. The gear is fixedly attached to the shaft. The rotation output shaft includes a gear teeth portion. The gear teeth portion is coupled to the gear. The rotation output shaft is connected to the function module and is configured to drive the function module to rotate. The displacement mechanism synchronizes with the shaft and is separated from the rotation output shaft. The displacement mechanism includes a linear motion component. The latch is connected to the linear motion component, and is configured to engage the function module.

In some examples, a brake assembly includes an actuator assembly configured to cause the translation of a piston to compress a disc stack. The actuator assembly is configured to generate a first torque around a motor axis using a motor and generate a second torque from the first torque using a harmonic drive. The actuator assembly may include a gear set configured to cause a linear actuator to translate the piston using the second torque. In some examples, the actuator is configured to translate the piston along a compression axis different from the motor axis.