A propulsion system for an electric vehicle includes a first electric propulsion motor including a stator and a rotor that has a first and second output shafts that are axially opposed and define first and second torque outputs of the first electric motor. The system also includes a second electric propulsion motor including a stator and a rotor having a second output shaft with a torque output. Further, the system includes a first reduction gearbox to receive the torque supplied on the first torque output of the first electric motor where appropriate via a first selective or non-selective coupling system, a second reduction gearbox to receive the torque supplied by the second electric motor where appropriate via a second selective or non-selective coupling system, and a third coupling system for coupling the second torque output of the first electric motor to the torque output of the second electric motor.

An axle assembly having an electric motor module, a drive pinion, and at least one rotor bearing assembly. The electric motor module may have a rotor. The rotor and the drive pinion may be rotatable about a first axis. The first rotor bearing assembly may extend between the drive pinion and the rotor.

The present disclosure relates to a transmission of an agricultural vehicle, the transmission including: a forward shift unit for performing shift with respect to drive transmitted from an engine of an agricultural vehicle; a clutch unit connected to the forward shift unit so as to selectively output drive transmitted from the forward shift unit; an adjustment unit connected to the clutch unit; and a backward shift unit connected to the adjustment unit so as to perform shift with respect to drive transmitted from the adjustment unit. The adjustment unit includes: a first adjustment mechanism connected to a first clutch mechanism included in the clutch unit; a second adjustment mechanism connected to a second clutch mechanism included in the clutch unit; and an integration mechanism connected to both the first adjustment mechanism and the second adjustment mechanism. The backward shift unit includes one backward shift mechanism connected to the integration mechanism.

A work vehicle is provided with a support member that supports an output shaft of a wheel differential mechanism between a differential case and a planetary reduction mechanism. The support member is configured to engage the output shaft relatively immovably in a direction along the axis of the output shaft.

A torque convertor and direct drive unit arrangement and operating methods are provided herein. In one example, a prime mover may be configured to be coupled to a transmission via one of a torque convertor and a direct drive unit, the direct drive unit including a higher range clutch and a lower range clutch.

A transmission includes a main shaft having two or more main shaft clutches that couple gears to at least one countershaft, and an automated manual transmission coupled to the main shaft via the at least one countershaft. The automated manual transmission includes a front input shaft coupled directly to a main clutch and having a first clutch coupleable to the at least one countershaft, and a rear input shaft coupled to the front input shaft and having a second clutch coupleable to the at least one countershaft. The automated manual transmission is operable to selectively engage the first clutch and the second clutch.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A powershift transmission for a work vehicle includes a speed section. Within the speed section, a speed C clutch is engageable to transfer rotational power from a speed input shaft to a speed countershaft via first and second speed gears, a speed A clutch is engageable to transfer rotational power from the speed input shaft to the speed countershaft via third and fourth speed gears, and a speed B clutch is engageable to transfer rotational power from the speed input shaft to the speed countershaft via fifth and sixth speed gears. A first gear ratio between the first and second speed gears is greater than a second gear ratio between the third and fourth speed gears and a third gear ratio between the fifth and sixth speed gears.

The present invention relates to a transmission apparatus of an agricultural working automobile, the transmission apparatus comprising: a first gear-shifting part for performing gear-shifting to adjust the speed of an agricultural working automobile; and a second gear-shifting part for performing gear-shifting to adjust the speed of the agricultural working automobile, wherein the second gear-shifting part comprises a sub-gear-shifting drive mechanism for performing gear-shifting, using one operation selected from among an operation transferred through a first power transmission path from the first gear-shifting part and an operation transferred through a second power transmission path from the first gear-shifting part.

An electric power generation controller for use in an aircraft is a controller of an electric power generating system configured such that: a manual transmission changes speed of rotational power of an aircraft engine; a continuously variable transmission changes the speed of the rotational power which has been changed in speed by the manual transmission; and the continuously variable transmission transmits the rotational power to an electric power generator. The electric power generation controller includes: a manual transmission control section configured to, when a predetermined shift condition is satisfied, control the manual transmission to switch a gear stage of the manual transmission; and a continuously variable transmission control section configured to, when the shift condition is satisfied, control the continuously variable transmission to such a side that fluctuation of an output rotational frequency of the manual transmission by the switching of the gear stage of the manual transmission is canceled.