Regarding a travel power transmission apparatus for a tractor, in which a creep speed changing apparatus is housed in a transmission case, the present invention increases a deceleration ratio throughout the creep speed change while suppressing an increase in the size of the transmission case. A creep speed changing apparatus includes: a first power transmission gear that is provided on an output shaft gear of a gear transmission; a first deceleration gear that is supported by a relay shaft so as to be rotatable relative to the relay shaft, in a state of meshing with the first power transmission gear; a second power transmission gear that is provided on the first deceleration gear; a second deceleration gear that is supported by an output shaft of the gear transmission so as to be rotatable relative to the output shaft, in a state of meshing with the second power transmission gear; a third power transmission gear that is provided on the second deceleration gear; a third deceleration gear that is supported by the relay shaft so as not to be rotatable relative to the relay shaft, in a state of meshing with the third power transmission gear; and a pair of deceleration gears that are provided so as to span the relay shaft and the output shaft, and decelerate power from the relay shaft and transmit the resulting power to the output shaft.

Regarding a travel power transmission apparatus for a tractor, in which a creep speed changing apparatus is housed in a transmission case, the present invention increases a deceleration ratio throughout the creep speed change while suppressing an increase in the size of the transmission case. A creep speed changing apparatus includes: a first power transmission gear that is provided on an output shaft gear of a gear transmission; a first deceleration gear that is supported by a relay shaft so as to be rotatable relative to the relay shaft, in a state of meshing with the first power transmission gear; a second power transmission gear that is provided on the first deceleration gear; a second deceleration gear that is supported by an output shaft of the gear transmission so as to be rotatable relative to the output shaft, in a state of meshing with the second power transmission gear; a third power transmission gear that is provided on the second deceleration gear; a third deceleration gear that is supported by the relay shaft so as not to be rotatable relative to the relay shaft, in a state of meshing with the third power transmission gear; and a pair of deceleration gears that are provided so as to span the relay shaft and the output shaft, and decelerate power from the relay shaft and transmit the resulting power to 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 system and method for operating the same includes a drive sprocket assembly, a clutch lever, a user interface generating a reverse signal at a user interface, a wheel speed sensor generating a wheel speed signal, a transmission position sensor generating a transmission position signal and a vehicle control module receiving the reverse signal, the wheel speed signal and the transmission position signal. The vehicle control module engages a reverse gear at a drive sprocket in response to the reverse signal, the wheel speed and transmission gear position and controls the drive sprocket assembly in response to the clutch lever.

An electric drivetrain including an electric machine and at least one output pinion intended to be connected to an axle differential, and at least one speed reduction device including a first gear train and a second gear train intended to drive the output pinion in rotation in a first rotational direction or a second rotational direction.

The present document relates to a transmission assembly with multiple gear ratios, comprising: a range gearbox having at least two selectable range gear ratios and comprising a first shaft, a low/high speed mode selection unit for selecting a low-speed mode or a high-speed mode and comprising a third shaft and a first output shaft, wherein the range gearbox and the low/high speed mode selection unit being sequentially disposed in a downstream direction of a transmission power flow, and wherein the first shaft, the third shaft and the first output shaft are offset from one another.

A transmission system for a vehicle having a belt drive transmission. The belt drive has an adjustable input:output ratio, where the output of the belt drive is provided as a first input to a differential coupling. A further rotating connection is provided as a second input to the differential coupling, so that the output of the differential coupling is arranged as the output of the transmission system. Accordingly, the transmission output is based on the aggregate sum of the rotation of the first and second inputs to the differential coupling, wherein adjustment of the input:output ratio of the belt drive allows for a continuously variable transmission system.

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 work vehicle transmission includes a first transmission mechanism that changes input motive power to any one of multiple speeds, and a second transmission mechanism that changes the motive power changed by the first transmission mechanism to any one of multiple speeds, the number of speeds of the second transmission mechanism being smaller than that of the first transmission mechanism. Multiple speed change multi-disc clutches of the first transmission mechanism are arranged parallel with multiple deceleration multi-disc clutches of the second transmission mechanism so as to be adjacent in the diameter direction thereof.

A work vehicle transmission includes a first transmission mechanism that changes input motive power to any one of multiple speeds, and a second transmission mechanism that changes the motive power changed by the first transmission mechanism to any one of multiple speeds, the number of speeds of the second transmission mechanism being smaller than that of the first transmission mechanism. Multiple speed change multi-disc clutches of the first transmission mechanism are arranged parallel with multiple deceleration multi-disc clutches of the second transmission mechanism so as to be adjacent in the diameter direction thereof.