A transmission arrangement for a hybrid vehicle includes a powershift transmission, a summing gear assembly, a first transmission input shaft, and a second transmission input shaft. The summing gear assembly is for transmitting a drive torque to a drive shaft. The first transmission input shaft is connectable to an electric machine to transmit a first drive torque from the electric machine directly to the summing gear assembly. The second transmission input shaft is connectable to an internal combustion engine to transmit a second drive torque from the internal combustion engine to the summing gear assembly via the powershift transmission.

An actuator assembly including a fail-fix system is provided. The actuator assembly includes an output shaft, an input drive assembly, and a piston assembly. The piston assembly includes a body surrounding a piston moveable within the body. The body defines a first end and a second end opposite thereof between which the piston is moveable within the body. The piston assembly includes a spring disposed at the first end between the body and the piston. The piston assembly includes a friction mechanism disposed at the second end of the piston opposite of the first end. An adjustable area is defined within the body between the second end of the piston and the input drive assembly.

A shift control method for an automated manual transmission (AMT) of a vehicle includes: when a shift operation is started, a torque of the second motor is increased so that a change in an output torque of the output shaft due to a change in a torque of the first motor is minimized while the torque of the first motor is being decreased. According to the shift control method, the increased torque of the second motor is maintained to be constant while controlling transmission release, speed synchronization, and transmission coupling. After the control over the transmission coupling is completed, the torque of the second motor is controlled so that the output torque of the output shaft follows a predetermined target torque while the torque of the first motor is controlled to be increased.

A mechanical system for transmitting rotary motion between firstly at least one inlet wheel driven in rotation by at least one engine, each inlet wheel being suitable for being driven in rotation by a corresponding dedicated engine, and secondly at least two distinct driven shafts of an accessory box, the at least one engine serving to drive rotation of one of the at least two driven shafts in isolation, or to drive the at least two driven shafts simultaneously, jointly with at least one aircraft rotor, the mechanical system including a selective rotary drive member that is movable axially between two distinct drive positions.

A speed reducing device according to one aspect of the present disclosure includes: a plurality of speed reducer units arranged in parallel; and an output rotating body that rotates by power received from the speed reducer units. Each of the speed reducer units includes a casing and a speed reducing mechanism unit. The casing has a peripheral wall with inner teeth disposed on an inner periphery of the peripheral wall. The speed reducing mechanism unit meshes with the inner teeth to decelerate input rotation. At least two of the speed reducer units are disposed adjacent to each other such that outer surfaces of peripheral walls of casings thereof are in contact with each other. In at least one of two peripheral walls contacting with each other, a thickness of a contact portion is smaller than a thickness of other portions in a circumference of the same peripheral wall.

A speed reducing device according to one aspect of the present disclosure includes: a plurality of speed reducer units arranged in parallel; and an output rotating body that rotates by power received from the speed reducer units. Each of the speed reducer units includes a casing and a speed reducing mechanism unit. The casing has a peripheral wall with inner teeth disposed on an inner periphery of the peripheral wall. The speed reducing mechanism unit meshes with the inner teeth to decelerate input rotation. At least two of the speed reducer units are disposed adjacent to each other such that outer surfaces of peripheral walls of casings thereof are in contact with each other. In at least one of two peripheral walls contacting with each other, a thickness of a contact portion is smaller than a thickness of other portions in a circumference of the same peripheral wall.

A dual-shaft clutch varying speed device includes a drive unit, an input shaft, an output shaft, a housing, at least an odd-numbered clutch unit and at least an even-numbered clutch unit. The input shaft having an input gear is coupled with the drive unit. The output shaft, having an end thereof penetrate through the input shaft and the drive unit, has at least an odd-numbered output gear and at least an even-numbered output gear. The housing has a housing gear. The at least one odd-numbered clutch unit being furnished at the inner part of the housing has an odd-numbered clutch shaft and an odd-numbered clutch gear which is meshed with the odd-numbered output gear. The at least one odd-numbered clutch unit has an even-numbered clutch shaft and an even-numbered clutch gear which is meshed with the even-numbered output gear.

An actuator assembly including a fail-fix system is provided. The actuator assembly includes an output shaft, an input drive assembly, and a piston assembly. The piston assembly includes a body surrounding a piston moveable within the body. The body defines a first end and a second end opposite thereof between which the piston is moveable within the body. The piston assembly includes a spring disposed at the first end between the body and the piston. The piston assembly includes a friction mechanism disposed at the second end of the piston opposite of the first end. An adjustable area is defined within the body between the second end of the piston and the input drive assembly.

The present invention relates to an equidirectional transfer universal transmission formed by connecting an equidirectional transfer case, a commutator, and an actuator. One of five types of planetary gear trains is used for the equidirectional transfer case, the component corresponding to a term having a maximum absolute value of a coefficient in a motion characteristic equation is used as an input end, and the other two components are respectively used as an inner output end and an outer output end. The commutator includes fourth types of quill shaft commutators and a non-quill shaft commutator, which are set by respective methods. One of two types of single-layer planetary gear trains is used for the actuator. The present invention includes methods for setting respective components of the equidirectional transfer case and the actuator, and includes a connection method. According to the present invention, an output shaft is controlled to revolve around an actuator shaft by inputting a revolving speed, a forward moment and a reverse moment are balanced during revolving, the output shaft has no unidirectional bearing moment, and a revolving control device has a simple structure.

A powertrain for a work vehicle includes an engine, a continuously variable power source (CVP), an output shaft, and a transmission. The transmission operably connects the engine and the CVP to the output shaft. The transmission is configured to provide selection between a plurality of transmission modes in which the transmission transmits power from at least one of the engine and the CVP to the output shaft. The transmission includes an input assembly defining an input axis, a variator assembly defining a variator axis, a countershaft assembly defining a countershaft axis, and an output assembly defining an output axis. The input assembly, the variator assembly, the countershaft assembly, and the output assembly are the same in different orientations. A vertical drop distance from the input axis to the output axis varies between the different ones of the plurality of orientations.