Methods and apparatus to use a switched-mode power supply as a source of power in a service pack are disclosed. An example power system includes: an engine; a generator configured to generate electrical power from mechanical power delivered by the engine; a switched-mode power supply configured to convert the electrical power from the generator to output power; and control circuitry configured to: when an output load of the switched-mode power supply is a power system load, control the switched-mode power supply to provide the output power for output to the power system load; and when the output load of the switched-mode power supply is a vehicle load, control the switched-mode power supply to provide the output power for output to a vehicle electrical system connected to a vehicle energy storage device.

An auxiliary electric power device, which is coupled to a prime mover, provides electric power to convenience outlets, appliances, and heating cooling units. Based on a mode of a transmission coupled to the prime mover, one of a plurality of control schemes is selected to control the power provided by the auxiliary electric power device.

Skid-steer type power unit engageable with an implement using an attachment assembly including an attachment frame and a hitch. An arcuate frame member is located forwardly of the attachment frame and is engaged therewith in such a way that the frame member pivots about a vertical axis located forwardly of the frame member and generally centrally positioned relative to the attachment frame. The frame member pivots in response to actuation of a hydraulic cylinder. The power unit includes a system for transferring weight of the implement rearwardly onto the power unit. A belt-drive power-take off system on the power unit powers the implement's operation. An underbelly drop spreader is located between the front and rear wheels of the power unit and a brine delivery system distributes brine from nozzles located rearwardly of the rear wheels. A unique control panel permits operation of all systems on the power unit and implement.

An auxiliary power unit system for mobile service vehicles is provided that can provide DC power to DC-powered equipment. The system attaches to the power take-off port of the transmission and can provide power to the DC-powered equipment without idling the engine of the mobile service vehicle, thereby reducing fossil fuel consumption and engine exhaust emissions.

An energy recovery drive system includes a motor-generator that is structured to selectively operate in a motor mode and a generator mode. A first shaft is operatively coupled to a transmission power take-off shaft. A second shaft is operatively coupled to the motor-generator and to an alternative power source. The energy recovery drive system is controllably operated in a plurality of operating modes. In a first operating mode, the motor-generator is in torque providing engagement with each of the first and second shafts. In a second operating mode, the motor-generator is in torque communicating engagement with each of the first and second shafts. In a third operating mode, which the motor-generator is in torque communicating engagement with the second shaft and is disengaged from transferring torque to the first shaft and from receiving torque from the first shaft.

In a tractor, a radiator is arranged on one front-rear side relative to an engine. A cooling fan is provided between the radiator and an engine. A fan drive belt is wound around a fan support shaft and around an output shaft of the engine extending below the fan support shaft. A compressor is located above the output shaft and is supported to the engine at a position offset to one lateral side of the engine relative to the fan support shaft. A compressor drive belt is wound around the output shaft and a compressor drive shaft. The compressor drive belt is located on a side where the compressor is located relative to the fan support shaft, when viewed in a front-rear direction.

A drive system for an engine arrangement, the drive system comprising an epicyclical gear reduction mechanism having a main axis and comprising: a first main gear, a second main gear arranged to rotate about main axis in the same direction as the first main gear, a first set of planet gears with planet gears meshing with the first main gear, a second set of planet gears with planet gears meshing with the second main gear, a planet carrier, supporting planet gears of the first and second planet gears, the planet carrier being located, along the main axis, between the first main gear and the second main gear.

In an aspect, a drive arrangement for a vehicle is provided, comprising: an engine having a crankshaft; a crankshaft pulley; a one-way clutch between the crankshaft pulley and the crankshaft; a belt by the crankshaft pulley; and an electric motor having a pulley engaged with the belt. When the electric motor drives the belt in a first direction, the one-way clutch permits the belt to overrun the crankshaft pulley. The crankshaft defines an axis. The electric motor pulley is on a first axial side of the engine. A transmission is on a second axial side and is operatively connected to drive a vehicle wheel. The transmission has an input shaft. A first rotary drive member is on the input shaft; and a motor-transmission drive shaft is drivable by the motor and has a second rotary drive member thereon, which is operatively connected with the first transmission rotary drive member.

A vehicle includes a chassis, a cab coupled to the chassis, a prime mover coupled to the chassis and positioned at least one of beneath or behind the cab, and an accessory drive. The accessory drive includes an accessory and connecting shaft. The accessory is positioned forward of a front of the cab such that the accessory is spaced from the prime mover. The connecting shaft extends from the prime mover, past the front of the cab, and to the accessory. The connecting shaft is positioned to facilitate driving the accessory with the prime mover.

A method for operating a motor vehicle drivetrain having a transmission connected between a drive aggregate and a drive output, a Power Take-Off (PTO) that can be coupled to the drive aggregate on drive aggregate side to take up drive torque from the drive aggregate. In order to determine the torque taken up by the PTO, the transmission is first shifted to interrupt torque to the transmission output. Thereafter, a defined torque is delivered by the drive aggregate, at least with the PTO coupled to the drive aggregate, and, during this at defined time-points, rotational speeds of a shaft driven by the drive aggregate are determined and from this an angular acceleration of the shaft is determined. A first torque of the shaft is determined from the shaft angular acceleration while the PTO is coupled. Based on the first torque, the torque taken up by the PTO is determined.