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

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a switchable coupling and a torque transfer unit are arranged co-axially-arranged with the front end of the engine crankshaft in the constrained environment in front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably laterally offset from the switchable coupling. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a clutch overlap with an axial depth nearly the same as a conventional belt drive pulley and engine damper. The system includes an electrical energy store that receives energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive engine accessories using energy returned from the energy store.

A vehicle for agricultural use has wheel groups, an engine group, an engine control unit, auxiliary operating groups, a gearbox group, a power take-off group, and a detection system having an engine power detector for detecting an engine power value, an auxiliary power detector for detecting an auxiliary power value, a drive power detector for detecting a drive power value, and an operating unit operatively connected to the detectors to receive the engine power value, auxiliary power value, and drive power value and suitable for identifying a take-off power value corresponding to power used by the power take-off group. The operating unit checks the drive power value with respect to a drive threshold value and/or the power take-off power value with respect to a power take-off threshold value and is connected to the engine control unit to control supply of the engine group as a function of check results.

A military vehicle includes an engine, an energy storage system, an accessory drive coupled to the engine and including an air compressor and a first motor, a second motor coupled to an axle, and a clutch positioned between the engine and the second motor. The clutch is spring-biased into engagement with the engine and pneumatically disengaged by an air supply selectively provided thereto based on operation of the air compressor. In an engine mode, (i) the clutch does not receive the air supply such that the engine is coupled to the second motor and (ii) the engine drives (a) the accessory drive and (b) the axle through the second motor. In the electric mode, (i) the first motor drives the air compressor to compress air to facilitate supplying the air supply to the clutch to disengage the clutch and decouple the engine from the second motor and (ii) the second motor drives the axle.

A hydraulic hybrid powertrain for a vehicle is disclosed. The powertrain has an internal combustion engine selectively drivingly engaged with an input of a stepped-ratio transmission through a torque converter and through a speed direction changing device. An output of the stepped-ratio transmission is selectively drivingly engaged with a vehicle output. An intermediate gear set is drivingly engaged with the speed direction changing device and drivingly engaged with the input of the stepped-ratio transmission. A hydraulic machine in fluid communication with a hydraulic accumulator assembly, a transmission shaft of the hydraulic machine being drivingly engaged or selectively drivingly engaged with the intermediate gear set for providing energy to the intermediate gear set and for absorbing energy from the intermediate gear set. Also disclosed are methods of operating the hydraulic hybrid powertrain.

A working machine including a working assembly that can be driven by an engine, with the engine being connectable to the working assembly via a power branching transmission including a first mechanical power branch and a second electric or hydraulic power branch, the first and second power branches being combined by a summation transmission that can be coupled to the working assembly on the output side and provides a variable transmission ratio between the first mechanical power branch and the working assembly that can be adjusted by the rotational speed of the second electric or hydraulic power branch. A blocking device is provided for blocking the variability of the transmission ratio that can be adjusted between the first mechanical power branch and the output side of the summation transmission by the rotational speed of the second electric or hydraulic power branch.

A drive system is provided for an engine arrangement, which includes a gear reduction mechanism such as an epicyclic gearing including first junction element connected to an engine crankshaft, second junction element connected to an accessory pulley which is drivingly connected to an electric machine and at least one accessory, and third junction element. A free wheel is connected to a non-rotating part of the engine arrangement. In a first operating phase of the drive system, the free wheel is coupled to the third junction element and is configured such that when the third junction element exerts torque on the free wheel in one direction, the free wheel is in an engaged state and stops the rotation of the third junction element, and, when the third junction element exerts torque on the free wheel in the opposite direction, the free wheel is in a free state and allows rotation of the third junction element.

A method for controlling engagement of a power take-off (PTO) clutch may include transmitting a PTO control command for initiating engagement of the PTO clutch, determining that an output speed for the PTO clutch has not increased within a predetermined time period following the transmission of the PTO control command, and determining an average engine pre-load for the work vehicle over a time period occurring prior to transmission of the PTO control command. Moreover, in response to determining that the output speed for the PTO clutch has not increased within the predetermined time period, the method may include transmitting a speed control command associated with increasing a requested engine speed for the work vehicle, determining an adaptive torque command for controlling the engagement of the PTO clutch as a function of the average engine-pre-load, and controlling the engagement of the PTO clutch based on the adaptive torque command.

A drive mechanism comprises a flywheel, a flywheel damper removably connected to the flywheel, a pump drive, and an intermediate shaft. The pump drive comprises a housing, an input shaft mounted to the housing for rotation relative thereto about an axis of rotation, and a seal surrounding the input shaft to establish a sealed connection therewith. The intermediate shaft is co-axial with the input shaft relative to the axis of rotation and removably connected to the flywheel damper and the input shaft. The seal is replaceable. An associated method for replacing the seal is disclosed.

A motor vehicle includes a motor and a transmission including a drive shaft driven by the motor and connecting the motor to the transmission, a first output shaft extending along the vehicle longitudinal axis in the one direction, which first output shaft is connected to a wheel axle by a first differential, and a second output shaft extending along the vehicle longitudinal axis in the opposite direction, which second output shaft is connected to a second wheel axle by a second differential, characterized in that the drive shaft is disposed in the longitudinal axis of the motor vehicle and the first and the second output shaft are disposed on opposing sides relative to the longitudinal axis of the motor vehicle with identical spacing with respect to the longitudinal axis of the motor vehicle.