A drive train system includes a source of rotational energy, a viscous coupling and power take off assembly that is rotatably driven by the source of rotational energy, and a rotatably driven device that is rotatably driven by the viscous coupling and power take off assembly. The viscous coupling and power take off assembly may include a power take off that is rotatably driven by the source of rotational energy and a viscous coupling that is rotatably driven by the power take off. Alternatively, the viscous coupling and power take off assembly may include a viscous coupling that is rotatably driven by the source of rotational energy and a power take off that is rotatably driven by the viscous coupling. Lastly, the viscous coupling and power take off assembly may include a combined viscous coupling and power take off assembly that is integrated into a single housing.

A utility vehicle is disclosed. The utility vehicle is configured to support a removable implement. The removable implement may include one or more components configured to be powered by a power take off system of the utility vehicle. The removable implement may also include one or more components configured to be powered by a hydraulic system of the utility vehicle. An operator of the utility vehicle, without exiting a cab of the utility vehicle, can couple the implement to the utility vehicle such that the hydraulic components are hydraulically coupled to the vehicle's hydraulic system and such that the components of the implement configured to be powered by a power take off system of the utility vehicle are operably coupled to the power take off system of the utility vehicle.

A driveline component with a shaft, a friction clutch and a centrifugal valve. The shaft has a supply passage and a feed passage that intersects the supply passage. The centrifugal valve has a valve seat, which is formed on the shaft and intersects the feed passage, a valve element and a flyweight that is pivotally coupled to the shaft. The valve element is received in the valve seat and is movable between a first position, in which the valve element is abutted against the valve seat, and a second position in which the valve element is displaced from the valve seat. The flyweight has a weight and a cam and is configured so that radially outward rotation of the weight in response to centrifugal force causes the cam to drive the valve element toward the first position.

A variable speed transmission disposed in a housing includes a transmission input shaft and a transmission output shaft. A power take off is disposed in the housing and includes a power take off output shaft and a clutch/brake mechanism having a clutch input hub engaged to and driven by the transmission input shaft, a cage engaged to the clutch input hub, a brake stator and a brake rotor and carrier being selectively engageable with the cage and alternately selectively engageable with the brake stator. An output hub is rotatably driven by the brake rotor; and a biasing member is disposed between the cage and the brake rotor to bias the brake rotor to engagement with the brake stator.

A power-takeoff (PTO) unit for a work vehicle includes a planetary gear driven by an engine of the work vehicle; a PTO spline connected in power transmission to the planetary gear and defining a gear ratio; a hydrostatic transmission driven by the planetary gear to control the gear ratio; a pressure sensor unit for sensing a differential pressure across a loop of the hydrostatic transmission; and a control unit. The control unit is configured to calculate a differential pressure in the loop from a calibration mathematical model representing an unloaded functioning of the PTO spline. The control unit is also configured to calculate a PTO spline torque from a further mathematical model. The model is based on the pressure drop, on pressure signals from the sensor unit, and on kinematic or hydraulic factors of the planetary gear and the hydrostatic transmission.

A method for operating a power take-off shaft of an agricultural tractor with an attachment hoist includes providing a power take-off shaft spatially assigned to the attachment hoist, a hoist controller and a control unit. The method also includes detecting an operating state of the power take-off shaft via a first sensor and an upper operating position of the attachment hoist via a second sensor. The method further includes restricting the upper operating position to a first maximum value by the control unit if the first sensor detects that the power take-off shaft is not operating, and restricting the upper operating position to a second maximum value by the control unit if the first sensor detects that the power take-off shaft is operating, where the second maximum valve is less than the first maximum value.

A power take-off arrangement (1) for a vehicle (5) that includes an input shaft (7), a main transmission member (9), a main coupling device (11), a first power take-off unit (13), a second power take-off unit (17), a first coupling device (15), and a second coupling device (19). The first coupling device (15) and the second coupling device (19) are configured to connect, in an engaged state, a respective power take-off unit (13, 17) to the main transmission member (9). The first and second coupling devices (15, 19) are connected to the main coupling device (11) such that the main coupling device (11) is controlled to be in the engaged state when any one of the first and second coupling devices (15, 19) is in the engaged state.

A power split transmission structure has at least three interfaces to direct driving power from a drive to at least one output in order to supply the driving power to connected consumers. It comprises at least two variator paths which each comprise a summation gearbox communicating with an electric or hydraulic machine via a mechanical and a non-mechanical path in order to modify torque, speed or both of the driving power. A control device regulates the summation gearbox of each of the variator paths. A power electronics system or hydraulic control device is connected to the electric or hydraulic machine of each of the variator paths. The transmission structure directs the driving power via the variator paths such that the electric or hydraulic machine of each variator path is operable in a generator or motor mode in order to compensate for a power shortfall or a power oversupply at at least one outlet of the transmission structure.

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.

A vehicle combining the attributes of a tractor and a utility vehicle includes a three point linkage and other locations to which a plurality of attachments for performing grooming or working operations on a ground or turf surface may be couple. The vehicle includes a front mounted engine, a mid-mounted operator compartment and a rear mounted bed or box. A PTO shaft and/or a hydraulic power system of the vehicle power attachments that require power. A control system and a visual display and data entry device linked thereto are provided for allowing an authorized person to setup, store and thereafter use an operational profile for each attachment that is to be coupled to the vehicle. In a rate dependent attachment, the control system maintains the ground speed and the attachment implement in a fixed ratio. A down/up control is used to signal the start and end of an operational sequence to the control system.