A drive device for a motor vehicle, with a first drive assembly, a second drive assembly, and an auxiliary drive having at least one auxiliary assembly. The auxiliary drive being coupled to or can be coupled to, respectively, the first drive assembly and the second drive assembly via an epicyclic gear transmission. The auxiliary drive is coupled to a first transmission element of the epicyclic gear transmission. In this case, a second transmission element of the epicyclic gear transmission is coupled by a gearshift transmission, which is shifted in a speed-dependent manner, to an auxiliary-drive drive shaft, which is coupled to or can be coupled to the first drive assembly.

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 transmission apparatus D that can avoid size-up of a starter through reduction of load torque required at the time of start-up of an engine, includes a traveling transmission device D1 configured to transmit power outputted from an engine 3a via a forward/reverse switching mechanism 50 acting also as a main clutch mechanism, a hydrostatic stepless speed changer mechanism 20 acting as a main speed changer mechanism, a planetary gear mechanism 40 and an auxiliary speed changer mechanism 60 to traveling components such as front wheels 1, rear wheels 2, etc., and an implement transmission device D2 configured to transmit the power outputted from the engine 3a via an implement clutch 70, an implement speed changer mechanism 71, and a PTO shaft 7 to an implement.

A drive device for a motor vehicle. A first drive assembly, a second drive assembly, and an epicyclic gear train, via which the first drive assembly and the second drive assembly can be coupled to each other and to a driven shaft of the drive device. The first drive assembly is coupled to a first transmission element, the second drive assembly is coupled to a second transmission element, and the driven shaft is coupled to a third transmission element of the epicyclic gear train. The epicyclic gear train has a locking clutch for coupling of the second transmission element and the third transmission element to each other and the first transmission element can be braked by means of a braking device.

A drive device for a motor vehicle, comprising a first drive assembly, a second drive assembly, and an epicyclic gear train coupled to the second drive assembly, wherein the second drive assembly can be coupled to a driven shaft of the drive device via the epicyclic gear train and to the first drive assembly by means of a shift clutch. It is hereby provided that a secondary drive shaft of an at least one secondary drive of the drive device having a secondary assembly is coupled to the epicyclic gear train. The invention further relates to a method for operating a drive device for a motor vehicle.

A power distribution assembly integrated into the lower engine housing of an internal combustion engine, the assembly having a drive train with a T-box output configuration and power take off driven by the crankshaft of the engine. The drive train may power the input shafts of a pair of independent, variable drive transmissions. In one embodiment, a single actuator engages a manual clutch/brake mechanism that controls the output shaft of the power take off. In other embodiments, an electric clutch affords control of the power take off mechanism. In further embodiments, a hydraulic clutch/brake assembly allows control of the power take off, and an additional hydraulic clutch assembly may be used to control the outputs of the T-box.

A power take-off system and method is provided for a vehicle that includes an internal combustion engine, an electrical generator, an electrical machine, a power take-off summing planetary and a power take-off brake. The power take-off system includes a controller and a human-machine interface. The controller is configured to receive an input from the human-machine interface to select one of a variable speed power take-off mode, an electrical power generation mode, and a full power fixed ratio power take-off mode of operation. In the variable speed power take-off mode, electrical power from the electrical generator and rotational power by the power take-off system are output, and the electrical machine receives electricity and provides rotational power. In the electrical power generation mode, the electrical generator and the electrical machine both provide electrical power. In the full power fixed ratio mode, no electrical power is provided.

A high efficiency work vehicle drivetrain contains a variator having an inline dual planetary configuration. The work vehicle drivetrain includes an engine, an auxiliary power takeoff (PTO) shaft coupled to the engine and rotatable about a primary power path axis when driven by the engine, and the variator assembly. The variator assembly includes a variator motor and a variator gearbox. The variator gearbox contains a planetary gear system, which is coupled to the variator motor and to the auxiliary PTO shaft. The planetary gear system is rotatable about a planetary axis, which is coaxial with the primary power path axis.

Described herein is an exemplary torque sensing assembly for a feed mixer that includes, a frame of a feed mixer, the frame having a first frame portion and a second frame portion; a transmission having at least two speeds, a housing, an input shaft, and an output shaft, a load cell secured to a second frame portion of the frame; a mounting plate having a first side portion and a second side portion situated opposite the first side, the transmission secured by a plurality of fasteners to a top surface of the mounting plate, hinge rotatably connecting the first side portion to the first frame portion, and a load contact point situated in contact with the load cell, wherein a resultant torque is impartable to the housing to provide a downward force on the load cell, via the load contact point.

A driveline for vehicles provided with a dual function CVT is described herein. The driveline includes a dual function CVT that can be used both to power the ground engaging wheels of the vehicle and to power an accessory drive thereof.