A transmission for an agricultural or heavy load vehicle is provided, and includes a central drive shaft, at least one planetary gearset comprising a planet carrier, at least one output drive element, and one brake device. The drive shaft is connected to the output drive element via the planetary gearset. The brake device is located between the planet carrier and the output drive element in the form of a ring gear, such that the output drive element can be coupled to the planet carrier via the brake device.

A control device for an automatic transmission is provided, which includes a vehicle-propelling friction engagement element configured to be engaged when a vehicle starts traveling, an other friction engagement element, a vehicle-propelling friction engagement element temperature detector configured to detect a temperature of the vehicle-propelling friction engagement element, an input speed detector configured to detect an input speed of the automatic transmission, and a processor configured to execute lubricant supply control logic to control supply of lubricant to the vehicle-propelling friction engagement element and the other friction engagement element. The lubricant supply control logic switches the supply amount of lubricant to the vehicle-propelling friction engagement element according to the temperature of the vehicle-propelling friction engagement element, and switches the supply amount of lubricant to the other friction engagement element according to the input speed.

Disclosed is an actuator for a parking brake. In accordance with an aspect of the disclosure an actuator for a parking brake includes a motor generating power; a reduction gear portion including a driving gear rotating in association with a drive shaft of the motor, and a sun gear coupled to the drive gear to rotate together; a housing in which the motor and the reduction gear portion are accommodated; and a locking portion configured to limit rotation of the reduction gear portion; wherein the locking portion is further configured to a pair of locking members configured to restrain and release at least a part of a rotation shaft of the sun gear, a plurality of elastic members supporting each of the locking members in a direction of the rotation shaft of the sun gear, an electromagnet member configured to separate the pair of locking members from the sun gear by generating an electromagnetic force when the power is applied.

Disclosed is an actuator for a parking brake. In accordance with an aspect of the disclosure an actuator for a parking brake includes a motor generating power; a reduction gear portion configured to transmit the power of the motor to a parking portion implementing a parking braking of a vehicle; a housing in which the motor and the reduction gear portion are accommodated; a housing cover for closing the housing; and a locking portion configured to limit rotation of the reduction gear portion; wherein the locking portion is configured to a locking member that is provided to be movable in an axial direction of the reduction gear portion and is close contact with or spaced apart from the reduction gear portion, an elastic member elastically supporting the locking member toward the reduction gear portion, an electromagnet member configured to separate the locking member from the reduction gear portion by generating an electromagnetic force when the power is applied.

An arrangement for a shifting brake device. The arrangement includes a housing, a reaction plate and a snap ring. The housing and the reaction plate are mechanically connected to each other and the snap ring is arranged in a groove of the housing for locking the reaction plate to the housing such that displacement of the reaction plate relative to the housing in an axial direction is prevented. The groove is arranged on an outside surface of the housing.

A drive apparatus includes a first variable speed drive mechanism, a second variable speed drive mechanism, a first output half shaft, and a second output half shaft. The first variable speed drive mechanism includes a first reduction gear, a first planetary gear system, and a first brake mechanism. The second variable speed drive mechanism includes a second reduction gear, a second planetary gear system, and a second brake mechanism. The first planetary gear system includes a first sun gear, a first gear ring, a first planetary gear, and a first planet carrier. The first reduction gear is engaged with the first sun gear.

A drive apparatus includes a first variable speed drive mechanism, a second variable speed drive mechanism, a first output half shaft, and a second output half shaft. The first variable speed drive mechanism includes a first reduction gear, a first planetary gear system, and a first brake mechanism. The second variable speed drive mechanism includes a second reduction gear, a second planetary gear system, and a second brake mechanism. The first planetary gear system includes a first sun gear, a first gear ring, a first planetary gear, and a first planet carrier. The first reduction gear is engaged with the first sun gear.

A control device for an automatic transmission is provided, which includes a vehicle-propelling friction engagement element configured to be engaged when a vehicle starts traveling, an other friction engagement element, a vehicle-propelling friction engagement element temperature detector configured to detect a temperature of the vehicle-propelling friction engagement element, an other friction engagement element temperature detector configured to detect a temperature of the other friction engagement element, and a processor configured to execute lubricant supply control logic to control supply of lubricant to the vehicle-propelling friction engagement element and the other friction engagement element. The lubricant supply control logic switches the supply amount of lubricant to the vehicle-propelling friction engagement element according to the temperature of the vehicle-propelling friction engagement element, and switches the supply amount of lubricant to the other friction engagement element according to the temperature of the other friction engagement element.

A shifting assembly for a transmission at least has a first component, a second component, and a third component, the components interacting according to the shift state in that a friction clutch is arranged between the first component and the second component, a positively-locking clutch is arranged between the second component and the third component, and a freewheel unit is arranged between the second component and the third component. A connection means is provided which connects a clutch part of the friction clutch to a clutch part of the positively-locking clutch.

A power transmission apparatus of a hybrid vehicle including an engine and a first motor-generator and a second motor-generator includes a compound planetary gear set engaged to a first motor shaft of the first motor-generator, and configured to receive an engine torque from the engine through a one-way clutch, to receive a motor torque of the first motor-generator, and to output an output torque as a combination of the engine torque and the motor torque through a drive gear, a motor shaft gear fixedly connected to a second motor shaft of the second motor-generator, and an output shaft disposed in parallel to and between an engine torque shaft connected to the engine and the second motor shaft connected to the second motor, and gear-meshed with the drive gear and the motor shaft gear respectively through a driven gear.