2622results about "Differential gearings" patented technology

A drive device for an electric vehicle is provided for reducing the input speed of a motor and transmitting the reduced input speed to an output shaft. The device comprises a first planetary gear set comprising three first planetary gear elements, a first element connected to the motor and a second element connected to a first output shaft, a second planetary gear set comprising three second planetary gear elements, a first element connected to a third element of the three first planetary gear elements, a second element connected to a second output shaft, and a third element fixed, and a third planetary gear set comprising three third planetary gear elements, a first and a second element each connected to two elements of the three first planetary gear elements, and a third element connected to a torque vectoring motor.

Disclosed is a power distribution device, including: a case rotatably provided; a first side gear connected to a first wheel; a second side gear connected to a second wheel; a pinion gear meshed with the first side gear and the second side gear; a cage provided to support the pinion gear and to be capable of relative rotation with respect to the case; a first lock plate contacting and spaced apart from the first side gear such that the first side gear is synchronized and unsynchronized with the case; and a second lock plate contacting and spaced apart from the cage such that the cage is synchronized and unsynchronized with the case. Accordingly, it is possible to improve a size, mountability, weight and cost, and to suppress unintentional release of the lock differential, as the disconnecting function and lock differential function are implemented.

A system and method for a multi-speed electric axle. The multi-speed electric axle includes, in one example, an electric machine rotationally coupled to sun gear in a first planetary gear set, a second planetary gear set rotationally coupled to a carrier in the first planetary gear set, a third planetary gear set rotationally coupled to the second planetary gear set, and a differential rotationally coupled to the third planetary gear set. In the multi-speed electric axle, the electric machine, the first planetary gear set, the second planetary gear set, the third planetary gear set, and the differential are coaxially arranged.

An axle assembly comprising a differential carrier, a differential assembly, a drive pinion, and a drive pinion brake. The drive pinion brake is mounted to the differential carrier. The differential carrier supports the differential assembly. The drive pinion brake is operable to apply a brake torque to inhibit rotation of the drive pinion.

A disconnectable differential assembly has a reduced axial length and a side gear disconnectable from an axle shaft via a clutch unit. Various components of the disconnect mechanism are axially aligned and concentric to reduce the axial length. An output hub splined on the axle shaft and is actuatable, via an axially shiftable armature, into toothed engagement with the side gear via respective axially extending teeth. The output hub and armature include radially extending flanges that are axially adjacent and radially aligned with the teeth so that force is transmitted to the teeth at the same diameter. A thrust bearing is disposed between the flanges so that the output hub rotates relative to the armature. The side gear is supported for rotation on the axle shaft, and a bearing is disposed radially therebetween to improve radial alignment of the second side gear with the output hub.

A front differential includes an outer ring spline mounted on an inner housing for rotation with the ring gear joinder, an inner ring spline mounted on one of the semi-axle gears, and a plurality of friction members disposed between the inner ring and the outer ring. The friction members are interleaved plates which can create a partial friction state and a fully locked state of the front differential through application of axial pressure force. The spline mounting of the inner and outer rings allows axial movement so the axial pressure force application is more accurate despite manufacturing tolerances. A ball bearing is arranged between the differential housing and the ring gear joinder. The ball bearing is connected to the differential housing by a clearance fit which allows the ball bearing to move axially relative to the differential housing.

Proposed is a disconnector apparatus including a casing having therein a support ring and one side gear, and a clutch ring having a first clutch part disposed on an inner-diameter portion of the clutch ring at one side of the clutch ring facing one side gear, and a second clutch part disposed on one inner surface of the inner-diameter portion, in which the first clutch part engages with a third clutch part disposed on an outer-diameter portion of the support ring at one side of the support ring, and the second clutch part engages with a fourth clutch part disposed on one surface of the one side gear.

The present invention relates to an inter-axle coupling part (1) for coupling either a first front axle (3) to a second front axle (4), or a first rear axle (5) to a second rear axle (6). The inter-axle coupling part (1) is connectable to a first coupling shaft (21) leading away from an auxiliary transmission (2). The inter-axle coupling part (1) comprises a first axle differential (17) for the first front axle (3) or the second rear axle (6); an inter-axle differential (20); and a second axle differential (19) for the second front axle (4) or the first rear axle (5). The inter-axle differential (20) is connectable with the first coupling shaft (21) and connected to the first axle differential (17) and the second axle differential (19). The axle differential (20) comprises a carrier (111) for engaging a geared portion of an input shaft; a housing (103) fixedly connected to the carrier (111); and six pins with planet gears (104) mounted on the housing (103) for engaging a geared portion of a first or second output shaft. The output torques are directed to opposite sides.

The invention relates to the technical field of intelligent oil injection control, in particular to a limited slip differential gear oil performance directional optimization method and system.The limited slip differential gear oil performance directional optimization method comprises the following steps that the temperature rise rate is collected through a temperature sensor to calculate the gear shaft elongation, and a meshing clearance trend vector is generated by combining differential temperature time sequence analysis; the stability correction is calculated by fusing oil film thickness data, the injection angle compensation driving servo motor is solved based on vector projection, the adhesion factor index is constructed by coupling the oil injection feedback and the oil film difference, the oil product meeting the tension condition is switched when the limit is exceeded, and the lubrication recovery performance is evaluated. According to the method, gear shaft temperature rise and differential mechanism temperature gradient data are collected in real time, meshing clearance accurate prediction is achieved by combining expansion coefficient analysis, stability judgment is improved by fusing oil film thickness data, jet precision is optimized based on a vector projection dynamic compensation jet angle, and an adhesion factor index containing a phase difference is constructed to achieve lubrication attenuation early warning. And oil products are accurately switched by dynamically matching tension and viscosity threshold values, so that friction loss is reduced.

A coaxial electrified drive axle is provided for a vehicle. The coaxial electrified drive axle has an electric motor connected to a gear box housing containing a stepped planetary gear set operatively coupling a drive shaft of the electric motor to a linkshaft and an output shaft through a differential assembly. The differential assembly is contained within a carrier which also supports the planet gears through planet pins. The carrier is supported by a single carrier support bearing. The drive shaft, the linkshaft, and the output shaft are coaxial and share a common axis of rotation.

A drive assembly for a motor vehicle drivetrain includes a differential configured for driving a first output shaft and a second output shaft about a center axis and for allowing the first output shaft and the second output shaft to rotate about the center axis at different speeds, and planet gears each rotatably mounted on a respective planet carrier. The planet gears each include a radially extending surface and blades circumferentially spaced part from each other. The blades axially protrude from the radially extending surface for directing a fluid flow axially toward the differential during operation of the drive assembly.

According to the free wheel type antiskid differential mechanism, a half axle gear 3 is meshed with a first planetary gear 4, the first planetary gear 4 is meshed with a second planetary gear 5, and therefore when the first planetary gear 4 and the second planetary gear 5 do not revolve, the half axle gear 3 rotates, the rotating direction of the second planetary gear 5 is the same as that of the half axle gear 3, and the second planetary gear 5 is meshed with an inner gear ring 6; the inner gear ring 6 is fixedly connected with the outer gear ring 7, so that the rotation direction of the outer gear ring 7 is the same as that of the half axle gear 3, and the outer gear ring 7 and the half axle gear 3 are jointly meshed with a free gear, so that a structure with a zero arm of force is formed; if the half shaft on one side is not stressed due to slipping or suspension of the vehicle, the planetary gears 4 and 5 of the half shaft on the stressed side revolve to enable the outer gear ring 7 to rotate, the outer gear ring 7 and the half shaft gear 3 are in a locking state due to the fact that the force arm is zero, then escaping is achieved, instant response in the whole process is not delayed, and the service life of the vehicle is prolonged. Due to the fact that the force arm is zero in locking, friction loss is not generated, the pure mechanical structure supports large torque, and the device can be applied to various scenes such as off-road vehicles and heavy trucks.

An electric drive system in a battery electric vehicle (BEV) includes an output shaft, configured to couple with a drive wheel of the BEV, having a face gear at a distal end; a differential, including a reduced diameter pinion gear cage receiving reduced axial length pinion gears rotatably connected to the reduced diameter pinion gear cage via gear pins; and a housing that receives the differential having an outer surface that is configured to couple to a rotating electrical machine of the BEV, such that the reduced axial length pinion gears engage the face gear and permit angular displacement of the output shaft relative to another output shaft.

Differential lock for a differential gear, the differential lock comprising an axially fixed first clutch part (7) and a second clutch part (8) which is axially displaceable between a first switching position and a second switching position, wherein the clutch parts (7, 8) each have a first toothing (12, 15) and at least one further toothing (14, 17) for transmitting a torque, wherein the toothings (12, 14, 15, 17) are disengaged in the first switching position and engaged with one another in the second switching position, differential gear for a driven vehicle axle, wherein the differential gear has such a differential lock, and driven vehicle axle, wherein the vehicle axle has such a differential gear.

A transmission assembly for a motor vehicle includes a transmission housing, a spur gearing in the housing having an input gear and an output gear, which are connected to one another, a differential gearing in the housing, wherein the differential gearing has a differential cage connected to the output gear for conjoint rotation, and numerous compensating gears rotatably supported in the cage, a sump that defines a fluid level in the transmission housing when the installed transmission assembly is stationary, and a shielding shell in the transmission housing, which surrounds the output gear and the differential cage, at least below the fluid level, to shield them against the sump, wherein the shell has a first channel, wherein fluid in the shell can be conveyed from the shell along the first channel to at least one area in the transmission assembly.

An electric drive unit has a first electric engine with a first rotor, a second electric engine which with a second rotor, and a gear unit having a differential, which has exactly three first shafts arranged coaxially to each other. The three first shafts are a sum shaft to which the first rotor is connected in such a way that torques supplied by the first rotor can be introduced into the gear unit via the sum shaft, a first differential shaft coupled to a first vehicle wheel in such a way that torques can be discharged from the gear unit via the first differential shaft and transmitted onto the first vehicle wheel, and a second differential shaft coupled to a second vehicle wheel in such a way that torques can be discharged from the gear unit via the second differential shaft and transmitted onto the second vehicle wheel.

The invention relates to an actuator arrangement comprising: a housing part (3) with a sleeve-shaped section (5) and a flange-shaped section (6); a ball ramp mechanism (4) with a support disc (7) and an actuating disc (8), wherein at least the support disc (7) is radially spaced from an outer surface (36) of the sleeve-shaped section (5); an actuating element (17) which is axially movable coaxially to the ball ramp mechanism (4) on the flange-shaped section (6) of the housing part (3), wherein an annular gap is formed between the outer surface (36) of the sleeve-shaped section (5) and the actuating element (17); and a spring element (23) which is arranged radially outside an actuating surface of the actuating element (17) axially between the housing part (3) and the actuating element (17) in order to exert a restoring force on the actuating element (17). The invention further relates to a differential arrangement with such an actuator arrangement.

A vehicle drive device includes a rotating electric machine disposed on a first axis, an output gear mechanism and an output member disposed on a second axis, and a case that houses these elements. The second axis is disposed below the first axis, a suction port of an oil pump is disposed below the first axis and the second axis and between the first axis and the second axis in a width direction, an outermost gear is disposed so that a direction of rotation at a lower end portion of the outermost gear during forward movement of a vehicle points toward the suction port, and a part of a peripheral wall section of the case that faces a lower surface of the rotating electric machine is inclined downward toward the suction port.

A hybrid drive system for a motor vehicle includes an internal combustion engine having a crankshaft, an electric motor having a rotor, and a gearbox having a cylindrical gear unit with an input shaft coupled or coupleable to the crankshaft for conjoint rotation and an output shaft arranged parallel to the input shaft. The gearbox includes a planetary gear with a first element, a second element, and a third element. The system also includes a differential gearing. The rotor of the electric motor is coupled to the input shaft in such a way that torques provided by the electric motor via the rotor can be introduced into the gearbox via the input shaft. The input shaft is connected to the first element for conjoint rotation. The second element is connected to a first fixed gear for conjoint rotation.

A lockable differential assembly includes a lock plate that is rotatable about a rotational axis. The differential assembly also includes actuator assembly having a stator and an armature, the actuator assembly being switchable between energized and de-energized states. A radial alignment of the stator is provided based on a piloting feature provided at an outer diameter of the stator housing. A slip ring assembly configured to axially translate based on the locked state or the unlocked state of the differential assembly is provided, including a slip ring that interfaces with the armature at a slip surface, and one or more pins rotationally coupling the slip ring to the lock plate. The slip ring assembly is configured to transmit an axial locking force and an axial return force between the actuator assembly and the lock plate.

An electric drive system in a battery electric vehicle (BEV) includes an output shaft, configured to couple with a drive wheel of the BEV, having a face gear at a distal end; a differential, including a pinion gear cage receiving pinion gears rotatably connected to the pinion gear cage via gear pins, having radially-outwardly-facing gear teeth that are oriented at a non-zero angle relative to an axis of rotation; and a housing receiving the differential that is configured to couple to a rotating electrical machine of the BEV, and engages the radially-outwardly-facing gear teeth preventing radial and axial movement of the differential relative to the housing, wherein the pinion gears engage the face gear and permit angular displacement of the output shaft relative to another output shaft.

The invention provides a wind generating set, a differential speed regulation device and a control method thereof, the wind generating set comprises the differential speed regulation device, a multi-port converter and an electro-magnetic synchronous generator, and the differential speed regulation device comprises a permanent magnet motor, a differential planetary gear train, a quasi planetary gear train and a speed regulation motor. A permanent magnet motor rotor is connected with a differential planetary gear train planet carrier, and a speed regulating motor rotor is connected with a quasi planetary gear train sun gear. The differential planetary gear train sun gear drives the electro-magnetic synchronous generator rotor to operate at a first preset rotating speed. One port of the multi-port converter is connected with the permanent magnet motor stator, one port is connected with the speed regulation motor stator, and the other port is connected with the electro-magnetic synchronous generator rotor through the slip ring. According to the differential speed regulation device, variable-speed input, self-energized speed regulation and constant-speed output are achieved, and the differential speed regulation device is compact in overall structure, small in size and light in weight; the black start can be realized without taking power from a power grid; and the electro-magnetic synchronous generator is directly connected to the grid, so that the power grid supporting capacity is high.

In a left-right wheel drive device (10) that accommodates, in a casing (4), two electric motors (1, 2) spaced apart from each other and a planetary gear mechanism (3) arranged so as to be offset on a first side in an axial direction, a pair of motor shafts (11), a pair of counter shafts (12), and two output shafts (13, 14) are arranged in parallel. The first output shaft (13) is arranged on the first side from the planetary gear mechanism (3) and is fixed with a carrier (3C) at an end portion of a second side thereof. The second output shaft (14) is longer than the first output shaft (13) and is fixed with the second sun gear (3S2) at an end portion on the first side thereof. The second output shaft (14) is rotatably supported by roller bearings (35, 36) at the end portion on the second side and a position on the second side from a driven gear meshing with the second counter gear.

The invention discloses a transmission mechanism and an all-terrain vehicle using the transmission mechanism, the transmission mechanism comprises a linkage assembly, an output shaft, two sets of transmission parts, a sensor module and a controller, the linkage assembly is connected with the output shaft, and the two sets of transmission parts are arranged on the two sides of the linkage assembly respectively; each transmission part comprises a first transmission part, a second transmission part, a supporting part, a first friction part, a second friction part, an extrusion module and a driving unit, the first transmission parts are connected with the output shaft, the second transmission parts are rotationally connected with the supporting parts, and the first friction parts are connected with the first transmission parts; the second friction piece is connected with the second transmission piece and abuts against the first friction piece, the extrusion module abuts against the first friction piece or the second friction piece, the driving unit is connected with the extrusion module, and the controller is electrically connected with the driving unit and the sensor module. According to the transmission mechanism, the power loss is reduced, the all-terrain vehicle is helped to escape, and the control stability of a driver is improved.

A method for controlling a torque transfer device for a vehicle may include identifying a self-locking state of the torque transfer device. The method further may include determining a drivetrain unlocking torque necessary to unlock the torque transfer device in response to identifying the self-locking state. The method further may include determining a drivetrain compensation torque necessary to counteract a drivetrain unlocking torque dynamic effect of the drivetrain unlocking torque in response to identifying the self-locking state. The method further may include applying the drivetrain unlocking torque and the drivetrain compensation torque using one or more drivetrain components of the vehicle in response to identifying the self-locking state.

A carrier rotatably supports a first pinion gear and a second pinion gear that rotate integrally with each other. One of the carrier and a ring gear is connected to a first gear so as to rotate integrally with the first gear. A second gear meshes with the first gear. The first gear and the second gear are each a double helical gear having a pair of tooth portions with mutually opposite helix directions. The first pinion gear and the second pinion gear are each a helical gear. The helix directions of the tooth portions of the first pinion gear and the second pinion gear are set such that the thrust load that the first pinion gear receives from a sun gear and the thrust load that the second pinion gear receives from the ring gear are opposite to each other.

The invention relates to an assembly (110) for a differential unit (10) of a vehicle (1), comprising: - a differential housing (24a, 24b) having a longitudinal axis (23), the differential housing (24a, 24b) being provided with a plurality of through-holes (25) formed therein; - a differential side gear (18) configured to be connected to a drive shaft (11) capable of being connected to a wheel of a vehicle, the differential side gear (18) being located inside the differential housing (24a) and being rotatably mounted relative to the differential housing (24a) around the longitudinal axis (23); - a blocking system (100) for blocking the differential unit (10) operation, comprising : • a blocking member (30) movable between a released position and a blocking position, and • an actuation system (50) for moving the blocking member (30) between said released and blocking positions.

A transmission (1) for a drive train of a vehicle (100) includes an input shaft (2), a first output shaft (3), a second output shaft (4) and a differential arranged in power flow between the input shaft (2) and the two output shafts (3, 4). A first output torque is transmittable onto the first output shaft (3) by the first planetary gear set (5). A support torque of the first planetary gear set (5) is convertible in the second planetary gear set (6) such that a second output torque is transmittable onto the second output shaft (4). The second planetary gear set (6) is axially adjacent to the first planetary gear set (5), and the planet gears (5.4) of the first planetary gear set (5) do not axially overlap the planet gears (6.4) of the second planetary gear set (6). A second gear set element in the first planetary gear set (5) is a ring gear (5.2) and is connected to a first gear set element in the second planetary gear set (6), which is a sun gear (6.1), for conjoint rotation. The sun gear (6.1) of the second planetary gear set (6) is arranged on an end face of the ring gear (5.2) of the first planetary gear set (5) and axially fixed by a securing ring (17).