3772results 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.

Provided is a disconnector apparatus including a casing having therein a support ring and one side gear, one side gear engaging with a pinion gear in the support ring, a first clutch ring connected to a sleeve and having a first clutch part provided at one side directed toward the support ring, and a second clutch ring inserted into the first clutch ring and having a second clutch part provided at one side directed toward one side gear, the second clutch ring having the other side outer-diameter portion to which the sleeve is coupled.

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 lubricant supply system, for a drive apparatus of an electrically operated vehicle having at least one electric machine which outputs power to at least one vehicle wheel via a gear mechanism arrangement, includes an electric machine hydraulic circuit in which a lubricant tank is connected via a suction line to a pressure pump which conveys lubricant to the electric machine via an electric machine supply line, and includes a gear mechanism hydraulic circuit, via which lubricant can be conveyed to the gear mechanism arrangement. The pressure pump is associated as a common pressure pump with both the electric machine hydraulic circuit and the gear mechanism hydraulic circuit so that lubricant during pump operation can be recirculated both in the electric machine hydraulic circuit and in the gear mechanism hydraulic circuit.

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.

An electronic differential disconnect clutch includes a differential unit, a first flange, a hub, a second flange, a hub sleeve and a solenoid. The differential unit has a pair of splines arranged for receiving a pair of axle shafts. The first flange has a first face spline and is fixed to the differential unit. The hub is rotatable relative to the differential unit and arranged to receive an input torque. The second flange is rotationally fixed and axially displaceable on the hub and has a second face spline arranged for engaging the first face spline. The hub sleeve is arranged to axially displace the second flange to engage the second face spline with the first face spline. The solenoid is arranged to axially displace the hub sleeve.

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 work vehicle has a chassis supported off the ground by ground-engaging wheels or tracks and two transaxles carried by the chassis. The first transaxle has first wheel end units rotatable about a first wheel axis via a first transaxle gear set to rotate a first set of the ground-engaging wheels or tracks. The second transaxle has second wheel end units rotatable about a second wheel axis via a second transaxle gear set to rotate a second set of the ground-engaging wheels or tracks. The second transaxle includes an electric machine having a shaft rotating about a machine axis, a transmission rotated by the electric machine shaft and configured to effect multiple gear ratios at a range gear, and a drive gear rotatable about the second wheel axis by the range gear of the transmission. A transfer shaft has a first end coupled to an input arrangement that engages the first transaxle gear set and has a second end coupled to an output gear that engages the drive gear to transfer power from the second transaxle to the first transaxle via the transfer shaft.

The invention provides a piston hydraulic type locking structure and a differential mechanism, the piston hydraulic type locking structure comprises a half axle gear, a first shell and a half axle main body, the half axle main body is sleeved with the half axle gear, the half axle gear is sleeved with the first shell, and a piston cavity used for containing a piston body is formed in the joint of the half axle gear and the first shell; the first shell is provided with a first oil duct communicated with the piston cavity, the half axle gear is provided with a second oil duct communicated with the piston cavity, and the first oil duct and the second oil duct are arranged on the two back-to-back faces of the piston body respectively. According to the piston hydraulic type locking structure, the piston body in the piston cavity can be driven by hydraulic oil to change the position, the time consumed in the positioning process can be shortened, then the precise control capacity of a vehicle under the off-road working condition is improved, and the vehicle escaping capacity is improved; the piston hydraulic type locking structure is high in locking efficiency, accurate in locking, simple in overall structure, easy to machine and assemble and low in production cost.

The invention relates to a vehicle control method, a controller and a vehicle, and the control method comprises the following steps: when a locking instruction is received, firstly controlling a wheel end decoupler of a differential mechanism of the vehicle to execute a coupling operation, and then controlling a differential lock of the differential mechanism to execute a locking operation. According to the control method of the vehicle, when the differential lock is locked, the wheel end decoupler is coupled in advance. According to the wheel end decoupler, the problem that locking fails due to the fact that locking operation is executed under the condition that the wheel end is not coupled in the prior art is solved, and it is guaranteed that the differential lock function is normally achieved.

The present disclosure relates to an electronic locking differential gear mechanism having a lock detection mechanism for sensing and indication of a locked and unlocked state of the locking mechanism. The electronic locking differential gear mechanism includes an electronic stator which, when activated, rotates a ramped collar about an axis of the mechanism. The ramps of the ramped collar axially displace a plurality of push rods, which displace a locking collar and cause it to engage with a locker gear, placing the mechanism in a locked state. A sensor assembly detects the displacement of a sensing plate which is displaced along with the push rods, and thereby senses whether the mechanism is in a locked or unlocked state.

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.

Methods and systems are provided for an electric axle. The electric axle system includes, in one example, a first electric machine and a planetary reduction differential configured to receive mechanical power from the first electric machine. The planetary reduction differential includes a first planetary gear set directly rotationally coupled to a second planetary gear set. In the electric axle system, a sun gear in the first planetary gear set is directly coupled to an input shaft of the planetary reduction differential.

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.

A transmission includes an input shaft, configured for receiving torque applied by a motor, a gear system, a differential, at least one output shaft, and a disconnect unit which is switchable between an engaged and a disengaged state. In the engaged state the input shaft is connected to the output shaft via the gear system and the differential for driving the at least one output shaft, and in the disengaged state the at least one output shaft is disconnected from the input shaft. An (electric) vehicle including such a transmission.

According to the differential lock automatic control method and system and the vehicle, whether the vehicle is in a special road condition or not is recognized through navigation and a camera, a vehicle suspension jumping signal is obtained through an air suspension sensor, and the vehicle wheel speed difference, the vehicle speed, the front-back inclination angle and the left-right inclination angle are combined; if it is judged that the vehicle is located on the specified special road surface, the vehicle speed is lower than the set threshold value and the left and right wheel speed difference is smaller than the set threshold value, the differential lock automatically intervenes, if it is judged that the vehicle leaves the specified special road surface or the vehicle speed exceeds the preset value, the differential lock automatically exits, intelligent differential lock control is achieved, and the driving experience of customers is effectively improved.

An assembly is provided for an aircraft powerplant. This assembly includes a differential geartrain, a first rotating assembly, a second rotating assembly, a first actuator and a second actuator. The differential geartrain includes a sun gear, a ring gear, a plurality of intermediate gears and a carrier. The first rotating assembly is coupled to the differential geartrain through the carrier. The first rotating assembly includes a first turbine rotor. The second rotating assembly is coupled to the differential geartrain through the ring gear. The second rotating assembly includes a second turbine rotor. The first actuator is coupled to the differential geartrain through the ring gear. The second actuator is coupled to the differential geartrain through the sun gear.

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.

A differential gear arrangement for a vehicle. The differential gear arrangement includes a ring gear, a spindle gear, a spindle gear carrier, a side gear and an output shaft. The spindle gear is carried by the spindle gear carrier and rotatable relative to the spindle gear carrier. The spindle gear and the side gear are engaged with each other. The side gear is rotationally connected to the output shaft. The ring gear is arranged to drive the output shaft by rotating the spindle gear carrier when the ring gear and the spindle gear carrier are rotationally connected to each other. The ring gear and the spindle gear carrier are rotationally disconnectable from each other by axial displacement of the spindle gear carrier relative to the ring gear and the 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.

Methods and systems are provided for an electric axle. The electric axle system includes, in one example, an electric machine and a multi-speed transmission that is rotationally coupled to the electric machine and rotationally coupled to two output shafts. The transmission includes a differential rotationally coupled and positioned coaxial to a mode planetary gear set. In the electric axle system, the mode planetary gear set is a meshed planet compound planetary gear set and a mode clutch in the transmission is configured to selectively shift the mode planetary gear set between a first mode and a second mode.

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.

Methods and systems are provided for an electric axle. The electric axle system includes, in one example, an electric machine, a multi-speed transmission that is rotationally coupled to the electric machine, rotationally coupled to two output shafts, and including a Ravigneaux gear set rotationally coupled and positioned coaxial to a differential. The electric axle system further includes a mode clutch configured to selectively ground a carrier or a ring gear in the Ravigneaux gear set, ground a sun gear in the Ravigneaux gear set, and couple the carrier or the ring gear to the sun gear in the Ravigneaux gear set.

A driving system used for torque control is provided with: first and second speed sensors on first and second shafts; first output devices drivingly coupled to the first and second shaft; and an electronic control unit electrically connected to the first and second speed sensors and the first and second output devices and including a storage unit storing one or more values of differential torque ratios, the electronic control unit being configured to fetch a target torque value, determine a rotation speed difference, determine a sign from the determined difference and the target torque value, fetch one of the values from the storage unit, calculate from the fetched value and the determined sign a first distribution ratio, and perform control to cause the first and second output devices to output torques obtained by multiplying the calculated first distribution ratios by the target torque value.