627results about "Gearing control" patented technology

A variety of transmission mechanisms are provided that include split pulleys nested within each other in order to reduce the size of the transmissions, to provide infinitely variable transmission ratios that include forward and reverse ratios, or to provide some other benefits. These transmissions include "W"-shaped belts, having both contact surfaces that are directed outward from the belt and inward, toward a center-line of the belt, to contact the pulleys with respective different inward- and outward-directed contact surfaces. Accordingly, the surfaces at which the belt contacts the different pulleys may be substantially the same with respect to a hinge or other structure of the belt. This improvement may permit higher levels of power transmission, increased efficiency, and increased transmission lifetime. Additionally, variable-eccentricity variable transmissions are provided wherein the eccentricity of rotation of an inner, nested pulley varies with changes in the transmission ratio of the transmission.

Disclosed is an electronic shift control apparatus capable of switching modes between a manual shift operation and an automatic shift operation according to an intention of a driver, and restricting a stroke of a shift lever in a shift direction differently according to whether the shift lever is in the automatic shift mode or the manual shift mode, therefore, the convenience of the gear shifting operation is improved, and the identifiability of the gear shifting operation is enhanced.

This concerns how to drive a pedal-driven vehicle. [Solution] A method for driving a pedal-driven vehicle, wherein the pedal-driven vehicle 200 comprises at least one drive unit 201 that provides driving torque to propel the pedal-driven vehicle, a gear shift mechanism 202 that provides a variable gear ratio, a control unit 203, and at least one gripping unit 204. The method comprises the steps of: grasping the driving torque provided by the drive unit and the driving speed of the drive unit, in particular by the gripping unit; and adapting at least one operating parameter of the gear shift mechanism according to the driving torque and / or driving speed and / or driving power provided by the drive unit.

A work machine includes a drive source, a transmission, a travel device, a brake device, and a controller. The transmission is connected to the drive source. The travel device is connected to the transmission and causes the work machine to travel. The brake device brakes the travel device. The controller acquires a brake command in order to brake the work machine. The controller determines a target braking force in response to the brake command. The controller acquires transmission information indicating a state of the transmission. The controller calculates an inertial braking force from the transmission based on the transmission information. The controller controls a braking force of the brake device based on a difference between the target braking force and the inertial braking force.

The invention relates to a gearshift arrangement (6) for a bicycle, in particular a bicycle with an auxiliary motor. The gearshift arrangement (6) is specifically designed for a hub gear. The gearshift arrangement has a hollow main transmission shaft (12) on which a driver (26) is rotatably mounted. At least one planetary gear (29a) is provided, which has at least one gear component (27, 29) rotatably mounted on the main transmission shaft in the form of a planet carrier (27) or a sun gear (29). A clutch (30, 31) has a clutch element (30a, 31a) that is axially displaceable between an engaged and a disengaged switching state. In the engaged switching state, the gear component is rotationally fixed to the main transmission shaft and is freely rotatable relative to the transmission shaft in the disengaged switching state. An actuating element (13) is rotatably mounted in the main transmission shaft.A cam control (45a) connects the actuating element to the axially displaceable coupling element and converts a rotational movement of the actuating element into an axial displacement of the axially displaceable coupling element. The cam control has at least two switching fingers (22) spaced apart from each other in the direction of rotation of the actuating element. The coupling (30, 31) has an axially acting spring (41) that acts on the axially displaceable coupling element (30a, 31a) and moves the axially displaceable coupling element towards the axially stationary coupling element (30b, 31b) of the coupling.

The application relates to a gear shifting control method and system of a two-gear electrically-controlled AMT without a clutch structure, which comprises the following steps: determining a current gear shifting condition based on vehicle operation parameters; constructing an optimization function, which comprises a gear shifting smoothness target function and a gear shifting time target function, and the input parameters of the optimization function are an optimization variable set corresponding to the gear shifting condition; solving the optimization function under the condition of meeting constraints by using a multi-objective optimization algorithm to obtain an optimal solution set composed of multiple sets of gear shifting smoothness target function values and gear shifting time target function values; screening an optimal optimization variable set from the optimal solution set; and outputting control instructions to a power source and a synchronizer according to a preset timing sequence based on the values of the optimization variables in the optimal optimization variable set. The application realizes the collaborative optimization of gear shifting smoothness and rapidness by using a multi-objective optimization algorithm, and adaptively screens the optimal solution according to vehicle positioning, thereby improving gear shifting quality and system reliability.

The disclosure relates to a drive device with an electro-hydraulic drive and a hydraulic auxiliary system which generates an auxiliary torque which, if necessary, counteracts a main torque of the electro-hydraulic drive.

The two-gear transmission comprises an input shaft and an output shaft, the front end of the output shaft is connected with a front drive, the rear end of the output shaft is connected with a power take-off mechanism, a low-gear driving gear and a high-gear driving gear are fixedly arranged on the input shaft, and a low-gear driven gear and a high-gear driven gear are movably arranged on the output shaft. The low-gear driving gear and the high-gear driving gear are constantly meshed with the low-gear driven gear and the high-gear driven gear respectively, and a gear shifter capable of being selectively connected with the low-gear driven gear or the high-gear driven gear is arranged on the portion, between the low-gear driven gear and the high-gear driven gear, of the output shaft. The large-speed-ratio transmission has the advantages that compared with an existing large-speed-ratio transmission needing complex structures such as an intermediate shaft, the large-speed-ratio transmission is simpler in structure and smaller in size.

The invention relates to a method for operating a drive unit (1) for a working machine (100). The method comprises determining (I) a target acceleration (30) of the drive unit (1). The method comprises determining (II) a target utilization (40) of the drive unit (1) based on the target acceleration (30). The method comprises determining (III) an actual utilization (42; 44; 46; 48) of the drive unit (1). The method comprises comparing (IV) the determined actual utilization (42; 44; 46; 48) with the target utilization (40). The method further comprises determining (V) a longitudinal inclination of the working machine (100) based on the comparison of the actual utilization (42; 44; 46; 48) and the target utilization (40) of the drive unit (1). The invention also relates to a control device (8), a power-split transmission (3) and a working machine (100).

A dual clutch transmission for a motor vehicle power train for selectively coupling rotating transmission members includes a base assembly, a bearing mounted rotating assembly which is rotatable with respect to the base assembly, first and second torque transmission assemblies movable between disengaged and engaged positions, and first and second actuation mechanisms associated with the first and second torque transmissions assemblies. The actuating mechanisms are arranged for moving the respective torque transmission assemblies between the disengaged and engaged positions for selectively coupling the transmission members. The first torque transmission assembly couples two rotating members in the engaged position. The first actuating mechanism includes a hydraulic actuating mechanism having a piston chamber and a piston for moving the first torque transmission assembly between the disengaged and engaged positions. The piston chamber is arranged in the base assembly, and the piston actuates the first torque transmission assembly in the rotating assembly.

System and methods for managing and visualizing torque distribution in vehicles equipped with differential lockers and / or individual corner motors. According to certain examples, the system collects data from various sensors to determine torque values. A lookup table establishes safe torque thresholds based on driving conditions, particularly angles from articulation and steering. The system compares calculated or reported torque values against these thresholds to assess whether applied torque is within safe limits. Real-time visual feedback is dynamically displayed on an interior vehicle interface, showing both current torque application and maximum torque capacity for each wheel through intuitive bar elements. The system can issue alerts and impose torque limits automatically to prevent mechanical failures while enabling confident utilization of full vehicle capabilities.

This application provides a driving control method, device, controller, vehicle, and storage medium. The method includes: in response to a first gear change request, acquiring vehicle steering information and gear information included in the first gear change request; determining whether a cornering coasting downshift condition is met based on the vehicle steering information, gear information, and accelerator pedal opening; if the cornering coasting downshift condition is met, prohibiting gear change, unlocking the torque converter lock-up clutch, and activating the engine speed following function; determining whether a cornering coasting downshift exit condition is met based on at least one of a second gear change request, vehicle steering information, and vehicle speed; if the cornering coasting downshift exit condition is met, releasing the gear change prohibition, engaging the torque converter lock-up clutch, and exiting the engine speed following function, thereby reducing the downshift shock caused by coasting downshifts.

A method of operating an electrified axle assembly includes selecting a reduction stage of a multistage reduction gear set in a split transmission assembly that is longitudinally split across the axle assembly. The method further includes selecting, corresponding to the selected reduction stage, a gear set from a plurality of selectable gear sets to cooperate with the selected reduction stage and provide one of at least three distinct transmission ratios.

A hydraulic drive system 24, in particular for a self-propelled construction machine, comprises at least one hydraulic pump (28) driven by a drive unit (26) for conveying hydraulic fluid, a hydraulic circuit (30) receiving hydraulic fluid conveyed by the at least one hydraulic pump (28) and returning hydraulic fluid to the at least one hydraulic pump, at least one hydraulic motor (32, 34) supplied with hydraulic fluid conveyed by the at least one hydraulic pump (28) via the hydraulic circuit (30), a discharge line arrangement (52) for discharging hydraulic fluid from the hydraulic circuit (30) to a hydraulic fluid accumulator (42), and at least one flushing line (64) supplied from the hydraulic circuit (30) for flushing at least one hydraulic component of the hydraulic drive system (40) with hydraulic fluid.wherein at least one flushing line (64) branches off from the discharge line arrangement (52) and / or forms a line section of the discharge line arrangement (52).

The present disclosure relates to a computer system (100) for a powertrain system (11) of a vehicle (10), the powertrain system comprising an internal combustion engine (12) connectable to one or more drive wheels (21), a transmission arrangement (17) arranged to be coupled to the internal combustion engine by means of a controllable clutch (14), the transmission arrangement having a gearbox (16) with a displaceable gear engaging device (30), the gear engaging device being displaceable between a gear wheel disengaging position and a gear wheel engaging position, wherein the computer system comprises processing circuitry (102) configured to selectively operate the powertrain system in a number of operational modes comprising at least an engine stop freewheeling mode (ES-FM), in which an output shaft of the engine is non-rotating, and the engine is disconnected from the one or more drive wheels, and wherein the processing circuitry is further configured to determine, during the engine stop freewheeling mode, that a position (31) of the gear engaging device is different from an expected position (32) of the gear engaging device for an engaged gear; and, in response to that the position of the gear engaging device is determined to be different from the expected position, determine to return the gear engaging device to the expected position.

Shift control method for a vehicle with a dual clutch transmission, comprising the shift control method: a disengagement start process (S10) of the, when a power-on downshift is initiated, causing a control device to initiate the disengagement of a disengagement-side clutch, so that an engine speed increases to above a speed of the disengagement-side clutch, a first initialization process (S40) of causing the control device to set a torque of the release-side clutch calculated by means of a torque model of the release-side clutch as the pilot torque and causing the torque of the release-side clutch to converge to the pilot torque during a first reference period, a first control process (S50) of which, when the first reference time has elapsed, causes the control device to calculate a feedback torque as a function of a clutch slip change rate and to control the torque of the disengaging clutch using the sum of the feedforward torque and the feedback torque, and a first torque transfer operation (S60) of the, when the control device determines that a preparation for carrying out a torque phase during the execution of the first control operation (S50) is completed, causing the control device to disengage the disengaging clutch for a predetermined second reference time period, so that the torque of an engaging clutch increases in accordance with the torque of the motor.

The application discloses a variable speed system and an all-terrain vehicle, and the variable speed system comprises a box, an input shaft, a free gear, a synchronous gear, a shift fork shaft, a shift fork and an electromagnetic clutch assembly. The box is arranged to form a containing cavity. The input shaft is installed on the box. The free gear is installed on the input shaft and is in clearance fit with the input shaft. The synchronous gear is connected with the input shaft through a spline and can move along the input shaft in the axial direction to make the synchronous gear engage or separate from the free gear. The shift fork shaft is fixed to the box, and the shift fork is sleeved on the shift fork shaft and can move along the shift fork shaft in the axial direction. The electromagnetic clutch assembly comprises two electromagnetic clutches arranged along the shift fork shaft in the axial direction, and the shift fork is located between the two electromagnetic clutches. The electromagnetic clutches are switched to switch the combination of the synchronous gear and the free gear. Through the above arrangement, the structure of the variable speed system is simpler, and the overall cost is lower.

This invention provides a controllable bidirectional overrunning clutch and transmission, comprising a star wheel and an engagement control assembly. The engagement control assembly includes an engagement control member, a shift ring, an engagement control disc A, and an engagement control disc B. The shift ring is disposed on both sides of the clutch and is connected by the engagement control member. Both engagement control discs A and B are provided with engagement control grooves B and elongated holes. Engagement control discs A and B are connected by a connecting rod B. Rollers are installed on the corresponding elongated holes on engagement control discs A and B. The engagement control member passes through the engagement control groove B. By shifting the shift ring, the engagement control member can be driven to control the clockwise or counterclockwise rotation of engagement control discs A and B, thereby achieving engagement or disengagement of the clutch in the clockwise or counterclockwise direction. This invention features a simple structure, rapid gear shifting, no jerking, and low cost, making it particularly suitable for new energy vehicles.

To obtain stable braking force in a work machine, no matter whether inertia braking force becomes insufficient or varies.SOLUTION: A work machine is provided with a driving source, a transmission, a running device, a brake device and a controller. The transmission is connected to the driving source. The running device is connected to the transmission and causes the work machine to run. The brake device brakes the running device. The controller obtains a braking command for braking the work machine. The controller determines target braking force at the time when the work machine runs by inertia, on the basis of the braking command. The controller determines auxiliary braking force in such a manner that target braking force can be obtained by inertia braking force from the transmission and the auxiliary braking force by the brake device. The controller determines whether the transmission is in an excessive rotating state. When determining that the transmission is in the excessive rotating state, the controller increases the auxiliary braking force.SELECTED DRAWING: Figure 5

A power transmission device capable of rapidly switching output ends belongs to the field of power transmission technology. The device includes a motor as a power input, a reducer, a shift fork mechanism, and a power output mechanism. The motor is connected to the reducer, and the reducer is connected to the shift fork mechanism. In the power output mechanism, the shift fork mechanism drives the active synchronous pulley, and multiple driven synchronous pulleys are connected by a synchronous belt. Each driven synchronous pulley drives one output end. The active synchronous pulley selectively engages with different driven synchronous pulleys via the synchronous belt, enabling rapid switching of multiple output ends driven by a single motor. This invention solves the problems of slow output switching speed and complex operation in existing power transmission devices, and has advantages such as fast switching speed, simple operation, stable power transmission, and the ability to achieve one-drive-multiple-output.

This product provides an auxiliary jig for gear shifting that is easy to operate and convenient to use. [Solution] The device comprises a main body 2 with an operating grip portion 3 at one end, a first operating portion 4 formed at the other end and abutting against the tip of the actuator rod, a second operating portion 5 provided protruding from the main body 2 between the operating grip portion 3 and the first operating portion 4 and selectively engaging with a first connection point between the shift rod 8 and the bending link 12 and a second connection point between the bending link 12 and the rod 10a of the actuator 10, and a third operating portion 6 provided protruding from the main body 2 and abutting against the tip of the shift rod 8, configured such that the second operating portion 5 engages with the first connection point when the first operating portion 4 abuts against the tip of the rod 10a of the actuator 10, and the third operating portion 6 abuts against the tip of the shift rod 8 when the second operating portion 5 is engaged with the second connection point.

The present disclosure relates to a method and a device for safety detection during gear changes, a transmission, a vehicle, and a medium. The method comprises: determining that a shift fork within the vehicle's transmission is moving toward a target gear. The method further comprises: determining a first rotational speed of a shift sleeve controlled by the shift fork within the transmission. The method further comprises: determining a second rotational speed of the target gear. The method also further comprises: switching off the drive power to the shift fork in response to the first and second rotational speeds satisfying a predetermined condition.In this way, the method is able to switch off the drive power of the shift fork before the shift sleeve collides with the gear, reduce the shock between the gear and the shift sleeve, extend the service life of the gear and the shift sleeve, and improve driving safety.

This invention relates to a short-stroke gear selection mechanism and transmission device for a multi-speed transmission. The short-stroke gear selection mechanism includes a top cover and a shift assembly and a shifting assembly disposed within the top cover. The shift assembly includes a control shaft, a shift block, a first spring, and a shift rocker arm. The control shaft is disposed within the top cover, with one end rotatably connected to the top cover and the other end extending through the top cover and fixedly connected to the shift rocker arm. Within the top cover, the control shaft is rotatable along its own axial direction. A shifting area is provided in the middle of the control shaft, and the shift block is sleeved outside the shifting area. The shift block is movable and positioned along the axial direction of the control shaft and moves synchronously with the rotation of the control shaft. First springs are respectively provided at the front and rear ends of the shift block. This invention improves the shift assembly, enabling it to automatically position itself in neutral. By utilizing the spring's action on the shift block, the stability of the shift block position in neutral is ensured, thereby improving the working stability and safety of the gear selection mechanism.

This more reliably prevents the parking pole from contacting the parking gear while the vehicle is in motion. [Solution] A parking lock device comprising a movable member that moves between a first position and a second position according to the shift range, a parking gear, a parking pawl, and a regulating member. The parking pawl moves in conjunction with the movable member and is positioned in a non-engaging position where it does not engage with the parking gear when the movable member is in the first position, and in an engaged position where it engages with the parking gear when the movable member is in the second position. The regulating member moves in conjunction with the movable member and is positioned in a regulating position where it restricts the parking pawl from moving from the non-engaging position to the engaged position when the movable member is in the first position, and retracts from the regulating position when the movable member moves from the first position to the second position.

The application relates to the technical field of electric drive gearboxes, in particular to a double-motor electric drive gearbox and a vehicle. The double-motor electric drive gearbox provided by the application comprises a first intermediate shaft, a second intermediate shaft, an output shaft, a first intermediate shaft gear mechanism, a second intermediate shaft gear mechanism, a first gear shifting mechanism, a second gear shifting mechanism and a third gear shifting mechanism. The double-motor electric drive gearbox and the vehicle provided by the application can solve the problem of power interruption during gear shifting.

A method for operating a pedal-driven vehicle, in particular, a bicycle, a pedal-driven vehicle, a computer program product, a computer-readable medium, and a data carrier signal are disclosed. The pedal-driven vehicle includes a gear shift and a control unit. The method includes (i) determining an actual speed of the pedal-driven vehicle, (ii) determining a shift threshold for the gear shift as a function of the actual speed, (iii) calculating, by way of the control unit, a shift threshold displacement as a function of the actual speed and the shift threshold, and (iv) operating, by way of the control unit, the gear shift as a function of the shift threshold displacement.