115results about "Mechanical transmission" patented technology

A hybrid-power driving system (HPDS) (100, 200) includes an engine, a motor, and a transmission. The HPDS may include a single clutch and the transmission can provide at least five forward speed ratios and can provide for at least one reverse speed ratio. The transmission can include three synchronizers and multiple gearwheels that are used in multiple speed ratios. In addition to a pure engine driving mode and a pure motor driving mode, the HPDS can operate using a hybrid-power driving mode (HDM). In the HDM, the HPDS can provide for shifting of gears without power interruption to the output shaft or half-axles and wheels of a vehicle. In the HDM, the continuous power being output can be achieved by keeping a synchronizer engaged with a gearwheel for two consecutive speed ratios.

The invention relates to a gearbox for vehicles, comprising a planetary gear with a ring gear a sun gear and a planet carrier on which at least one planet gear is rotatable mounted, which ring gear and sun gear engages with the at least one planet gear by teeth; and a gearbox housing surrounding the planetary gear. A first axially movable coupling sleeve is in a first gear position arranged to engage the ring gear with the gearbox housing in a second gear position arranged to engage the sun gear with the planet carrier and in a third gear position arranged to engage the planet carrier with the gearbox housing. A second axially movable coupling sleeve is in the third gear position arranged to engage the ring gear with an output shaft. The invention also relates to a vehicle, which comprises such a gearbox.

The transmission (1) comprises a housing (2), a first motor (41), a second motor (42), a first and a second input shaft (51, 52), respectively able to be driven in rotation, one (51) by the first motor (41), the other (52) by the second motor (42), two clutch mechanisms (71, 72) and two reduction gears (91, 92), wherein the output shaft (31, 32) is formed by two output shaft sections (31, 32) interconnected such that they rotate freely, the clutch mechanisms (71, 72) are each equipped with a clutch control member operable by a user for allowing the transmission, in the engaged state of the first clutch mechanism (71), of the rotational movement of the first input shaft (51) to the first output shaft section (31), and the transmission, in the engaged state of the second clutch mechanism (72), of the rotational movement of the second input shaft (52) to the second output shaft section (32), and the reduction gears (91, 92) are at least partially received inside the housing (2).

A transfer case (30) and a method of assembly in an all-wheel drive vehicle can include a range shifting assembly (60) for shifting between a low-range and high-range drive mode, a normally disengaged clutch assembly (80) for transferring drive torque to a first and second driveline, a clutch actuator (88), and an actuating gear (48). The clutch actuator (88) can be moveable between an expanded position and a contracted position and engageable with the clutch assembly (80) for engaging the clutch assembly (80) when in the expanded position. The actuating gear (48) can be reversibly rotatable through a predetermined angular arc of movement for operating the clutch actuator (88) between the contracted and expanded position for actuating the clutch assembly (80) and for shifting the range shifting assembly (60) between a low-range drive mode and a high-range mode when the clutch assembly (80) is in the disengaged position.

An actuator assembly for an electronic parking brake in which a center pin is not fixed with the components of a planetary gear mechanism to prevent the deviation of the axis of the planetary gear mechanism, and in which the axial direction alignment of a planetary gear mechanism is stable, thereby increasing the output efficiency of the planetary gear mechanism and providing a noise attenuation function.

In a dual clutch transmission, on one end side of a first input shaft connectable to an internal combustion engine via a first clutch, a planetary gear mechanism for a predetermined speed stage is provided, and a sun gear thereof is provided to rotate integrally with the first input shaft and an electric motor. A ring gear is fixed to a case, and a synchromesh mechanism is provided connectably and disconnectably with respect to the planetary gear carrier for selecting the predetermined speed stage. When the synchromesh mechanism is connected to the planetary gear carrier, rotation of the carrier is transmitted to the countershaft. The ring gear is attached to an annular attachment member to be fixed to the case. In a circumferential side surface of the attachment member, openings for inserting a shift fork and an opening for inserting a finger for the convenience of assembly work are provided.

A hybrid power train for a vehicle may include a gear module having a plurality of shift stages of a synchromesh type on a first input shaft and an output shaft arranged in parallel, a second input shaft driven by a motor and disposed coaxially with the first input shaft, a clutch means for connecting or disconnecting the second input shaft and the first input shaft, and variable shift ratio providing means for transmitting the torque of the second input shaft to the output shaft through an external engaged-gear pair selectively in two different shift ratios.

The invention discloses a stepless speed change transmission device for a single row planetary gear mechanism. The stepless speed change transmission device comprises a belt type stepless speed changer, the single row planetary gear mechanism, an input shaft and an output shaft. The single row planetary gear mechanism comprises a planet carrier, a tooth ring, a sun wheel and a planet wheel. The belt type stepless speed changer comprises a driving disc and a driven disc, the planet wheel is in transmission connection with a driving gear through an idle wheel, the sun wheel is connected with the driven disc of the belt type stepless speed changer, the tooth ring is connected with the output shaft, and the driving gear and the driving disc of the belt type stepless speed changer are installed on the input shaft. According to the stepless speed change transmission device, large-range changes of the speed changer transmission ratio is obtained by small-range control of the transmission ratio changes of the belt type stepless speed changer, so that the rotating speed of an engine is low when an automobile runs at a high speed, and the economy is improved. Besides, a reverse gear mechanism does not need to be arranged independently, the manufacturing and control difficulty of a control mechanism is reduced, and the cost of the speed changer and the failure rate are also reduced.

A transaxle includes a planetary gear reducer and a differential device. The planetary gear reducer includes a stepped pinion, a first needle bearing, a second needle bearing, and a carrier. The stepped pinion includes a pinion shaft with which a large diameter pinion and a small diameter pinion are integrated. The first needle bearing is fitted to a part of the pinion shaft outside the large diameter pinion. The second needle bearing is fitted to a part of the pinion shaft outside the small diameter pinion. The carrier is configured to support the stepped pinion via the first needle bearing and the second needle bearing such that the stepped pinion is rotatable with respect to the carrier, and to couple the stepped pinion and the differential device.

A gearbox for vehicles that include a split gearbox, a main gearbox and a range gearbox. The range gearbox is shiftable into a low range gear, a high range gear and a reverse gear. The range gearbox includes a planetary gear, which may be shifted into a reverse gear. The split gearbox and the main gearbox are together arranged to have a combined ratio spread larger than 5, in that the split gearbox and the main gearbox are together arranged to have a combined largest gear ratio over 4:1, and in that the planetary gear in the range gearbox has a gear ratio less than 4:1 when shifted into the reverse gear.

A transmission may include a first input shaft, a second input shaft external and selectively connectable to the first input shaft, a third input shaft external to the second input shaft and selectively connectable to the first input shaft, an intermediate shaft, an idle shaft, and an output shaft, a planetary gear set mounted on the intermediate shaft and having first to third elements where the third element and one the first and second elements are selectively connectable to the intermediate shaft and the first and second elements are connected to the third and second input shafts, a plurality of gear sets allowing torque flows between the various shafts and the planetary gear set, first and second synchronizers on the output shaft, receiving torques from the input shafts, and selectively transmitting the received torque to the output shaft, and four clutches.

The invention provides a positive pressure adaptive planetary bevel gear power split type continuously variable transmission, the structure includes a planetary bevel gear train, a differential gear train and a hydraulic system; the planetary bevel gear train structure includes: a planetary bevel gear, Speed ​​regulating ring, planetary ring conical conical surface, driving center bevel gear and driven center bevel gear; differential gear train includes: output center wheel, planet carrier, synchronous planetary gear, planetary gear, synchronous internal meshing gear, synchronous cylindrical gear, Fixed shaft gear, central inner cylindrical gear, cylindrical gear; hydraulic control system includes power output shaft, torque sensor, hydraulic cylinder, displacement sensor (pressure sensor), control system, drive circuit, motor, hydraulic pump, servo amplifier and electro-hydraulic servo valve. The present invention selects complete power split transmission, and finally synthesizes the output at the planetary gear, which effectively improves the problem of being unable to provide constant positive pressure in the prior art.

The present invention relates to a transmission (100) for a vehicle, the transmission comprising a primary transmission arrangement (900), a transmission housing (160), an input shaft (136), and an output shaft (112), the primary transmission arrangement (900) comprising a first (102), a second (104) and a third (106) planetary gear set each comprising a first, a second and a third planetary member, said planetary members being a sun gear, a planet carrier and a ring gear, the primary transmission arrangement further comprising five shift elements (138, 142, 144, 146, 150) engageable in combinations of two to obtain six forward gear stages, wherein the ring gear (102R) of the first planetary gear set (102) and the planet carrier (104P) of the second planetary gear set (104) are operativelyconnected to each other, the ring gear (104R) of the second planetary gear set (104) and the planet carrier (106P) of the third planetary gear set (106) are operatively connected to each other, and two planetary members of the third planetary gear set (106) are selectively connectable to each other.

The invention discloses an electric control automatic speed changing main reducing gear which comprises a housing, an input shaft, a driving bevel gear, a driven bevel gear, a splicing sleeve, a firstgear ring, a short tooth splicing ring, a planet carrier, a planet gear, a long tooth splicing ring, a second gear ring, a shifting fork, a controller, a first output shaft, a second output shaft anda clutch. Compared with a direct-driven type driving system with a fixed velocity ratio, the involved electric control automatic speed changing main reducing gear has higher power, high gradeabilityand high acceleration performance, easily adapts to various road conditions such as a mountainous area, an overpass bridge and a steep slope, and is wide in applicable regions; a driving motor can work in a high efficiency area for a long time, energy consumption of a finished automobile is lowered effectively, the continuous voyage mileage of the automobile is increased by 10-15% on the equivalent conditions; and the electric control automatic speed changing main reducing gear has high performance and economy. Compared with a gearbox type driving system, no gearbox is required, the electric control automatic speed changing main reducing gear is simple in structure, low in cost and good in reliability, the automobile is low in total weight and small in overall size and overall layout of the automobile is facilitated.

The invention discloses a dual-motor driving system. The dual-motor driving system comprises a first motor, a second motor, two sets of gear speed reducing mechanisms, a differential lock and a parking mechanism, wherein the first motor and the second motor are coaxially arranged, primary gears of the two sets of gear speed reducing mechanisms are arranged on an output shaft of the first motor andan output shaft of the second motor respectively, and the differential lock mechanism is arranged at the tail ends of the output shaft of the first motor and the output shaft of the second motor; thedifferential lock mechanism comprises a movable fluted disc assembly, a fixed fluted disc assembly and a fixed armature assembly, and when relative rotation between the two motors needs to be locked,the movable fluted disc assembly and the fixed fluted disc assembly are meshed and locked in the axial direction; and when parking is needed, the differential lock mechanism and the parking mechanismcan be combined to achieve the parking function. According to the structure of the dual-motor driving system, the axial size of a gearbox can be reduced, the coupling of dual-motor output power is achieved through the differential lock mechanism, the maximum output power is improved, and the escape capacity of a vehicle is improved.