32results about "Mechanical transmission" 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.

In a left-right wheel driving device (10) including two motors (1, 2) that drive left and right wheels and a gear mechanism (3) that amplifies a torque difference between the two motors (1, 2) and transmits the amplified torques to the left and right wheels, respective, rotating shafts (1A, 2A) of the two motors (1, 2) are coaxially disposed. The left-right wheel driving device (10) further includes motor shafts (11) that are positioned between the rotating shafts (1A, 2A) coaxially with the rotating shafts (1A, 2A) and that are each provided with a motor gear (21), counter shafts (12) that are disposed in parallel to the motor shafts (11) and that are each provided with a first intermediate gear (22) meshing with the motor gear (21) and a second intermediate gear (23) having a diameter smaller than that of the first intermediate gear (22), and output shafts (13) that are disposed in parallel to the motor shafts (11) and that are each provided with an output gear (24) meshing with the second intermediate gear (23). The gear mechanism (3) is disposed on one end side of each of the output shafts (13) and one of the left and right wheels is disposed on the other end side of the output shaft (13).

An embodiment electric vehicle drive apparatus for decreasing a drive speed of a motor and transferring the decreased drive speed to an output shaft is provided. The apparatus includes a first planetary gear set including three first planetary gear elements in which a first element is connected to the motor and a second element is connected to a first output shaft, a second planetary gear set including three second planetary gear elements in which a first element is connected to a third element of the three first planetary gear elements, a second element is connected to a second output shaft, and a third element is fixed, and a third planetary gear set including three third planetary gear elements in which first and second elements are connected to two elements of the three first planetary gear elements, respectively, and a third element is connected to a torque vectoring motor.

Disclosed is an axle assembly having a gear reduction unit configured to operatively connect an electric motor to a drive pinion. The gear reduction unit includes at least two gear sets. A shift collar is rotatable with the drive pinion and movable along the drive pinion to couple the gear sets to the drive pinion.

A transaxle includes a planetary gear reducer (40) and a differential device (80). The planetary gear reducer (40) 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 (80).

Systems and methods for controlling transmissions having CVTs are disclosed with multiple modes and gearing arrangements for range enhancements, where embodiments include synchronous shifting to allow the transmission to achieve a continuous range of transmission ratios, while minimizing “empty” cycling of the CVT during mode shifts. Embodiments provide for wide ratio range and performance and efficiency flexibility, while maximizing CVT usage through synchronous shifting.

A drain cleaning machine includes a housing, a snake inlet tube supported by the housing, the snake inlet tube defining a snake axis; a snake outlet tube supported by the housing, the snake outlet tube coaxial with the snake inlet tube; a motor switchable between a deactivated state and an activated state in which the motor is configured to rotate one of the snake inlet tube or snake outlet tube about the snake axis; an actuating lever moveable between a use position and a carry position, in which the actuating lever may be used to transport the drain cleaning machine; and a locking member coupled to the housing, the locking member moveable between an unlocked position, in which the actuating lever is allowed to move between the use and carry position, and a locked position, in which the actuating lever is maintained in the carry position.

The present invention relates to a shifting device for a transmission mechanism and a transmission mechanism having such a shifting device. Specifically, the shifting device is for a transmission mechanism having a first transmission mechanism housing part and a second transmission mechanism housing part. The shifting device includes a shift sleeve, a shift fork engaged with the shift sleeve, an adjustment actuator disposed in the first transmission mechanism housing part, and an adjustment rod connected at one end to the adjustment actuator and at the other end to the shift fork, wherein the adjustment rod is supported in a first guide hole formed in the first transmission mechanism housing part. A second guide hole formed parallel to the first guide hole in the first transmission mechanism housing part is proposed, and a guide rod oriented parallel to the adjustment rod is provided, wherein one end of the guide rod is connected to the shift fork and the other end is supported in the second guide hole. Furthermore, a transmission mechanism having such a shifting device is proposed.

A transmission includes: a transmission main housing; an intermediate plate, the intermediate plate being fastened to the transmission main housing; and a rear housing, the rear housing being attached to the intermediate plate and / or attached to the main housing via fasteners passing through the intermediate plate. An input shaft is connected to an extension shaft, the extension shaft including a plurality of auxiliary transmission gears that can be selectively coupled to the extension shaft. A main shaft is rotatably supported by a shift shaft and a shift shaft bearing, and includes a plurality of main case gears that can be selectively coupled to the main shaft. The shift shaft is drivingly connected to the main shaft and provides input to a planetary gear assembly. The extension shaft is supported at a first end by a bearing assembly within a partition wall of the main transmission housing, and a second end by a bearing assembly disposed within the aperture in the shift shaft.

An axle assembly having a housing assembly, an electric motor module, and a transmission module. A first lubricant passage may route lubricant from the housing assembly to the transmission housing cavity of the transmission module. The first lubricant passage may extend through a motor housing, a motor cover, and a first transmission housing.

Electric portal axle (1) for the electric drive of a motor vehicle, with two spur gear stages (13, 14) for driving two wheels of the axle, wherein the portal axle (1) has a single electric machine (2) to which a transmission (5) and a differential (7) are arranged, and wherein the portal axle (1) further comprises a housing (28), characterized by the fact that the transmission (5) is a switchable transmission (5) with freewheel (6), the switchable transmission (5) is designed as a planetary gear set, and for switching two gear stages of the portal axle (1) the latter has a switching means (23), wherein in a first gear stage a ring gear (9) of the transmission (5) and a housing-fixed clutch body (27) are connected and a clutch (29) which is arranged between the ring gear (9) and a planet carrier (11) of the transmission (5) is open, and wherein in a second gear stage the ring gear (9) and the housing-fixed clutch body (27) are separated and the clutch (29) is closed, the clutch (29) is designed as a friction-fit clutch, wherein the clutch (29) is arranged between the switching means (23) which is connected to the ring gear (9) in a torque-transmitting manner and the planet carrier (11).

A vehicle step apparatus comprises a first extending and retracting device comprising a first mounting bracket, a first step bracket, and a first arm assembly configured to drive the first step bracket to move between a first extended position and a first retracted position; a second extending and retracting device comprising a second mounting bracket, a second step bracket, and a second arm assembly configured to drive the second step bracket to move between a second extended position and a second retracted position; a step mounted on the first and second step bracket; a first permanent magnet direct current motor mounted on the first mounting bracket and coupled with the first arm assembly to drive the first arm assembly; and a second permanent magnet direct current motor mounted on the second mounting bracket and coupled with the second arm assembly to drive the second arm assembly.

An axle assembly having a housing assembly, an electric motor module, and a transmission module. A first lubricant passage may route lubricant from the housing assembly to the transmission housing cavity of the transmission module. The first lubricant passage may extend through a motor housing, a motor cover, and a first transmission housing.

An axle assembly includes a housing assembly, an electric motor module, and a transmission module. A first lubricant passageway can convey lubricant from the housing assembly to a transmission housing cavity of the transmission module. The first lubricant passageway can extend through a motor housing, a motor cover, and a first transmission housing.

A commercial electric vehicle power steering system (100) includes an input shaft (110), an electric motor (120), a planetary gear set (130), a transmission coupling (140), and an output shaft (150). A first one of a sun gear (132), a carrier (136), and a ring gear (138) of the planetary gear set (130) is connected to and rotatable with a rotor (122) of the electric motor (120), and a second one of the sun gear (132), the carrier (136), and the ring gear (138) of the planetary gear set (130) is connected to and rotatable with a first gear (142) of the transmission coupling (140). A second gear (144) of the transmission coupling (140) is connected to and rotatable with the input shaft (110). A toroidal worm drive (160) is arranged between the input shaft (110) and the output shaft (150). The toroidal worm drive (160) couples the input shaft (110) to the output shaft (150) such that the output shaft (150) is rotatable with the input shaft (110) via the toroidal worm drive (160).

The invention provides an electric vehicle driving device. An electric vehicle driving apparatus of an embodiment is used for reducing a driving speed of a motor and transmitting the reduced driving speed to an output shaft. The apparatus includes: a first planetary gear set including three first planetary gear elements, where a first element is connected to an electric machine and a second element is connected to a first output shaft; a second planetary gear set including three second planetary gear elements, where the first element is connected to a third element of the three first planetary gear elements, the second element is connected to the second output shaft, and the third element is fixed; and a third planetary gear set including three third planetary gear elements, where the first element and the second element are connected to two elements of the three first planetary gear elements, respectively, and the third element is connected to the torque vectoring motor.

Methods and systems are provided for a multi-speed transmission. The multi-speed transmission includes a housing, an electric motor with a stator and a rotor positioned within the housing, and a planetary assembly positioned on a first axial side of the electric motor. The transmission further includes a first and second clutch unit spaced away from one another, each including a synchronizer, and designed to selectively rotationally couple to the rotor and to rotationally couple the rotor to different gears in the planetary assembly and where the electric motor and planetary assembly are coaxially arranged.

An axle assembly includes a sector cam. The sector cam is rotatable about a sector cam axis and is operatively connected to a first shift collar and a second shift collar. Rotation of the sector cam about the sector cam axis controls movement of the first shift collar and the second shift collar.

The invention discloses a six-speed transmission with a fixed shaft and planetary compound transmission, comprising a first intermediate shaft, a second intermediate shaft, a linkage shaft III and an output shaft IV; idler gears {1, 2, 3, 4, 6, 9, 10} and fixed gears {5, 7, 8, 11}, clutches {C1, C2, C3, C4, C5} and a planetary row. The scheme takes into account the advantages and disadvantages of fixed shaft transmission and planetary transmission, and combines with actual engineering needs, adopts the form of fixed shaft and planetary compound transmission, designs a six-speed transmission with a relatively simple and compact structure, designs six gears that are all deceleration, discards useless direct gears, reverse gears, and overdrive gears, so that the core of the transmission is more streamlined and easier to control. The transmission has a small number of meshing times in the fixed shaft transmission part, and the four gears of the fixed shaft part are only meshed twice, and the two gears are meshed four times, so the power loss is less.

The present invention discloses a dual-motor drive system, which includes a first motor, a second motor, two sets of gear reduction mechanisms, a differential lock and a parking mechanism; the first motor and the second motor are coaxially arranged, the primary gears of the two sets of gear reduction mechanisms are respectively arranged on the output shaft of the first motor and the output shaft of the second motor, and the differential lock mechanism is arranged at the ends of the output shaft of the first motor and the output shaft of the second motor; the differential lock mechanism includes a movable toothed disc assembly, a fixed toothed disc assembly and a fixed armature assembly, and when the relative rotation between the dual motors needs to be locked, the movable toothed disc assembly and the fixed toothed disc assembly are meshed and locked in the axial direction; when parking is required, the differential lock mechanism and the parking mechanism can be combined to realize the parking function. The structure of the dual-motor drive system can shorten the axial size of the gearbox, and realize the coupling of the output power of the dual motors through the differential lock mechanism, thereby improving the maximum output power and the vehicle's escape ability.

A method controls a power split transmission structure to direct drive power from a drive through at least three interfaces to at least one output to supply connected consumers. The transmission structure has at least two variator paths each comprising a summation gearbox downstream of the interfaces in which drive power is varied via a mechanical and an electrical path. The transmission structure has power electronics or a hydraulic control device including at least three electric or hydraulic machines arranged in parallel with the summation gearbox of each variator path downstream of the interfaces. The method simultaneously controls the power electronics or a hydraulic control device and the electric or hydraulic machines in such a way that fluctuations in the power supply to the consumers are compensated for by the electric or hydraulic machines by regulating, via a control device, the summation gearbox of each of the variator paths and modifying a torque, a speed, or both, of the drive power via the power electronics system or the hydraulic control device.

The present invention provides a multi-mode mechanical-hydraulic compound transmission device, comprising an input member, a hydraulic transmission mechanism, a mechanical transmission mechanism, a confluence mechanism, an output member, a clutch assembly and a brake assembly; the clutch assembly connects the output end of the input mechanism to the input end of the hydraulic transmission mechanism, the mechanical transmission mechanism and the confluence mechanism respectively, the clutch assembly connects the output end of the hydraulic transmission mechanism to the confluence mechanism, and the clutch assembly connects the mechanical transmission mechanism to the confluence mechanism; the confluence mechanism is connected to the output member; by adjusting the displacement ratio of the hydraulic transmission mechanism and by selectively controlling the engagement of the clutch assembly and the brake assembly, a continuously changing transmission ratio between the input member and the output member is provided. The present invention can realize the switching of modes such as mechanical transmission, hydraulic transmission and mechanical-hydraulic compound transmission, improve the adjustment freedom and expand the speed regulation range in the forward and backward directions under the premise of increasing the fault tolerance performance of the system.

An axle assembly having a drive pinion, a transmission, and a shift collar. The transmission may include a set of drive pinion gears. The shift collar may be rotatable about an axis with the drive pinion and may be moveable along the axis with respect to the drive pinion to selectively connect a member of the set of drive pinion gears to the drive pinion.

Transmission arrangement for a hybrid drive of a motor vehicle, in particular a commercial vehicle, comprising a manual transmission (1, 11), in particular a range transmission (1, 11) with an output side (1b), an output flange (2) and a countershaft (VW, VW1, VW2), wherein an auxiliary transmission (3, 13, 23) with at least one electric machine (EM, EM1, EM2) and at least one transmission stage (Ü1, Ü2, Ü3) is arranged on the manual transmission (1, 11), wherein the at least one electric machine (EM, EM1, EM2) is connected to the countershaft (VW) via the at least one transmission stage (Ü1, Ü2) and can be engaged as an additional electric drive or output, characterized in that two electric machines (EM1, EM2) are attached to the auxiliary transmission (13, 23).

An axle assembly having a gear reduction unit that is configured to operatively connect an electric motor to a drive pinion. The gear reduction unit includes at least two gear sets. A shift collar is rotatable with the drive pinion and moveable along the drive pinion to couple a gear set to the drive pinion.

To suppress an increase in the weight of a hybrid type working vehicle equipped with a motor, a generator, a first planetary device and a second planetary device when the output of the motor and the generator is increased.SOLUTION: In a plan view, a motor transmission shaft 21a of the motor 21 and a first input shaft 41 of the first planetary device 23 are provided on one of left and right sides with respect to the engine transmission shaft 18, and a generator transmission shaft 22a of the generator 22 and a second input shaft 42 of the second planetary device 24 are provided on the other of the left and right sides. The first input shaft 41 is provided at a position closer to the engine transmission shaft 18 than the motor transmission shaft 21a. The second input shaft 42 is provided at a position closer to the engine transmission shaft 18 than the generator transmission shaft 22a.SELECTED DRAWING: Figure 3

A system for a vehicle is disclosed. The system comprises a gear box. The gear box comprises a first shaft coupled to a first motor and a second shaft coupled to the second motor and a third shift. Each shaft extends through a respective pinion. The gearbox has a first shifter for the first motor and a second shifter for the second motor. The shifters are configured to selectively engage a respective pinion to an appropriate shaft as needed. The gear box further comprises a fourth shaft extending through a first gear and a second gear and an other pinion. The first gear meshes with a first pinion. The second gear meshes with a second pinion. The other pinion meshes with a third pinion and a fourth gear. A differential is mechanically coupled to the fourth gear and a left axle shaft and a right axle shaft.

A transmission device comprising a planetary gear mechanism (P) having a plurality of planetary gears (33) each meshing with a sun gear (31) and a ring gear (32), a plurality of support shafts (34) each rotatably extending through and supporting the plurality of planetary gears (33), and a carrier (35) supporting the plurality of support shafts (34), wherein a gear element (10) adjacent to the carrier (35) is connected to the carrier (35) for integrated rotation therewith, wherein each of the support shafts (34) has an oil hole (h1) extending in the axial direction of the support shaft (34), an outlet hole (h2) whose inner end communicates with the oil hole (h1) and whose outer end (h2o) opens onto an outer peripheral surface of the support shaft (34), and an engagement part (K) provided at one end portion (34a) of the support shaft (34), the other end portion (34b) of the support shaft (34) being fixed to the carrier (35), and an engagement part (S) provided on the gear element (10), the engagement part (K) engaging with the engagement part (S) to be able to position the support shaft (34) at a position where the outer end (h2o) of the outlet hole (h2) faces outward in the radial direction of the carrier (35), characterized in that the oil hole (h1) extends through the bearing shaft (34) in the axial direction, and an open end portion (h1e) of the oil hole (h1) on the gear element (10) side is blocked by mutual engagement between the engaging part (K) and the part to be engaged (S).

A tandem wheel assembly for a work vehicle includes a tandem wheel housing having a central opening extending along a pivot axis and a wheel end opening extending along an associated wheel end axis. The tandem wheel housing is pivotally mounted to a chassis of the work vehicle about the pivot axis. A central sprocket is rotatably disposed within the tandem wheel housing. Wheel end assemblies are disposed at the wheel end openings and each include a wheel end sprocket, a wheel end gear train, and a wheel end hub. A pair of reaction rods are pivotally coupled at first ends to the chassis and at second ends to components of respective wheel end assemblies. A pivot damping system is positioned at least partially axially between the tandem wheel housing and the components of at least one of the chassis or the wheel end assemblies. The pivot damping system is configured to dampen pivoting of the tandem wheel housing relative to the chassis.