995results about "Transmission elements" patented technology

A transmission can include a shaft arrangement including an input shaft configured to couple to a primer mover and an output shaft coaxially aligned with the input shaft; a plurality of drive gears supported by the shaft arrangement and including a first drive gear, a second drive gear, and a third drive gear; a countershaft arrangement including a first and second countershaft supporting a plurality of pinion gears intermeshed with the first, second, and third drive gears; a clutch arrangement including a first clutch assembly and a second clutch assembly operable to lock the first, second, and third drive gears to the shaft arrangement to selectively provide four gear ratios between the input and output shafts.

The present disclosure relates to a powertrain for a work machine (50). The powertrain (100) comprises a first prime mover (10), a second prime mover (12), a set of first gears (14a, 14b), a set of second gears (16a, 16b), an engaging unit (24), and an actuator (26). The first prime mover (10) configured to engage a first shaft (18). The second prime mover (12) configured to engage a power take off (PTO) shaft (20). The first gears (14a, 14a) mounted on the first shaft (18) and the second gears (16a, 16b) mounted on the PTO shaft (20). The actuator (26) configured to be in communication with the engaging unit (24), and further configured to selectively displace the engaging unit (24) from the idling configuration to the engaging configuration to engage with one of the second gears (16a, 16b). Advantageously, the engaging unit (24) facilitates the coupling of the second prime mover (12) with the first prime mover (10); therefore the powertrain (100) provides the desired torque to meet the requirements.

A coaxial asynchronous motor drive system, including a speed reducer, an electric motor and a main housing, and further including a motor controller, wherein the electric motor and the speed reducer are connected to form a motor reducer assembly and mounted inside the main housing, and the motor controller is fixed to the main housing and connected to the motor reducer assembly. The system reduces parasitic loss of an auxiliary motor drive system of a battery electric four-wheel-drive vehicle and increases the range per charge of the vehicle, and the compact and integrated coaxial motor drive system facilitates maximum utilization of available space of the vehicle.

A drive module assembly for use in a vehicle includes a housing defining a housing interior, and an electric machine including a rotor and a stator. The drive module assembly also includes a differential rotatably coupled to the rotor, a first input shaft rotatably coupled to the differential, a second input shaft rotatably coupled to the differential, a first counter shaft rotatably coupled to the first input shaft, a second counter shaft rotatably coupled to the second input shaft, a first output shaft rotatably coupled to the first counter shaft, and a second output shaft rotatably coupled to the second counter shaft. The differential is configured to receive rotational torque from the electric machine and configured to transmit rotational torque from the electric machine to the first and second input shafts.

A transmission arrangement for a vehicle, the transmission arrangement comprising a first input shaft comprising a first input shaft gear wheel rotationally fixed to the first input shaft, a second input shaft comprising a second input shaft gear wheel rotationally fixed to the second input shaft, a transmission shaft drivingly connectable to a pair of wheels of the vehicle, the transmission shaft comprising a transmission gear wheel rotationally fixed to the transmission shaft, the transmission gear wheel being arranged in meshing engagement with the first input shaft gear wheel, and a countershaft comprising a first countershaft gear wheel arranged in meshing engagement with the transmission gear wheel, and a second countershaft gear wheel arranged in meshing engagement with second input shaft gear wheel, wherein the second input shaft is drivingly connectable to the transmission shaft via the countershaft.

A vehicle drive unit has a first and second electrical machines arranged in parallel, a manual gearbox arranged parallel to the electrical machines, a differential, a hollow drive shaft for connecting the first electrical machine to the gearbox, an output shaft within the drive shaft and for connecting the gearbox to the differential. A positive-locking shift unit has first and second shift elements and a sliding sleeve that is displaceable into three shift positions. In a first shift position, the first shift element is closed, and the second electrical machine is connected to the drive shaft with an actuating effect. In a second shift position, both shift elements are open, and the second electrical machine is decoupled from the gearbox. In a third shift position, the second shift element is closed, and the second electrical machine is connected to the output shaft with an actuating effect.

A drive unit has first and second electrical machines arranged axially parallel, a manual gearbox arranged axially parallel to the electrical machines, a differential, a drive shaft, an output shaft, and a positive-locking shift unit having a first shift element, a second shift element, and a sliding sleeve displaceable via a first actuator into one of three shift positions. In a first shift position, the first shift element is closed and the second electrical machine is connected to the drive shaft with an actuating effect; in a second shift position, both shift elements are open and the second electrical machine is decoupled from the gearbox; in a third shift position, the second shift element is closed and the second electrical machine is connected to the output shaft with an actuating effect. The drive shaft is hollow, and the output shaft is arranged within the drive shaft.

Methods and systems are provided for a transmission. In one example, the transmission includes electric motor arranged on both sides thereof. In at least one example, electric motors on opposite sides of the transmission are coupled to a single input shaft.

A gearing assembly (12) for a brake actuator (10), comprising the following features:a drive element (33),a first driven element (36),a second driven element (38), anda gearing output element (40),wherein, with respect to the drive element (33), the first driven element (36) has a different transmission ratio than the second driven element (38),wherein the first driven element (36) can be coupled to the gearing output element (40) by a first clutch (42), which comprises a first drive body (50) and a first driven body (52), andwherein the second driven element (38) can be coupled to the gearing output element (40) by a second clutch (46), which comprises a second drive body (62) and a second driven body (64) and is designed as an overrunning clutch,and a brake actuator (10) comprising a gearing assembly (12).

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.

The invention provides a multi-gear electric drive axle system, a combined structure and a vehicle. The multi-gear electric drive axle system comprises a motor, a differential mechanism, an output shaft, a first intermediate shaft, a second intermediate shaft and a third intermediate shaft. The motor inputs power through the first intermediate shaft, the third intermediate shaft and the second intermediate shaft in sequence, and the third intermediate shaft is hollowly sleeved on the output shaft; a first gear set and a first gear shifting mechanism are arranged on the third intermediate shaft; a second gear set, a second gear shifting mechanism and a third transmission gear are arranged on the second intermediate shaft, and the third transmission gear is meshed with the differential mechanism; gears in the first gear set are kept in a constant meshing state with corresponding gears in the second gear set to form a plurality of transmission gear pairs, and the transmission gear pairs have different transmission ratios; through different combination states of the first gear shifting mechanism, the second gear shifting mechanism and the corresponding gear sets, power transmission of multiple different gears can be achieved.

A drive unit includes an electric motor, a planetary gear mechanism, an input member, an output member, a first clutch, a stationary member, a second clutch, and a first urging member. The planetary gear mechanism includes a sun gear, a planet gear, a ring gear, and a planet carrier. The input member couples the electric motor and either the ring gear or the sun gear to each other. The output member is coupled to the planet carrier. The first clutch selectively couples / decouples the input member and the output member. The second clutch selectively couples / decouples the stationary member and the other of the ring gear and the sun gear. The first urging member urges the second clutch to turn the second clutch to an engaged state.

A method of lubricating a transmission system including: scavenging, via a lubrication tube of a lubrication system disposed within the transmission system, oil from at least one of a plurality of gears; directing the scavenged oil from the lubrication tube to a plurality of oil conduits extending from the lubrication tube; and translating a shift assembly in a longitudinal direction such that the shift assembly actuates a plurality of poppet valve assemblies disposed in the plurality of oil conduits between a closed position and an open position. The scavenged oil circumventing the plurality of poppet valve assemblies in the open position and the plurality of poppet valve assemblies form a seal with the plurality of oil conduits in the closed position.

An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. The first gear train, second gear train, and clutch are arranged downstream from the first electric motor and second electric motor.

Embodiments of the invention provide a door opener for an electrical appliance of household equipment. The door opener comprises an electric motor and a pusher drivable by means of the electric motor for pressing co-operation with the door of the electrical appliance. A power transmission mechanism is provided between the electric motor and the pusher, which is capable of ensuring a variable effective velocity of the pusher at the same rotational frequency of the electric motor. Certain embodiments provide for a multi-stage rack and pinion gear for this purpose, which is formed by a gear rim and a toothed rack, which can transmit the driving force of the electric motor to the pusher via various gear pairings that can be brought alternately into meshing engagement with one another.

Provided is a unit including: an input element; an output element; and a gear device including a first rotational part, a second rotational part, a third rotational part, and a fourth rotational part arranged in this order on an alignment chart. The input element is connectable to the first rotational part and connectable to the second rotational part, the output element is connected to the third rotational part, and the fourth rotational part is switchable between a rotating state and a non-rotating state. The gear device includes a first planetary gear mechanism and a second planetary gear mechanism, the first rotational part is implemented by the sixth rotational element, the second rotational part is implemented by coupling the first rotational element and the fifth rotational element, the third rotational part is implemented by the second rotational element, and the fourth rotational part is implemented by coupling the third rotational element and the fourth rotational element.

An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. The first gear train, second gear train, and clutch are arranged downstream from the first electric motor and second electric motor.

The present application relates to the technical field of vehicle control, and discloses a loader gearbox gear control method and device, a vehicle control unit and a medium. According to the present application, whether a current working gear of a gearbox matches a current working condition is detected, and when the current working gear does not match the current working condition, the gearbox is controlled to switch to a preset working gear that matches the current working condition for operation. The technical problem that the service life of a motor is shortened due to the fact that a driver tends to forget to switch to a corresponding gear is solved.

This disclosure relates to power takeoff devices (PTOs) useful for mounting on transmissions and for performing, directly or indirectly, useful work via the PTO's rotatable output shaft. More particularly, this disclosure relates to a two-part adjustable shim allowing for repeatable adjustment of the output bearing end play of a PTO assembly without removing the PTO output cover.

A manual transmission (SG) for a vehicle (100) comprising a first shifting element (A), a second shifting element (B), a first planetary gear set (PS1) with a first sun shaft (SO1), a first ring gear shaft (HR1) and a first carrier shaft (ST1), and a second planetary gear set (PS2) with a second sun shaft (SO2), a second ring gear shaft (HR2) and a second carrier shaft (ST2), wherein the first planetary gear set (PS1) and the second planetary gear set (PS2) are radially nested, wherein the first sun shaft (SO1) and the second carrier shaft (ST2) are rotationally fixed, wherein the first ring gear shaft (HR1) and the second sun shaft (SO2) are rotationally fixed to a stationary component, wherein in the closed state of the first shifting element (A) a first gear with a first ratio is engaged, wherein in the first gear the second ring gear shaft (HR2) is configured as the input and the first carrier shaft (ST1) as the output,• wherein, in the closed state of the second switching element (B), a second gear with a second gear ratio is engaged, wherein in the second gear the second ring gear shaft (HR2) is configured as the input and the second web shaft (ST2) as the output.

Systems and methods for controlling a transmission associated with a vehicle are provided. The method includes receiving a neutral gear selection of the transmission and receiving the temperature and pressure of a lubricant associated with the transmission. The method includes receiving the speed of an input shaft associated with the transmission and determining a lubricant pressure threshold by a processor based on the temperature and speed of the input shaft. The method includes, based on a comparison of the pressure threshold with the lubricant pressure, outputting one or more control signals by the processor to command the transmission to enter a clutch neutral state, in which one of a plurality of clutches associated with the transmission is engaged.

The invention relates to a gear assembly (1) for use with an electric motor (2) comprising: - a drive gear (9) adapted to be connected to an output shaft (3) of an electric motor (2), the drive gear (9) being rotatable around a transmission axis (7), - a planetary gear assembly (10) comprising at least one sun gear (11), two or more planetary gear members (13) rotatably supported on a carrier (12) about respective planetary gear axes (18,19) and meshing with at least one sun gear (11) and optionally a ring gear (15), an input stage that is connected to the drive gear (9), and an output stage that is adapted to be connected to a drive member (20) for rotation of the drive member about the transmission axis (7), - a clutch member (23) that is adapted for slippingly connecting the ring gear (15) with the carrier (12) or with the drive member (20), and - a brake member (24) that is adapted for fixedly engaging a part of the planetary gear assembly (10) with a locking part of the gear assembly (1). In a low speed range of the gear assembly, the clutch member (23) and the brake member (24) are operated such that torque passes from the drive gear (9) to the planetary gear assembly (10), and through the output stage of the planetary gear assembly (10) to the drive member (20). In a high speed range of the electric motor, the clutch member (23) and the brake member (24) are operated such that the ring gear (15) is fixedly connected to the drive member (20) and is rotated about the transmission axis (7) such that torque passes from the drive gear (9) to the drive member (20) via the carrier (12).

An automated mechanical transmission for a vehicle includes a main gearbox assembly comprising a main shaft and being adapted to be shiftable between at least one engaged state and a neutral state; a split gearbox assembly comprising an input shaft and being adapted to be shiftable between a first engaged state, a second engaged state and a neutral state; a countershaft; a crawler gearbox assembly comprising a crawler gear engagement member which is adapted to selectively engage and disengage a crawler gear defining a torque path from the input shaft to the main gearbox assembly via the countershaft; a gearbox brake; and transmission control unit. The transmission is configured to be settable in an AMT neutral state defined by the main gearbox assembly being in the neutral state. When the transmission control unit obtains a request to engage the crawler gear from the AMT neutral state, the transmission control unit is configured to apply the gearbox brake so that a rotational speed of the countershaft is reduced to a first predetermined rotational speed which is higher than a zero rotational speed; and when the first predetermined rotational speed is reached, release the gearbox brake, set the split gearbox assembly to the neutral state and engage the crawler gear by the crawler gear engagement member.

Transmission (210) for a vehicle (1201) with a drive shaft (221) and an output shaft (222), with an automatic transmission (213) composed of a plurality of planetary gear sets for switchable adjustment of a plurality of speed ratios between a speed of the drive shaft (221) and a speed of the output shaft (222), and with a reversing unit (215) connected in series in a drive connection between the drive shaft (221) and the output shaft (222) to the automatic transmission (213) for switchable adjustment of a reversal of the direction of rotation acting on the plurality of speed ratios between a direction of rotation of the drive shaft (221) and a direction of rotation of the output shaft (222), characterized in that the transmission (210) has a transmission housing (225; 441, 443, 545) in which the automatic transmission (213) and the reversing unit (215) are jointly arranged are that the gearbox housing (225;441, 443, 545) a housing wall (441, 545) extending continuously in the direction of extension of the drive shaft (221) and the output shaft (222) and enclosing the automatic transmission (213) and the reversing unit (215), and a housing cover (443) closing the housing wall (441, 545) on the side of the output shaft (222), wherein the output shaft (222) extends through an opening in the housing cover (443).

The application discloses a hydraulic control cog-type clutch four-wheel drive mechanism and a working method thereof, and belongs to the technical field of four-wheel drive mechanisms.The hydraulic control cog-type clutch four-wheel drive mechanism comprises a four-wheel drive piston and a hydraulic cylinder forming a sealed hydraulic cavity, wherein the hydraulic cavity is connected with a main oil path, the main oil path is provided with a switch valve, and the main oil path supplies oil to the hydraulic cavity when the switch valve is opened; the hydraulic cylinder is provided with an oil discharge hole; the oil discharge hole is communicated with the hydraulic cavity and discharges oil to a gearbox; the end faces of the four-wheel drive piston and the four-wheel drive output shaft are respectively provided with trapezoidal teeth capable of being engaged; the four-wheel drive output shaft is connected with a transmission output shaft through a mandrel; and the mandrel and the transmission output shaft realize radial positioning constraint of the four-wheel drive output shaft through a cylindrical roller bearing.The four-wheel drive piston is controlled by hydraulic pressure, the four-wheel drive piston and the four-wheel drive output shaft are combined or separated, power switching between two-wheel drive and four-wheel drive is realized, the tooth part structure of the cog-type clutch is designed, the cog-type clutch realizes self-centering function through the tooth end face inclination angle, and the mechanism realizes stable engagement, accurate limiting and self-locking function.

A method for power transmission method includes providing first and second shafts, a gear assembly having first and second gear ratios, and first and second coupling assemblies. The first coupling assembly enabling torque transfer from the first shaft to the second shaft, and the second coupling assembly enabling torque transfer from the first shaft to the second shaft. The speed of the first shaft varies, wherein the deployment of a locking element of the second coupling assembly is based on the speed of the first shaft.

A motor vehicle transmission (2) has a first drive input shaft (9), a second drive input shaft (10), a drive output shaft (11), and a first planetary gearset (P1) and a second planetary gearset (P2). The drive input shafts (9, 10) are designed to be coupled in each case to a respective drive machine. In addition, a first shifting device (26) and a second shifting device (27) are provided. The motor vehicle transmission can be part of a drive unit (1), a motor vehicle drive axle, or a hybrid or electric vehicle. A method is provided for operating a motor vehicle transmission and a drive unit.