64results about How to "Large gear ratio" patented technology

The invention provides a power transmission apparatus for vehicle which can realize a high torque transmission efficiency and a high reduction gear ratio of a reduction gear unit with a more compact structure, and a vehicle-driving electric machinery system using the power transmission apparatus for vehicle. The power transmission apparatus for vehicle comprises a motor, a reduction gear unit for decelerating power outputted from the motor, and a differential gear unit for distributing the power decelerated by the reduction gear unit to left and right wheels. The reduction gear unit is a reduction gear mechanism including a plurality of gears mounted over a shaft which is rotatably held by a housing in a fixed position. The reduction gear unit and the differential gear unit are arranged within an area in oppositely facing relation to an axial end surface of the motor.

A planetary gear mechanism of the invention includes a housing, an input shaft that has an eccentric portion whose center lies on an eccentric axis, and is rotatable about the axis of input and output shafts relative to the housing, an oscillating face plate that eccentrically oscillates relative to the input shaft via the eccentric portion, and rotates about the eccentric axis, and an output shaft that is provided with a second internally toothed gear that internally contacts and meshes with a second externally toothed gear formed on the oscillating face plate, and is rotatable about the axis of the input and output shafts relative to the housing. The housing is formed with a first internally toothed gear that internally contacts and meshes with a first externally toothed gear formed on the oscillating face plate. As the input shaft rotates, a circumferential position at which each externally toothed gear meshes with the corresponding internally toothed gear changes, and rotation of the input shaft is transmitted at a reduced speed to the oscillating face plate, of which rotation is delivered at a further reduced speed to the output shaft.

The invention relates to a pneumatic wheel brake for a vehicle, wherein the wheel brake has at least one brake lever (11) that can be operated by a compressed air cylinder (10) and a brake application device (20) that can be operated by the brake lever (11), wherein by means of said brake application device a first brake element (1) can be pressed against a second brake element (2) when the brake lever (11) is operated, and the wheel brake has an actuating device (3) that can be driven by an electric motor, wherein by means of said actuating device force can be applied to at least parts (7, 8, 9) of the brake application device (20), at least when the brake lever (11) is not operated, and thereby the first brake element (1) can be pressed against the second brake element (2). Furthermore, the wheel brake has a spring accumulator element (4), which is arranged outside the compressed air cylinder (10), wherein force can be applied to the spring accumulator element (4) by the actuating device (3) that can be driven by an electric motor and force can be applied to at least parts (7, 8, 9) of the brake application device (20) by the spring accumulator element, at least when the brake lever (11) is not operated, and thereby the first brake element (1) can be pressed against the second brake element (2).

A vehicle power transmission device in which a continuously variable transmission for continuously changing the transmission gear ratio, and a gear train are disposed between an input shaft to which the torque outputted from a drive power source is inputted and the output shaft which outputs the torque such that the torque can be transmitted between the input shaft and the output shaft, the gear train having a middle shaft disposed on a position that is different from the input shaft and the output shaft and setting at least one transmission gear ratio that cannot be set by the continuously variable transmission, wherein: a forward / reverse switching mechanism for carrying out a differential action by means of three rotating elements is disposed along the same axial line as the output shaft or the middle shaft, the three rotating element being an input element, an output element, and a reaction element for rotating the input element and the output element in the opposite direction from one another as a consequence of the rotation of the reaction element being stopped; a first clutch mechanism for connecting at least two of the three rotating elements and a brake mechanism for stopping the rotation of the reaction element are provided; the input shaft and the output shaft are in communication with one another via the continuously variable transmission; a second clutch mechanism for transmitting and blocking the torque is disposed on a torque transmission path extending from the input shaft to the continuously variable transmission and finally to the output shaft; and the input shaft and the output shaft are in communication with one another via the gear train and the forward / reverse switching mechanism.

A connector includes a second housing fittable with a first housing, a slide member movable relative to the first housing along a connector fitting direction, a transmission gear member rotatably supported by a support shaft provided on the first housing, a first rack gear portion provided on the slide member along the connector fitting direction, a driven gear portion of the transmission gear member rotated by movement of the first rack gear portion in the connector fitting direction, a main drive gear portion of the transmission gear member provided on a side opposite to the driven gear portion with the support shaft interposed therebetween, and a second rack gear portion provided on the second housing along the connector fitting direction, and movable relative to the first housing along the connector fitting direction by rotation of the main drive gear portion.

The invention provides a transmission providing a gear ratio between an input shaft and an output shaft. The transmission comprises an annulus ring, a sun wheel being rotatable around a central axis of the transmission, a planet carrier being rotatable around the central axis of the transmission, and a set of planet wheels, each wheel comprising a plurality of wheel segments with different diameters, the planet wheels being fixed in rotational bearings of the planet carrier and being arranged to rotate epicyclically around the central axis. The annulus ring and the sun wheel each interacts with one of the wheel segments e.g. via meshing toothed gear wheels. The gear facilitates various interaction means at different locations in the gear, and thus facilitates a potentially less noisy, lighter, smaller or stronger gear by use of a low amount of components.

A group transmission of a motor vehicle having a main transmission and a downstream range group. The range group has two gear steps for different speed ranges and a reversing step for reverse driving. The range group has two planetary gearsets, each with a planet carrier, a sun and ring gears. To engage a driving range for lower speeds, the sun gear of the second gearset and the ring gear of the first gearset are locked to the housing by a first clutch. To engage a driving range for higher speeds, two respective elements of the two gearsets can be connected to one another, in a rotationally fixed manner, by a second clutch. To engage a reversing driving range, the planet carrier of the first gearset and the ring gear of the second gearset are locked relative to the housing by a third clutch.