96 results about "Drivetrain" patented technology

A battery assembly for an electric vehicle is provided that has a housing, one or more battery units, and a mounting system. The housing includes a concave shell extending from an upper portion of the housing toward a bottom portion of the housing. The concave shell is disposed around an internal space. A cover is coupled with an edge of the concave shell. The one or more battery units are disposed within the internal space of the housing. The mounting system is for connecting the battery assembly to a vehicle frame.

A method for controlling a torque output of a hybrid power machine, comprising the following: during a temporary increase in torque in response to a change in the target output torque of a powertrain (200), setting a power machine output torque and a motor output torque in response to a change in the target output torque of the powertrain (200), Adjusting the motor output torque in response to a response to a speed of a drive wheel (285) of a torque converter (206), characterized by Adjusting the power machine output torque for a power machine torque error in response to the settings of a motor torque.

The invention relates to a compression device (10) for a drive train (100) of a motor vehicle (K), comprising at least two compressors (30, 40) driven via a common shaft (20), of which a first compressor (30) of the at least two compressors (30, 40) is configured for pre-compression of a medium (14) and of which a second compressor (40) of the at least two compressors (30, 40) is configured for post-compression of the medium (14), and comprising a cooling device (50) through which the medium (14) flows, the at least two compressors (30, 40) being connected to each other via the medium-carrying system, and which is arranged downstream of the first compressor (30) and upstream of the second compressor (40) for cooling the medium (14). Further aspects of the invention relate to a drive train (100) with a compression device (10) and a motor vehicle (K).

This disclosure provides a disconnection unit, comprising: a connecting shaft, coaxially arranged with a first shaft, one end of which is rotatably supported on the first shaft, and the other end fixedly connected to a first component; a sliding sleeve, respectively sleeved on the outer sides of the first shaft and the connecting shaft, the sliding sleeve being rotatably fixedly connected to the first shaft and capable of axial reciprocating a distance to engage or disengage with the connecting shaft, wherein in the engaged state the first shaft rotates together with the first component, and in the disengaged state the first shaft is independent of the first component, the sliding sleeve having an outwardly open circumferential groove; a driving device, including a driving block extending into the circumferential groove and rotating about a rotation axis to drive the sliding sleeve to axially reciprocate a distance; and a sleeve displacement device configured to drive the sliding sleeve to move a further additional distance in the same direction after the sliding sleeve has moved an axial distance. This disclosure also provides a vehicle powertrain system, a vehicle synchronization mechanism, and a vehicle.

A drivetrain including a motor, a transmission assembly, and a park brake assembly is provided. The transmission assembly includes a main shaft extending along a central longitudinal axis between a first end and a second end and configured to be driven by the motor. The second end configured to be operably coupled to at least one wheel to drive the at least one wheel. The park brake assembly integrated into the transmission assembly and operably coupled to the first end of the main shaft. The park brake assembly configured to apply a park brake torque at the first end of the main shaft to inhibit rotation of the main shaft and the at least one wheel.

This invention relates to a controllable, low-loss hydraulic retarder, comprising a housing and a cover, an output shaft, and a fixed wheel, a driven wheel, a first clutch, and a second clutch disposed within the housing. The output shaft passes through the housing and the cover and is connected in series to the vehicle's main drivetrain. The driven wheel is fixedly connected to the output shaft. The first clutch is mounted on the inner wall of the housing and connected to the fixed wheel. The second clutch is mounted on the output shaft and connected to the fixed wheel. Under braking conditions, the engagement of the first clutch and the disengagement of the second clutch keep the fixed wheel stationary relative to the housing. Under non-braking conditions, the disengagement of the first clutch and the engagement of the second clutch cause the fixed wheel to rotate synchronously with the output shaft and the driven wheel. A second control valve is provided on the housing to regulate the pressure and oil volume within the housing. This invention controls the engagement and disengagement of the two clutches to change the motion state of the fixed wheel, thereby minimizing losses under non-braking conditions.

The accelerator of modern automobiles, especially electric vehicles, can be overly responsive, i.e., a small accelerator input can cause a relatively large increase in power applied to the drivetrain. This characteristic is beneficial for quick acceleration during medium to high-speed driving. However, it can be disadvantageous during low-speed maneuvers where space is tight and / or rolling resistance is high. To improve the safety and operating convenience, a special model can be added to the selections of automobile driving modes. This special mode can be activated automatically by the vehicle based on information such as vehicle location or manually by the driver.

This invention discloses a method and system for locating faults in a wind turbine drivetrain. The method includes: constructing a dual-flow graph neural network model containing two paths: physical flow and latent flow. The input to the model is the features of each node constructed based on multi-channel vibration signals, and the output is an enhanced node representation. The physical flow and latent flow are used to extract explicit and implicit structural correlation features between nodes, respectively. During the training phase, physical consistency constraints are introduced to suppress unreasonable spatial jumps in the implicit correlation structure. During the model operation phase, a historical sample management mechanism based on sample information is combined to enable the model to continuously adapt to new fault categories without forgetting existing knowledge. Finally, the contribution of each sensor node is quantified based on the change in the original discriminant response to generate a fault location result consistent with the drivetrain topology. This invention can achieve refined and interpretable fault location in wind turbine drivetrain scenarios with small sample sizes and incremental learning.

A powertrain for a work vehicle includes an engine and a transmission. The transmission includes a continuously variable power source (CVP), and a variator that is operably connected to the engine and the CVP. The variator includes a first planetary gear set and a second planetary gear set. A range shaft has a range shaft output gear secured thereto and an output shaft has an output shaft gear driven by the range shaft output gear. A first mode selector clutch has a first input component enmeshed with an output gear of the first planetary gear set and a first output component connected to the range shaft and a second mode selector clutch has a second input component enmeshed with an output gear of the second planetary gear set and a second output component connected to the range shaft input gear. The first mode selector clutch and the second mode selector clutch are selectively operable to couple the first input component with the first output component or the second input component with the second output component and thereby transfer power from the variator to the output shaft.

A drivetrain associated with a vehicle includes a shaft that rotates about an axis of rotation. The shaft is connected to a gear set. The drivetrain includes a sensor target that is connected to the gear set and rotates with the gear set. The sensor target includes at least one target. The drivetrain includes a sensor that is spaced apart from the sensor target by a gap. The sensor is configured to observe the at least one target of the sensor target to determine a rotational speed of the shaft.

This invention relates to the field of motorsports technology, and more particularly to a transmission system for an off-road rally car and a race car equipped with the transmission system. The system includes a frame and a transmission system mounted on the frame. Wheels are mounted on the frame via a suspension system. The transmission system includes a gearbox mounted at the rear of the frame and a differential mounted at the front of the frame; the gearbox and the differential are connected by a first driveshaft positioned at the front and rear. The suspension system includes front steering knuckles located inside the two front wheels, both of which are fixed to the front side of the frame via upper and lower double wishbone suspensions. This off-road rally car has advantages such as lighter weight, more compact structure, better handling, superior passability, and higher safety. The lighter vehicle has sufficient power performance, and its low self-friction resistance during travel improves its ability to traverse uneven roads, reducing the risk of rollover and thus improving race performance.

A hybrid drivetrain for a work vehicle includes an internal combustion engine a hydraulic pump, electric machine, and an overrunning clutch. The work vehicle can include hydraulic actuators and work tools powered by the hydraulic pump and electric drive motors powered by the electric machine. The overrunning clutch couples the engine, the pump, and the electric machine so that the engine can drive the electric machine and pump in a first mode, the engine and the electric machine can simultaneously drive the hydraulic pump in a second mode, and the electric machine can drive the hydraulic pump while overrunning the clutch in a third mode. A torsional detuner can couple the overrunning clutch to a flywheel of the engine.

The invention relates to a transmission (16) for a motor vehicle (10), wherein the transmission (16) comprises an input shaft (18), a first output shaft (22), a second output shaft (24), and a coupling shaft (70). Furthermore, the transmission comprises a first planetary gear set (30), a second planetary gear set (40), a third planetary gear set (50), a fourth planetary gear set (60), a first brake (72), and a second brake (74). The third planetary gear set (50), the fourth planetary gear set (60), the first brake (72), and the second brake (74) form a torque distribution device (17), which is mechanically connected to the input shaft (18) and the coupling shaft (70). The torque distribution device (17) is configured to control the torque distribution to the two output shafts (22, 24). The invention further relates to a drive train and a vehicle (10).

A brake device for an electrically operatable axle drivetrain of a motor vehicle includes a hydraulic disengaging system comprising a central disengaging element which actuates a friction device such that the friction device operates in a braking or non-braking state. The central disengaging element has a central disengaging element housing comprising a central disengaging element piston chamber in which a central disengaging element piston is received in an axially movable manner by means of a hydraulic liquid. The central disengaging element has at least one central disengaging element piston seal which seals off the central disengaging element piston from the central disengaging element piston chamber, and the central disengaging element and the friction device are received in a brake housing, the brake housing including a first pot-shaped housing part and a second lid-shaped housing part which at least partly covers the first pot-shaped housing part.

A speed reducer for a powertrain includes a reduction device having a first toothed wheel able to be rotated about a first axis of rotation. The first toothed wheel includes an annular groove located about the first axis of rotation on a flank of the first toothed wheel. A deflector including a ramp for guiding a lubricant, a portion of the ramp being located inside the annular groove of the first toothed wheel.

A method of assisting in deceleration of a motor vehicle during a stop of the motor vehicle, the motor vehicle having a drivetrain including a traction motor, road wheels operably connected to the drivetrain, a friction brake configured to decelerate the road wheels, and an electronic controller, the method including detecting, via the electronic controller, a request to stop the vehicle. The method further includes commanding the traction motor to provide regenerative braking in response to the request to stop the vehicle. The method additionally includes determining a current vehicle operating state. The method further includes determining an amount of braking drag torque to be generated by the friction brake based on the current vehicle operating state. The method also includes commanding application of the determined amount of braking drag torque in parallel with the regenerative braking, thereby operating the friction brake as a mechanical drivetrain damper while assisting the regenerative braking to stop the motor vehicle.

Vehicle comprising a chassis (14), a powertrain (10) configured to drive the movement of the vehicle, at least one non-driven wheel (110, 210), an axle shaft (112, 212) connected to said at least one non-driven wheel, the vehicle comprising an energy storage element and an electricity generation system (12) intended to supply the energy storage element (13) from the movement of the vehicle (1,2) comprising: - at least one electricity generator (1201) comprising a rotor (122), - transmission means (111, 211) connected to the axle shaft (112, 212) and configured to drive the rotor of said at least one electricity generator so that said at least one electricity generator generates energy supplying the energy storage element (13) from the movement of the axle shaft (112, 212). [Fig.2]

This invention relates to a drivetrain assembly for an electric toothbrush, the drivetrain assembly including a shaft having a rear side and a front side, wherein the front side of the shaft is configured to receive a brush head. The drivetrain assembly further includes: a drive mechanism including a shaft interface configured to receive the shaft, wherein the shaft interface includes a rear surface and a front surface, wherein the rear side of the shaft connects to the shaft interface from the direction of the front surface of the shaft interface for connection to the drivetrain; and a connecting element configured to connect the shaft to the shaft interface, wherein the connecting element extends at least partially along an outer surface at the rear side of the shaft for connecting the shaft interface and the shaft at the rear side of the shaft. The invention also relates to a toothbrush including the drivetrain assembly and a method of manufacturing the shaft and shaft interface assembly.

A jetting device includes a housing comprising a printed circuit board and a drivetrain assembly coupled to the printed circuit board. The drivetrain assembly includes a motor and gears driven by the motor. A cam is coupled to the gears. The housing also includes a plunger configured to be contacted and driven by the cam. The jetting device further includes an aerosol can assembly configured to be releasably coupled to the housing, wherein movement of the plunger is configured to dispense material from the aerosol can assembly.

The invention relates to a shaft device (10) for a drive train (100) of a motor vehicle (K), comprising an inner shaft (20) which is formed from an inner shaft material and has respective coupling areas (12, 14) at opposing inner shaft ends (22, 24) of the inner shaft (20), via which the shaft device (10) can be coupled to respective drive components of the drive train (100) in a torque-transmitting manner, and a sheathing arrangement (50) which has at least a first sheathing (60) which is rotationally fixed to the inner shaft (20) between the inner shaft ends (22, 24) and is formed from a sheathing material different from the inner shaft material and having higher damping properties compared to the inner shaft material.The first sheathing (60) has two first sheathing regions (62, 64), which, in contrast to at least one first intermediate sheathing region (66) of the first sheathing (60) arranged between the two first sheathing regions (62, 64), are each rotationally fixed to the inner shaft (20). Further aspects of the invention relate to a drive train (100) and to a motor vehicle (K).

A granular material unloader mounted on a bagging machine of the kind that stores agricultural staples such as corn and wheat in large diameter polyethylene silo bags hundreds of feet long. The unloader brings in grain or other granular materials from gravity discharge vehicles by sending forth a receiving trough that positions itself beneath the discharge downspouts of these vehicles, to then retrieve the trough and redeploy. This repositioning procedure is repeatedly executed throughout the silo bag filling process, continuing until the bag reaches its full length. The receiving trough is connected to a telescopic conveying auger composed of articulated tubular sections and the machine dispenses with hydraulic driven augers, relying instead on a wholly mechanical drivetrain.

The invention relates to an actuating device (10) for actuating a switching element (12) of a transmission for a drive train of a motor vehicle, comprising an actuating piston (14) for actuating the switching element (12), a first actuating chamber (16) into which a fluid can be introduced for actuating the switching element (12), whereby the actuating piston (14) can be actuated with the fluid and thereby moved in a first direction (20), a second actuating chamber (22) into which the fluid can be introduced for actuating the switching element (12), whereby the actuating piston (14) can be actuated with the fluid and thereby moved in a second direction (24) opposite to the first direction (20), a first discharge channel (26) through which the fluid can be discharged from the first actuating chamber (16), and a second discharge channel (30) through which the fluid can be discharged from the second actuating chamber (22). is,wherein a rise chamber (34, 36) for the fluid is arranged in at least one of the discharge channels (26, 30).

A method for operating a vehicle's drivetrain, wherein the drivetrain comprises a drive unit (1), an output (3), and a transmission (2) arranged in the drivetrain between the drive unit (1) and the output (3), wherein the transmission (2) is associated with a transmission control unit (5) for controlling and / or regulating the operation of the transmission (2), and an acceleration sensor (6) for measuring the vehicle's acceleration, characterized in that, depending on a gear engaged in the transmission (2) or depending on the vehicle's direction of travel, a target acceleration appropriate to the gear or direction of travel is determined, which develops when the vehicle accelerates in that gear or direction of travel, the acceleration sensor (6) determines an actual acceleration when the vehicle accelerates, and it is determined whether the target acceleration and the actual acceleration correlate, wherein, if so,If the target acceleration and the actual acceleration correlate, the actual acceleration measured by the acceleration sensor (6) can be used by the transmission control unit (5) without adaptation; if the target acceleration and the actual acceleration do not correlate, the actual acceleration measured by the acceleration sensor (6) can be used by the transmission control unit (5) with adaptation.

The present invention relates to systems (1a, 1b, 1c) for air conditioning in a passenger compartment and for heat transfer through components of a drivetrain (specifically, an electric drivetrain of a motor vehicle). The system (1a, 1b, 1c) illustrates a coolant circuit (3) and a refrigerant circuit (2a, 2b, 2c). The coolant circuit (3) has two refrigerant-coolant heat exchangers (10, 12) and a coolant-air heat exchanger (50) for heat transfer to ambient air. The refrigerant circuit (2a, 2b, 2c) has: a first refrigerant-air heat exchanger (5) for heating the supply air to the passenger compartment; a second refrigerant-air heat exchanger (6) for heat transfer through ambient air, having an upstream first expansion element (7); a first flow path (16) having a third refrigerant-air heat exchanger (8) for regulating the supply air to the passenger compartment and an upstream second expansion element (9); and a second flow path (17) having a first refrigerant-coolant heat exchanger (10) and an upstream third expansion element (11). Furthermore, the refrigerant circuits (2a, 2b, 2c) are manufactured to have a third flow path (18) having a second refrigerant-coolant heat exchanger (12) and an upstream fourth expansion element (13), wherein the third flow path (18) is arranged downstream of the first flow path (16) and the second flow path (17) in the direction of refrigerant flow. Furthermore, the present invention relates to a method for operating systems (1a, 1b, 1c).

The invention relates to a drive system for a drivetrain of a work machine (1), comprising • a plurality of actuating devices (2) for manual user input, wherein each actuating device (2) has a signal interface, • a braking device (3), a drive motor (4) and a transmission (5) having a respective signal interface, • an environment monitoring system (6) having a signal interface, • a vehicle control unit (7) having at least one signal interface, which is connected to the signal interface on the respective actuating device (21, 22, 23) in a signal-transmitting manner and is designed to control drivetrain functions (9) in accordance with the manual user inputs, and • a user assistance interface (8), which is connected to the signal interface of the environment monitoring system (6) in a signal-transmitting manner and is designed to control drivetrain functions (9) in accordance with the environment monitoring system (6) and separately from the vehicle control unit (7). The invention also relates to a method for operating the drive system, wherein manual user inputs are first evaluated by the vehicle control unit (7) and then used to control drivetrain functions (9), wherein environment monitoring signals are provided separately from the signals of the vehicle control unit (7) at the user assistance interface (8) in order to control the drivetrain functions (9).

The invention relates to a method for decelerating a vehicle (1) and holding it at a standstill, the vehicle having a drivetrain (4) which has a transmission (9), wherein the method comprises the following steps: a) receiving and processing a deceleration signal by means of a transmission controller (15); b) activating and carrying out a transmission function for decelerating the vehicle, wherein the transmission controller (15) controls the drivetrain (4) on the basis of the deceleration signal until the vehicle (1) comes to a standstill; c) holding the vehicle (1) at a standstill; and d) returning the drivetrain (4) to normal operation as soon as the transmission function for decelerating the vehicle is deactivated again. The invention also relates to a system for decelerating the vehicle (1) and holding it at a standstill, to a drivetrain (4), and to a vehicle (1).

This application discloses a lubrication control method, apparatus, equipment, storage medium, and product, relating to the field of marine power transmission system technology. The method includes: acquiring lubricating oil monitoring data; generating a lubricating oil health value based on the monitoring data; inputting the health value into a predictive control model to generate an oil supply strategy; and supplying lubrication to the ship's main gearbox according to the oil supply strategy. Compared to existing static threshold control or reactive maintenance methods, this application integrates multi-dimensional monitoring data into a health value and dynamically generates an oil supply strategy by combining a data prediction model and a lubrication model. This achieves forward-looking prediction of lubricating oil degradation trends and precise adaptation of oil supply volume, solving the lubrication failure problem caused by oil performance degradation under complex operating conditions.

The invention relates to a transmission (16) for a vehicle (10), wherein the transmission (16) comprises an input shaft (18), a first output shaft (22), a second output shaft (24), and a coupling shaft (70). Furthermore, the transmission comprises a first planetary gear set (30), a second planetary gear set (40), a third planetary gear set (50), a fourth planetary gear set (60), a first brake (72), and a second brake (74). The third planetary gear set (50), the fourth planetary gear set (60), the first brake (72), and the second brake (74) form a torque distribution device (17), which is mechanically connected to the input shaft (18) and one of the two output shafts (22, 24). The torque distribution device (17) is configured to control the torque distribution to the two output shafts (22, 24). The invention further relates to a drive train and a vehicle (10).