652 results about "Drivetrain" patented technology

An electric drivetrain having an axial flux electric motor disposed along a drivetrain axis, the axial flux electric motor disposed to rotate a hollow motor output shaft extending along the drivetrain axis, which hollow motor output shaft engages a first planetary gearset. The first planetary gearset may be engaged and disengaged with a second planetary gearset that is coupled to a differential which, in turn, drives first and second main driveshafts, each of which also extends along the drivetrain axis. The first main driveshaft drives a first wheel hub assembly and the second main driveshaft passes coaxially through the planetary gearsets, the hollow motor output shaft and the axial flux electric motor to drive a second wheel hub assembly.

A computer system has processing circuitry to selectively operate the powertrain system in at least a freewheeling mode, in which an output shaft of the engine is non-rotating, and the engine is disconnected from the one or more drive wheels. The processing circuitry is further configured to: determine an opportunity for the freewheeling mode by predicting a feasibility of restarting the engine along an intended route by using a controllable clutch. Predicting the feasibility of restarting the engine by using the controllable clutch includes determining fulfillment of any one of a first restarting condition and a second restarting condition. Determining fulfillment of the first restarting condition includes comparing current total weight of the vehicle with a threshold value indicative of a minimum total weight for avoiding excessive braking of the vehicle during restarting at a high friction road condition with a given total gear ratio. Determining fulfillment of the second restarting condition includes comparing a current drive axle load with a corresponding threshold value indicative of a minimum drive axle load on a drive axle for avoiding excessive wheel slip during restarting at a low friction road condition with a given total gear ratio. The powertrain system is controlled into the freewheeling mode upon the fulfillment of any one of the first restarting condition and the second restarting condition.

The invention discloses a wind generating set transmission chain fatigue load prediction method and system considering sandstorm characteristics, and belongs to the technical field of wind power generation and structure fatigue prediction. According to the method, a wind speed time sequence capable of representing sandstorm evolution characteristics is obtained and serves as external physical excitation to be input into a wind-machine-electricity coupling state space model, and a dynamic torque time sequence of a transmission chain low-speed shaft is obtained through calculation; on the basis, a load spectrum is generated by adopting a rain flow counting method, and the accumulated fatigue damage degree corresponding to the sandstorm event is calculated in combination with the Miner linear accumulated damage criterion and the S-N curve of the low-speed shaft material; and further comparing the damage degree with a preset threshold value, and when the damage degree exceeds the threshold value, automatically generating a preventive active load reduction control strategy aiming at the sandstorm, thereby realizing a closed loop of prediction and control. According to the method, the influence of extreme non-stable wind conditions such as sandstorm and the like on the fatigue damage of the transmission chain can be quantitatively evaluated, and technical support is provided for safe operation and predictive maintenance of a wind turbine generator in extreme weather.

Various embodiments of a trash can assembly (e.g., a receptacle configured to receive refuse, recycleable materials, or otherwise), and related methods, are provided. Some embodiments of the trash can assembly include a body component and a lid configured to move between an open position and a closed position. In some variants, the lid can be moved between the open and closed positions by a power operated driving mechanism, such as a motor and / or other drivetrain components. In certain embodiments, the trash can assembly includes a clutch mechanism to facilitate manual operation of the lid while inhibiting or preventing damage to the motor and / or other drivetrain components.

Disclosed herein are systems and methods for energy management. A system, such as a vehicle, includes a plurality of energy storage units that include a supercapacitor and an electrochemical battery. The system includes plurality of energy storage units including a supercapacitor and an electrochemical battery, the supercapacitor comprising a plurality of selectable power sources, and an adder module including a processor. The processor is configured to execute instructions to selectively connect the supercapacitor or the electrochemical battery to an electric drivetrain to propel the vehicle. The processor may be configured to measure the selectable power sources and determine a set of the selectable power sources to connect to the system.

Eccentric screw pump with a rotor of a drive shaft circulating essentially about a fixed axis in relation to the stator in a bearing block, a power train and a screw conveyor, which revolves in a rotating-oscillating manner in a screw flight of the stator, wherein the power train provides the screw conveyor with its drive torque and the power train adjusts the differences of the motion sequences of the screw conveyor and of the drive shaft, wherein the power train consists essentially of a one-piece rotational body, which has multiple weakening recesses, which interrupt its outer circumferential jacket surface more than only insignificantly and which provide it with that reversible elasticity, which it requires in order to rotate about an axis of rotation, which curves in a periodically recurring manner at least in sections.

An assembly for an aircraft propulsion system includes an open propulsor rotor and a powertrain configured to receive power from a turbine and drive both the propulsor rotor and a compressor section at the same time in a first mode of operation. In a second mode of operation, a brake is applied that stops rotation of the propulsor rotor and the turbine power received by the powertrain drives only the compressor section. In the second mode, the propulsor rotor is stationary or otherwise undriven which effectively prevents rotation of the propulsor rotor. This reduces or eliminates safety risks to ground crews resulting from an open propulsor rotor actively rotating as the aircraft is on the ground.

A method for damping drivetrain vibrations of a wind turbine. The drivetrain has, at least, a rotor and a generator. The method includes receiving a first rotational speed signal at a first location along the drivetrain, the first rotational speed signal being a proxy for rotor speed of the rotor. The method also includes receiving a second rotational speed signal at a second location along the drivetrain, the second location being downwind from the first location, the second rotational speed signal being a proxy for generator speed of the generator. Further, the method includes determining a speed error based on a comparison of the first and second rotational speed signals. Moreover, the method includes determining a torque deviation signal for the wind turbine configured to dampen the drivetrain vibrations when the speed error exceeds a first speed threshold. In addition, the method includes applying the torque deviation signal to the generator to dampen the drivetrain vibrations.

A propulsion system is provided for an aircraft. This propulsion system includes a propulsor rotor, a drivetrain, a first power unit and a second power unit. The drivetrain is coupled to the propulsor rotor. The first power unit includes a first overrunning clutch and a first electric motor. The first overrunning clutch is configured to selectively couple the first electric motor to the drivetrain. The first electric motor is configured to drive rotation of the propulsor rotor through the first overrunning clutch and the drivetrain. The second power unit includes a second overrunning clutch and a second electric motor. The second overrunning clutch is configured to selectively couple the second electric motor to the drivetrain. The second electric motor is configured to drive the rotation of the propulsor rotor through the second overrunning clutch and the drivetrain.

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.

Provided herein is an apparatus, system, and method for reducing a power drawn by a winch as it pulls a vehicle. Methods can include: receiving an indication to operate a vehicle in a winch mode; detecting movement of the vehicle caused by a force from a winch of the vehicle; determining of a speed of movement of the vehicle caused by the force from the winch pulling the vehicle; and providing for control of at least one driven wheel of the vehicle to rotate at a speed corresponding to the speed of movement of the vehicle within a predefined degree of similarity. According to some embodiments the speed of movement of the vehicle is determined based at least in part on a speed of rotation of at least one wheel not being driven by the powertrain of the vehicle.

A spindle assembly of an axle assembly includes an elongate body partially forming a first cavity and a second cavity. A seal is coupled to the elongate body at a location between the first cavity and the second cavity, and the seal is configured to be in contact with an axle shaft to fluidly seal the first and second cavities from one another. A breather is coupled to the elongate body and disposed in fluid communication with the second cavity. A sleeve is also coupled to the elongate body. The sleeve includes a notch that forms at least a portion of a drainage passage through which a fluid in the second cavity may flow from an upper portion of the second cavity to a lower portion thereof.

The invention provides a power transmission system and a vehicle with the same. The powertrain includes: an engine; a first motor; a second motor; the planetary gear train comprises a first planet gear and a second planet gear, the output end of the engine is connected with a first planet carrier of the first planet gear, the output end of the first motor is connected with a first sun gear of the first planet gear, and the second motor is connected with a second gear ring of the second planet gear; a first gear ring of the first planet gear is connected with a second sun gear of the second planet gear through a clutch; the input end of the output shaft is connected with at least one of the first gear ring and the second planet carrier of the second planet wheel, and the output end of the output shaft is used for outputting power; the locking assembly comprises a plurality of locking devices, the planetary gear train is provided with a plurality of locking points, and the locking devices are connected with the locking points in a one-to-one correspondence mode. The problems that a hybrid transmission system is single in mode and single in gear are solved.

A vehicle includes a frame, a drivetrain coupled to the frame, a base assembly coupled to the frame, and a lifting implement coupled to and supported on the base assembly. The lifting implement includes a platform, a cradle rotatably coupled to and supported on the platform so that the cradle, a scissor assembly coupled between the platform and the base assembly, and a lift actuator coupled between the base assembly and the scissor assembly. The lift actuator is configured to selectively raise the cradle relative to the base assembly. The lift actuator is a multi-stage telescoping actuator that includes a base stage, an intermediate stage, and an outer stage. The base stage is coupled to the base assembly, the outer stage is coupled to the scissor assembly, and the intermediate stage is arranged between the base stage and the outer stage.

The invention discloses an automatic heightening and leveling chassis system of a hill and mountain tobacco transplanter and a control method, and relates to the field of agricultural machinery. The system comprises a chassis body, a power transmission system, an executing mechanism, a sensing system and a control system. A front wheel assembly of the chassis body is flexibly connected with a frame through a hinge mechanism, and a rear driving wheel assembly is provided with a hydraulic independent suspension. The sensing system comprises a six-axis tilt angle sensor and a height measuring assembly and is used for collecting tilt angle and ridge surface data in real time; the control system adopts a PID algorithm to drive the front wheel lifting assembly to adjust the pitch angle, the hydraulic independent suspension adjusts the roll angle, and the electromagnetic clutch realizes differential steering and turning around in a narrow space. The problems that traditional equipment is poor in terrain adaptability, insufficient in intelligence and the like are solved, transplanting uniformity and operation efficiency are improved, and the device adapts to complex terrains of hills and mountains.

The invention relates to a torque transmission arrangement (10) for a drive train (1) of a motor vehicle, comprising a first torque transmission element (13) having a first toothing (11) with first teeth (15) and first tooth gaps and rotatably mounted about a first axis of rotation, and a second torque transmission element (14) meshing with the first torque transmission element (13), having a second toothing (12) with second teeth (16) and second tooth gaps and rotatably mounted about a second axis of rotation. It is provided that one of the torque transmission elements (13, 14) is designed and configured as a signal transmitter for a speed detection device (17), and a sensor (18) of the speed detection device (17), designed and configured for detecting the toothing (11, 12) of the torque transmission element (13, 14), is arranged adjacent to the torque transmission element (13, 14).The invention further relates to a method for operating a torque transmission arrangement (10) for a drive train (1) of a motor vehicle and to a drive train (1) for a motor vehicle.

A system (100) for anomaly detection in an industrial drivetrain (104) comprising various mechanical elements driven by a three-phase electrical motor (102). The system comprises a sensor system (101) for obtaining electrical current and voltage waveform data by measuring electrical currents and voltages at the three-phase motor, and a computing system. The electrical waveform data contains frequency components relating to vibrations of mechanical elements of the drivetrain. The computing system performs the following steps: processing the electrical waveform data to obtain related frequency spectra, thereby enhancing traceability of the frequency components; combining the frequency spectra into a combined frequency spectrum, thereby further enhancing traceability of the frequency components; forming a spectrogram by monitoring the combined frequency spectrum over time; and tracing the frequency components in the spectrogram for anomaly detection of the related mechanical elements of the industrial drivetrain.

The invention provides a power transmission system and a vehicle with the same, and relates to the technical field of power transmission. The power transmission system comprises an engine; a motor; the planetary gear train comprises a first planet gear assembly and a second planet gear assembly, an output shaft of the engine is connected with a first planet carrier of the first planet gear assembly, the first planet carrier is connected with a second gear ring of the second planet gear assembly, and a rotor shaft of the motor is connected with a second sun gear of the second planet gear assembly; one end of a second planet carrier of the second planet wheel assembly is connected with a first gear ring of the first planet wheel assembly; wherein an output shaft of the engine, a rotating center line of the first planet wheel assembly, a rotating center line of the second planet wheel assembly and a rotor shaft of the motor are all located on the same straight line, and the engine and the motor are arranged on the two sides of the planet gear system respectively. According to the scheme, the problem that the cost is high due to the fact that a hybrid transmission system adopts double motors in the prior art is at least solved.

A road-use motor vehicle comprising a vehicle-vehicle body provided with a plurality of ground-resting wheels, a powertrain adapted to drive into rotation at least one of said ground-resting wheels; an underbody, which is arranged to cover, or is integrated into, the lower part of the vehicle-vehicle body so as to directly face the ground; at least one pair of side skirts, which have a ribbonlike structure, are flag-hinged to the underbody on opposite sides of a vehicle vertical midplane so as to vary their incline with respect to the vertical, and are adapted to prevent the airflows that flow along the lateral sides of the vehicle from reaching the central area of the underbody, and an electronic drive system, which is adapted to rotate said side skirts so as to vary the ground distance of the distal longitudinal edges of the same side skirts.

A drivetrain assembly of a power machine can include a motor sub-assembly. The motor sub-assembly can include a bearing carrier, a reduction assembly, and an electric motor. The bearing carrier can be configured to be fixedly attached at an outboard side to a first lateral side of a frame of the power machine to operably transmit rotational power to at least one tractive element of the power machine. An outboard side of the reduction assembly can be fixedly attached to an inboard side of the bearing carrier. An inboard side of the electric motor can be fixedly attached to the outboard side of the reduction assembly and the electric motor can be configured to operably transmit the rotational power to the bearing carrier via the reduction assembly. At least part of the electric motor can laterally overlap with the bearing carrier.

The embodiment of the invention provides a horizontal type primary-secondary exchange workbench. The horizontal type primary-secondary exchange workbench comprises a workbench base; the working table mother disc is connected with the working table base through a special rotary table bearing; the working table sub-disc is connected with the working table mother disc through a zero point positioning system; the power transmission system is connected with the workbench mother disc and provides a power source; the brake system is connected with the workbench mother disc and provides brake force; the angle feedback system comprises an encoder fixing seat and an angle transmission flange, the encoder fixing seat is connected with the workbench base, the angle transmission flange is connected with an oil way distribution inner ring, and the oil way distribution inner ring is connected with the workbench mother disc; and the oil path and gas path butt joint system is arranged between the workbench base and the workbench mother disc. The power transmission system selects a proper transmission structure according to specific working conditions, the angle feedback system monitors the rotating angle of a workbench mother disc in real time through an angle encoder, and full-closed-loop control is achieved through matched use of a high-precision angle encoder and a bearing special for a rotary table.

A work machine for loading material in a worksite includes a power source configured to provide torque, a ground engaging mechanism configured rotate to move the work machine along a ground surface using torque from the power source. A controller is configured to receive a first signal indicative of a speed of the work machine moving along the ground surface and a second signal indicative of a rotational speed of the ground engaging mechanism, and the controller is configured to adjust the torque delivered to the ground engaging mechanism based on the first signal and the second signal, for example, by setting a maximum for an amount of torque to be delivered to the ground engaging mechanism or by sending a signal to the power source or a drivetrain coupled to the power source to change the amount of torque output by the power source or the drivetrain.

The invention relates to an electromotively adjustable support device (2) for supporting the cushioning of an item of seating and / or lying furniture, in particular a mattress for a bed. The support device comprises an electromotive drive device (10) for pivoting adjustment of the support part (6) relative to the base part (4), wherein the drive device (10) comprises two drivetrains (24), (26), wherein an erecting lever arrangement (42) and (42') is arranged in each drivetrain between the base part (4) and the support part (6), and wherein the erecting lever arrangements (42), (42') can be moved between a starting position, which corresponds to the unadjusted starting position of the support part (6), and a final position, which corresponds to the final position of the adjustment movement. The invention provides synchronisation means for the drive-related synchronisation of the drive trains (24), (26) such that the erecting lever arrangements (42), (42') are actuated synchronously during the adjustment of the support part (6) relative to the base part (4).

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 present invention relates to a drivetrain of a wind turbine and a wind turbine with the drivetrain, wherein the drivetrain comprises at least a gearbox, a generator and a lubrication system. The lubrication system comprises at least a pump unit, a main filter system, a heat exchanger and a distribution unit. A secondary filter system is arranged upstream relative to the distribution unit and downstream relative to the heat exchanger. The first filter system has at least one first filter with a first filtration range and the secondary filter system has at least one second filter with a second filtration range. The first filtration range differs from the second filtration range.

A computer includes a processor and a memory storing processor-executable instructions. The processor is programmed to prevent a traction battery from providing power to a vehicle powertrain below a charge threshold, and then, upon one of (a) receiving an acceleration demand above an acceleration threshold and (b) predicting that a planned maneuver classified as high acceleration will occur within a time threshold, permit the traction battery to provide power to the vehicle powertrain below the charge threshold.

The drivetrain system disclosed uses a controlled slip between an electric motor and one or more driven wheels to unify propulsion and regenerative braking. A planetary gearset (or similar two degrees-of-freedom gearing) connects the motor to the wheel, with a friction brake applied to one gear element to modulate torque. The motor is actively regulated to maintain a small constant speed offset (slip) relative to the wheel's rotation. This slip allows the motor to either drive or brake the wheel depending on its direction, with the transmitted torque being inherently proportional to the applied force on the friction brake. In multi-wheel configurations, a single motor drives multiple wheels via respective gearsets, inherently apportioning torque between wheels like a limited-slip differential without separate differential hardware. The result is a highly efficient, bidirectional drive and braking system that recovers energy, eliminates coasting drag, and uses existing brake components for torque control.

Rear bicycle chainring assembly designed for attachment to a chainring support body of a rear bicycle hub assembly, the rear bicycle chainring assembly comprising: several bicycle chainrings, including: a first sprocket, featuring: a first opening with a first minimum diameter that is smaller than a minimum outer diameter of the sprocket support body of the rear bicycle hub assembly; and a second sprocket, having: a second opening having a second minimum diameter that is equal to or greater than the minimum outer diameter of the sprocket support body of the rear bicycle hub assembly; and at least ten internal splined teeth designed to engage with the sprocket support body of the rear bicycle hub assembly, wherein at least one of the at least ten internal sprocket teeth of the second sprocket is symmetrical in the circumferential direction with respect to a reference line extending from the axis of rotation to a circumferential center of a radially outermost end of the at least one of the at least ten internal sprocket teeth in a radial direction with respect to the axis of rotation. which have at least ten internal splined teeth, several internal splined drive surfaces, each comprising several internal splined drive surfaces: a radial outermost edge, a radial innermost edge, and a radial length defined from the radially outermost edge to the radially innermost edge, and a sum of the radial lengths of the multiple internal splined drive surfaces equal to or greater than 7 mm, and wherein at least one of the at least ten internal wedge teeth includes: an internal spline drive surface with a first internal spline surface angle defined between the internal spline drive surface and a first radial line extending from a rotational center axis of the rear bicycle chainring assembly to a radially outermost edge of the internal spline drive surface, and the first internal spline surface angle lies in the range of 0 degrees to 6 degrees.

The invention relates to an overload clutch (10) having a longitudinal axis AL, in particular in a drivetrain (76) of a wind turbine (100), comprising: a first clutch part (12) which forms a friction surface (14) oriented perpendicular to the longitudinal axis AL and a pressure plate (16); a second clutch part (20) having at least one fixedly connected hub lamella (22); and a plurality of friction lamellae (30) which are received in pairs between the friction surface (14) and the hub lamella (22) and between the hub lamella (22) and the pressure plate (16), wherein a friction disc (32) is arranged in a floatingly mounted manner between each pair of friction lamellae (30). Each friction lamellae (30) of the pair travels only half of the friction stroke over which frictional power is absorbed.

A method for detecting and responding to a failure in a drivetrain of a wind turbine includes estimating a first rotational speed signal at a first location along the drivetrain via one or more rate gyroscopes mounted in a hub, the first rotational speed signal being a proxy for rotor speed of a rotor. The method also includes processing the first rotational speed signal to account for a bias in the first rotational speed signal due to use of the rate gyroscope(s). Further, the method includes receiving a second rotational speed signal at a second location along the drivetrain, the second location being downwind from the first location, the first and second locations being on opposing sides of a potential slip location of the drivetrain. Moreover, the method includes determining a speed error based on a comparison of the first and second rotational speed signals. In addition, the method includes comparing the speed error to a threshold and implementing a control action when the speed error exceeds the threshold.