858 results about "Layshaft" patented technology

A drive unit for a hybrid electric motor vehicle includes an engine, an electric machine including a rotor, a layshaft gearset including an input driveably connected to the engine and an output, for transmitting power between the input and the output and producing a first speed differential that causes a speed of the input to exceed a speed of the output, first and second driveshafts, a differential mechanism driveably connected to said output, for transmitting power between said output and the driveshafts, and a planetary gear unit driveably connected to the output and the rotor, for transmitting power between said rotor and said output and producing a second speed differential that causes a speed of the rotor to exceed the speed of the output.

The invention relates to a drive train of a vehicle, comprising a permanently driven primary axle and a secondary axle connectable to the primary axle via a switch-on device with a switch-on mechanism, whereby the secondary drive train output via side shaft couplings is transferred to the drive wheels of the secondary axle.

A disadvantage to these drive trains is that also when the secondary axles are not connected their components are dragged along by the vehicle drive or by the drive wheels rolling away on the roadway, causing power losses. Complete shutdown of the secondary drive train to date is executed only by manually switchable wheel hub couplings which are however a disadvantage with respect to ease of use and practicability.

Because the switch-on mechanism and/or the side shaft couplings have frictionally engaged couplings, it can be that when the secondary axle is uncoupled the section of the secondary drive train located between the switch-on device and the side shaft couplings is uncoupled both from the primary axle and from the secondary drive wheels, such that there is no more power loss in this secondary drive train section, whereby connecting the secondary drive train during travel is possible all the same and losses in comfort and practicability do not have to be tolerated.

The invention discloses a double-shaft needling machine, belonging to the technical field of non-woven textile machinery. The machine comprises a rack, a power transmission mechanism, a main shaft, an auxiliary shaft and an auxiliary shaft transition transmission mechanism. The machine is characterized in that the auxiliary shaft transition transmission mechanism comprises a first belt wheel, a second belt wheel, a transition belt wheel, a tension belt wheel and a transmission belt, wherein the first belt wheel is fixed at the other end part of the main shaft; the second belt wheel is fixed on the auxiliary shaft and corresponds to the first belt wheel; the transition belt wheel and the tension belt wheel are arranged on the rack; the transmission belt is sleeved on the first and second belt wheels, the transition belt wheel and the tension belt wheel; and the transition belt wheel, the tension belt wheel and the first belt wheel are in a triangular positional relation. The double-shaft needling machine disclosed by the invention has the advantages of avoiding noise, reducing the manufacturing and mounting difficulty, being beneficial to maintaining and replacing a bearing, shortening the shutdown time, ensuring the operation efficiency, saving resources and lowering the cost.

In a shifting claw transmission for a motor vehicle including a main shaft and a countershaft and an electric motor for rotating the countershaft or being rotated thereby with freely rotatable gear wheels supported on the counter shaft and engageable with the countershaft by claw engagement structures, the speed of the countershaft is adjustable by the electric motor to be close to, but somewhat different from, the speed of the freely rotatable gear wheels to be engaged in order to facilitate shifting but avoid a tooth-on-tooth problem which would inhibit shifting.

Contemplated gearboxes provide first and second power-balanced paths in which a speed changer is configured to operate with only one path. Most preferably, the gearbox includes a friction clutch and a sprag clutch arranged such that, together with a layshaft and spur-gear differential, gear shifting can be done while transmitting power.

A transmission is provided having a differential gear set with three input torque-transmitting mechanisms, such as friction clutches, to achieve torque flow through the differential gear set to a countershaft gearing arrangement. The transmission utilizes power-on shifts. By utilizing the torque ratio of the differential gear set, additional forward ratios are available with good step progression, reducing the number of countershaft gear sets and synchronizers necessary in comparison to a dual-clutch transmission providing the same number of ratios. A shorter axial length is thus attainable.

The invention discloses a mechanical double-overrunning clutch adaptive automatic transmission external motor drive axle. The drive axle comprises an axle shell, a drive motor is externally arranged,a transmission system is located in the axle shell and comprises a low gear transmission mechanism, a reverse gear transmission mechanism and an adaptive transmission assembly; the reverse gear mechanism has a transmission ratio I which transmits a reverse gear power from an auxiliary shaft to a main shaft, the low gear transmission mechanism has a transmission ration II which transmits a low gearpower from the auxiliary shaft to the main shaft, and the transmission ratio I is greater than or equal to the transmission ratio II. According to the mechanical double-overrunning clutch adaptive automatic transmission external motor drive axle, reasonable cooperation of two overrunning clutches is utilized, so that the overall structure is simple and compact, a transmission line is shared by reverse gear transmission, low gear transmission and fast gear transmission, and no interference is produced, the overall performance is ensured, the adaptive capacity is relatively strong, the cooperation with the adaptive automatic transmission mechanism is smooth and natural, the overall efficiency is improved, the whole transmission system is located in the axle shell, the overall structure is compact, the strength and rigidity of the whole axle is improved, and the occupying volume is small.

A mechanical drive system for an accessory gearbox of a gas turbine engine is provided. The engine has a high-pressure drive shaft and a low-pressure drive shaft. The mechanical drive system includes a first tower shaft, a second tower shaft, a first lay shaft, and a second lay shaft. The first tower shaft is driven by the high-pressure drive shaft. The second tower shaft is driven by the low-pressure drive shaft. The first lay shaft is driven by the first tower shaft, and is connected to the accessory gearbox. The second lay shaft is driven by the second tower shaft, and is connected to the accessory gearbox.

A powertrain includes a countershaft, a gearset including a sun gear, a carrier connected to an engine, a ring gear releaseably held against rotation and connectable to the countershaft, and pinions supported on the carrier and meshing with the sun gear and ring gear, an electric machine connected to the sun gear and connectable to the countershaft, and a second electric machine driveably connected to the countershaft.

A small-sized vehicular planetary gear type step-variable transmission having seven or more forward drive gear positions with a wide range speed ratio and suitable for use on a vehicle. A transmission includes three planetary gear sets, four clutches, and two brakes to provide seven or more forward drive gear positions with a wide range speed ratio. A counter gear pair is constituted by an output gear disposed between a first transmission portion and a second transmission portion, and a driven gear which is mounted on a counter shaft rotatably about a second axis parallel to a first axis and which is held in meshing engagement with the output gear. A fourth clutch reduces an amount of increase of an axial length of the transmission, so that the transmission is small-sized and used on the vehicle.

A two speed transmission includes an input shaft; a lay shaft spaced from the input shaft; a first gear train connecting the input shaft to the lay shaft; a second gear train connecting the lay shaft to an output shaft the gear train including a one way clutch or similar; and a clutch for engaging the input shaft with the output shaft. The transmission is arranged such that when the output shaft is disengaged from the input shaft power is transmitted to the output shaft via the first and second gear trains and the lay shaft. When the clutch is disengaged, power is transmitted from the input shaft via the gear trains and the lay shaft via the one way clutch to the output shaft which typically provides first or low gear for use in low speed maneuvering or where greater torque is required. With the clutch engaged, power may be transmitted from the input shaft directly to the output shaft to provide a second gear for when the watercraft is cruising. This transmission system has the advantage of being extremely compact and since, it requires only a single clutch, provides reduced drag compared with transmission systems incorporating more than one clutch. Advantageously, the default for the transmission has the one way clutch or similar in the first or lower gear, with the clutch normally on, so that if the system fails, it is always possible for the boat owner to get the boat home albeit at a slower speed.

A twin-clutch manual transmission including: first and second input shafts provided with respective clutches; a counter shaft parallel to these input shafts; gear sets of an odd-numbered gear range group disposed between the rear end portion of the first input shaft and the counter shaft; gear sets of the even-numbered gear range group disposed between the second input shaft and the counter shaft; an output shaft being concentric with and abutting on a rear end of the first input shaft; and a synchronizer provided between the rear end of the first input shaft and the output shaft to provide a direct-coupling gear range. The odd-numbered gear range group includes the direct-coupling gear range.

The present invention relates to a hybrid powertrain, comprising an internal combustion engine; a gearbox with an input shaft and an output shaft; a first planetary gear, connected to the input shaft; a second planetary gear, connected to the first planetary gear; a first electrical machine, connected to the first planetary gear; a second electrical machine, connected to the second planetary gear; at least one gear pair, connected with the first planetary gear and the output shaft; and at least one gear pair, connected with the second planetary gear and the output shaft, wherein the internal combustion engine is connected with the first planetary gear via the input shaft, wherein a countershaft is arranged between the respective first and second planetary gears and the output shaft; and the countershaft is connected with the output shaft via a range gearbox.

A method of operating a group transmission of a motor vehicle, the group transmission being arranged in a drive-train between a drive aggregate and an axle drive and including at least a multi-stage main transmission (HG), a splitter group (GV) connected one of upstream and downstream of the main transmission and/or a range group (GP) connected one of upstream and downstream from the main transmission. The main transmission (HG) is of countershaft design with at least one countershaft (WVG1, WVG2), an input shaft (WGE) of the group transmission is connected to the drive aggregate via a controllable separator clutch (K) and an output shaft (WGA) of the group transmission is connected to the axle drive. For starting the drive aggregate, the splitter group (GV), connected upstream of the main transmission (HG) and/or the range group (GP), connected upstream of the same, is/are shifted to a neutral position.