470 results about "Layshaft" patented technology

A motor gearbox assembly for an aircraft may comprise a layshaft configured to transmit torque from a rotor to a main power output shaft. The motor gearbox assembly may comprise a gearbox housing, a stator mounted inside the gearbox housing, a rotor rotatably mounted inside the stator on a main power output shaft and a layshaft rotatably mounted in the gearbox housing outside of the stator. The motor gearbox assembly may comprise a first ear reduction between the rotor and the layshaft, and a second gear reduction between the layshaft and the main power output shaft.

The invention belongs to the technical field of blood detection, and particularly relates to an experimental animal blood detection device which comprises a detector body and a sample injection needle, and further comprises a sample mixing part, and the sample mixing part comprises a disc rotationally installed on the detector body; the fixing bases are installed on the disc, and clamping assemblies are rotationally installed on the fixing bases; the driving assembly is installed on the fixing base and comprises a main shaft rotationally installed on the fixing base and an auxiliary shaft used for driving the clamping jaw to rotate, a plurality of sets of auxiliary gears and main gears are installed on the auxiliary shaft and the main shaft respectively, the tooth ratios of the auxiliary gears and the main gears in each set are different, and the auxiliary shaft is of a telescopic structure; by arranging the driving assembly, different shaking speeds are adopted for blood collection tubes of different specifications, it is ensured that blood and an anticoagulant are evenly mixed, the situation of hemolysis or uneven mixing is avoided, and the detection accuracy and efficiency are improved.

An absolute encoder includes a first drive gear, a first magnet, a first angle sensor, an intermediate gear, a second drive gear, a layshaft gear, a second magnet, and a second angle sensor. A first magnetization direction of the first magnet is parallel to a first axial direction of the first angle sensor, and a second magnetization direction of the second magnet is perpendicular to a second axial direction of the second angle sensor, and the layshaft gear is disposed on an opposite side of the intermediate gear from a main spindle.

In a left-right wheel drive device (10) that accommodates, in a casing (4), two electric motors (1, 2) spaced apart from each other and a planetary gear mechanism (3) arranged so as to be offset on a first side in an axial direction, a pair of motor shafts (11), a pair of counter shafts (12), and two output shafts (13, 14) are arranged in parallel. The first output shaft (13) is arranged on the first side from the planetary gear mechanism (3) and is fixed with a carrier (3C) at an end portion of a second side thereof. The second output shaft (14) is longer than the first output shaft (13) and is fixed with the second sun gear (3S2) at an end portion on the first side thereof. The second output shaft (14) is rotatably supported by roller bearings (35, 36) at the end portion on the second side and a position on the second side from a driven gear meshing with the second counter gear.

A hybrid transmission system with a multi-speed gearbox. The multi-speed gearbox is configured to rotationally couple a prime mover and an electric machine to different gear ratios during a hybrid drive mode. The multi-speed gearbox includes an electric drive interface gear positioned coaxial to a first primary shaft and a second primary shaft and idly mounted, free to spin, to the second primary shaft and an output shaft that includes an output shaft gear which is fixedly coupled thereto meshes with a gear on a secondary shaft.

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 method of oil pre-conditioning for an electric powertrain for a vehicle configured to provide electric propulsion of the vehicle, said electric powertrain comprising the first electric motor being linked to the first gear module, a secondary shaft being linked to the second gear module, the second electric motor being linked to the third gear module through a motor shaft, the differential being shared by both electric motors,The electric powertrain is surrounded by an oil. The method includes the steps of selecting an oil pre-conditioning configuration wherein the secondary shaft does not rotate and at least one of the first electric motor or the second electric motor rotates while the other is in driving mode leading to the heating of the oil to reach a threshold temperature and applying the selected oil pre-conditioning configuration.

A system performs a method for operating a vehicle. A raw total axle torque request for the vehicle is received at a processor of the vehicle. The vehicle includes a primary axle, one or more electric motors on the primary axle, an engine coupled to the primary axle, a secondary axle, and an additional electric motor on the secondary axle. The processor performs an optimization to determine a primary axle torque target and a secondary axle torque target that meets the raw total axle torque request while locating a value representative of a minimum of an objective cost function for the vehicle, controls the one or more electric motors and the engine at the primary axle using the primary axle torque target; and controls the additional electric motor at the secondary axle using the secondary axle torque target.

FRONT ENGINE MOUNTING SYSTEM FOR AN AIRCRAFT ENGINE WITH A COMPACT STRUCTURE The invention relates to a front engine mounting system (150) for an engine (102) comprising a jet pylon (104) with a nose (110) having a main female clevis (111) and a cylindrical housing, a main connecting rod (162) fixed to the engine (102) by a secondary ball joint about a secondary axis (12), a main shaft (165) providing a main ball joint of the main connecting rod (162) in the main female clevis (111) about a main axis (10), where the main axis (10) and the secondary axis (12) are in the same vertical plane, a hollow external cylinder with a vertical axis, the first end of which is fixed in the cylindrical housing and the second end of which is mounted movably through an annular linear connection relative to the front casing (103) and an inner cylinder inserted and fixed inside the outer cylinder.Such a forward engine mounting system has a reduced vertical footprint because the forward engine mount is integrated into the reactor mast. Fig. 2.

The invention discloses a multi-station comprehensive performance test device for a ball screw pair for automobile braking. The test equipment is used for carrying out comprehensive performance tests including service life, static efficiency and NVH (Noise Vibration and Harshness) on the ball screw pair, and comprises a plurality of stations which are respectively used for testing the comprehensive performance of different types of ball screw pairs. The test equipment comprises a lathe bed and a plurality of test equipment units arranged on the lathe bed, and the plurality of test equipment units are respectively in one-to-one correspondence with the plurality of stations; the test equipment unit comprises a driving mechanism, a loading mechanism and a guiding mechanism. The device is compact in layout and reliable in structure, can provide service life, static efficiency and NVH comprehensive performance tests for a plurality of ball screw pairs for automobile braking of different models at the same time, and greatly shortens the service life verification period of the ball screw pairs for automobile braking. On the basis, the output torque of the ball screw pair is measured through static efficiency testing equipment so as to calculate the static efficiency of the ball screw pair; axial and normal vibration acceleration signals of the ball screw pair are measured through the vibration acceleration sensor so as to judge the vibration condition of the ball screw pair.

An assembly is provided for a turbine engine. This assembly includes an inner tower shaft, a layshaft, an outer tower shaft, an intermediate gear system, an inner gearbox and an outer gearbox. The layshaft is coupled to the inner tower shaft through an inner bevel gearing connection. The outer tower shaft is coupled to the layshaft through an outer bevel gearing connection. The intermediate gear system is configured to transfer mechanical power from the inner tower shaft to the layshaft and the outer tower shaft. The intermediate gear system includes the inner bevel gearing connection and the outer bevel gearing connection. The inner gearbox is coupled to the intermediate gear system through the layshaft. The outer gearbox is coupled to the intermediate gear system through the outer tower shaft.

The invention discloses a power transmission and planetary differential steering device of an all-terrain vehicle, which comprises an engine assembly, a planetary differential steering device and a power transmission device, and the engine assembly comprises an engine box body and an engine crankshaft assembly; the gearbox assembly comprises a gearbox body, a gearbox power input shaft assembly, a gearbox auxiliary shaft assembly, a transition shaft assembly, a power dividing shaft assembly, a rear-drive planetary differential mechanism and a front output shaft assembly. The rear-drive differential lock switching unit is used for controlling the locking state of the rear-drive differential lock; the two-wheel drive / four-wheel drive switching unit is used for controlling the all-terrain vehicle to be switched between a two-wheel drive mode and a four-wheel drive mode; and the front-drive differential lock switching unit is used for controlling the locking state of the front-drive differential lock. According to the device, six driving mode control schemes can be achieved through combined logic control of the planetary differential steering mechanism and the front and rear driving differential locking system, and the complex road surface adaptive capacity and the cross-country performance of the all-terrain vehicle are effectively improved.

The invention belongs to the technical field of new energy automobile transmission, and particularly discloses a double-gear electric drive axle system and a gear shifting control method.The system mainly comprises a drive motor, a first-stage gear pair, a second-stage gear pair, a synchronizer and a planetary gear mechanism, and high-gear and low-gear switching is achieved through axial movement of the synchronizer. At a high gear, a gear ring of the planetary gear mechanism is jointed with the sun gear, and the transmission ratio is 1; in the low gear, the gear ring is locked, and speed reduction transmission is achieved. The gear shifting control method comprises a gear upshift process and a gear downshift process, and gear shifting without power interruption is achieved through the steps of torque clearing, gear disengagement, rotating speed adjustment, gear engagement, torque recovery and the like. The multi-gear biased electric drive axle has the technical advantages of simple and compact mechanical structure, easiness in control, uninterrupted power and the like, and meanwhile, the drive axle adopts the countershaft to perform coaxial biased arrangement, so that the problem of intensified mass center bias of the multi-gear biased electric drive axle is relieved, direct connection of a high-speed motor and a planetary gear mechanism is avoided, and the problems of uneven load and NVH of planetary gears are solved.

The disclosure relates to a transmission system for a human powered vehicle, or light electric vehicle, comprising a crank housing, a crank axle, a front sprocket mounted to an output shaft concentric with the crank axle, and a transmission having an input connected to the crank axle and an output connected to the output shaft. The transmission comprises a planetary gear system, configured to be operated according one of a plurality of different selectable transmission ratios, mounted on a lay shaft which is offset and parallel to the crank axle, and an input transmission stage for transmitting torque from the crank axle to an input of the planetary gear system, wherein the input transmission stage has a speed increasing transmission ratio.

A system performs a method for operating a vehicle. A raw axle torque request for the vehicle is received at a processor of the vehicle. The vehicle includes a main shaft, one or more electric motors on the main shaft, an engine coupled to the main shaft, a countershaft, and an additional electric motor on the countershaft. The processor performs optimization to determine a primary shaft torque target and a secondary shaft torque target that meet the original shaft torque request while locating a value representing a minimum value of a target cost function of the vehicle, using the primary shaft torque target to control one or more electric motors and engines at the primary shaft; and controlling the additional motor at the countershaft using the countershaft torque target.

The invention provides automatic turnover equipment for crankshaft drilling machining, and relates to the technical field of turnover equipment, the automatic turnover equipment comprises a bearing frame which is arranged on one side of a numerical control machine tool used for machining a crankshaft body, and the numerical control machine tool is used for machining a shaft hole, a spiral groove, a first through hole and a second through hole in one end of the crankshaft body; and the material moving assembly comprises a bracket, a main shaft positioning groove, an auxiliary shaft positioning groove and a material moving part, and the bracket with the U-shaped longitudinal section is fixedly installed at the top of the bearing frame. According to the full-process automatic turnover device, full-process automatic turnover from the crankshaft body placed on the bracket to subsequent drilling machining and detection is achieved, manual dependence is greatly reduced, and the machining efficiency is improved; through the synergistic effect of the positioning component and the restraining component, the positioning precision during crankshaft drilling is improved, and the machining quality of a main connecting hole and an auxiliary connecting hole is guaranteed; the multi-state design of the turnover assembly enables all links to be closely connected, the drilling precision problem can be found in time in cooperation with a crankshaft detection component, and outflow of unqualified products is reduced.

The invention provides a double-adjusting-angle inlet-adjustable guide vane for widening the bypass ratio working range of a fan, which comprises a first main vane, a second main vane, an auxiliary vane, a main shaft A and an auxiliary shaft B. One side of the first main vane is provided with the second main vane and the auxiliary vane, and the auxiliary vane is positioned below the bottom of the second main vane. The main shaft A is arranged at the blade bottom of the first main blade, and the auxiliary shaft B is arranged at the blade bottom of the auxiliary blade and located in the hollow cylinder of the main shaft A. The main shaft A is used for driving the first main blade and the second main blade to rotate. The auxiliary shaft B is used for driving the auxiliary blade to rotate. The first main blade, the second main blade and the auxiliary blade are adjusted through the main shaft A and the auxiliary shaft B, the flow field of an inlet of the fan is adjusted in a partitioned mode, pre-rotation of different degrees is provided for inlet airflow with different blade heights of the fan, the quality of the inlet airflow of the fan is improved, the working efficiency of self-adaptive starting is improved, and the bypass ratio change range of the self-adaptive fan is widened.

The invention discloses photocatalyst coating producing and processing equipment with a rotating speed adjusting function, and belongs to the technical field of photocatalyst coating production.The photocatalyst coating producing and processing equipment comprises a stirring barrel, supports are arranged on the two sides of the lower end of the stirring barrel, a discharging pipe is arranged on the lower side of one end of the stirring barrel, and an air blower is arranged on one side of the upper end of the stirring barrel; an air blower is arranged on one side of the upper end of the stirring barrel, an air conveying pipe is arranged between the air blower and the stirring barrel, a feeding bin is arranged on the other side of the upper end of the stirring barrel, and a buffering assembly is arranged on the lower side of the support. The main shaft drives the auxiliary shaft to rotate anticlockwise through the main gear and the auxiliary gear, the main shaft and the auxiliary shaft rotate to mix and stir coating raw materials in the stirring barrel through the multiple stirring rods, the rotating speed of the stirring rods can be adjusted by adjusting the rotating speed of the first motor, and the mixing and stirring effect on the coating raw materials in the stirring barrel is better by arranging the stirring assembly.

The invention provides a three-degree-of-freedom variable mounting angle inlet guide vane suitable for a variable circulating fan, which comprises a main blade, a first auxiliary blade, a second auxiliary blade, a main shaft, a first hollow auxiliary shaft and a second hollow auxiliary shaft, the main blade is arranged on the main shaft, the first hollow auxiliary shaft is arranged on the first auxiliary blade, the second hollow auxiliary shaft is arranged on the second auxiliary blade, and the first auxiliary blade is arranged on the main shaft. The first hollow auxiliary shaft is sleeved with the second hollow auxiliary shaft, the main shaft is sleeved with the first hollow auxiliary shaft, a three-degree-of-freedom rotating mechanism is formed, and the main blade, the first auxiliary blade and the second auxiliary blade form the whole inlet guide blade. The main blade is used for adjusting the flowing direction in the whole flow channel, the second auxiliary blade is used for adjusting and controlling flow field adverse factors generated due to change of the bypass ratio of the variable cycle engine, and meanwhile the first auxiliary blade is used for adjusting and controlling various flow field adverse factors generated due to contact air inlet distortion. Therefore, the performance of the variable circulation fan under the action of different distortion forms under different variable circulation working conditions is improved.

A motorcycle (1000) comprises an engine (100), a frame (200), a walking system (300) and a suspension system (400), the engine (100) comprises a crankshaft (21), a balance shaft (22), an output gear (23), a balance gear (24), a main shaft (31), an auxiliary shaft (32), multiple sets of variable-speed driving gears (33) and multiple sets of variable-speed driven gears (34), and the output gear (23) is in meshing transmission with the balance gear (24) so as to drive the balance shaft (22) to rotate; a first plane (101) is determined by the axis of the main shaft (31) and the axis of the crankshaft (21), a second plane (102) is determined by the axis of the main shaft (31) and the axis of the auxiliary shaft (21), and an included angle theta of 0 degree lt is formed between the first plane (101) and the second plane (102); theta < lt >; and 180 degrees.

The invention discloses a centrifugal pump with a variable impeller. The centrifugal pump comprises a front end shell, a rear end support, a rotating shaft and an impeller assembly. A fluid driving cavity is formed in the front-end shell, and a pressure cavity and a pressure regulating valve are arranged on the rear-end support. The rotating shaft comprises a main shaft and an auxiliary shaft, and the auxiliary shaft is hollow and connected with the driving shaft through a coupler. An inner ring impeller seat, a middle impeller seat and an outer ring impeller seat of the impeller assembly are coaxially arranged and are respectively connected with a sliding ring through a sealing ring, and a main driving disc is fixed with an auxiliary shaft. A pushing ring and a supporting spring are arranged on the outer side of the tail end of each sealing ring and connected with the adjacent sealing ring through a sliding key groove connecting mechanism. Through the unique impeller structural design, variable adjustment of the impeller can be achieved, the centrifugal pump adapts to different working conditions, the performance and efficiency of the pump are improved, and the centrifugal pump has the advantages of being compact in structure, stable in operation and the like.

The utility model relates to the technical field of sand screening machines, in particular to a feeding device of a silicon carbide sand screening machine, which comprises a rolling bin, a feeding port and a discharging pipe, a driving motor is fixedly connected to the outer side of the rolling bin, a transmission belt is arranged on the outer side of a power shaft of the driving motor, and a driving shaft and an auxiliary shaft are rotatably connected to the inside of the rolling bin. The outer side of one end of the driving shaft is fixedly connected with a main gear, the outer side of the driving shaft is fixedly connected with a main smashing roller, the outer side of one end of the auxiliary shaft is fixedly connected with an auxiliary gear, the outer side of the auxiliary shaft is fixedly connected with an auxiliary smashing roller, and the bottom end of the grinding bin is fixedly connected with a supporting column. And through the arrangement of a partition plate, a sliding groove, a fixing frame, a nut, a threaded rod and a sliding plate, the feeding speed can be controlled according to actual needs, and the situation that due to the too high feeding speed, the sand screening machine is blocked, and use is affected is prevented.

The invention discloses a single-motor hybrid power system based on an automatic mechanical transmission and a control method. The system comprises an engine, an automatic clutch, a motor and the automatic mechanical transmission which are connected in sequence. The automatic mechanical transmission comprises an input shaft, a transmission driving gear set, a main shaft, a main shaft gear set, an auxiliary shaft, an auxiliary shaft gear set, a planetary gear mechanism and an output shaft, the planetary gear mechanism comprises a gear ring, a planet gear, a planet carrier and a sun gear; the motor is fixedly connected with the engine, the input shaft is sleeved with the automatic clutch in an empty mode, and the motor is fixedly connected with the automatic mechanical transmission and conducts power transmission through meshing of an input shaft outer spline and a motor inner spline. Different driving modes such as engine driving, motor driving, hybrid driving and energy recovery of the vehicle can be achieved by selecting the working modes of the driving motor, the engine and the automatic mechanical transmission.

According to the technical scheme, the magnetic drive pump is characterized by comprising a motor, a pump body, an impeller, an outer magnet, an inner magnet and a drive shaft, the motor is used for driving the outer magnet to rotate, the inner magnet is arranged in the pump body, the drive shaft comprises a main shaft and an auxiliary shaft, the main shaft is connected with the inner magnet, and the auxiliary shaft is connected with the impeller; a liquid cavity is formed in the main shaft, cooling liquid is stored in the liquid cavity, the volume of the cooling liquid is smaller than the volume of the liquid cavity, and a linkage part is arranged at the upper end of the liquid cavity; the main shaft is of a concave structure, one end of the auxiliary shaft is located in the middle of the main shaft, transmission teeth meshed with each other are arranged in the middle of the main shaft and one end of the auxiliary shaft, a pressure relief opening and an expansion sleeve are arranged in the middle of the main shaft, and the expansion sleeve is arranged at the pressure relief opening. Limiting grooves are formed in the two sides of the middle of the main shaft, limiting blocks matched with the limiting grooves are arranged on the auxiliary shaft, a linkage assembly is arranged on the auxiliary shaft, the magnetic driving pump can guarantee stable movement of the driving shaft, and liquid can be conveniently used repeatedly.

A motor gearbox assembly includes a gearbox housing that encloses a motor comprising a stator and a rotor, which is rotatable with respect to the stator. The rotor is rotatably mounted on a main power output shaft and is coupled to a first rotor pinion gear. The assembly further comprises a layshaft rotatably mounted in the gearbox housing outside of the motor, a first layshaft gear at a first axial end of the layshaft on a first side of the rotor and the stator, the first layshaft gear being engaged with the first rotor pinion gear and a second layshaft gear at a second axial end of the layshaft, the second axial end being on a second side of the rotor and the stator that is opposite the first side, the second layshaft gear being engaged with a power output gear coupled to the main power output shaft.

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.

The disclosure relates to a bicycle transmission comprising an axle, such as a wheel axle or a countershaft in a crank transmission, configured to be non-rotatably fixed to a frame of the bicycle; at least one sun gear rotatably mounted about the axle; at least one clutch mechanism for selectively preventing rotation of the at least one sun gear in at least one direction of rotation about the axle; and a camshaft mounted inside the axle to actuate the at least one clutch mechanism.

The invention provides a multi-station brake disc abrasion testing device, and relates to the technical field of brake function testing, the multi-station brake disc abrasion testing device comprises a transmission device, and a centralized control electric cylinder is fixedly arranged on the rear side of the transmission device; an assembling seat is fixedly arranged on the right side of the transmission device; a front assembling frame is fixedly arranged above the front side of the assembling base, and an auxiliary shaft is rotationally arranged on the rear side of the top of the front assembling frame. A rear assembly frame is fixedly arranged above the rear side of the assembly seat, and a rotary sliding sleeve is rotationally arranged in the middle of the top of the assembly seat; the multi-station synchronous abrasion testing function can be provided, the number of stations can be increased or decreased according to needs, the connecting sliding rods can be mutually spliced, the thrust sliding frames can be mutually spliced to provide synchronous driving, the rotating sliding sleeves are provided with belts or chains to be in synchronous transmission connection, and then synchronous driving can be conducted on different stations; the problem that an existing device lacks a multi-station testing function is solved.

A reduction gear, into which power is supplied by a second electric motor, a reduction gear with a smaller diameter than the reduction gear that drives a differential gear assembly, and a countershaft form a speed reduction mechanism. This eliminates the need for a ring gear on the outside of a stepped pinion and thus prevents an increase in the outside diameter of a first housing cover on the motor side, projecting from the main body of a transaxle housing to accommodate the speed reduction mechanism. At least part of the differential gear assembly or part of the countershaft is arranged to project toward the side of the machine over an interface between the machine and the transaxle housing, which may shorten one dimension of the transaxle housing along a second axis.