381 results about "Layshaft" patented technology

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.

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 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.

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.

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.

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.

The utility model discloses a kind of efficient submersible motor, comprising: motor shell assembly, motor shell assembly inside one end is fixedly provided with motor assembly, the outer side one end of motor shell assembly is rotatably connected with pump liquid paddle assembly, and the one end of motor shell assembly is screw-connected and provided with fixed bolt;In the utility model, drive pinion is rotated by driving pinion, to drive driven gear rotation, drive paddle shaft rotation in trident adapter frame, to drive pump liquid rotary propeller rotation, so that external water liquid can be pumped into to the inside of circulating pipeline by water inlet pipe mouth, and discharge by water outlet pipe mouth end, so that it can be through the efficient heat dissipation cooling of mutually adhering fin groove and limiting heat conduction fin to motor, and the spiral groove set can make water flow turbulent flow to improve heat exchange efficiency.

The invention relates to a drive unit (1) for a vehicle (20), comprising a deceleration group (4) and a main transmission (5), at least two electric motors (7.1, 7.2) being mounted on the deceleration group (4), each electric motor acting on a separate torque path (8.1, 8.2), each torque path engaging with one of the two main shafts (9.1, 9.2) in the main transmission (5), at least two movable gears (Z1-Z4) run on each of the main shafts (9.1, 9.2) and are configured to mesh with fixed gears (Z5, Z6) running on a countershaft (10) of the main transmission (5), each of the fixed gears (Z5, Z6) being configured to mesh with a respective movable gear (Z1-Z4) of each of the main shafts (9.1, 9.2), and each of the fixed gears (Z5, Z6) being configured to mesh with a respective movable gear (Z1-Z4) of each of the main shafts (9.1, 9.2). And each fixed gear (Z5 and Z6) is configured to be meshed with one corresponding movable gear (Z1-Z4) of each main shaft (9.1 and 9.2) at the same transmission ratio.

A power take-off (PTO) assembly comprises a PTO shaft, a rear PTO assembly with a rear PTO output shaft extending from the transmission and coupling to a first gear set driven by the rotational power from the PTO shaft, and a countershaft coupling to the first gear set to receive rotational power from the PTO shaft. The countershaft has an output gear at an intermediate point in the transmission upstream of the rear PTO assembly and near an access port in the transmission housing. The PTO assembly further comprises an additional detachable central PTO arrangement, which can be detachably attached to the gearbox housing at the access opening and has an output shaft of the central PTO and a second gear set configured to mesh with the output gear of the countershaft, driving the output shaft of the central PTO with the rotational power from the PTO shaft.

The invention discloses a vibration motor crankshaft vibration device and a wind power coal picker comprising the same, and relates to the technical field of mining equipment.The vibration motor crankshaft vibration device comprises a main shaft, a main middle section, a main eccentric section, a main transition section, a crank section and a main tail section from the middle to the two ends; the first shaft ends are fixedly arranged at two ends of the main shaft and are eccentrically arranged; the auxiliary shaft comprises an auxiliary middle section, an auxiliary eccentric section and an auxiliary tail section from the middle to the two ends; the second shaft ends are fixedly arranged at the two ends of the auxiliary shaft and are eccentrically arranged with the auxiliary shaft; the main eccentric block is fixedly arranged on the main eccentric section; the auxiliary eccentric block is fixedly arranged on the auxiliary eccentric section; driving gears are mounted at the end parts of the first shaft end and the second shaft end of the transmission shaft; the driving shaft is fixedly arranged at the end part of the transmission shaft and is used for driving the motor; the rocker arm connecting rod is rotationally connected to the crank section; the vibration motor has the effect of prolonging the service life of the vibration motor for mineral screening, so that the probability of maintenance and failure of the coal separator is reduced, and the coal separation yield and the production efficiency are improved.

This invention provides a three-degree-of-freedom variable installation angle inlet guide vane suitable for variable cycle fans, comprising: 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 mounted on the main shaft, the first hollow auxiliary shaft is mounted on the first auxiliary blade, and the second hollow auxiliary shaft is mounted on the second auxiliary blade. The second hollow auxiliary shaft is sleeved on the first hollow auxiliary shaft, and the first hollow auxiliary shaft is sleeved on the main shaft, forming a three-degree-of-freedom rotating mechanism. The main blade, the first auxiliary blade, and the second auxiliary blade constitute the entire inlet guide vane. By using the main blade to adjust the flow direction within the entire flow channel, and by using the second auxiliary blade to control the adverse flow field factors caused by changes in the bypass ratio of the variable cycle engine, and by using the first auxiliary blade to control various adverse flow field factors caused by contact intake distortion, the performance of the variable cycle fan subjected to different distortion forms under different variable cycle operating conditions is improved.

The utility model provides an anti-loose vibrating screen vibration exciter which comprises a shell, a main shaft, an auxiliary shaft, a belt transmission assembly and a tensioning assembly, the main shaft and the auxiliary shaft are both arranged in the shell, eccentric blocks are both arranged on the main shaft and the auxiliary shaft, the main shaft is connected with the output end of a motor, and the belt transmission assembly is connected with the tensioning assembly. The main shaft and the auxiliary shaft are connected through a belt transmission assembly, a tensioning assembly used for tensioning the belt transmission assembly is arranged in the shell, the tensioning assembly is arranged in the shell through a screw rod, and a lock nut used for fixing the tensioning assembly is arranged on the screw rod. The locknut comprises a nut body, a chuck and an end cover, the chuck is arranged on the end face of the nut body in a surrounding mode around the central axis of the nut body, the chuck is sleeved with the end cover, the end cover is in threaded connection with the nut body, and when the end cover and the nut body are screwed down, the end cover is screwed down. The end cover extrudes the chuck in the direction of the central axis of the nut body.

Control method for managing dog clutch engagement in a vehicle powertrain (1) comprising an internal combustion engine (2), primary (3) and secondary (4) electrical machines, and a dog clutch gearbox having a first primary shaft (5) connected to the engine, a second primary shaft (6) connected to the primary electrical machine, the method comprising: when the target ratio to be engaged is intended to lock the first primary shaft, respectively the second primary shaft, with the secondary shaft in rotation, then a convergence torque is applied by means of the secondary electrical machine, respectively by means of the primary electrical machine, the convergence torque to be applied being determined in subordination to an acceptance of charging and discharging of the battery calculated according to the characteristic(s) of the battery and the power taken or delivered by the electrical machines.Figure from the summary: Fig. 2.

The utility model provides a lubricating grease torque testing device. The lubricating grease torque testing device comprises a testing box body, a bearing seat, a lifting device, a force measuring rope and a rotating motor, the testing box body is used for providing a low-temperature environment required by testing in the testing box body; the bearing seat is positioned in the test box body and is connected with an auxiliary shaft; the lifting device is placed in the test box body, and the lifting device is used for bearing the bearing seat in a lifting manner; the force measuring rope is arranged in the test box body, the upper end of the force measuring rope is connected to the top wall of the test box body, and the lower end of the force measuring rope is used for connecting a bearing seat; the rotating motor is located outside the testing box body and connected with a main shaft, the main shaft partially penetrates through the testing box body and is detachably connected to the auxiliary shaft, and the rotating motor drives the bearing seat through the main shaft and the auxiliary shaft which are connected.

The swing-arm double-gear power transmission mechanism is a type of engine that eliminates the crankshaft structure of the traditional cylinder piston connecting rod crankshaft engine, replacing it with a swing-arm double-gear power transmission mechanism. This mechanism consists of a straight rod fixed to the piston, a U-shaped gear carrier fixed to the straight rod, and two fork plates under the U-shaped gear carrier, each with a long, narrow opening in the middle. At the rear end of each fork plate, there is also a shaft hole. Between the two fork plates of the U-shaped gear carrier, a pair of meshing gears are installed. A connecting plate is installed on each side of the gears, and each connecting plate has a shaft hole corresponding to the gear shaft position, allowing for sliding fit with the gear shaft or a rolling bearing fit. After passing through the connecting plates, both ends of the gear shaft are fixed to a pair of swing arms. The other end of the upper gear's swing arm is fixed to the power output main shaft and the flywheel energy storage sub-shaft, respectively. The lower gear's swing arm... At the other end, it engages with the shaft holes or rolling bearings on the two fork plates of the U-shaped gear carrier. Driven by the engine starter, the main shaft transmits rotation to the upper gear of this structure, which in turn transmits it to the meshing lower gear. This, in turn, drives the U-shaped gear carrier to move along the direction of the cylinder piston, preparing the engine for the four-stroke power stroke. When the engine ignites and begins the power stroke, the piston drives the U-shaped gear carrier, and through the initial operating mode, the gear set, in turn, pushes the main shaft to continue rotating in the direction it began to rotate, performing power. At the end of the power stroke, the flywheel releases its stored energy, continuing to complete the other strokes of the engine, forming a continuous cycle of power delivery. Because of this continuous cycle, the main shaft continuously outputs power, eliminating all the defects of traditional crankshaft engines. This swing arm double-gear power transmission mechanism has an extremely simple structure, reliable operation, is very easy to manufacture, process, install, and maintain, has low cost, and extremely high thermal efficiency. It is suitable for all applications and equipment using traditional cylinder piston crankshaft engines.

The invention discloses a modeling method of a manual transmission with a flywheel and a clutch based on a Modelica language, which comprises the following steps of: building a flywheel model, and constructing a derivative of flywheel rotating speed to time; building a clutch model based on the hyperbolic tangent coulomb friction model, and calculating clutch output torque; building a main shaft model, calculating main shaft torque according to the loss type of the gearbox, and building a derivative of main shaft rotating speed to time; building an auxiliary shaft model, and calculating the rotating speed and torque of the auxiliary shaft according to the rotating speed of the driving shaft and the hyperbolic tangent friction model; calculating a driving shaft torque according to the gearbox loss type, and establishing a driving shaft model; and establishing a power loss model of the gearbox, and calculating the power loss of the gearbox by considering the influence of the power loss. According to the external input engine torque, the driving shaft rotating speed and the inherent characteristics of all the components, an equation is established and solved to obtain the rotating speed and the torque of all the components, finally, the power loss of the whole working process of the manual transmission is calculated, and the modeling difficulty of the manual transmission can be reduced.