ТРАНСМИССИЯ

Изобретение относится к области сельскохозяйственного машиностроения, в частности к устройству для транспортного средства. Транспортное средство содержит привод, зубчатый механизм, который по меньшей мере по существу надежно соединен с приводом так, что по меньшей мере в одном собранном состоянии расстояние между зубчатым механизмом и приводом относительно друг друга и их угловое расположение относительно друг друга остаются неизменными, и содержит выходной вал для приведения в действие сменного инструмента, положение которого может быть изменено относительно зубчатого механизма, и трансмиссию, расположенную между зубчатым механизмом и сменным инструментом. Трансмиссия содержит первое ведущее колесо, которое прочно соединено с возможностью вращения с выходным валом в одном рабочем состоянии и имеет ось вращения, расположенную перпендикулярно прямому направлению, а зубчатый механизм содержит входной вал и указанный выходной вал, расположенный перпендикулярно входному валу, выполненному с ...

ПОЛНОПРИВОДНОЕ УНИВЕРСАЛЬНОЕ ШАРНИРНО-СОЧЛЕНЕННОЕ ТРАНСПОРТНОЕ СРЕДСТВО

Полезная модель относится к шарнирно-сочлененным транспортным средствам повышенной проходимости, предназначенным для перевозки грузов, как по пересеченной местности, так и по дорогам общего пользования, а именно к вездеходам. Технический результат заключается в повышении степени универсализации транспортного средства. Сущность полезной модели заключается в том, что полноприводное универсальное шарнирно-сочлененное транспортное средство содержит шарнирно связанные между собой последовательно одноосную переднюю полураму и одноосную заднюю полураму. Шарнирная связь полурам выполнена с одной степенью свободы посредством двух соосных вертикальных шарниров с возможностью относительного углового перемещения полурам. Каждая полурама снабжена ведущим мостом с колесами, а на передней полураме установлены бескапотная кабина и приводной двигатель. Согласно полезной модели, передний и задний мосты выполнены неподрессоренными, при этом передний мост связан с передней полурамой посредством цилиндрических ...

КУЛАЧКОВАЯ АВТОМАТИЧЕСКАЯ БЛОКИРОВКА

Данное техническое решение относится к области автомобилестроения, в частности касается трансмиссии легковых автомобилей. Кулачковая автоматическая блокировка включает в себя две кулачковые распорные муфты, две полуосевые кулачковые муфты и две пружины сжатия, отличающаяся тем, что между кулачковыми распорными муфтами в предусмотренных на них соответствующих посадочных гнездах размещаются пружины сжатия, диаметр которых превышает третью часть диаметра этих распорных муфт. Технический результат - упрощение конструкции данного типа блокировки, обеспечив при этом ее полноценную автоматическую разблокировку в повороте не зависимо от дорожных условий. 3 ил.

АВТОГРЕЙДЕР

Группа изобретений относится к полноприводным автогрейдерам. Автогрейдер включает шарнирное сочленение рамы и расположенные по обе стороны от нее гидроцилиндры поворота, переднюю раму с закрепленным на ней рабочим оборудованием, прикрепленный к раме через балансирный шкворень управляемый передний мост, соединенные в один блок двигатель и трансмиссию. Передняя рама опирается на кронштейн шарнирного сочленения, который прикреплен к несущему корпусу трансмиссии. Трансмиссия состоит из коробки передач с гидроподжимными муфтами и параллельными друг другу входным и выходным валами, колокола сцепления, прикрепленного со стороны расположенного вверху входного вала коробки к корпусу коробки, балансирной тележки с тормозами в центральном редукторе. Достигается увеличение тяговых характеристик для различных условий работы, уменьшение габаритных размеров для улучшения обзорности. 2 н.п. ф-лы, 4 ил.

Крепление компонента

ГЛАВНАЯ ПЕРЕДАЧА ВЕДУЩЕГО МОСТА С ВАРИАТОРНЫМ РАСПРЕДЕЛЕНИЕМ КРУТЯЩЕГО МОМЕНТА

Изобретение относится к области машиностроения. Главная передача ведущего моста с вариаторным распределением крутящего момента включает в себя в себя литой чугунный корпус, в котором размещены червяк, сектор, золотник, рейка, поршень и поворотный вал с сошкой. Обе полуоси ведущих колёс трактора блокированы. Передача включает вариаторы со стальным толкающим ремнём, работающим в масляной ванне и с гидравлическим управлением. Обеспечивается расширение функциональных возможностей главной передачи и повышение нагрузочной способности, увеличение работоспособности в процессе эксплуатации, улучшение ремонтопригодности, увеличение долговечности и повышение проходимости транспортных средств. 1 з.п. ф-лы, 4 ил.

HYBRIDGETRIEBE, INSBESONDERE FÜR KRAFTFAHRZEUGE

Antriebsvorrichtung für ein Kraftfahrzeug

Antriebsvorrichtung für ein Kraftfahrzeug, umfassend eine Antriebsmaschine (1) und eine Getriebevorrichtung (2) mit einem ersten und zweiten Planetenradsatz (3a, 3b) mit jeweils mehreren Planetenrädern (4a, 4b) sowie einem Stirnraddifferential (5), wobei das Stirnraddifferential (5) dazu vorgesehen ist, eine Antriebsleistung der Antriebsmaschine (1) auf eine erste und zweite mit dem Stirnraddifferential (5) wirkverbundene Abtriebswelle (6a, 6b) zu verteilen, und wobei der erste Planetenradsatz (4a) radial innerhalb des zweiten Planetenradsatzes (4b) verschachtelt ist.

Modulare Antriebsanordnung

System zur Kontrolle des Giermomentes in Fahrzeugen

SPERRVORRICHTUNG ZUM PARKEN FUER EIN KONTINUIERLICH VERAENDERBARES KEILRIEMEN-WECHSELGETRIEBE

Antriebsstrang für ein zumindest teilweise elektrisch antreibbares Fahrzeug

Antriebsstrang für ein zumindest teilweise elektrisch antreibbares Fahrzeug, enthaltend ein Planetengetriebe (4) mit einem Sonnenrad (6), einem Planetenträger (12) und einem Hohlrad (10), wobei jeweils eines der Drehelemente (4,6,10) des Planetengetriebes mit einer ersten Elektromaschine (14), einer zweite Elektromaschine (16) und einem Antrieb (18) eines Fahrzeugrades drehfest verbunden sind, eine aufladbare Batterie (26), die mit den Elektromaschinen (14,16) über Pulswechselrichter (22) verbunden ist, und eine elektronischen Steuereinrichtung (24), die die Pulswechselrichter abhängig von der Stellung wenigstens eines Fahrpedals (28) steuert.

Antriebsstrang für ein Kraftfahrzeug

Antriebsstrang für ein Kraftfahrzeug, umfassend ein Antriebsaggregat (4), ein dem Antriebsaggregat (4) nachgeschaltetes Zentralgetriebe (1) und ein dem Zentralgetriebe (1) nachgeschaltetes Getriebe (11), dessen Antriebswelle (2) durch eine Abtriebswelle des Zentralgetriebes (1) gebildet ist, dadurch gekennzeichnet, dass das nachgeschaltete Getriebe (11) einen die Antriebswelle (2) konzentrisch umschließenden einfachen Minus-Planetenradsatz aufweist, dessen Hohlrad (3) mit der Antriebswelle (2) verbunden ist, dessen Steg (5) an ein Gehäuse (6) gekoppelt ist, und dessen Sonnenrad (7) über eine einfache Stirnradstufe (12) und eine Seitenwelle (8) mit einem Vorderachs-Differential (10) verbunden ist.

Verfahren und Vorrichtung mit einem Leistungsverzweigungsgetriebe mit interner hydraulischer Kraftzufuhr und -abfuhr

Leistungsverzweigungsgetriebe ohne eine Planetengetriebestufe, das mit internen konstruktiven Bauteilen versehen ist, über die im Getriebe selbst einzelne Zahnräder angetrieben oder abgebremst werden können. Dieses konstruktive Bauteil ist so im Getriebe angeordnet, dass sich zwischen einem drehenden Zahnradpaar und dem festeingebauten Bauteil selbst in einem Druckerhöhungsraum ein Druck aufbaut, der über ein Regelventil einstellbar ist. Durch Abfuhr von Getriebe- bzw. Hydrauliköl in diesen Druckerhöhungsraum wirkt das Zahnradpaar als Zahnradpumpe; durch Zufuhr von Getriebe- bzw. Hydrauliköl in diesen Druckerhöhungsraum wirkt das Zahnradpaar als Zahnradmotor. Über das als Pumpe wirkende Zahnradpaar werden die Arbeitsverrichtungsaggregate unmittelbar und das Fahrzeug mittelbar angetrieben, Fig. 3.

Synchronisationsanordnung mit Drehmomentverriegelungsmerkmal

GEARBOX FOR A FULL-TRACK VEHICLE

Skid steer loader vehicle

Improvements in or relating to transmission mechanism for motor driven vehicles

... 378,386. Lubricating internal-combustion engines. LJUNGSTROM, B., 83, Linnegatan, Stockholm. May 4, 1931, No. 13158. Convention date, March 19. [Class 12 (iii).] The lower part 6b of the crank case of an internal-combustion engine is detachable and is divided by a partition 28 into two compartments, one for variable-speed gearing and the other 27 for an oil container. The partition 28 may have a recess 29, if necessary, so as not to interfere with the rotation of one of the cranks. The change-speed gear does not run in an oil-bath but oil is pumped from the container or. tank 27 by a pump 30, Fig. 7, to the gear by a pipe 31a, and also, if desired, to the engine by a pipe 31b. Since the oil tank is not the lowest part of the crank case the oil is returned to the tank by means of a pump 32.

POWER TRANSMITTING APPARATUS FOR TRACTOR

Drive train for work vehicle

Small-type four-wheel automobile

A small-type four-wheel automobile, especially one adapted to carry one or two persons, has a generally U-shaped swing arm pivotally connected at ends of its branched arms to a chassis frame which supports front wheels, on this swing arm is mounted an engine unit which includes a power train, from an engine to an axle for rear wheels that serve as drive wheels, in a unitary construction.

A vehicle having worm and worm-gear steering

A vehicle having four-wheel steering has four wheels 444 each pivotally mounted about a generally vertical axis for steering movement, a worm-gear 412,414,416 and 418 respectively being mounted on the shaft supporting the wheel assembly. Each worm-gear has a worm 404,406,408 and 410 respectively associated therewith, two worms being provided on each of two worm- shafts 400 and 402 respectively. A chain 430 passes round sprockets provided on the shafts 400,402 and round a sprocket mounted on a steering column 432. Each worm-gear comprises a gear segment mounted on the associated shaft so that its centre of curvature is offset from the shaft axis. This produces a differential rate of rotation of the worm-gear shaft with respect to rotation of the worm shaft, and the arrangement is such that the inside wheels on turning a corner move through a greater angle than the outside wheels, to ensure proper tracking. The steering arrangement may be modified to effect steering of one pair of wheels ...

An automotive power plant

In order to reduce production costs and also reduce the required mounting space, a power plant for a vehicle, requiring a large, powerful prime mover (10), is provided with a transmission comprising at least two gear box sets (11, 12) of conventional passenger car type operating in parallel. The input ends of these gear sets are connected to a distribution gearing (14), while their output ends are connected to a collecting gearing (15). The distribution and/or the collecting gearing may be designed so that a certain exchange ratio, up or down, respectively, may be obtained within the same. The gear box sets (11, 12) may further be arranged so that different gear steps therein are slightly displaced in relation to each other. The gear box sets may be provided with torque converters (16, 17) and may be of the automatic type, e.g. hydrodynamic, hydrostatic or mechanical CVT. They may be operated by a common gear shifting device of mechanical, electric or hydraulic type. ...

Front and rear wheel load distribution control unit for coupled vehicle

Coupling and synchronizing device for electric drive modules

Front and rear wheel load distribution control unit for coupled vehicle

Improvements in and relating to tractor driving arrangements

... 980,545. Friction clutches; controlling clutches; variable speed and reverse gear. C. E. MELROE, and L. J. KELLER. Dec. 20, 1962 [Oct. 23, 1962], No. 48076/62. Headings F2C, F2D and F2L. [Also in Division B7] A tractor driving mechanism comprises a split pulley drive, Fig. 6, wherein the expansion of the driving pulley 35 is controlled by the pressure of oil in a space 42 and that of the driven pulley by a spring 49, the driven pulley being mounted on a driving shaft 46 which also mounts driving sprockets 56. The drive from each sprocket 56, Fig. 4, located one on each side of the vehicle, is taken to a pair of sprockets 61, 62 mounted on clutches 63, 64 which also mount output sprockets 92 connected by a chain 115 to a main driving sprocket 116 fast with a sprocket 118 connected by chains 125 with sprockets 126 driving the vehicle wheels. Each clutch, 63 (or 64), Fig. 7, comprises a plate 70 connected to the sprocket 61 (or 62), and a plate 90 fast with the output sprocket 92, the plates ...

Motor car rear axle for transmission of engine power to road wheels, and springs support

... 185,820. Hirst, T. E. C. June 7, 1921. Axles and axle structures; torque-rods.-,A rear axle-structure encloses transmission mechanism comprising epicyclic change-speed gear, a multidisc clutch and worm gearing, the clutch being controlled by a rod passing through the centre of the worm shaft. The axle-structure e carries shackles for springs m and is also connected to the frame by a torque rod c having a spherical rubber joint at d. The, axle-shafts a<27> are driven from the driving shaft a<2> through the gearing shown.

Improved Clutch and Speed Changing Mechanism of the Friction Disc Type.

... 22,307. Soc. R. Bourbeau & H. Devaux. Nov. 10, 1913, [Convention date]. Variable-speed friction gearing for motorvehicles comprises friction gears c, c<1>. c<2> secured to the engine shaft. These are adapted to be engaged alternatively by gears d, d<1>, d<2> upon a shaft e, which is moved longitudinally to vary the speed by way of a fork h. The shaft c is supported on arms g pivoted to a fixed shaft f, and a rod i keeps any pair of gears in engagement or thrusts the gears apart in changing speed. Reversed driving may be effected by an additional idle external or internal gear, or by a belt encircling the gears c, d. The drive may be transmitted from the shaft e by a pair of belts l.

An Improved Rear Axle Drive for Motor Propelled Road Vehicles.

... 2459. Proud, E. P. J., and Proud, N. Jan. 30. Balance or differential gearing; gearing with provision for permitting flexure or distortion.-A differential gear, consisting of a pair of obliquelydisposed pinions a, b contained in a box which revolves on ball bearings in the axle casing F, is employed in combination with a flexible connexion to the wheel situated in the wheel hub. In one case, the driving-shaft is seated in the wheel hub through the medium of a spring-backed ball joint G<2>, and is connected to the wheel by a disk of flexible material such as leather L. In another case, the shaft is secured directly to the flexible disk without a ball joint.

Power transmission arrangement

Electric motor for an axle assembly

An electric motor for use in an axle assembly. The electric motor includes a stator having a stator core, and a rotor adapted for rotation about a rotor axis within the stator core. The stator includes a series of conductive windings that are disposed about the stator core. The windings are wound in a direction generally parallel to the rotor axis and protrude from first and second ends of the stator core. The stator core is formed to include a plurality of longitudinal passageways that are radially arranged about the stator core and are adapted to permit the flow of a cooling fluid through the passageways. The passageways of the stator core extend longitudinally through the stator core and are positioned between the windings such that heat generated by the windings is transferred to the cooling fluid to remove heat from the windings. The motor also includes a metering ring coupled to a first end of the stator core and a discharge ring coupled to a second end of the stator core. The rings ...

Power train assembly

Improvements in or relating to hydro-mechanical transmission particularly for motor vehicles

... 931,262. Variable-speed epicyclic gear; clutch combinations. ZAHNRADFABRIK FRIEDRICHSHAFEN A.G. Dec. 18, 1961 [Dec. 17, 1960], No. 45325/61. Class 80 (2). In a motor vehicle, a hydro-dynamic torque converter P, T, L, having a centrifugal bridging clutch 2 disposed in the core space of the converter, drives a planet gear providing two reduced forward ratios, direct drive and one reverse by an overlap train comprising stepped planets 9; intermeshed planets 10; an output ring 11; first and second suns 7, 5, selectively clutchable at R1, R2 to the output 3 of the preceding torque converter; and reaction brakes B1 B2, for the first sun and the planet carrier. Ratios are as follows: one-way low, with the rear train acting alone, by clutch R1, with carrier reaction taken on a one-way detent F3, which latter can be bridged by the core brake B2 for two-way low. One-way second, with the trains compounded, by clutch R1 and a rear half of the brake B 1 which acts through a oneway detent F2, which latter ...

Vehicle drive apparatus

DRIVE AXLE FOR HYBRID VEHICLE

FINAL DRIVE AND CLUTCH MECHANISM FOR A MOTOR VEHICLE

TRANSMISSION

MOTOR VEHICLE WITH ALL-WHEEL DRIVE

VEHICLE WITH OPTIONALLY INSERTABLE FOUR-WHEEL DRIVE

VEHICLE TO THE DRIVE OF HORTICULTURE, ROAD CLEANING, SNOW SPACE U.DGL. AUXILIARY TURNING OUT

UMLENKGETRIEBE

The invention relates to a redirecting transmission for a rear-wheel-drive vehicle equipped with a front engine (1), which redirecting transmission (2) is intended for installation between a transmission (3) connected to the engine and a Cardan shaft (4). According to the invention, the redirecting transmission is designed as a triple-shaft transmission, wherein the input shaft (5) extends at an angle from the output shaft (6), which extends from the opposing or opposite side of the redirecting transmission relative to said input shaft (5), and the axes of said two shafts (5, 6) include an acute angle (A) of 2 to 6°, preferably 3 to 5°, in particular approximately 4°, located on the side of the output shaft (6).

Drive of motor vehicles.

ZUSATZANTRIEB FÜR LANDFAHRZEUGE

Landfahrzeug mit Fahrzeugmotor (26) und Radantrieb, bei dem erfindungsgemäß vorgeschlagen wird, dass ein Zusatzantrieb in Form eines rotierenden Elements (18, 24, 25) vorgesehen ist, das im Bedarfsfall aus einer neutralen Lagerungsposition am Fahrzeugunterbau (3) in eine Arbeitsposition, in der das rotierende Element (18, 24, 25) an einem Rad (19) des Fahrzeugs oder an der Fahrbahn anliegt, bewegbar ist, und das rotierende Element (18, 24, 25) von einem Zusatzmotor (6) angetrieben ist. Die Erfindung ermöglicht es dem Lenker auf Knopfdruck sein Fahrzeug aus einer Gefahrensituation, bei dem der Radantrieb kurzfristig versagt, zu manövrieren. Die erfindungsgemäßen Maßnahmen sind dabei einfach und kostengünstig zu verwirklichen, und ermöglichen mitunter auch eine Nachrüstung bestehender Fahrzeuge.

MOTORFAHRZEUG, INSBESONDERE EINACHSMOTORFAHRZEUG

Motor vehicle with steering wheel drive.

HYDROSTATIC-MECHANICAL TRANSMISSION ARRANGEMENT.

KART DRIVING DEVICE

Hybrid powertrain vehicle

MULTIPLE SPEED TRANSMISSION

DRIVING GEAR SYSTEM

DRIVING GEAR SYSTEM. A driving gear system, suitable for use in connection with a vehicle having a three speed transmission, and for use in connection with a high-power vehicle having an adjustable track width, the vehicle including a differential gear system having first bearing means, features a bridge housing mounted on said vehicle, a first planetary gear system disposed in the bridge housing and including a first sun wheel, a plurality of first planet wheels, each having a first radius, and first supporting means operable for supporting the first planet wheels, a second planetary gear system disposed in the bridge housing; and including a second sun wheel, a plurality of second planet wheels, each having a second radius, and second supporting means operable for supporting the second planet wheels and mounted for coaxial rotation with respect to the second sun wheel, the second radii being smaller than the first radii, the first bearing means being disposed in the first supporting means ...

MULTIPLE SPEED TRANSMISSION

MODULAR SPLIT SHAFT TRANSFER CASE

A split shaft transfer case includes a first housing portion and a second housing portion that are secured together along a plane of engagement to form an enclosure. An input shaft and an output shaft that are each supported for rotation about an axis of rotation that is generally parallel to the plane of engagement defined by the first and second housing portions. A first operating shaft is supported for rotation about an axis of rotation, and a first operating clutch selectively connects the first operating shaft to the input shaft for rotation therewith. A second operating shaft supported for rotation about an axis of rotation, and a second operating clutch selectively connects the second operating shaft to the input shaft for rotation therewith. The axis of rotation of at least one of the first and second operating shafts is movable relative to the axis of rotation of the input and output shafts.

CHAIN DRIVEN E-DRIVE GEARBOX

An electric drive module (e-drive module) for an electric motor vehicle and chain driven electric-drive (e-drive) gearbox therefor is provided. The e-drive gearbox has first and second chain members operably coupling an output shaft of an electric motor to a shaft of a driven output member. A first drive gear is rotatable with the output shaft of the electric motor. A first driven gear is coupled to the first drive gear via the first chain member. A second driven gear is coupled to the first driven gear via a common shaft and co-rotatable with the first driven gear. A second drive gear is coupled to the second driven gear via the second chain member. The respective rotational axes of the first and second drive gears and the first and second driven gears are parallel to each other.

HYBRID TRANSMISSION FOR HYBRID VEHICLES

A hybrid transmission described herein comprises a planetary gear arrangemen t and a clutch including two electromagnetic clutch portions used to interconnect an internal combustion engine, an electric traction motor, an electric motor/generator and driving wheels of a hybrid vehicle. The hybrid transmission described herein allows various modes of operation.

STEERABLE UNITS AS A FRICTIONAL SURFACE BETWEEN OBJECTS

Disclosed are steerable units that enable the variability of the friction force's magnitude and direction by using rolling contacts, in which the angle of the rolling contacts with respect to the surface containing the steerable unit can be controlled, as an object's frictional surface. This allows an object to adjust the direction and magnitude of the force it transfers through friction and also allows the received frictional force's direction and magnitude to be varied by the receiving object's rolling contacts. Also disclosed are applications of the steerable units in various machines.

COUPLING DEVICE BETWEEN LEFT AND RIGHT WHEELS OF A VEHICLE

A coupling device between left and right wheels of a vehicle includes a differential gear, a driving source, a first power transmission system and a pair of second and third power transmission systems. The differential gear has a first rotational element and second and third rotational elements, one of which rotates forward, the other of which rotates in reverse. The driving source is coupled to the first rotational element. The first transmission system couples the second rotational element to the left or right wheel. The second and third power transmission systems couple the third rotational element to the other wheel. The gear ratio of the third power transmission system differs from the gear ratios of the first and second power transmission systems which are equal to each other.

Antriebsvorrichtung für die Triebachse, insbesondere Hinterachse, von Motorwagen.

Mit einer vorderen Zapfwelle kombinierter Vorderachsantrieb an Zug- und Ackerschleppern

Installation pour la production de puissance motrice à partir d'un moteur à combustion interne et sa transmission aux roues d'un véhicule

Einrichtung zur Übertragung der Antriebskraft von einer feststehenden Antriebswelle auf eine pendelnd gelagerte Antriebswelle, insbesondere für Kraftfahrzeuge

Motor vehicle, in particular a oh motor vehicle.

Hydromechanische Hybridgetriebeeinrichtung.

Die vorliegende Erfindung offenbart eine hydromechanische Hybridgetriebeeinrichtung, umfassend eine Eingangswelle (1), einen Planetenrad-Verzweigungsmechanismus (2), ein hydraulisches Getriebesystem (3), eine Zwischenwelle (6), einen mehrgängigen Planetenrad-Zusammenlaufmechanismus (4) und eine Ausgangswelle (5). Die Eingangswelle (1) ist über einen ersten Strang umfassend den Planetenrad-Verzweigungsmechanismus (2) und das hydraulische Getriebesystem (3) und/oder über einen zweiten Strang umfassend den Planetenrad-Verzweigungsmechanismus (2), die Zwischenwelle und den Planetenrad-Zusammenlaufmechanismus (4) mit der Ausgangswelle (5) verbindbar. Das hydraulische Getriebesystem (3) umfasst mehrere Verstellpumpen (P 1 , P 2 , P 3 , P 4 ), welche bei deren Betrieb auf einen Konstantmotor (32) wirken, und einen Ausgangsmechanismus (33), der an den Konstantmotor (32) gekoppelt ist und mit der Ausgangswelle (5) verbindbar ist. Der Konstantmotor (32) ist mit dem Planetenrad-Zusammenlaufmechanismus ...

TRANSAXLE DEVICE

Pneumatic transporter with high accuracy steering control and steering control method thereof

New energy automobile equipment

Power transmission gear of small vehicle

Motor propulsion unit with offset mechanical (gear) box and simplified transmission

Improvement with the motor vehicles

A shifter and operating device for motor vehicles

ENSEMBLE DE TRANSMISSION POUR VEHICULE A MOTEUR TRANSVERSAL ET PRESENTANT DEUX DEMI-ARBRES DE MEME LONGUEUR, AYANT UN ARBRE INTERMEDIAIRE MUNI D'UN SUPPORT ELASTIQUE

UN ENSEMBLE DE TRANSMISSION 1 POUR VEHICULE A MOTEUR 2 ET BOITE DE VITESSES 3 TRANSVERSAUX, AU-DESSOUS DE LA BOITE 3, PRESENTE UN DIFFERENTIEL 4 AUQUEL SONT CONNECTES DES DEMI-ARBRES D'EGALE LONGUEUR 6, 7; UN PREMIER DEMI-ARBRE 6 EST RELIE AU DIFFERENTIEL 4 PAR UN ARBRE INTERMEDIAIRE 9 MAINTENU PAR UN SUPPORT FIXE 13 AU-DESSOUS DU MOTEUR 2 ET EQUIPE D'UN ROULEMENT 14 A ELEMENTS ROULANTS, LOGE DANS UN BOITIER 15 QUI EST CONSTITUE D'AU MOINS UNE TOLE EMBOUTIE 26; UN MANCHON ELASTIQUE 18 RELIE LA BAGUE EXTERIEURE 21 DU ROULEMENT 14 ET LE BOITIER 15, AYANT ETE COLLES DIRECTEMENT PAR VULCANISATION SUR CES DEUX DERNIERS ELEMENTS.

Improved passenger car

CAR OF SMALL SIZE HAS FOUR WHEELS

IMPROVEMENT HAS AN AUTOMATIC TRANSMISSION HAS TRANSVERSE AXLE

DRIVING MECHANISM FOR VEHICLES MOTORIZE, IN PARTICULAR AS VEHICLES HAS AGRICULTURAL USE

System of suspension and transmission of the motor vehicles

HYDROMECHANICAL DRIVE BLOCK FOR THE HYDROSTATIC DRIVE OF A VEHICLE ESPECIALLY CONSTRUCTION MACHINERY.

Motion transmitting mechanism for automotive vehicles

Motion transmission for motor vehicles

Progressive transformer speed

Passenger car

CARTER POUR ENSEMBLE DE TRANSMISSION DE VEHICULE AUTOMOBILE

Carter pour un ensemble de transmission d'automobile. Ce carter comprend un premier boîtier 46 dont une première partie est fixée à la surface d'extrémité arrière du moteur 10 et une seconde partie s'étend vers l'avant en-dessous du moteur 10. La premiere partie délimite une première chambre 46 A renfermant un embrayage et la seconde partie délimite une seconde chambre 46 C renfermant un engrenage différentiel. Un second boîtier 48, fixé à l'extrémité arrière du premier boîtier 46, renferme une boîte de vitesses. Application : construction automobile.

Axle carrying assembled on directing front-axle unit trailer, equipped to play the part of driving axle

UNITE DE TRANSMISSION DE FORCE MOTRICE DE VEHICULE AUTOMOBILE

L'INVENTION CONCERNE UNE UNITE DE TRANSMISSION DE FORCE MOTRICE DE VEHICULE AUTOMOBILE. ELLE COMPORTE UN CARTER DE PONT DANS LEQUEL EST MONTE L'ENGRENAGE DIFFERENTIEL ET FERME PAR UNE PLAQUE DE COUVERTURE EN FORME DE DOME. LA PLAQUE DE COUVERTURE COMPORTE, SUR SA SURFACE INTERIEURE, DEUX BOSSAGES VENUS DE MOULAGE QUI RECOIVENT L'HUILE DE LUBRIFICATION PROJETEE PAR LA COURONNE DENTEE ET LA DIRIGENT VERS LES PALIERS ET LES JOINTS DES DEMI-ARBRES. L'INVENTION S'APPLIQUE NOTAMMENT AUX VEHICULES A TRACTION AVANT.

CONVEY SELF-PROPELLED WORK

CONVEY HAS FRAME HAVING AN ELASTIC STRUCTURE WITH TORSION

AMPHIBIOUS VEHICLE OF TRANSPORT

CONVEY HAS MULTIPLE APPLICATIONS HAS DIRECT WHEELS COMMANDEES

TRANSMISSION FOR TRACTOR

Device of transmission for motor vehicle without clutch

Dispositif de transmission pour véhicule automobile, comportant un arbre primaire (7) coaxial à l'arbre (5) du moteur (2), un arbre secondaire (28), parallèle à l'arbre primaire (7), et un ensemble de pignons (26, 27, 31), assurant la descente successive du mouvement de l'arbre primaire (7) sur l'arbre secondaire (28) et sur un différentiel (11), caractérisé en ce que l'arbre primaire (7) est accouplé à l'arbre (5) du moteur (2), et en ce que l'ensemble de pignons (26, 28, 31) est constitué par un premier pignon (26), fixé sur l'arbre primaire (7), par un second pignon (27), entraîné par le premier pignon (26) et fixé sur l'arbre secondaire (28), et par un troisième pignon (31), fixé sur l'arbre secondaire (28), et engrenant avec la couronne (32) du différentiel (11).

TRANSMISSION FOR SELF-PROPELLED RUNNING AND SELF-PROPELLED MACHINE COMPRISING SUCH A TRANSMISSION

Skid steer loader vehicle with front and rear ground propellers driven by transmissions for propelling and steering

L'invention concerne un véhicule chargeur compact à direction par patinage (10) équipé de premiers et deuxièmes moyens de propulsion pouvant venir en prise avec le sol (14, 17) respectivement disposés sur des côtés opposés du véhicule (10), les premiers et deuxièmes moyens de propulsion (14, 17) étant entraînés par des premiers et deuxièmes moyens de transmission respectivement pour permettre de propulser et de diriger le véhicule (10) en entraînant les moyens de propulsion (14, 17) d'un côté du véhicule (10) indépendamment des moyens de propulsion (14, 17) de l'autre côté du véhicule. Un ensemble de mât du véhicule possède des moyens de connexion à un équipement de manutention de matériaux, une extrémité intérieure de l'ensemble de mât (67) étant montée de manière pivotante sur la carrosserie (11), près de l'extrémité arrière de la carrosserie (11), pour permettre un mouvement entre une position levée et une position baissée dans laquelle l'ensemble de mât (67) s'étend vers l'avant le ...

Motor unit and wheel assembly for motorcycle

Le bloc-moteur est monté avec un bon équilibre de poids et la structure d'une partie porteuse d'un tourillon d'un démarreur à pédale est simplifiée. Un essieu (15) de la roue (14) est supporté à rotation par un carter (13) du bloc-moteur (1). Le carter (13) comprend une paroi (16) qui permet à un arbre de sortie (4) du moteur (2) de la traverser. La paroi de séparation (16) est placée à proximité d'un plan (F). Des arbres de rotation (4, 5, 36, 61, 15) s'étendent longitudinalement. La transmission de puissance est assurée par une liaison d'engrenage (3) à proximité de la paroi (16). Un tourillon (61) du démarreur à pédale (8) est coaxial à l'essieu (15) de la roue (14). Les arbres (5, 36) sont un arbre principal et un arbre d'entraînement de la transmission(3). Application aux véhicules légers.

APPAREIL DE CHANGEMENT DE VITESSES POUR TRACTEUR

A.APPAREIL POUR TRACTEUR. B.CARACTERISE PAR UN CARTER FIXE 4A AVEC ARBRE D'ENTREE 8 ET ARBRE DE SORTIE 9, UN MECANISME PLANETAIRE 7 AVEC COURONNE ANNULAIRE 7A, SOLIDAIRE DE L'ARBRE D'ENTREE 8, UN ARBRE 7C PORTEUR D'ENGRENAGE PLANETAIRE 7B EN PRISE AVEC LA COURONNE 7A MONTE SUR L'ARBRE DE SORTIE 9, ET UNE ROUE SOLAIRE 7D, UN EMBRAYAGE DOUBLE ENTRE LE MECANISME 7 ET UN ELEMENT 10 EN SAILLIE HORS DU CARTER FIXE 4A PERMETTANT DEUX VOIES DE TRANSMISSION. C.APPAREIL DONNANT UNE SECURITE D'IMMOBILISATION DU TRACTEUR.

Control device of walk and shifting of speed for motor vehicles and other applications

Three wheeled vehicle

A three wheeled vehicle is disclosed having a vehicle frame with a frame sidewall providing a substantially flat surface, with recesses in the flat surface. Alignment arms have inner ends and outer ends, where the inner ends are mounted to the frame sidewall, and the outer ends mount a wheel hub. The inner ends have couplings with pivotal portions and fixed portions, the pivotal portions being at least partially positioned within the recesses, and the fixed portions being attached to the substantially flat surface.

Independent dual wheel tractor drive

A casing has an inner end, an outer end, and an internal drive mechanism. The internal drive mechanism has an outer wheel mounting hub at the outer end of the casing and an inner wheel mounting hub at the inner end of the casing, both supported for rotation about an axis. A motor operates the internal drive mechanism to impart rotation to the wheel mounting hubs with equal force whilst allowing the wheel mounting hubs to rotate at different speeds. The internal drive mechanism further has a carrier that is disposed between the inner wheel mounting hub and the outer wheel mounting hub and that is rotated about the axis by the motor. The carrier contains a differential gear mechanism having an outer output shaft for imparting rotation to the outer wheel mounting hub and an inner output shaft for imparting rotation to the inner wheel mounting hub.

Vehicle transmission with built-in brake

A hydraulic piston is housed in a cylinder chamber that is provided in a cover plate of a transmission case and that opens toward a pressing arm so that the hydraulic piston is capable of rotating the pressing arm by abutting against a rearward arm portion of the pressing arm, and a hydraulic pipe supplying pressure oil to the cylinder chamber is connected to the cover plate.

In-wheel motor driving device

An object of the present invention is to provide an in-wheel motor driving device which includes a highly adaptable suspension mounting portion, is light weighted, and has reduced drag friction at the time of steering operation. An in-wheel motor driving device comprises: a motor section A which rotates a motor-side rotation member; a speed reducer section B which reduces and transmits rotation of the motor-side rotation member to a wheel-side rotation member; and a wheel hub connected and fixed to the wheel-side rotation member. The above three elements are disposed in series from an inboard side to an outboard side of a vehicle, and suspension mounting brackets are fixed onto an outer surface of the speed reducer section's housing. Arms of a suspension are attached via the suspension mounting brackets.

Vehicle With Electric Transaxle

A vehicle comprises a transaxle, a battery and a load carrying bed. The transaxle includes a casing incorporating a drive train and supporting an axle and includes an electric motor mounted on the casing to drive the axle via the drive train. The battery is provided for supplying electric power to the electric motor. The transaxle and the battery are disposed below the load carrying bed so as to overlap the load carrying bed when viewed in plan.

Motor-Driven Hub Including an Electric Traction Machine

A motor-driven hub ( 1 ) for electrically driving an axle of a motor vehicle, said motor-driven hub including a hub ( 7 ) configured to receive a wheel ( 2 ), the hub ( 7 ) being rotatably mounted with respect to a hub carrier ( 5 ) about a hub axis (M), the motor-driven hub including an electric traction machine ( 3 ), the electric machine including an external stator ( 32 ) connected to the hub carrier and an internal rotor, the rotation of the rotor of the electric machine being permanently coupled to the rotation of the hub by means of reduction means ( 4 ), the reduction means ( 4 ) including a motor pinion gear ( 42 ) connected to the rotor of the electric machine and a crown gear ( 45 ) connected to the hub ( 7 ), the motor-driven hub also comprising mechanical disk braking means ( 12 ), wherein the reduction means include two stages of reduction and the brake disk is placed on the outside of the hub carrier with respect to the vehicle.

In-wheel motor drive device

An object of the invention is to always maintain an outer pin holder and a housing in a speed reducer section at their predetermined positions, to prevent damage to such components as revolving members, outer circumferential engagers, and motion conversion mechanism upon a large axial load due to turning or sudden acceleration/deceleration, etc., and to eliminate rattling noise caused by the housing and the outer pin holder. A casing immobilizing member which is fixed to an inner surface of a speed reducer section casing and a housing immobilizing member which is fixed to an outer surface of a speed reducer section housing are provided between the speed reducer section casing and the speed reducer section housing. The casing immobilizing member and the housing immobilizing member are bonded with each other via a rubber member.

Steerable units as a frictional surface between objects

Disclosed are steerable units that enable the variability of the friction force's magnitude and direction by using rolling contacts, in which the angle of the rolling contacts with respect to the surface containing the steerable unit can be controlled, as an object's frictional surface. This allows an object to adjust the direction and magnitude of the force it transfers through friction and also allows the received frictional force's direction and magnitude to be varied by the receiving object's rolling contacts. Also disclosed are applications of the steerable units in various machines.

Vehicle drive system

According to one embodiment, a vehicle drive system includes a left-wheel drive unit having a first motor and a first transmission and a right-wheel drive unit having a second motor and a second transmission. When a left and right opposite torque control in which a first motor and a second motor produce torque in opposite directions is executed by controlling one motor of the first motor and the second motor to produce forward torque or backward torque and the other motor to produce backward torque or forward torque that is opposite to the torque produced by the one motor, the motor control unit controls the one motor based on a target revolution state quantity of the one motor, while the motor control unit controls the other motor based on a target torque state quantity of the other motor.

Active wheel hub transmission

A wheel hub transmission for a vehicle driveline is provided. The wheel hub transmission includes an input shaft, a planetary gear arrangement, a casing member, and a clutching device. The input shaft is drivingly engaged with a power source and the planetary gear arrangement. The planetary gear arrangement is drivingly engaged with the input shaft and is in one of driving engagement and selective driving engagement with the casing member. The clutching device may be selectively drivingly engaged with a portion of the planetary gear arrangement, wherein upon engagement of the clutching device the planetary gear arrangement is fixed. The wheel hub transmission facilitates a torque multiplication at the wheel hub transmission, which reduces an amount of torque applied to a portion of the vehicle driveline.

Direct-type driving module of differential gear for electric vehicle

Disclosed is a direct-type driving module of a differential gear for an electric vehicle, which is configured to directly connect a driving shaft of a driving motor to a driving bevel gear without a decelerator. In the direct-type driving module according to the present invention, the driving axel of the driving motor is connected to a driving bevel gear geared with the differential gear through a coupler, thereby easily adapting to the change of a driving axel. In addition, a rotator of the driving motor can be prevented from being compressed or applied with a tensile load due to an external force applied to a driving axel installed in a direct-type driving method, thereby increasing durability of the driving motor.

Steering axle for agricultural vehicles

A steering axle is provided for agricultural vehicles having at least two drive motors for at least two land wheels on either side of the steering axle disposed next to one another substantially in the center between the land wheels. A mechanical drive train between the drive motor and the wheel hub is provided on both sides.

Downhole driving unit having a hydraulic motor with a planetary gearing system

The present invention relates to a downhole driving unit ( 11 ) for insertion into a well, comprising a driving unit housing ( 51 ), a hydraulic motor ( 23 ) comprising a hydraulic motor housing ( 93 ), a wheel assembly ( 90 ) comprising a stationary part ( 91 ) and a rotational part ( 92 ), the stationary part being connected with the driving unit housing and being rotatably connected with a rotational part, the wheel assembly comprising a wheel ring ( 99 ) for contacting an inner wall in the well and connected with or forming part of the rotations part. The wheel assembly further comprises the hydraullic motor ( 23 ) so that the stationary part and the rotational part constitute the hydraulic motor housing, the hydraulic motor comprising a rotatable section ( 84 ) connected with the rotational part for rotating part of the wheel assembly. Furthermore, the wheel assembly comprises a planetary gearing system ( 95 ) comprised in the hydraulic motor housing and the hydraulic motor comprises a rotatable section driving the wheel ring through the planetary gearing system. The invention furthermore relates to a downhole system comprising the driving unit and to use of such driving unit.

Downhole driving unit having a hydraulic motor in a wheel

The present invention relates to a downhole driving unit (11) (for insertion into a well, comprising a driving unit housing (51), an arm assembly (60) movable between a retracted position and a projecting position in relation to the driving unit housing, an arm activation assembly (41) arranged in the driving unit housing for moving the arm assembly between the retracted position and the projecting position and a wheel assembly (90) comprising a stationary part (91) and a rotational part (92), the stationary part being connected with or forming part of the arm assembly and being rotatably connected with a rotational part. The wheel assembly comprises a hydraulic motor comprising a hydraulic motor housing (93) and a rotatable section (84) connected with the rotational part for rotating part of the wheel assembly. Furthermore, the present invention relates to a downhole system comprising said driving unit and to use of such driving unit.

Mounting structure for in-wheel motor system

Disclosed herein is a mounting structure for an in-wheel motor system. The mounting structure includes the in-wheel motor system installed in a wheel of the vehicle, and a torsion beam axle (TBA) assembly to fix the in-wheel motor system to a vehicle body, wherein a rear portion of a motor housing includes a step portion formed in a stepped manner to have a decreased diameter, and a ring-shaped fastening face vertically arranged from the step portion, and the TBA assembly includes a trailing arm provided with a through hole to surround the step portion of the motor housing, a mount integrated with the trailing arm to fix the trailing arm to a vehicle body, and a plurality of fastening bolts to fix the motor housing to the trailing arm, wherein, when the step portion is fitted and coupled into the through hole, the fastening face closely contacts the trailing arm.

PROPULSIVE APPARATUS FOR ELECTRIC VEHICLES

A propulsive apparatus for use in an electric vehicle includes a gear rotatable by a propulsive motor and having first teeth, and a constant velocity joint having an outer member which includes a larger-diameter portion having second teeth on an outer wall surface thereof. The second teeth serve as part of a speed reducer mechanism which is thus interposed between the propulsive motor and the constant velocity joint. When the gear is rotated by the propulsive motor, the propulsive power is transmitted through the speed reducer mechanism to the constant velocity joint for rotation. 1. A propulsive apparatus for use in an electric vehicle , comprising:a propulsive motor serving as a propulsive source for the electric vehicle;a drive shaft;a constant velocity joint operatively connecting the propulsive motor and the drive shaft to each other, the constant velocity joint including an inner member fitted over an end of the drive shaft and an outer member housing the inner member therein;a gear rotatable by the propulsive motor, the gear having first teeth, and the outer member having a portion with second teeth disposed on an outer wall surface thereof; anda speed reducer mechanism operable in response to rotation of the gear, wherein the portion of the outer member with the second teeth disposed thereon serves as a gear of the speed reducer mechanism.2. The propulsive apparatus according to claim 1 , wherein the speed reducer mechanism includes:a first gear having third teeth held in mesh with the first teeth; anda second gear having fourth teeth held in mesh with the second teeth;wherein the portion of the outer member with the second teeth disposed thereon is larger in diameter than the second gear.3. The propulsive apparatus according to claim 1 , wherein the outer member includes a larger-diameter portion claim 1 , the second teeth being disposed on the larger-diameter portion.4. The propulsive apparatus according to claim 1 , wherein the propulsive motor has a ...

Lubrication control apparatus for vehicle in-wheel motor unit

Each oil pump ( 32 ) is drivingly controlled in such a way that, in a low vehicle speed region lower than a set vehicle speed VSP 1 at which a stirring resistance by oil within an in-wheel unit case ( 3 ) is not in excess of an allowance level, a suction and supply quantity denoted by a solid line characteristic is provided. In other words, the oil pump(s) is stopped until the vehicle speed reaches to a predetermined vehicle speed VSP 0 at which a remaining oil within an oil passage is scattered in all directions and becomes disappeared after the start of vehicle in an oil pump stopped state including a vehicle stop at which the lubrication is not necessary.

DRIVE STRUCTURE FOR ELECTRIC BICYCLE

A motor structure for an electric bicycle including a motor provided with a rotor and a stator to generate a rotary force to drive a wheel of the electric bicycle, the rotor having an accommodation space formed at a center thereof, a first decelerator unit disposed in the accommodation space and connected to a rotating shaft that is rotated together with the rotor, a second decelerator unit connected to the first decelerator unit and disposed outside the motor, and a motor housing to accommodate the motor and the second decelerator unit. 1. A motor structure of an electric bicycle , the motor structure comprising:a motor provided with a rotor and a stator to generate a rotary force to drive a wheel of the electric bicycle, the rotor having an accommodation space formed at a center thereof;a first decelerator unit disposed in the accommodation space and connected to a rotating shaft that is rotated together with the rotor;a second decelerator unit connected to the first decelerator unit and disposed outside the motor; anda motor housing to accommodate the motor and the second decelerator unit.2. The motor structure of claim 1 , wherein the first decelerator unit comprises:a first sun gear installed on the rotating shaft;a plurality of first planet gears disposed around the first sun gear while being engaged with the first sun gear;a first carrier connected to a first center shaft of each of the plurality of first planet gears to output a rotary force; anda first ring gear fixed while being circumscribed on peripheries of the plurality of first planet gears.3. The motor structure of claim 2 , wherein the second decelerator unit comprises:a second sun gear installed on the first carrier;a plurality of second planet gears disposed around the second sun gear while being engaged with the second sun gear;a second carrier connected to a second center shaft of each of the plurality of second planet gears; anda second ring gear provided while being circumscribed on ...

Drive device and vehicle with same

A drive device 1 A includes: electric motors 2 A and 2 B that outputs drive powers; and planetary gear reducers 12 A and 12 B disposed between axles 10 A and 10 B connected to cylindrical shafts 16 A and 16 B serving as the output shafts of the electric motors 2 A and 2 B and to rear wheels LWr and RWr. The drive device 1 A further includes: a one-way power transmission device that transmits the one-way rotation power of the electric motors 2 A and 2 B to the axles 10 A and 10 B; and a two-way power transmission device that transmits the two-way rotation power of the electric motors 2 A and 2 B to the axles 10 A and 10 B. The one-way power transmission device and the two-way power transmission device are disposed on transmission passages from the electric motors 2 A and 2 B to the axles 10 A and 10 B.

Electric drive device

The present invention relates to an electric drive device comprising an electric motor ( 20 ) with a stator and a rotor arranged to rotate a drive shaft, wherein said electric motor ( 20 ) is arranged to be accommodated in a housing, further comprising opposite gear housings surrounding the electric motor, each containing a transmission configuration, wherein the electric drive device comprises a housing configuration in which the electric motor ( 20 ) as well said opposite gear housings ( 30 a, 30 b ) are accommodated, wherein each gear housing ( 30 a, 30 b; 130 a, 130 b ) is attached and hereby locked to said housing configuration. The invention also relates to a motor vehicle.

Transmission device for a motor vehicle

A transmission device for a motor vehicle includes a planetary gearset and a spur gear differential. The planetary gearset includes a drive sun gear, a ring gear fixed to the housing, and multiple stepped planetary gears. Each stepped planetary gear has a first gear meshing with the drive sun gear and a second gear meshing with the ring gear. The spur gear differential includes multiple first and second compensation gears. Each first compensation gear meshes with a first output sun gear, each second compensation gear meshes with a second output sun gear, and the first and second compensation gears mesh with each other in pairs. One compensation gear of each compensation gear pair is arranged in phase with a respective stepped planetary gear. The other compensation gear of each compensation gear pair overlaps axially and contactlessly with the second gear.

ELECTRIC DRIVE UNIT COOLING SYSTEMS AND METHODS

Systems and methods for cooling power transmission systems are include providing oil through an aperture defined in a housing to a stator cooling ring, through the stator cooling ring and into stator cooling channels, through the stator cooling channels and into spaces defined between the housing and jet rings, and through holes in the jet rings and onto the end-windings. The stator cooling ring, stator cooling channels and jet rings can encircle the stator and end-windings and, via the holes in the jet rings, spray pressurized jets of oil from various angles onto the end-windings, and in particular middle regions thereof. Seals may be used between the jet rings and housing, and between the jet rings and stator ends. The seals may be compressed so as to form an interference fit between the jet rings and housing or stator ends as the case may be. 1. An electric drive unit comprising:a housing; at least one annular stator cooling ring encircling the outer side surface of the stator;', 'a first plurality of stator cooling channels extending radially from the at least one annular stator cooling ring; and', 'a second plurality of stator cooling channels extending radially from the at least one annular stator cooling ring,', 'wherein an oil distribution assembly including the at least one annular stator cooling ring, the first plurality of stator cooling channels and the second plurality of stator cooling channels is formed as a unit and positioned around the outer side surface of the stator between the stator and the housing, and wherein the unitary oil distribution assembly is separate from the housing and the stator., 'a stator within the housing, wherein the stator defines an outer side surface and includes stator end-windings;'}2. The electric drive unit of claim 1 , wherein an annular jet ring is adjacent to and at least partially encircling the stator end-windings.3. The electric drive unit of claim 2 , wherein the annular jet ring is interposed between the housing ...

IN-WHEEL MOTOR VEHICLE DRIVE APPARATUS

An in-wheel motor vehicle drive device includes an electric motor driving a drive gear, and the drive gear provided with a gear portion configured to receive drive force of the drive gear and a first wall surface extending along a direction orthogonal to an extending direction of a rotation center axis of the gear portion, the first wall surface for forming a pump chamber. The in-wheel motor vehicle drive device further includes a hub configured to transmit the drive force to the wheel, and an oil pump driven by the electric motor. The oil pump includes an oil pump cover including a second wall surface facing the first wall surface of the pump chamber, and a pump rotator arranged at a space between the first wall surface of the driven gear and the second wall surface of the oil pump cover, the pump rotator integrally rotating with the driven gear. 2. The in-wheel motor vehicle drive device according to claim 1 , further comprisingouter teeth provided at the gear portion of the driven gear, the outer teeth meshing with the drive gear; andan oil path formed between the first wall surface of the driven gear and the oil pump cover, the oil path introducing the oil to the outer teeth of the driven gear.3. The in-wheel motor vehicle drive device according to claim 2 , wherein the gear portion of the driven gear includes a lubricating hole provided to penetrate the gear portion claim 2 , the lubricating hole communicating with the oil path.4. The in-wheel motor vehicle drive device according to claim 1 , wherein a first rotator attached to the driven gear; and', 'a second rotator attached to the oil pump cover so as to be rotatable therewith, the second rotator meshing with the first rotator; and, 'the pump rotator includes'}the oil pump is configured to introduce the oil to the pump chamber and to discharge the oil from the pump chamber by rotation of the second rotator in accordance with rotation of the first rotator.5. The in-wheel motor vehicle drive device according ...

VEHICLE DRIVE DEVICE

A vehicle drive device includes an electric motor disposed in a wheel, a planetary gear mechanism, and a hub. The electric motor is configured to generate a drive force which drives the wheel. The drive force of the electric motor is transmitted to the planetary gear mechanism. The hub transmits a drive force of the planetary gear mechanism to the wheel. The planetary gear mechanism includes a pinion gear having a first pinion and a second pinion coaxial with the first pinion and having a smaller diameter than the first pinion, a fixed ring gear which engages with the first pinion, and a drive ring gear which engages with the second pinion and transmits a drive force to the hub. The first pinion is disposed at a position away from an end portion of the stator core in a direction in which a rotation center axis of the wheel extends. 1. A vehicle drive device comprising:an electric motor which is disposed in a wheel of a vehicle, includes a stator having a stator core and a rotor, and is configured to generate a drive force which drives the wheel;a planetary gear mechanism to which the drive force of the electric motor is transmitted; anda hub which transmits a drive force of the planetary gear mechanism to the wheel,wherein the planetary gear mechanism includes a pinion gear having a first pinion and a second pinion coaxial with the first pinion and having a smaller diameter than the first pinion, a fixed ring gear which engages with the first pinion, and a drive ring gear which engages with the second pinion and transmits a drive force to the hub, andthe first pinion is disposed at a position away from an end portion of the stator core in a direction in which a rotation center axis of the wheel extends.2. The vehicle drive device according to claim 1 , further comprising a transmission mechanism including a driven gear which transmits the drive force of the electric motor to the planetary gear mechanism claim 1 ,wherein the electric motor and the planetary gear ...

DRIVE UNIT AND VEHICLE

A drive unit includes: a rotary electric machine; a rotary electric machine case accommodating the rotary electric machine; an electric power conversion device electrically connected to the rotary electric machine and configured to convert electric power supplied to the rotary electric machine and electric power supplied from the rotary electric machine; and an output shaft extending out from the rotary electric machine case and configured to output power of the rotary electric machine. The electric power conversion device is arranged on one side of the rotary electric machine. The output shaft is arranged between the rotary electric machine and the electric power conversion device. 1. A drive unit comprising:a rotary electric machine;a rotary electric machine case accommodating the rotary electric machine;an electric power conversion device electrically connected to the rotary electric machine and configured to convert electric power supplied to the rotary electric machine and electric power supplied from the rotary electric machine; andan output shaft extending out from the rotary electric machine case and configured to output power of the rotary electric machine, wherein:the electric power conversion device is arranged on one side of the rotary electric machine; andthe output shaft is arranged between the rotary electric machine and the electric power conversion device.2. The drive unit according to claim 1 , whereina cooling part through which a refrigerant passes is provided between a board of the electric power conversion device and the output shaft.3. The drive unit according to claim 1 , whereinthe rotary electric machine case is formed integrally with the electric power conversion device.4. The drive unit according to claim 1 , wherein:the rotation shaft of the rotary electric machine is provided so as to extend in a horizontal direction;the electric power conversion device is arranged on one side of the rotary electric machine in an orthogonal direction ...

VEHICLE DRIVE SYSTEM FOR A SELF-PROPELLED TRAILER

A vehicle drive system is provided and generally includes a hub assembly, a drive assembly and a clutch assembly. The hub assembly having wheel hub upon which a wheel assembly is secured. The drive assembly is configured to selectively transmit a motive force to cause the hub to turn. The drive assembly includes a motor with a rotatable motor output shaft, a transmission assembly connected to the motor and receiving in the rotatable motor output shaft into an input opening therein, and a driveshaft connected to an output from the transmission assembly. The clutch assembly connected to the hub assembly and engagebale to the driveshaft. 1. A vehicle drive system:a hub assembly having a wheel hub upon which a wheel assembly is secured; a motor with a rotatable motor output shaft;', 'a transmission assembly connected to the motor and receiving in the rotatable motor output shaft into an input opening therein;', 'a driveshaft connected to an output from the transmission assembly; and, 'a drive assembly configured to selectively transmit a motive force to cause the hub to turn, the drive assembly includesa clutch assembly connected to the hub assembly and engagebale to the driveshaft.2. The vehicle drive system of claim 1 , wherein the driveshaft includes a first end that mechanically engages with a transmission output and an opposite second end corresponding to the clutch assembly.2. The vehicle drive system of claim 1 , wherein the driveshaft laterally slides towards and away from the transmission output while remaining mechanically engaged with the transmission output that is keyed to correspond with the driveshaft in order to accept and positively engage the driveshaft.3. The vehicle drive system of claim 2 , wherein the opposite second end is keyed so as to be mechanically engaged with a first driving clutch element of the clutch assembly.4. The vehicle drive system of claim 3 , wherein the hub assembly includes a wheel hub upon which the wheel assembly is secured.5. ...

IN-WHEEL MOTOR DRIVE DEVICE

Provided is an in-wheel motor drive device, including a casing configured to hold a motor part, a speed reduction part, and a wheel bearing part, the motor part including; a stator, which is fixed to the casing; a rotation shaft of a motor, which is rotatably supported on the casing through intermediation of rolling bearings; and a rotor, which is mounted to the rotation shaft of the motor. The rolling bearing has a radial internal clearance of from 8 μm to 25 μm before being mounted into the motor part. The rotation shaft of the motor is rotatably supported on the casing through intermediation of a plurality of rolling bearings. The rotation shaft of the motor and the rolling bearings configured to support the rotation shaft of the motor are fitted to each other by transition fit or interference fit. 1. An in-wheel motor drive device , comprising:a motor part;a speed reduction part;a wheel bearing part; anda casing configured to hold the motor part, the speed reduction part and the wheel bearing part, a stator, which is fixed to the casing;', 'a rotation shaft of a motor, which is rotatably supported on the casing through intermediation of rolling bearings; and', 'a rotor, which is mounted to the rotation shaft of the motor, the speed reduction part comprising:', 'an input shaft of a speed reducer, which is rotationally driven by the rotation shaft of the motor; and', 'an output shaft of the speed reducer, which is configured to transmit rotation of the input shaft of the speed reducer, which is reduced in speed, to the wheel bearing part,, 'the motor part comprisingeach of the rolling bearings having a radial internal clearance of from 8 μm to 25 μm before being mounted.2. The in-wheel motor drive device according to claim 1 , wherein the each of the rolling bearings has an axial preload applied thereto.3. The in-wheel motor drive device according to claim 2 , wherein the axial preload is applied by an elastic member claim 2 , which is elastically deformable in an ...

AXLE ASSEMBLY

An axle assembly includes a first wheel connected in a rotationally fixed manner to a first wheel shaft with a wheel hub motor and a second wheel connected in a rotationally fixed manner to a second wheel shaft. The second wheel is coupled by a mechanical transmission mechanism in a driving manner to the wheel hub motor. The transmission mechanism has a transmission shaft unit which extends generally parallel to, but non-coaxially with the wheel shafts such that the transmission shaft unit is offset in the vehicle longitudinal direction from the wheel shafts and is coupled via coupling units in a force-transmitting manner on one hand to the wheel hub motor and on the other hand to the second wheel to provide drive force to both wheels from a single wheel hub motor at least partially containing within one of the wheel hubs. 1. A vehicle axle assembly having a first wheel connected in a rotationally fixed manner to a first wheel shaft with a wheel hub motor at least partially contained therein and a second wheel connected in a rotationally fixed manner to a second wheel shaft , comprising:a mechanical transmission mechanism coupling the second wheel in a driving manner to the wheel hub motor, wherein the transmission mechanism comprises a transmission shaft extending generally parallel to the first and second wheel shafts and offset in a vehicle longitudinal direction relative to the first and second wheel shafts;a first coupling unit coupling the transmission shaft in a force transmitting manner to the wheel hub motor; anda second coupling unit coupling the transmission shaft in a force transmitting manner to the second wheel.2. The vehicle axle assembly of claim 1 , wherein the transmission shaft is offset from the first and second wheel shafts in a vertical direction.3. The vehicle axle assembly of wherein at least one of the first and second coupling units comprises a self-contained transmission element coupled to the transmission shaft and one of the first and ...

SELF-PROPELLED TANDEM AXLE TRAILER

A trailer for towing by a power vehicle is provided and generally includes a frame and a tandem wheel assembly. The frame forms an undercarriage chassis which the tandem wheel assembly is positioned there under. The undercarriage chassis includes a rear wheel assembly, a front wheel assembly, and an extension assembly moving the front wheel assembly between trailing position and a self-propelled position. At least one of the wheel assemblies is powered by a selectively engageable drive assembly including a motor, transmission, driveshaft, selectively engageable clutch and hub, to drive the rotation of at least one of the wheels. 1. A trailer for towing by a power vehicle , comprising:a frame forming an undercarriage chassis; anda tandem wheel assembly positioned under the undercarriage chassis and having a rear wheel assembly including a rear wheel assembly frame, and first and second rear hub assemblies, a front wheel assembly including a front wheel assembly frame, and first and second front hub assemblies, where the front and rear hub assemblies each comprise a drive assembly including a motor, transmission, driveshaft, selectively engageable clutch, and hub; andan extension assembly moving the front wheel assembly between trailing position and a self-propelled position where the rear wheel assembly and the front wheel assembly are positioned to equally support the undercarriage chassis.2. The trailer of claim 1 , wherein the clutch comprises a positive clutch including a driving clutch element having a plurality of teeth claim 1 , and a reversible driven clutch element having a keyed first surface claim 1 , and a recessed second surface claim 1 , wherein claim 1 , when the reversible driven clutch element is in a first orientation claim 1 , and the clutch is engaged claim 1 , the plurality of teeth of the driving clutch element are positively engaged with the keyed first surface of the driven clutch element for causing the rotation of the hub by the motor.3. The ...

A planetary gear hub assembly

A planetary gear hub assembly ( 1 ) comprising a housing ( 2 ) with a planetary sun gear ( 3 ) rotabably mounted in the housing ( 2 ). The planetary sun gear ( 3 ) meshes with a set of planet gears ( 4 ) which also mesh with a ring gear ( 5 ). A thrust bearing ( 25 ) is mounted on an outer end cover ( 7 ) of the housing ( 2 ) for engagement by an outer end of the planetary sun gear ( 3 ). The thrust bearing ( 25 ) is formed by a wear pad ( 26 ) mounted on an inner face ( 27 ) of the end cover ( 7 ) and an associated wear plug ( 28 ) mounted in a central axial bore ( 29 ) at the outer end of the planetary sun gear ( 3 ). An oil passage ( 30 ) extends through the wear pad ( 26 ) and communicates between an interior of the housing ( 2 ) and an oil-filling port ( 32 ) during normal use. The plug ( 34 ) can be removed for checking the oil in the housing ( 2 ) without affecting the position of the wear pad ( 26 ).

Device and method for transferring rotational power and method of using same

Device and method for providing rotational power using power transmission are disclosed. The device enables multi-dimensional and angle-agnostic displacement of the rotational power output with respect to the input location and transference of high-torque and high-speed rotational movement, while preserving maximal efficiency and quick response. The device is a transmission gear that comprises at least two gear-links in a multi-link articulated gear (MLAG). Each of the links comprising at least two gear wheels. The transmission gear further comprising a common axis adapted to allow the links to rotate freely with respect to each other about the common axis and thus to allow change of the angle between the at least two links and thereby to change the distance between the input shaft and the output shaft.

Windage tray for advanced lubrication and enhanced performance

A gear box and method of providing oil through the same is provided. The gear box includes a windage tray that includes a tray having a bleed hole therein, and another tray having another second bleed hole therein. Oil is provided through the bleed holes to respective gears situated in the trays. The windage tray may also include a magnet positioned within a magnet slot of the windage tray, for removing debris from the oil. A tube may also be attached to the windage tray, which tube can include a bleed hole therein, for spraying the oil out of the tube and towards a differential, for example. The windage tray and tube can be made from molded plastic, and can be made using the same mold. The gear box housing may further define a drain in an inner side wall to provide oil to a differential bearing, for example.

APPARATUS AND METHOD FOR DETECTING FAULT IN IN-WHEEL DRIVING SYSTEM OF VEHICLE

An apparatus for detecting a fault in an in-wheel driving system of a vehicle including: an in-wheel motor; at least one speed reduction part coupled to the in-wheel motor through a gear and transferring a rotation force of the in-wheel motor to a wheel; a sensor part sensing rpms of the in-wheel motor and the speed reduction part; and a control unit suitable for calculating an rpm ratio between the in-wheel motor and the speed reduction part by using the respective rpms sensed through the sensor parts and determining whether a damage or a fault has occurred in the speed reduction part, based on the calculated rpm ratio. 1. An apparatus for detecting a fault in an in-wheel driving system of a vehicle , comprising:an in-wheel motor;a speed reduction mechanism coupled to the in-wheel motor through a gear and configured to transfer a rotation force of the in-wheel motor to a wheel;a sensor configured to sense rotational speeds (rpms) of the in-wheel motor and the speed reduction mechanism; anda controller configured to calculate an rpm ratio between the in-wheel motor and the speed reduction mechanism by using the rpms sensed through the sensor and determining whether a damage or a fault has occurred in the speed reduction mechanism based on the calculated rpm ratio.2. The apparatus according to claim 1 , wherein the speed reduction mechanism comprises:a first stage speed reduction mechanism configured to primarily reduce rotation of the in-wheel motor to a predetermined speed reduction gear ratio; anda second stage speed reduction mechanism configured to secondarily reduce rotation of the first stage speed reduction mechanism to a predetermined speed reduction gear ratio.3. The apparatus according to claim 2 , wherein the sensor comprises:a first sensor configured to detect the rpm of the in-wheel motor as an input rpm to the first stage speed reduction mechanism;a second sensor configured to detect an rpm of the first stage speed reduction mechanism as a first output ...

LOW POROSITY SOLID ELECTROLYTE MEMBRANE AND METHOD FOR MANUFACTURING THE SAME

An improved, low porosity, solid electrolyte membrane and a method of manufacturing the solid electrolyte membrane are provided. The low porosity, solid electrolyte membrane significantly improves both mechanical strength and porosity of the membrane, inhibits the growth of lithium dendrites (Li dendrites), and thereby maintains and maximizes electrochemical stability of an all-solid-state battery. This is accomplished by wet-coating a sulfide or oxide solid electrolyte particle with a thermoplastic resin, or a mixture of the thermoplastic resin and a thermosetting resin, using a solvent to prepare a composite and hot-pressing the composite at a relatively low temperature and at a low pressure. 1. A low porosity solid electrolyte membrane comprising a solid electrolyte particle coated with a polymer film , wherein the polymer film comprises at least one thermoplastic resin.2. The low porosity solid electrolyte membrane of claim 1 , wherein the polymer film further comprises at least one thermosetting resin.3. The low porosity solid electrolyte membrane of claim 1 , wherein the solid electrolyte membrane is hot-pressed.4. The low porosity solid electrolyte membrane of claim 1 , wherein the solid electrolyte particle is a sulfide or an oxide solid electrolyte particle.5. The low porosity solid electrolyte membrane of claim 1 , wherein the thermoplastic resin is selected from the group consisting of polymethyl methacrylate claim 1 , polystyrene and polyester resins.6. The low porosity solid electrolyte membrane of wherein the thermosetting resin is selected from the group consisting of an acrylonitrile-butadiene rubber claim 2 , an epoxy resin and an unsaturated ester resin.7. The low porosity solid electrolyte membrane of claim 1 , wherein the low porosity solid electrolyte membrane comprises:from about 70 to about 98% by weight of the solid electrolyte particle; andfrom about 2 to about 30% by weight of the thermoplastic resin.8. The solid electrolyte membrane of ...

ELECTRIC ASSEMBLY AND VEHICLE HAVING THE SAME

The present disclosure discloses an electric assembly and a vehicle having the same. The electric assembly includes: a box assembly, where an mounting plate is disposed in the box assembly, and the mounting plate divides a space within the box assembly into a motor holding cavity and a transmission holding cavity; a motor, disposed in the motor holding cavity; a transmission, disposed in the transmission holding cavity, where the motor is power-coupled to the transmission; and a cooling device, disposed in the motor holding cavity and cooling the box assembly. 1. An electric assembly , comprising:a box assembly, wherein an mounting plate is disposed in the box assembly, and the mounting plate divides a space within the box assembly into a motor holding cavity and a transmission holding cavity;a motor, wherein the motor is disposed in the motor holding cavity;a transmission, wherein the transmission is disposed in the transmission holding cavity, and the motor is power-coupled to the transmission; anda cooling device, wherein the cooling device is disposed in the motor holding cavity and cools the box assembly.2. The electric assembly according to claim 1 , whereinthe mounting plate is constructed as a part of the box assembly, andthe cooling device cools the box assembly through the mounting plate.3. The electric assembly according to claim 1 , whereinthe cooling device is a liquid cooling device,a motor cooling liquid passage is disposed in the motor holding cavity, andthe liquid cooling device transports cooling liquid to the mounting plate and the motor through the motor cooling liquid passage.4. The electric assembly according to claim 3 , whereina transmission cooling liquid passage is disposed in the transmission holding cavity,the transmission cooling liquid passage is in communication with the motor cooling liquid passage, andthe transmission cooling liquid passage transports the cooling liquid to the transmission.5. The electric assembly according to claim ...

Control system and control method for driving device, and recording medium

In a control system and control method for a driving device, opposite distribution control is performed (e.g., steps 1, 4 to 7 ), whereby a left driving force and a right driving force are controlled such that a yaw moment in a direction opposite to a turning direction of the vehicle acts on the vehicle, whereby a left-right driving force difference is generated which is a difference between the left driving force and the right driving force. During performance of the opposite distribution control, when deceleration of the vehicle is obtained, limit control is performed (e.g., step 8 ), whereby the left driving force and the right driving force are controlled such that a change in the left-right driving force difference becomes smaller than a change in a left-right driving force sum, which is the sum of the left driving force and the right driving force.

IN-WHEEL DRIVE DEVICE AND VEHICLE INCLUDING THE SAME

An in-wheel drive device includes: a wheel bearing including a hub; and a speed reducer at least partially disposed in an internal space of the wheel bearing. The speed reducer includes: planet gears; a ring gear configured to engage the planet gears; and a carrier coupled to the planet gears and configured to transmit, to an outside of the in-wheel drive device, power generated by a revolution of the plurality of planet gears. A first sealing part is disposed in a region in which the carrier and the wheel bearing face each other. 1. An in-wheel drive device , comprising:a wheel bearing comprising a hub; and planet gears;', 'a ring gear configured to engage the planet gears; and', 'a carrier coupled to the planet gears and configured to transmit, to an outside of the in-wheel drive device, power generated by a revolution of the plurality of planet gears,, 'a speed reducer at least partially disposed in an internal space of the wheel bearing, and comprisingwherein a first sealing part is disposed in a region in which the carrier and the wheel bearing face each other.2. The in-wheel drive device of claim 1 , wherein the first sealing part is fixed to the carrier and the wheel bearing.3. The in-wheel drive device of claim 1 , wherein the wheel bearing further comprises an outer race disposed outward claim 1 , in a radial direction of the in-wheel drive device claim 1 , from the hub claim 1 , andwherein the first sealing part is disposed in a region in which the carrier and the outer race face each other.4. The in-wheel drive device of claim 3 , wherein a groove portion having a recessed shape is disposed in an area of the outer race that faces the carrier claim 3 , and the first sealing part is disposed in the groove portion.5. The in-wheel drive device of claim 3 , wherein the wheel bearing further comprises:rolling elements disposed in an internal space between the hub and the outer race; anda second sealing part spaced apart from the first sealing part in a width ...

Control System for an Active Powertrain Mount

A control system for an active powertrain mount includes a control signal which is based on the input velocity of the chassis at the active powertrain mount. The control signal may be proportional to the input velocity or to the mount velocity, which is the difference between the input velocity of the chassis at the active powertrain mount and the output velocity of the powertrain component at the active powertrain mount. The input velocity of the chassis at the active powertrain mount may be determined by a controller based on the CG heave and the roll and pitch velocities of the chassis. The output velocity of the powertrain component at the active powertrain mount is determined by the controller by integrating an acceleration signal from a component accelerometer disposed on the powertrain component proximate to the active powertrain mount. Corresponding methods for controlling an active powertrain mount are also provided. 1. A control system for an active powertrain mount for a vehicle , comprising:an active powertrain mount disposed between a powertrain component and a chassis of the vehicle for adjustably damping vibrations in an active direction therebetween; anda controller generating a control signal to adjust the damping characteristics of the active powertrain mount based on an output velocity of the powertrain component at said active powertrain mount.2. The control system for an active powertrain mount for a vehicle as set forth in wherein said control signal is proportional to said output velocity.3. The control system for an active powertrain mount for a vehicle as set forth in wherein said output velocity is the velocity of the powertrain component at said active powertrain mount and in said active direction.4. The control system for an active powertrain mount for a vehicle as set forth in wherein said controller transmits said control signal to said active powertrain mount with said active powertrain mount in an active control mode claim 1 , and ...

MULTI-WHEEL TRANSMISSION

The present disclosure includes a transmission comprising a first wheel assembly including a first wheel, a first drive gear coupled to the first wheel such that driving the first drive gear causes a corresponding rotation of the first wheel, and a first motor coupled to the first drive gear to drive the first drive gear. The transmission also includes a second wheel assembly that includes, a second wheel, a second drive gear coupled to the second wheel such that driving the second drive gear causes a corresponding rotation of the second wheel, and a second motor coupled to the second drive gear to drive the second drive gear. 1. A transmission comprising: a first wheel;', 'a first drive gear coupled to the first wheel such that driving the first drive gear causes a corresponding rotation of the first wheel; and', 'a first motor coupled to the first drive gear to drive the first drive gear;, 'a first wheel assembly including 'a second wheel of a size within ten percent of the first wheel;', 'a second wheel assembly including 'a second motor coupled to the second drive gear to drive the second drive gear.', 'a second drive gear coupled to the second wheel such that driving the second drive gear causes a corresponding rotation of the second wheel, the second drive gear a different size from the first drive gear by between approximately ten percent and two hundred percent; and'}2. The transmission of claim 1 , wherein the first drive gear drives the first wheel by driving a ring gear coupled to a rim of the first wheel.3. The transmission of claim 1 , wherein the first drive gear drives the first wheel via static friction between the first drive gear and a rim of the first wheel.4. The transmission of claim 1 , wherein the first motor is configured to rotate a first drive shaft at a first speed and the second motor is configured to rotate a second drive shaft at a second speed.5. The transmission of claim 1 , further comprising: a third wheel approximately the same ...

APPARATUS FOR DRIVING REAR-WHEELS OF ENVIRONMENT-FRIENDLY VEHICLE

Disclosed herein is an apparatus for driving rear-wheels of an environment-friendly vehicle. The apparatus for driving rear-wheels may include: a rear-wheel driver including a first motor and a second motor configured to respectively drive first and second rear wheels; a rear-wheel reducer configured to decelerate drive forces of the first and second motors and transmit the respective decelerated drive forces to the first and second rear wheels; a brake configured to releasably fix the rear-wheel reducer to a vehicle body; and a controller configured to control the rear-wheel driver, the rear-wheel reducer, and the brake. The rear-wheel reducer may include: a first planetary gear set disposed between an output end of the first motor and the first rear wheel; a second planetary gear set disposed between an output end of the second motor and the second rear wheel; and a ring gear coupled to the first and second planetary gear sets. 1. An apparatus for driving rear-wheels of an environment-friendly vehicle , which is configured to independently drive each of a first rear wheel and a second rear wheel of a vehicle , the apparatus comprising:a rear-wheel driver including a first motor configured to drive the first rear wheel, and a second motor configured to drive the second rear wheel;a rear-wheel reducer configured to decelerate drive force of the first motor and drive force of the second motor and transmit the respective decelerated drive forces to the first rear wheel and the second rear wheel;a brake configured to releasably fix the rear-wheel reducer to a vehicle body; anda controller configured to control the rear-wheel driver, the rear-wheel reducer, and the brake such that the first rear wheel and the second rear wheel are independently operated,wherein the rear-wheel reducer comprises:a first planetary gear set disposed between an output end of the first motor and the first rear wheel;a second planetary gear set disposed between an output end of the second ...

DUAL-MODE ACTIVE REAR-WHEEL STEERING DEVICE

A dual-mode active rear-wheel steering device, including: a steering motor, a main shaft, an intermediate gear, a transmission gear, a planetary gear coupling mechanism and a mode switching assembly. An output end of the steering motor is provided with a first input gear. An end of the main shaft drives a first rear wheel to rotate by a two-stage gear transmission system and a first rear-wheel motion conversion mechanism, and the other end of the main shaft drives a second rear wheel to rotate by the planetary gear coupling mechanism and a second rear-wheel motion conversion mechanism. The intermediate gear, the transmission gear and a sun gear of the planetary gear coupling mechanism are provided on the main shaft. The intermediate gear meshes with the first input gear. 1. A dual-mode active rear-wheel steering device , comprising:an outer casing;a main shaft;an intermediate gear;a planetary gear coupling mechanism;a transmission gear; anda mode switching assembly;wherein a steering motor is fixedly provided on the outer casing, and a first input gear is coaxially arranged with and fixed on an output end of the steering motor;the main shaft is rotatably arranged in a middle portion of the outer casing; one end of the main shaft is connected to a first rear-wheel motion conversion mechanism through a cylindrical two-stage gear transmission system to drive a first rear wheel to steer, and the other end of the main shaft is connected to a second rear-wheel motion conversion mechanism through the planetary gear coupling mechanism to drive a second rear wheel to steer;the intermediate gear is coaxially arranged with and fixed on the main shaft; and coaxially arranged with the cylindrical two-stage gear transmission system, and meshes with the first input gear;the planetary gear coupling mechanism comprises a sun gear, a plurality of planetary gears, a planetary carrier, an inner ring gear sleeve, a first inner ring gear, a second inner ring gear and a plurality of pin ...

TRAVELING DEVICE

The present invention provides a traveling device including: a framework member of a vehicle body; at least one rail member being supported by the framework member and extending substantially horizontally; a battery supporting member that is mounted to be insertable into the vehicle body and extractable from the vehicle body by the rail member for supporting a battery; and at least one damper member being disposed between the rail member and the battery supporting member, wherein the damper member is attached above or below the rail member. 1. A traveling device comprising:a framework member of a vehicle body;at least one rail member being supported by the framework member and extending substantially horizontally;a battery supporting member that is mounted to be insertable into the vehicle body and extractable from the vehicle body by the rail member for supporting a battery; andat least one damper member being disposed between the rail member and the battery supporting member, whereinthe damper member is attached above or below the rail member.2. The traveling device according to claim 1 , whereinthe damper member is configured such that a spring constant in a Z direction out of X, Y, and Z directions is larger than those in the X and Y directions, and the damper member is attached in such a way that, in a plane perpendicular to an insertion-and-extraction direction of the battery supporting member, the Z direction of the damper member is inclined relative to the Z direction.3. The traveling device according to claim 1 , wherein the damper member is attached above the rail member.4. The traveling device according to claim 1 , whereinthe battery supporting member is disposed on the bottom part of the vehicle body for supporting the battery, andthe battery is replaceable.5. The traveling device according to claim 2 , whereinat least two damper members are attached in the insertion-and-extraction direction such that an inclination degree relative to the Z direction is ...

ELECTRIC WHEEL, REMOTE CONTROLLER AND VEHICLE COMPRISING THE ELECTRIC WHEEL

An electric wheel, a remote controller, a vehicle using the electric wheel, and a method for driving a vehicle are disclosed. The electric wheel include a fixed wheel hub, a rotary wheel hub, a tire, a driving motor, and a battery and control unit. The fixed wheel hub may be connected with a vehicle shaft. The rotary wheel hub is mounted on the fixed wheel hub, with an accommodating cavity defined therebetween. The tire is attached around the rotary wheel hub. The driving motor is received in the accommodating cavity and configured to drive the rotary wheel hub. The battery and control unit is received in the accommodating cavity and configured to supply power to the driving motor and control operation of the driving motor. The battery and control unit comprising an embedded power supply to supply the power to the driving motor. 113-. (canceled)14. A remote controller configured to control a vehicle , the vehicle including a pair of front wheels and a pair of rear wheels , at least one pair of the pair of front wheels and the pair of rear wheels being a pair of electric wheels , the pair of electric wheels including a left wheel and a right wheel , each of the pair of electric wheels comprising:a fixed wheel hub configured to be connected with a shaft of the vehicle;a rotary wheel hub mounted on the fixed wheel hub, with an accommodating cavity defined therebetween; anda driving motor received in the accommodating cavity and configured to drive the rotary wheel hub; andwherein the remote controller comprises:a forward/backward control module configured to control forward movement and backward movement of the electric wheels;a speed and brake control module configured to control speed and brake of the electric wheels;a turn control module configured to control turn of the vehicle;an electronic differential module configured to obtain respective rotation speeds of the left and right wheels through a differential calculation according to control signals from the ...

BRAKE BOOSTER DEVICE WITH ACTUATOR LEVER

An exemplary brake booster device includes a brake booster mounted on a vehicle component, and an actuator lever that, in response to a force applied to the actuator by a gearbox housing, pivots to move the brake booster upward. An exemplary method includes pivoting an actuator lever about a pivot axis under a force effect in an X direction resulting from a gearbox housing, and, during the pivoting, using the actuator lever apply a force in a Z direction to a module mounted on a bulkhead to alter a position of the module mounted on the bulkhead. 1. A brake booster device , comprising:a brake booster mounted on a vehicle component via at least one fastening point; andan actuator lever which is designed to pivot about a pivot axis extending in the Y direction under a force effect in the X direction resulting from a gearbox housing, whereby the actuator lever applies a force to the brake booster in the Z direction, as a result of which the position of the brake booster is alterable, wherein the actuator lever has an angular arm which is supported below the brake booster on a vehicle component via at least one pivot bearing, wherein a convex side of the actuator lever faces away from the brake booster such that the actuator lever is configured to apply an upward force to the brake booster in the Z direction during a pivotal movement.2. The brake booster device of claim 1 , wherein the brake booster is rotated about a rotary axis in the Y direction as a result of the force of the actuator lever.3. The brake booster device of claim 2 , wherein the rotary axis is located at a fastening point of the brake booster on the vehicle component.4. The brake booster device of claim 1 , wherein the brake booster is displaced in the Z direction as a result of the force of the actuator lever.5. The brake booster device of claim 1 , wherein the brake booster is displaced along a surface of the vehicle component on which the at least one fastening point is located.6. The brake booster ...

BRAKE BOOSTER DEVICE HAVING A DEFORMABLE ACTUATOR

An exemplary brake booster device includes, among other things, a brake booster mounted on a vehicle component, and an actuator that, in response to a force applied to the actuator by a gearbox housing, pivots to move the brake booster upward. The actuator includes at least two pivot elements spaced from each other, and a displacement mounted in a jointed manner between the at least two pivot elements. 1. A brake booster device , comprising:a brake booster mounted on a vehicle component via at least one fastening point; anda deformable actuator which is formed by at least two pivot elements and a displacement element, the two pivot elements are mounted at a spacing from one another on a vehicle component such that they are pivotable about respective rotary axes extending in a Y direction, the displacement element is mounted in a jointed manner between the two pivot elements,wherein the actuator is configured to pivot about the rotary axes of the two pivot elements under a force effect in an X direction resulting from a gearbox housing, whereby the actuator applies a force to the brake booster in a Z direction, as a result of which the position of the brake booster is alterable, wherein the actuator is mounted below the brake booster and applies an upward force to the brake booster in the Z direction during the pivoting.2. The brake booster device of claim 1 , wherein the brake booster is rotated about a tilting axis in the Y direction as a result of the force of the actuator.3. The brake booster device of claim 2 , wherein the tilting axis is located at a fastening point of the brake booster on the vehicle component.4. The brake booster device of claim 1 , wherein the brake booster is displaced in the Z direction as a result of the force of the actuator.5. The brake booster device of claim 1 , wherein the brake booster is displaced along a surface of the vehicle component on which the at least one fastening point is located.6. The brake booster device of claim 1 , ...

AUTO-LEVELING DRIVE AXLE DEVICE FOR WHEELED TRACTOR, AND LEVELING METHOD

An auto-leveling drive axle device for a wheel tractor, and leveling method. The device comprises a transmission device and a leveling device. The device of the present invention changes only a vertical position of a drive axle with respect to a wheel, and a wheel shaft distance and wheel center spacing are not changed, thus improving traveling stability of a vehicle. 1. An auto-leveling drive axle device for a wheeled tractor comprising a transmission device and a leveling device; wherein:the transmission device comprises a drive axle housing, a half-shaft bevel gear, a vertical transmission shaft, and a wheel-side planetary reduction gear mechanism; the upper end of vertical transmission shaft is equipped with a vertical shaft upper bevel gear that can slide upward and downward along the vertical transmission shaft, and a lower end integrally fixed with a vertical shaft lower bevel gear;wherein the half-shaft bevel gear is mounted in the drive axle housing, and the rotation of the half-shaft bevel gear in the drive axle housing is driven by engine power;the half-shaft bevel gear meshes with the vertical shaft upper bevel gear, to drive the rotation of the vertical shaft upper bevel gear;the rotation of the vertical transmission shaft is driven by the rotation of the vertical shaft upper bevel gear, and thereby drives the rotation of the vertical shaft lower bevel gear;the vertical shaft lower bevel gear meshes with a bevel gear of the wheel-side planetary reduction gear mechanism, to drive the rotation of a wheel by the wheel reduction gear mechanism; andthe levelling device employs a hydraulic system, the hydraulic system drives the drive axle housing to move upward and downward with respect to the wheel, so that the drive axle housing is kept horizontality.2. The auto-leveling drive axle device for a wheeled tractor according to claim 1 , wherein claim 1 , the hydraulic system comprises an inclination sensor claim 1 , an electronic control unit claim 1 , a ...

Wobble Gear System

A wobble gear system is provided with an arrangement of gear elements that permits a motive input to drive planet gear elements to increase the gear reduction ratio while maximizing efficiency of the wobble gear system. The wobble gear system may have eccentrically rotating or oscillating wobble elements including a wobble plate and compound planet gear elements that are non-collinear and may be driven by the motive input, increasing the realized gear ratio in a single stage without reducing efficiency. One wobble gear system embodiment may employ a plurality of ring-supported and driven compound planet gear elements with laterally offset non-collinear central axes to optimize eccentricity and enhance gear reduction ratios. The wobble gear system may be integrated with components of a vehicle drive wheel driven by an in-wheel motor to produce speeds and torques required to drive vehicles including automobiles and aircraft. 1. A wobble gear system arranged to receive an input and transfer torque to produce an optimal gear ratio to an output while maximizing gear system efficiency , comprising:a. a gearbox with a plurality of gear elements comprising at least a plurality of spaced rings, a plurality of planet elements in contact with said plurality of spaced rings, and a central wobble element in contact with at least one of said plurality of spaced rings and in indirect contact with said plurality of planet elements, wherein said plurality of gear elements are positioned to rotate about a central axis;b. said plurality of spaced rings being arranged to rotate concentrically or eccentrically relative to said central wobble element;c. said plurality of planet elements each comprising two gear sections, each having a different diameter, wherein a central axis of one gear section is radially offset from a central axis of an adjacent gear section so that said central axes are non-collinear; andd. said input comprising a source of driving power in contact with at least one ...

In-wheel motor drive device

An object of the invention is to always maintain an outer pin holder and a housing in a speed reducer section at their predetermined positions, to prevent damage to such components as revolving members, outer circumferential engagers, and motion conversion mechanism upon a large axial load due to turning or sudden acceleration/deceleration, etc., and to eliminate rattling noise caused by the housing and the outer pin holder. A casing immobilizing member which is fixed to an inner surface of a speed reducer section casing and a housing immobilizing member which is fixed to an outer surface of a speed reducer section housing are provided between the speed reducer section casing and the speed reducer section housing. The casing immobilizing member and the housing immobilizing member are bonded with each other via a rubber member.

Axle Drive

An axle drive () for a motor vehicle axle includes at least a first drive unit (), a second drive unit (), and an output axle (). The first and second drive units () are arranged such that an overall center of gravity () of the axle drive () is situated proximate to a center of the output axle () and/or an axis of rotation of a vehicle wheel of the motor vehicle driven by the axle drive (). 18-. (canceled)91. An axle drive () for a motor vehicle axle , comprising:{'b': '2', 'a first drive unit ();'}{'b': '2', 'a second drive unit (); and'}{'b': '6', 'an output axle (),'}{'b': 2', '7', '1', '6', '1, 'wherein the first and second drive units () are positioned such that an overall center of gravity () of the axle drive () is situated proximate a center of the output axle () and/or an axis of rotation of a vehicle wheel driven by the axle drive ().'}101234. The axle drive () of claim 9 , wherein the first and second drive units () each include an electric machine () and a transmission ().1114. The axle drive () of claim 10 , wherein each of the transmissions () is a countershaft transmission or is a planetary transmission.1212324. The axle drive () of claim 9 , wherein the first and second drive units () each include an electric machine () claim 9 , and the first and second drive units () share a common transmission ().1314. The axle drive () of claim 12 , wherein the common transmission () is a countershaft transmission or is a planetary transmission.14126. The axle drive () of claim 9 , wherein the first and second drive units () are arranged symmetrically about the center of the output axle ().15126. The axle drive () of claim 9 , wherein the first and second drive units () are each arranged equidistant from the output axle ().16125526. The axle drive () of claim 9 , wherein each of the first and second drive units () comprises a respective input axle () claim 9 , and the input axles () of the first and second drive units () are arranged at the same height (z) as the ...

MOTOR DRIVE CONTROL DEVICE

A motor drive control device is capable of reducing gear rattling noise generated in a speed reducer without increasing size of the speed reducer and the number of components. A motor ECU controls a motor to generate a reverse set torque (Tn) when a target torque (T*) is reversed (at a time t). The motor ECU sequentially calculates a backlash (B) in a counter gear mechanism, and sets a time period (D) in which the reverse set torque (Tn) is generated by the motor and a time period (D) in which a return set torque (Tp) is generated by the motor so that the backlash (B) at a current time becomes equal to a time integrated value (corresponding to an area A) of an estimated relative velocity (V−V) until a time of reabutment. 1. A motor drive control device to be mounted in an in-wheel motor driven automobile comprising a motor and a speed reducer installed inside a wheel , the in-wheel motor driven automobile being configured to transmit a torque of the motor to the wheel through an intermediation of the speed reducer , the motor drive control device being configured to control driving of the motor in accordance with a target torque ,the motor drive control device comprising:relative-position detection means for detecting a relative position between a tooth of an input-side gear and a tooth of an output-side gear included in the speed reducer; andmotor-speed control means for reducing a rotation speed of the motor when a direction of the target torque is reversed from a first direction to a second direction and for increasing the rotation speed of the motor at timing determined based on the relative position in a middle of an idling time period in which the input-side gear rotates in the second direction relative to the output-side gear due to a backlash present between the input-side gear and the output-side gear, to thereby lower an approach velocity at which the tooth of the input-side gear approaches the tooth of the output-side gear.2. A motor drive control device ...

VEHICLE TRANSMISSION SYSTEM AND METHOD FOR OPERATION OF THE TRANSMISSION SYSTEM

Methods and systems for a vehicle are provided. A transmission system includes, in one example, a first planetary gear set including a first ring gear and a first sun gear, a second planetary gear set that includes a second ring gear and a second sun gear, and a third planetary gear set that includes a third ring gear and a third sun gear. The transmission system further includes a first brake device configured to selectively ground the first ring gear, a second brake device configured to selectively ground the second ring gear, and a first lock-up clutch configured to selectively ground the first ring gear, wherein the first sun gear, the second sun gear, and the third sun gear are coupled in series. 1. A transmission system , comprising:a first planetary gear set comprising a first ring gear and a first sun gear;a second planetary gear set comprising a second ring gear and a second sun gear;a third planetary gear set comprising a third ring gear and a third sun gear;a first brake device configured to selectively ground the first ring gear or the first sun gear;a second brake device configured to selectively ground the second ring gear or the second sun gear; anda first lock-up clutch configured to selectively ground the first ring gear;wherein the first, second, and third sun gears or the first, second, and third ring gears are coupled in series.2. The transmission system of claim 1 , further comprising:a second lock-up clutch coupled to the first ring gear and the second ring gear; and 'coordinate operation of the first lock-up clutch, the second lock-up clutch, the first brake device, and the second brake device to transition the transmission system between a first gear ratio mode and a second gear ratio mode.', 'a controller including executable instructions stored in non-transitory memory that cause the controller to3. The transmission system of claim 2 , wherein the controller includes executable instructions stored in non-transitory memory that claim 2 , ...

ELECTRIC WHEEL, REMOTE CONTROLLER AND VEHICLE COMPRISING THE ELECTRIC WHEEL

An electric wheel, a remote controller, a vehicle using the electric wheel, and a method for driving a vehicle are disclosed. The electric wheel include a fixed wheel hub, a rotary wheel hub, a tire, a driving motor, and a battery and control unit. The fixed wheel hub may be connected with a vehicle shaft. The rotary wheel hub is mounted on the fixed wheel hub, with an accommodating cavity defined therebetween. The tire is attached around the rotary wheel hub. The driving motor is received in the accommodating cavity and configured to drive the rotary wheel hub. The battery and control unit is received in the accommodating cavity and configured to supply power to the driving motor and control operation of the driving motor. The battery and control unit comprising an embedded power supply to supply the power to the driving motor. 1. An electric wheel , comprising:a fixed wheel hub configured to be connected with a shaft of a load;a rotary wheel hub mounted on the fixed wheel hub, with an accommodating cavity defined therebetween;a tire attached around the rotary wheel hub;a driving motor received in the accommodating cavity and configured to drive the rotary wheel hub; anda battery and control unit received in the accommodating cavity and configured to supply power to the driving motor and control operation of the driving motor, the battery and control unit comprising an embedded power supply to supply the power to the driving motor.2. The electric spare wheel of claim 1 , wherein the number of the driving motor is one claim 1 , the driving motor includes a stator surrounding the fixed wheel hub and a rotor surrounding the stator claim 1 , the rotor is fixedly connected with the rotary wheel hub claim 1 , and the stator is fixedly connected with the fixed wheel hub.3. The electric spare wheel of claim 2 , wherein the battery and control unit is one of a plurality of battery and control units claim 2 , and teeth and windings of the stator are alternatively arranged ...

MAGNET-ASSISTED BALL DRIVE

The present invention concerns a magnet-assisted ball drive. The drive comprises a ball and a drive element in contact with the ball. The drive element is arranged to be rotated around its axis of rotation to drive the ball. The ball and the drive element each comprise magnetic material such that at least one of the ball and the drive element comprises a magnet to generate a magnetic pulling force to pull the ball and the drive element against each other. 2. The drive according to claim 1 , wherein the magnet is a permanent magnet.3. The drive according to claim 1 , wherein the magnet is a non-permanent magnet.4. The drive according to claim 3 , wherein the non-permanent is an electromagnet.5. The drive according to claim 1 , wherein one of the ball and drive element is a passive magnetic element.6. The drive according to claim 5 , wherein the passive magnetic element comprises ferromagnetic material.7. The drive according to claim 1 , wherein the ferromagnetic material comprises iron claim 1 , nickel or cobalt or any combination of them.8. The drive according to claim 1 , wherein the drive element comprises the magnet claim 1 , which is radially polarized so that a first magnetic polarity is on the outside of the drive element claim 1 , while a second claim 1 , different polarity is on the inside of the drive element.9. The drive according to claim 8 , wherein also the ball comprises the magnet such that the first magnetic polarity is on the inside of the ball claim 8 , while the second magnetic polarity is on the outside of the ball.10. The drive according to claim 1 , wherein the drive element comprises the magnet claim 1 , which is axially polarized so that a first magnetic polarity is at one end of the drive element claim 1 , while a second claim 1 , different polarity is at a second claim 1 , opposing end of the drive element.11. The drive according to claim 1 , wherein the drive element has a cylindrical shape.12. The drive according to claim 1 , wherein the ...

IN-WHEEL MOTOR DRIVE DEVICE

An in-wheel motor drive device includes: a wheel hub bearing portion having an inner ring integrally rotating with a wheel, an outer ring facing the inner ring via a radial gap, and a hub attachment arranged on a more outer diameter side than the outer ring and mounted and fixed to the outer ring; a motor portion driving the inner ring; a casing housing a rotation transmission path from a motor rotation shaft of the motor portion to the inner ring; a suspending bracket having an upper joining seat portion joinable with an upper side suspension member of a suspension device, a lower joining seat portion joinable with a lower side suspension member of the suspension device, and an intermediate portion connecting the upper joining seat portion and the lower joining seat portion; and fixing means for mounting and fixing the suspending bracket to the hub attachment. 1. An in-wheel motor drive device , comprising:a wheel hub bearing portion having an inner ring integrally rotating with a wheel, an outer ring facing the inner ring via a radial gap, a plurality of rolling elements interposed in the radial gap, and a hub attachment arranged on a more outer diameter side than the outer ring and mounted and fixed to the outer ring;a motor portion driving the inner ring;a casing housing a rotation transmission path from a motor rotation shaft of the motor portion to the inner ring;a suspending bracket having an upper joining seat portion and a lower joining seat portion joinable with a suspension device and an intermediate portion connecting the upper joining seat portion and the lower joining seat portion; andfixing means for mounting and fixing the suspending bracket to the hub attachment.2. The in-wheel motor drive device according to claim 1 , wherein:the casing is interposed between the hub attachment and the suspending bracket;the suspending bracket has a protruding portion extending towards the wheel hub bearing portion and coming into contact with the hub attachment; ...

A Power Transmission Assembly for Tandem Axles

A power transmission assembly for tandem axles of a vehicle, the assembly including an input axle, a first drive axle, a second drive axle, a plurality of engagement/disengagement devices, a locking device, and a differential unit. The differential unit being set for power distribution between the drive axles of the vehicle, from which, in cooperation with the engagement/disengagement devices and the locking device, enables configurations of the drive axles in which the first and the second drive axles are driven, one of the drive axles is driven and the other drive axle is not driven, or all the drive axles are not driven. 1. A power transmission assembly for tandem axles of a vehicle , the assembly comprising:an input axle;a plurality of drive axles, including a first drive axle and a second drive axle;a plurality of engagement/disengagement devices;a locking device; anda differential unit being set for power distribution between the first and second drive axles of the vehicle, from which, in cooperation with the engagement/disengagement devices and the locking device, enables configurations of the drive axles in which the first and the second drive axles are driven, one of the drive axles is driven and the other drive axle is not driven, or all the drive axles are not driven.2. The power transmission assembly for tandem axles of claim 1 , wherein: a housing;', 'a yoke accommodated in the housing;', 'a transmission gear;', 'a connection gear;', 'a plurality of intermediate sun gears;', 'a transfer gear;', 'a parallel axle; and', 'a plurality of planetary gears freely placed in relation to the input axle of said yoke and in contact with the intermediate sun gears which are adjacently placed, respectively, to the transmission gear and the connection gear, wherein:, 'said differential unit comprisessaid transmission gear is freely supported on the input axle and is connected to an external diameter of the transfer gear placed on the parallel axle having a power ...

TELEHANDLER WITH IMPROVED STABILISERS

Described is a stabiliser () for a telehandler, comprising a supporting frame () designed to be mounted on the carriage () of a telehandler () and two telescopic arms () fixed to the frame (), each of which includes a first hollow segment () directly connected to the frame () and a second hollow segment () inserted in a slidable fashion in the first segment (). 11112112131112113111122132121131181213121131122132. A stabiliser () for a telehandler , comprising a supporting frame () designed to be mounted on the carriage () of a telehandler () and two telescopic arms ( , ) fixed to said frame () , each of which includes a first hollow segment ( , ) directly connected to the frame () and a second hollow segment ( , ) inserted in a slidable fashion in the first segment ( , ) and at least one pull-out linear actuator () of the electric type positioned inside the arm ( , ) and having an end fixed to the first segment ( , ) and an end fixed to the second segment ( , ).2112113111161711121131. The scissor stabiliser () according to claim 1 , wherein the first segments ( claim 1 , ) of the arms are connected in a rotational fashion to the frame () claim 1 , two rotation linear actuators ( claim 1 , ) being hinged at a respective first end to the frame () and at an opposite end to a respective first segment ( claim 1 , ) claim 1 , to allow the oscillation.31617. The stabiliser according to claim 2 , wherein said rotation linear actuators ( claim 2 , ) are of the hydraulic type.418. The stabiliser according to claim 2 , wherein the rotation linear actuators () are of the electric type.5. The stabiliser according to claim 1 , wherein each arm is telescopic and includes more than two segments slidably inserted inside each other claim 1 , to define at least two sliding elements.6102331218. An electric telehandler () claim 1 , comprising a carriage () movable on wheels () claim 1 , one or more traction apparatuses connected to the drive wheels () claim 1 , an electric motor ...

TORQUE VECTORING WITH MODEL-PREDICTIVE TORQUE REQUESTS

A vehicle electric torque vectoring system includes a traction motor, a vectoring motor, gears, and a controller. The gears transfer torque from the propulsion and vectoring motors to wheels. The controller, responsive to a step change in an unmodified torque request for the vectoring motor and a predicted torque response of the vectoring motor being greater than the unmodified torque request, commands the vectoring motor to generate torque with a modified torque request less than the unmodified torque request. The controller further, responsive to the predicted torque response becoming less than the unmodified torque request, commands the vectoring motor to generate torque with the unmodified torque request. 1. A vehicle electric torque vectoring system comprising:a traction motor;a vectoring motor;gears configured to transfer torque from the propulsion and vectoring motors to wheels; and responsive to a step change in an unmodified torque request for the vectoring motor and a predicted torque response of the vectoring motor being greater than the unmodified torque request, command the vectoring motor to generate torque with a modified torque request less than the unmodified torque request, and', 'responsive to the predicted torque response becoming less than the unmodified torque request, command the vectoring motor to generate torque with the unmodified torque request., 'a controller programmed to,'}2. The vehicle electric torque vectoring system of claim 1 , wherein the controller is further programmed to claim 1 , responsive to the step change in the unmodified torque request and the predicted torque response being less than the unmodified torque request claim 1 , command the vectoring motor to generate torque with the unmodified torque request.3. The vehicle electric torque vectoring system of claim 1 , wherein the modified torque request has a magnitude that changes over time.4. The vehicle electric torque vectoring system of claim 3 , wherein the magnitude ...

Method of making an electric drive unit

An electric drive unit and method of assembling the same is disclosed. The electric drive unit includes a rotor having a rotor shaft, and gear shaft, where the rotor shaft is inserted into the gear shaft. The gear shaft is supported by two bearings, while the rotor shaft supported directly at one end by a bearing and at the other by the gear shaft. A wave spring is also disclosed that provides an axial loading to the rotor shaft. Also disclosed is a balancing ring secured to an end of the rotor via a locknut. The balancing ring can be machined in order to balance the rotor. The rotor shaft can be connected to the gear shaft via a spline connection. The rotor shaft can bear against the gear shaft via a pilot journal and pilot bore defined on the rotor shaft and gear shaft respectively.

STATICALLY STABLE ROBOT USING WHEEL WITH INNER SYSTEM

The invention relates to a vehicle including a chassis and a pair of wheels supported in spaced apart relationship by the chassis for rotation about a common axis. A pair of drive modules is associated with the respective wheels. The drive modules and the chassis are connected for rotation as a sub-assembly relative to the wheels about the common axis with the centre of mass of the sub-assembly below the common axis in a static equilibrium position. Each of the drive modules is housed substantially within the respective wheel. 1. A vehicle including a chassis , a pair of wheels supported in spaced apart relationship by the chassis for rotation about a common axis , and a pair of drive modules associated with the respective wheels ,wherein the drive modules and the chassis are connected for rotation as a sub-assembly relative to the wheels about the common axis with the centre of mass of the sub-assembly below the common axis in a static equilibrium position, andwherein each of the drive modules is housed substantially within the respective wheel.2. A vehicle according to claim 1 , wherein the centres of mass of the drive modules in the static equilibrium position are disposed substantially below the common axis claim 1 , to counterbalance the chassis and thereby allow the centre of mass of the chassis and any associated payload to be stably positioned substantially above the common axis.3. A vehicle according to claim 1 , wherein the drive modules are substantially frontally occluded by the respective wheels.4. (canceled)5. A vehicle according claim 1 , wherein each of the drive modules includes at least a drive motor.6. (canceled)7. (canceled)8. A vehicle according claim 1 , wherein the drive modules include a computerised control module.9. A vehicle according to claim 1 , wherein the drive modules include additional counterweights claim 1 , thereby to enable the chassis to support payloads with relatively higher centres of mass.10. (canceled)11. A vehicle ...

Electric vehicle

An electric vehicle (10) comprising: a frame (11); an electric battery module (24) comprising at least one battery connected to the frame; an electric motor (20) receiving power from the battery module (24); a transmission system (80) provided with a transmission casing (208B); said electric motor (20) is closely coupled to the transmission system (80) and is mounted on the transmission casing (208B); and a rear wheel (84) receiving power from the electric motor (20) through the transmission system (80) and said rear wheel (84) is connected to the frame using a rear suspension system; wherein the rear wheel (84) is connected to the frame (11) using said casing (208B) forming a part of the rear suspension system.

High track drive system for track work vehicle

A track work vehicle includes an axle input shaft defining a first axis of rotation, and a differential gear case having at least one planetary gear set. The track work vehicle includes a track drive system contained, at least in part, in the differential gear case. The track drive system includes a first gear coupled to the axle input shaft and a second gear coupled to the first gear. The track drive system includes a bevel gear assembly coupled to the second gear and a bevel gear set coupled to the planetary gear set. The track work vehicle includes at least one drive axle coupled to the planetary gear set and a drive wheel for driving a continuous ground-engaging track. The drive axle has a second axis of rotation that is vertically offset from the first axis of rotation and substantially coaxial with a centerline of the drive wheel.

MULTI-SPEED HUB DRIVE WHEELS

A multi-speed hub drive wheel is provided which includes a wheel equipped with a hub; a star compound gear train having first and second stages; a motor disposed in the hub which drives the wheel by way of the star compound gear train; and a clutch which switches the hub drive wheel between a first mode of operation in which the motor engages the first stage of the star compound gear train, and a second mode of operation in which the motor engages the second stage of the star compound gear train. 1. A multi-speed hub drive wheel , comprising:a wheel equipped with a hub;a star compound gear train having first and second stages;a motor disposed in said hub which drives said wheel by way of said star compound gear train; anda clutch which switches the hub drive wheel between a first mode of operation in which the motor engages the first stage of the star compound gear train, and a second mode of operation in which the motor engages the second stage of the star compound gear train.2. The multi-speed hub drive wheel of claim 1 , wherein said clutch switches the hub drive wheel between said first and second modes of operation claim 1 , and a third mode of operation in which the motor does not engage the first or second stages of the star compound gear train.3. The multi-speed hub drive wheel of claim 1 , wherein the first stage of the star compound gear train is equipped with a first pinion claim 1 , wherein the second stage of the star compound gear train is equipped with a second pinion claim 1 , wherein said motor engages the first stage of the star compound gear train by way of said first pinion claim 1 , and wherein said motor engages the second stage of the star compound gear train by way of said second pinion.4. The multi-speed hub drive wheel of claim 1 , wherein said motor is a switched reluctance motor.5. The multi-speed hub drive wheel of claim 4 , wherein said motor is driven by a reconfigurable inverter to provide first and second operating regimes.6. The ...

EXHAUST DEVICE AND VEHICLE FOR TRAVEL ON UNEVEN TERRAINS

An exhaust device incorporated in a vehicle for travel on uneven terrains. The exhaust device includes an air blowing device and an exhaust pipe through which exhaust gas generated in a prime mover is directed out of the vehicle. The exhaust pipe includes an upstream pipe, a downstream pipe, and a joint device joining the upstream pipe to the downstream pipe in a manner permitting the upstream pipe to move relative to the downstream pipe, the air blowing device being disposed to blow cooling air toward the joint device. 1. An exhaust device for use with a vehicle for travel on uneven terrains , comprising:an air blower; andan exhaust pipe through which exhaust gas generated in a prime mover passes,the exhaust pipe includes an upstream pipe, a downstream pipe, and a joint movably joining the upstream pipe to the downstream pipe ,the air blower being disposed to blow cooling air at least toward the joint.2. The exhaust device according to claim 1 , wherein:the joint comprises an elastic element urging the upstream pipe and the downstream pipe towards each other, andthe air blower blows cooling air at least toward the elastic element.3. The exhaust device according to claim 1 , whereinthe air blower comprises a rotary blower rotationally driven by power of the prime mover, and blows cooling air toward the joint by rotation of the rotary blower.4. The exhaust device according to claim 3 , further comprising:a belt continuously variable transmission that changes the speed of rotation produced by drive power output from the prime mover, the belt continuously variable transmission comprising a drive pulley, a driven pulley, a belt wound around the drive pulley and the driven pulley, and a housing including an accommodation space in which the belt is disposed,wherein:the rotary blower includes a fan connected to a rotational shaft of the drive pulley or a rotational shaft of the driven pulley, andthe air blower blows cooling air by the fan rotating in conjunction with ...

ONE-PIECE PORTAL WHEEL END MOUNTING SYSTEM

A mounting system for a portal lift assembly of an off-road vehicle includes a housing having a rear wall, a front wall, and a side wall. The rear wall includes an opening to receive the end of one of the vehicle's axles, and the front wall includes an opening to allow an output shaft to extend outward from the housing. The rear wall also includes one or more integral mounting brackets effective to mount the box to the suspension of the vehicle. Such integral mounting brackets may include an upper A-arm connection bracket to connect the upper A-arm directly to the rear wall, and/or a lower A-arm connection bracket to connect the lower A-arm directly to the rear wall. When the wheel is a steerable wheel, the rear wall also may include an integral mounting bracket effective to allow a steering linkage to connect directly to the rear wall. 1. A portal gear box assembly for an all-terrain vehicle or a utility task vehicle , the assembly comprising:a) a housing having a rear wall, a front wall, and a side wall,wherein said rear wall includes a vehicle axle opening effective to receive the end of an axle of an all-terrain vehicle or a utility task vehicle, andwherein said front wall includes an output shaft opening effective to allow an output shaft to extend outward from said housing;b) a linking mechanism housed in said housing and effective for linking an axle received in the vehicle axle opening to an output shaft;c) an output shaft operably connectable via said linking mechanism to an axle received in the vehicle axle receptacle, and effective to rotate upon rotation of the stock axle;wherein said housing rear wall includes at least one integral mounting bracket adapted to allow the vehicle suspension to connect directly to the rear wall.2. A portal gear box assembly according to wherein the at least one integral mounting bracket is adapted to allow an A-arm claim 1 , a trailing arm claim 1 , or a swing arm claim 1 , to connect directly to the rear wall.3. A portal ...

IN-WHEEL WORKING DEVICE

An in-wheel working device including: a stator fixed to the inside of a housing, a rotor rotatably installed in the stator, a rotating part rotatably installed in the housing, and rotated with the rotor, a resolver fixing part fixed to the inside of the housing, and a resolver moving part. The resolver moving part includes a resolver rotor positioned outside the resolver fixing part and facing the resolver fixing part, and a cover part fixed to the rotating part and covering the resolver rotor. 1. An in-wheel working device comprising:a stator fixed to the inside of a housing;a rotor rotatably installed in the stator;a rotating part rotatably installed in the housing, the rotating part being configured to be rotated with the rotor;a resolver fixing part fixed to the inside of the housing; and a resolver rotor positioned outside the resolver fixing part facing the resolver fixing part; and', 'a cover part fixed to the rotating part and covering the resolver rotor., 'a resolver moving part comprising2. The in-wheel working device of claim 1 , wherein the cover part is injection-molded in a shape to cover the resolver rotor.3. The in-wheel working device of claim 2 , wherein the rotating part comprises:a mounting frame installed in a shape to cover the rotor; anda motor shaft connected to the mounting frame, having a hollow portion formed therein, and rotatably installed in the housing.4. The in-wheel working device of claim 3 , wherein the cover part is fixed to the mounting frame and has a larger inner diameter than an outer diameter of the resolver fixing part.5. The in-wheel working device of claim 3 , further comprising:a gear shift part configured to shift gears using power received from the motor shaft; anda drive shaft passing through the inside of the motor shaft, and configured to be rotated by power received from the gear shift part.6. The in-wheel working device of claim 1 , wherein the cover part comprises:a first cover installed in a shape to cover a ...

AXLE ASSEMBLY HAVING A WHEEL MOUNT DISPOSED ON A PLANET CARRIER

An axle assembly having a wheel mount that is disposed on a planet carrier of a planetary gear set. The wheel mount may be fixedly positioned with respect to the planet carrier with one or more fasteners and one or more dowels so that the wheel mount and planet carrier may rotate together about an axis. 1. An axle assembly comprising:an axle housing;a wheel bearing cage fixedly positioned with respect to the axle housing;a planetary gear set that is received in the wheel bearing cage, the planetary gear set having a planet carrier that rotates about an axis;a wheel mount that is disposed on the planet carrier and configured to facilitate mounting of a wheel;a dowel that is received in the wheel mount and the planet carrier; anda fastener that couples the wheel mount to the planet carrier.2. The axle assembly of wherein the wheel mount has a tubular portion that is disposed around the axis and that has a wheel mount hole that is centered about the axis claim 1 , and a flange portion that extends from an end of the tubular portion to facilitate mounting of the wheel claim 1 , wherein the planet carrier is disposed adjacent to the tubular portion but does not extend into the wheel mount hole.3. The axle assembly of wherein the fastener does not extend along the axis.4. The axle assembly of wherein the fastener and the dowel extend substantially parallel to the axis.5. The axle assembly of wherein the fastener is disposed between the dowel and the axis.6. The axle assembly of wherein the fastener does not engage the dowel.7. The axle assembly of wherein the dowel is received in a dowel opening in the wheel mount that is a blind hole.8. The axle assembly of wherein the dowel is received in a dowel opening in the planet carrier.9. The axle assembly of wherein the dowel has an internal dowel hole and the fastener extends through the internal dowel hole.10. The axle assembly of wherein the dowel extends along a dowel axis and the fastener extends along a fastener axis that ...

Power transmission system of vehicle and gear-shift control method for the same

A power transmission system of a vehicle and a gear-shift control method are provided. The power transmission system includes a first drive assembly ( 101 ) and a second drive assembly ( 102 ). The first drive assembly includes a first automatic transmission ( 2 ) and a first motor ( 1 ) connected with the first automatic transmission ( 2 ) for outputting power to two wheels of the vehicle. The second drive assembly ( 102 ) includes a second automatic transmission ( 2000 ) and a second motor ( 1000 ) connected with the second automatic transmission ( 2000 ) for outputting power to the other two wheels of the vehicle. The first and second automatic transmission are configured to be shifted to a preset gear or a gear adjacent to the preset gear, such that when one of the first and second automatic transmission is shifted to the preset gear, the other one of the first and second automatic transmission is shifted to the preset gear or the gear adjacent to the preset gear.

BRAKING STRUCTURE FOR IN-WHEEL MOTOR DRIVE DEVICE

A braking structure for an in-wheel motor drive device includes: an in-wheel motor drive device including a wheel hub bearing unit () and a motor unit, the wheel hub bearing unit () including an outer ring () connected to a road wheel (W) and a brake rotor (BR), inner rings () disposed coaxially with the outer ring (), and a plurality of rolling elements () arranged in annular clearance between the outer ring and the inner rings, and the motor unit being configured to drive the outer ring; a carrier member () coupled to a vehicle body-side member and attached to and fixed to an inner fixing member () for the inner rings (); and a brake caliper bracket () that has its inner end () connected to the carrier member () and that supports a brake caliper () at its outer end (). 1. A braking structure for an in-wheel motor drive device , comprising:an in-wheel motor drive device including a wheel hub bearing unit and a motor unit, the wheel hub bearing unit including a rotating ring connected to a wheel and a member to be braked, a stationary ring disposed coaxially with the rotating ring, and a plurality of rolling elements arranged in annular clearance between the rotating ring and the stationary ring, and the motor unit being configured to drive the rotating ring;a carrier member coupled to a vehicle body-side member and attached to and fixed to the stationary ring; anda braking mechanism support provided on the carrier member and supporting a braking mechanism configured to press and brake the member to be braked.2. The braking structure for an in-wheel motor drive device according to claim 1 , whereinthe rotating ring is an outer ring,the stationary ring includes an inner ring and an inner fixing member extending in an axial direction from the inner ring, andthe carrier member is attached and fixed to the inner fixing member.3. The braking structure for an in-wheel motor drive device according to claim 1 , whereinthe braking mechanism support is a separate member from ...

Left-right wheel driving device

In a left-right wheel driving device ( 10 ) including two motors ( 1, 2 ) that drive left and right wheels and a gear mechanism ( 3 ) that amplifies a torque difference between the two motors ( 1, 2 ) and transmits the amplified torques to the left and right wheels, respective, rotating shafts ( 1 A, 2 A) of the two motors ( 1, 2 ) are coaxially disposed. The left-right wheel driving device ( 10 ) further includes motor shafts ( 11 ) that are positioned between the rotating shafts ( 1 A, 2 A) coaxially with the rotating shafts ( 1 A, 2 A) and that are each provided with a motor gear ( 21 ), counter shafts ( 12 ) that are disposed in parallel to the motor shafts ( 11 ) and that are each provided with a first intermediate gear ( 22 ) meshing with the motor gear ( 21 ) and a second intermediate gear ( 23 ) having a diameter smaller than that of the first intermediate gear ( 22 ), and output shafts ( 13 ) that are disposed in parallel to the motor shafts ( 11 ) and that are each provided with an output gear ( 24 ) meshing with the second intermediate gear( 23 ). The gear mechanism ( 3 ) is disposed on one end side of each of the output shafts ( 13 ) and one of the left and right wheels is disposed on the other end side of the output shaft ( 13 ).

IN-WHEEL DRIVE SYSTEM AND MOTOR VEHICLE

An in-wheel drive system includes a hub, a driving motor, a rotor support fixed to a rotor of the driving motor on the inner radial side of the rotor, and planetary gear reducers. The planetary gear reducer comprises a sun gear shaft, a planetary gear, a ring gear, and a planetary gear carrier, wherein the sun gear shaft is fixed to the rotor support on the outer radial side of the hub, and the planetary gear carrier is fixed to the hub. A driving force/torque is transmitted to the hub via the rotor, the rotor support, the sun gear shaft, the planetary gear, and the planetary gear carrier. The in-wheel drive system removes the need for a conventional transmission half axle, differential, and other transmission parts, shortens the transmission chain, is conducive to the vehicle layout design, and can easily implement torque vector control. 1. An in-wheel drive system , comprising:a hub;a driving motor, the driving motor comprising a stator and a rotor that rotates relative to the stator on the inner radial side of the stator;a rotor support, the rotor support being rotatably supported on the outer radial side of the hub and fixed to the rotor on the inner radial side of the rotor; anda planetary gear reducer;wherein a driving torque is transmitted to the hub via the rotor, the rotor support, and the planetary gear reducer.2. The in-wheel drive system of claim 1 , wherein the in-wheel drive system defines a mounting space located at the outer radial side of the hub claim 1 , the planetary gear reducers and the driving motor are mounted in the mounting space claim 1 , and the mounting space has a substantially uniform axial dimension when extending in a radial direction.3. The in-wheel drive system of claim 1 , wherein the in-wheel drive system further comprises an axle claim 1 , a housing and a housing cover claim 1 , wherein the hub is supported on the outer radial side of an axle portion of the axle claim 1 , the housing is located on the outer radial side of the ...

A WHEEL HUB DRIVE SYSTEM

A wheel hub drive system includes a drive motor with a drive shaft, an input planetary gear set (PGS), an output PGS and an intermediate PGS. Each PGS includes a sun gear, a planet carrier and planet gears provided upon the planet carrier. The drive shaft is rotationally fixed with the sun gear of the input PGS. The planet carrier of the input PGS is rotationally fixed with the sun gear of the intermediate PGS, and the planet carrier of the intermediate PGS is rotationally fixed with the sun gear of the output PGS. The planet carrier of the output PGS is adapted to be rotationally fixed with a rim of a wheel. The output PGS is provided axially in-between the input PGS and the intermediate PGS. 1. A wheel hub drive system for a wheel of a vehicle , wherein the hub drive system at least comprises: a drive motor with a drive shaft , an input planetary gear set , an output planetary gear set and an intermediate planetary gear set , whereineach planetary gear set at least comprises a sun gear a planet carrier and planet gears provided upon the planet carriers, whereinthe drive shaft is arranged rotationally fixed with the sun gear of the input planetary gear set, andthe planetary gear sets are arranged such that the planet carrier of the input planetary gear set is rotationally fixed with the sun gear of the intermediate planetary gear set and the planet carrier of the intermediate planetary gear set is rotationally fixed with the sun gear of the output planetary gear set, wherein the planet carrier of the output planetary gear set is adapted to be rotationally fixed with a rim of the wheel, wherein the planetary gear sets are axial arranged in relation to each other such that the output planetary gear set is provided axially in-between the input planetary gear set and the intermediate planetary gear set.2. The wheel hub drive system of claim 1 , wherein the wheel hub drive system further comprises a brake claim 1 , wherein the brake comprises a first part and a second ...

Double subframes with isolation couplings

Double subframes with isolation couplings are disclosed herein. An example vehicle disclosed herein includes a powertrain, a frame, a first subframe coupled to the powertrain via a first isolation coupling, and a second subframe coupled at least partially around the first subframe, the second subframe coupled to the frame.

MULTI-WHEEL TRANSMISSION

The present disclosure includes a transmission comprising a first wheel assembly including a first wheel, a first drive gear coupled to the first wheel such that driving the first drive gear causes a corresponding rotation of the first wheel, and a first motor coupled to the first drive gear to drive the first drive gear. The transmission also includes a second wheel assembly that includes, a second wheel, a second drive gear coupled to the second wheel such that driving the second drive gear causes a corresponding rotation of the second wheel, and a second motor coupled to the second drive gear to drive the second drive gear. 1. A transmission comprising: a first wheel;', 'a first drive gear disposed within and coupled to the first wheel such that driving the first drive gear causes a corresponding rotation of the first wheel; and', 'a first motor coupled to the first drive gear to drive the first drive gear;, 'a first wheel assembly including a second wheel of a size within ten percent of the first wheel;', 'a second drive gear disposed within and coupled to the second wheel such that driving the second drive gear causes a corresponding rotation of the second wheel, the second drive gear a different size from the first drive gear by between approximately ten percent and two hundred percent; and', 'a second motor coupled to the second drive gear to drive the second drive gear., 'a second wheel assembly including2. The transmission of claim 1 , wherein the first drive gear drives the first wheel by driving a ring gear coupled to a rim of the first wheel.3. The transmission of claim 1 , wherein the first drive gear drives the first wheel via static friction between the first drive gear and a rim of the first wheel.4. The transmission of claim 1 , wherein the first motor is configured to rotate a first drive shaft at a first speed and the second motor is configured to rotate a second drive shaft at a second speed.5. The transmission of claim 1 , further comprising: a ...

SYMMETRIC ENGINE AND TRANSMISSION COUPLER

The present disclosure is directed towards systems, vehicles, and assemblies that include an prime mover, a transmission, and a coupler. The coupler couples the prime mover and the transmission. A preferred embodiment includes a system for forming a rigid body that includes a rotational prime mover and a transmission assembly. The transmission assembly transmits at least a portion of the rotational energy from the prime mover to a driven member at a frequency. The system includes a first and a second bridging member. Coupling the first bridging member to the second bridging member forms a symmetric bridge or coupler. The symmetric bridge is symmetric about a first plane of symmetry. Furthermore, coupling a first portion of the bridge to the rotational prime mover and coupling a second portion of the bridge to the transmission assembly forms the rigid body. The rigid body further includes the bridge. 130-. (canceled)31. An off-road vehicle comprising:a first bridging member; anda second bridging member that is a separate member from the first bridging member, the first and second spanning members in combination forming a bridge, the bridge spanning a gap between a prime mover of a vehicle and a transmission assembly of the vehicle, the bridge coupling the prime mover and the transmission assembly to fix the position of the prime mover relative to the transmission assembly, the bridge being symmetric with respect to a first plane of symmetry and a second plane of symmetry that is transverse to the first plane of symmetry.32. The off-road vehicle of claim 31 , wherein the bridge has an interface between the first and second bridging members claim 31 , and the first plane of symmetry is coincident with the interface.33. The off-road vehicle of claim 31 , wherein the bridge has an interface between the first and second bridging members claim 31 , and the second plane of symmetry is transverse to the interface.34. The off-road vehicle of claim 31 , wherein the first ...

Electric Work Vehicle, Battery Pack for Electric Work Vehicle and Contactless Charging System

An electric work vehicle includes: a battery pack that is arranged between a left rear wheel arranged outside of a left frame and a right rear wheel arranged outside of a right frame, the front end of the battery pack being located forward of an axle center of a rear wheel unit; a left motor that is arranged above the battery pack, in the periphery of the left rear wheel, receives a supply of power from the battery pack, and transmits rotational power to the left rear wheel; and a right motor that is arranged above the battery pack, in the periphery of the right rear wheel, receives a supply of power from the battery pack, and transmits rotational power to the right rear wheel. 115.-. (canceled)16. A contactless charging system for an electric work vehicle , comprising:a primary coil unit that includes a coil power supply circuit portion and a primary coil arranged above the coil power supply circuit portion, the primary coil unit being arranged on a ground surface, wherein the primary coil unit is movable on the ground surface;a battery pack arranged at a rear portion of a vehicle body frame, between a left and right pair of rear wheels;a secondary coil that electromagnetically couples with the primary coil;a charging circuit portion configured to rectify power from the secondary coil and supply the rectified power to the battery pack; anda coil support member for arranging the secondary coil below the battery pack.17. The contactless charging system according to claim 16 , wherein the charging circuit portion is attached to an upper portion of the battery pack.18. The contactless charging system according to claim 16 , wherein a recessed portion is formed at a rear-side lower portion of the battery pack and the secondary coil is arranged in the recessed portion.19. The contactless charging system according to claim 16 , wherein the primary coil unit is provided with an elevation mechanism configured to raise and lower the primary coil.2022.-. (canceled) This ...

ASSEMBLY STRUCTURE AND METHOD FOR ELECTRIC VEHICLE

An electric vehicle includes a battery having a housing. The housing includes a rear side which is defined as a side facing away from a forward travelling direction of the electric vehicle. The electric vehicle further includes a frame, a motor having a housing, and a pivot shaft stack-up assembly co-aligned along a pivot shaft axis. The pivot shaft stack-up assembly includes first and second portions of the frame, a swingarm extending therebetween, and an idler bracket. A shock mount is integral with the battery housing. The shock mount extends from the rear side of the battery housing. The battery housing is configured as a stressed chassis member in which each of the motor housing, the frame, and the pivot shaft stack-up assembly are aligned thereof. The shock mount provides a path along which a load is directed to the battery housing. 1. An electric vehicle comprising:a battery including a housing having a plurality of sides, the plurality of sides including a rear side, the rear side being defined as a side facing away from a forward travelling direction of the electric vehicle;a frame including at least one frame member coupled to the battery housing;a motor and gear box positioned below the battery, the motor including a housing;a pivot shaft stack-up assembly co-aligned along a pivot shaft axis, the pivot shaft stack-up assembly including first and second portions of the frame, and a swingarm extending therebetween;a pivot shaft extending through the pivot shaft stack-up assembly along the pivot shaft axis for supporting the swing arm; anda shock mount formed as an integral extension from the rear side of the battery housing to support a rear shock coupled to the swingarm,wherein the battery housing is configured as a stressed chassis member, the shock mount providing a path along which loads from the rear shock are directed to the battery housing.2. The electric vehicle of claim 1 , wherein the battery housing is coupled to the at least one frame member at ...

Electric wheel assembly with integrated hub motor

An electric wheel assembly with an integrated hub motor includes a tire, a rim, a hub, a planetary reducer, an inner rotor motor, a braking system and a steering knuckle assembly. The inner rotor motor is provided in the rim, and its rotor is hollow and fitted over a motor rotor holder. An end of the motor rotor holder is mounted with a sun gear to transmit power to the planetary reducer, and the other end thereof is mounted with a brake disc. The planetary reducer employs a two-stage planet gear. The planetary reducer further includes a planet carrier integrated with the hub, serving as the reducer's power output end. The hub and the knuckle sleeve pass through the hollow motor rotor holder, and hub bearings are arranged thereamong. The inner rotor motor and the planetary reducer can employ an integrated direct oil cooling technology.

ELECTRIC VEHICLE WITH ACCESSORY MODULE

A vehicle includes a chassis, tractive elements coupled to the chassis, an electric motor coupled to the chassis and coupled to the tractive elements such that the electric motor drives the tractive elements to propel the vehicle, an accessory module coupled to the chassis and coupled to an output of the electric motor. The accessory module is configured to receive mechanical energy provided by the electric motor and provide at least one of electrical energy or fluid energy. 1. A vehicle , comprising:a chassis;a plurality of tractive elements coupled to the chassis;an electric motor coupled to the chassis and coupled to the tractive elements such that the electric motor drives the tractive elements to propel the vehicle; andan accessory module coupled to the chassis and coupled to an output of the electric motor, wherein the accessory module is configured to receive mechanical energy provided by the electric motor and provide at least one of electrical energy or fluid energy.2. The vehicle of claim 1 , wherein the accessory module includes a compressor coupled to the output of the electric motor and configured to receive the mechanical energy from the electric motor and provide compressed gas.3. The vehicle of claim 2 , wherein the accessory module includes a pump coupled to the output of the electric motor and configured to receive the mechanical energy from the electric motor and provide pressurized liquid.4. The vehicle of claim 3 , wherein the accessory module includes an electrical energy generator coupled to the output of the electric motor and configured to receive the mechanical energy from the electric motor and provide the electrical energy.5. The vehicle of claim 4 , wherein the accessory module includes an input shaft coupling the compressor claim 4 , the pump claim 4 , and the electrical energy generator to the output of the electric motor claim 4 , and wherein at least two of the compressor claim 4 , the pump claim 4 , or the electrical energy ...

GEAR LIFT BOX ASSEMBLY

An improved gear lift box with a reduced number of parts through integration of elements and increased durability, serviceability and versatility through reconfiguration of various elements and accessories. 18-. (canceled)9. An adapter for mounting a gear lift box on a trailing arm comprising a plate having a central through hole for receiving an axle and a set of threaded holes surrounding the central hole for receiving bolts assembled in alignable holes in the trailing arm for attaching the plate to the trailing arm , a pair of vertically spaced zones for receiving the ends of radius rods , cross holes in the plate for receiving bolts transversely intersecting the zones , and a set of holes distributed about the central hole alignable with mounting holes in a gear lift box for attaching the gear lift box to the plate.1011-. (canceled)12. An adapter for mounting a gear lift box on a trailing arm comprising a plate having a central through hole for receiving an axle and a set of holes surrounding the central hole for receiving bolts assembled in alignable holes in the trailing arm for attaching the plate to the trailing arm , a pair of vertically spaced zones for receiving the ends of radius rods , cross holes in the plate for receiving bolts transversely intersecting the zones , and a set of holes distributed about the central hole alignable with mounting holes in a gear lift box for attaching the gear lift box to the plate.13. An adapter for mounting a gear lift box on a trailing arm comprising a plate having a central through hole for receiving an axle and a first set of holes surrounding the central hole for receiving bolts assembled in alignable holes in the trailing arm for attaching the plate to the trailing arm , a pair of vertically spaced zones for receiving the ends of radius rods , holes in the plate adjacent the zones for receiving bolts connecting the radius rod ends to the plate , and a second set of holes distributed about the central hole alignable ...

STATE DETECTION SYSTEM FOR INTERNAL COMBUSTION ENGINE, DATA ANALYSIS DEVICE, AND VEHICLE

A state detection system for an internal combustion engine includes: a memory configured to store mapping data, the mapping data being data that defines a detection mapping, the detection mapping being a mapping between an input and an output, the input being a rotation waveform variable and a drive system rotation speed variable and the output being a value of a combustion state variable, and the detection mapping including a joint operation of the rotation waveform variable and the drive system rotation speed variable based on a parameter learned by machine learning; and a processor configured to execute an acquisition process and a determination process, the acquisition process being configured to acquire a value of the drive system rotation speed variable, the determination process being configured to determine whether or not the internal combustion engine is in a predetermined operating state. 1. A state detection system for an internal combustion engine , the state detection system being applied to the internal combustion engine mounted on a vehicle , the state detection system being configured to detect a predetermined operating state of the internal combustion engine , the predetermined operating state involving a variation in a combustion state between cylinders , the state detection system comprising:a memory configured to store mapping data, the mapping data being data that defines a detection mapping, the detection mapping being a mapping between an input and an output, the input being a rotation waveform variable and a drive system rotation speed variable and the output being a value of a combustion state variable, and the detection mapping including a joint operation of the rotation waveform variable and the drive system rotation speed variable based on a parameter learned by machine learning, the rotation waveform variable being a variable including information on a difference in rotation speed of a crankshaft between the cylinders of the internal ...

Hybrid Axle Assembly For A Motor Vehicle

An axle assembly for an electric or hybrid vehicle includes electrically powered drive motors for respectively driving vehicle wheels. The axle assembly preferably includes a dual motor arrangement, wherein two electric motors are arranged end-to-end. Each motor includes an inverter that is directly connected to its respective motor, and includes a gearbox assembly coupled between an output of the motor and a corresponding constant-velocity (CV) joint operatively connected to a wheel. The inboard ends of the motors are secured to opposite faces of a cooling manifold wherein the cooling manifold maintains the motors in axial alignment. The cooling manifold plate is positioned between an inboard end of each of the motor housings, and the cooling manifold plate axially aligns the first and second motors. Further, each motor drives its respective gearbox assembly, which includes a gear reduction and clutch mechanism having a brake band assembly that is selectively operable to disconnect the respective motor from the vehicle wheel associated therewith. 1. A an electric axle assembly comprising:a motor housing unit having motor housing chambers which are open on at least one side;a pair of electric motors arranged end-to-end within said motor housing chambers respectively and having a cooling manifold plate disposed between inboard ends of said motors, said electric motors being fixedly secured in position on opposite sides of the cooling manifold plate to axially align the electric motors, and wherein the cooling manifold plate encloses said electric motors within said respective motor housing chambers.2. The electric axle assembly according to claim 1 , wherein said motor housing unit comprises first and second motor housings which each define a respective one of said motor housing chambers claim 1 , said manifold plate being sandwiched between inboard ends of said motor housings.3. The electric axle assembly according to claim 2 , wherein said manifold plate is ...

OBSTACLE-ADAPTIVE MECHANISM OF A MOVING DEVICE

The present invention discloses an obstacle-adaptive mechanism of a moving device, which uses a driving wheel, a driving gear, a passive wheel, a passive gear and an intermediate gear as a transmission mechanism, wherein the driving gear is connected to one side of the driving wheel, the passive gear is connected to one side of the passive wheel, the intermediate gear is disposed between the driving gear and the passive gear to keep the driving wheel and the passive wheel rotating in the same direction to help crossing an obstacle, thereby preventing the obstacle-adaptive mechanism from being stuck by the obstacle and allowing the obstacle-adaptive mechanism to successfully crossing the obstacle. Therefore, the obstacle-adaptive mechanism of the moving device can provide the ability for crossing obstacles. 1. An obstacle-adaptive mechanism of a moving device , the obstacle-adaptive mechanism comprising:a driving wheel connected to a driving gear;a passive wheel connected to a passive gear;an intermediate gear disposed between the driving gear and the passive gear, wherein the driving wheel drives the driving gear to rotate the intermediate gear, then the intermediate gear drives the passive gear to lead the passive wheel rotate with the driving wheel in the same direction; anda driving gear connected to the driving wheel, wherein the driving gear drives the driving wheel to rotate.2. The obstacle-adaptive mechanism of the moving device as claimed in claim 1 , wherein the driving gear and the passive gear rotate in the same direction.3. The obstacle-adaptive mechanism of the moving device as claimed in claim 1 , wherein each one of the driving wheel and the passive wheel is disposed with a tire on an outer rim.4. The obstacle-adaptive mechanism of the moving device as claimed in further comprising a wheel case unit having the driving wheel claim 1 , the passive wheel claim 1 , the driving gear claim 1 , the passive gear claim 1 , and the intermediate gear disposed ...

Electric drive axle system with multi-speed gear train

Methods and systems for an electric drive axle of a vehicle are provided. An electric drive axle system includes, in one example, an electric motor-generator rotationally coupled to a gear train. The gear train includes an output shaft rotationally coupled to a gear assembly axially offset from an input shaft rotationally coupled to the electric motor-generator, where the gear assembly is rotationally coupled to a differential and the differential is rotationally coupled to an axle, a first clutch assembly is configured to rotationally couple and decouple a first gear set from the output shaft, and a second clutch assembly is configured to rotationally couple and decouple a second gear set from the output shaft, the second gear set having a different gear ratio than the first gear set.

MOBILE MECHANISM AND MOBILE ROBOT HAVING SAME, AND MOBILE METHOD

The present disclosure discloses a mobile mechanism, a mobile robot having the mobile mechanism and a method for moving the mobile robot. The mobile mechanism includes a housing in which a guide portion is provided, a sliding seat mounted on the guide portion and movable along the guide portion, a moving wheel fixed on the sliding seat and partially protruding beyond a surface of the housing, a pressing portion pressing against the sliding seat and moving the sliding seat toward the surface of the housing; and a deformation portion mounted on the housing and connected with the pressing portion, exerting a force for moving the sliding seat towards the surface of the housing through the pressing portion when deformed. 1. A mobile mechanism , comprising:a housing in which a guide portion is provided;a sliding seat mounted on the guide portion and movable along the guide portion;a moving wheel fixed on the sliding seat and partially protruding beyond a surface of the housing;a pressing portion pressing against the sliding seat and moving the sliding seat toward the surface of the housing; anda deformation portion mounted on the housing and connected with the pressing portion, exerting a force for moving the sliding seat towards the surface of the housing through the pressing portion when deformed.2. The mobile mechanism of claim 1 , wherein:the housing comprises an upper housing, a lower housing, and a guide portion between the upper housing and the lower housing;the sliding seat is disposed between the upper housing and the lower housing; andthe moving wheel contacts with a working surface.3. The mobile mechanism of claim 1 , wherein the guide portion is a guide rail.4. The mobile mechanism of claim 3 , wherein the guide rail comprises one guide rail claim 3 , and the sliding seat has a sliding block sliding along the guide rail in the guide rail.5. The mobile mechanism of claim 1 , wherein the guide portion is a guide post.6. The mobile mechanism of claim 5 , wherein ...

IN-WHEEL MOTOR DRIVE DEVICE

Provided is an in-wheel motor drive device () including: a motor (); a wheel bearing (); and a speed reducer (). The speed reducer () includes: a speed reducer input shaft (S) having an input gear (); a speed reducer output shaft (S) having an output gear (); and an intermediate shaft (S) including: a first intermediate gear () and a second intermediate gear (). The speed reducer input shaft (S) and the speed reducer output shaft (S) are arranged with offset in a direction orthogonal to an axial direction so that the input gear () and the output gear () are prevented from being superimposed with each other as viewed in the axial direction. 1. An in-wheel motor drive device , comprising:a motor;a wheel bearing; and a speed reducer input shaft, which is configured to rotate integrally with a rotation shaft of the motor, and comprises an input gear;', 'a speed reducer output shaft, which is configured to rotate integrally with a rotation ring of the wheel bearing, and comprises an output gear; and', a first intermediate gear configured to mesh with the input gear; and', 'a second intermediate gear configured to mesh with the output gear,, 'an intermediate shaft comprising], 'a speed reducer configured to connect the motor and the wheel bearing to each other, the speed reducer being formed of a three-shaft two-stage parallel shaft gear speed reducer comprisingwherein the speed reducer input shaft and the speed reducer output shaft are arranged with offset in a direction orthogonal to an axial direction so that the input gear and the output gear are prevented from being superimposed with each other as viewed in the axial direction.2. The in-wheel motor drive device according to claim 1 , wherein a gear train on an input side claim 1 , which comprises the input gear and the first intermediate gear claim 1 , is arranged on an in-board side with respect to a gear train on an output side claim 1 , which comprises the output gear and the second intermediate gear.3. The in- ...

Hub Wheel for Tandem Axles

A wheel hub for tandem axles including a housing, a reduction system, sun gears, planetary gears and a connection sleeve. The housing contains the reduction system, which is formed by the conical sun gears and the conical planetary gears that are accommodated in a supporting structure. The sun gears are mounted in a yoke that is attached to the supporting structure. The conical planetary gears are attached, respectively, to a differential housing in a fixed way and to an end of a semi-draft having free rotation. The connection sleeve is mounted in the end of the semi-draft having concentric mobility in relation to the conical planetary gear through an actuator system placed in an end of the supporting structure. The connection sleeve is formed by a body having a surface with double connection toothing disclosing a toothing of the yoke, and the toothing of the conical planetary gear. 1. A wheel hub for tandem axles , comprising:a housing within which a reduction system is accommodated and formed by conical sun gears and conical planetary gears accommodated in a supporting structure wherein:the sun gears are mounted in a yoke that is attached to said supporting structure;the conical planetary gears are attached, respectively, to a differential housing in a fixed way and to an end of a semi-draft having free rotation; anda connection sleeve is mounted in the end of the semi-draft having concentric mobility in relation to said conical planetary gear through an actuator system placed in an end of the supporting structure, wherein said connection sleeve is formed by a body having a surface with double connection toothing disclosing a configuration corresponding to toothing of the yoke, and the toothing having a configuration corresponding to toothing of said conical planetary gear.2. The wheel hub for tandem axles of claim 1 , wherein the actuator system is a hydraulic claim 1 , a pneumatic claim 1 , an electric claim 1 , an electronic and/or a magnetic system.3. The ...

DRIVELINE INCLUDING A VARIABLE END REDUCER ASSEMBLY

A driveline assembly for a vehicle including at least one primary shaft rotatable about an axis. At least one reducer assembly is coupled with the at least one primary shaft. The reducer assembly includes a sun gear rotatable with the primary shaft. A plurality of planet gears are rotatable about the sun gear. A ring is positioned about the planet gears. A planet carrier is rotatably connected to a center of each of the planet gears. An output shaft is fixed to the planet carrier. A sliding clutch fixes the ring to a ground in a high torque position to provide a gear reduction, and fixes the ring to the planet carrier in a low torque position to provide a 1:1 gear ratio. A method for operating such a driveline assembly is also provided. 1. A driveline assembly for a vehicle , comprising:an electric motor having an output shaft;a differential coupled with the output shaft and configured to receive torque from the output shaftat least one primary shaft coupled with the differential and rotatable about an axis;at least one reducer assembly coupled with the at least one primary shaft and including a wheel output directly coupled with a wheel of a vehicle, the reducer assembly comprising;a sun gear rotatable about the axis with the primary shaft,a plurality of planet gears meshed with and rotatable about the sun gear and each including a center,a ring positioned about and meshed with the planet gears,a planet carrier rotatably connected to the center of each of the planet gears and rotatable about the axis,the wheel output fixed to the planet carrier and rotatable about the axis,a sliding clutch movable between a high torque position and a low torque position, wherein the sliding clutch fixes the ring to a ground in the high torque position to provide a gear reduction between the primary shaft and the wheel output, and wherein the sliding clutch fixes the ring to the planet carrier in the low torque position to provide a 1:1 gear ratio between the input shaft and the ...

Vehicle, vehicle chassis and drivetrain module

A low-profile vehicle chassis comprising at least one chassis section comprising an upper side, a lower side spaced from the upper side and a cavity defined between the upper and lower sides of the chassis. At least one drivetrain and/or power component of the vehicle is contained within the cavity. Also, a vehicle comprising such a chassis. Also provided is a drivetrain module for an electric vehicle, the drivetrain module comprising a housing, at least one electric motor within the housing, a gearbox within the housing and having an input connected to the at least one electric motor to receive drive from the at least one electric motor, and at least one drive shaft connected to an output of the gearbox to transmit mechanical drive from the gearbox.

In-wheel motor drive device

In an in-wheel motor drive device, a speed reduction part is a parallel shaft gear reducer that includes a plurality of gear shafts extending in parallel to one another. One of the gear shafts is coupled with the rotation shaft of the motor part, the other one of the gear shafts is coupled with the wheel hub of the wheel hub bearing part. Remaining gear shafts decelerate the rotation of the motor part and transmit it to the wheel hub. The motor drive device includes a parking gear attached to any of the gear shafts. The parking pawl has a projection portion engaged with a recess portion of the parking gear. A movement member enables a parking pawl to move between a locking position engaged with the recess portion and an unlocking position not engaged therewith. The parking gear, the parking pawl, and movement member are housed inside a housing.

System and Method for Operating a Large Single Engine Sweeper

A system and method for operating a large single engine sweeper includes a two-mode transfer case assembly inserted into the chassis drive train of the vehicle on which a package of sweeping equipment is mounted. In road mode operation, power from the chassis engine passes through a chassis automatic transmission, through a two-mode transfer case assembly to the differential and real wheel assembly. In sweep mode, power passes from a propel hydraulic motor into the two-mode transfer case assembly and then to the differential and real wheel assembly.

METHOD FOR DETERMINING ACTUAL STATE VALUES

A method for determining state values of a wheel (R) of a wheel drive module that includes the wheel (R), a speed modulation gearbox (G), a first electric motor (M) and a second electric motor (M), as well as at least one first sensor (S) for sensing state values of the first electric motor (M), at least one second sensor (S) for sensing state values of the second electric motor (M), wherein additional state value sources of the electric motors (M, M) and/or the wheel (R) are provided and the sensed state values are compared with each other in order to compensate for and to recognize errors in the sensing of the state values so that actual state values of the wheel (R) are determined from the individual sensed state values.

In-wheel motor drive device

A speed reduction unit (31) includes an input shaft (32) coupled to a motor rotary shaft (22) of a motor unit (21), an input gear (33) coupled to the input shaft, a cylindrical output shaft (41) coupled to an outer ring (12), and an output gear (40) coupled to the output shaft, and constructs a driving-force transmission path that reduces the rotational speed of the input gear and transmits the reduced rotational speed to the output gear. The output shaft is rotatably supported at both ends by a first output-shaft bearing (44) rotatably supporting an outer diameter of an axially outer end side of the output shaft and a second output-shaft bearing (46) rotatably supporting an inner diameter of an axially inner end side of the output shaft.

Driveline for a vehicle

A driveline for a vehicle and its method of operating are described. The driveline may have a power source and a front axle assembly drivingly engaged or selectively drivingly engaged with the power source. The front axle assembly may have a front left half shaft, a front right half shaft, a front left torque transmission control mechanism configured to control the transmission of torque to the FL half shaft, and a front right torque transmission control mechanism configured to control the transmission of torque to the FR half shaft. The driveline may also have a rear axle assembly drivingly engaged or selectively drivingly engaged with the power source. The rear axle assembly may have a rear left half shaft, a rear right half shaft, a rear left torque transmission control mechanism configured to control the transmission of torque to the RL half shaft, a rear right torque transmission control mechanism configured to control the transmission of torque to the RR half shaft. The driveline may also have a control unit configured to independently control the FL torque transmission control mechanism, the FR torque transmission control mechanism, the RL torque transmission control mechanism, and the RR torque transmission control mechanism.

WATER ENERGY CLEANER FOR POOL

The present invention relates to a water energy cleaner for a pool, including a housing which is provided with a water inlet in the middle position of the bottom; a hydraulic motor used for providing power for the cleaner; travelling mechanisms used for travelling; a reversing mechanism used for changing a travelling direction; and a rotating swing joint mechanism used for connecting an external water outlet pipe and capable of swinging and rotating back and forth relative to the housing, The rotating swing joint mechanism of the present invention can swing and rotate back and forth relative to the travelling direction of the cleaner, which is beneficial for preventing the cleaner from being easily affected by a water pipe when the cleaner climbs up the wall of the pool for cleaning. 1. A water energy cleaner for a pool , comprising a housing which is provided with a water inlet in the middle position of the bottom , and further comprising:a hydraulic motor used for providing power for the cleaner;travelling mechanisms used for travelling;a reversing mechanism used for changing a travelling direction;a rotating swing joint mechanism used for connecting an external water outlet pipe and capable of swinging and rotating back and forth relative to the housing,wherein the hydraulic motor and the reversing mechanism are arranged in the housing; the hydraulic motor is arranged in the middle position in the housing and is communicated with the water inlet; the travelling mechanisms are symmetrically arranged on the left side and the right side of the housing; the rotating swing joint mechanism is arranged in the middle position on the top of the housing and is communicated with the hydraulic motor; one end of a motor output shaft of the hydraulic motor is provided with a first gear and the other end is provided with a second gear; the first gear is engaged with a first transmission mechanism; the first transmission mechanism is respectively engaged with a third ...

Vehicle front portion structure

A vehicle front portion structure include: side rails that extend in a vehicle longitudinal direction, that have rear end portions connected to a battery; a front side cross member, that is connected to a vehicle front side of both of the side rails and extends in a vehicle transverse direction; and a rear side cross member, extends in the vehicle transverse direction, wherein a front portion of each side rail is positioned further toward a vehicle upper side than a rear portion of the side rail, and an inclined portion, which is inclined toward a vehicle lower side while heading from a vehicle front side toward a vehicle rear side, is provided between the front portion and the rear portion, and wherein a gear box is disposed at a vehicle lower side of the inclined portions, as seen in a vehicle side view.

TRANSMISSION AND AN ELECTRIC VEHICLE PROVIDED WITH THE TRANSMISSION

A transmission comprises an input end connected to a driving device, an output end connected to a rear wheel, a gear transmission mechanism and a pulley transmission mechanism. The gear transmission mechanism comprises a primary gear connected to the driving mechanism. The pulley transmission mechanism comprises a driving wheel, a driven wheel and a synchronous belt. A unidirectional transmission mechanism is connected to the driven wheel with the unidirectional transmission mechanism driving the rear wheel. The transmission provides power output by the driving device, transmits power to the pulley transmission mechanism by the gear transmission mechanism, and the pulley transmission mechanism drives the rear wheel to rotate the unidirectional transmission mechanism, such that the vehicle moves forward. When power output is stopped, due to inertia of the vehicle and rotation resistance of the unidirectional transmission mechanism, the vehicle can smoothly coast, thereby saving power consumption and improving endurance mileage. 1. A transmission , comprising:an input end connected a driving device;an output end connected to a rear wheel;a gear transmission mechanism and a pulley transmission mechanism, the gear transmission mechanism comprising a primary gear connected to the driving device;the pulley transmission mechanism comprising a driving wheel, a driven wheel and a synchronous belt;the driving wheel being connected with the primary gear by a gear shaft; anda unidirectional transmission mechanism connected to the driven wheel provided in the rear wheel, the unidirectional transmission mechanism driving the rear wheel to rotate.2. The transmission of claim 1 , wherein the unidirectional transmission mechanism is connected with the driven wheel with a thread bushing.3. The transmission of claim 2 , wherein the rear wheel further comprises a first gear claim 2 , and a periphery of the unidirectional transmission mechanism further comprises a second gear engaged ...

INTEGRATED STEERING DRIVE AXLE FOR VEHICLE AND ELECTRIC VEHICLE

The present invention provides an integrated steering drive axle for a vehicle and an electric vehicle. The integrated steering drive axle includes an integrally rigid axle beam arranged to extend between the two wheels along the lateral direction of the vehicle, and two motor drive systems mounted at the axle beam, wherein each motor drive system can independently drive a corresponding one of the two wheels to rotate and turn; wherein each motor drive system includes: a first drive electric motor, arranged separately from the corresponding wheel; a first transmission mechanism, arranged between the first drive electric motor and the corresponding wheel and used for transferring the output power of the first drive electric motor to the corresponding wheel to drive the corresponding wheel to rotate; and a second drive electric motor, used for providing steering power necessary for steering the corresponding wheel. According to the present invention, the two motor drive systems for independently driving the wheels at opposite sides are mounted at the integrated steering drive axle, thereby improving the control flexibility of the vehicle and achieving independent driving and independent steering of the wheels. 1. An integrated steering drive axle for a vehicle , used for mounting two wheels respectively at corresponding opposite sides thereof and driving the wheels to rotate and turn , comprising:an integrally rigid axle beam, which can be arranged to extend between the two wheels along a lateral direction of the vehicle; and a first drive electric motor, arranged separately from the corresponding wheel;', 'a first transmission mechanism, arranged between the first drive electric motor and the corresponding wheel and used for transferring the output power of the first drive electric motor to the corresponding wheel to drive the corresponding wheel to rotate; and', 'a second drive electric motor, used for providing steering power necessary for turning the corresponding ...

ELECTRIC-MOTOR-DRIVEN RIGID AXLE FOR VEHICLES, IN PARTICULAR UTILITY VEHICLES, WITH ELECTRIC MOTORS NEAR TO THE WHEELS AND WITH OFFSET TRANSMISSIONS

An electric-motor-driven rigid axle for vehicles. The axle has a body with wheel carriers and points for attachment to a vehicle frame such that, in a cross-section, an upper end of the body faces the frame and a body axis forms a vertical axis extending toward the upper end and intersecting the wheel axis. The axle has electric motors and offset transmissions. The motors drive respective carriers. The transmissions are respectively interposed between the associated motor and carrier. The transmissions enable the shafts of the respective motors to be offset from the wheel axis. The transmissions are arranged such that, in the cross-sectional view, the motor shafts and the wheel axis form intersection points on an offset line which is at an angle of between 1 and 90 degrees to the vertical axis and the vertex is at an intersection point between the wheel axis and the offset line. 118-. (canceled)19100100. An electric-motor-driven rigid axle () for vehicles , the rigid axle () comprising:{'b': '110', 'an axle body (),'}{'b': 120', '120', '150', '110', '400, 'two wheel carriers (, ′), and at least one attachment point () for fixing the axle body () to a vehicle frame (),'}{'b': 110', '111', '111', '120', '120', '110', '121', '121', '150', '110', '400', '100', '110', '400', '112', '110', '113', '112', '121', '121, 'the axle body () is of elongated form and at opposite longitudinal ends (, ′) in each case one of the wheel carriers (, ′) is provided, each of the wheel carriers is rotatable relative to the axle body () about a wheel axis (; ′), and the at least one attachment point () is designed to fix the axle body () onto the vehicle frame () in such a manner that, when viewed in a cross-section of the rigid axle (), the axle body () faces toward the vehicle frame () at an upper end () and an axis of the axle body () forms a vertical axis () that extends in a direction toward the upper end (), which axis intersects with the wheel axis (; ′),'}{'b': 100', '130', '130', ' ...

COLD START LUBRICANT DISTRIBUTION SYSTEMS AND WORK VEHICLES INCLUDING THE SAME

Embodiments of a cold start lubricant distribution system include a lubricant distribution circuit, which fluidly interconnects first and second actively-lubricated work vehicle assemblies onboard a work vehicle. A flow divider section is included in the lubricant distribution circuit and through which lubricant flow is apportioned between the first and second actively-lubricated work vehicle assemblies. A lubricant supply pump is further located in the lubricant distribution circuit upstream of the flow divider section. The cold start lubricant distribution system further includes a lubricant flow modification assembly operably in a cold start mode. When operating in the cold start mode, the lubricant flow modification assembly reduces a volume of lubricant flow supplied to the first actively-lubricated work vehicle assembly through the flow divider section relative to a volume of lubricant flow supplied to the second actively-lubricated work vehicle assembly through the flow divider section. 1. A cold start lubricant distribution system utilized onboard a work vehicle having first and second actively-lubricated work vehicle assemblies , the cold start lubricant distribution system comprising:a lubricant distribution circuit fluidly interconnecting the first and second actively-lubricated work vehicle assemblies;a flow divider section included in the lubricant distribution circuit and through which lubricant flow is apportioned between the first and second actively-lubricated work vehicle assemblies;a lubricant supply pump located in the lubricant distribution circuit upstream of the flow divider section; anda lubricant flow modification assembly operable in a cold start mode in which the lubricant flow modification assembly reduces a volume of lubricant flow supplied to the first actively-lubricated work vehicle assembly through the flow divider section relative to a volume of lubricant flow supplied to the second actively-lubricated work vehicle assembly through ...

Mobility Device

A powered balancing mobility device that can provide the user the ability to safely navigate expected environments of daily living including the ability to maneuver in confined spaces and to climb curbs, stairs, and other obstacles, and to travel safely and comfortably in vehicles. The mobility device can provide elevated, balanced travel.