Abstract: A working vehicle includes: a vehicle body provided with a traveling device; a hydraulic pump including a swashplate configured to change an output of the hydraulic pump according to a swashplate angle; a traveling motor including an output shaft having a rotation speed variable according to the output of the hydraulic pump and capable of transmitting power of the output shaft to the traveling device; an angle detector configured to detect the swashplate angle that is an angle of the swashplate; and a swashplate control unit configured to control the swashplate angle on the basis of control information relating to control of the swashplate angle and an actual swashplate angle that is the swashplate angle detected by the angle detector.

Abstract: A method of operating a train system for driving a mechanical driven equipment is disclosed. The train system comprises a hybrid gearbox connected between a power source and a load to be driven. The hybrid gearbox includes a lay shaft gear, which transmission ratio between the power source and the load and a motor-generator unit can be adjusted, to adjust the transmission speed ratio, arranged to balance the power generated by the power source and transmitted to the load.

Abstract: A power transmission device includes an input shaft, an output shaft, a differential device, a continuously variable transmission unit, and a control device. The differential device includes a first rotation element connected to the input shaft, a second rotation element connected to the output shaft, and a third rotation element. The continuously variable transmission unit includes a conversion unit configured to convert rotational power of the third rotation element into an other power, and a reconversion unit configured to reconvert the converted other power into the rotational power and supply the reconverted rotational power to the output shaft. The control device includes a continuously variable transmission control unit configured to generate a control signal of the continuously variable transmission unit such that the other power generated by the conversion unit exceeds the other power input to the reconversion unit.

Abstract: An electric drive module that includes an electric motor, a differential assembly, and a transmission that transmits rotary power between the electric motor and the differential assembly. The transmission has first and second reductions. The first reduction has a drive gear, which is rotatable about a first axis, and a pair of first reduction gears that are each meshingly engaged to the drive gear rotatable about a respective second axis. The second axes are spaced apart from one another and are parallel to the first axis. The second reduction has a driven gear and a pair of second reduction gears. The driven gear is rotatable about a third axis that is parallel to the first axis. Each of the second reduction gears is being meshingly engaged to the driven gear and non-rotatably coupled to an associated one of the first reduction gears.

Abstract: A system for using a motor to control a power transmission device for driving a vehicle is provided with a clutch member movable bidirectionally in an axial direction; a base member prevented from rotating about an axis; a counter member axially away from and opposed to the base member, the counter member being restrained from moving in both a circumferential direction and the axial direction; an action member interposed between the base member and the counter member, movable in the axial direction, drivingly coupled with the clutch member, and coupled with the motor to create a rotational motion about the axis; and a cam slope tilting in the circumferential direction and ascending from the base member toward the counter member to convert the rotational motion into a motion of the action member in the axial direction.

Abstract: The present invention relates to a planetary wheel (10) for a planetary gear (14) with a planetary wheel bore (28) which runs coaxially or parallel to the planetary wheel axis of rotation (APR) and which at least partially runs through the planetary wheel axis (22). The invention also relates to a planetary carrier (44) for such a planetary wheel (10), comprising a carrier body (46) with a first disk-shaped body (48) which has at least one first bearing recess (60), which has at least one circumferentially extending first catching projection (64), and with a second disk-shaped body (50) having at least one second bearing recess (62), which has at least one circumferentially extending second catching projection (66).

Abstract: A vehicle includes an engine, an electric machine, a clutch, and a controller. The clutch is disposed between the engine and the electric machine. The controller is programmed to, in response to an engine start, close the clutch to transfer power from the electric machine to the engine to start the engine. The controller is further programmed to, in response to the engine start, control a torque capacity of the clutch during the engine start according to a model of a pressure applied to the clutch. The controller is further programmed to, in response to the engine start, control the torque of the electric machine based on an adjusted torque capacity of the clutch.

Abstract: A splined shaft includes splines evenly distributed over the periphery, wherein the splines being spaced apart from each other. At least one portion of the splines are spaced apart by a modified pitch p with respect to the nominal pitch pn of the splines. The ratio of the absolute value of the difference between the modified pitch and the nominal pitch, to the nominal pitch, i.e. |pn?p|/pn, is different from zero, for example between 0.5 and 5%.

Abstract: The present invention discloses a liquid-cooled integrative power system for electric forklift and a control method thereof. It includes an integrated transmission gearbox, an integrated motor controller, an oil pump and a vehicle controller. The integrated transmission gearbox includes a drive motor transmission mechanism and an oil pump motor transmission mechanism. The integrated motor controller includes a control unit for a drive motor and a control unit for an oil pump motor. The integrated transmission gearbox, the integrated motor controller, the drive motor, the oil pump motor, the oil pump and the vehicle controller are completely integrated and mounted to form the liquid-cooled integrative power system for electric forklift. The vehicle controller comprehensively controls the integrative power system.

Abstract: A cycloidal reducer includes a reduction unit configured to reduce a torque input and an output unit configured to transfer the reduced output to the outside. A cycloidal rotor that is one constituent element of the reduction unit has a tooth-type protrusion formed in the shape of a circular arc. Thus, the level of difficulty of process is decreased more than when the tooth-type protrusion in the related art is formed in the shape of a broken line. In addition, rotor pins are accommodated in through-holes, respectively, that are equally spaced in the cycloidal rotor. A bushing is formed that fills a gap between the through-hole and the rotor pin is formed in order for the rotor pin to stably transfer rotational power. Accordingly, the advantage of effectively distributing a load and stably transferring a reduction torque to the outside is provided.

Abstract: A drive unit includes an electric motor, a torque converter, a power transmission unit, a first shaft, a second shaft, and a first switching mechanism. The torque converter amplifies torque from the electric motor in a first rotation direction. The power transmission unit includes first and second forward drive gear trains. The first shaft transmits torque from the electric motor to the torque converter. The second shaft transmits torque from the torque converter to the second forward drive gear train. The first switching mechanism transmits torque from the first shaft to the first forward drive gear train in a first forward drive state. The first switching mechanism does not transmit torque from the first shaft to the first forward drive gear train in a first neutral state. The first switching mechanism is configured not to allow the first forward drive gear train to rotate in a locking state.

Abstract: The precessional gear transmission comprises a body, a satellite wheel with two bevel gear rings driven by a crankshaft in sphero-spatial motion around a fixed point, two central bevel wheels, one immobile fixed in the body and the other mobile mounted on a driven shaft. The teeth of the gear rings have a circular arc flank profile, those of the central bevel wheels are variable curvilinear. The configuration of the parameters of angles, the number of teeth, the ratio of the numbers of teeth of the mating wheels in the gears and the radius of the circular arc of the teeth profile of the gear rings determines the geometry and the kinematics of the contact of the teeth, the degree of frontal overlap, expressed by the number of simultaneously engaged pairs of teeth and defines the pressure angle between the mating flanks.

Abstract: A vehicle drive apparatus includes: a rotary electric machine disposed on a first axis; a differential gear mechanism disposed on a second axis; an output member disposed on the second axis; an inverter device; and a case. The case is a single-piece case internally including: a first housing chamber housing the rotary electric machine; and a second housing chamber housing the inverter device and divided from the first housing chamber with a partition. At least a specified portion of the output member is housed in the first housing chamber. A location of the specified portion in an axial direction overlaps with the rotary electric machine. The partition is provided between the specified portion and the inverter device.

Abstract: A drive sheave assembly of a continuously variable transmission is provided. A fixed sheave of the assembly includes a central recess. A plurality of sheave ramps are located within the central recess. A one-way engagement collar is configured to rotate freely on an end portion of a sleeve when the sleeve rotates in a first direction and lock onto rotation of the sleeve when the sleeve rotates in a second direction. The one-way engagement collar further has a plurality of ramp pockets. A ramp member is received within each ramp pocket of the plurality of ramp pockets in the one-way engagement collar. Each ramp member is configured to engage an associated sheave ramp of the plurality of sheave ramps in the central recess of the fixed sheave and move the one-way engagement collar axially to engage a side of a belt when the sleeve rotates in the second direction.

Abstract: The invention relates to an epicyclic reducer for a vehicle hub that includes: a housing; a sun gear arranged in the housing that includes sun teeth and is configured for coupling to an input; a plurality of planet gears, each of which includes planet teeth meshed with some of the sun teeth; a planet carrier that couples the planet gears to each other and is configured as an output; and a ring gear that includes ring teeth meshed with some of the planet teeth of each of the planet gears. The ring gear can be moved within the housing between a reduction position in which the planet gears are configured to rotate relative to the ring gear, and a direct drive position in which the ring gear is constrained to rotate with the planet gears.

Abstract: Drivetrain systems and methods are provided. In one example, the drivetrain system includes an interaxle differential (IAD) configured to receive power from a prime mover, a motor configured to drive a planetary gearset, and a ball ramp actuator configured to selectively engage a plurality of plates in a clutch pack of a friction clutch in response to receiving rotational input from the planetary gearset. In an engaged configuration, the friction clutch prevents speed differentiation between a first IAD output and a second IAD output.

Abstract: A motor vehicle includes at least two drive motors, an automatic gearbox, and an electronic control unit, which, during a gear ratio adjustment between an engagement and a loading of a shift element, causes the shift element to be loaded with a predefined torque gradient at a first point in time at which at least one tooth-to-tooth position exists, up to a second point in time, cause the predefined torque to be limited to a maximum permissible torque during a predefined waiting period from the second point in time up to a third point in time, and cause the shift element to be further loaded with the previously predefined torque gradient after the waiting period or when the engaged state is detected.

Abstract: A differential carrier and ring gear assembly for a vehicle is provided. The assembly comprises a differential carrier, a ring gear, and a weld nugget. The differential carrier comprises an outer surface including a first contact face having a weld end extending to a root end. The first contact face has a first slot formed on a first radial portion thereof. The ring gear is disposed about the differential carrier and comprises an inner side having an inner surface. The inner side has a stop flange abutting the root end. The inner surface comprises a second contact face disposed on the first contact face such that the root end is in abutment with the second end. The first and second hollow channels define a pocket therebetween and the first slot defines a first vent hole for venting. The weld nugget is disposed between the first and second contact faces.

Abstract: Embodiments of the present disclosure provide a planetary gearbox. The planetary gearbox includes a housing extending along a first axis; a first coupling member arranged on an inner circumference of the housing; an input component operable to rotate about the first axis; at least one intermediate component, each intermediate component comprising a second coupling member and adapted to be driven by the input component to rotate about a second axis offset from the first axis with the second coupling member engaging with the first coupling member; and an output component coupled to the at least one intermediate component and operable to rotate about the first axis with rotation of the at least one intermediate component, wherein at least one of the first coupling member and the second coupling member comprises a synchronous belt.

Abstract: Bearings (72, 74) are arranged for a drive unit (10) having an electric motor for providing drive to an electric axle and a wheel assembly of a vehicle. The drive unit includes a pair of bearings and a reduction gear assembly (12) with a first drive gear mounted to and coaxial with the main shaft of the motor, and a first driven gear rotatably coupled to the first drive gear and mounted to and coaxial with an intermediate shaft to form an intermediate shaft assembly. The reduction gear assembly includes a second drive gear mounted to and coaxial with the intermediate shaft, and a second driven gear rotatably coupled with the second drive gear. A first bearing of said pair of bearings is mounted to a bulkhead and to said intermediate shaft assembly between the first driven gear and second drive gear to reduce the distance between the first and second bearings.