Abstract: A apparatus for controlling a steer-by-wire system including: a reaction torque generator configured to generate reaction torque as a calculated value of steering reaction torque applied to a steering wheel; a driver torque estimator configured to detect a driver torque estimation value as an estimated value of driver steering torque; a speed controller configured to generate a motor torque command value of a motor-driven power steering system; a torque adjuster configured to calibrate the motor torque command value and the reaction torque based on the driver torque estimation value, and output final active return torque and final reaction torque; and a target current generator configured to generate a target current for motor control by using the final active return torque and the final reaction torque, inputted from the torque adjuster, and input the generated target current to a motor.

Abstract: A hybrid drive train assembly for a motor vehicle drive train includes an electric motor; a differential configured for connecting a first front axle and a second front axle of the motor vehicle drive train to each other; a motor output gearing connecting an output of the electric motor to the differential; and a transmission output gearing configured for connecting an output of a transmission to the differential.

Abstract: A housing for a motor-transmission unit with at least two housing sections which have in each case at least one accommodation segment for receiving a motor and an internally-toothed, internal ring gear segment for receiving a gear of a planetary gear unit, wherein the housing sections can be or are connected with each other and wherein, in the assembled state, the accommodation segments of the housing sections together form at least one accommodation compartment for holding the motor, and the internal ring gear segments of the housing sections together form an internal ring gear for mating with a gear on the planetary gear unit.

Abstract: A drive unit, more preferably rear drive unit, for an all-wheel drive of a motor vehicle with two drive shafts, of which one drive shaft serves for driving the one wheel and the other drive shaft serves for driving the other wheel of a motor vehicle. Provided is a transmission operationally that is connected to the drive shafts, through which a drive torque acting on the input of the transmission can be divided or is divided into at least two output torques and through which the output torque of the transmission acting on the one drive shaft is reversible or is reversed in its operation direction relative to the output torque of the transmission acting on the other drive shaft.

Abstract: A drive configuration for a skid steered vehicle comprises a pair of electric motors for propulsion of the vehicle, one each coupled to drive a respective track on a respective side of the vehicle, and one or more electric steer motors coupled through a differential gear mechanism to impose a speed difference between the tracks. An associated control system controls the current to each motor so that substantial contributions to the differential torque to turn the vehicle are made both by the steer motors and by the propulsion motors, in variable proportions preferably as a function of the vehicle speed.

Abstract: A transmission ratio variable mechanism is provided with: an input member and an output member capable of rotation about a first axis; an inner race for differentially rotatably coupling to each member; an outer race for rotatably supporting the inner race via a rolling element; and a transmission ratio variable mechanism-use electric motor for rotation-driving the outer race. A second axis which is a center line of the inner race and the outer race is inclined to the first axis. A first concave-convex engaging section for engaging one side end surface of the inner race and a power transmission surface of the input member corresponding to the one end surface are arranged. There is provided a second concave-convex engaging section for engaging the other end surface of the inner race and a power transmission surface of the output member.

Abstract: A drive configuration for a skid steered vehicle incorporates a controlled differential for use in exercising steering control of the vehicle, comprising a compound planetary gear set (8) coupling two shafts (7a, 7b). Respective sun gears (10a) and (10b) turn with the shafts and mesh with compound planet gears (12) in a common planet carrier (13), the ratios of the number of gear teeth between each sun gear and the respective gears (14a) or (14b) of the compound planets being unequal so that when the planet carrier is stationary the two shafts are coupled through the differential to turn together in the same sense but with a speed difference, and controlled rotation of the planet carrier varies the speed difference between the shafts in accordance with the sense and speed of rotation of the planet carrier.

Abstract: On an amphibious ATV, a triple-differential transmission is combined a continuously-variable drive. The gearbox can be set at a low ratio, for negotiation of difficult terrain, and at a high ratio for cruising trails. The high-low shift mechanism is located upstream, in the drive train, of the forward-reverse shift mechanism. Both mechanisms are located upstream of the steer-differential and of the two wheel-differentials. Main power from the engine is passed, through the mechanisms, directly to a wheel-ring that is common to both wheel-differentials. The common wheel-ring is bearing'd, not from the gearbox housing, but from the wheel-shafts, which are themselves bearing'd into the gearbox housing. Similarly, the steer-diff-housing is bearing'd, not from the gearbox housing, but from the steer-shafts, which are themselves bearing'd from the gearbox housing, which makes for a compact, narrow, layout of the gearbox—well suited to the ATV.

Abstract: An engine-propelled monowheel vehicle comprises two wheels, close together, that circumscribe the remainder of the vehicle. When the vehicle is moving forward, the closely spaced wheels act as a single wheel, and the vehicle turns by leaning the wheels. A single propulsion system provides a drive torque that is shared by the two wheels. A separate steering torque, provided by a steering motor, is added to one wheel while being subtracted from the other wheel, enabling the wheels to rotate in opposite directions for turning the vehicle at zero forward velocity. The vehicle employs attitude sensors, for sensing roll, pitch, and yaw, and an automatic balancing system. A flywheel in the vehicle spins at a high rate around a spin axis, wherein the spin axis is rotatable with respect to the vehicle's frame. The axis angle and flywheel spin speed are continually adjustable to generate torques for automatic balancing.

Abstract: The differential steering drive for a tracked vehicle includes a drive differential interconnecting the drive shafts for the tracks and a steering differential for superimposing additive and subtractive rotations to the tracks for steering and pivot turning. In the preferred embodiment for high speed tracked vehicles, the drive differential is an all-gear no-clutch type limited-slip differential, and the steering differential is an unlimited-slip differential. The differentials are arranged to provide no-slip track operation traveling in straight paths or when steering so long as at least one track has traction. In another embodiment for pivot-turning slow-moving off-road vehicles, both the drive differential and the steering differential are all-gear no-clutch type limited-slip differentials.

Abstract: In a steering device (200), a first motor (34a) operates in accordance with a steering operation of a steering handle (12), a first steering shaft (52) steers one of the pair of wheels (58), and a first conversion unit converts a rotation of a first rotor (31 a) as a rotation element of the first motor (31a) into an axial-direction movement of the first steering shaft (52). A second motor (34b) operates in accordance with the steering operation of the steering handle (12), a second steering shaft (53) is separated from the first steering shaft (52) and steers the other of the pair of wheels (58), and a second conversion unit converts a rotation of a second rotor (31b) as a rotation element of the second motor (34b) into an axial-direction movement of the second steering shaft (53). A coupling unit (60) couples the first rotor (31a) and the second rotor (31b) together and cancels the coupling of the first rotor (31a) and the second rotor (31b).

Abstract: A differential assembly includes an electrically operated input device and a first planetary assembly in driving engagement with the input device. The first planetary assembly is drivingly connected to a first output assembly. A second planetary assembly is in driving engagement with the first planetary assembly and the second planetary assembly is drivingly connected to a second output assembly. The first planetary assembly co-acts with the second planetary assembly to provide substantially the same torque to the first and second output assemblies and the first and second planetary assemblies include axes of rotation substantially aligned with an axis of rotation of the input device.

Abstract: An electric drive transmission for a skid steered vehicle has a central casing housing a pair of propulsion motors comprising respective stators and rotors, each rotor being coupled to drive a respective through shaft via a respective epicyclic gear change mechanism. The through shafts are coupled at their inboard ends to a controlled differential with an input from a steer motor, and are coupled at their outboard ends to respective epicyclic gear reduction mechanisms. The through shafts are supported in the casing by respective bearings and the propulsion motor rotors are supported on the through shafts by respective bearings. By supporting the rotors on the through shafts rather than in separate bearings to the casing the diameter and speed rating of the requisite rotor bearings can be reduced.

Abstract: The operations of an electric power steering system and a wheel slip control system such as a traction control system or an anti-lock brake system are co-related so as not to undesirably affect one another, by the target assisting steering force for the electric power steering system being modified differently according to whether or not the wheel slip control system is in operation. In doing so, the target value of assisting steering force according to an increase of the steering torque of the steering wheel is increased by a degree increased along with increase of a time based differential of the steering torque of the steering wheel, or the degree of increasing the target value of assisting steering force according to an increase of the steering torque of the steering wheel is decreased along with increase of a time based differential of steering angle of the steering wheel.

Abstract: A device for conversion of a rotational movement into a movement of each of two working levers defining a truncated cone and a self-rotating movement of each of the two working levers and vice versa comprises a lever bearing element which is rotatable around a rotation axis. The two working levers are each self-rotatably positioned around a self-rotation axis in the lever bearing element. A planetary wheel is arranged in a non-rotatable manner on each working lever. The planetary wheels are each coupled to a sun wheel, which is able to be blocked from turning, via a transmission wheel, the sun wheel being arranged around the rotation axis. This device for conversion of movement is utilisable for a great variety of uses and has a simple mechanical construction.

Abstract: A drive configuration for a skid steered vehicle incorporates a controlled differential for use in exercising steering control of the vehicle, comprising a compound planetary gear set (8) coupling two shafts (7a, 7b). Respective sun gears (10a) and (10b) turn with the shafts and mesh with compound planet gears (12) in a common planet carrier (13), the ratios of the number of gear teeth between each sun gear and the respective gears (14a) or (14b) of the compound planets being unequal so that when the planet carrier is stationary the two shafts are coupled through the differential to turn together in the same sense but with a speed difference, and controlled rotation of the planet carrier varies the speed difference between the shafts in accordance with the sense and speed of rotation of the planet carrier.

Abstract: An electric drive system is provided. The electric drive system includes a first output member, a second output member, and an electric motor that includes an output shaft having an axis of rotation. The output shaft is operatively engaged with the first and second output members to rotate the first and second output members. A differential steering system is disposed between the electric motor and the first and second output members. The differential steering system includes at least one planetary gear assembly that has an axis of rotation that substantially aligns with the axis of rotation of the output shaft. A steering motor is operatively engaged with the at least one planetary gear assembly and is operable to modify the rotational speed of the at least one planetary gear assembly to thereby adjust the rotational speed of one of the first and second output members relative to the other of the first and second output members.

Abstract: A steering drive mechanism utilizes a pair of planetary gear arrangements between the input (or engine drive shaft) and the output shafts driving each wheel of a vehicle. The input is supplied to each sun gear in equal magnitude but opposite direction to account for driving the left or right wheels. The output shafts are connected to the planet carriers. In normal straight line driving, the ring gears are held fixed. The drive mechanism further comprises a steering motor that drives a steering gear that meshes with each ring gear. When the steering motor is activated, the steering gear rotates each ring gear in the same direction, so that the ring gear for one side increases the speed of the planet carrier and output shaft, while the ring gear for the opposite side decreases the output shaft speed.

Abstract: A transmission drive system (TDS) has two AC induction traction motors, each operatively coupled to two semi-independent coaxial traction shafts, and two AC induction steer motors coaxially mounted on a common steer axis parallel to the coaxial traction shafts. A steering gear assembly, preferably between the traction and steering motors, has a common steer input shaft operatively connected to the two AC induction steering motors. Two planetary gear sets have the two traction shafts being operatively connected with one of a two planet gear carriers, or two ring gears, respectively. The other of the planet gear carriers or the ring gears are operatively connected with each other. Two offset gears mounted to the steer input shaft and meshing with two sun gears, respectively, including a reversing idler gear interposed between one of the two offset gears and one of the two sun gears.

Abstract: An electric drive system is provided having first and second output members and a driving shaft having an axis or rotation. A plurality of electric motors are arranged adjacent to the driving shaft. Each motor has an output shaft in driving engagement with and substantially parallel to the driving shaft. A differential steering system is operably disposed between the driving shaft and the first and second output members. The differential steering system includes a first planetary gear assembly operably engaged both between the driving shaft and the first output member and between the driving shaft and the second output member. The first planetary gear assembly has an axis of rotation that substantially aligns with the axis of rotation of the driving shaft. A steering motor is operatively engaged with the differential steering system and operable to simultaneously adjust the relative rotational speed of the first and second output members.

Abstract: A power-assisted steering with a superimposing gear mechanism enables safe steering behavior independently of the type of transmission used. A mechanical lock is mounted at a part of the transmission, preferably at the screw itself. In the event of a malfunction, this lock acts in addition to the deactivation of an electric motor and reliably prevents it from rotating further in that a locking pin engages elongated hole-shaped grooves. The shape of the grooves has the advantage that the locking pin need not be positioned very precisely. Allowances are thus made for installation tolerances. The development of noise is also reduced since it is very improbable that the locking pin, before it is locked in one of the grooves, would first of all come into contact with an intermediate bridge and thus produce an unpleasant clacking noise. In addition, a diagnostic circuit may be provided which checks the function of the lock before the vehicle is started up.

Abstract: An elastic support assembly for an electric power steering apparatus in which a worm shaft is supported movably in a rotation axis direction through the elastic support assembly includes: a pair of first and second members relatively moving in the rotation axis direction according to a movement of the worm shaft; an elastic body provided between the first and second members in the rotation axis direction; and a cover which covers an outer periphery part of the elastic body from a radial direction of the worm shaft and is connected to the first member.

Abstract: A active steering apparatus includes a housing, an input shaft, an output shaft, and an electrical motor. The electric motor has a stator fixed to the housing and a rotor. A first gear set interconnects the input shaft and the output shaft and includes a sun gear fixed to an end of the input shaft, a ring gear fixed to the output shaft, and a plurality of planet gears positioned between and interconnecting the ring gear and the sun gear. A second gear set is mounted onto the rotor and interconnects the ring gear and the housing such that rotation of the rotor relative to the housing imparts movement of the ring gear relative to the housing.

Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshafts and first and second mode clutches. The first mode clutch is operable with the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second mode clutch is operable with the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both mode clutches.

Abstract: An electric drive configuration for a tracked vehicle comprises a pair of propulsion motors (1a, 1b) each in operable communication with one of a first pair of track drive sprockets (3a, 3b) for driving a pair of tracks (4a, 4b) of the tracked vehicles; a steer motor (5) in driveable communication with a controlled differential steer gear unit (6) positioned centrally of a pair of steering cross-shafts (7a, 7b) and in driveable communication with each shaft, the opposing ends of the steering cross-shafts (7a, 7b) being each in operable communication with one of a second pair of track drive sprockets (9a, 9b) for controlling the relative speeds of the two track to steer the tracked vehicle; the first pair of track drive sprockets (3a, 3b) being engageable with the tracks (4a, 4b) at a first end of a tracked vehicle and the second pair of track drive sprockets (9a, 9b) being engageable with the tracks at a second end of the tracked vehicle.

Abstract: A gear for vehicle steering systems, in which, by pivoting a shaft of a pinion in the radial direction by means of a spring element, play-free transmission of the rotary motion from the shaft to a power takeoff shaft is assured.

Abstract: A steering actuator of an independent type steer-by-wire system comprises a housing fixed to a vehicle body and an ultrasonic motor. The ultrasonic motor has a stator internally fixed to the housing and a rotator rotating relative to the stator when an electric current is applied A steering rod having a first end and a second end penetrates though a center portion of the ultrasonic motor.

Abstract: Transmission method and arrangement for distributing tractive force in a vehicle between a first transmission branch (28a) and a second transmission branch (30). The transmission branches are connected to one another by way of a fork (28b) and one transmission branch (28a) is directly connectable to at least one wheel contact surface. The second transmission branch (30) is connected to the fork (28b) by way of a control unit (19), which is provided with control means (27) for varying the transmission ratio in this branch (30). The invention furthermore relates to a vehicle having at least two driving wheels (16, 16b, 17, 17b, 18, 18b) and the transmission arrangement specified above.

Abstract: A gear for vehicle steering systems is proposed, in which, by pivoting a shaft (5) of a pinion (17) in the radial direction (23) by means of a spring element (25), play-free transmission of the rotary motion from the shaft (5) to a power takeoff shaft (21) is assured.

Abstract: A transmission-steering assembly for a crawler vehicle has a propeller shaft and two output shafts extending along a transverse axis of the vehicle. The two output shafts drive respective tracks of the vehicle, and are driven by the propeller shaft via the interposition of respective identical reduction units. A power-steering device is interposed between the output shafts to vary the relative angular speed of the output shafts. The assembly has a single service brake for exerting, in use, a braking action on the propeller shaft, and a single auxiliary parking brake associated with the steering device.

Abstract: A steer-drive for vehicles primarily operated in fluids (e.g., boats and planes) interposes respective left and right orbital gear drives into the vehicle drivetrain between the engine/transmission or/speed-reducer and the vehicle's respective port and starboard propulsion elements. The orbital drive units comprise only an input gear and an output gear interconnected by at least one orbiting cluster gear that is supported in a rotating housing and also meshes only with the input and output gears. The orbital units are designed so that (a) when rotation of the housing is prevented, driving torque is transferred at speed ratios selected to be as close to 1:1 as is practical, and (b) when steering torque causes rotation of the housing, the steering torque is added or subtracted from the driving torque.

Abstract: Tracked vehicle with at least one engine and one gear-change and steering transmission and with lateral intermediate transmissions as final drives for track sprockets on both side of the drive. Each lateral intermediate transmissions is shiftable between at least two gears.

Abstract: A two-mode, compound-split, electro-mechanical transmission that selectively receives power from an internal combustion engine as well as a source of electrical energy. Three power receiving planetary gear subsets, first and reverse mode selecting planetary gear subsets, a steering planetary gear subset and left and right output planetary gear subsets are employed. A steering mechanism operates a steering motor. Torque transfer devices selectively ground components of the first and second mode selecting planetary gear subsets. The left and right output planetary gear subsets present corresponding out shafts. The left and right output planetary gear subsets are connected to each other by a shaft which assures simultaneous rotation of one component in the left and right output planetary gear subsets. Another component of the left and right output planetary gear subsets are connected to each other by a retro-rational gear shaft assembly.

Abstract: The planetary steering differential includes first and second interconnected gear trains. First and second gear trains are used for rotating output members in the same direction at the same speed in response to rotating solely a first input and holding a second input stationary. Rotation solely the second input arrangement and holding the first input arrangement stationary the output members are rotated in opposite directions at the same speed. The first input arrangement is driven by a transmission, and the second input arrangement is driven by a reversible steering motor.

Abstract: The ATV transmission includes an epicyclic arrangement, which serves as a drive-differential. One road wheel is geared to the planet-carrier or spider, and the other to the ring gear, while the engine drives the sun. An idler-gear between the ring and its road wheel means that the ring and the spider rotate in opposite senses, whereby a large gear ratio between the sun and the road wheels can be provided. Steering of the vehicle is provided, by driving the road wheels at different speeds. This is accomplished using a steer-differential, which is identical to the drive-differential; rotating the sun of the steer-differential imposes a corresponding differential speed on the road wheels.

Abstract: A power outputting apparatus is provided with an engine, a clutch motor connected to a crank shaft thereof, and an assist motor connected to the crank shaft or a drive shaft by a switch apparatus. At a time of moving a vehicle backward, an operation characteristic of the engine is set to a characteristic on a low torque side in place of a characteristic at a time of moving forward (a characteristic giving priority to an efficiency). In addition, a torque Tm larger than an engine torque Te and in a reverse direction is output from the assist motor. As a result, a high torque is output to the drive shaft while an electric power is regenerated by the clutch motor, whereby the vehicle can be backward moved.

Abstract: A steer-drive for vehicles primarily operated in fluids (e.g., boats and planes) interposes respective left and right orbital gear drives into the vehicle drivetrain between the engine/transmission or/speed-reducer and the vehicle's respective port and starboard propulsion elements. The orbital drive units comprise only an input gear and an output gear interconnected by at least one orbiting cluster gear that is supported in a rotating housing and also meshes only with the input and output gears. The orbital units are designed so that (a) when rotation of the housing is prevented, driving torque is transferred at speed ratios selected to be as close to 1:1 as is practical, and (b) when steering torque causes rotation of the housing, the steering torque is added or subtracted from the driving torque.

Abstract: A steer-drive interposes respective left and right orbital gear drives into the vehicle drivetrain between the engine/transmission and the respective propulsion axles associated with each side of the vehicle. The orbital drive units comprise only an input gear and an output gear interconnected by at least one orbiting cluster gear that is supported in a rotating housing and also meshes only with the input and output gears. The orbital units are designed so that (a) when rotation of the housing is prevented, driving torque is transferred at speed ratios selected to be as close to 1:1 as is practical, and (b) when steering torque causes rotation of the housing, the steering torque is added or subtracted from the driving torque. Steering torque is applied simultaneously in equal and opposite directions to the orbital units, causing the drive on one side of the vehicle to speed up and the drive on the other side of the vehicle to slow down at the same rate.

Abstract: This is a connecting device (7) to be interposed between left and right wheels (5L, 5R) of a vehicle. There are provided: a differential gear (8) having a first rotational element (8a), and second and third rotational elements (8b, 8c). The third rotational element (8c) is coupled to one (5R) of the rear wheels via the first power transmission system (10), and the second rotational element (8b) is coupled to the other (5L) of the rear wheels via second and third power transmission systems (11, 12). The gear ratios of both the first and second power transmission systems (10, 11) are identically set, and the gear ratio of the third power transmission system (12) is set so as to be opposite in direction to, but be equal in absolute value to, the above-mentioned gear ratio.

Abstract: A differential steer and final drive configuration for machines such as small tractors for agricultural and construction purposes and the like, which differential steer and final drive configuration allows passage of a power take-off (PTO) shaft beneath the differential steer mechanism and between the drive axles of the final drive mechanisms such that a PTO output member connected to the PTO shaft can be located on or in the vicinity of the machine front to rear centerline and the drive wheel axis.

Abstract: Continuously driven machine steering differentials have heretofore been complex for counter-rotating a pair of oppositely located planetary elements. The planetary steering differential includes a differential powered by a transmission input and a planetary gearing mechanism which receives an input from a steering motor for interacting with the outputs to achieve a steering correction.

Abstract: A differential apparatus comprises: a differential gear (1) rotatably housed in a left end within a carrier case (3); a speed increasing mechanism and reducing mechanism (31) housed within the carrier case (3) in such a manner as to be adjacent to the rear differential apparatus (1), having a speed increasing mechanism (37) for increasing a rotational speed and a speed reducing mechanism (39) for reducing the rotational speed of the input gear (33) connected to a differential case (11) in a parallel manner; a speed increasing and reducing clutches (53) mounted to the carrier case (3) and for connecting and disconnecting the rotation from the input gear (33) which are arranged in a plane crossing to axes of output shafts (21,23) in parallel.

Abstract: A hydro-mechanical steering differential for providing differential steering of the left and right hand tracks of a tractor is disclosed. The steering differential is powered by a mechanical input and a hydraulic input, and includes left and right outputs. The improved hydro-mechanical steering differential comprises a geared differential unit having a right output gear element, a left output gear element and a gear carrier element. The gear carrier element is coupled to the mechanical input and has a gear set meshed with right and left output gear elements. The left output gear element is coupled to the left output, and the right output gear element is coupled to the right output. A gearless hydro-mechanical differential unit has a rotatable motor powered by the hydraulic output. The hydro-mechanical has a drive unit coupled to the mechanical input and a driven unit coupled to the right output.

Abstract: A track vehicle drive train, with a differential and outboard planetary gears driven by the differential has an outboard planetary housing containing the planetary gears. The planetary housing has a drive ring integral with it and extending circumferentially around it, upon which an externally undular sprocket is mounted directly. The housing is bell-shaped, and provides within it space to accommodate larger gears than housing known heretofore, which permits higher reduction in the outboard planetaries, which allows a lower reduction in the differential than has been possible heretofore with a standard sized sprocket.

Abstract: A mechanical arrangement of multiple gears forming a transmission device for variable speed output and direction from a constant input source. The arrangement of multiple gears wherein the control of the output is determined by a selective incremental control input relative the constant input source. Combined arrangements of multiple gears utilize variable orbital paths control to determine variable output.

Abstract: In a superimposed steering gear (3) for tracklaying vehicles in which the steering power needed for turning is superimposed on the drive system via summarizing differentials and which has a hydrostatic-mechanical power branching summed up in a summarizing transmission (31), the power losses of the hydrostatic branch that works with poor efficiency are kept as small as possible and, at the same time, an infinite steering is made possible over all radial ranges. For this purpose, the summarizing transmission (31) is shiftable into steps that cover at least two radial ranges, a speed adaptation to the transmission components taking place at any given time in the shift points for an infinite transition.