Abstract: Disclosed herein are various robotic surgical devices and systems that include first and second elongate bodies, first and second driveshafts disposed through the second elongate body, and an in-line shoulder joint with a robotic arm coupled thereto. In certain implementations, the in-line shoulder joint has a differential yoke and a dual shaft disposed within the yoke lumen.

Abstract: A speed reducing device according to one aspect of the present disclosure includes: a plurality of speed reducer units arranged in parallel; and an output rotating body that rotates by power received from the speed reducer units. Each of the speed reducer units includes a casing and a speed reducing mechanism unit. The casing has a peripheral wall with inner teeth disposed on an inner periphery of the peripheral wall. The speed reducing mechanism unit meshes with the inner teeth to decelerate input rotation. At least two of the speed reducer units are disposed adjacent to each other such that outer surfaces of peripheral walls of casings thereof are in contact with each other. In at least one of two peripheral walls contacting with each other, a thickness of a contact portion is smaller than a thickness of other portions in a circumference of the same peripheral wall.

Abstract: An actuator, a robot arm and a robot are disclosed. The actuator includes: a housing; a motor, including a motor stator and a motor rotor, wherein the motor stator is disposed on the housing, the motor rotor is rotatably connected to the housing, and the motor rotor covers the motor stator; a position encoder, disposed on the motor rotor; a motor driver, disposed on the housing, and electrically connected to the motor; a reducer, disposed on the housing, and parallelly disposed with the motor; and a transmission mechanism, connected to the motor rotor and the reducer respectively; wherein the reducer is configured to adjust a rotation speed output from the motor rotor.

Abstract: A gear control system for controlling output torque provided to axles of a vehicle may include a first planetary gear set, a second planetary gear set, and a set of engageable locking mechanisms. Each planetary gear set may include at least a sun gear, a ring gear circumferentially disposed around the sun gear, and a carrier that is coupled to the sun gear and an axle. The set of engageable locking mechanisms may include at least one of a first engageable locking mechanism that is engageable with the first planetary gear set or a second engageable locking mechanism that is engageable with the second planetary gear set. The set of engageable locking mechanisms may be selectively configured to engage or disengage based on a trigger condition being satisfied.

Abstract: To provide a multi-shaft driving device that aims for a lightening of weight and lowering of cost as compared with conventional structures. In a structure in which, when a movable shaft (40) is slidably installed at an output shaft (20) and advances toward an input-side bevel gear (14), an output-side bevel gear (50) of a distal end side of the movable shaft (40) meshes-together with the input-side bevel gear (14), and the movable shaft (40) rotates and rotation of this movable shaft (40) is transmitted to the output shaft (20), the movable shaft (40) and the output-side bevel gear (50) are molded integrally of resin, and the output shaft (20) also is formed of resin, and the movable shaft (40) is slidably exteriorly placed on an outer peripheral side of the output shaft (20).

Abstract: A device for driving a vehicle includes a housing, an electric motor, a differential gear unit, and a planetary gear unit. The planetary gear unit includes a sun gear connected to the electric motor, a ring gear coupleable via a first coupling to the housing, a plurality of planetary gears disposed between the ring gear and the sun gear and mounted on a planet carrier coupled to the differential gear unit, the planet carrier coupleable to the ring gear by a second coupling, the second coupling being disposed in a plane with the first coupling parallel to the electric motor.

Abstract: The present invention relates to an easy-to-control tool for minimally invasive surgery.

Abstract: An asynchronous boost assist system for a motor vehicle includes a first electric motor, a second electric motor positioned opposite the first electric motor and a differential gear system operatively connected to the first and second electric motors. The differential gear system includes a first differential gear set and a second differential gear set. The first differential gear set is operatively connected to the first and second electric motors and the second differential gear set is configured and disposed to operatively connect to first and second vehicle wheels. A controller is operatively connected to each of the first and second electric motors. The controller selectively independently controls an operational speed of each of the first and second electric motors to selectively provide an acceleration boost through the second differential gear set.

Abstract: The present invention is structured by a dual-drive electric machine being combined with an epicycle gear set (EG101) installed in the inner rotation part of electric machine (EM101), and a controllable brake device being installed at an output/input end shaft, through controlling the controllable brake device to perform brake locking or releasing, the operations of transmission function of connecting transmission or releasing between a rotation shaft (S101) at an output/input end, a rotation shaft (S102) at an output/input end and a sleeve type rotation shaft (AS101) at an output/input end of the epicycle gear set (EG101) are enabled to be controlled, thereby to control the interactive operations between the dual-drive electric machine (EM100) and the output/input ends.

Abstract: A motor vehicle transmission includes a power splitter connected with the vehicle engine and having two outputs. A differential and a clutch are connected with the outputs of the splitter. Separate gearboxes including alternating sequential gear mechanisms are connected with the differential and clutch. The differential and clutch are independently operated under control of an electronic control unit to provide continuous flow of power from the engine to the gearboxes which may be simultaneously operated.

Abstract: A drive train for a motor vehicle, which has a first and a second axle. The drive train has a first drive unit for permanently driving the first axle and an electric drive unit, which is arranged in the region of the second axle and has an electric motor. A shift clutch package contains a first shift clutch for setting up a first transmission ratio and a second shift clutch for setting up a second transmission ratio between the electric motor and an output of the electric drive unit. The electric drive unit is arranged parallel to an input shaft of a transverse differential of the second axle.

Abstract: A drive system for individually driving two wheels of a drive wheel pair of a vehicle. The drive system has two infinitely variable transmission drives which are drivingly connected, via a transmission arrangement, to an associated drive wheel. Each transmission arrangement includes two transmission units arranged one behind the other, with one of the transmission units preferably being a two-stage shiftable transmission and the other transmission unit being a bevel gear transmission. The shiftable transmission makes it possible to vary the drive transmission ratio. The bevel gear transmission makes it possible to arrange the transmission drives so that their drive shafts are at right angles to the rotational axis of the drive wheel pairs.

Abstract: A drive system for individually driving two driven wheels of a vehicle. The system includes two continuously variable drive motors which are drivingly connected, via a transmission arrangement, with respective driven wheels. Each transmission arrangement includes a shift transmission and a bevel gear transmission, which has a fixed transmission ratio and includes a spur gearset and a bevel gearset. Shift transmissions vary the transmission ratio and the bevel gear transmission enables arranging drive shafts of the drive motors transversely to the rotational axis of the driven wheels. The spur gearsets enable vertical repositioning of the transmissions drive output shafts. Furthermore, with different arrangements of the bevel gears, inclination of respective drive motors and shift transmissions relative to the vehicles longitudinal axis and the angle of the output shafts can be adjusted, such that the drive system can be installed in different vehicle types using largely identical components.

Abstract: A vehicle's active electrically controlled non-step speed change mechanism includes an internal combustion engine, a dynamo (motor-generator), a power allotment unit and an active electrically controlled non-step speed changer to control vehicle able to run in the best condition notwithstanding its speed, roadway condition or load thereby achieving the aim of fuel saving and minimizing the environmental contamination due to excess discharge of exhaust gas.

Abstract: A drive system for individually driving two wheels of a drive wheel pair of a vehicle. The drive system has two infinitely variable transmission drives which are drivingly connected, via a transmission arrangement, to an associated drive wheel Each transmission arrangement includes two transmission units arranged one behind the other, with one of the transmission units preferably being a two-stage shiftable transmission and the other transmission unit being a bevel gear transmission. The shiftable transmission makes it possible to vary the drive transmission ratio. The bevel gear transmission makes it possible to arrange the transmission drives so that their drive shafts are at right angles to the rotational axis of the drive wheel pairs, thus improving the options for installation in the vehicle.

Abstract: An axle assembly for a motor vehicle. The assembly comprises a carrier housing and a differentially assembly rotatably mounted to the carrier housing. A ring gear is fixed to the differential assembly. A first pinion is in meshing engagement with the ring gear. The first pinion is driven by a combustion engine and is operable to drive the ring gear. An electric drive assembly is mounted to the carrier housing. The electric drive assembly comprises an electric motor and a second pinion. The second pinion is in meshing engagement with the ring gear. The second pinion is driven by the electric motor and is operable to drive the ring gear.

Abstract: In a vehicle steering transmission device, a first gear is rotatable on a rotational axis to rotate in accordance with a vehicle steering operation, a second gear is rotatable on the rotational axis and connectable to a vehicle wheel so that an orientation of the vehicle wheel is changed, an intermediate gear engages with the first and second gears, a support member is rotatable on the rotational axis while supporting the intermediate gear in such a manner that the intermediate gear is rotatable on another rotational axis which another rotational axis intersects the rotational axis and extends perpendicularly to the rotational axis, and a driving device drives the support member to rotate on the rotational axis so that a differential rotational motion is generated between the first and second gears.

Abstract: The present invention relates to an improvement for a differential apparatus that transmits torque produced by a motor to two axle shafts. A motor output shaft portion is formed coaxially and integrally with a gear case.

Abstract: The Internal Combustion Engine Efficiency Unit (“ICEEU”) is a device that improves the fuel efficiency of vehicles powered by internal combustion engines, producing low-emission vehicles. It accomplishes this by replacing a single larger engine with two smaller engines, connected together via the ICEEU to produce a single rotary output that powers the vehicle. Both engines are used together when power is needed, but one engine can be shut down when the vehicle is cruising and needs less power to simply maintain its forward momentum. The ICEEU effectively removes the second engine completely from the power train when it is unneeded, so that it does not produce any drag, and also allows the second engine to reenter the power train as needed at any RPM or torque. The ICEEU comprises an open differential and two planetary gear sets to provide the phase shifting ratio that allows for a pair of internal combustion engines to be integrated and separated smoothly throughout operation.

Abstract: An electric drive is complementary to an internal combustion engine of a motor vehicle with a drive train having a differential and an electric motor 6 integrated into the drive train. A main shaft of the electric motor is connected directly to a gear ring of the differential in a positive and/or non-positive manner.

Abstract: To improve acceleration performance on starting and in low speed ranges as well as minimizing energy loss with its simple structure of light weight and small size, a transmission for a hybrid electric vehicle includes a first motor connected to a battery through an iverter, the first motor functioning as a generator, a differential disposed between an engine and the first motor to provided driving force from one of the first motor and the engine, a final reduction gear engaged with the differential to transmit drive force to wheels, a second motor connected to the battery through the inverter to directly drive an axle shaft, a first one-way clutch disposed between the differential and the engine, and a second one-way clutch disposed within the differential.

Abstract: This is a new invented combination of an Engine with Dynamotor, Clutch and Transmission. The Engine is constructed by the main parts of the flywheel and cylinder, on the circumference of the flywheel is built a double-layer wall, to carve two channels on the two contrast surface of the walls, to form cylindrical cam, a pin with two bearings mounted on the two ends of the pin, the bearings are inserted into the channels and running in the channel, the pin is through a hole of one end of the push rod, another hole on the other end of this rod with a pin to connect piston, the piston is moved in the cylinder, The flywheel is hollowed and arrange a Dynamotor in it. A reverse and neutral gear chamber is provided next to the Engine and Dynamotor chamber, in this chamber contains gears for shifting. Next the reverse and neutral gear chamber is the Clutch chamber, in this chamber is contained a Fluid Clutch.

Abstract: To improve acceleration performance on starting and in low speed ranges as well as minimizing energy loss with its simple structure of light weight and small size, a transmission for a hybrid electric vehicle includes a first motor connected to a battery through an inverter, the first motor functioning as a generator, a differential disposed between an engine and the first motor to provide driving force from one of the first motor and the engine, a final reduction gear engaged with the differential to transmit drive force to wheels, a second motor connected to the battery through the inverter to directly drive an axle shaft, a first one-way clutch disposed between the differential and the engine, and a second one-way clutch disposed within the differential.

Abstract: A vehicle power transmission and a vehicle powertrain capable of being continuously controlled over a predetermined range of operation. The powertrain includes two power units, the power transmission unit and a control device for receiving command input and determining performance parameters associated with the operation of the powertrain, an outer transmission and an inner differential gear assembly. The main transmission has two rotatable inputs, each operable connected to one power unit for receiving rotational power and operably connected to a rotatable output so that the rotational speed of the output can vary in proportion to the algebraic mean of the speeds of ratios of the two inputs. The differential gear assembly is arranged internally of the main transmission with a rotatable input operably connected to two differentially rotatable outputs. The output of the main transmission is operably connected to the input of the differential gear assembly.

Abstract: A transmission for changing the rotational speed of an engine input shaft to a driven output shaft. The transmission includes a first and second face gears. Each face gear has first and second sets of teeth formed on it. Each set of teeth forms an annular pattern about a central axis. The second set of teeth on each face gear is located within and concentric with the first set of teeth. An input gear, adapted to be driven by the engine output shaft, is disposed between and engaged with the first sets of teeth on the first and second face gears such that rotation of the input gear produces rotation of the first and second face gears in opposite directions about the central axis. An output pinion is rotatably mounted to a pinion shaft. The output pinion is disposed between and engaged with the second sets of teeth on the first and second face gears such that rotation of the face gears produces corresponding rotation of the output pinion about the pinion shaft.

Abstract: A combination electric motor and transmission unit device has at least three inputs and at least two rotational mechanical outputs, at least one of the inputs being of electrical power, to a corresponding integral combination of an electric motor means with a transmission means. The directions of rotation and the rotational speeds of the three inputs may be controlled to provide the mechanical outputs at any desired rotational speed with peak power output, depending on the controls, thus providing an ideal infinite speed device. The device employs a novel arrangement of a differential unit or a planetary gear unit. The combined motor and transmission device is lightweight, requires a small number of moving parts, and is useful in vehicles powered by electricity, including for regenerative braking. Another embodiment of the drive device is useful for a flywheel for peak power supplementation and also regeneration.

Abstract: The present invention is directed to a motor mechanism provided with first and second motor units as well as a differential gear unit. The differential gear unit is provided with three rotating members which are engaged mutually and rotate in constant differential ratio rates. One of the rotating shafts is provided in one of the motors, and a second of these rotating shafts is provided in the second motor. A differential pinion gear rotation axle shaft corresponds to the third rotating shaft. The differential gear unit will cause a drive axle shaft to rotate. The rotating shaft of the first motor rotates at a differential speed with respect to the rotating shaft of the second motor which is due to the difference of revolution between the differential gear axle and the revolution of the rotating shafts of both first and second motors.

Abstract: An epicyclical system of miter, bevel, worm and spur gears, plus joining members that may be adapted to, or be embodied in, a wide variety of devices in the field of applied mechanics including, but not limited to: (a) absorption of energy from fluid streams, (b) timing and tracking mechanisms, (c) mechanical power transmission; (d) generation of uniform or intermittent sine wave velocities in a multitude of helicoid patterns.

Abstract: A power transmission shaft which transmits rotational energy of a flywheel is divided into a first shaft section adjacent to the flywheel and a second shaft section adjacent to a power take-off gear. A planetary gearing is arranged between the shaft sections and is adapted to be driven by a servo motor. A power take-off gear is mounted on an output section of the planetary gearing so as to transmit the power to drives. The servo motor controls the rotation of the output section of the planetary gearing to vary the rotation of the power take-off gear so that the action velocity of the slide or the like can be freely controlled and press working for different kinds of materials can be carried out.

Abstract: A differential speed reducer with an input shaft connected to two spur gears. An inverter gear is engaged with the first spur gear. The second spur gear and the inverter gear drive a third and fourth spur gear which are freely rotatable on an output shaft. A bevel gear is attached to each of the third and fourth gears. A pinion gear rotates between the bevel gears and as it orbits, turns the output shaft.

Abstract: A micromanipulator for the displacement of a sample carrier according to different degrees of freedom by means of displacement members (26) fixed to elastic bellows (21.sub.1, 21.sub.2, 21.sub.3, 23), which participate in the transmission of movement through a wall (37). At least one rotary movement of the sample carrier is transmitted through the said wall by means of a transmission pin (11.sub.1, 11.sub.2) movable in translation, which is fixed to a said bellows (21.sub.1, 21.sub.2). At least one translatory movement of the sample carrier can also be transmitted by at least one respective transmission pin (11.sub.3) movable in translation. The transmission pins operate in the translation mode parallel to a single direction. The sample carrier can perform on the one hand a translatory displacement and on the other hand a rotary displacement according to a rotation in its plane and according to a rotation by inclination of the said plane.

Abstract: A combination electric motor and transmission unit device has two inputs and a rotational mechanical output, at least one of the inputs being of electrical power, to a corresponding integral combination of an electric motor means with a transmission means. The directions of rotation and the rotational speeds of the two inputs can be controlled to provide the mechanical output at any desired rotational speed with peak power output, depending on the controls, thus providing an ideal infinite speed device. The device employs a novel arrangement of a differential unit or a planetary gear unit. The combined motor and transmission device is lightweight, requires a small number of moving parts, and is useful in vehicles powered by electricity, including for regenerative braking. Another embodiment of the drive device is useful for a flywheel for peak power supplementation and also regeneration.

Abstract: A fully geared continuously variable transmission controls output ratios of differentiating gear sets by using a control gear set that is controlled as to rotation speed by a variable speed drive. The ratio gear sets can be bevel gear differentiating clusters or planetary gear sets. As disclosed, the transmission may have two sets of ratio control gears driving separate output shafts that are coupled to rotatable worms engaged with a worm gear to control differentiation between the output shafts which are used as drives for two wheel or four wheel drive vehicles at selected engine idle rpm the variable speed drive rotates the control gears at a selected speed and directs rpm, that holds the output shafts at 0 rpm. As engine rpm is increased to selected cruising final drive ratio the variable speed drive rpm is decreased proportionately to zero to change the output drive ratio continuously as a function of a selected parameter.