Patents Examined by Ha D. Ho
  • Patent number: 9897182
    Abstract: An exemplary transmission system (TS) includes a clutch module (CM) having an input (In) and a first and a second output (O1, O2). A first clutch device (B, B1, C2) provided with a first actuator is present between the first output and the input, and a second clutch device (C, B2) with a second actuator is present between the second output and the input. The transmission system also includes a transmission module (TM), with an output (Out) and a first and a second input (i1, i2). A first partial transmission provided with at least one transmission (VAR) is present between the first input and the output, and a second partial transmission provided with at least one further transmission or a mechanical connection is present between the second input and the output. Two outputs (O1, O2) of the clutch module are connected to the two inputs (i1, i2) of the transmission module.
    Type: Grant
    Filed: July 24, 2013
    Date of Patent: February 20, 2018
    Assignee: DTI Group B.V.
    Inventors: Roëll Marie Van Druten, Alexander Franciscus Anita Serrarens, Bas Gerard Vroemen
  • Patent number: 9889733
    Abstract: A power transmission system for a vehicle includes: an engine; input shafts, at least one of which configured to selectively engage with the engine, each of the input shafts being provided with a shift driving gear thereon; output shafts, each of the output shafts being provided with a shift driven gear configured to mesh with a corresponding shift driving gear; a motor power shaft configured to rotate together with one of the output shafts; and a first motor generator configured to rotate together with the motor power shaft, wherein when the motor power shaft is rotated together with one of the output shafts, the first motor generator is configured to generate electric power utilizing at least parts of power generated by the engine while the vehicle in a running state or a parking state. A vehicle including the power transmission system is also provided.
    Type: Grant
    Filed: June 30, 2015
    Date of Patent: February 13, 2018
    Inventors: Dongsheng Yang, Yubo Lian, Jintao Zhang, Hongbin Luo
  • Patent number: 9878768
    Abstract: A marine transmission includes a synchronizer on a counter rotating shaft to shift into a high speed gear. The synchronizer includes friction surfaces on both sides of the gear body for the high speed gear. The high speed gear mesh is helical and generates axial force that enhances the torque carrying capacity of synchronizing friction surfaces, thereby enabling the shifting into the high speed gear without torque interrupt.
    Type: Grant
    Filed: August 5, 2015
    Date of Patent: January 30, 2018
    Assignee: Brunswick Corporation
    Inventors: Joseph S. VanSelous, Eric Sharkness, Jiri Jager
  • Patent number: 9879760
    Abstract: A parallel eccentric electro-mechanical actuator provides motive power and includes an electric prime mover that drives the reducer's pinion gear. This pinion drives minimum three star gears with stationary shaft bearings. Each shaft contains an eccentric which are completely in parallel with each other. These eccentrics can be thought of as parallel/in-phase driven crankshafts. Each eccentric drives the parallel eccentric (PE) gear through a bearing. The PE gear exhibits a circular motion (without rotation) which in itself is unbalanced. The crankshafts have another eccentric which create an opposite inertia force to balance that of the PE gear. The PE gear contains an external toothed gear on its periphery. It meshes with the internal teeth of the output ring gear. The relative motion between the PE gear and the ring gear is that the PE gear rolls inside the ring gear. This relative motion is called hypo-cycloidal motion.
    Type: Grant
    Filed: March 3, 2014
    Date of Patent: January 30, 2018
    Inventor: Delbert Tesar
  • Patent number: 9879731
    Abstract: A gear spindle (3) obtained by inclining the axis of a spindle inner tube (10) provided at one end with an external cog inner tube gear section (40) at 0.6 degrees to 1.6 degrees with respect to the axis of a spindle outer tube (20) provided with an internal cog outer tube gear section (50) that meshes the inner tube gear section (40). On the teeth of the inner tube gear section (40) having a face width (B), a crowning of radius (Cr) is provided so that the center in the face width direction is expanded and both tooth ends are thin. The face width (B) and the crowning radius (Cr) are set within an area that is enclosed by graphs of (Cr)=1200 [mm], (Cr)=4000 [mm], (B)=0.0272×(Cr)+28 [mm], (B)=59.04×exp (0.0005×(Cr)) [mm], and (B)=32×(Cr)0.274 [mm].
    Type: Grant
    Filed: November 14, 2013
    Date of Patent: January 30, 2018
    Inventor: Kenji Yamamoto
  • Patent number: 9874265
    Abstract: A rotary table device is provided, which includes a housing having a space portion formed therein, a main shaft installed in the space portion and provided with a worm wheel coupled along an outer circumference thereof, a pair of worm shafts provided to be engaged with the worm wheel at both sides of the worm wheel in a predetermined position of the space portion, a driving motor installed on one side of the housing, a power transmission member installed on an upper surface of the housing to transmit a driving force of the driving motor to the pair of worm shafts, and a clearance adjustment member installed in a predetermined position of each lower end of both sides of the housing.
    Type: Grant
    Filed: December 2, 2013
    Date of Patent: January 23, 2018
    Inventor: Sung-Gon Kim
  • Patent number: 9874269
    Abstract: In a continuously variable transmission, driving force from a drive source is transmitted via the path: first input switching mechanism?first input path?first countershaft?first pulley?endless belt?second pulley?second countershaft?first output path?second input shaft?first output switching mechanism?output shaft to thus establish a LOW mode. A large torque that is transmitted in the LOW mode passes through the first output switching mechanism, but since the second input shaft is relatively rotatably disposed on the outer periphery of the first input shaft and the first output switching mechanism is disposed on the second input shaft, it is possible to enhance the rigidity of the input shaft due to the double tube structure formed from the first input shaft and the second input shaft and to support the first output switching mechanism with high rigidity without carrying out special reinforcement.
    Type: Grant
    Filed: May 27, 2014
    Date of Patent: January 23, 2018
    Assignee: HONDA MOTOR CO., LTD.
    Inventors: Satoshi Uchino, Atsushi Fujikawa
  • Patent number: 9863525
    Abstract: A clutch-controlled transfer gear having a drive shaft which is mounted so as to be rotatable by way of at least one drive shaft bearing, a primary shaft which is mounted so as to be rotatable by way of at least one primary shaft bearing, a secondary shaft which is arranged with an axial offset with respect to the drive shaft and which is mounted so as to be rotatable by way of at least one secondary shaft bearing, a transfer mechanism which is arranged between secondary shaft and drive shaft and bridges the axial offset thereof, and a clutch which is arranged between the drive shaft and an offset gear, by means of which clutch the secondary shaft is, for the operation thereof, coupled to the drive shaft and, for the deactivation thereof, decoupled from the drive shaft, as required.
    Type: Grant
    Filed: May 21, 2015
    Date of Patent: January 9, 2018
    Inventors: Stefan Leitgeb, Johann Willberger
  • Patent number: 9863501
    Abstract: A dual-clutch transmission having first and second clutches which selectively engage to couple a drive shaft with a respective first and second input shaft. The input shafts are coaxially aligned with the first input shaft extending through the second input shaft. A transmission output shaft is coaxially aligned with and extends behind the input shafts. Either six, seven or eighth forward gears and at least two reverse gears are produced by gearwheels that are arranged in six gearwheel planes on the input and the output shafts and a countershaft. The gearwheel planes are sequentially arranged axially along the transmission. Depending on the shifting positions of eight interlocking shifting elements, when six forward gears are provided, the last forward gear is a direct gear. In contrast, when either seven or eight forward gears are provided, the last forward gear, in each case, is an overdrive gear.
    Type: Grant
    Filed: August 24, 2015
    Date of Patent: January 9, 2018
    Assignee: ZF Friedrichshafen AG
    Inventors: Michael Preuβ, Bernd Schepperle
  • Patent number: 9850983
    Abstract: A transmission for a vehicle may include a first input shaft continuously receiving torque from a power source and having a first input transfer gear thereon, a second input shaft selectively receiving torque from the power source through a clutch and having a second input transfer gear thereon, a coupling member allowing or restricting rotation of the first input transfer gear relative to the first input shaft, a first countershaft and a second countershaft each having an output transfer gear to be engaged with the first input transfer gear and the second input transfer gear, and coupling devices selectively coupling the output transfer gears to corresponding countershafts and allowing torque from the power source to be transmitted to a desired shift gear by coupling output transfer gears connected to the desired shift gear in the output transfer gears to a corresponding countershaft in advance or after synchronization in shifting.
    Type: Grant
    Filed: October 14, 2015
    Date of Patent: December 26, 2017
    Assignee: Hyundai Motor Company
    Inventors: Soon Ki Eo, Chon Ok Kim, Chae Hong Lim
  • Patent number: 9841081
    Abstract: A transmission includes a transmission housing, six co-planar gear sets, a first and second input shafts, an output member, a first and second countershaft, and six synchronizer assemblies. The six synchronizer assemblies are selectively engaged to establish one of at least eight forward speed ratios and one reverse speed ratio between the transmission input shaft member and the output member.
    Type: Grant
    Filed: September 8, 2015
    Date of Patent: December 12, 2017
    Inventors: Rebecca Risko, Jack M. Gayney, Addison T. Solak
  • Patent number: 9840141
    Abstract: A hybrid vehicle drive device includes a transmission coupled to the engine output shaft of an engine, a final reduction gear coupled to the transmission output shaft of the transmission, a drive shaft coupled to the final reduction gear, and a power transmission mechanism that transmits the rotation of an electric motor to the final reduction gear. The hybrid vehicle drive device includes a transaxle case accommodating the transmission, the final reduction gear and the power transmission mechanism and having a mounting surface for mounting the engine and the electric motor. The transaxle case is formed by an engine-side converter housing, a transmission-side transmission case, and a middle wall attached to the converter housing and separating the converter housing from the transmission case, the power transmission mechanism being housed between the converter housing and the middle wall.
    Type: Grant
    Filed: November 13, 2013
    Date of Patent: December 12, 2017
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Shinjiro Ooki, Takayuki Okuda
  • Patent number: 9834082
    Abstract: A hybrid drive module (110) which is constructed to transmit a torque from an input side (120) to an output side (130) includes a torsional vibration damper (180) which is coupled to the input side (120) and which works at least partially on the principle of power splitting, a disconnect clutch (280) which is coupled to the torsional vibration damper (180) and to the output side (130) and which is constructed to interrupt a torque flow from the input side (120) to the output side (130), and an electric drive component (320) which is coupled to the output side (130) and which is arranged so as to introduce a torque component provided by the electric drive component (320) into the torque flow downstream of the disconnect clutch (280).
    Type: Grant
    Filed: September 30, 2013
    Date of Patent: December 5, 2017
    Assignee: ZF Friedrichshafen AG
    Inventors: Thomas Dögel, Michael Kühner, Andreas Ratte
  • Patent number: 9834083
    Abstract: A drive train for a motor vehicle comprises an internal combustion engine which has a crankshaft and is designed to provide drive power for the motor vehicle. A clutch arrangement has an input member and at least one output member, the input member being connected to the crankshaft. A transmission arrangement implements a plurality of gear stages, the transmission arrangement having a transmission housing, at least one input shaft, and at least one output shaft. The output shaft is connectable to driven wheels of the motor vehicle. An electric machine is designed to provide drive power for the motor vehicle and is connected to a transmission shaft of the transmission arrangement. The transmission shaft has a shaft section which extends from the transmission housing and is connected to the electric machine via a traction drive mechanism.
    Type: Grant
    Filed: March 20, 2014
    Date of Patent: December 5, 2017
    Assignee: GETRAG Getriebe—und Zahnradfabrik Hermann Hagen
    Inventors: Uli Christian Blessing, Jörg Meissner, Thomas Hoffmeister, Harald Ihben, Philipp Knöpfle
  • Patent number: 9829051
    Abstract: A gearbox (BV) comprises a secondary shaft (AS) provided with a synchromesh (SB) comprising a flange (FL) comprising a sub-hub (SM) fixedly secured to the secondary shaft (AS) and provided with external splines (CE3), a hub (MO) comprising internal splines (CI1) collaborating with the external splines (CE3) of the sub-hub (SM) to allow translational movement with respect to the latter (SM), and a sleeve (MA) that can undergo a translational movement with respect to the hub (MO) so that the internal splines (CI2) thereof are closely coupled to dogs (CR) of an idling pinion (PF1). This translational movement of the hub (MO) with respect to the sub-hub (SM) guarantees close coupling of the internal splines (CI2) of the sleeve (MA) with the dogs (CR) with a minimal margin for translation, irrespective of dimensional variations in the manufacture of the sleeve (MA) and idling pinion (PF1).
    Type: Grant
    Filed: June 24, 2015
    Date of Patent: November 28, 2017
    Assignee: TECHNOBOOST
    Inventors: Michael Wascheul, Aurelien Renault, Marc Giannoni
  • Patent number: 9829073
    Abstract: A gearbox for a self-propelled machine includes primary and secondary shafts, each having a respective gear train aligned with one another around the shaft. Each gear of the gear train of the primary shaft permanently meshes with a respective gear of the secondary shaft. A gearing mechanism includes a driving member meshing with a driven member for being coupled to/decoupled from the primary shaft by a clutch mechanism. At least one key is engaged selectively with a gear carried by the secondary shaft. The secondary shaft includes two half-shafts mounted freely rotatable relative to each other and aligned by a sleeve inside which one end of each half-shaft is received. The sleeve has at least one longitudinal guide path along which the key, constrained to rotate with the sleeve, is mounted to move axially, this key-holder sleeve being coupled to each of the half-shafts via a respective declutchable coupling.
    Type: Grant
    Filed: December 26, 2013
    Date of Patent: November 28, 2017
    Inventor: Emmanuel Teillet
  • Patent number: 9829072
    Abstract: A constant mesh gearbox has five parallel rotational axes. The input and output axes are not aligned. Up to eight forward speeds are disclosed, with two very low ratios suitable for non-highway travel. The transmission is suitable for two and four wheel drive.
    Type: Grant
    Filed: April 17, 2014
    Date of Patent: November 28, 2017
    Inventors: Russell Osborn, Alex Tylee-Birdsall, John Spooner, Steve Mullane, Steve Nesbitt
  • Patent number: 9829095
    Abstract: A method for controlling the stationary clutching of an idler gear on a secondary shaft of a parallel shaft gearbox, by movement of a sliding gear constrained to rotate with said shaft towards the idler gear without the intervention of mechanical synchronization members, characterized in that it involves:—activating the translational movement of the sliding gear towards the idler gear without previous synchronization, if the two parts are unable to rotate when clutching is requested, and—activating a rotation of the idler gear following the free flight travel of the sliding gear to position the teeth of one in place of the holes of the other, if the clutch engagement threshold has not been crossed following a time delay.
    Type: Grant
    Filed: March 13, 2014
    Date of Patent: November 28, 2017
    Assignee: RENAULT s.a.s.
    Inventors: Jean-Marie Vespasien, Vivien Lalleron
  • Patent number: 9822864
    Abstract: Provided is a strain wave gearing apparatus which is able to make the most of the structural advantages of the flat form while achieving ideal mesh-engagement without involving a high degree of dimensional precision or any special adjustment mechanism. A strain wave gearing apparatus is provided with a stationary internal gear, a rotary internal gear disposed side by side with the stationary internal gear, a flexible planetary gear disposed on the inner peripheral side thereof for meshing partially with the internal gears by being deflected in the radial direction, and a wave generator disposed inside the flexible planetary gear for continuously deforming and deflecting the flexible planetary gear by rotation. In the apparatus, backlash during mesh-engagement is eliminated by making the base portions and of the internal gears and elastic.
    Type: Grant
    Filed: March 25, 2014
    Date of Patent: November 21, 2017
    Inventor: Atsushi Oishi
  • Patent number: 9821844
    Abstract: A continuously variable speed transmission and steering differential having a central drive axle, two pairs of sheaves and two shift arms. The drive axel is driven by an external power source. The two pairs of sheaves, left and right, are mounted to the drive axel. Each pair of sheaves includes a fixed drive sheave and a movable drive sheave. Each movable drive sheave is positioned by a shift arm. Shifting the shift arms left or right varies the gear ratio between the left and right pair of sheaves thereby providing steering control. Narrowing the distance between the shaft arms increases the gear ratio and consequently puts the transmission into a higher gear, thereby providing speed control.
    Type: Grant
    Filed: May 21, 2015
    Date of Patent: November 21, 2017
    Inventor: Shawn Watling