Abstract: A powertrain system for a commercial electric vehicle includes an electric motor, a multi-speed transmission, and a drive line. A reducer assembly is added prior to connection to the drive line to decease the rotational speed generated by the electric motor prior to being transmitted to the drive line. The reducer assembly can be placed before the multi-speed transmission input, after the multi-speed transmission output, or somewhere in between those two locations. The reducer assembly includes a reducer gearset for decreasing shaft rotational speed. The reducer assembly may include adjacent idler gears to reduce the pressure load on the gear teeth of the reducer assembly.

Abstract: A drive with an electric motor and transmission connected to the electric motor at a drive shaft. Transmission has gears with different transmission ratios. The transmission performs a shifting process in which a coupling of the drive shaft, driven by the electric motor rotating at a first rotational speed, to the output shaft via a first gear with a first transmission ratio is first released, whereby the drive shaft is no longer rotationally coupled to the output shaft, after which the drive shaft is rotationally coupled to the output shaft via a second gear with a second transmission ratio. An electric synchronizing device is provided to change a rotational speed of the electric motor to a second rotational speed for a duration of the shifting process.

Abstract: A one-way power conversion device (24) and a power system having the one-way power conversion device are provided. The one-way power conversion device (24) includes a one-way gearbox (18), a first transmission shaft (15), a second transmission shaft (16), and a swing rotation component (19). The device includes a combination of one or more one-way power conversion devices (24), which can absorb swinging powers coming from different directions and convert the swinging powers into an available one-way rotation power. The device can absorb the swinging power in any direction, and has the advantages of a high absorption and conversion efficiency, a stable power output, low costs of construction and maintenance, a high stability, and a wide application range.

Abstract: An electric drive axle of a vehicle with a parking lock and with at least one electric drive with a drive gear of a drive shaft. The drive gear is coupled via at least one intermediate gear of an intermediate shaft to an output gear of a differential gear unit for driving at least one output shaft. For decoupling the electric drive, at least one claw shift element is associated with the drive shaft and/or with the intermediate shaft in such a way that the claw shift element is arranged upstream of the parking lock in power flow direction from electric drive to differential gear unit.

Abstract: A three-dimensional tooth profile of internal teeth in a strain wave gearing is a basic internal-teeth tooth profile at an internal-teeth outer end, and is a reduced tooth profile, in which the basic internal-teeth tooth profile is proportionally reduced only in the lateral direction, at other tooth-trace-direction positions. A three-dimensional tooth profile of external teeth is a basic external-teeth tooth profile at an external-teeth outer end, and is an increased tooth profile, in which the basic external-teeth tooth profile is proportionally increased only in the lateral direction, at other tooth-trace-direction positions. Tooth cutting process becomes easier than when only the external teeth employ a three-dimensional tooth profile. Since the tooth profiles, which are proportionally reduced and increased only in the lateral direction along the tooth trace direction, are employed, it is further easier in tooth cutting process.

Abstract: A torque-limiting torsion gimbal for connecting an electric motor to a camshaft phaser includes an elongated body configured to extend from an end of a motor shaft of the electric motor to an input of a planetary gear assembly of the camshaft phaser; an angular-displacement-resistant end of the elongated body configured to engage an end of the motor shaft; and a key, positioned at another end of the elongated body opposite to the angular-displacement-resistant end, and configured to be received within and engage a slot at the input of the planetary gear assembly of the camshaft phaser to transmit torque from the electric motor to the planetary gear assembly; the elongated body prevents an angular displacement of the motor shaft relative to the input of the planetary gear assembly and permits the angular displacement of the motor shaft relative to the input of the planetary gear assembly when a mechanical stop of the camshaft phaser is engaged.

Abstract: A drive device has an internal combustion engine connection configured for receiving driving power from an internal combustion engine and has an electric motor generator configured for outputting driving power to an electric motor generator connection. A coupling device is configured for coupling both the internal combustion engine connection and the electric motor generator connection to at least one power train connection that is configured for outputting driving power to a power train. The coupling device has a radially outer drive part and a coupling portion lying radially within the drive part, which coupling portion is configured for selectively connecting the drive part to the power train connection in a rotationally fixed manner. A power transmission portion is arranged on an outer circumferential surface on the radially outer drive part, which power transmission portion is configured for receiving driving power from the electric motor generator.

Abstract: Gear arrangement for a vehicle, having an input shaft, a layshaft, an output shaft connected to a drive wheel of the vehicle, a plurality of shiftable first gear wheel sets which connect the input shaft and the layshaft and which are each associated with at least one gear stage, and a machine gear connected to one of the shafts and into which the drive torque of an electric machine can be introduced. The first gear wheel sets form a first part-gear mechanism, wherein at least one second shiftable gear wheel set connects the layshaft and the output shaft and forms a second part-gear mechanism, wherein the at least one second gear wheel set is associated with at least one gear stage and wherein the machine gear is arranged in an axial direction between the first part-gear mechanism and the second part-gear mechanism.

Abstract: A dual-motor transmission therefor, comprising a first and a second electric traction motor, a first gear arrangement, a second gear arrangement, and a summation box. The first gear arrangement includes a shaft and at least a first gear and a second gear, wherein each of the first and the second gears can be selectively engaged and disengaged with the shaft via a clutch, and the first gear arrangement supplies a first torque from the first motor to the summation box. The second gear arrangement includes a shaft and at least a first gear, wherein the first gear can be engaged and disengaged with the shaft via a clutch, and the second gear arrangement supplies a second torque from the second motor to the summation box, and the summation box is configured to combine the first and second torques and to output a combined output torque.

Abstract: A hybrid dual clutch transmission includes a first sub-transmission and a first clutch allocated to the first sub-transmission, a second sub-transmission and a second clutch allocated to the second sub-transmission, a separating clutch provided to decouple the hybrid dual clutch transmission from an internal combustion engine. The first clutch has a first outer disc carrier, the second clutch has a second outer disc carrier, and the separating clutch has a further outer disc carrier. The first clutch, the second clutch, and the separating clutch are stacked radially one above the other and are arranged at least substantially axially overlapping. The transmission also includes an electric motor having a rotor, a stator, and a housing. The transmission further includes a drive element permanently non-rotationally connected to the first outer disc carrier of the first clutch to link the electric motor.

Abstract: An electromechanical drive arrangement for a motor vehicle includes an electromechanical main drive motor, a reduction gear unit comprising a gear input, a gear output, at least one reduction stage and a gear housing that houses the reduction stage, an axle differential gear for branching the drive power guided over the reduction stage into a first wheel drive train section and a second wheel drive train section, and an auxiliary unit that can be driven by the main drive motor via the reduction stage. At least parts of the auxiliary unit are integrated into the gear housing. A switching body is provided in the gear housing such that the drive connection from the reduction stage to the axle differential gear can be switchably closed and switchably separated.

Abstract: The present disclosure relates to an apparatus for operating a main shaft of a machine tool, the apparatus including: an input unit configured to transmit power for operating the main shaft; an output unit disposed in parallel with the input unit and configured to operate the main shaft with the power from the input unit; and a transmission unit disposed in parallel with the input unit and the output unit so as to be capable of rectilinearly reciprocating between the input unit and the output unit and configured to transmit the power from the input unit to the output unit, wherein the main shaft is capable of operating in a high-speed mode, a low-speed mode, or a C-axis mode in accordance with the rectilinear reciprocation of the transmission unit.

Abstract: The present invention relates to a transmission of an agricultural work vehicle, the transmission comprising: a pre-shift part for performing speed shifting on driving transmitted from an engine of an agricultural work vehicle; a clutch part connected to the pre-shift part so as to selectively output driving transmitted from the pre-shift part; an adjusting part connected to the clutch part so as to perform speed shifting on driving transmitted from the clutch part; and a subsequent shift part connected to the adjusting part so as to perform speed shifting on driving transmitted from the adjusting part.

Abstract: A hybrid sub-assembly for driving a vehicle includes at least one primary shaft, at least one secondary shaft, a transmission gearbox including at least one intermediate shaft different from the primary shaft and the secondary shaft, and an electromotive unit. The electromotive unit includes at least one reversible electric machine, and a coupling device that can take up at least one intermediate coupling position in which an output shaft of the reversible electric machine is kinematically connected to the intermediate shaft, and a secondary coupling position in which an output shaft of the reversible electric machine is kinematically connected to the secondary shaft without going via the intermediate shaft.

Abstract: A transmission for a vehicle. The transmission includes a first input shaft, a second input shaft and a clutch by which the first input shaft and the second input shaft are selectively connectable to an engine, and an electric machine connected to the first input shaft. The transmission further includes an output shaft connected to a final drive. The first input shaft is permanently connected to the output shaft and the second input shaft is connectable to the output shaft.

Abstract: A coaxial gear set comprising: a crankshaft which can be rotated about an axis of rotation and has at least one connecting rod bearing; and multiple, preferably at least three, pistons, each connected to the crankshaft by means of a connecting rod and which each have a toothing with at least one tooth on a first end face facing away from the axis of rotation. The coaxial gear set also comprises: a hollow shaft having internal toothing, wherein the pistons are located inside the hollow shaft when viewed in a plane normal to the axis of rotation; and a guide unit, wherein the pistons are each linearly guided in the guide unit and can be moved back and forth parallel to a radial direction normal to the axis of rotation, as a result of which the toothings of the first end faces of the pistons can be successively brought into meshing engagement with the internal toothing and out of meshing engagement with said internal toothing.

Abstract: An elastic transmission element is part of a strain wave gear. Such strain wave gears are also referred to as Harmonic Drives. The elastic transmission element is also referred to as a flexspline and has an outer toothing (03). The elastic transmission element is equipped with at least one strain gauge (04) for measuring a mechanical strain on the elastic transmission element. The one strain gauge (04) or the plurality of strain gauges (04) extends at least as a whole about a circumference of a lateral surface or an axial lateral face of the elastic transmission element.

Abstract: A transmission system including a first gear rotatably mounted on an input shaft; a second gear mounted on a lay shaft; a selector that selectively locks first and second gears for rotation with the input shaft and includes a single engagement ring with a first side having a first set of engagement elements each having a drive face that drivingly engages in a first rotational direction a first set of drive formations of the first gear and a non-driving face that slips with respect to the first set of drive formations in a second rotational direction, and a second side having a second set of engagement elements each having a drive face that drivingly engages in the second rotational direction a second set of drive formations of the second gear and a non-driving face that slips with respect to the second set of drive formations in the first rotational direction.

Abstract: A torque transmission device for a vehicle including at least one motor, the torque transmission device including a first clutch, a second clutch and a transmission member. A first transmission mechanism is provided between the first clutch and the transmission member, and a second transmission mechanism is provided between the second clutch and the transmission member. A connection element arranged to permit or interrupt the mutual rotational drive between the first output element of the first clutch and the transmission member, by means of the first transmission mechanism.

Abstract: An automatic transmission equipped with: a plurality of rotary shafts, including an output shaft for outputting driving force; a plurality of gears, including an output-side gear provided on the output shaft; a plurality of synchronization mechanisms, including an output-side synchronization mechanism for coupling the output shaft and the output-side gear; a shift position detection unit for detecting which of a plurality of shift positions, including a neutral position and a neutral position, has been selected; and a control unit for activating a synchronization mechanism other than the output-side synchronization mechanism and coupling a rotary shaft other than the output shaft and a gear other than the output-side gear when the shift position detection unit has detected the neutral position or a parking position.