Abstract: A computer system (900) has processing circuitry to assist in handling a set of differentials of a vehicle. The processing circuitry determines a required longitudinal force for driving the vehicle in a driving direction. The processing circuitry predicts a first longitudinal force of the vehicle according to a current configuration, and to predict second longitudinal forces of the vehicle using differential locking configurations associated with locking or unlocking the set of differentials. The processing circuitry is configured to, when the first longitudinal force is below the required longitudinal force, select one of the differential locking configurations for the vehicle to use, which selected differential locking configuration is associated with a second longitudinal force equal to, or greater than, the required longitudinal force.

Abstract: A differential gear arrangement for a vehicle. The differential gear arrangement includes a ring gear, a spindle gear, a spindle gear carrier, a side gear and an output shaft. The spindle gear is carried by the spindle gear carrier and rotatable relative to the spindle gear carrier. The spindle gear and the side gear are engaged with each other. The side gear is rotationally connected to the output shaft. The ring gear is arranged to drive the output shaft by rotating the spindle gear carrier when the ring gear and the spindle gear carrier are rotationally connected to each other. The ring gear and the spindle gear carrier are rotationally disconnectable from each other by axial displacement of the spindle gear carrier relative to the ring gear and the output shaft.

Abstract: An electrified powertrain that generates and transfers drive torque to a driveline of an electrified vehicle is provided. The electrified powertrain includes an electric drive module (EDM), and a controller. The EDM includes a first electric motor having a first output drivingly coupled to a first output shaft that drives a first drive wheel; a second electric motor having a second output selectively coupled to a second output shaft; and a clutch. The first output is coupled to the first output shaft through a differential. The second output is coupled to the second output shaft through the differential. The clutch moves between a first position that decouples the second electric motor from the second output shaft; and a second position that couples the second electric motor to the second output shaft.

Abstract: A location determination system for a material handling vehicle operating near a charging node. The system may include a power receptor configured to receive power from the charging node and provide current to the material handling vehicle. The system may include a sensor electrically coupled to the power receptor and configured to measure the current provided by the power receptor, and a controller configured to determine a current profile based on the measured current and determine a distance of the power receptor to the charging node based on the current profile. The system may determine the distance of the material handling vehicle from the charging node and may determine the location of the material handling vehicle based on a predetermined location of the charging node. The system may comprise multiple power receptors each with a current profile and may determine a speed and/or direction based on the multiple current profiles.

Abstract: A mechanical-electrical-hydraulic composite transmission device and a control method thereof are provided. The device includes an input shaft assembly, a power-split assembly, a hydraulic transmission assembly, an electrical variable transmission assembly, a mechanical transmission assembly, a power-convergence assembly, and an output shaft. Three types of transmission modes including single transmission modes, power-split composite transmission modes, and power-convergence composite transmission modes are implemented by controlling engagement and disengagement of clutches and a brake. Free switching between various transmission modes is realized, the requirements of engineering machinery for a transmission device with multiple modes in different working conditions are satisfied, the engine power utilization is improved, and the fuel economy is increased. The shift impact is effectively reduced and the speed ratio adjustment range is expanded.

Abstract: A drive device includes a frame, a first rotating machine including a fixed part and a rotating part, and a second machine including a fixed part and a rotating part configured to transmit a second torque. A planetary gear train includes a first ring gear, a sun gear and a planet carrier which can rotate with respect to the first ring gear, the rotating part of the first rotating machine being fixed with the planet carrier. Also included is a drive shaft, a differential configured to transmit a resulting torque to the drive shaft. The rotating part of the second machine transmits the second torque to the differential.

Abstract: A feedforward control method for an electrified powertrain including a torque transfer device arranged between an electric motor and a transmission includes monitoring a set of operating parameters of the electrified powertrain, determining a desired input speed for the torque transfer device based on the set of operating parameters, determining a desired input torque for the torque transfer device based on a characteristics model or map of the torque transfer device and the desired input speed, performing an observer-based determination of a final feedforward torque for the torque transfer device based on the desired input speed, the desired input torque, a filtered actuator achieved torque for the electric motor, and minimum and maximum torque limits for the transmission, and controlling the electric motor based on the final feedforward torque for the torque transfer device.

Abstract: A cargo crane including an arm turning mechanism that turns a crane arm; an arm luffing mechanism that adjusts the luffing angle; an arm extension and contraction mechanism that adjusts the arm length; and a control device that calculates a trajectory in which a suspended cargo is conveyed, and that controls the mechanisms. The control device calculates the trajectory so as to be a straight line trajectory as viewed from at least the vertical direction; calculates a turning angle ?, a luffing angle ?, and an arm length L so as to cause the trajectory to be the straight line trajectory by using the cargo start position, the cargo target position, a maximum speed vmax, a suspended cargo swing cycle T, and a start-up time T1; and controls the mechanisms so as to achieve the calculated turning angle ?, luffing angle ?, and arm length L.

Abstract: A mowing system including a base station disposed at a work area; and a plurality of robotic lawn mowers disposed at the work area, the plurality of robotic lawn mowers including a first robotic lawn mower and a second robotic lawn mower, wherein the base station is configured to communicate with the second robotic lawn mower through the first robotic lawn mower.

Abstract: A speed reducer comprises a transmission shaft, an eccentric wheel, a first wheel assembly, a rotating wheel and a second wheel assembly. The first wheel assembly comprises a first wheel disc and at least one first roller. The at least one first roller is disposed on the inner wall of first wheel disc. The rotating wheel comprises a main body comprising an outer ring structure and a concave structure. The outer ring structure comprises at least one first tooth. The at least one first tooth is in contact with the corresponding first roller. At least one second roller is disposed within the concave structure. The second wheel assembly comprises a second wheel disc and at least one second tooth. The at least one second tooth is disposed on an outer periphery of the second wheel assembly. The at least one second tooth is in contact with the corresponding second roller.

Abstract: The present invention relates to a method for heating a transmission (1) for a working machine having a plurality of hydraulically actuated shifting elements (8; 9; 10; 11; 12; 13). The method involves the sending (III) of a closing signal for closing shifting elements (8; 9; 10; 11; 12; 13) in order to block the transmission (1). In addition, the method entails pulsed actuation (V) for opening and closing of at least one of the closed shifting elements (8; 9; 10; 11; 12; 13) while the transmission (1) remains blocked. Furthermore, the present invention relates to a control unit which is designed to carry out such a method, and to a transmission for a working machine with such a control unit.

Abstract: A multi-mode electric transaxle for a work vehicle includes a transaxle housing and wheel end units coupled to the transaxle housing and have hubs rotatable about a wheel axis. An electric machine and a transmission are supported within the transaxle housing. The transmission receives rotational power from the electric machine and is configured to effect multiple gear ratios at a range gear. A drive gear is mounted within the transaxle housing to rotate about the wheel axis and has multiple gear mesh locations, including a first gear mesh location at an outer circumference of the drive gear where the range gear engages the drive gear and a second gear mesh location at an annular face of the drive gear. An output shaft has an inner end mounting an output gear within the transaxle housing to engage the drive gear at the second gear mesh location. The output shaft extends outside the transaxle housing. A transaxle gear assembly couples the drive gear to rotatable the hubs of the wheel end units.

Abstract: The disclosed left-right wheel drive device (30) includes first tubular surface portions (21), second tubular surface portions (22), and third tubular surface portions (23). The first tubular surface portion (21) is formed into a tubular surface shape along an outer circumference of a driven gear (8). The second tubular surface portion (22) is formed into a tubular surface shape along an outer circumference of a first counter gear (4). The third tubular surface portion (23) is formed into a tubular surface shape along an outer circumference of the first counter gear (4). The upper surface portion (24) is formed into a surface shape connected to an upper end of the third tubular surface portion (23), is arranged over the first bearing (23), and includes a first oil hole (25) that supplies lubricant to the first bearing (27).

Abstract: Systems and method for synchrophasing aircraft engines are disclosed. One method comprises receiving data indicative of a sensed vibration level associated with a first aircraft engine and a second aircraft engine operating at a substantially same operating speed and commanding one or more momentary changes in operating speed of the second aircraft engine until the sensed vibration level substantially reaches a target vibration level. The momentary changes in operating speed of the second aircraft engine is commanded irrespective of phase information associated with imbalances of the first and second aircraft engines.

Abstract: Mechanical infinitely variable transmissions (IVTs) and vehicles employing such IVTs are discussed. The IVT can comprise a planetary gearset with a sun gear driven based on an input angular velocity and an annulus gear driven based on a combination of the input angular velocity and a variable gear ratio of a pulley system, wherein the variable gear ratio of the pulley system can be electrically controlled by an actuator. A drive element can be driven based on a carrier of the planetary gearset.

Abstract: An electromechanical actuator (EMA) assembly. The assembly includes: an electric motor; a drive shaft in engagement with the motor to be rotated about a shaft axis by operation of the motor; an output ring around the drive shaft, the output ring caused to rotate with rotation of the drive shaft, the output ring configured to be connected, in use, to a load to be driven by the EMA; a gear assembly between the drive shaft and the output ring to transmit rotation of the drive shaft to rotation of the output ring at a gear ratio. The gear assembly comprises a sun gear in engagement with the drive shaft, an outer gear in engagement with the outer ring, and planetary gears rotating between and transmitting rotation between the sun gear and the outer gear; and a planet carrier plate mounted to the planetary gears to rotate with the planetary gears.

Abstract: A bottom bracket gear mechanism for a bicycle or a pedelec includes a gear mechanism shifting group in which a second element of the first gear set is connected to a first shaft, a third element of the first gear set is connected via a fourth shaft to a second element of the second gear set, and a first element of the first gear set is connected to a fifth shaft. A first element of the second gear set is fixable via a third shaft and the second shifting element. The third shaft is connectable to the fifth shaft via the sixth shifting element. The third element of the second gear set is fixable via a second shaft and via the first shifting element. The second shaft is connectable to the first shaft via the fifth shifting element.

Abstract: A method for the at least partially automated guidance of a motor vehicle within an infrastructure. The method comprises receipt of an instruction for the at least partially automated guidance of the motor vehicle within the infrastructure. In the event of a positive check of the instruction, the motor vehicle is guided in an at least partially automated manner within the infrastructure. A corresponding system, a computer program, and a machine-readable storage medium, are also described.

Abstract: A differential actuator system for controlling a flight control surface is provided, which includes a first control lane subsystem, a second control lane subsystem, a differential subsystem and a differential lock subsystem. The differential subsystem includes a first gear set forming a first load path from the first control lane to the flight control surface, and a second gear set forming a second load path from the second control lane to the flight control surface. The differential lock subsystem operably couples to the first gear set and the second gear set and is switchable between a locked state to couple the first and second gear sets in a torque-summing mode for moving the flight control surface and an unlocked state to couple the first and second gear sets in a velocity-summing mode for moving the flight control surface. Control signals issued from a controller operate the differential actuator system.

Abstract: A power transmission device includes a motor, a gear mechanism connected downstream of the motor; and a pump that sucks oil through a pump inlet. A shortest distance between an open end of the pump inlet and a surface of a stator of the motor is shorter than a shortest distance between the open end of the pump inlet and a surface of the gear mechanism.