Abstract: A power transmission device includes a motor having a motor shaft, a transmission mechanism, a reduction gear, and a case member. The transmission mechanism is connected downstream of the motor. The transmission mechanism has a band brake, and an actuator. A reduction gear is arranged downstream of the transmission mechanism. The case member houses the motor, at least a part of the transmission mechanism, and the reduction gear. The case member has an outer circumference wall that surrounds an outer circumference with respect to a radial direction perpendicular to a rotation axis of the motor shaft, and a side wall that is linked to the outer circumference wall, and that extends outwardly in the radial direction from the outer circumference wall. The actuator is provided adjacent to the outer circumference wall, and adjacent to the side wall, the actuator overlapping with the band brake in the radial direction.

Abstract: A method can be used to control a steer-by-wire steering system for a motor vehicle that has two axles each with two wheels. Two front wheels can be steered by front-wheel steering and two rear wheels can be steered by rear-wheel steering. The motor vehicle includes a single wheel drive that is assigned to one of the two axles and drives the two wheels of the corresponding axle via a differential. The motor vehicle comprises an inboard braking system. The method involves checking the motor vehicle speed and activating rear-axle steering when a motor vehicle speed should be slower than 40 km/hr. With rear-axle steering active, the following steps are performed: deactivating front-wheel steering and rear-wheel steering, determining a reference position of a first steering rod via a reference wheel steering angle, determining a differential drive torque between the rear wheels to reach the reference position via a control unit.

Abstract: A first gear mechanism is connected to an input shaft. A second gear mechanism is connected to the input shaft. A motor is connected to the first gear mechanism and the second gear mechanism. The motor continuously varies a speed ratio of a first output gear with respect to the input shaft and a speed ratio of a second output gear with respect to the input shaft. A planetary gear mechanism includes a first rotation element, a second rotation element, and a third rotation element. The planetary gear mechanism is rotatable about a first transfer shaft. A first driven gear is rotatable about a second transfer shaft. The first output gear is connected to the first rotation element. The second output gear is connected to the second rotation element through the first driven gear. The output shaft is connected to the third rotation element.

Abstract: A system and method for controlling a torque transfer clutch of a vehicle. A first data source indicates if the clutch is in AWD or 4×4 mode. An integrator system monitors energy transferred across the clutch. A temperature data source measures or calculates the clutch temperature. In a first case, the integrator accumulates data of the energy across the clutch during a monitoring period that is compared to a maximum accumulated energy value and initiates a powertrain torque dependent transfer point learn routine. In a second case, the controller responds to energy accumulator cycle data in a single monitoring cycle that is compared to a maximum cycle data value. In a third case, the controller responds to clutch temperature data and compares the temperature data to a maximum temperature value. The second and third cases initiate a non-powertrain torque dependent transfer point learn routine.

Abstract: A vehicle powertrain comprising a first and second electric machines, and a transmission arranged to transmit torque from said electric machines to a driving axle, the transmission comprising: first and second input shafts arranged to be driven by the machines, respectively, a common output shaft, a first gear set comprising: first and second input gears via which torque is transmittable from the respective input shafts to the output shaft; a second gear set comprising: third and fourth input gears via which torque is transmittable from the respective input shafts to the output shaft; means for disconnecting each machine from each other and from the output shaft an intermediate shaft drivable by the first and/or the second input gear; and an auxiliary gear set having two gear ratios arranged between the intermediate and common output shafts, at least the first gear set being arranged to drive the output shaft via the intermediate shaft and the auxiliary gear set.

Abstract: A continuously variable transmission including a main planetary gear set. A sun gear of the main planetary gear set coupled to an input shaft and a ring gear of the main planetary gear set may be coupled to an output shaft. A continuous range of transmission ratios between the input shaft and the output shaft provided by gradually changing an rpm of a carrier of the main planetary gear set. To this end a vane coupling mechanism may be coupled with the main planetary gear set. The vane coupling mechanism including an inner rotor coupled with the main carrier, where the inner rotor may be rotatably disposed within an outer rotating chamber. The outer rotating chamber coupled with the main sun gear.

Abstract: A nonlinear closed-loop control combined with an integral time-delay feedback control is disclosed to adjust a speed ratio of an infinitely variable transmission (IVT) system. A speed ratio control for an IVT system involves a forward speed controller and a crank length controller for different speed ranges. The time-delay control is designed to reduce speed fluctuations of the output speed of an IVT with an accurate speed ratio. The speed ratio of an IVT with the disclosed control strategy can achieve an excellent tracking response for the desired constant output speed and reduce speed fluctuations of the output speed of an IVT by the time-delay feedback control.

Abstract: A vehicle powertrain system includes an electric motor, a planetary gear set, a coupling unit, and a differential unit, wherein the electric motor is drivingly connected to the planetary gear set via a motor shaft extending in an axial direction, and wherein the planetary gear set is operably connectable to the differential unit via the coupling unit, wherein the powertrain system further comprises an idle gear wheel and a differential drive gear wheel arranged on the differential unit, wherein the coupling unit is arranged for selectively transferring torque to the idle gear wheel, and wherein the idle gear wheel and the differential drive gear wheel are arranged to drivingly interact with each other for transferring torque from the electric motor to the differential unit, via the planetary gear set and the coupling unit.

Abstract: A bicycle component controller is basically provided with a data storage device and a processor. The data storage device contains sprocket assembly information of at least one sprocket assembly. The processor is configured to perform a gear shift control based on the sprocket assembly information. The sprocket assembly information of the at least one sprocket assembly at least includes a total sprocket number and shifting gate information. The single shifting distance of the sprocket assembly information corresponds to an axial spacing between adjacent sprockets of the at least one sprocket assembly.

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: A work vehicle is provided with a support member that supports an output shaft of a wheel differential mechanism between a differential case and a planetary reduction mechanism. The support member is configured to engage the output shaft relatively immovably in a direction along the axis of the output shaft.

Abstract: An electric drive device for a motor vehicle has a housing, a first planetary gearset arranged in the housing and which has a first sun gear as first elements, a first planetary support, and a first gear ring. A second planetary gearset is arranged in the housing and has a second sun gear that is coupled or can be coupled non-rotationally to the first gear ring as second elements and a second planetary support and a second gear ring. The device has an electric motor, which has a stator and a rotor, an input shaft that can be driven by the rotor and is permanently non-rotationally connected to the first sun gear, an output shaft, having a differential transmission, a lateral shaft and having a first switching element, which is provided to connect the first sun gear non-rotationally to the housing. The rotor, the first planetary gearset, the second planetary gearset, and the differential transmission are arranged coaxially to one another.

Abstract: A gear transmission having a speed changing section includes a speed changing gear for setting a speed stage and a shift gear slidably mounted on a rotation support shaft and operated to engage and disengage with the speed changing gear, the speed changing section configured to speed-change inputted power and to output the resultant power via the rotation support shaft. An arrangement is provided for facilitating engagement of the shift gear with the speed changing gear even when respective end faces of the shift gear and the speed changing gear hit each other. A transmission mechanism (20B) is provided for outputting power of a rotation support shaft (24) to a traveling device. The transmission mechanism (20B) has a transmission flexibility portion (80) which allows free rotation of the rotation support shaft (24) by a set rotation angle.

Abstract: A method of controlling a drive axle system. The method may include executing a gear upshift or a gear downshift after decreasing the torque that is provided by an electric motor to a transmission of an axle assembly and increasing the torque that is provided by another electric motor to a transmission of another axle assembly.

Abstract: The invention relates to a toothed belt (10a, 10b) with two mutually oppositely arranged running surfaces (2, 4), wherein, on the running surfaces (2, 4), there are arranged toothings (12, 14) arranged obliquely with respect to the axial direction (X), wherein the obliquity is defined in each case by helix angles (16, 18) between the axial direction (X) and the direction of the tooth flanks of the respective toothings (12, 14). It is provided that the helix angle (16) of the first toothing (12) is oriented oppositely to the helix angle (18) of the second toothing (14).

Abstract: A speed-changing device (21) is provided with an input shaft (22), an output shaft (23), a planetary gear mechanism (29), a first variator (33), a second variator (34), and a controller (25). The planetary gear mechanism (29) is configured to include a carrier (29A) connected to the input shaft (22), a first sun gear (29B) connected to the first variator (33), and a second sun gear (29C) connected to the output shaft (23). The second variator (34) transmits power transmitted from the first variator (33) to the output shaft (23), or transmits power transmitted from the output shaft (23) to the first variator (33). The controller (25) changes the rotation speed of the first variator (33), thereby changing the rotation speed of the output shaft (23) in relation to the rotation speed of the input shaft (22).

Abstract: A vehicle has an engine, a limited slip differential (LSD) mounted on an axle driven by the engine, and left and right wheels operably connected to the LSD. At least one parameter indicative of a riding condition of the vehicle is determined. A slippery driving condition is detected based on the at least one parameter. The LSD is selectively locked in response to the detection. The slippery driving condition is detected when a torque requested by a user is above a load line of the engine, upon successive wheel slips occurrences, and/or when a wheel slip is detected while a preload is applied to the LSD.

Abstract: A transmission structure of electric clutchless motorcycle includes an electric motor, a variable speed gear set, a variable speed gear box and a gear position sensing unit. The arrangement of the gear position sensing unit is so configured that the transmission structure of electric clutchless motorcycle mechanism not only maintains the inertial energy recharge of the electric motor to increase the endurance of the vehicle, but also allows the driver to accurately control the speed control knob when switching gears, and furthermore can increase the automatic gear shift function of the electric gear shift design.

Abstract: Methods and systems for an electric drive axle are provided. An electric drive axle, in one example, includes an electric machine rotationally coupled to a gearbox which includes a higher range planetary gear set coupled to a lower range planetary gear set via a clutch. The clutch is configured to selectively rotationally couple an input gear to a sun gear in each of the higher range planetary gear set and the lower range planetary gear set in different positions or selectively rotationally couple a carrier in the higher range planetary gear set to a carrier and a sun gear in the lower range planetary gear set in different positions.

Abstract: A power divider unit including an input shaft, a drive gear disposed around the input shaft, an inter-axle differential assembly coupled to the input shaft, an output side gear coupled to the input shaft, and a locking system for the power divider unit. The locking system is configured to passively lock the inter-axle differential assembly. The locking system includes a ramped first clutch member in selective engagement with the drive gear, a mating second clutch member configured to engage the first clutch member, a clutch pinion, and a slip clutch assembly. The second clutch member and the first clutch member rotate at different speeds, the clutch pinion rotates and causes the slip clutch assembly and second clutch member to rotate at a speed of the input shaft, causing the first clutch member to mate with the first clutch member.