Abstract: A transmission for an integral differential, the transmission having a fixed housing part, and a first planetary gear set defining an axis of rotation. The first planetary gear set has a planet carrier fixed to the fixed housing part to seal a lubricant chamber spatially delimited by the planet carrier and the fixed housing part, where at least a portion of the lubricant chamber extends around the axis of rotation. The first planetary gear set further includes planetary bearings, the planetary bearings being supplied with lubricant from the lubricant chamber. Moreover, the first planetary gear set includes planet gears, each of the planet gears being rotatably mounted on the planet carrier via at least one respective bearing of the planetary bearings. Additionally, the first planetary gear set includes a sun gear and a ring gear, each meshing with the planet gears.

Abstract: A hydraulic assembly of an electrically operable axle drive train having at least one electric machine and having a control unit, the hydraulic assembly including a first hydraulic pump for conveying a first hydraulic fluid from a hydraulic reservoir into a first hydraulic path, which is coupled to a first hydraulic connection point of a first switching valve, wherein the switching valve has a second hydraulic connection point, which is coupled to a second hydraulic path, the second hydraulic path connecting the second hydraulic connection point to a first cooling fluid connection point of the electric machine, and the electric machine including a second cooling fluid connection point, which is connected to a third hydraulic path coupled to a third connection point of the first switching valve, and wherein the first switching valve has a fourth hydraulic connection point, which is coupled to a fourth hydraulic path leading into the hydraulic reservoir.

Abstract: An engine assembly is provided that includes a geartrain, a device and a fluid damper. The geartrain is configured as or otherwise includes an epicyclic gear system. A first component of the geartrain is rotatable about an axis. The device is configured to brake and/or lock rotation of the first component of the geartrain about the axis. The device is configured as or otherwise includes a device structure. The fluid damper engages the device structure. The fluid damper is configured to damp vibrations in the device.

Abstract: A gutter for recovering lubrication oil, particularly for a mechanical reducer, comprising un corps principal comprising an annular main body around a central axis, and a deflector attached to the main body and configured to allow the evacuation of the oil radially from an inner cavity of the main body toward the outside of the gutter, the deflector comprising a main sleeve disposed in the extension of the main body, and an evacuation channel configured to deflect oil from the main sleeve and having a curved shape such that a first end of the evacuation channel, communicating with the inner cavity, is tangent to the main body, and a second end of the evacuation channel is directed outward with respect to the annular main body.

Abstract: An embodiment electric vehicle drive apparatus for decreasing a drive speed of a motor and transferring the decreased drive speed to an output shaft is provided. The apparatus includes a first planetary gear set including three first planetary gear elements in which a first element is connected to the motor and a second element is connected to a first output shaft, a second planetary gear set including three second planetary gear elements in which a first element is connected to a third element of the three first planetary gear elements, a second element is connected to a second output shaft, and a third element is fixed, and a third planetary gear set including three third planetary gear elements in which first and second elements are connected to two elements of the three first planetary gear elements, respectively, and a third element is connected to a torque vectoring motor.

Abstract: Provided is a unit including: a housing configured to accommodate a gear connected to a motor, and a catch tank provided in the housing, in which the gear rotates integrally with a differential case, the catch tank has a portion that overlaps the gear when viewed in an axial direction, and the catch tank has a portion that overlaps the motor when viewed in the axial direction.

Abstract: A torque vectoring device for a drive axle of a vehicle including an electric torque vectoring motor, a planetary gear and a layshaft being configured to be coupled to a cage of a differential gear, the planetary gear including a first output being configured to be coupled to one of a left or right wheel drive shaft and a second output being coupled to the layshaft. The torque vectoring motor is forming a first torque flow path with the planetary gear and the layshaft and a second torque flow path with the first output of the planetary gear, wherein the first torque flow path and the second torque flow path are kinematically arranged in parallel. The layshaft is arranged eccentric with the first output of the planetary gear.

Abstract: A speed reducer includes a casing, a crankshaft, and a speed reducer main body. The crankshaft has a rotation support part rotatably supported by the casing and an eccentric part eccentric with respect to the rotation support part. The speed reducer main body has an engagement part engaged with an outer circumferential surface of the eccentric part, decelerates rocking rotation of the eccentric part received by the engagement part, and outputs the decelerated rotation to outside. The crankshaft is provided with a flange part protruding to an outward side in a radial direction from an end part of the rotation support part on the eccentric part side and abutting an end surface of the engagement part in an axial direction. The flange part is formed such that a center thereof coincides with a center of the eccentric part in a direction orthogonal to the axial direction.

Abstract: A differential gear for transmitting a torque to an axle of a motor vehicle including a differential basket, a bevel gear, first and second output shafts, and a multi-plate clutch. The bevel gear includes inner and outer circumferential surfaces. The bevel gear is supported by a contact surface of the differential basket with respect to a radial direction. The output shafts have a common rotary axis, the first output shaft forming a positive connection with the bevel gear with respect to a circumferential direction via a outer circumferential surface of the first output shaft and the inner circumferential surface of the bevel gear. The multi-plate clutch provides for selectively connecting the first output shaft with the differential basket and includes an inner plate carried by a section of the outer circumferential surface of the bevel gear and an outer plate carried by the differential basket.

Abstract: Disclosed is a method for operating an interlocking shifting element of a transmission of a vehicle, the interlocking shifting element having shifting element halves which can be moved relative to one another when opening and closing the interlocking shifting element. An electric actuator is arranged to about the relative movement between the shifting element halves when the interlocking shifting element is opened and/or closed. After recognizing a tooth-on-tooth position in the interlocking shifting element, a target torque to be applied at the transmission input is determined as a function of an electric current strength through the electric actuator of the interlocking shifting element, where the target torque is sufficient to resolve the tooth-on-tooth position in the interlocking shifting element.

Abstract: A universal driving device includes a ring gear, a sun gear having a variable inter-axis distance with respect to a rotation shaft of the ring gear, a gear train including a series of gears configured to connect the sun gear and the ring gear, link mechanisms configured to accommodate a change in an inter-axis distance between the sun gear and the ring gear and rotatably connected with respect to each other to continuously maintain a power transmission state between the sun gear and the ring gear, a carrier configured to support a rotation shaft of a final gear engaged with the ring gear, among the gears constituting the gear train, a sun gear bearing positioned between the rotation shaft of the sun gear and each of the link mechanisms, and a sleeve positioned between the sun gear bearing and each of the link mechanisms.

Abstract: A gearbox assembly includes a first gear and a second gear. The first gear includes a plurality of first gear teeth. The second gear includes a plurality of second gear teeth. The plurality of first gear teeth and the plurality of second gear teeth mesh with each other as the first gear and the second gear rotate. A profile shape of at least one first gear tooth of the first gear is characterized by a total profile modification between 66 micrometers and 120 micrometers.

Abstract: An electric drive device for a vehicle axle includes first and second electric engines having first and second rotors, respectively. A transmission has a first and second input shafts arranged coaxially with the first and second rotors, respectively, and an output shaft arranged in parallel with the first and second input shafts. An axle drive has a differential gear permanently meshing with at least one drive gearwheel connected to the at least one output shaft in a manner fixed against rotation. A first switchable spur gear pairing and a second spur gear pairing respectively couple the first and second input shafts with the differential gear in a torque-transmitting manner. When viewed in an axial direction along the at least one output shaft, the first electric engine, the first spur gear pairing, the at least one drive gearwheel, the second spur gear pairing, and the second electric engine are arranged one after the other in the specified order.

Abstract: Disclosed is a power distribution device, including: a case rotatably provided; a first side gear connected to a first wheel; a second side gear connected to a second wheel; a pinion gear meshed with the first side gear and the second side gear; a cage provided to support the pinion gear and to be capable of relative rotation with respect to the case; a first lock plate contacting and spaced apart from the first side gear such that the first side gear is synchronized and unsynchronized with the case; and a second lock plate contacting and spaced apart from the cage such that the cage is synchronized and unsynchronized with the case. Accordingly, it is possible to improve a size, mountability, weight and cost, and to suppress unintentional release of the lock differential, as the disconnecting function and lock differential function are implemented.

Abstract: A hydro-mechanical series and parallel transmission device and a control method thereof are provided. The device includes an input shaft assembly, a hydraulic transmission assembly, a planetary gear transmission assembly, an intermediate gear transmission assembly, and an output shaft assembly. Switching among a hydraulic transmission mode, a mechanical transmission mode, and a hydro-mechanical composite transmission mode is implemented through combination and engagement/disengagement of clutches and brakes. The hydro-mechanical series transmission is used to expand the speed regulation range of the hydraulic transmission and is combined with the hydraulic transmission to meet the requirements on precision and the speed regulation range. The requirements of low-power and high-power operations are met through combination of the hydro-mechanical series and parallel transmissions. Multiple transmission modes are formed to adapt to the working conditions of startup, operation, and transfer.

Abstract: An electric drive system for a motor vehicle includes a first electric engine having a first rotor, a second electric engine having a second rotor, and a planetary transmission, which has a first planetary gear set, a second planetary gear set, a first input shaft, a second input shaft, a first output shaft and a second output shaft. The first input shaft is designed to introduce first torques originating from the first electric engine into the planetary transmission. The second input shaft is designed to introduce second torques originating from the second electric engine into the planetary transmission. The first output shaft is designed to divert third torques from the planetary transmission. The second output shaft is designed to divert fourth torques from the planetary transmission.

Abstract: An electric drive system for a motor vehicle includes a first electric machine with a first rotor, a second electric machine with a second rotor, and a reduced coupling gearing, which has a first planetary gear set, a second planetary gear set, a first input shaft, a second input shaft, a first output shaft, and a second output shaft. The first input shaft introduces first torques emanating from the first electric machine into the reduced coupling gearing. The second input shaft introduces second torques emanating from the second electric machine into the reduced coupling gearing. The first output shaft diverts third torques from the reduced coupling gearing. The second output shaft diverts fourth torques from the reduced coupling gearing.

Abstract: An axle assembly having a spindle, an axle shaft, and a wheel end assembly. The wheel end assembly includes a hub and a gear reduction unit. The gear reduction unit includes first and second side gears, a case, and a pinion gear that is rotatably disposed on a pinion pin. The case is rotatable with the hub.

Abstract: A control apparatus is mountable to a vehicle including an electric motor, a lock mechanism, and an actuator apparatus. The control apparatus controls the electric motor and a shift-by-wire system provided in the vehicle. The shift-by-wire system performs switching to shift ranges of the vehicle including a shift range and a non-parking range other than the parking range. The control apparatus drives the actuator apparatus to release the lock on the power transmission mechanism by the lock mechanism based on the shift range of the shift-by-wire system being switched from the parking range to the non-parking range. The control apparatus performs torque correction control in which an output torque of the electric motor is corrected such that a load acting on the lock mechanism from the power transmission mechanism is reduced based on the shift range of the shift-by-wire system being switched from the parking range to the non-parking range.

Abstract: A motor gearbox assembly for an aircraft may comprise a layshaft configured to transmit torque from a rotor to a main power output shaft. The motor gearbox assembly may comprise a gearbox housing, a stator mounted inside the gearbox housing, a rotor rotatably mounted inside the stator on a main power output shaft and a layshaft rotatably mounted in the gearbox housing outside of the stator. The motor gearbox assembly may comprise a first ear reduction between the rotor and the layshaft, and a second gear reduction between the layshaft and the main power output shaft.