Abstract: Provided is a hollow swivel actuator including: a lower housing in which a driving motor is arranged; and an upper housing in which three gear trains and three pinion gear units for reduction are arranged at intervals of 120 degrees. A rotor worm gear for transferring an output of the driving motor is coupled through gear engagement to a ring gear integrally formed on a rotational table to transfer reduced rotational power therebetween. The hollow swivel actuator obtains a great reduction ratio by: primary reduction between the rotor worm gear of the driving motor and first to third worm wheels of the first to third gear trains; secondary reduction between first to third worm gears and fourth to sixth worm wheels of the first to third pinion gear units; and tertiary reduction between the ring gear and the first to third pinion gears, thereby achieving a large torque increase.

Abstract: A human-powered vehicle control device includes an electronic controller configured to control a motor to drive a transmission body with the motor and operate the transmission body with a derailleur to perform a shifting action that changes the transmission ratio in a case where a crank axle is stopped. The electronic controller includes a first control state in which the shifting action is performed and a second control state in which a driving force of the motor during the shifting action is reduced compared to the first control state. The electronic controller shifts the control state to the second control state in a case where a rider is riding the human-powered vehicle and the human-powered vehicle is stopped. The electronic controller shifts the control state from the second control state to the first control state in a case where a predetermined condition is satisfied.

Abstract: A launch control system for a vehicle having a torque generating system to generate and transfer drive torque to a transmission includes a driver interface configured to display information to and receive input from a driver of the vehicle. A controller is in signal communication with the driver interface, the torque generating system, and the transmission. The controller is configured to (i) display, via the driver interface, a torque reduction request for a gear shift of the transmission, (ii) receive, from the driver via the driver interface, a driver selected torque reduction request for the gear shift, and (iii) perform the driver selected torque reduction request at the torque generating system during the gear shift.

Abstract: A method is disclosed for changing an activation state of a power take-off (PTO) in a vehicle, where the activation state corresponds to either an activated state, where the PTO transfers a torque between the vehicle's power source for propelling the vehicle and an auxiliary load, or a deactivated state, where no torque is transferred by the PTO between the power source and the auxiliary load. The activation state of the PTO is changed by engaging or disengaging a clutch of the PTO. The method comprising, when the power source is connected to drive wheels of the vehicle, and the activation state of the PTO is to be changed, controlling the clutch to control a rate of change of torque transferred between the power source and the auxiliary load during the change of the activation state of the PTO based on at least one current operating condition of the vehicle.

Abstract: A disconnectable differential assembly has a reduced axial length and a side gear disconnectable from an axle shaft via a clutch unit. Various components of the disconnect mechanism are axially aligned and concentric to reduce the axial length. An output hub splined on the axle shaft and is actuatable, via an axially shiftable armature, into toothed engagement with the side gear via respective axially extending teeth. The output hub and armature include radially extending flanges that are axially adjacent and radially aligned with the teeth so that force is transmitted to the teeth at the same diameter. A thrust bearing is disposed between the flanges so that the output hub rotates relative to the armature. The side gear is supported for rotation on the axle shaft, and a bearing is disposed radially therebetween to improve radial alignment of the second side gear with the output hub.

Abstract: A drive unit for a skid steered vehicle includes a controlled differential positioned between two shafts. The end of each shaft forms an output of the drive unit connected directly to the differential outputs via the shafts. A steer motor is in driveable communication with the differential, and an electric propulsion motor is in driveable communication with the shaft outputs. A gear reduction unit, and optional gear change unit, is positioned between the differential and the electric propulsion motor. The electric propulsion motor, the gear reduction unit and optional gear change unit are connected in a parallel connection with an output of the differential to the shaft outputs. The optional gear change unit includes an epicyclic gear reduction unit having an input and an output which provides drive input from the gear change unit to the shaft.

Abstract: A vehicle includes a transmission and a controller. The transmission is configured to transition between automatic and manual modes. The controller is programmed to, in response to the transmission operating in the manual mode and an absence of receiving a manual command to shift the transmission for a predetermined period of time, transition the operation of the transmission from the manual mode to the automatic mode. The controller is further programmed to, in response to the transmission operating in the manual mode, an absence of receiving the manual command to shift the transmission for the predetermined period of time, and a condition flagged to suppress an upshift in the transmission, remain in the manual mode.

Abstract: The power transmission device includes: a drive motor assembly including a motor housing, a first axial flow motor disposed in a front portion of the motor housing and rotating a first pinion gear in a first rotation direction, and a second axial flow motor disposed in a rear portion of the motor housing and operably coupled to a second pinion gear to rotate the second pinion gear in a second rotation direction opposite to the first rotation direction; a drum surrounding the drive motor assembly by including a drum disk portion disposed on one surface in a wheel axial direction and a cylindrical portion extending from an outer diameter end of the drum disk portion in the wheel axial direction; a drum cover coupled to the other surface of the drum in the wheel axial direction, and having a ring gear disposed on its outer diameter and meshed with the first and second pinion gears; and a wheel hub installed with a tire, and coupled to the drum to be rotated together with the drum, wherein the first and second pi

Abstract: A planetary gearbox includes a shaft, a planetary carrier, first and second planetary pins arranged on the planetary carrier, first and second planetary gears mounted on the planetary pins via respective bearings, and a lubricant collecting tray. The shaft has a shaft channel for radially conducting a lubricant to an outer face of the shaft and the planetary pins have respective pin channels for conducting the lubricant to the respective bearings. The lubricant-collecting tray has a collection space for collecting the lubricant supplied via the shaft channel and hollow feed ports that open into respective pin channels. The hollow feed port closest to the shaft channel, when viewed in a circumferential direction, has an opening cross-section that is less than an opening cross-section of the other hollow feed port.

Abstract: A system for controlling anti jerk of an xEV vehicle using power of a motor, includes a battery configured to supply driving power to the motor, a battery control unit (BCU) configured to manage and control charging and discharging of the battery, and a motor control unit (MCU) configured to control driving of the motor, wherein the motor control unit is configured to execute a command for performing a method of controlling anti-jerk of an xEV vehicle.

Abstract: The present disclosure provides an electric drive axle and an automobile, comprising an output shaft, a spindle and at least one driving assembly, the spindle includes two half shafts connected with a differential, and each driving assembly includes a motor and an input shaft connected to the motor in a transmission way, and the output shaft connected to the differential in a transmission way, and the output shaft is sleeved on the corresponding half shaft; a plurality of driving assemblies are arranged on two sides of the output shaft; the electric drive axle further comprises at least two gear transmission assemblies and at least one sliding sleeve shifting mechanism, the input shaft and the output shaft are connected through the corresponding gear transmission assembly in a transmission way, and the sliding sleeve shifting mechanism is slidably sleeved on the output shaft; when the electric drive axle is in different speeds, the sliding sleeve shifting mechanism is connected to the corresponding gear trans

Abstract: Systems and methods for an electric axle. In one example, the electric axle includes an electric machine removably coupled to a first side of an input shaft via a first mechanical attachment interface and a differential rotationally coupled to a transmission. The transmission includes the input shaft that includes a second mechanical interface on a second side that is opposite the first side and a clutch mounted on an intermediate shaft or the input shaft and configured to shift the transmission between at least two gear ratios.

Abstract: A hybrid system includes an engine, a generator to be driven by the engine, an electric actuator to be driven by electricity generated by the generator, a transmission to transmit power from the engine, a hydraulic pump to receive power from the engine through the transmission to deliver hydraulic fluid, and a hydraulic actuator to be driven by the hydraulic fluid. The transmission includes a first transmission path to transmit power from the engine to the hydraulic pump when a rotational speed of the engine is a first rotational speed, and a second transmission path to transmit power from the engine to the hydraulic pump at a speed change ratio at which a rotational speed is increased to a greater degree than at a speed change ratio of the first transmission path when the rotational speed of the engine is a second rotational speed lower than the first rotational speed.

Abstract: A planetary gear device (1) includes a sun gear (5), a carrier (6), a plurality of planetary units (7) provided on the carrier (6), and a ring gear (9). Each of the planetary units (7) includes a first planetary gear (71) meshing with the sun gear (5), a second planetary gear (72) meshing with the ring gear (9), a first rotating body (73) disposed coaxially with the first planetary gear (71), a second rotating body (74) disposed coaxially with the second planetary gear (72), and a winding transmission body (75) wound around the first rotating body (73) and the second rotating body (74). Each of the winding transmission bodies (75) of the plurality of planetary units (7) is arranged such that at least a part thereof overlaps with another winding transmission body in an axial direction when viewed from a direction orthogonal to the axial direction.

Abstract: Systems and methods for a drive axle. The drive axle system, in one example, includes a displacement sensor coupled to a pinion input flange and configured to generate axial displacement data corresponding to the pinion input flange, where the pinion input flange is directly coupled to an angled pinion gear. The drive axle system further includes a controller configured to determine a torque at the pinion input flange based on the axial displacement data.

Abstract: An arrangement for releasing a travel drive of an agricultural tractor includes a transmission controller for engaging a travel gear by activating at least one associated clutch device, and a monitoring device, which releases the engagement of the travel gear on the part of the transmission controller when it determines the presence of a corresponding driver intention on the basis of the actuating state of at least one travel operating element.

Abstract: A drive axle for a motor vehicle includes two vehicle wheels, a first shaft by which a first of the vehicle wheels can be driven and a second shaft by which the second vehicle wheel can be driven. The drive axle also includes a first electric motor having a first stator and a first rotor, a differential gear by which the shafts can be driven and, via the shafts, the vehicle wheels can be driven by the first rotor of the first electric motor, and a second electric motor having a second stator and a second rotor. Only one of the shafts is assigned a clutch, by means of which the one shaft can be connected to the second rotor in a torque-transmitting manner, bypassing the other shaft and the differential gear.

Abstract: The disclosure discloses a transmission system capable of implementing four-wheel drive and an operating model thereof. The transmission system includes an odd shift motor, an even shift motor, a front-wheel drive shaft, a rear-wheel drive shaft, a front-wheel output shaft gear disposed on the front-wheel drive shaft, and a rear-wheel output shaft gear disposed on the rear-wheel drive shaft. The front-wheel output shaft gear and the rear-wheel output shaft gear are connected by a front/rear drive shaft coupling sleeve. In the disclosure, coordinated control of two motors allows the motors to operate with high efficiency to the maximum, which improves the efficiency of the transmission system. A four-wheel drive model and a two-wheel drive model are implemented through the coordinated control of two motors. Moreover, in the disclosure, sensor information is used to synchronously control a rotational speed during gear shift, which can reduce the impact during the gear shift.

Abstract: A vehicle drive unit that provides improved power transfer to a differential input member of a differential assembly. The vehicle drive unit is configured with an interlock system that is configured to inhibit the supply of electrical power from a source of electrical power if certain predetermined conditions are not met.

Abstract: An axle assembly having a differential carrier, a drive pinion, a bearing assembly, and a preload nut. The drive pinion has a shaft that has a threaded portion. The bearing assembly rotatably supports the drive pinion on the differential carrier. The preload nut mates with the threaded portion and exerts a preload force on the bearing assembly.