Abstract: Methods and systems are provided for an electric drive train of a hybrid electric vehicle (HEV). In one example, the electric drive train may include a four-node planetary gear set with a first motor coupled to a first input node, a second motor coupled to a second input node and an engine coupled to a third input node of the planetary gear set. The third node is positioned between the first and second input nodes. Torque delivered to each input node is summed at an output node of the four-node planetary gear set.

Abstract: A fine pitch adjuster that includes a housing, a wheel gear positioned within the housing and coupled to a ball stud, wherein rotation of the wheel gear provides inward and outward longitudinal translation of the ball stud relative to the housing, and a clutching worm input drive including, an inner drive sleeve having a shaft portion and a head portion, the shaft portion including a plurality of sleeve slots formed therein and a plurality of engagement ribs, and an outer worm gear sleeve having worm gear threads, the worm gear threads coupled at least indirectly to the wheel gear, and an inner chamber, the outer worm gear sleeve including a plurality of grooves extending longitudinally along the inner chamber for mating engagement with the plurality of engagement ribs, wherein rotation of the inner drive sleeve provides clutchable engagement with the outer worm gear sleeve to rotate the wheel gear.

Abstract: A drive train arrangement preferentially for a wind power plant having a rotor shaft, a generator, and a gear, which is indirectly or directly connected to the rotor shaft and the generator. The gear is at least partly or completely integrated in the rotor shaft.

Abstract: An override device is for an actuator having a casing, a motor disposed within the casing and having a shaft rotatable about a central axis, and an output member drivably coupled with the motor shaft. The override device comprises a body having an outer portion engageable with the casing to couple the body with the actuator and an inner portion engageable with the motor shaft. As such, angular displacement of the override body angularly displaces the shaft about the shaft central axis so as to drive the output member. Preferably, the body outer portion includes an annular rim, the body inner portion includes a hub with a socket for receiving the motor shaft end and the body further includes a disk-like intermediate portion extending radially between and integrally connecting the hub and rim.

Abstract: A propulsion system may include an electric machine and a gear set that may be operatively connected with the electric machine. A crank shaft may extend through the electric machine and the gear set. A battery array may be disposed around the electric machine and the gear set.

Abstract: A continuously variable transmission (CVT) can be used in concert with an electric motor to facilitate power assistance to a rider in a bicycle. In some embodiments, the CVT and motor is mounted on the frame of the bicycle at a location forward of the rear wheel hub of the bicycle. In some embodiments, the CVT is mounted on and supported by members of the bicycle frame such that the CVT is coaxial with the crankshaft of the bicycle. The crankshaft is configured to drive elements of the CVT, which are configured to operationally drive the traction rings and the traction planets. In some embodiments, the motor is configured to drive elements of the CVT. In other embodiments, the motor is configured to drive the crankshaft. Inventive component and subassemblies for such a CVT are disclosed.

Abstract: A drive device for a vehicle is provided having an electric motor for generating a drive torque for the vehicle having a reduction gear section; the reduction gear section being operatively connected to the electric motor and reducing the drive torque; having a power divider section operatively connected to the reduction gear section; the power divider section distributing the reduced drive torque to the two output shafts; the power divider section and the reduction gear section being configured coaxially to a main transmission axis; and the power divider section being configured as a planetary gear set, a planetary drive being associated with each of the output shafts; the planetary gears of the two planetary drives being configured on a common planetary-gear carrier in a common pitch-circle diameter.

Abstract: The present invention provides a two wheel vehicle structure, including: a vehicle frame and a multi-ratio transmission system. The vehicle frame has two wheels and an input tubular member. A crank is attached at each end of the input tubular member. The multi-ratio transmission system includes: a multi-ratio transmission device, a first sprocket, a second sprocket and a chain. The multi-ratio transmission device is installed inside the input tubular member and located at a rotation center of the cranks. The second sprocket is coaxially installed on a wheel axle of a driving wheel and is provided with a ratchet wheel. When the cranks rotate, the rotation motion of the cranks are transmitted to the first sprocket through the multi-ratio transmission device, subsequently, the motion is transmitted to the second sprocket from the first sprocket through the chain, thereby propelling the driving wheel to rotate.

Abstract: A drive assembly of an electric bicycle is disclosed. A shell tube of an electric bicycle is transfixed with a crank shaft sheathed with an outer shaft set. The outer shaft set links to a tubular motor set. A first side of the crank shaft is provided with a left positioning set sheathed and limited in a left hole of the shell tube. A second side of the crank shaft is provided with a right positioning set sheathed and limited in a right hole of the shell tube. The right positioning set is fixed with a chain wheel set. A displacement of the crank shaft pulled by a bicycle chain is detected by a torque detection unit, and a torque is accessed by a control unit based upon the displacement to control the output power of the tubular motor set, thereby assisting pedaling the bicycle with feet.

Abstract: In an engine start control device of a hybrid vehicle including a power dividing mechanism which has a sun roller, a carrier, and a first disc with which a rotating shaft of a first motor/generator, an output shaft of an engine, and an output shaft of a second motor/generator are coupled, respectively and by which differential rotating operations between the sun roller, the carrier, and the first disc are controlled using an alignment chart on which rotation speeds of the sun roller, the carrier, and the first disc are disposed in the sequence of the sun roller, the carrier, the first disc and shown by straight lines.

Abstract: A rotary power source directly drives an epicyclic gear set, or drives the epicyclic gear set through a transmission device, and a respective controllable multiple speed-ratio device is individually installed between two output shafts of the epicyclic gear set and the loads driven thereby, to enable the wheel sets of the driven loads to be differentially driven with a different driving speed ratio and driving torque while propelling a combined common load. A limited slip differential or stabilizer device may be connected between the output ends of the two controllable multiple speed-ratio devices, the limited slip differential or stabilizer providing a slip coupling torque to stabilize driving of the respective individual loads, as necessary.

Abstract: A hybrid drive device including a drive device input shaft coupled to an engine, a rotary electrical machine, a transmission shifting and outputting rotary drive transferred from the rotary electrical machine or the drive device input shaft or the both of them, a transmission case accommodating the transmission, and a rotary electrical machine case having a joint surface joining with the transmission case, a step portion with a diameter which is reduced when seen from an input shaft input end side is provided in an inner peripheral portion of the rotary electrical machine case, and a partition wall supporting the rotary electrical machine from the input shaft input end side is fixed to the step portion.

Abstract: The present invention utilizes the rotary kinetic power of a rotary kinetic power source to directly drive the epicyclic gear set, or to drive the epicyclic gear set through a transmission device, then a continuous variable transmission (CVT) is individually installed between two output shafts of the epicyclic gear set and the load driven thereby, so the wheel set of the driven load is enabled to randomly perform variation of the driving speed ratio and the driving torque, so as to drive the combined common load; between the output ends of the mentioned two continuous variable transmissions, a limited slip differential or a stabilize device composed of a dual shaft connecting device having slip coupling torque can be further installed according to actual needs.

Abstract: An actuation system includes a prime mover, a mechanical option module, an actuator, and a controller. The prime mover includes a drive shaft. The mechanical option module includes a housing, an input shaft coupled to the drive shaft, an output shaft, and a planetary gear module. The planetary gear module includes a sun gear coupled to the input shaft, a planet carrier coupled to the output shaft, an outer ring, and planet gears meshed with the sun gear and the outer ring. The application-specific module is connected to the housing and configured to selectively influence movement of the outer ring of the planetary gear module. The actuator includes an actuator input shaft coupled to the output shaft of the mechanical option module. The controller controls an operation of at least one of the prime mover, the mechanical option module, and the actuator.

Abstract: The present invention relates to a control device for a vehicle power transmitting apparatus. The vehicle power transmitting apparatus includes an electrically controlled differential portion of which differential state is controlled between a rotation speed of an input shaft to which power of an engine is input and a rotation speed of an output shaft by controlling an operational state of an electric motor connected to a rotary element of a differential mechanism, and a shifting portion constructing a part of a power transmitting path. The control device includes a correspondence controlling unit for controlling the engine or the vehicle power transmitting apparatus to allow the shifting portion to be shifted when a command for shifting by a manual shift operation is issued in an operating region restricting the shifting of the shifting portion.

Abstract: The present invention provides a dual power driving system with epicycle gear sets transmitted in series, in which the input shaft, the output shaft and the controllable brake device of each epicycle gear set can be coaxially connected in series, or connected in parallel or not in parallel; the rotating shaft at the output end and the rotating shaft at the input end of each epicycle gear set can be directly connected, or an intermediate transmission device can be installed for connection, and through operating the controllable brake devices to choose the structural configurations of the dual power driving system.

Abstract: An automotive drive system includes a transmission comprising a plurality of gears, an electric motor having a rotor and being coupled to the transmission such that operation of the electric motor causes actuation of the gears, and a sensor assembly coupled to and located on the exterior of at least one of the transmission and the electric motor, the sensor assembly being configured to detect movement of at least one of the rotor and the plurality of gears and generate a signal representative thereof.

Abstract: A method of controlling a machine drive having a driveline PTO establishes a driveline torque perturbation via conversion of internal inertia through two transmission neutral conditions. In an example, when a request is received, e.g., from an operator, to shift the driveline PTO from a first mode to a second mode, the transmission is automatically modulated between its first neutral condition and its second neutral condition while the driveline PTO is shifted from the first mode to the second mode, thus minimizing torque lock and facilitating mode changes.

Abstract: A method and system for executing a shift from a first fixed gear to a second fixed gear in a powertrain system comprising a two-mode, compound-split, electro-mechanical transmission operative to receive a speed input from an engine is described. It includes deactivating an off-going clutch, and generating a time-based profile for rotational speed of an oncoming clutch. The input speed is controlled based upon the rotational speed of the oncoming clutch and an output of the transmission. The oncoming clutch is actuated, preferably when the input speed is synchronized with a rotational speed of an output shaft of the transmission multiplied by a gear ratio of the second fixed gear, preferably after a predetermined elapsed period of time in the range of 500 milliseconds.

Abstract: The electrically variable transmission family of the present invention provides low-content, low-cost electrically variable transmission mechanisms including first, second and third (and possibly fourth) differential gear sets, a battery, two electric machines serving interchangeably as motors or generators, five, six or seven selectable torque-transfer devices and possibly a dog clutch. The selectable torque transmitting devices are engaged to yield an EVT with a continuously variable range of speeds (including reverse) and up to six mechanically fixed forward speed ratios. The torque transmitting devices and the first and second motor/generators are operable to provide five operating modes in the electrically variable transmission, including battery reverse mode, EVT reverse mode, reverse and forward launch modes, continuously variable transmission range mode, and fixed ratio mode.

Abstract: A generator for a human powered vehicle comprises a hub shaft structured to be mounted to the human powered vehicle, a hub shell mounted to rotate relative to the hub shaft, a power generating mechanism including a coil and a magnet that rotate relative to each other, and a rotating member structured to rotate relative to the hub shaft, wherein at least one of the coil or the magnet rotate together with the rotating member. A transmission communicates rotation from an input member to an output member corresponding to a plurality of gear ratios, and a switching unit couples the rotating member to the transmission so that the rotating member rotates at a plurality of speeds relative to the hub shell.

Abstract: The electrically variable transmission family of the present invention provides low-content, low-cost electrically variable transmission mechanisms including first, second and third differential gear sets, a battery and three electric machines serving interchangeably as motors or generators. The three motor/generators are operable in a coordinated fashion to yield an EVT with a continuously variable range of speeds (including reverse).

Abstract: A method for controlling and regulating a power train of a hybrid vehicle and a power train of a hybrid vehicle having one internal combustion engine, one electric machine, one shifting element and one output in a power flow of the power train and designed with continuously variable transmitting capacity and one clutch device and the internal combustion engine. The electric machine can be operatively interconnected via the clutch device, the hybrid vehicle being optionally driveable via the electric machine and/or via the internal combustion engine and the internal combustion engine can be started via the electric machine. In the operation of the power train, the transmitting capacity of the shifting element during the starting operation of the internal combustion engine is adjusted so that on the output of the power train, a torque abuts which is independent of the starting operation of the internal combustion engine.

Abstract: An active steering system with variable assist includes a differential actuator having an input gear and an output gear. The differential actuator has a default kinematic relationship between the input gear and the output gear such that magnitude of an output speed and an output torque is approximately equal to a magnitude of an input speed and an input torque with opposing directions. The system also includes an input device that is in operable communication with the differential actuator and an output device that is in operable communication with the differential actuator. The differential actuator is operable to vary a ratio between the input device and the output device. The system also includes a steering mechanism that is in operable communication with the differential actuator and the steering mechanism is configured to reverse the opposing directions to the output device.

Abstract: An electric screw actuator system, e.g. for an electrically driven and controlled steering device, comprises a screw actuator, an electric motor (2) engaging the screw actuator through a reduction gear mechanism (3), electronic operating means for operating the screw actuator electrically, and a mechanical back-up system for operating the screw actuator in the absence of electric power e.g. in the case of an electric power failure of in the case the electric power is switched off, maintenance, garage parking etc. The mechanical back-up system comprises a manually controllable operation member (4) and an electromagnetic coupling (6), said coupling disengaging the rotation member from the screw actuator in the case of nominal operation and availability of electric power, and engaging the rotation member with the screw actuator in the case of electric power failure.

Abstract: A single planet planetary differential including a shaft mechanism, a planet gear, disposed so as to be meshingly communicated with the shaft mechanism, a carrier device, the carrier device defining a carrier cavity for rotatingly containing the planet gear, a worm gear, wherein the worm gear is disposed so as to be meshingly communicated with the carrier device and a differential housing, wherein the differential housing defines a differential cavity for rotatingly containing the shaft mechanism and the carrier device and wherein the differential housing defines a worm gear cavity for rotatingly containing the worm gear.

Abstract: A single planet planetary differential including a shaft mechanism, a planet gear, disposed so as to be meshingly communicated with the shaft mechanism, a carrier device, the carrier device defining a carrier cavity for rotatingly containing the planet gear, a worm gear, wherein the worm gear is disposed so as to be meshingly communicated with the carrier device and a differential housing, wherein the differential housing defines a differential cavity for rotatingly containing the shaft mechanism and the carrier device and wherein the differential housing defines a worm gear cavity for rotatingly containing the worm gear.

Abstract: A wind-driven rotor is connected to a generator via a multi-stage planetary transmission arrangement and a spur gear stage. The rotor is supported in the housing of the transmission, and an annular gear carrier with an annular gear is arranged directly on the rotor. The transmission represents a compact drive with a high transmission ratio for driving generators by wind power and makes assembly simple.

Abstract: A drive system for an electric vehicle, which can make the number of parts as small as possible and minimize the space for arranging the parts in a direction perpendicular to the axis. Between a motor acting as a prime mover and left and right output shafts, there are interposed toroidal type continuously variable transmissions which can individually control their gear ratios and their forces for thrusting power rollers. The RPMs and torques of left and right wheels can be individually controlled, and the differential rotation between the left and right wheels can be smoothly established by the continuously variable transmissions.

Abstract: A shift control system for a troidal continuously variable transmission, which serves to return power rollers to an initial position by returning a shift control valve to a neutral position through feedback of a power roller tilting angle to the shift control valve via a mechanical feedback system, comprises an electronic feedback system for feeding back, for calculation of a shift command value, a deviation of a speed ratio from a target speed ratio corresponding to a target tilting angle in accordance with a predetermined gain, and a mechanical feedback function cancellation system for canceling, for calculation of the shift command value, the function of the mechanical feedback system through electronic feedback of the power roller tilting angle as detected in accordance with a gain equivalent to that of the mechanical feedback system.

Abstract: A planetary-gear train for a hybrid-drive vehicle employing muscle power and an auxiliary motor, where said auxiliary motor drives a sun wheel, the crown gear is driven by muscle power, and the power take-off is provided by a planetary-gear carrier on the driven wheel of the vehicle.

Abstract: A gear system for mechanically transforming motion on an infinitely variable basis as desired, having a unique arrangement of gear elements and clutches between the input and output shafts (1 and 6). A first set of gears (2) divides the motion put into the system through the input shaft (1). A controller (7) sets the phase shift in the division of motion from the first set of gears (2). Sets of non-circular gears (3) connecting the intermediate shafts (9) to "on/off" clutches (4) transform the motion output from the first set of gears (2). Finally, the resulting motion from the clutches is transferred to an output shaft (6) through a third set of gears in a summing device (5). Shaft (6) is connected to a load (not shown).