Abstract: A work apparatus includes a housing, an electric motor arranged in the housing, the electric motor including a rotor shaft driven rotationally about a rotor axis, an output shaft for driving a tool, the output shaft being connected with a form fit to the rotor shaft on a receptacle of the rotor shaft, and a flange supported on the housing. The rotor shaft is mounted rotatably via a rotor shaft bearing arranged in the flange, the rotor shaft bearing extending along a bearing section in the direction of the rotor axis, and wherein the output shaft extends at least as far as the bearing section of the rotor shaft bearing.

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: A drive assembly (10) comprising a first electric machine (12) having a first drive shaft (14), a second electric machine (16) having a second drive shaft (18), an output shaft (20), wherein the first drive shaft (14) and the second drive shaft (18) are coupled or couplable to the output shaft (20) in such a way that the output shaft (20) can be driven by the first drive shaft (14) and/or the second drive shaft (18), wherein the second drive shaft (18) comprises a first one-way clutch (22) by which the second drive shaft (18) is coupled or couplable to the output shaft (20) and a second one-way clutch (24), wherein the first one-way clutch (22) and the second one-way clutch (24) are configured so as to act in opposite directions of rotation, wherein, by the second one-way clutch (24) and an intermediate gearwheel (27), the second drive shaft (18) is coupled or couplable to the output shaft (20).

Abstract: A drive apparatus includes a first variable speed drive mechanism, a second variable speed drive mechanism, a first output half shaft, and a second output half shaft. The first variable speed drive mechanism includes a first reduction gear, a first planetary gear system, and a first brake mechanism. The second variable speed drive mechanism includes a second reduction gear, a second planetary gear system, and a second brake mechanism. The first planetary gear system includes a first sun gear, a first gear ring, a first planetary gear, and a first planet carrier. The first reduction gear is engaged with the first sun gear.

Abstract: A control system that controls speed of an internal combustion engine (ICE) in a series hybrid vehicle includes an accelerator pedal, a vehicle speed sensor and a controller. The accelerator pedal sends a torque request signal. The vehicle speed sensor sends a vehicle speed signal. The controller receives the torque request signal and the vehicle speed signal. The controller is configured to calculate, based on the torque request and vehicle speed signals, a driver power request; calculate engine power limits including (i) a maximum engine power that includes the driver power request plus an upper offset; and (ii) a minimum engine power that includes the driver power request minus a lower offset; select a most efficient engine operating point between the maximum and minimum power; and control the ICE to operate at the most efficient engine operating point.

Abstract: A vehicle control apparatus includes a motor generator, an engine, a transmission mechanism, a clutch mechanism, and a control system configured to control the motor generator, the engine, the transmission mechanism and the clutch mechanism. The control system has a first traveling mode to engage the clutch mechanism and a second traveling mode to disengage the clutch mechanism. The control system is configured to set a shift period based on a transmission gear ratio of the transmission mechanism. The control system is configured to: control, upon switching from the first traveling mode to the second traveling mode, the clutch mechanism to be in a state where the clutch mechanism is engaged for an entirety of the shift period; and under the state where the clutch mechanism is engaged, decrease a torque of the engine and increase a power running torque of the motor generator.

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 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 output input shaft. The first input shaft introduces first torques originating from the first electric machine into the planetary transmission. The second input shaft introduces second torques originating from the second electric machine into the planetary transmission. The first output shaft discharges third torques from the planetary transmission. The second output shaft discharges fourth torques from the planetary transmission.

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: A power transmission device according to an aspect of the present disclosure includes a first drive unit having a first drive source, a first transmission connected to the first drive source and the driving force to be transmitted, a second drive source, and a second transmission connected to the second drive source and the driving force to be transmitted, and includes a second drive unit arranged in parallel with the first drive unit, and a frictional differential limiting element disposed between the first transmission and the second transmission and limiting a differential between the rotational drive of the first transmission and the rotational drive of the second transmission.

Abstract: An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. In one form, the first electric motor and second electric motor are the same type of electric motor, and in another form, the first electric motor and second electric motor are different types of electric motors.

Abstract: In a left-right wheel driving device (10) including two motors (1, 2) that drive left and right wheels and a gear mechanism (3) that amplifies a torque difference between the two motors (1, 2) and transmits the amplified torques to the left and right wheels, respective, rotating shafts (1A, 2A) of the two motors (1, 2) are coaxially disposed.

Abstract: The drive device comprises first and second motors comprising respective first and second rotary shafts. The drive device comprises first and second counter shafts connected to each of the first and second rotary shafts via first and second counter gears. The drive device comprises first and second transmission shafts connected to each of the first and second counter shafts via third and fourth counter gears. The drive device comprises first and second drive shafts connected to each of the first and second transmission shafts via first and second hypoid gears. The first and second rotary shafts are located between the first and second counter shafts with respect to the vehicle width direction. The first and second transmission shafts are located between the first and second counter shafts in the vehicle width direction.

Abstract: A vehicle control apparatus includes an electric motor, an engine, and a control system. The control system executes a first speed mode or a second speed mode as a speed mode of the transmission on the basis of a driving operation performed by a driver, sets a speed ratio on a lower side in the second speed mode than in the first speed mode in a case where an accelerator operation performed by the driver is cancelled, executes a first assist mode or a second assist mode as an assist mode in which the electric motor is brought into a power-running state, and switches the assist mode to the second assist mode in a case where the amount of the accelerator operation is increased greater than a starting threshold while the second speed mode is being executed.

Abstract: A propulsion system for an electric vehicle includes an assembly of four electric propulsion machines each having a stator and a rotor having an output shaft that is movable in rotation about an axis. Also includes is a common gearwheel that is kinematically connected to the n output shafts and that is able to receive the torque provided by the electric machines so as to form a first speed reducer, and primary gearwheels able to be driven by the common gearwheel. An intermediate shaft is able to be driven by intermediate gearwheels, each primary gearwheel being kinematically connected to a corresponding intermediate gearwheel so as to form a pair of gears with which a second speed reducer is associated, and a secondary shaft that is able to drive the vehicle and that has a secondary gearwheel kinematically connected to the intermediate shaft so as to form a third speed reducer.

Abstract: An electrified vehicle includes a front axle, a rear axle, an engine, a pump, a battery, a first electric motor electrically coupled to the battery, a second electric motor electrically coupled to the battery and configured to drive at least one of the front axle or the rear axle, a first clutch positioned between the engine and the first electric motor, and a second clutch positioned between the first electric motor and the pump. With the first clutch engaged and the second clutch disengaged, the engine is configured to drive the first electric motor to generate electricity to charge the battery. With the first clutch disengaged and the second clutch engaged, the first electric motor is configured to drive the pump. With the first clutch engaged and the second clutch engaged, the engine is configured to drive the pump.

Abstract: A work vehicle and energy storage device include an electric machine having a stator and a rotor. The rotor is configured to rotate from the flow of electrical current provided to the electric machine, rotate to store energy of the work vehicle, provide a rotor mass to an end of the work vehicle, and generate electrical current for the work vehicle from rotation of the rotor. The rotor mass is greater than a stator mass.

Abstract: Gearboxes for a skid steered vehicle including layouts in which all electric propulsion drive motors and electric steering motors are located on one side of the gearbox, and layouts in which the drive inputs of the electric propulsion drive motors are located face to face. Gear change units and gear packaging configurations suitable for such gearboxes.

Abstract: The disclosure relates to a powertrain for a vehicle, comprising: a transmission and a differential gear which are drivingly connected to each other, wherein the differential gear is configured to be drivingly connected to driving wheels of the vehicle; wherein the transmission comprises a first set of gearwheels and a second set of gearwheels, at least one gearwheel of the first set of gearwheels being drivingly connected to at least one gearwheel of the second set of gearwheels via at least a first shaft which is configured to rotate about a first rotational axis, wherein the first set of gearwheels is arranged on a first side of the differential gear and the second set of gearwheels is arranged on a second opposite side of the differential gear. The disclosure also relates to a vehicle.

Abstract: A control apparatus for a vehicle that includes an engine as a drive power source, a rotating machine as an electric power generator, and an electric storage device. The control apparatus executes an automatic drive control for automatically controlling a torque of the drive power source in accordance with a requested drive torque without requiring an acceleration/deceleration operation by a driver of the vehicle. During an engine running of the vehicle, the rotating machine is rotated by the engine to generate an electric power, and a charging amount, by which the electric storage device is to be charged, is controlled by controlling the electric power generated by the rotating machine. The control apparatus is configured, during an automatic driving of the vehicle, to set the charging amount such that the charging amount is smaller when the requested drive torque is small than when the requested drive torque is large.

Abstract: A gear reduction unit for coupling the output member of a prime mover to the input member of a device that is to be driven thereby. The gear reduction unit includes an input shaft, an output shaft, a primary gear set arranged between the input shaft and the output shaft, a secondary gear set arranged between the input shaft and the output shaft, and a gear selection device. The gear selection device is configured to selectively and alternately couple the input shaft to the output shaft for driving thereof by one of the primary gear or the secondary gear set.

Abstract: An axle assembly having a differential assembly, a drive pinion, and a differential brake. The differential assembly may be rotatable about a differential axis. The drive pinion may mesh with a ring gear of the differential assembly. The differential brake may be operable to apply a brake torque to inhibit rotation of the differential assembly.

Abstract: An in-wheel drive device includes: a wheel bearing including a hub; and a speed reducer at least partially disposed in an internal space of the wheel bearing. The speed reducer includes: planet gears; a ring gear configured to engage the planet gears; and a carrier coupled to the planet gears and configured to transmit, to an outside of the in-wheel drive device, power generated by a revolution of the plurality of planet gears. A first sealing part is disposed in a region in which the carrier and the wheel bearing face each other.

Abstract: A hybrid gearbox for a mechanical driven equipment in a train system is disclosed. The hybrid gearbox is connected between a power source and a load, to be driven. The hybrid gearbox includes a layshaft gear, capable of adjusting the transmission ratio between the power source and the load and a motor-generator unit, configured to adjust the transmission speed ratio arranged.

Abstract: An embodiment hybrid powertrain for a vehicle includes a first input shaft configured to be interlocked with an engine, a second input shaft configured to be interlocked with a first motor and to be parallel to the first input shaft, a third input shaft configured to be interlocked with a second motor and to be parallel to the second input shaft, an output shaft mounted parallel to the third input shaft, a first selective mesh device configured to transmit power from the second input shaft to the output shaft at multiple different gear ratios, a second selective mesh device configured to transmit the power from the third input shaft to the output shaft at the multiple different gear ratios, and a third selective mesh device configured to transmit the power from the first input shaft to the second input shaft or the third input shaft.

Abstract: A rotorcraft having an electric drive for driving a main rotor of a rotorcraft, more particularly a helicopter, the electric drive comprising: a coupler for coupling the electric drive to a rotor mast, which can be coupled for conjoint rotation with a drive unit of a helicopter rotor transmission, for coupling for conjoint rotation with the main rotor or tail rotor. A rotorcraft with an electric drive is provided with which the space requirement is reduced, the construction is simplified and the maintenance requirement is reduced. This problem is solved in that the electric drive is designed as an electric ring motor, with the electric ring motor being arranged and attached coaxially with the rotor mast.

Abstract: Various ways of creating polynomial interpolations in one, two and three dimensions using purely mechanical means are disclosed. Various arrangements of gears are disclosed that can constrain certain rotating elements to rotate equal to the average or difference of the rotation angles of other rotating elements. These arrangements are combined in various ways to create mechanical arrangements having a set of rotating elements that are constrained to be linear or polynomial functions in one or many dimensions. Various uses of mechanical polynomial interpolation are disclosed, including focusing rays of the sun onto a target.

Abstract: Methods and systems are provided for an assembly comprising a first motor positioned on a first shaft, a second motor positioned on a second shaft, a first wet clutch selectively coupled to the first shaft, a second wet clutch selectively coupled to an output shaft, a third wet clutch meshed with the output shaft, a brake clutch fixed to a housing of the assembly, a planetary gearset comprising a sun gear positioned on the second shaft, a planet carrier meshed with the second wet clutch and selectively coupled to the third wet clutch, and a ring gear selectively coupled with the brake clutch and meshed with the first wet clutch, and a first one-way clutch and a second one-way clutch opposing the first one-way clutch, the first one-way clutch and the second one-way clutch selectively coupled to the first shaft and mesh with a geartrain to drive an auxiliary shaft.

Abstract: A powertrain apparatus for an electric vehicle, includes a planetary gear set including three rotation elements, a first motor connected to a first rotation element of the planetary gear set, a differential engaged to a second rotation element of the planetary gear set, a second motor connected to a third rotation element of the planetary gear set, and a synchronizer configured to selectively connect or disconnect between a driveshaft coupled to one side of the differential and the second motor and to selectively connect or disconnect between the second rotation element of the planetary gear set and the third rotation element of the planetary gear set.

Abstract: Facilitating web page spectroscopy in a communications network is provided herein. A system can comprise a processor and a memory that stores executable instructions that, when executed by the processor, facilitate performance of operations. The operations can comprise receiving first data that describes a first communication packet flow and second data that describes a second communication packet flow. The operations can also comprise training a model based on the first data and the second data, as a result of which the model is trained to detect respective behaviors represented by the first data and the second. Further, the operations can comprise extracting a common parameter from third data that describes a third communication packet flow and fourth data that describes a fourth communication packet flow based on the model.

Abstract: A continuously-variable transmission (CVT) has: a gearbox having a first planetary gear train, a second planetary gear train, a first rotating spool defined by one of two sun gears, two ring gears, and two carriers of the first and second planetary gear train, a second rotating spool defined by another one of the two sun gears, the two ring gears, and the two carriers, an input defined by a remaining one of the first sun gear, the first carrier, and the first ring gear, and an output defined by a remaining one of the second sun gear, the second carrier, and the second ring gear; a first brake operatively connected to the first rotating spool; a second brake operatively connected to the second rotating spool; and a transmission motor drivingly engaged to the first rotating spool or to the second rotating spool.

Abstract: The disclosure relates to a powertrain for a vehicle, the powertrain including: a transmission, a propeller shaft and a differential gear, wherein the transmission comprises an output shaft which is drivingly connected or connectable to the propeller shaft, the propeller shaft is drivingly connected to the differential gear and the differential gear is configured to provide a driving torque to a respective half-shaft of a drive axle for driving the vehicle, the transmission further including: an input shaft configured to be drivingly connected to a power unit; a planetary gearset; a first gearset and a second gearset. The disclosure also relates to a vehicle.

Abstract: A double winding electric machine assembly including a double winding electric machine having a first stator winding and a second stator winding; a first converter including a first modulator and a first power unit whose output is electrically connected to the first stator winding; a second converter including a second modulator and a second power unit whose output is electrically connected to the second stator winding. The assembly includes a current determining system adapted to determine at least one instantaneous phase current in the output of the first power unit; and a synchronizing system adapted to analyse ripple in the at least one instantaneous phase current, and to synchronize the first modulator with the second modulator by adjusting a phase shift between the first modulator and the second modulator until a minimum peak-to-peak current is obtained.

Abstract: Disclosed is parallel hybrid drive for a motor vehicle, a motor vehicle, a method for operating a parallel hybrid drive in an all-electric mode, a method for operating a parallel hybrid drive in a direct drive mode, and a method for operating a parallel hybrid drive in a CVT mode. The drive for a motor vehicle includes an electric machine operable as a motor and generator, an internal combustion engine, a drive axle, and an epicyclic gear. The epicyclic gear includes: a first shaft connected to the electric machine; a second shaft connected to the internal combustion engine; and a third shaft connected to the drive axle. A clutch element is configured to firmly connect at least two shafts of the epicyclic gear to each other. A first brake element is configured to prevent rotation of the internal combustion engine in one direction of rotation.

Abstract: An electric vehicle transmission has a first driveshaft configured to be coupled to a first electric machine, and a main drive output shaft configured to be coupled to at least one drive axle. At least one gear-shifting element is provided, which when respectively actuated enables the first driveshaft and the main drive output shaft to be coupled to one another by way of a gear. The transmission can be provided in an electric vehicle in which electric machines can be integrated to provide drive power and to operate an auxiliary drive output. In addition, a second driveshaft serves to be coupled to a second electric machine and which can be coupled to an auxiliary driveshaft. In this case a shifting element is present, which when actuated couples the second driveshaft with the main drive output shaft. A method of operating an electric utility vehicle drive system is also disclosed.

Abstract: Various methods and systems are provided for a multispeed transmission. In one example, a method to increasing a shift performance of a transmission with actuated clutches comprises controlling an engagement depth of a clutch based on a gear that is being selected by the clutch. A target engagement depth of the clutch may be retrieved from a gear selection matrix in a lookup table stored in the memory of a controller of the transmission. The target engagement depth may depend on an amount of torque expected to be transferred to the gear.

Abstract: An electric axle is provided. The electric axle includes, in one example, an electric machine rotationally coupled to a layshaft via a first gear reduction and a differential rotationally coupled to the first gear reduction, a first axle shaft, and a second axle shaft. In the electric axle, the electric machine is positioned laterally between at least two drive wheels that are rotationally coupled to the first axle shaft and the second axle shaft and a rotational axis of the electric machine is axially offset from rotational axes of the at least two drive wheels.

Abstract: A hybrid electric driving device includes an engine, a first motor, a second motor, a power splitting mechanism, and a bypass mechanism. The power splitting mechanism includes at least one planetary gear set, an input end, a first output end, and a second output end. The input end of the power splitting mechanism is connected with the engine. The first output end of the power splitting mechanism is connected with the first motor. The second output end of the power splitting mechanism is connected with a wheel of a vehicle. The second motor is connected with the wheel. The bypass mechanism is configured to connect with or separated from the first output end and the second output end of the power splitting mechanism. The bypass mechanism includes an engagement separation component.

Abstract: A hybrid drive system includes an internal combustion engine having a first output shaft, an electric machine having a rotor with a rotor shaft as second output shaft, and a transmission having a four-shaft, first planetary set, a second planetary set, a first shifting element, a second shifting element, a third shifting element, and a third output shaft. The four-shaft, first planetary set has a first shaft, a second shaft, a third shaft, and a fourth shaft, the second planetary set has a first element, a second element, and a third element. The first shaft, the second shaft, the third shaft, and the fourth shaft are rotatable relative to one another and connectable to one another in a rotationally fixed manner by a blocking shifting element. The first output shaft is coupled or is couplable to the first shaft in a rotationally fixed manner.

Abstract: A motor vehicle has at least two drive motors, at least one of which is an electric motor, a high-voltage accumulator, and an automatic transmission which has at least one fixed gear ratio and at least one power-split gear ratio for transmission ratio adjustment starting from the at least one fixed gear ratio. The motor vehicle includes an electronic control unit having a speed control module which can be activated during a change of transmission ratio. The speed control module is designed in such a way that a setpoint speed is calculated in advance, by which setpoint speed both the speed gradient and also the speed curvature can be limited, the target speed of the at least one drive motor being continuously compared with a maximum allowed speed gradient and with a maximum allowed speed curvature.

Abstract: An electrified vehicle axle includes a first wheel assembly having a first electric machine configured to power a first wheel and a second wheel assembly having a second electric machine configured to power a second wheel. A beam has a first end connected to the first wheel assembly and second end connected to the second wheel assembly. An axle shaft is supported for rotation within a hollow center of the beam and is configured to transfer torque between the first and second electric machines. At least one clutch selectively couples at least one of the electric machines to the axle shaft.

Abstract: A drive system for a vehicle includes a first electromagnetic device directly coupled to a first planetary gear set and a second electromagnetic device directly coupled to a second planetary gear set. In a first mode of operation, a clutch is engaged to couple the second planetary gear set to the first planetary gear set and a brake is disengaged to allow rotation of the second planetary gear set and in a second mode of operation, the brake is engaged to limit rotation of the second planetary gear set and the clutch is disengaged.

Abstract: This disclosure relates to a driving force adjusting device including a pair of electric motors (1) that drives left and right wheels (5) of a vehicle, a differential mechanism (3) that provides the left and right wheels (5) with a torque difference, and left and right drive shafts (4) that transmits driving force from the differential mechanism and to the left and right wheels (5), the driving force adjusting device having four elements and two degree of freedom. In this driving force adjusting device, inertia moments (JML,JMR) on paths from the pair of electric motors (1) to the left and right wheels (5) are set to values such that a resonance frequency (f) of the driving force adjusting device when the vehicle is turning comes to be larger than a yaw resonance frequency (fyaw) of the vehicle.

Abstract: The present disclosure relates to a transmission for a vehicle having a power source, the transmission comprising: an input member for receiving power from the power source; an output member for outputting power to at least one component of the vehicle; at least one power split gear set having a plurality of members and operatively connected between said input member and said output member; an electromagnetic variator having a stator, an outer rotor and an inner rotor; wherein the inner rotor is at least partially received in the outer rotor and the electromagnetic variator is configured to provide variable torque transmission ratios between the outer rotor and inner rotor; and wherein said first and second rotors are each operatively connectable to different ones of said members of said power split gear set and are each operatively connectable to the input member to be driven thereby.

Abstract: An electrical machine, includes a machine housing containing: a stator, which has a winding comprising a plurality of conductors, which are associated with one or more phases and are interconnected; and a power connection, which is arranged outside the winding and has a number of line portions corresponding to the number of phases. The line portions are connected to the conductors and are connected to phase connections or form such. The line portions being at least partly accommodated in a connection housing, which has a cavity through which the line portions extend, which cavity communicates, after the connection housing has been inserted into the machine housing, with a coolant channel provided there, such that a coolant flowing in the coolant channel flows through the cavity.

Abstract: A two-speed electric drive assembly for vehicles includes a main driveshaft driven by a first axial flux motor where the main driveshaft extends coaxially through a hollow assist driveshaft driven by a second axial flux motor. The main driveshaft includes a main gear that is continuously meshed with an intermediate gear on an intermediate driveshaft. A freewheel gear is mounted around the hollow assist driveshaft and can be selectively coupled and decoupled with the hollow assist driveshaft by a shift mechanism. The freewheel gear is continuously meshed with an intermediate gear on the intermediate driveshaft. Another intermediate gear affixed to the intermediate driveshaft is continuously meshed with an output gear affixed to an output driveshaft. The two-speed electric drive assembly can selectively switch between speed mode and torque mode without torque interrupt.

Abstract: A motor vehicle transmission system includes a reduction device having at least an output shaft including a first gearwheel and a second gearwheel. A differential drive device is configured to distribute the torque from the reduction device to two half-shafts. The differential drive device includes a coupling device which, in a coupled position, transmits torque between a first element and a second element of the differential drive device, the coupling device further including an actuator. A radial plane, orthogonal to the axes X and W, passes through the first gearwheel and through the coupling device.

Abstract: A method of operating a train system for driving a mechanical driven equipment is disclosed. The train system comprises a hybrid gearbox connected between a power source and a load to be driven. The hybrid gearbox includes a lay shaft gear, which transmission ratio between the power source and the load and a motor-generator unit can be adjusted, to adjust the transmission speed ratio arranged, to balance the power generated by the power source and to improve the efficiency of the train system in a number of operating conditions.

Abstract: An electric drive axle in a vehicle is provided. The electric drive axle includes, in one example, a housing configured to enclose an electric motor-generator and a gearbox. In the electric drive axle, the housing includes a first section that is removably coupled to a second section, the second section at least partially encloses the gearbox, the first section includes a first axle shaft opening, and the second section includes a second axle shaft opening that is laterally aligned with the first axle shaft opening.

Abstract: A drive assembly for a work vehicle includes an electric machine input arrangement with a first electric machine configured to generate a first source of power, an electric machine input gear assembly configured to receive the first source of power from the first electric machine, and a second electric machine configured to generate a second source of power. The drive assembly further includes a combination gear arrangement coupled to selectively receive the first source of power from the electric machine input gear assembly and the second source of power from the second electric machine to produce a combined power; and an electric machine output arrangement configured to receive and transfer the combined power from the combination gear arrangement.

Abstract: This disclosure relates to a driving force adjusting device including a pair of electric motors (1) that drives left and right wheels (5) of a vehicle, a differential mechanism (3) that provides the left and right wheels (5) with a torque difference, and left and right drive shafts (4) that transmits driving force from the differential mechanism and to the left and right wheels (5), the driving force adjusting device having four elements and two degree of freedom. In this driving force adjusting device, inertia moments (JML,JMR) on paths from the pair of electric motors (1) to the left and right wheels (5) are set to values such that a resonance frequency (f) of the driving force adjusting device when the vehicle is turning comes to be larger than a yaw resonance frequency (fyaw) of the vehicle.