Abstract: A hybrid drive train includes a first electric motor, a nested power splitting planetary gear set having a first carrier element and a second carrier element, an inner sun gear coupled with the first electric motor and an outer sun gear coupled with an output shaft. A first selectable one-way clutch controls the first and the second carrier element, and switches between operation as a one way clutch and operation as a brake. A second selectable one-way clutch controls a ring gear of the nested planetary gear set, and switches between operation as a one way clutch and operation as a brake. The extra outer planetary gear set improves towing capacity at higher speeds without substantially increasing the axial length of the power split device.

Abstract: A transmission (G) for a motor vehicle includes an electric machine (EM1), a first input shaft (GW1), a second input shaft (GW2), an output shaft (GWA), at least two planetary gear sets (P1, P2), and at least four shift elements (A, B, C, D). Different gears are selectable by selectively actuating the at least four shift elements (A, B, C, D). In interaction with the electric machine (EM1), different operating modes are implementable. A drive train for a motor vehicle that includes such a transmission (G) and to a method for operating same are also provided.

Abstract: A transmission includes an input shaft, an output shaft, a first planetary gear mechanism, a second planetary gear mechanism, and a first variable device. The first planetary gear mechanism includes a first carrier connected to the input shaft, a first planetary gear connected to the first carrier, a first sun gear connected to the first planetary gear, and a ring gear connected to the first planetary gear. The second planetary gear mechanism includes a second sun gear connected to the first carrier, a second planetary gear connected to the second sun gear, and a second ring gear connected to the second planetary gear and connected to the first ring gear. The first variable device is connected to the first ring gear and the second ring gear to continuously change a speed ratio of the output shaft to the input shaft.

Abstract: A power split transmission structure has at least three interfaces to direct driving power from a drive to at least one output in order to supply the driving power to connected consumers. It comprises at least two variator paths which each comprise a summation gearbox communicating with an electric or hydraulic machine via a mechanical and a non-mechanical path in order to modify torque, speed or both of the driving power. A control device regulates the summation gearbox of each of the variator paths. A power electronics system or hydraulic control device is connected to the electric or hydraulic machine of each of the variator paths. The transmission structure directs the driving power via the variator paths such that the electric or hydraulic machine of each variator path is operable in a generator or motor mode in order to compensate for a power shortfall or a power oversupply at at least one outlet of the transmission structure.

Abstract: A control system includes a transmission with a directional clutch and control assembly clutches coupled together and configured for selective engagement to transfer power. A controller is configured to selectively actuate the directional clutch and the control assembly clutches with clutch commands to implement a first split mode in which combined power is transferred to drive the output shaft, a first direct drive mode in which power from only the engine to drive the output shaft, and a first series mode in which power is transferred from primarily the at least one motor to drive the output shaft. The controller is further configured to implement a transient boost function within at least a portion of the first series mode in which the at least one directional clutch is partially engaged to supplement power from the at least one motor with power from the engine to drive the output shaft.

Abstract: Electric vehicle conversion kits for IC vehicles and converted electric vehicles. An electric vehicle conversion kit may include an electric motor directly coupled to an axle. Another electric vehicle conversion kit may include an electric motor mechanically coupled to an axle via a driveshaft. Another electric vehicle conversion kit may include an electric motor coupled to a transfer case.

Abstract: A transmission (G) for a motor vehicle includes an electric machine (EM1), a first input shaft (GW1), a second input shaft (GW2), an output shaft (GWA), two planetary gear sets (P1, P2, P3), and at least five shift elements (A, B, C, D, E). Different gears are implementable by selectively actuating the at least five shift elements (A, B, C, D, E) and, in addition, in interaction with the electric machine (EM1), different operating modes are implementable. A drive train for a motor vehicle with such transmission (G) and to a method for operating such transmission (G) are also provided.

Abstract: An electrical axle drive device includes at least one first electrical machine, which has a stator and a rotor rotatable around a machine axis of rotation relative to the stator. A gear unit is drivable by the first electrical machine having at least one first planetary gear stage drivable by the first electrical machine and at least one first spur gear stage drivable by the first electrical machine. The device also includes at least one drive wheel of the motor vehicle being able to be rotated around a wheel axis of rotation running parallel to the machine axis of rotation and being drivable by the first electrical machine via the gear unit.

Abstract: A power transmission apparatus of a hybrid electric vehicle includes an input shaft configured of receiving an engine torque, a motor shaft configured of receiving a torque of a motor/generator, first and second planetary gear sets respectively having first to third rotation elements and fourth to sixth rotation elements, a first shaft connected to the first rotation element and selectively connectable to each of the input shaft and the motor shaft, a second shaft fixedly connecting the second and fifth rotation elements, and selectively connectable to the input shaft, the motor shaft, and a transmission housing, respectively, a third shaft fixedly connecting the third and fourth rotation elements and selectively connectable to the transmission housing, a fourth shaft fixedly connecting the sixth rotation element and an output gear, and a plurality of engagement elements including at least one clutch and at least one brake.

Abstract: Some embodiments of the present disclosure provide a dual row planetary hybrid coupling mechanism and a motor vehicle. The dual row planetary hybrid coupling mechanism includes a fuel driven mechanism, a single row planetary gear mechanism, a dual clutch, an intermediate connecting shaft structure, a compound planetary gear mechanism, a first electric driving mechanism, a second electric driving mechanism and a power output mechanism, wherein the fuel driven mechanism, the first electric driving mechanism and the second electric driving mechanism are connected for output by the single row planetary gear mechanism and the compound planetary gear mechanism, and finally, power output is carried out by the power output mechanism.

Abstract: A drive device for a motor vehicle, comprising a drive shaft, an at least two-speed manual transmission, a differential and a left and right output shaft, wherein the manual transmission is formed by a planetary gear mechanism, wherein the differential is integrated in the planetary gear mechanism.

Abstract: A transmission (G) for a motor vehicle includes an electric machine (EM1), a first input shaft (GW1), a second input shaft (GW2), an output shaft (GWA), three planetary gear sets (P1, P2, P3), and at least six shift elements (A, B, C, D, E, F). Different gears are implementable by selectively actuating the at least six shift elements (A, B, C, D, E, F) and, in addition, in interaction with the electric machine (EM1), different operating modes are implementable. A drive train for a motor vehicle with such a transmission (G) and to a method for operating same are also provided.

Abstract: The present invention provides a power system for a hybrid vehicle, relating to the field of hybrid vehicles. The power system for a hybrid vehicle adopts a first planetary gear mechanism with two sun gears, the first sun gear rotates with an input shaft, the second sun gear and the input shaft are independent of each other, and the second sun gear achieves different motion states through a second brake or/and a second clutch, and cooperates with a first brake to provide different transmission ratios of four to six gears when an engine and motors are in driving, so that the power system is simple in structure and low in cost, and the fuel economy and acceleration dynamic performance of the power system are improved.

Abstract: A drive device for a motor vehicle, having a first drive unit, a second drive unit, and a first output shaft which can be coupled or is coupled to a first wheel drive shaft of the motor vehicle, and/or a second output shaft which can be coupled or is coupled to a second wheel drive shaft of the motor vehicle, wherein the first drive unit and the second drive unit can be coupled jointly to the first output shaft and/or the second output shaft. It is provided here that the second drive unit can be coupled via a separating clutch to the first drive unit, a transmission output shaft of a transmission which is coupled to the first drive unit.

Abstract: A torque vectoring device for a vehicle is provided, comprising an electrical motor (110) being connected to a differential mechanism (20) via a first planetary gear set (120) and a second planetary gear set (130), said planetary gear sets (120, 130) sharing a common ring wheel (126), wherein the first planetary gear set (120) is connecting the electrical motor (110) to a cage (22) of the differential (20), and the second planetary gear set (130) is connecting the electrical motor (110) to an output shaft (24), and wherein the rotational axis (R) of the first planetary gear set (120) and the second planetary gear set (130) is arranged remote from the output shaft (24).

Abstract: A vehicle drive device including: a rotary electric machine that serves as a drive power source for a plurality of wheels; an input drivingly coupled to the rotary electric machine; a counter gear mechanism; a differential gear device that distributes a driving force transmitted from the rotary electric machine via the input and the counter gear mechanism, to the plurality of wheels; a case that accommodates the rotary electric machine, the input, the counter gear mechanism, and the differential gear device; and a support that is a separate member from the case, and is fixed inside the case.

Abstract: A drive system includes a motor, an engine, a torque converter and an output shaft member. The torque converter is a device to which a torque outputted from the motor is inputted. The output shaft member outputs the torque inputted thereto from the torque converter or a torque inputted thereto from the engine. The engine outputs the torque to the output shaft member without through the torque converter.

Abstract: A vehicle having a longitudinal engine and permanent rear axle drive is proposed, which vehicle has an internal combustion engine and an electric machine, a transfer gearbox distributing drive torques as required to two drive axles, the transfer gearbox having three shafts, a main shaft serving as a drive shaft of the rear axle, a secondary shaft serving as a drive shaft for the front axle, and an intermediate shaft applying a torque, a shifting unit being installed between the reduction gear-box and the power summation gearbox.

Abstract: An axle end arrangement includes a stator unit and a rotor unit, wherein the stator unit is configured to be fixed in a secured manner against rotation about a stub axle relative to an axle stub, wherein the rotor unit is configured to be fixed indirectly or directly on a hub, wherein the stator unit includes a coil arrangement in which, upon rotation of the rotor unit, a voltage is generated, wherein the rotor unit includes a maximum outer radius measured perpendicular to the stub axle, which outer radius is smaller than the smallest distance of a fastening region for a vehicle wheel on the hub from the stub axle.

Abstract: A power system for a hybrid vehicle includes a first planetary gear mechanism and a second planetary gear mechanism that cooperate with each other, wherein a first sun gear rotates with a first input shaft, a second sun gear and the first input shaft are independent from each other, the second sun gear achieve different movement states through a first brake, a second brake and a second clutch, to provide different transmission ratios, so that the power system is simple in structure, low in cost and more flexible in adaptability. Further, a second electric motor is connected with the first input shaft through a third planetary gear mechanism, can reduce the speed of the second electric motor through the planetary gear mechanism, and increase the torque, to effectively reduce the size of the second electric motor or improve the acceleration performance of the vehicle.

Abstract: An automatic transmission for a motor vehicle having an internal combustion engine includes at least two fixed gear ratios, a transmission shaft, a planetary gearbox, a shaft, two shift elements, and a variator. A first side of the variator can be coupled to the transmission shaft for torque transmission and a second side of the variator can be coupled to the planetary gearbox via the shaft in order to adjust the gear ratio.

Abstract: A hybrid system for a vehicle including a hybrid machine and a transmission arrangement that includes a first, a second and a third planetary gear set each including a sun gear, a planet carrier and a ring gear, the transmission arrangement further including five shift elements engageable in combinations of two to obtain six forward gear stages, wherein the ring gear of the first planetary gear set and the planet carrier of the second planetary gear set are operatively connected to each other, the ring gear of the second planetary gear set and the planet carrier of the third planetary gear set are operatively connected to each other, two planetary members of the third planetary gear set are selectively connectable to each other by a single one of the shift elements, wherein the hybrid machine and the ring gear of the first planetary gear set are connected to each other.

Abstract: Some embodiments of the present disclosure provide a hybrid coupling mechanism and a motor vehicle. The hybrid coupling mechanism includes a fuel driven mechanism, a single row planetary gear mechanism, a clutch, an intermediate connecting shaft structure, a compound planetary gear mechanism, a first electric driving mechanism, a second electric driving mechanism and a power output mechanism, wherein the fuel driven mechanism, the first electric driving mechanism and the second electric driving mechanism are connected for output by the single row planetary gear mechanism and the compound planetary gear mechanism, and finally, power output is carried out by the power output mechanism.

Abstract: The present invention provides a changeable linear speed reduction clutch, which is formed by connecting a changeable linear speed double-layer planetary gear train and a brake, and is transmission machinery with functions of both a speed reducer and a clutch. A planetary carrier of the changeable linear speed double-layer planetary gear train is used as an input end, one central gear as an output end, the other central gear as a braking end, and the braking end is directly connected to the brake; and the changeable linear speed double-layer planetary gear train adopts one of two types of planetary gear trains. The brake at least has two states, that is, braking and non-braking states, wherein the braking state of the brake is equivalent to an engaged state of the clutch, and the non-braking state of the brake is equivalent to a disengaged state of the clutch.

Abstract: A speed reducer capable of reliably reducing and changing speed while suppressing heat generation and abrasion includes: a plurality of gears rotatably supported on an output shaft; a shifter engageable with an engagement gear selected from the plurality of gears to couple the engagement gear to the output shaft; and a plurality of bushes disposed in an annular groove formed in the shifter to move the shifter to the engagement gear and thereby engage the shifter with the engagement gear; and a bush support supporting the plurality of bushes so as to allow them to swing individually.

Abstract: In the fuel cell vehicle provided with the motor and configured to drive the motor with power of at least one of the fuel cell 1 and the battery, the fuel cell having a DC voltage of less than 60 V is disposed in the rear portion of the vehicle and the battery is disposed in the front relative to the fuel cell.

Abstract: An electric axle assembly having dual motors and dual disconnects allowing for selectably disconnecting either one of the motors so that either motor may operate as the primary drive motor. Each of the dual motors is coupled to a layshaft, and each disconnect is positioned between a gear reduction at the output of the motor and a gear reduction connected to the layshaft. The layshaft is coupled to a differential via a clutch and gear set, the gear set providing a two-speed transmission for power delivered from the layshaft to the differential.

Abstract: A powertrain for a hybrid vehicle may include a complex planetary gear set including four rotation elements having first, second, third, and fourth rotation elements; a motor-generator fixedly connected to the first rotation element of the complex planetary gear set; a first brake configured to selectively connect the second rotation element of the complex planetary gear set to a transmission housing; an input shaft connected to an engine and configured to be selectively connectable to each of the first rotation element and the third rotation element of the complex planetary gear set; and an output shaft connected to the fourth rotation element of the complex planetary gear set.

Abstract: A drive unit is provided for hybrid vehicles capable of reducing electric power consumption during propulsion in an EV mode. The drive unit includes a first planetary gear unit to which an engine is connected, and a second planetary gear unit connected to a third rotary element of the first planetary gear unit. The drive unit includes a first engagement device that connects a first rotary element of the first planetary gear unit and a sixth rotary element of the second planetary gear unit, and a second engagement device that connects a fourth rotary element and the sixth rotary element of the second planetary gear unit.

Abstract: A liquid chromatography solvent pump includes at least one motor, a first piston, a second piston, and a continuously variable output drive system coupling the at least one motor to at least one of the first and second pistons. The first piston and the second piston are configured to deliver a flow of solvent in a liquid chromatography system.

Abstract: A drivetrain has a first speed path and a third speed path. The first speed path includes a one-way clutch that allows power transmission from the drive shaft toward the driven shaft but prevents power transmission in the opposite direction. The third speed path includes a one-way clutch that allows power transmission from the driven shaft toward the drive shaft but prevents power transmission in the opposite direction. The third speed path further includes a shift clutch member. This can provide a drivetrain capable of performing regenerative control to derive electricity appropriately from an electric motor and also capable of shifting gears smoothly.

Abstract: In order to be able to better control the movement of the movable part of the wind power plant during an adjustment, the drive axles are tensioned against each other prior to the adjustment by rotating at least one drive axle relative to the other drive axles, and the drive axles are rotated together in the same direction of rotation during the adjustment the drive axles while maintaining the tensioning of the drive axles by way of a position control, until the desired end position of the movable part is reached.

Abstract: A drivetrain architecture may include a first shaft for connection to a torque source, a first sun gear attached to the first shaft, a second sun gear attached to a second shaft, a first planet gear attached to a third shaft and in meshing engagement with the first sun gear, a second planet gear attached to the third shaft, a ring gear attached to a fourth shaft and in meshing engagement with the second planet gear, a planet carrier attached to a fifth shaft, the planet carrier supporting the third shaft, a sixth shaft for connection to a first motor generator, a seventh shaft for connection to a second motor generator, a first gear set connecting the second shaft and the sixth shaft, a second gear set connecting the fourth shaft and an eighth shaft and a third gear set connecting the fifth shaft and the seventh shaft.

Abstract: An axle assembly having a countershaft transmission. The countershaft transmission may operatively connect a rotor shaft of an electric motor to a drive pinion that may be rotatable about a drive pinion axis. The electric motor and the countershaft transmission may be positioned on opposite sides of a differential assembly.

Abstract: A bicycle drive unit is basically provided with an input rotational shaft, an output part, a transmission mechanism, an assist motor and a switching mechanism. The transmission mechanism has at least two shift stages, and is configured to change a speed of a rotational input that is input from the input rotational shaft and output this rotational input to the output part. The assist motor is coupled to a power transmission path from the input rotational shaft to the output part, and is driven according to a manual drive force. The switching mechanism is configured to switch a gear changing state of the transmission mechanism by using a rotational force of the assist motor.

Abstract: A hybrid power system includes a CVT, an internal combustion engine, an electric motor, a clutch, and a synchronization apparatus. The CVT has a CVT input shaft and a CVT output shaft. The internal combustion engine has an internal combustion engine output shaft and the electric motor has an electric motor shaft. The clutch is provided between the internal combustion engine and the CVT. The synchronization apparatus is provided between the internal combustion engine and the electric motor. The clutch and the synchronization apparatus can be adjusted to connect the internal combustion engine output shaft to the electric motor shaft via the CVT, and connect the internal combustion engine output shaft to the electric motor shaft without the CVT. In an example embodiment, the synchronization apparatus includes a first synchronizer between the internal combustion engine and the CVT, and a second synchronizer between the CVT and the electric motor.

Abstract: A method is provided to control a hybrid powertrain to achieve a desired engine speed in a combustion engine, said powertrain comprising: a gearbox with input and output shafts with the combustion engine connected to the input shaft; a first planetary gear connected to the input shaft and a first main shaft; a second planetary gear connected to the first planetary gear and a second main shaft; first and second electrical machines respectfully connected to the first and second planetary gears; first gear pair connected with the first main shaft; and second gear pair connected with the second main shaft.

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 first gear train that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a second carrier and a clutch engagement member. The electric powertrain further includes a sun gear in the form of a ring gear and planet gears in the form of a first output shaft. To provide a compact configuration, the first electric motor and the first gear train are sandwiched between the sun gear and the planet gears.

Abstract: A transmission arrangement for a hybrid vehicle includes a powershift transmission, a summing gear assembly, a first transmission input shaft, and a second transmission input shaft. The summing gear assembly is for transmitting a drive torque to a drive shaft. The first transmission input shaft is connectable to an electric machine to transmit a first drive torque from the electric machine directly to the summing gear assembly. The second transmission input shaft is connectable to an internal combustion engine to transmit a second drive torque from the internal combustion engine to the summing gear assembly via the powershift transmission.

Abstract: An electric actuator includes a motor including a rotor having a motor shaft extending along a central axis and a stator, a deceleration mechanism connected to the motor shaft, an output shaft, a bearing, and a deceleration mechanism case. The motor shaft includes an eccentric axis part with an eccentric axis as a center. The bearing is fitted on of the eccentric axis part. The deceleration mechanism includes an internal gear in a ring shape; an external gear connected to the eccentric axis part via the bearing and engaging with the internal gear; and an output flange part which transmits rotation of the external gear around the central axis to the output shaft. The deceleration mechanism case includes a plurality of gear supporting parts which support an end surface of the internal gear facing one axial-direction side and which are disposed in a circumferential direction with intervals from one another.

Abstract: A drive system (1) of a motor vehicle includes a first planetary gear set (2), a first electric machine (13) coupled to a ring gear (5) of the first planetary gear set (2) directly or indirectly via a second planetary gear set (3), and a second electric machine (14) coupled to a sun gear (4) of the first planetary gear set (2) directly via a third form-fit shift element (C) or indirectly via the second planetary gear set (3). The sun gear (4) of the first planetary gear set (2) is braked against the housing by engaging a first form-fit shift element (A). The sun gear (4) of the first planetary gear set (2) is coupleable to a carrier (6) of the first planetary gear set (2) via a second form-fit shift element (B) while providing a direct drive at the first planetary gear set (2).

Abstract: A hybrid transmission and a vehicle having the hybrid transmission. An engine, a generator, and a motor are coaxially arranged; a first planetary gear set is separately connected to a crankshaft of the engine and a rotor of the generator; a clutch comprises a first driving end connected to a planet carrier of the first planetary gear set and a second driving end connected to a ring gear of a second planetary gear set, wherein the first driving end and the second driving end are involved in engagement and disengagement; a rotor of the motor is connected to a sun gear axle of the second planetary gear set. When the motor performs driving, the clutch is disengaged from the engine and the generator to avoid a drag resistance of the engine.

Abstract: The present invention provides a power system for a hybrid vehicle, relating to the field of hybrid vehicles. The power system mainly includes an engine, a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, a first input shaft, a first clutch, a brake, and a second clutch. Since the second motor is connected to the first input shaft through the second planetary gear mechanism, the planetary gear mechanism can reduce the speed of the second motor and increase the torque to effectively reduce the size of the second motor or improve the acceleration performance of the vehicle. Since the first clutch between the first input shaft and the engine is disengaged when driven by the second motor, the drag resistance of the engine is reduced, and the fuel economy of the vehicle is improved.

Abstract: A powertrain for an electric vehicle includes: a planetary gear including a first rotating element, a second rotating element, and a third rotating element, where the first rotating element is connected to a first shaft, the second rotating element is connected to a second shaft, and the third rotating element is connected to a third shaft; a first motor selectively supplying power to the first shaft at two or more gear ratios; and a second motor selectively supplying power to the first shaft and the second shaft. The third shaft is fixedly disposed on a transmission housing, and any two shafts among the first, second and third shafts restrain each other.

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. To provide a compact configuration, the first electric motor and second electric motor are arranged in a longitudinal orientation with the drive shaft.

Abstract: A method and apparatus for delivering power to a hybrid vehicle is disclosed. The apparatus includes an apparatus for delivering power to a hybrid vehicle, the hybrid vehicle including a powertrain having a power take-off coupling, the powertrain including an engine and a transmission. The apparatus includes an electric motor operable to generate a torque, the motor being coupled to transmit a starting torque through the power take-off of the powertrain for starting the engine.

Abstract: A connection of an oil pump (1) to a hybrid transmission of a motor vehicle includes an electric machine (3) arranged axially parallel to a transmission input shaft (2). A drive of the oil pump (1) is connected in the operative connection between the transmission input shaft (2) and the electric machine (3) via an intermediate gear (5) of a spur gear drive or via a chain drive (10).

Abstract: A transmission system constructed in accordance to one example of the present disclosure includes an aftertreatment system and a controller. The transmission system is selectively coupled to an engine crankshaft of an internal combustion engine arranged on a vehicle. The aftertreatment system reduces emissions in an exhaust of the internal combustion engine. The controller operates in an aftertreatment heat-up mode such that the aftertreatment system is heated up to an elevated temperature and emissions are thereby reduced based on the elevated temperature. The controller operates in the aftertreatment heat-up mode when the internal combustion engine is operating at or below a brake mean effective pressure between three and four bar. The aftertreatment heat-up mode comprises increasing load on the internal combustion engine.

Abstract: A center-pivot irrigation system having mobile towers interconnected by spans actuatable about a center-pivot, constant speed motors for each of the mobile towers, and variable gear ratio transmissions each driven by one of the constant speed motors and each driving one of the mobile towers. The irrigation system may also include a control system sending command signals to the variable gear ratio transmissions, independently increasing or decreasing a speed of the mobile towers via the variable gear ratio transmissions. The irrigation system may also include a sensors for providing alignment information regarding the spans to the control system. The control system may independently command the transmissions to speed up or slow down one of the mobile towers relative to alignment information received from the sensors.

Abstract: A drive system for a vehicle includes a first planetary gear set, a second planetary gear set, a third planetary gear set, a first electromagnetic device coupled to the first planetary gear set, a second electromagnetic device coupled to the second planetary gear set, and an output shaft coupled to the first planetary gear set. The third planetary gear set includes a sun gear, a ring gear, planetary gears coupling the sun gear to the ring gear, and a carrier rotationally supporting the planetary gears. The ring gear is directly coupled to the first planetary gear set and the second planetary gear set. The sun gear is directly coupled to the second planetary gear set.