A method for operating a transmission device, in which a requested value of an output torque of the transmission device is input and a first control signal for controlling a first actuator and a second control signal for controlling a second actuator of the transmission device is determined according to the requested value. The control signals bring about input torques which, according to the requested value of the output torque, on the output side of the output shaft, cause moments with different signs and with different absolute values that are different from zero, or moments with the same signs and with the same absolute values that are different from zero.

The invention relates to a worm drive comprising a worm shaft and a first receiving unit. The worm shaft is rotatably mounted in the first receiving unit. Furthermore, the worm drive comprises a worm wheel and a second receiving unit. The worm wheel is rotatably mounted in the second receiving unit. The first receiving unit is arranged on the second receiving unit and the rotatably mounted worm shaft is in contact with the worm wheel of the second receiving unit in order to transmit a torque. Furthermore, the worm drive comprises guide pins for detachably connecting the first receiving unit to the second receiving unit. More particularly, the first receiving unit receives at least part of the guide pins and the second receiving unit is connected to one of the guide pins, preferably to a first end of the guide pin. A spring element is arranged on a second end of the guide pin between the first receiving unit and a fastening means.

Object: To provide a planetary gear mechanism with a free-wheel mechanism that can prevent seizing of a thrust plate and can increase the degree of freedom in setting of a gear ratio. Means to Solve the Problem: A planetary gear mechanism 100 is a planetary gear mechanism with a free-wheel mechanism for reducing the output of a hydraulic motor 104 and transmitting the reduced output. The planetary gear mechanism 100 includes: a housing 108 configured to be decelerated and rotated; a cover 128 that seals an end surface 126 of the housing; a sun shaft 132 configured to be splined to a motor shaft 106 of the hydraulic motor; a first sun gear 142 formed in one piece with the sun shaft; a first planetary gear 144 meshed with the first sun gear; a carrier 146 that supports a shaft 148 of the first planetary gear; a thrust plate 160 that is disposed toward the cover relative to the first planetary gear, and is configured to restrict a movement of the carrier; a hole 164 that is formed in the thrust plate and through which the first sun gear can be passed; a maintenance hole 166 that is formed in the cover and through which the first sun gear can be passed; and a plug 162 configured to close the maintenance hole.

A geartrain assembly includes a first gear, a second gear, and a third gear. A linkage connects the first gear and the second gear, and defines an assembly location of the third gear to connect the third gear to the first and second gears in a manner that minimizes a backlash in the geartrain assembly.

A geartrain assembly includes a first gear, a second gear, and a third gear. A linkage connects the first gear and the second gear, and defines an assembly location of the third gear to connect the third gear to the first and second gears in a manner that minimizes a backlash in the geartrain assembly.

A backlash-free double row roller cam transmission mechanism includes two passive wheels, two sets of rollers respectively pivotally arranged on the circular peripheral edges of the passive wheels, and a transmission camshaft with two opposite sides of a spiral protrusion respectively abutted against the two sets of rollers. Use the principle of oblique wedge adjustment to generate the reverse thrust of the rollers, thereby eliminating the backlash between the rollers and the spiral protrusion. All rollers can abut against the entire spiral protrusion to increase the structural rigidity and transmission load and prolong the service life. The design is conducive to achieving the cam self-locking function.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A power take off unit includes an input gear, an output gear, and an intermediary gear that cooperate to transfer power from a rotational power source to an operating target. The power take off unit has a control module that biases the intermediary gear relative to the input gear and the output gear to reduce gear rattle vibrations associated with intermeshed tooth looseness.

A power take off unit includes an input gear, an output gear, and an intermediary gear that cooperate to transfer power from a rotational power source to an operating target. The power take off unit has a control module that biases the intermediary gear relative to the input gear and the output gear to reduce gear rattle vibrations associated with intermeshed tooth looseness.

A starting protector for an all-terrain vehicle is provided and includes a shaft, a driven wheel fitted over the shaft and comprising a tooth portion, a sleeving portion and a locking portion, and the tooth portion being configured to be connected with an engine; a driving wheel fitted over the sleeving portion, one side of the driving wheel being attached to the tooth portion, and the driving wheel being configured to be connected with a starting motor; a friction piece fitted over the sleeving portion and being in synchronous rotation with the sleeving portion, the friction piece being attached to the other side of the driving wheel, and when starting torque of the engine exceeds a preset value, the driving wheel and the friction piece slipping relatively; and a compressing assembly fitted over the sleeving portion and the locking portion to compress the friction piece and the driving wheel.