A transmission arrangement for an at least partially electrically driven vehicle includes a first electric machine defining a first central longitudinal axis and having a first gear stage and a second gear stage. The arrangement further includes a second electric machine defining a second longitudinal axis and having a first gear stage and a second gear stage. Further, the arrangement includes a transmission housing, with the first and second electric machines being arranged in the transmission housing. Additionally, the arrangement includes a differential drivingly connected to the second gear stages of the first and second electric machines. The first and second central longitudinal axes are axially parallel to each other on a circular path, the circular path being perpendicular to an output axis.

A transmission arrangement for an at least partially electrically driven vehicle includes a first electric machine defining a first central longitudinal axis and having a first gear stage and a second gear stage. The arrangement further includes a second electric machine defining a second longitudinal axis and having a first gear stage and a second gear stage. Further, the arrangement includes a transmission housing, with the first and second electric machines being arranged in the transmission housing. Additionally, the arrangement includes a differential drivingly connected to the second gear stages of the first and second electric machines. The first and second central longitudinal axes are axially parallel to each other on a circular path, the circular path being perpendicular to an output axis.

An engine variable compression ratio arrangement can be equipped in an internal combustion engine. The engine variable compression ratio arrangement includes a planetary gear set. The planetary gear set receives rotational drive input from an engine crankshaft, and the planetary gear set transmits rotational drive output to an eccentric shaft. The rotational position of the eccentric shaft is shifted relative to the rotational position of the engine crankshaft by way of the planetary gear set. This shifting varies the compression ratio of the internal combustion engine.

A relieving portion is formed between a first external tooth portion and a second external tooth portion in the external teeth of a flexible externally toothed gear of a flat strain wave gearing. The length L1 of the relieving portion in the tooth trace direction is within the range of 0.1 to 0.5 of the tooth width L of the external teeth. The maximum relieving amount t from the tooth top land of an external tooth in the relieving portion is 3.310.sup.4<t/PCD<6.310.sup.4 where the PCT is defined as the pitch circle diameter of the external teeth. The tooth face load distribution of the external tooth in the tooth trace direction can be equalized, and a flat strain wave gearing having a high transmitted-load capacity can be achieved.

A transmission comprising at least one rim 1 and at least one wheel 2. An outside surface of the wheel 2 is adapted to engage with an inside surface of the rim 1. The wheel 2 is rotatable about a first axis B and the rim 2 is rotatable about a second axis A. The second axis A is at a distance from the first axis B. The inside surface of the rim 1 has a cyclic polygonal shape with an angle between each adjoining side 4 of the polygon being greater than 90?. The outer surface of the wheel 2 has a cyclic polygonal shape with an angle between each adjoining side 6 of the polygon being greater than 90?. Each side 6 of the wheel 2 engaging with a side 4 of the rim 1 of equal length during rotation of said transmission.

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.

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.

A transmission includes an input shaft, an output shaft, and a transmission device, the transmission device including a ring gear, an input member, a gear shifting slider, and an output gear.

A transmission includes an input shaft, an output shaft, and a transmission device, the transmission device including a ring gear, an input member, a gear shifting slider, and an output gear.

A housing (02) with a cylindrical inner housing wall (21) that is disposed concentrically about a cylinder axis (20) and is provided with an inner set of teeth (22). It further includes an input shaft (03), supported rotatably about the cylinder axis (20), having at least two eccentric portions (31) of identical eccentricity (32) that are disposed rotationally about the longitudinal axis (30) of the input shaft (03). Moreover, it includes an output shaft (04), supported rotatably about the cylinder axis (20), and the longitudinal axes (30, 40) of the input shaft (03) and output shaft (04) coincide with the cylinder axis (20). Furthermore, it includes at least two cycloid disks (05, 06, 07), of which each cycloid disk (05, 06, 07) is disposed rotatably about its own central rotary axis (50, 60, 70) on an eccentric portion (31) and has an outer set of teeth (51, 61, 71), meshing with the inner set of teeth (22)/ The rotary axis (50, 60, 70) of each cycloid disk (05, 06, 07) is offset by the eccentricity (32) to the cylinder axis (20), and the diameter of the cycloid disks (05, 06, 07) is dimensioned such that their outer set of teeth (51, 61, 71) in one direction comes to mesh with the inner set of teeth (22), in which direction the eccentric portion (31), on which a cycloid disk (05, 06, 07) is disposed, is pointing at the moment. Conversely, in the opposite direction, the outer set of teeth (51, 61, 71) is free of an engagement with the inner set of teeth (22), and the cycloid disks (05, 06, 07) each have reference faces (53, 63). Additionally, it includes at least one output device (08), supported rotatably about the cylinder axis (20), which output device is operatively connected to at least one cycloid disk (05, 06, 07) such that the motions of one or more cycloid disks (05, 06, 07), as they roll in the housing (02), are converted into a rotary motion of the output shaft (04). The cycloid gear (01) is distinguished by an even-numbered gear ratio i. The outer sets of teeth (51, 61, 71) of the cycloid disks (05, 06, 07) each have an even number of teeth. The inner set of teeth (22) of the housing (02) has a number of teeth N+Z or NZ that is higher or lower than a (whole) number Z.