A transfer input shaft 51 of a transfer device 5 of a power transmission system PT has a first connection hole 51a that extends in a rotational axis direction from an end face on the side of a transfer input gear 55 that meshes with a final driven gear 42, and that connects the inside of a transmission case 61 and the inside of a transfer case 53. The transmission case 61 has a rib 62 that receives lubricating fluid scraped up by a final driven gear 42, and guides it toward the first connection hole 51a, in a position facing the end face of the transfer input shaft 51.

A vehicle power unit includes: an electric motor; an input shaft to which power of the electric motor is input; an intermediate shaft to which the power from the input shaft is transmitted; a drive shaft which is disposed parallel to the intermediate shaft, to which the power from the intermediate shaft is transmitted via a differential mechanism unit, and which transmits the power to drive wheels; a speed changer mechanism unit disposed on a power transmission path and including gear pairs, a switching unit, and a one-way clutch; and a control unit which selects main control in which the switching unit is instructed to be disposed at a neutral position or a position where the switching unit engages with the gear pair, or auxiliary control in which the switching unit is instructed to be forcedly disposed at a position where the switching unit engages with the gear pair.

A vehicle power unit includes: an electric motor; an input shaft to which power of the electric motor is input; an intermediate shaft to which the power from the input shaft is transmitted; a drive shaft which is disposed parallel to the intermediate shaft, to which the power from the intermediate shaft is transmitted via a differential mechanism unit, and which transmits the power to drive wheels; a speed changer mechanism unit disposed on a power transmission path and including gear pairs, a switching unit, and a one-way clutch; and a control unit which instructs the switching unit to be disposed at a neutral position when the power is transmitted via the one-way clutch and at a position at which the switching unit engages with the gear pair when the power bypasses the one-way clutch and is transmitted.

A motor vehicle includes a motor and a transmission including a drive shaft driven by the motor and connecting the motor to the transmission, a first output shaft extending along the vehicle longitudinal axis in the one direction, which first output shaft is connected to a wheel axle by a first differential, and a second output shaft extending along the vehicle longitudinal axis in the opposite direction, which second output shaft is connected to a second wheel axle by a second differential, characterized in that the drive shaft is disposed in the longitudinal axis of the motor vehicle and the first and the second output shaft are disposed on opposing sides relative to the longitudinal axis of the motor vehicle with identical spacing with respect to the longitudinal axis of the motor vehicle.

A mobile device includes a body, a motor, a transmission assembly and two driven components. The motor and the transmission assembly are disposed at the body. The transmission assembly includes a differential, two shafts and two stoppers. The differential is coupled to the motor. The two shafts are respectively coupled to the two opposite sides of the differential. The two stoppers are respectively disposed corresponding to the two shafts. The two driven components are respectively connected to the two shafts. When one of the two shafts is locked by the corresponding stopper, the motor may still drive the other shaft and the driven component connected thereto to rotate relative to the body through the differential. A transmission assembly is also provided.

A number of variations may include a product comprising an electrical machine operatively connected to a driveline module comprising a gear train having a fixed gear ratio, a first planetary gear set having multiple gear ratios operatively connected to the gear train, a second planetary gear set having a fixed gear ratio operatively connected to the first planetary gear set, and a synchronizer, wherein the synchronizer is operatively connected to the first planetary gear set and is positioned between the first and second planetary gear set; a differential operatively connected to the second planetary gear set; wherein the electrical machine selectively transmits power to the differential through the gear train, the first planetary gear set, the synchronizer, and the second planetary gear set, and wherein the synchronizer is constructed and arranged to shift the driveline module into a high range mode, a low range mode, and a neutral mode.

A damping system includes a flywheel motor device, a generator device, a flywheel power storage device and a power coupler device. When mechanical power generated by the flywheel motor device increases or remains constant, the power coupler device couples the mechanical power generated by the flywheel motor device to the generator device and the flywheel power storage device. When mechanical power generated by the flywheel motor device decreases, the power coupler device couples the mechanical power generated by the flywheel motor device and mechanical power outputted by the flywheel power storage device to the generator device.

A geared transmission unit in which a range of a speed ratio is widened without increasing a size of the transmission unit. The geared transmission unit comprises: a first sun gear fixed to a stationary member; a second sun gear arranged coaxially with the first sun gear while being connected to the second shaft; a first pinion gear meshing with the first sun gear; a second pinion gear meshing with the first pinion gear; a third pinion gear rotated integrally with the second pinion gear; a fourth pinion gear meshing with the third pinion gear; a fifth pinion gear rotated integrally with the fourth pinion gear; and a carrier coupled to the first shaft while rotatably supporting the pinion gears.

An electric axle assembly is disclosed. The electric axle assembly includes a common housing with an electric motor, a continuously variable transmission, and a planetary differential. The electric motor includes an output shaft and the continuously variable transmission is connected to the output shaft. The continuously variable transmission includes a drive shaft configured to be variably driven by the output shaft. The planetary differential is connected to the drive shaft, and the planetary differential includes a carrier configured to be driven by the drive shaft and dual sun gears configured to be driven by the carrier. Wheel axles are in independent driving engagement with a respective one of the dual sun gears.

The disclosure relates to the technical field of electric drive assemblies, and in particular provides an electric drive assembly for an electric vehicle, and an electric vehicle. The disclosure provides an electric drive assembly composed of an input shaft integrated with an electric motor rotor and a gearbox first-stage driving gear, three intermediate shafts each integrated with a gearbox first-stage driven gear and a second-stage driving gear, and a differential integrated with a second-stage driven gear. The three intermediate shafts are evenly disposed around the input shaft. The power of the electric motor is transmitted from the first-stage driving gear to the second-stage driven gear on the differential evenly through the three intermediate shafts. The structure has a small size, a light weight, and a large ability to transmit loads, thereby avoiding the problem of poor manufacturing precision of the planetary gear and the ring gear used in the traditional coaxial electric drive assembly structure, and providing a better NVH performance.