A vehicle that utilizes a counter-rotating electric motor to generate at least a portion of its propulsive force that includes the vehicle with front and rear wheels, the counter-rotating motor with two oppositely rotating components linked to two drive shafts that are coupled to the wheels in a common rotational direction, a component for reversible stopping the rotation of at least one rotating component while permitting the drive shafts to rotate, a power source linked to the motor, and a controller that controls both the speed of the vehicle and the reversible stopping component to switch between a first operational mode for slower vehicle speeds and a second operational mode for higher vehicle speeds, thereby increasing the overall electrical efficiency for operating the vehicle.

A drive axle of a vehicle includes an electric motor having an output shaft. At least one of a gear and a planetary gear set is operably connected to the output shaft of the electric motor. The at least one of the gear and the planetary gear set is operably connected to a differential configured to transfer torque to two axle half shafts of the vehicle. At least one clutch configured to facilitate a plurality of gear ratios between the electric motor and the differential.

A transmission system suitable for operation with a drive machine includes an input shaft for a drive power, at least one output shaft for outputting drive power, a power-split transmission section having at least one variable transmission branch and a mechanical transmission branch, a manual transmission, a transmission system controller, and at least one first and second electric machine for generator and motor operation. The electric machines are electrically connected to one another. The drive power is divided up and conducted by the mechanical and variable transmission branch. An input-coupled, magnetically electric epicyclic gear stage brings together the variable transmission branch and mechanical transmission branch, and is activated by the second electric machine such that the output shaft of the transmission system rotates counter to a direction of rotation at the input shaft to provide a forward and reverse operation of the transmission system.

Methods and systems for an electric drive axle of a vehicle are provided. An electric drive axle system includes, in one example, a gear train configured to rotationally attach to an electric motor-generator. The gear train includes an output shaft rotationally coupled to a first planetary gear assembly axially offset from an input shaft rotationally coupled to the electric motor-generator, the first planetary gear assembly configured to removably couple to a differential arranged co-axial with an axle.

Methods and systems are provided for controlling a multi-axle assembly in a vehicle. The multi-axle assembly may be operated according to a requested mode, where the mode includes providing torque at one, two, or no axles of the multi-axle assembly, and the requested mode may be selected based on vehicle speed. In this way, operation of the multi-axle assembly may be adjusted according to a fuel efficiency of the vehicle while the vehicle is in motion.

The present document relates to an electric drive axle comprising an electric motor, a first planetary gear set, a second planetary gear set, and a differential assembly. The electric motor is drivingly connected or drivingly connectable to the differential assembly via the first planetary gear set and via the second planetary gear set.

An electric axle assembly includes an electric motor having an output shaft. A two stage gear train is coupled with the output shaft. The two stage gear train includes two reduction gears which provide different gear ratios. A differential is provided. A hollow differential input shaft is splined with the differential wherein the hollow input shaft supports driven gears that rotate independently relative to the hollow differential input shaft. A sliding dog clutch is splined to the hollow differential input shaft selectively engaging the driven gears or maintaining a neutral position wherein the electric motor and gear train are disconnected from the differential.

An electric vehicle may include a frame, a set of wheels, and an electric propulsion system comprising an electric motor and a primary battery assembly including a first battery pack that powers the electric motor. The vehicle may also include an auxiliary battery pack configured to power the electric motor when the primary battery assembly is disconnected from the electric motor. The primary battery assembly may be non-destructively removable from the frame. In addition, the auxiliary battery pack may be fixedly attached to the frame.

A moving body drive unit has an electric motor that is located inside the case and has a motor shaft extending in a first direction, a gear shaft that is located, inside the case, parallel to the motor shaft so as to extend in the first direction and has a bevel gear formed thereon, an intermediate gear mechanism that transmits power from the motor shaft to the gear shaft, and a differential gear device that is located inside the case and has a ring gear that meshes with the bevel gear to transmit power from the gear shaft to two output shafts extending in a second direction. The motor shaft and the gear shaft are arranged at different positions in both the second direction and in a third direction that is orthogonal to both the first direction and the second direction.

A single drive axle brake includes: a differential unit (300) for separating and transferring the driving power received from the motor (100) to both sides; a differential gear unit (340) for distributing and transferring the driving power transferred from the motor to the wheels disposed on both sides; and a brake unit (360) for restricting the differential gear unit (340). Differential side gears (344, 345) geared with a differential pinion gear are disposed inside a differential gear case (347) coupled with a crown wheel (341) of the differential unit, and the brake unit (360) includes a main brake (380) for restricting and stopping the differential gear case (347), and a subsidiary brake (390) for stopping the rotation of the power shaft (349).