A power train for a vehicle, the power train includes: a motor including a rotatable shaft; a reducer coupled to the motor; a gear train disposed at least partially inside the reducer, to transmit rotational force generated by the motor; and a wheel rotatable by receiving power from the reducer or by transmitting power generated by its rotation to the reducer, wherein the gear train is configured to transmit power from the motor to the reducer or to transmit power from the reducer to the motor based upon comparison of a rotational angular velocity of the rotatable shaft and a rotational angular velocity of the reducer.

A power feed control system includes: a first drive unit configured to include a first electrically driven device, a first inverter, a first fuel battery system, and a first voltage converter; a second drive unit configured to include a second electrically driven device, a second inverter, a second fuel battery system, and a second voltage converter; a common battery; and a control unit configured to perform control of the first inverter or/and the first voltage converter such that each current value of the first inverter and the first fuel battery system achieves a target value of a first current value that is determined on the basis of the first current value flowing between the first drive unit and the battery and a second current value flowing between the second drive unit and the battery and perform control of the second inverter or/and the second voltage converter such that each current value of the second inverter and the second fuel battery system achieves a target value of the second current value that is determined on the basis of the first current value flowing between the first drive unit and the battery and the second current value flowing between the second drive unit and the battery.

Some embodiments are directed to a drive configuration for a skid-steered vehicle that has a pair of traction motors for rotationally driving opposite outputs of the drive configuration. The traction motors are operatively connected to the outputs via respective gearing arrangements for selectively varying gear reduction between each of the traction motors and the corresponding output. The drive configuration also has a steer differential in a torque connection with the first and second outputs of the drive configuration. The drive configuration additional has a steer motor operatively connected to the steer differential for selectively varying the rotational speed of the first and second outputs in use. Also, the traction and steer motors define a volume in which the gearing arrangements and steering differential are at least partially located.

A main body frame (100) for an electric motorcycle comprises a front fork support member (101) with a front fork through hole for loading a pivot stem of a front fork (200), the front fork through hole has a pivotal axis arranged in a central plane (P) of the main body frame; the main body frame further comprises a right and a left frame part (102, 105) arranged on opposite sides of the central plane of the main body frame, each having an elongated shape and being formed of an upper part (102a, 102b) and a lower part (102c, 102d), respectively at different sides of an elongation direction changing portion (102e), a first buffer member (120) attached, at opposite sides thereof, to the right and the left frame part, and crossing the central plane. wherein starting from the respective elongation direction changing portions thereof. the upper parts of the left and the right frame part extend inwardly towards the central plane so as to embrace the front fork support member, and are attached to opposite sides of the front fork support member, and a largest width (a7) of the main body frame in a width direction (Z) perpendicular to the central plane is 10 cm or more and 30 cm or less.

A cradle assembly for housing and supporting a motor and a gearbox of an electric axle assembly. The cradle assembly has generally an “open air” design which provides a space for a motor and/or gearbox to be positioned within a pre-assembled cradle assembly and allows for easy access to the motor and gearbox for maintenance. The cradle assembly includes two end caps, a plurality of tube portions connecting the end caps and a plurality of motor mounts for supporting the motor and gearbox.

A suspension element includes a housing, a first joint, and a second joint. The housing is configured to couple a tractive element assembly to a vehicle. The housing has a first end configured to engage a portion of the vehicle and a second end configured to interface with the tractive element assembly. The first joint includes a first actuator and a first resilient member. The first actuator is configured to facilitate linear extension and retraction of the suspension element. The second joint includes a second actuator and a second resilient member. The second actuator is configured to facilitate rotational movement of the suspension element. The first resilient member and the second resilient member are configured to support a static load of the vehicle.

An axle drive unit may be employed by an electrically-driven motor vehicle having at least one drive axle. The axle drive unit may have at least one electric motor for generating a drive torque and at least one gearing (or transmission) for transmitting the drive torque to the drive axle. The electric motor and the gearing may form a structural unit. In short, the axle drive unit allows a drive train of a motor vehicle to have the simplest, weight-saving construction possible. Power electronics and an inductive charging receiver for a battery system may be integrated into the structural unit. The power electronics may be electrically connected to the inductive charging receiver and may be tuned to rectify an alternating voltage that can be induced in the inductive charging receiver.

A universal wheel driving system includes a sun gear provided to receive power from a power source mounted in a vehicle body, a ring gear to which a wheel is concentrically connected, a gear train engaged to the sun gear and the ring gear and configured to transfer the power between the sun gear and the ring gear while allowing relative motion between the rotation shafts of the sun gear and the ring gear, a carrier supporting a final pinion of the gear train and gear-meshing with the ring gear so that a position of the rotation shaft of the final pinion remains unchanged with respect to a position of the rotation shaft of the ring gear, and a suspension portion provided to support the carrier against the sun gear so that the ring gear and the carrier move up and down with respect to the vehicle body.

A drivetrain for an agricultural vehicle includes a rear axle, and a front axle, a first electric drive unit, and a transmission. The transmission has a first output shaft connected to the rear axle. The drivetrain includes a front axle drive unit having a second output shaft. The first output shaft is connected to the second output shaft. The first electric drive unit is connected to the second output shaft. A torque can be introduced into the second output shaft by the first electric drive unit. The torque can be transmitted from the second output shaft via the transmission to the rear axle such that the rear axle can be driven by the first electric drive unit.