The invention discloses a novel power transmission structure suitable for all-terrain karts, comprising a first sprocket support frame, the upper part of the first sprocket support frame is provided with an upper bearing chock of the support frame, and the lower part is provided with a lower bearing chock of the support frame, the engine end output shaft of the engine is connected to the upper bearing chock of the support frame through a suitable coupling and bearing, the engine end output shaft is equipped with a first sprocket and chain mechanism, and the sprocket of the first sprocket and chain mechanism is installed on the sprocket bearing chock. Compared with the prior art, the invention has the advantages that the overall structure is simple and practical, and the power output from the engine is efficiently transmitted to the rear drive axle, so that the vehicle can better adapt to off-road driving, the engine can also be installed on the frame and separated from the drive axle, which reduces the unsprung mass and improves the comfort of the driver and passengers, greatly improves the power transmission efficiency of the kart, and reduces a large amount of costs invested in the early stage and maintenance cost in the later stage, it has good applicability and is easy to promote.

A single-wheel drive component for a motor vehicle, having a drive assembly and a wheel carrier, on which a wheel hub, which can be driven by the drive assembly, is rotatably mounted by a wheel bearing. At least one assembly support for mounting the drive assembly on a body of the motor vehicle originates from the drive assembly. It is provided in this case that an assembly bearing for elastic mounting of the drive assembly on the body is arranged on the assembly support. At least one control arm is articulated on the wheel bearing on one side and on the assembly support on the other side, in order to mount the wheel carrier.

A work vehicle includes a main body frame and left and right axle drive devices that drive left and right rear wheels. The axle drive devices include left and right electric motors that are housed and fixed in a motor housing that is fixed to the main body frame and left and right gear mechanisms that are housed in gear housings that are fixed to left and right ends of the motor housing and are connected to the respective electric motors to transmit power. A motor shaft of each of the electric motors rotates the corresponding wheel via the corresponding axle-integrated rotating member including the axle. The motor shaft is also arranged to overlap, along the axial direction, with an inner portion of a circumscribing circle of a maximum outer diameter portion of the corresponding axle-integrated rotating member.

A drivetrain system includes a first drive gear driven by a first motor and a second drive gear driven by a second motor. The first drive gear and the second drive gear are arranged along the axis. The first drive gear includes a first extension and the second drive gear includes a second extension arranged radially within and axially overlapping the first extension. The drivetrain system includes a system of bearings arranged between the first drive gear and the second drive gear, either drive gear and a stationary component, or a combination thereof. In some embodiments, the drivetrain system includes a clutch assembly arranged between the first drive gear and the second drive gear that interfaces to the first drive gear and to the second drive gear. The clutch assembly allows the drive gears to be locked or otherwise engaged to improve torque transfer.

A vehicle drive device uses a parallel shaft gear reducer (30) in which a gear is composed of helical gear, as a speed reducer part (B) that decelerates and outputs a rotation of an electric motor part (A). In the vehicle drive device, of meshing parts of the gears formed in the speed reducer part (B), two gears form a meshing part in which the amount of misalignment that occurs between the tooth surfaces of the two gears meshing with each other is different during driving and during coasting of a vehicle. A first tooth surface (S1) meshing with a mating tooth surface during driving is subjected to tooth surface modification, and a second tooth surface (S2) meshing with a mating tooth surface during coasting is subjected to tooth surface modification of an amount different from an amount of the tooth surface modification to the first tooth surface (S1).

A power transmission device for a commercial vehicle having an electric axle, may include a first differential ring gear fixedly mounted on a first rear-wheel driveshaft; a second differential ring gear mounted on a second rear-wheel driveshaft; a propeller shaft, with a first differential drive gear engaged with the first differential ring gear being connected to a front-end portion of the propeller shaft and a second differential drive gear engaged with the second differential ring gear being connected to a rear end portion thereof; a reducer connected to the first differential ring gear or the propeller shaft; and a motor, an output shaft of the motor being connected to an input gear of the reducer.

A power assembly and a vehicle. The power assembly includes a housing, and a first drive motor, a first speed reducer, a first oil path, a second drive motor, a second speed reducer, a second oil path, and a third oil path that are located inside the housing. The power assembly further includes a first oil pump and a second oil pump. The housing is provided with an oil pan. The first drive motor includes a first stator and a first rotor. The second drive motor includes a second stator and a second rotor. Both the first oil pump and the second oil pump are connected to the oil pan. The power assembly simplifies the oil paths in the housing and improve an integration level.

An in-wheel motor unit coupling structure includes an in-wheel motor unit and a shock absorber. The in-wheel motor unit is disposed inside a wheel of a vehicle. The in-wheel motor unit is configured to support the wheel such that the wheel is rotatable. The in-wheel motor unit includes an electric motor that serves as a rotational driving source of the wheel. The shock absorber is coupled to the in-wheel motor unit. The shock absorber is a component of a vehicle suspension. A lower end portion of the shock absorber is fastened to a vehicle center side, in a vehicle width direction, of a motor part so as to be pressed against the motor part outward from the vehicle in the vehicle width direction. The motor part is a part in which the electric motor of the in-wheel motor unit is built.

A power transmission apparatus may include a first motor-generator including a first stator fixed to a first housing, and a first rotor; a second motor-generator including a second stator fixed to a second housing and a second rotor; a first planetary gear set including first and third rotation elements connected to the first rotor and a first wheel, respectively, and a third rotation element; a second planetary gear set including fourth, fifth and sixth rotation elements connected to the second rotor, a second wheel, and the third rotation element, respectively; a first clutch selectively locking up the first planetary gear set by selectively connecting two out of the first to third rotation elements; a second clutch selectively locking up the second planetary gear set by selectively connecting two of the fourth to sixth rotation elements; and a brake selectively fixing the third and sixth rotation elements to a third housing.

The drivetrain system includes an I shield, two motors, two A-shields, and a gearset. Each A-shield is affixed to a respective one of the two motors, and each A-shield is also affixed to the I-shield. The gearset includes a motor shaft of one of the motors and a motor gear affixed to the motor shaft. Three motor bearings are arranged co-linearly and coupled to the motor shaft. The gearset also includes an intermediate shaft and a wheel gear affixed to the intermediate shaft and engaged with the first motor gear. A pinion gear is also affixed to the intermediate shaft. Two intermediate bearings are arranged co-linearly and coupled to the intermediate shaft. The gearset also includes a drive shaft and a drive gear affixed to the drive shaft and engaged with the first pinion gear. The motor shaft, intermediate shaft and drive shaft form a shaft angle that may allow compactness.