An electric four-wheel drive (E-4WD) system and control method for a motor vehicle includes four wheel motors. Each wheel motor is an electric motor configured to drive one respective wheel corresponding to the wheel motor. Each wheel motor includes a stator implemented on a suspension structure of the respective wheel and a rotor implemented on a semi-axle connected to the respective wheel to rotate together with the respective wheel relative to the stator. The wheel motors are configured to drive the wheels independently of each other.

A motorcycle includes an electric motor having an output shaft defining a motor axis, a rear wheel drivably coupled to the electric motor to propel the motorcycle, a swingarm rotatably supporting the rear wheel, and a frame. The frame includes a main frame member supporting the electric motor and the swingarm. A case of the electric motor is a stressed member of the frame between the main frame member and the swingarm. The swingarm is coupled to the case of the electric motor to define a swingarm pivot axis that is co-axial with the motor axis.

A powertrain (12) for a vehicle (10) is disclosed. The power-train (12) comprises: a combustion engine (24), (ii) a drivetrain (14) having a torque converter (32) with a first state of operation in which the input (34) of the torque converter (32) is locked to the output (36) of the torque converter (32) and a second sate of operation in which the input (34) of the torque converter (32) is not locked to the output (36) of the torque converter (32) for allowing slippage. The drivetrain also has a final drive (44) for supplying torque to the drive wheel (16) from the torque converter (32), wherein the final drive (44) is coupled to the torque converter (32) at a fixed gear ratio. The powertrain (12) further comprises: (iii) a first electric motor (28) configured to supply torque to the drivetrain (14) on the output-side of the torque converter (32).

A drive unit having a downsized brake device for applying a braking force to a drive wheel is provided. The drive unit comprises: a first brake device that applies braking torque to a first rotary member situated closer to a first motor than a first speed reducing device in a first torque transmitting route between the first motor and a first drive shaft; and a second brake device that applies braking torque to a second rotary member situated closer to a second motor than a second speed reducing device in a second torque transmitting route between the second motor and a second drive shaft.

The present invention relates to electric drivetrain kits for converting all-terrain vehicles into hybrid or electric vehicles. In exemplary embodiments, a conversion kit replaces an existing standard single motor and transmission drive system with a dual set-up including a motor for each rear wheel and a split transmission that houses two sets of gear reduction components in a single housing or an all-wheel configuration with two transmission sets (front and rear). Dual output shafts in each transmission set drive the wheels independently to provide the torque needed as required and demanded by each wheel. System electronics send signals to the motors and other components to manage the system and independently control each wheel.

A transmission unit includes: input shafts, each of the input shafts being provided with a shift driving gear thereon; output shafts, each of the output shafts being provided with a shift driven gear configured to mesh with a corresponding shift driving gear; a generator gear disposed on one of the output shafts; a motor power shaft; a first motor power shaft gear disposed on the motor power shaft and configured to rotate together with the generator gear; a second motor power shaft gear disposed on the motor power shaft and configured to rotate together with a shift driven gear; a reverse idler gear; and a reverse output gear configured to rotate together with a shift driving gear via the reverse idler gear. A power transmission system including the transmission unit and a vehicle including the power transmission system are also provided.

A powered wheel assembly for an auger assembly is provided. The wheel assembly comprises a power source support structure configured for attachment to the auger assembly and a power source for providing a rotational force to a weight-load supporting wheel of the auger assembly. Actuating the power source causes the weight-load supporting wheel of the auger assembly to rotate and displace the auger assembly when the power source support structure is attached to the auger assembly.

Vehicles are disclosed which have a lower center of gravity than existing all-terrain, amphibious, and unmanned ground vehicles due to the location of propulsion units and other vehicle components inside the wheels of the vehicle. The vehicles can climb over large obstacles yet are also able to corner at high speeds. The vehicles can be configured for direct manual operation or operation by remote control, and can also be configured for a wide variety of missions.

A method of stably driving an in-wheel motor vehicle having two drive motors mounted on an axle of the in-wheel motor vehicle between a left wheel and a right wheel of the in-wheel motor vehicle and configured to be drivable independently of each other for driving the left wheel and the right wheel respectively, may include detecting failure of one among the two drive motors or failure of one of two inverters electrically connected to and configured for driving the two drive motors, respectively; measuring each speed of the left wheel and the right wheel of the in-wheel motor vehicle and determining a speed difference between the speed of the left wheel and the speed of the right wheel; and controlling torque of a drive motor that operates normally among the two drive motors when the determined speed difference between the speed of the left wheel and the speed of the right wheel falls out of a preset range.

A power electronics arrangement has a power semiconductor module, with a contact spring, with a load connecting element and with a mounting device which is embodied as part of an electrically operated vehicle. The power semiconductor module has a load connection element which preferably projects outwards from the interior of the power semiconductor module, and preferably has there a first external contact face for external connection, and the load-connecting element has a second contact face. An electrically conductive pressure contact connection is embodied between the first contact face and the second contact face by a contact spring, wherein the pressure on the contact spring which is necessary for this is implemented by connecting the power semiconductor module in a frictionally locking fashion to the mounting device.