The present invention comprises: a synchronization start determination unit 110 for determining a synchronization start of a synchronization device 70; a half-clutch determination unit 130 for determining whether a clutch device 20 is in a half-clutch state where the clutch device has not been switched from a connection state to a disconnection state; and a damage determination unit 140 which, when the synchronization start determination unit 110 has determined the synchronization start and if the half-cutch determination unit 130 has determined a half-clutch state, determines that damage is applied to the synchronization device 70 caused by the differential rotation between the power transmitted from a driving force source 10 side via the clutch device 20 and the power transmitted from a driving wheels 16L, 16R side.

The present invention comprises: a synchronization start determination unit 110 for determining a synchronization start of a synchronization device 70; a half-clutch determination unit 130 for determining whether a clutch device 20 is in a half-clutch state where the clutch device has not been switched from a connection state to a disconnection state; and a damage determination unit 140 which, when the synchronization start determination unit 110 has determined the synchronization start and if the half-cutch determination unit 130 has determined a half-clutch state, determines that damage is applied to the synchronization device 70 caused by the differential rotation between the power transmitted from a driving force source 10 side via the clutch device 20 and the power transmitted from a driving wheels 16L, 16R side.

This application provides a gear shifting mechanism, a gearbox, and a powertrain. The gear shifting mechanism includes a gear, a gear hub, a one-way clutch, and a sliding apparatus. The gear has a first convex wall and a second convex wall that are disposed around a shaft hole. A first toothed structure is disposed at an end of the first convex wall, and a diameter of the second convex wall is less than that of the first convex wall. The gear hub is sleeved on the second convex wall. The one-way clutch is disposed between the gear hub and the second convex wall. The sliding apparatus is sleeved on the gear hub, and the sliding apparatus is capable of sliding in a direction toward or away from the gear. The gear shifting mechanism can improve stability for transmitting a gear shifting power, thereby improving driving performance of an electric vehicle.

This application provides a gear shifting mechanism, a gearbox, and a powertrain. The gear shifting mechanism includes a gear, a gear hub, a one-way clutch, and a sliding apparatus. The gear has a first convex wall and a second convex wall that are disposed around a shaft hole. A first toothed structure is disposed at an end of the first convex wall, and a diameter of the second convex wall is less than that of the first convex wall. The gear hub is sleeved on the second convex wall. The one-way clutch is disposed between the gear hub and the second convex wall. The sliding apparatus is sleeved on the gear hub, and the sliding apparatus is capable of sliding in a direction toward or away from the gear. The gear shifting mechanism can improve stability for transmitting a gear shifting power, thereby improving driving performance of an electric vehicle.

A lay-shaft assembly for use in a vehicle transmission includes a clutching mechanism with a synchronization assembly arranged for synchronizing rotation of a driven gearwheel with a first gearwheel or a second gearwheel. The first and second gearwheels extend adjacently with respect to each other along the central axis, and the synchronizing assembly is positioned between adjacent respective outer circumferential surfaces of the adjacent first and second gearwheels and the sleeve. A ring-shaped biasing means support and a complementary biasing means insert for placing onto the ring shaped biasing means support.

A coupling system for a torque transmission device of a motor vehicle includes a sliding sleeve. An actuator including a mobile member movable between a rest position and an activated position is linked to the sliding sleeve by a rotating kinematic link and by an elastic return member fixed in rotation about the axis of revolution. The mobile member is capable, by means of the kinematic link, of driving the sliding sleeve from the retracted position to the coupling position and of loading the elastic return member by passing from the rest position to the activated position. The elastic return member is able, while unloading, by means of the kinematic link, to return the mobile member from the activated position to the rest position and the sliding sleeve from the coupling position to the retracted position.

A coupling system for a torque transmission device of a motor vehicle includes a sliding sleeve. An actuator including a mobile member movable between a rest position and an activated position is linked to the sliding sleeve by a rotating kinematic link and by an elastic return member fixed in rotation about the axis of revolution. The mobile member is capable, by means of the kinematic link, of driving the sliding sleeve from the retracted position to the coupling position and of loading the elastic return member by passing from the rest position to the activated position. The elastic return member is able, while unloading, by means of the kinematic link, to return the mobile member from the activated position to the rest position and the sliding sleeve from the coupling position to the retracted position.

A vehicle clutch, comprising a primary clutch (1). A first drive (2) and a second drive (3) are provided on the other side of the primary clutch (1); the primary clutch (1) is internally provided with a first secondary clutch unit and a second secondary clutch unit; the first drive (2) is in power connection with the first secondary clutch unit; the second drive (3) is in power connection with the second secondary clutch unit; the first secondary clutch unit comprises a first secondary clutch (4) and a friction unit (5) configured to cooperate with the first secondary clutch (4); the second secondary clutch unit comprises a second secondary clutch (6) and a friction unit (5) configured to cooperate with the second secondary clutch (6); a synchronizer (7) is also provided between the first secondary clutch (4) and the second secondary clutch (6); the synchronizer (7) is configured to lock the first secondary clutch (4) and the second secondary clutch (6) as a whole when the first secondary clutch (4) is separated from the second secondary clutch (6). The provision of the two-stage clutch units enables the vehicle clutch to choose whether to use one single clutch or two clutches to bear the torque according to different working conditions.

A selectively connectable driveline system including a first rotatable shaft extended along a lateral direction, a second rotatable shaft extended along the lateral direction separable along the lateral direction from the first rotatable shaft, and a coupling assembly moveable along the lateral direction. The coupling assembly is connected to the first rotatable shaft and is further selectively connectable to the second rotatable shaft.

A one-way clutch regenerative braking system includes a sleeve which is arranged on an outer circumference of a hub and moved in an axial direction, a clutch gear which is arranged on a side of the hub and meshed with the sleeve, and a one-way clutch which is arranged on an inner circumference of the hub and rotated in a first direction, wherein, when the sleeve and the clutch gear are meshed with each other, the clutch gear is rotated in a second direction which is opposite to a rotational direction of the one-way clutch.