Gearboxes for a skid steered vehicle including layouts in which all electric propulsion drive motors and electric steering motors are located on one side of the gearbox, and layouts in which the drive inputs of the electric propulsion drive motors are located face to face. Gear change units and gear packaging configurations suitable for such gearboxes.

A shift transmission includes a first shaft, a second shaft arranged parallel to the first shaft, a gear group arranged at least partially on the first shaft, and a range group arranged at least partially on the second shaft. The gear group includes at least two gear units and the range group comprises at least three range units. Moreover, the gear group and the range group are configured such that a first and a second range unit in each case are shiftable with at least one gear unit indirectly by a third range unit.

The present invention discloses a mechanism that transfers an oscillating rotation into a unidirectional rotation. In one embodiment, the present invention discloses a spur gearing mechanism using spur gears. In another embodiment, the present invention discloses a bevel gearing mechanism using bevel gears, which reduces the total number of gears in comparison the spur gearing mechanism.

The present invention discloses a mechanism that transfers an oscillating rotation into a unidirectional rotation. In one embodiment, the present invention discloses a spur gearing mechanism using spur gears. In another embodiment, the present invention discloses a bevel gearing mechanism using bevel gears, which reduces the total number of gears in comparison the spur gearing mechanism.

A powertrain comprising a transmission (2), a first electric motor (4a) and a second electric motor (4b), the transmission having an input shaft (1) to which a source of mechanical power may be connected, an output shaft (6) and a gear assembly providing at least two different gear ratios that may be selected for transfer of mechanical power from the input shaft (1) to the output shaft (6), the first electric motor (4a) is connected to the input shaft (1), such that torque and rotation may be transferred between the first electric motor and the input shaft, and the second electric motor (4b) is connected to the input shaft (1) via a first clutch (5a), such that torque and rotation may be transferred between the second electric motor (4b) and the input shaft (1), and connected to the output shaft (6) via a second clutch (5b), such that torque and rotation may be transferred between the second electric motor (4b) and the output shaft (6), wherein the first electric motor (4a) is connected to the second electric motor (4b) via the first clutch (5a).

A propulsion system for an electric vehicle includes an assembly of four electric propulsion machines each having a stator and a rotor having an output shaft that is movable in rotation about an axis. Also includes is a common gearwheel that is kinematically connected to the n output shafts and that is able to receive the torque provided by the electric machines so as to form a first speed reducer, and primary gearwheels able to be driven by the common gearwheel. An intermediate shaft is able to be driven by intermediate gearwheels, each primary gearwheel being kinematically connected to a corresponding intermediate gearwheel so as to form a pair of gears with which a second speed reducer is associated, and a secondary shaft that is able to drive the vehicle and that has a secondary gearwheel kinematically connected to the intermediate shaft so as to form a third speed reducer.

Drive system for an electric vehicle including a first sub-assembly of electric machines kinematically connected to a first common gear, and a second sub-assembly of electric machines kinematically connected to a second common gear. A first set of gear trains is kinematically connecting the first sub-assembly to a secondary shaft capable of driving the driving wheels of the vehicle, wherein a first selective coupling system is arranged to select a first gear train or a second gear train from a neutral position during a gear change phase. A second sub-assembly kinematically connects the second common gear to the secondary shaft. The second sub-assembly of electric machines is controlled so as to supply additional torque making it possible to compensate for the loss of torque resulting from the uncoupling of the first sub-assembly inherent in the gear change.

A three-stage speed-change mechanism includes a casing in an interior of which a drive assembly, an input assembly, and an output assembly are arranged. The input assembly includes a transmission shaft driven by the drive wheel. An initial transmission wheel is mounted no a middle section of the transmission shaft. A first speed-change assembly and a second speed-change assembly are respectively arranged on two sides of the initial transmission wheel. The output assembly includes an output shaft, which is provided with an initial driven wheel and first and second speed-change wheels respectively mating the initial transmission wheel and the first and second speed-change assemblies. The initial driven wheel and the first speed-change wheel are respectively mounted by a first one-way bearing and a second one-way bearing on the output shaft. As such, a three-stage speed-change function is realized.

A portal axle drive for a vehicle axle of an electric vehicle with driving wheels includes a drive shaft (AN) with an input axis (a) and an output shaft (AB) with an output and wheel axis (b). The input axis (a) and the output axis (b) have an axial or portal offset (c). A first gear stage (Ü1) is arranged between the drive shaft (AN) and the output shaft (AB). In an axial direction, a second gear stage (Ü2) is arranged next to the first gear stage (Ü1) and an engagement device (SE) is arranged next to the second gear stage (Ü2). The first gear stage (Ü1) and the second gear stage (Ü2) are engageable via the engagement device (SE).

An electric drive axle of a vehicle includes an electric motor having an output shaft. An idler assembly is drivingly coupled to the electric motor and a differential. The idler assembly includes a first gear-clutch assembly to facilitate a first gear ratio and a second gear-clutch assembly to facilitate a second gear ratio.