Ningbo Geely Automobile Research and Development Co., Ltd

Ningbo Geely Automobile Research & Dev. Co., Ltd.

Zhejiang Geely Holding Group Co., Ltd

Eva Barrientos Blanco

Henrique Budacs

Fredrik Sjöqvist

Shabbir Adil

Adil Shabbir

A differential gear arrangement for a vehicle. The differential gear arrangement includes a ring gear, a spindle gear, a spindle gear carrier, a side gear and an output shaft. The spindle gear is carried by the spindle gear carrier and rotatable relative to the spindle gear carrier. The spindle gear and the side gear are engaged with each other. The side gear is rotationally connected to the output shaft. The ring gear is arranged to drive the output shaft by rotating the spindle gear carrier when the ring gear and the spindle gear carrier are rotationally connected to each other. The ring gear and the spindle gear carrier are rotationally disconnectable from each other by axial displacement of the spindle gear carrier relative to the ring gear and the output shaft.

Differential gear arrangement

A transmission includes a shifting fork and has first and second states that are selectable with the shifting fork. The shifting fork deactivates and activates a first element of the transmission, where the first state is provided when the first transmission element is activated, and to deactivate and activate a second element of the transmission, where the second state of the transmission is provided when the second transmission element is activated. The shifting fork is displaceable in an axial direction between first and second predetermined positions, and when the shifting fork is placed in the first predetermined position, the first transmission element is activated providing the first state and the second transmission element is deactivated, and when the shifting fork is placed in the second predetermined position, the first transmission element is activated providing the first state and the second transmission element is activated providing the second state.

Transmission

A transmission includes a shifting fork. The transmission has a first gear state and a second gear state being selectable by means of the shifting fork. The shifting fork is displaceable in an axial direction between a first predetermined position and a second predetermined position. The first gear state is provided when the shifting fork is placed in the first predetermined position and the second gear state is provided when the shifting fork is placed in the second predetermined position. The first predetermined position and the second predetermined position are arranged one after the other without any further predetermined position providing a further selectable gear state arranged between the first predetermined position and the second predetermined position. The first gear state provides a first gear of the transmission and the second gear state provides a second gear or a park lock state of the transmission.

A composite transmission housing for a vehicle drive train transmission is configured for sealingly enclosing transmission shafts, gearwheels, and a lubricant fluid within an internal space of the housing and includes: a first carbon-fibre skeleton part having a first attachment region; a second carbon-fibre skeleton part having a first attachment region; a first sealing cover part made of plastic material and having a first sealing surface; and a second sealing cover part made of plastic material and having a second sealing surface. The first attachment regions of the first and second carbon-fibre skeleton parts are mutually connected for providing a rigid structural framework that defines said internal space, and the first and second sealing surfaces of the first and second sealing cover parts are pressed together or against corresponding sealing surfaces associated with the first and second carbon-fibre skeleton parts, for providing a sealing envelope around said internal space.

Composite transmission housing

A transmission includes a first component and a second component which are journaled for rotation relative to each other, and a locking mechanism for rotationally locking the first component and the second component relative to each other in a predetermined mutual rotation position. The locking mechanism includes a sleeve and a dog clutch, the sleeve being rotationally locked relative to the first component and the dog clutch being rotationally locked relative to the second component, the sleeve and the dog clutch being axially displaceable relative to each other for engagement of the sleeve and the dog clutch such that the first component and the second component are rotationally locked relative to each other, the sleeve and the dog clutch being engageable only in a mutual rotation position corresponding to the predetermined mutual rotation position of the first component and the second component.

A synchronizing ring for a synchronizer of a transmission. The inside of the synchronizing ring being provided with a plurality of cams and corresponding recesses between the cams for receiving a plurality of axial protrusions of a further synchronizing ring. An inner radial surface of each cam is provided with a plurality of grooves for transportation of oil.

Synchronizing ring

A synchronizing ring for a synchronizer of a transmission. The synchronizing ring is provided with a plurality of axially extending cams for engagement with a further synchronizing ring. An axial surface of each axial cam is provided with at least one groove for transportation of oil.

A transmission for a vehicle includes a first rotating member for rotation about an axis and a second rotating member for rotation about the axis. The first rotating member and the second rotating member are connectable to each other such that the first rotating member and the second rotating member are rotationally locked relative to each other for transferring torque between the first rotating member and the second rotating member. The transmission comprises a sensor arrangement for measuring a relative angular position of the first rotating member and the second rotating member while at least one of the first rotating member and the second rotating member is rotating.

Transmission for a vehicle

A synchronizing ring for a synchronizer having an inner ring. The synchronizing ring is designed to be arranged outside of and to abut against the inner ring for achieving friction between an outer surface of the inner ring and an inner surface of the synchronizing ring during synchronization. The synchronizing ring has a plurality of through holes extending from the inner surface to an outer surface of the synchronizing ring for evacuation of oil from the interface between the inner ring and the synchronizing ring.

A transmission device includes a first rotating member and a ring for synchronizing the first rotating member and a second rotating member relative to each other. The first rotating member is provided with a plurality of first recesses for receiving a plurality of protrusions provided on the synchronizing ring. The first rotating member has one said first recess for each of said protrusions. The first rotating member is provided with one or more second recesses making the total number of first and second recesses exceeding the number of said protrusions.

Growing community of inventors

Gothenburg, Sweden

Eva Barrientos Blanco