WO2015014453A1 - Boîte de vitesses pour unité d'entraînement d'un véhicule électrique et procédé pour faire fonctionner la boîte de vitesse - Google Patents

Boîte de vitesses pour unité d'entraînement d'un véhicule électrique et procédé pour faire fonctionner la boîte de vitesse Download PDF

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Publication number
WO2015014453A1
WO2015014453A1 PCT/EP2014/001961 EP2014001961W WO2015014453A1 WO 2015014453 A1 WO2015014453 A1 WO 2015014453A1 EP 2014001961 W EP2014001961 W EP 2014001961W WO 2015014453 A1 WO2015014453 A1 WO 2015014453A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
switching element
coupling
gearbox
load
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2014/001961
Other languages
German (de)
English (en)
Inventor
Christian KÖTSCHAU
Christoph Danzer
Thomas VON UNWERTH
Kai GLÄSER
Rene KOCKISCH
Andre UHLE
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Thyssenkrupp Dynamic Components Teccenter AG
Original Assignee
ThyssenKrupp Presta TecCenter AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ThyssenKrupp Presta TecCenter AG filed Critical ThyssenKrupp Presta TecCenter AG
Publication of WO2015014453A1 publication Critical patent/WO2015014453A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0818—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts comprising means for power-shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0008—Transmissions for multiple ratios specially adapted for front-wheel-driven vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches

Definitions

  • Gearbox for a drive unit of an electric vehicle and method for operating the gearbox
  • the present invention relates to a transmission for a drive unit of an electric vehicle, a drive unit with a transmission and a method for operating the gearbox, wherein the transmission has a first gear with a gear ratio to a vehicle axle for slow driving and the transmission has a second gear with a Transmission ratio to the vehicle axle for fast ride on, furthermore, the manual transmission comprises a first switching element for positive engagement and disengagement of the first gear and the transmission has a frictionally acting load coupling for engagement and disengagement of the second gear.
  • the transmission has an input shaft which is connected to an electric motor, and the transmission has an intermediate shaft via which the torque can be transmitted to an output shaft ,
  • a form-fitting acting clutch can be activated, so that a torque can be transmitted from the input shaft to the intermediate shaft.
  • Electric motors for electric vehicles have torque characteristics that can provide high torque from standstill. Consequently, the manual transmission for an electric vehicle with the vehicle and not rotating electric motor can be switched form-fitting to engage the first gear for a slow ride. If the electric motor accelerates and increases its speed up to a limit speed, then a frictionally engaging load coupling can be engaged, wherein, before the torque is completely transmitted via the load coupling, the form-closing clutch can be released.
  • the frictionally engaging load clutch can close completely, so that the second gear with adjustment of the engine speed for a faster ride on the friction acting load coupling remains engaged.
  • the gear changes in the manual transmission when switching back, from the second gear for the fast drive to the first gear for the slow drive, done in the reverse manner.
  • a major problem of today's electric vehicles is the high energy consumption, which is not only due to the operation of the electric motor for traction of the electric vehicle, but also ancillaries, for example, to ensure the driving and air conditioning comfort, cause a high consumption.
  • a central approach to reducing fuel consumption consists in principle of the overall design and optimization of the entire vehicle system, so that the energy consumption for the operation of the gearbox for the drive unit of the electric vehicle plays a role.
  • Today's market-established electric vehicle drive units consist of the power electronics and the traction battery usually consists of a permanent synchronous machine for the formation of the electric motor and a one-speed central transmission with differential.
  • the electric motors are designed for relatively high power levels, in order to accelerate battery-driven relatively heavy vehicles well, even at higher speeds.
  • the operating point of the maximum efficiency of these electric motors is usually in the middle power range.
  • the electrical branch consisting of electric motor, inverter and battery itself, if possible, is operated with a high proportion of driving in the range of maximum efficiency.
  • a mechanical variation of the operating points is necessary. Consequently, two-speed manual transmissions are necessary to operate the electric motor at a speed which is within or near the optimum efficiency range, at least for average higher speeds.
  • a hydraulic or an electric motor load-shifting actuator is provided and the hydraulic or electrical actuator must, at least for the driving time in the second gear remain switched on, resulting in further energy consumption. Only when releasing the frictionally acting load coupling, the electrically acting actuator can be energiefactlos set. Without a frictionally engaging load clutch, however, the advantage of a torque-uninterrupted circuit between the first and second gear of the gearbox can not be realized, so it is desirable to provide a transmission, in spite of the advantages of a torque interruption-free shift of the gearbox between the first and the second gear, the energy consumption of the gearbox is minimized.
  • the object of the invention is the development of a gearbox for the drive unit of an electric vehicle, which allows minimal energy consumption while maintaining a high level of ride comfort.
  • This object is based on a transmission for the drive unit of an electric vehicle according to the preamble of claim 1, starting from a drive unit of an electric vehicle with a manual transmission according to the preamble of claim 9 and starting from a method for operating the gearbox according to claim 10 with the respective characterizing Characteristics solved.
  • the invention includes the technical teaching that a second switching element is provided for the positive coupling of the second gear, which forms a parallel to friction acting acting load coupling torque path for the second gear.
  • the advantage is achieved that the reibschayne acting load clutch can be solved with a second gear engaged, so that this no longer represents energy consumers during operation of the gearbox in second gear.
  • the provision of energy for the operation of the frictionally engaging load coupling is limited only to the phases in the operation of the load coupling, the frictional effect of a Require speed difference of the two coupling parts of the load coupling. If the friction clutch acting load clutch fully engaged, so the positively acting second switching element can be switched on, and the torque path that runs on the gear stages of the second gear, can pass from the friction closing acting load coupling to the second switching element.
  • the load clutch can be disabled until a gear change from second gear to first gear is required, after which the load clutch can also be relieved again when the first gear is fully engaged. Due to the inventive design of the gearbox with a first switching element and a second switching element with a respective form-locking operative connection to form a torque path, the transmission for permanent operation in each of the two gears designed frictionally free, so that the transmission can be operated essentially energy demand.
  • the transmission may include an input shaft connectable to an electric motor, and the transmission may include an intermediate shaft that cooperates with an output shaft, and preferably the second shift element is received on the input shaft. Furthermore, the transmission may have a load coupling with a first coupling part connected to a hollow shaft through which the input shaft extends. Furthermore, the load coupling may have a second coupling part, which is connected to the input shaft, wherein the second switching element cooperates with the first coupling part. Thereby, the torque can be introduced from the input shaft via the second switching element in the first coupling part, wherein the first coupling part, a gear can be received, which is in operative connection with a gear which is arranged on the intermediate shaft.
  • the first switching element and the second switching element may be formed as a switching element movable individually between two switching positions.
  • first switching element and the second switching element may be formed as a common movable switching unit, whereby the required number of individual parts is reduced to form the gearbox.
  • the addition of a second switching element according to the invention with the effect described above the number of items required to form the gearbox is not increased.
  • the switching element axially movable on the input shaft back and forth, and the switching element can be positively connected to the first gear with a loose wheel to create the idler gear the torque path for the first gear, and in a further switching position the movable switching unit can be moved axially so that the second switching element forms the positive connection for the second gear.
  • both the first switching element and the second switching element is simultaneously engaged, since this is not necessary for the operation of the gearbox.
  • the switching unit can be designed as a double-toothed clutch with a first coupling side provided with positive-locking teeth and with a second coupling-side provided with positive-locking teeth, wherein the second coupling side of the first coupling side is arranged opposite to the double-toothed coupling.
  • the double-toothed coupling can be slidably received on the input shaft, and the opposite arrangement of the coupling sides corresponds to the displacement direction of the double-toothed clutch on the input shaft, and the double-toothed coupling is geometrically designed such that only one of the two coupling sides in Positive engagement with the coupling partner, so on the one hand with the idler gear and on the other hand with the first coupling part of the frictionally acting load coupling, can be engaged.
  • an electric motor and / or a hydraulically or pneumatically load-switching actuator may be provided, which is energiefactlos in the disengaged state of the load coupling and thus does not represent an energy consumer.
  • An electric motor load-switching actuator can be preferably fixed to the housing in or on the gearbox due to the electrical power supply, and is therefore not rotatable.
  • the actuation of the load coupling between two rotating shafts by means of a housing-fixed, electrical actuator always requires a release bearing for transmitting the switching force from the actuator to the switching element. This relatively high power losses occur in this release bearing, which significantly reduces the mechanical efficiency of the drive unit.
  • the actuator can also act hydraulically on the load coupling, and by the unnecessary permanent operation of the load coupling deleted in the same way, the energy-consuming provision of a hydraulic active fluid.
  • the load coupling can be connected modularly, so that the manual transmission is operable even in the absence of a load coupling. If the load clutch is removed, the synchronization of the speeds in the gearbox can be done by a speed adjustment of the electric motor, which is no longer possible in the absence of load coupling the Glaskraftunterbrechungspick switching from first gear to second gear.
  • the load coupling can be used for simpler electric vehicles.
  • the load coupling can be designed in such a modular manner that it can be attached to the input shaft and to the hollow shaft, for example via detachable connection means, so that the load coupling can be released in the same way when removing the connection means.
  • Another function of the gearbox according to the invention can be achieved by the realization of a parking brake for permanent immobilization of the vehicle at a standstill.
  • This safety function can be implemented in the inventive transmission without additional components by the first switching element and the second switching element is closed. Due to the different transmission ratios between the first and the second drive, the transmission blocks itself and can thus support a torque at the wheels. Since the load clutch can transmit a torque steplessly due to the frictional engagement, a very comfortable, low-jerk locking of the drive unit is also possible. Depending on the design of the shift actuators, this function can also be maintained purely mechanically without the introduction of auxiliary power. With a corresponding design of the drive unit on the allowable in the parking brake operation abuse load cases can thus account for a separate mechanical parking brake, which is known for example from automatic and dual-clutch transmissions.
  • the invention is further directed to a drive unit of an electric vehicle with an electric motor and with an output shaft, wherein between the electric motor and the output shaft, a transmission is arranged, wherein the transmission has a first gear with a gear ratio to a vehicle axle for slow travel and a second gear Having a transmission ratio to the vehicle axle for fast ride, further comprising a first switching element for positive engagement and disengagement of the first gear and having a frictionally acting load coupling for engagement and disengagement of the second gear.
  • a second switching element for the positive coupling ie, provided a further connection of the second gear, which has a parallel to friction-acting load coupling extending torque path for the second gear allows.
  • the invention is further directed to a method of operating a manual transmission disposed in a drive unit of an electric vehicle between an electric motor and an output shaft having a first gear having a gear ratio to a vehicle axle for slow travel and a second gear having a gear ratio the vehicle axle for fast driving.
  • the method according to the invention comprises the steps of Einkuppeins the first gear by a form-fitting acting first switching element, increasing the speed of the electric motor, the partial Einkuppeins a second gear with a reibschmony acting load coupling, Auskuppeins the first switching element, the complete Einkuppeins the load coupling, the additional Einkuppeins the second gear via a second switching element and finally the step of Auskuppeins the load coupling.
  • this can enable the engagement of the first gear at a standstill when the electric vehicle is stationary and the electric motor is not rotating.
  • the speed of the electric motor for starting the electric vehicle can be increased.
  • the load clutch can initially partially engage, so that a part of the torque via the torque flow of the first gear and another part of the torque via the load clutch and thus over the torque flow takes place in second gear.
  • the load clutch can become completely frictional so that full torque can be transmitted even without slip in the load clutch.
  • the second switching element can additionally engage, so that, without torque interruption, the load coupling can be solved, and thus is de-energized. Because of that Load clutch is disengaged, this forms no permanent energy consumer, and the drive unit transmits the torque between the electric motor and the vehicle axle via a pure positive connection.
  • Figure 1 is a schematic view of a drive unit with a transmission according to the invention, wherein a first gear I of the gearbox is engaged and
  • Figure 2 is another schematic view of the drive unit with the transmission according to the invention, wherein a second gear II of the gearbox is engaged.
  • Figures 1 and 2 show a drive unit 100 with a manual transmission 1, which is located between an electric motor 30 and a vehicle axle 10 of the drive unit 100.
  • the electric motor 30 is connected to an input shaft 14 of the gearbox 1, and the vehicle axle 10 has an output shaft 16 to which, for example, driven wheels of an electric vehicle can be arranged.
  • the manual transmission 1 has a first gear I (FIG. 1), which allows a gear ratio to the vehicle axle 10 for slow driving, and the transmission 1 has a second gear II (FIG. 2), which has a gear ratio to the vehicle axle 10th allows for fast driving. Furthermore, the transmission 1 comprises a first switching element 1 1 for the positive engagement and disengagement of the first gear I and the transmission 1 includes a frictionally acting load coupling 12 for engagement and disengagement of the second gear II. Furthermore, the manual transmission 1 comprises a second switching element 13 for the positive coupling and thus for engagement and disengagement of the second gear II, which allows a parallel to friction acting acting load coupling 12 torque path for the second gear II.
  • Figure 1 shows the transmission 1 with a torque flow through the first gear I, represented by a dashed line, in which the first switching element 1 1 connects a loose wheel 19 with the input shaft 14 form-fitting.
  • the idler gear 19 cooperates with a gear 24, which is received on an intermediate shaft 15.
  • the intermediate shaft 15 is driven, and another gear 25 is also located on the intermediate shaft 15, which cooperates with a gear 26 which is received on the output shaft 16 of the vehicle axle 10.
  • the vehicle axle 10 is also shown with a differential 27.
  • the first switching element 11 is shown by way of example as part of a switching unit 20, which may be formed by a double-toothed clutch 20, for example.
  • the double-toothed clutch 20 is further configured with a second switching element 13 which, however, is not in engagement with the hollow shaft 17.
  • the hollow shaft 17 is connected to the first coupling part 12a and the second Coupling part 12b is connected to the input shaft 14. If the manual transmission 1 is operated in the illustrated first gear I, a rotational speed difference takes place between the first clutch part 12a and the second clutch part 12b.
  • the rotation of the intermediate shaft 15 causes the permanent engagement of the gear 23 on the intermediate shaft 15 and a rotation of the gear 22 which is rotationally fixed to the hollow shaft 17 and thus rotationally configured with the first coupling part 12a.
  • the torque path of the first gear I is shown by a dashed line, and it is indicated that the switching unit 20 via the first switching element 1 1 is in positive engagement with the idler gear 19.
  • FIG. 2 shows the transmission 1 as part of the drive unit 100 between the electric motor 30 and the vehicle axle 10, wherein the second gear II is turned on, represented by a dashed line.
  • the switching unit 20 is connected to the second switching element 13 in positive engagement with the rotating component comprising the gear 22, the hollow shaft 17 and the first coupling part 12a.
  • the load coupling 12 may be deactivated so that - at least the actuator 18 - does not represent an energy consumer.
  • the torque path runs via the input shaft 14, via the positive connection of the second switching element 13 between the switching unit 20 and the gear 22, which is in operative connection with the gear 23 on the intermediate shaft 15.
  • the rotational movement of the intermediate shaft 15 is transmitted to the toothed engagement of the gear 25 with the gear 26 to the output shaft 16 via the differential 27 of the vehicle axle 10.
  • the inventive transmission 1 therefore has a load clutch 12, which is only for a gear change between the first gear I and the second Gear II is necessary, and the gear change from first gear I to second gear II will be described in more detail below.
  • the resulting torque on the output shaft 16 does not change.
  • the rotational speeds of the input shafts 14 and the intermediate shaft 15 remain unchanged since the load coupling 12 transmits the torque of the electric motor 30 to the intermediate shaft 15 despite slipping coupling parts 12a and 12b.
  • the speed compensation is now performed. In this case, the torque is reduced in the electric motor 30 at a constant clutch torque of the load coupling 12.
  • the speed of the input shaft 14 is lower and more and more equal to the synchronous speed of the second gear II, so that the coupling parts 12a and 12b finally have the same speed.
  • the torque on the output shaft 16 remains unchanged since the still slipping load coupling 12 transmits a torque impressed by the actuator 18.
  • the second switching element 13 is closed and the second gear II is engaged.
  • the load coupling 12 can now be opened, whereby also a release bearing, not shown, for example, between the actuator 18 and the second coupling part 12b, is relieved.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

La présente invention concerne une boîte de vitesses (1) destinée à une unité d'entraînement (100) d'un véhicule électrique, comprenant une première vitesse (I) ayant un rapport de transmission à un essieu (10) du véhicule pour la conduite lente et une seconde vitesse (II) ayant un rapport de transmission à l'essieu (10) du véhicule pour la conduite rapide, comprenant en outre un premier élément de commutation (11) servant à embrayer et débrayer la première vitesse (I) par complémentarité de formes et comportant un embrayage en charge (12) agissant par friction servant à embrayer et débrayer la seconde vitesse (II). Selon l'invention, un second élément de commutation (13) servant à embrayer la seconde vitesse (II) par complémentarité de formes permet un chemin de couple qui est destiné à la seconde vitesse (II) et qui s'étend parallèlement à l'embrayage en charge (12) agissant par friction.
PCT/EP2014/001961 2013-08-01 2014-07-18 Boîte de vitesses pour unité d'entraînement d'un véhicule électrique et procédé pour faire fonctionner la boîte de vitesse Ceased WO2015014453A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013108300.5 2013-08-01
DE102013108300.5A DE102013108300A1 (de) 2013-08-01 2013-08-01 Schaltgetriebe für eine Antriebseinheit eines Elektrofahrzeugs und Verfahren zum Betrieb des Schaltgetriebes

Publications (1)

Publication Number Publication Date
WO2015014453A1 true WO2015014453A1 (fr) 2015-02-05

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PCT/EP2014/001961 Ceased WO2015014453A1 (fr) 2013-08-01 2014-07-18 Boîte de vitesses pour unité d'entraînement d'un véhicule électrique et procédé pour faire fonctionner la boîte de vitesse

Country Status (2)

Country Link
DE (1) DE102013108300A1 (fr)
WO (1) WO2015014453A1 (fr)

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CN109869448A (zh) * 2019-03-21 2019-06-11 吉林博承传动系统科技有限公司 一种电动车用两挡自动变速箱及其换挡控制方法
CN112984106A (zh) * 2020-04-02 2021-06-18 天津叠挡传动技术有限公司 挡位重叠的离合装置、变速装置、发电装置和电动汽车
CN113442713A (zh) * 2020-03-25 2021-09-28 郑州宇通客车股份有限公司 一种两档换档机构、两档动力系统及其换档控制方法
EP4230895A1 (fr) * 2022-02-16 2023-08-23 Volvo Car Corporation Transmission à 2 vitesses comportant un mécanisme d'embrayage à griffes
CN117325637A (zh) * 2023-11-28 2024-01-02 江苏速豹动力科技有限公司 电驱桥和电动卡车
FR3141890A1 (fr) * 2022-11-10 2024-05-17 Punch Powerglide Strasbourg Dispositif de transmission pour véhicule électrique à deux rapports de vitesses
FR3141891A1 (fr) * 2022-11-10 2024-05-17 Punch Powerglide Strasbourg Essieu pour véhicule électrique à deux rapports de vitesses et véhicule comprenant un tel essieu

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DE102014226386A1 (de) * 2014-12-18 2016-07-07 Zf Friedrichshafen Ag Radsatzgetriebe für den Antriebsstrang eines Schienenfahrzeugs und Antriebsstrang
DE102015205905A1 (de) * 2015-04-01 2016-10-06 Zf Friedrichshafen Ag Getriebe und Antriebsstrang
DE102017121860A1 (de) * 2017-09-21 2019-03-21 Renk Aktiengesellschaft Saugbaggerpumpengetriebe, Saugbagger und Verfahren zum Betreiben eines Saugbaggers
JP2019173768A (ja) 2018-03-26 2019-10-10 アイシン・エィ・ダブリュ株式会社 動力伝達システム
DE102018007746B4 (de) 2018-10-02 2022-01-27 Daimler Ag Verfahren zum Betreiben eines Doppelkupplungsgetriebes zum Auflösen jeweiliger Zahn-auf-Zahn-Stellungen
DE102019123982B4 (de) * 2019-09-06 2025-04-17 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Elektrofahrzeug mit einem 2-Gang-Getriebe
DE102020202788B3 (de) * 2020-03-04 2021-04-01 Magna Pt B.V. & Co. Kg Antriebsstrang für ein Fahrzeug sowie ein Verfahren zum Betreiben eines Antriebsstrangs mit Zweiganggetriebe
DE102020203566B3 (de) * 2020-03-19 2021-06-10 Magna Pt B.V. & Co. Kg Lastschaltbarer Antriebsstrang für ein Hybrid- oder Elektrofahrzeug sowie Verfahren zur Durchführung einer Lastschaltung
EP4008932B1 (fr) 2020-12-04 2023-11-15 Ningbo Geely Automobile Research & Development Co. Ltd. Transmission
DE102021103263A1 (de) 2021-02-11 2022-08-11 Ford Global Technologies, Llc Antriebsstrang für ein Elektrofahrzeug
DE102021205803A1 (de) 2021-06-09 2022-12-15 Zf Friedrichshafen Ag Getriebe und Verfahren zum Betreiben des Getriebes für ein Kraftfahrzeug mit einem elektrischen Antriebsstrang
CN116638949A (zh) * 2023-05-05 2023-08-25 宇通客车股份有限公司 一种用于纯电动装载机的电驱动系统和变速器

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