WO2020108696A1 - Transmission à deux vitesses pour véhicule automobile à entraînement électrique - Google Patents

Transmission à deux vitesses pour véhicule automobile à entraînement électrique Download PDF

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Publication number
WO2020108696A1
WO2020108696A1 PCT/DE2019/101002 DE2019101002W WO2020108696A1 WO 2020108696 A1 WO2020108696 A1 WO 2020108696A1 DE 2019101002 W DE2019101002 W DE 2019101002W WO 2020108696 A1 WO2020108696 A1 WO 2020108696A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
clutch
freewheel
output shaft
friction clutch
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/DE2019/101002
Other languages
German (de)
English (en)
Inventor
Ps Satyanarayana
Prajod Ayyappath
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
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 Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of WO2020108696A1 publication Critical patent/WO2020108696A1/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
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2069—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using two freewheel mechanism

Definitions

  • the invention relates to a two-speed gearbox for an electrically drivable vehicle, with the aid of which an output of an electrical machine can be converted.
  • the invention relates to a two-speed gearbox for electric vehicles, with an input shaft that can be connected to an electrical machine for introducing a torque, an output shaft that can be connected to a drive wheel for transmitting the torque, a first gear stage for translating a speed of the input shaft to the output shaft with a first transmission ratio , With a first driving gear and a first driven gear, a second gear stage for translating a speed of the input shaft to the output shaft with a second gear ratio different from the first gear ratio, with a second driving gear and a second driven gear, a first freewheel, the is associated with the first driving gear or the first driven gear, and a friction clutch that can connect the second driven gear to the output shaft.
  • the invention is suitable for electrically assisted or purely electrically powered vehicles with batteries, i.e. for two-wheelers, such as bicycles, mopeds, scooters or motorcycles, for tricycles, such as rickshaws, or for "normal" vehicles with four wheels, from light vehicles to City bus.
  • an electrical machine When accelerating an electrically drivable motor vehicle from a standing start, an electrical machine can first accelerate from standstill with a substantially constant torque up to a basic speed. When the basic speed is reached, the drive power of the electrical machine remains essentially constant, so that the torque decreases for a higher speed.
  • a two-speed transmission can be provided, which provides different transmission ratios.
  • a high gear ratio can be provided in a low speed range in order to provide the highest possible torque for acceleration, while in a high speed range a low gear ratio Tongue ratio can be provided in order to realize the highest possible vehicle speed.
  • two-speed gearboxes keep the engine in its most efficient range over long distances in every driving cycle. This also ensures lower consumption - and emissions if an internal combustion engine or a hybrid is also used.
  • a two-speed transmission for electric vehicles is known, with an input shaft that can be connected to an electrical machine for introducing a torque, an output shaft that can be connected to a drive wheel for transmitting the torque, a first gear stage for translating a speed of the input shaft to the Output shaft with a first gear ratio, with a first driving gear and a first driven gear, a second gear stage for translating a speed of the input shaft to the output shaft with a second gear ratio different from the first gear ratio, with a second driving gear and a second driven gear, a one-way clutch associated with the first driving gear or the first driven gear and a friction clutch that can connect the second driven gear to the output shaft.
  • This Ge gear forms the preamble of claim 1.
  • the transmission of the prior art contains two friction clutches to be operated and a separate circlip Si, so that it builds relatively large and the gear change is relatively complicated.
  • a two-speed gearbox for electric vehicles with an input shaft that can be connected to an electrical machine for introducing a torque, an output shaft that can be connected to a drive wheel for transmitting the torque, a first gear stage for translating a speed of the input shaft to the output shaft with a first transmission ratio, with a first driving gear and a first driven gear, a second gear stage for translating a rotational speed of the input shaft to the output shaft with a second gear ratio different from the first gear ratio, with a second driving gear and a second driven gear, a first freewheel that the is assigned to the first driving gear or the first driven gear, and a friction clutch that can connect the second driven gear to the output shaft, this friction clutch being the only one Ge friction clutch is provided, wherein the first freewheel and the friction clutch are both
  • the two-speed transmission according to the invention has a simpler structure due to the absence of a second friction clutch and can therefore be made smaller. Eliminating the second friction clutch on the other shaft makes the transmission smaller, lighter, cheaper and less complex. Saving mass is advantageous. Shifting is easier because only a single clutch can be operated and a separate circlip system can be dispensed with. The inventors have recognized that this simpler solution also enables smooth, jerk-free switching, which can preferably be carried out automatically. Since a first freewheel is used, the shifting is smooth and seamless, whether it is mechanical or automatic. Since there are not two or three elements to be operated when shifting, a single simple electrical, electromechanical, electronic or hydraulic servomotor is sufficient to change gear.
  • a battery-electric vehicle can be realized that switches automatically and has many advantages with regard to the reduced energy energy consumption, increased driving comfort, incline and top speed.
  • the integration according to the invention of the first freewheel and friction clutch leads to a smooth, smooth automatic shifting process.
  • the powertrain can be designed to be electrically smaller and still achieve high torque, which leads to a vehicle characteristic with high energy efficiency.
  • a control device can be provided, which is designed to automatically change gear when a certain predefined threshold driving speed of the motor vehicle is exceeded and / or undershot and / or when a specific predefined threshold torque of the input shaft is exceeded and / or undershot.
  • a suitable gear ratio can be switched automatically for the respective driving situation without the driver of the motor vehicle having to do this manually.
  • a multi-plate clutch can be used as the friction clutch, which automatically engages or disengages depending on the vehicle speed or the load conditions. This quickly synchronized soft engagement or disengagement leads to a "short" slip zone during the transition from first to second gear and thus a quick gear change.
  • the clutch can be operated purely electrically.
  • the new clutch mechanism During starting and at low speeds, the new clutch mechanism fully opens and holds the only friction clutch so that the friction elements are separated from each other and do not transmit power.
  • the gear is switched to second gear, which is done by engaging the friction clutch and overtaking the first freewheel, which no longer transmits power as a result.
  • the only friction clutch is actuated slowly tigt, grips more and more until the torque transmitted by the clutch corresponds to the engine torque. The gear change is so smooth and without any jerk. Even if the engine torque is then reduced, the vehicle is in second gear, in which the first freewheel is overtaken or overrun.
  • the switching frequency is generally low and the first gear is actually only used for starting off or on the mountain, the second gear is usually engaged. Since, according to the invention, the only friction clutch does not have a long-lasting slip but grips firmly, there is no risk of overheating in continuous operation. The thermal capacity of the friction clutch therefore does not have to be high, so that a smaller, relatively compact clutch can also be used.
  • a second freewheel is now provided, which is preferably effective in the two-th gear. It is installed in such a way that during normal driving (drive from the electric motor to the drive wheel) it runs freely, i.e. it only acts as a bearing and does not transmit any torque, but it locks in push mode (drive from the drive wheel to the electric motor), i.e. transmits the torque and thus torque from Drive wheel returns to the electric motor, so that the electric motor can act as a generator, recover electrical energy and store it in the battery.
  • This increases the efficiency of the drive, making it more economical, or increasing the range.
  • a soft-shifting two-speed transmission with a recuperation function is therefore achieved, so that it is competitive against a multi-stage transmission.
  • a battery-powered vehicle with the transmission according to the invention is particularly pleasant when it switches automatically. It uses less energy and increases driving comfort, climbing ability and top speed.
  • the combination according to the invention of two freewheels, preferably of roller locks and / or sleeve freewheels (HFL, chiplessly manufactured roller freewheels, drawn cup roller locks), with a single friction clutch with the new clutch holding mechanism allows different operating modes with their different operating positions, namely:
  • the parking blockage can be achieved in that when the vehicle and the engine have come to a standstill, the friction clutch is engaged and at the same time a freewheel blocks a movement in the opposite direction. This saves a separate mechanism for the parking brake and an extra actuating element.
  • the clutch and the freewheel can be arranged on the input shaft or on the output shaft.
  • the input shaft can be particularly simple and contain the first driving gear and the second driving gear as fixed gears.
  • Clutch and freewheels can be arranged side by side on their common shaft.
  • the first or both freewheels and the friction clutch can be integrated in a common housing. It is particularly suitable if the clutch housing of the friction clutch is used for this purpose. This results in a particularly space-saving, compact construction of the invention.
  • the friction clutch, freewheels and the two driven gears then form a compact unit that takes up little space.
  • the first freewheel is preferably integrated into the first driven gear, in that the hub of the first freewheel is also the hub of the gear. This also leads to a particularly compact design.
  • the construction is even more space-saving and compact if the second driven gearwheel is located directly at the clutch, preferably on the side of the clutch actuation.
  • the clutch housing is provided with a coupling housing profile, that is to say a spline, and is arranged in a rotationally fixed manner on the output shaft in order to transmit torque to the output shaft.
  • the friction clutch can be operated by hand, foot or actuator operation (engaging, disengaging). Flebel or cables can be used.
  • a release pin (pin or pin) arranged centrally in the middle of the clutch can preferably be provided, which can be engaged or released by pressing or releasing the clutch.
  • Spring preloaded clutches that are released when released - i.e. no torque transmission - and grip with a pressed pin - i.e. torque transmission are common.
  • the friction clutch can be operated mechanically by hand or foot.
  • an electrical actuation is particularly preferred which converts the rotary motion of an electric (servo) motor into a reciprocating motion of a clutch actuation via an electromechanically acting actuator (actuator) and thus opens and closes the coupling in cooperation with prestressed springs.
  • FIG. 1 shows a section through an inventive two-speed transmission in first gear
  • 2 a section through the two-speed transmission of FIG. 1 in the second gear
  • the two-speed transmission 10 shown in FIG. 1 has an input shaft 12, which can be connected to a motor shaft of an electric machine of a motor vehicle in a rotational test.
  • the input shaft 12 can be coupled via a first gear stage 14 and a second gear stage 16 with different transmission ratios to an output shaft 18 in order to drive a drive wheel of the motor vehicle coupled to the output shaft 18.
  • a drive roller 44 is provided for this purpose, which transmits the torque to the drive wheel via a (not shown) belt. It is also possible to use sprockets and a chain.
  • the first gear stage 14 has a first driven gear 20, which is arranged as a fixed gear on the input shaft 12 and meshes with a first driven gear 22 connected to the output shaft 18.
  • the second gear stage 16 has a second driving gear 24, which is arranged as a fixed gear on the input shaft 12 and meshes with a second driven gear 26 connected to the output shaft 18.
  • the first freewheel 28, the only friction clutch 30 and the second freewheel 36 are now located on the output shaft 18.
  • the friction clutch 30 has a clutch housing 40 with the clutch housing profile 42, which is connected in a rotationally fixed manner to the output shaft 18.
  • the friction clutch 30 has a central release pin 32 which can be actuated via a clutch actuation mechanism 34.
  • FIG. 1 shows the power flow (dotted line) in first gear.
  • the motor drives the input shaft 12 with the two fixed gears 20 and 24.
  • the clutch actuating mechanism 34 has moved upwards into its starting position and does not touch the release pin 32 or only very slightly with its flattened operating surface.
  • the internal Spring forces of the friction clutch 30 keep the friction elements away from one another (see arrows and open lock on the right in FIG. 1).
  • the friction clutch 30 is thus open and does not transmit any torque.
  • the clutch actuation mechanism here is a simple electric one, which generates an outward and lubricating movement electromechanically, for example by rotating a spindle, and thus opens or closes the clutch 30.
  • the torque of the motor flows when the friction clutch 30 is open via the first gearwheels 20 and 22.
  • the gearwheel 22 guides the rotational movement via the locking first freewheel 28 onto the clutch housing 40 and there via the internal toothing of the clutch housing profile 42 onto the output shaft 18, like the dotted one Line shows. That the interior of the clutch 30 rotates at a different speed than the clutch housing 40 is irrelevant, since the clutch 30 is open, so does not transmit any torque.
  • the second freewheel 36 on the output shaft 18 within the friction clutch 30 is overrun here when driven by the motor and serves only as a bearing for the output shaft 18. The second freewheel 36 thus enables a controlled regeneration of kinetic energy to the electric motor working as a generator. when the direction of power flow reverses, torque is initiated by the drive wheel and the second freewheel 36 locks.
  • FIG. 2 shows the power flow of the transmission 10 according to the invention from FIG. 1 in the second (faster) gear (super boost).
  • the motor drives the input shaft 12 with the fixed wheels 20 and 24 (power flow line top left).
  • the clutch actuation mechanism 34 is now moved down into its closed position and presses the release pin 32 against the internal spring forces with its flattened actuating surface. As a result, the clutch discs and the friction elements lie on top of one another (see arrows and closed lock on the right in FIG. 2).
  • the friction clutch 30 is now closed and transmits the torque.
  • the torque of the motor now flows via the friction clutch 30 from the second gears 24 and 26 of the second gear 16 into the clutch housing 40 and from there via the internal toothing of the clutch housing profile 42 to the output shaft 18 and from there to the drive roller 44, such as the dotted line with the two arrows.
  • the first freewheel 28 is now overhauled, since the speed via the second gear stage 16 of the gears 24 and 26 is faster than the rotational speed of the first gear stage 14 of the gears 20 and 22.
  • the first freewheel 28 is here from the outside - rolling over or overtaking - io
  • the second freewheel 36 enables a controlled regeneration of kinetic energy to the motor working as a generator if the direction of power flow reverses, torque is introduced from the drive wheel and the second freewheel 36 locks.
  • FIG. 3 shows the power flow (dotted line) of the transmission 10 according to the invention in the regeneration mode.
  • the motor does not drive via the input shaft 12, but the torque is introduced from the drive wheel via the drive roller 44 into the output shaft 18 (push operation when driving downhill or slowing down), as the two arrows below and in the output shaft 18 show.
  • the clutch actuation mechanism 34 has moved upwards into its starting position and does not touch the release pin 32 or only slightly with its flattened actuating surface.
  • the internal spring forces of the friction clutch 30 keep the clutch plates and friction elements apart. Thus, the friction clutch 30 is open and carries no torque.
  • the torque of the drive roller 44 flows via the second freewheel 36, which locks in this direction of rotation, via the gears 26 and 24 of the second gear stage 16, further via the input shaft 12 to the motor, as the dotted line shows.
  • the electric motor works as a generator and converts the torque into electrical voltage or current and can thus charge the battery.
  • a regeneration mode is thus achieved without any special additional effort.
  • the second freewheel facilitates regeneration in first gear
  • the friction clutch facilitates regeneration in second gear.
  • FIG. 4 shows a perspective view of a motor-gear unit, consisting of the electric motor 56 and the flanged-on two-speed gear 10 according to the invention.
  • the power of the electric motor 56 is applied to a drive wheel (also not shown) Electric two-wheeler - or via a differential to two drive wheels, for example a rickshaw.
  • FIG. 5 shows a rotating component of the two-speed transmission 10 from FIG. 1, namely the assembly integrated according to the invention from the first freewheel 28, friction clutch 30 and the second driven gear 26 as a compact, integrated component. It can be clearly seen that the freewheel 28 is integrated in the clutch housing 40. The springs of the clutch 30 can be seen. The second driven gear 26 is integrated here in the area or on the side of the clutch actuation.
  • Fig. 6 shows the rotating component of Fig. 5 from another side.
  • the roller elements of the first freewheel 28, the clutch housing 40 with the clutch housing profile 42, the friction clutch 30 and the second driven gearwheel 26 can be seen.
  • FIG. 7 shows a further rotating component of the two-speed transmission 10 from FIG. 1, namely the rotating component of FIGS. 5 and 6, supplemented by the first driven gear wheel 22.
  • the perspective gear section of FIG. 22 shows the gear wheels of FIG and 26, the first freewheel 28 and the second freewheel 36, all well integrated here in or on the friction clutch 30.
  • the second freewheel 36 and the needle bearing 58 serve to support the output shaft, not shown here.

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

Abstract

L'invention concerne une transmission à deux vitesses qui est destinée à un véhicule automobile à propulsion électrique et qui comprend un arbre d'entrée (12) pouvant être relié à un moteur électrique et destiné à introduire un couple, un arbre de sortie (18) qui peut être relié à une roue motrice et est destiné à délivrer le couple, un premier étage de démultiplication (14) destiné à transmettre une vitesse de rotation de l'arbre d'entrée (12) à l'arbre de sortie (18) avec un premier rapport de transmission, un premier pignon menant (20) et un premier pignon mené (22), un deuxième étage de démultiplication (16) destiné à transmettre une vitesse de rotation de l'arbre d'entrée (12) à l'arbre de sortie (18) avec un deuxième rapport de transmission différent du premier rapport de transmission, un deuxième pignon menant (24) et un deuxième pignon mené (26), une première roue libre (28) associée au premier pignon menant (20) ou au premier pignon mené (22), et un embrayage à friction (30) qui peut relier le deuxième pignon mené (24) à l'arbre de sortie (18). L'objectif de l'invention est de concevoir ladite transmission de manière encore plus compacte et de la rendre apte à la récupération. À cet effet, la première roue libre (28) et l'embrayage à friction (30) sont tous les deux montés sur le même arbre et ladite transmission comporte une deuxième roue libre (36).
PCT/DE2019/101002 2018-11-28 2019-11-22 Transmission à deux vitesses pour véhicule automobile à entraînement électrique Ceased WO2020108696A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018130089.1A DE102018130089A1 (de) 2018-11-28 2018-11-28 Zwei-Gang-Getriebe für ein elektrisch antreibbares Kraftfahrzeug
DE102018130089.1 2018-11-28

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WO2020108696A1 true WO2020108696A1 (fr) 2020-06-04

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PCT/DE2019/101002 Ceased WO2020108696A1 (fr) 2018-11-28 2019-11-22 Transmission à deux vitesses pour véhicule automobile à entraînement électrique

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WO (1) WO2020108696A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115697738A (zh) * 2020-06-29 2023-02-03 舍弗勒技术股份两合公司 用于电动车辆的双速传动系统

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020102432B3 (de) * 2020-01-31 2021-06-17 Schaeffler Technologies AG & Co. KG Zwei-Gang-Getriebe für ein elektrisch antreibbares Kraftfahrzeug
DE102020202847A1 (de) 2020-03-05 2021-09-09 Volkswagen Aktiengesellschaft Antriebstrang für ein Fahrzeug und ein Verfahren zum Steuern und / oder Regeln eines Antriebsstranges
DE102021201886B4 (de) 2021-02-26 2023-02-16 Magna Pt B.V. & Co. Kg Antrieb mit Zweiganggetriebe mit Fliehkraftkupplung und Schaltelement
DE102022208264B3 (de) 2022-08-09 2023-10-26 Zf Friedrichshafen Ag Antriebseinrichtung für ein Fahrzeug

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0688974A1 (fr) * 1994-06-24 1995-12-27 Toyota Jidosha Kabushiki Kaisha Agencement d'embrayages à friction et de trains d'engrenages dans une transmission pour véhicules
EP2305501A1 (fr) 2009-10-02 2011-04-06 Oerlikon Graziano S.P.A. Transmission à deux vitesses pour véhicules électriques
DE102011101151A1 (de) * 2010-05-25 2011-12-01 Schaeffler Technologies Gmbh & Co. Kg Antriebsstrang mit einem Kupplungsaggregat nach Art einer Doppelkupplung und einem Freilauf
CN106321813A (zh) * 2016-11-10 2017-01-11 吉林大学 带有联动换挡执行机构的电动车变速箱及其换挡控制方法

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Publication number Priority date Publication date Assignee Title
DE102018102266A1 (de) * 2018-02-01 2019-08-01 Schaeffler Technologies AG & Co. KG Zwei-Gang-Getriebe für ein elektrisch antreibbares Kraftfahrzeug

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0688974A1 (fr) * 1994-06-24 1995-12-27 Toyota Jidosha Kabushiki Kaisha Agencement d'embrayages à friction et de trains d'engrenages dans une transmission pour véhicules
EP2305501A1 (fr) 2009-10-02 2011-04-06 Oerlikon Graziano S.P.A. Transmission à deux vitesses pour véhicules électriques
DE102011101151A1 (de) * 2010-05-25 2011-12-01 Schaeffler Technologies Gmbh & Co. Kg Antriebsstrang mit einem Kupplungsaggregat nach Art einer Doppelkupplung und einem Freilauf
CN106321813A (zh) * 2016-11-10 2017-01-11 吉林大学 带有联动换挡执行机构的电动车变速箱及其换挡控制方法

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115697738A (zh) * 2020-06-29 2023-02-03 舍弗勒技术股份两合公司 用于电动车辆的双速传动系统

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