EP3746681A1 - Boîte de vitesses à deux vitesses pour un véhicule à moteur électrique - Google Patents

Boîte de vitesses à deux vitesses pour un véhicule à moteur électrique

Info

Publication number
EP3746681A1
EP3746681A1 EP19705921.5A EP19705921A EP3746681A1 EP 3746681 A1 EP3746681 A1 EP 3746681A1 EP 19705921 A EP19705921 A EP 19705921A EP 3746681 A1 EP3746681 A1 EP 3746681A1
Authority
EP
European Patent Office
Prior art keywords
gear
input
input shaft
speed
shaft
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.)
Withdrawn
Application number
EP19705921.5A
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 EP3746681A1 publication Critical patent/EP3746681A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0293—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being purely mechanical
    • F16H61/0295—Automatic gear shift control, e.g. initiating shift by centrifugal forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
    • F16D41/064—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by rolling and having a circular cross-section, e.g. balls
    • F16D41/066—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by rolling and having a circular cross-section, e.g. balls all members having the same size and only one of the two surfaces being cylindrical
    • F16D41/067—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by rolling and having a circular cross-section, e.g. balls all members having the same size and only one of the two surfaces being cylindrical and the members being distributed by a separate cage encircling the axis of rotation
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
    • F16D43/06—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating axially a movable pressure ring or the like
    • F16D43/08—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating axially a movable pressure ring or the like the pressure ring actuating friction plates, cones or similar axially-movable friction surfaces
    • F16D43/10—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating axially a movable pressure ring or the like the pressure ring actuating friction plates, cones or similar axially-movable friction surfaces the centrifugal masses acting directly on the pressure ring, no other actuating mechanism for the pressure ring being provided
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D45/00—Freewheels or freewheel clutches combined with automatic clutches
    • 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
    • F16H2200/2066—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using one freewheel mechanism
    • 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
    • F16H2200/2079—Transmissions using gears with orbital motion using freewheel type mechanisms, e.g. freewheel clutches

Definitions

  • the invention relates to a two-speed transmission for an electrically driven motor vehicle, with the aid of which a power of an electric machine can be converted.
  • an electric machine When accelerating an electrically drivable motor vehicle from a standstill, an electric machine can first accelerate from standstill with a substantially constant torque up to a base speed. When the base speed is reached, the drive power of the electric machine remains substantially constant, so that for a higher speed, the torque decreases.
  • a two-speed transmission can be provided, which provides different transmission ratios.
  • a gear change from one gear ratio to another gear ratio can lead to an interruption of the tractive force, which is perceived as a loss of comfort and should be avoided.
  • a two-speed transmission for an electrically drivable motor vehicle, in particular an electric motor scooter, with an input shaft connectable to an electric machine for introducing a torque, an output shaft connectable to a drive wheel for discharging the torque, a low first speed step for translating a rotational speed of the input shaft to the output shaft with a first gear ratio, a high second gear ratio for translating a speed of the input shaft to the output shaft with a second ratio smaller than the first gear ratio, wherein the first speed gear engages with the input shaft via a freewheel - Coupled first input gear, wherein the freewheeling when overtaking the input shaft locks transmitting torque and interrupts a torque transmission when overtaking the first input gear, and wherein the second gear stage ei n having the input shaft via a centrifugal clutch
  • the input shaft At a low input shaft speed, the input shaft overruns the first input gear so that the freewheel locks. At the same time the speed is still so low that the centrifugal clutch is not yet closed due to the low attacking centrifugal force and is in an open state. In this situation, a torque flow takes place from the input shaft to the output shaft via the first gear. Since the first gear stage is a low gear, a comparatively high torque is applied to the output shaft so that a particularly good acceleration to a desired final speed of the motor vehicle can take place. When the speed of the input shaft increases, the centrifugal force clutch will eventually be subjected to such high centrifugal force that the centrifugal clutch closes.
  • the second input gear no longer rotates relative to the input shaft with a relative speed, but is rotatably coupled to the input shaft.
  • the rotational speed of the second input gear is equalized to the rotational speed of the input shaft after a slip operation of the centrifugal clutch.
  • the first input gear is automatically decoupled from the input shaft with the aid of the freewheel in the case of a torque flow via the second gear stage when the centrifugal clutch is closed, so that only a torque flow takes place via the second gear stage.
  • the speed of the input shaft decreases, the speed may become so low that the centrifugal clutch opens and torque flow between the input shaft and the second input gear is interrupted.
  • the centrifugal clutch is open, the input shaft can again overtake the first input gear, whereby the freewheel locks and a torque flow takes place via the first gear.
  • the gear change between the first gear and the second gear can be automatic as a function of the rotational speed of the input shaft.
  • a suitable speed in which the centrifugal clutch closes or opens. Blocking the two-speed transmission is avoided.
  • the automatic change of the torque flow can take place between essentially traction interruption-free, so that switching of the two-speed transmission can take place with a high level of comfort for a user. Due to the automatic decoupling of the first input gear from the input shaft with the help of the freewheel, when the centrifugal clutch closes at a sufficiently high rotational speed and a torque flow takes place via the second gear, an essentially traction-free shifting of the gears of the two-speed transmission can be achieved. Transmissions follow, so that in an electrically driven motor vehicle, a comfortable power transmission is possible.
  • the first gear has a meshing with the first input gear and with the output shaft rotatably connected first output gear and the second gear on a second input gear meshing and rotatably connected to the output shaft second output gear on.
  • the first input wheel is over the Freewheel, depending on the current speed of the input shaft coupled to the input shaft torque transmitting or decoupled.
  • the second input gear is coupled with the input shaft via the centrifugal clutch in order to transfer torque or decoupled. This makes it possible to fix the first output gear and the second output gear firmly to the output shaft, without this leading to a blocking of the two-speed transmission.
  • either the second input gear or the first input gear will be idled.
  • the fixed connection of the output gears to the output shaft makes it possible for the first input gear, which rotates without power, to overtake the input shaft when the centrifugal clutch is closed.
  • the centrifugal clutch has at least one centrifugal mass which can be diverted at a ramp for the axial displacement of a pressure plate under the influence of centrifugal force.
  • a centrifugal force-induced displacement of the centrifugal mass radially outward can be converted into an axial displacement by sliding on the ramp inclined to the radial plane.
  • the centrifugal mass can be displaced not only in the radial direction but also in the axial direction at a sufficiently high rotational speed and the corresponding centrifugal forces and close the centrifugal clutch with its proportion of movement in the axial direction.
  • the centrifugal mass designed as a ball can rest against a rear side of a pressure plate and axially displace the pressure plate with its axial movement component, so that the pressure plate can bring about frictional engagement between an input side and an output side of the centrifugal clutch.
  • the centrifugal clutch has a multi-plate clutch, so that on an outer disc carrier axially relatively slidable lamellae on a réellelamel- carrier axially relatively slidably slats can be frictionally interconnected when the pressure plate is displaced to an axially fixed counter-plate and the alternately between the pressure plate and the counter plate arranged slats are pressed.
  • a support disk is fixedly connected to the input shaft, where at the support disk forms a ramp for the centrifugal clutch.
  • the support disk can simultaneously axially cover and limit a receiving space for the centrifugal mass in the manner of a cover.
  • the support disk can in particular have axially projecting partitions, so that the support disk can form a receiving pocket for the centrifugal mass. Due to the fixed connection of the support disc with the input shaft, the support disc rotates at the speed of the input shaft. Since the partitions of the support disk can take along the centrifugal mass in the circumferential direction, and the centrifugal mass can rotate with the speed of the input shaft and learn a dependent of the speed of the input shaft centrifugal force.
  • a support disk is fixedly connected to the input shaft, wherein an outer disk carrier for introducing the torque of the input shaft into a multi-plate clutch of the centrifugal clutch is connected to the support disk.
  • the outer disk carrier and / or the support disk can form a radially outer boundary for the centrifugal mass, so that the centrifugal mass is retained in the centrifugal force coupling and can not be thrown away due to centrifugal force.
  • the outer disk carrier fixedly connected to the support disk automatically rotates at the speed of the input shaft and can initiate the torque flow coming from the input shaft via the support disk into the multi-disk clutch of the centrifugal clutch.
  • a support disk is fixedly connected to the input shaft, wherein the transmission disk is connected to a transmission ring protruding in the axial direction, the freewheel being provided in the radial direction between the transmission ring and a shaft projecting axially from the first input gear, in particular radially Direction between the first input gear and the input shaft, a bearing, in particular a plain bearing, is provided.
  • the transmission ring and the shaft make it possible to provide the freewheel axially next to the external toothing of the first input gear. This can be provided with a correspondingly small number of teeth for the first input a correspondingly smaller diameter.
  • the freewheel can be provided in an axial installation space which also holds sufficient installation space in the radial direction in order to provide the freewheel with a suitable radial extent. This makes it possible to provide a large-scale freewheel, which can be made cheaper due to lower tolerance requirements.
  • the second input gear is supported via an axial bearing for supporting an axial actuating force of the centrifugal clutch on the input shaft, wherein in particular the axial bearing is axially secured by a, in particular designed as a lock nut, locknut on the input shaft.
  • the second input wheel which can be coupled to the input shaft, in particular via a friction clutch of the centrifugal clutch, which is preferably designed as a multi-disc clutch, can support the axial forces impressed by the centrifugal mass via the axial bearing.
  • An axial Wegwandern of the second input gear is thereby avoided.
  • a sliding bearing is formed between the second input gear and the thrust bearing.
  • the thrust bearing itself can be firmly attached to the input shaft and secured. A relative rotation of the second input gear, when the centrifugal clutch is opened, is not affected by the thrust bearing.
  • the centrifugal clutch has a return spring for displacing a pressure plate in a starting position corresponding to the open position of the centrifugal clutch.
  • the centrifugal mass can close the centrifugal clutch.
  • the return spring can open the centrifugal clutch.
  • a limit speed at which the centrifugal clutch opens and closes can be preset via the spring force of the return spring and the mass moment of inertia of the centrifugal mass.
  • 1 is a schematic sectional view of a two-speed transmission
  • Fig. 2 is a schematic sectional view of part of the two-speed transmission of Fig. 1 with the first gear and
  • FIG. 3 shows a schematic sectional view of a part of the two-speed transmission from FIG. 1 with the second gear engaged.
  • the illustrated in Fig. 1 two-speed transmission 10 is provided for an electrically driven bicycle, such as an electric scooter ("e-scooter").
  • the two-speed transmission 10 has an input shaft 12 to which a motor shaft of an electric machine can be connected in order to introduce a power generated in the electric machine into the input shaft 12. Via an output shaft 14, the power can be discharged and transmitted, for example, to a drive wheel.
  • a first gear 16 and a second gear 18 are provided to transmit the power from the input shaft 12 to the output shaft 14.
  • the first gear 16 has a first input gear 20 which meshes with a first output gear 22 fixedly connected to the output shaft 14.
  • the second gear 18 has a second input gear 24 which meshes with a second output gear 26 fixedly connected to the output shaft 14.
  • the first input gear 20 is coupled via a freewheel 28 to the input shaft 12.
  • the first input gear 20 has a protruding shaft 30 in the axial direction, which may be connected to an inner ring of the freewheel 28 or the inner ring of the freewheel 28 is formed.
  • a support plate 32 is fixedly connected, protrudes from the axially in the transmission ring 34, which may be connected to an outer ring of the freewheel 28 or the outer ring of the freewheel 28 is formed.
  • Freewheel 28 is configured such that freewheel 28 locks and transmits torque when input shaft 12 overrides first input gear 20 and freewheels and interrupts torque flux 36 when first input gear 20 overrides input shaft 12.
  • the second input gear 24 is coupled to the input shaft 12 via a centrifugal clutch 38.
  • centrifugal masses 40 are provided, which can slide on a force-induced by the support disk 32 ramp 42 due to centrifugal force. Due to the forced movement of the centrifugal masses 40 in the axial direction forced by the ramp 42, a pressure plate 44 can be axially displaced at a sufficiently high rotational speed and correspondingly high centrifugal forces acting on the centrifugal masses 40, around a friction clutch of the centrifugal clutch 38 designed as a multi-disc clutch 46 close.
  • the multi-plate clutch 46 has an outer disk carrier 48, which is fixedly connected to the support disk 32 to the performance of Input shaft 12 to initiate the multi-plate clutch 46.
  • An inner disk carrier 50 of the multi-plate clutch 46 is rotatably connected to the second input gear 24.
  • a return spring 52 which is indirectly supported on the second input gear 24 and on the pressure plate 44 and configured as a compression spring, can automatically open the centrifugal clutch 38.
  • the second input gear 24 is axially supported on a thrust bearing 54, which is secured via a lock nut 56 with the input shaft.
  • the centrifugal clutch 38 is opened.
  • the input shaft 12 overruns the first input gear 20, so that the freewheel 28 locks.
  • the torque flow 36 thereby takes place from the input shaft 12 via the support disk 32 and the freewheel 28 to the first input gear 20, so that the torque flow 36 flows exclusively to the output shaft 14 via the first gear 16.
  • the second input gear 24 rotates with power and performs a relative rotation to the input shaft 12.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)

Abstract

L'invention concerne une boîte de vitesses à deux vitesses (10) pour un véhicule à moteur électrique pourvu d'un arbre d'entrée (12) pouvant être connecté à une machine électrique pour introduire un couple, d'un axe de sortie (14) pouvant être relié à une roue d'entraînement pour décharger le couple, d'une première vitesse basse (16) pour la transmission d'une vitesse de rotation de l'arbre d'entrée (12) à l'arbre de sortie (14) avec un premier rapport de transmission, d'une deuxième vitesse haute (18) pour la transmission d'une vitesse de rotation de l'arbre d'entrée (12) à l'arbre de sortie (14) avec un deuxième rapport de transmission inférieur au premier. La première vitesse (16) comporte une première roue d'entrée (20) couplée à l'arbre d'entrée (12) par l'intermédiaire d'une roue libre (28), ladite roue libre (28) bloque en cas de dépassement de l'arbre d'entrée (12) en transmettant le couple et une transmission de couple est interrompue en cas de dépassement de la première roue d'entrée (20), et la deuxième vitesse comporte une deuxième roue d'entrée (24) couplée à l'arbre d'entrée (12) par l'intermédiaire d'un embrayage centrifuge (38). Cela permet une transmission de puissance confortable dans le cas d'un véhicule à moteur électrique.
EP19705921.5A 2018-02-01 2019-01-25 Boîte de vitesses à deux vitesses pour un véhicule à moteur électrique Withdrawn EP3746681A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018102266.2A DE102018102266A1 (de) 2018-02-01 2018-02-01 Zwei-Gang-Getriebe für ein elektrisch antreibbares Kraftfahrzeug
PCT/DE2019/100076 WO2019149312A1 (fr) 2018-02-01 2019-01-25 Boîte de vitesses à deux vitesses pour un véhicule à moteur électrique

Publications (1)

Publication Number Publication Date
EP3746681A1 true EP3746681A1 (fr) 2020-12-09

Family

ID=65493769

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19705921.5A Withdrawn EP3746681A1 (fr) 2018-02-01 2019-01-25 Boîte de vitesses à deux vitesses pour un véhicule à moteur électrique

Country Status (4)

Country Link
EP (1) EP3746681A1 (fr)
CN (1) CN111566389A (fr)
DE (1) DE102018102266A1 (fr)
WO (1) WO2019149312A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018121599A1 (de) * 2018-09-05 2020-03-05 Schaeffler Technologies AG & Co. KG Zwei-Gang-Getriebe für ein elektrisch antreibbares Kraftfahrzeug
DE102018130089A1 (de) * 2018-11-28 2020-05-28 Schaeffler Technologies AG & Co. KG Zwei-Gang-Getriebe für ein elektrisch antreibbares Kraftfahrzeug
US11421463B2 (en) 2019-09-09 2022-08-23 Hamilton Sundstrand Corporation One-way clutch for use in a no-back clutch design
DE102019124783B3 (de) * 2019-09-16 2021-01-21 Schaeffler Technologies AG & Co. KG Antriebsstrang für ein elektrisch antreibbares Kraftfahrzeug
DE102020102432B3 (de) * 2020-01-31 2021-06-17 Schaeffler Technologies AG & Co. KG Zwei-Gang-Getriebe für ein elektrisch antreibbares Kraftfahrzeug
WO2021226856A1 (fr) * 2020-05-13 2021-11-18 舍弗勒技术股份两合公司 Transmission et système d'entraînement reposant sur un pont électrique à deux vitesses
DE102020117152B3 (de) 2020-06-30 2021-08-05 Schaeffler Technologies AG & Co. KG Antriebsstrang mit einem Zweiganggetriebe für ein elektrisch antreibbares Kraftfahrzeug
DE102020120847A1 (de) 2020-08-07 2022-02-10 Schaeffler Technologies AG & Co. KG Zwei-Gang-Getriebe sowie elektrischer Antriebsstrang mit Zwei-Gang-Getriebe
CN112178172A (zh) * 2020-09-18 2021-01-05 安徽江淮汽车集团股份有限公司 双离合器多挡变速箱以及电动汽车
DE102021201886B4 (de) 2021-02-26 2023-02-16 Magna Pt B.V. & Co. Kg Antrieb mit Zweiganggetriebe mit Fliehkraftkupplung und Schaltelement

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Publication number Priority date Publication date Assignee Title
FR71114E (fr) * 1957-03-16 1959-10-13 Embrayage automatique
JPS5761258U (fr) * 1980-09-29 1982-04-12
US7810623B2 (en) * 2005-05-24 2010-10-12 Marvin Wayne Justus Centrifugal friction clutch with improved thermal management
DE102007045670A1 (de) * 2007-09-25 2009-04-02 Schaeffler Kg Getriebe
CN104350300B (zh) * 2012-06-04 2017-03-08 株式会社F.C.C. 动力传递装置
DE102014109305B4 (de) * 2013-07-03 2021-11-18 GM Global Technology Operations, LLC (n.d. Ges. d. Staates Delaware) Stufenloses Getriebe mit Kettenabtrieb
DE102013219229A1 (de) * 2013-09-25 2015-03-26 Bayerische Motoren Werke Aktiengesellschaft 2-Gang-Automatikgetriebe für E-Antriebe
WO2016088860A1 (fr) * 2014-12-04 2016-06-09 株式会社エフ・シー・シー Dispositif de transmission de puissance
CN104806656B (zh) * 2015-04-24 2017-05-10 傅元才 一种双向超越离合器、变速装置和自动变速系统
CN205605747U (zh) * 2016-04-07 2016-09-28 上海中科深江电动车辆有限公司 一种用于电动汽车两挡变速器

Also Published As

Publication number Publication date
WO2019149312A1 (fr) 2019-08-08
DE102018102266A1 (de) 2019-08-01
CN111566389A (zh) 2020-08-21

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