WO2022037911A1 - Système d'entraînement purement électrique - Google Patents

Système d'entraînement purement électrique Download PDF

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Publication number
WO2022037911A1
WO2022037911A1 PCT/EP2021/071010 EP2021071010W WO2022037911A1 WO 2022037911 A1 WO2022037911 A1 WO 2022037911A1 EP 2021071010 W EP2021071010 W EP 2021071010W WO 2022037911 A1 WO2022037911 A1 WO 2022037911A1
Authority
WO
WIPO (PCT)
Prior art keywords
input shaft
differential
drive system
group
electric drive
Prior art date
Application number
PCT/EP2021/071010
Other languages
German (de)
English (en)
Inventor
Hugo Leonardo KONDA
Christian Krajewski
Jens Luckmann
Frank Steffens
Marc Strölin
Original Assignee
Daimler 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 Daimler Ag filed Critical Daimler Ag
Publication of WO2022037911A1 publication Critical patent/WO2022037911A1/fr

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
    • 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
    • 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
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
    • B60K2023/046—Axle differential locking means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/421—Dog type clutches or brakes
    • 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
    • F16H48/00—Differential gearings
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • F16H2048/368—Differential gearings characterised by intentionally generating speed difference between outputs using additional orbital gears in combination with clutches or brakes
    • 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

Definitions

  • the invention relates to a purely electric drive system, in particular for a motor vehicle, of the type defined in more detail in the preamble of claim 1.
  • purely electric drive systems are also becoming increasingly important. These can include a drive system for a purely electrically driven axle with a transmission that can be shifted via a transmission, in particular with a number of gears.
  • the present application is based on DE 10 2008 002 380 A1 as the state of the art. This shows some of the features of the preamble of the claim applicable here, but in contrast to the present invention in a hybrid system and not in a purely electric drive system.
  • the structure provides a group transmission with a main group and a range group, which has a planetary gear set throughout the document. Two electrical machines are provided, each of which drives its own input shaft of the main group, while an internal combustion engine can drive the output shaft of the main group via a switchable clutch.
  • This main section output shaft is connected to the sun of the range group planetary gearset, whose planetary carrier represents the output of the hybrid drive system.
  • AT 520 555 A4 also discloses a hybrid drive system with two electrical machines, with a countershaft type transmission being used.
  • DE 102017200 531 A1 discloses a vehicle axle that can be driven by an internal combustion engine and a transmission, the vehicle axle having wheel hubs with switchable planetary gears. The object of the invention is now to create a purely electric drive system with the features in the preamble of claim 1, which enables comfortable and long-lasting operation.
  • the purely electric drive system uses two electric motors which drive driven wheels of a vehicle, in particular a commercial vehicle, via a group transmission with a main transmission and a range group.
  • precisely two idler gears are provided coaxially to the first input shaft of the main group, as well as coaxially to the second input shaft of the main group. This results in a total of four discretely switchable gears and, if necessary, corresponding virtual intermediate gears via the two electrical machines, without having to make a corresponding effort with regard to additional idler gears.
  • the range group includes two planetary gear sets, which are each arranged on the output side of a differential.
  • the differential is connected on the input side to the output shaft of the main group, according to a very advantageous embodiment via a spur gear stage. Furthermore, according to the invention, an axis of rotation of the first input shaft, an axis of rotation of the second input shaft, an axis of rotation of the output shaft and an axis of rotation of an input side of the differential are all arranged parallel and off-axis to one another, with the output shaft comprising a fixed wheel which is coaxial with the input side of the differential arranged and non-rotatably connected to the input side gear of the differential is engaged.
  • the range group is thus shifted to the area of the axles and wheels and is now in the form of two planetary sets for each of the driven wheels directly in their area.
  • the main group of the group transmission can thus be realized simply and efficiently and only drives the differential, preferably via the spur gear stage already mentioned above, while the range group in the form of the respectively driven wheel is assigned Planetary gear sets is formed only in the direction of the power flow in the case of the vehicle drive after the differential.
  • a further advantage is achieved by positioning the electrical machines on the two different input shafts, so that virtual intermediate gears are possible, which improve the starting performance in particular. This applies in particular to heavy vehicles, which is why the preferred, but not exclusive, application is in the field of commercial vehicles.
  • Another advantage that results from the use of the two electric machines is that in partial load operation, which, for example, long-distance commercial vehicle traffic accounts for in the order of 70% of the total driving share, one of the two electric machines can be shut down, which has an overall impact on the Service life and efficiency of these aggregates affects.
  • two shifting elements are provided for each planetary gear set.
  • the first and the third element can be blocked via the first switching element, and the third element of the respective planetary gear train can be braked to a standstill via the second switching element. This allows the translation of the range group to be changed accordingly.
  • the purely electric drive system means that only electric machines are used as drive machines
  • the first switching element can be combined as a blocking switching element and the second switching element as a braking switching element to form a double switching element with an actuator, so that the effort is reduced here too.
  • the idler wheels are connected to their respective input shafts in a correspondingly switchable manner, with a third and fourth switching element for the first and second idler wheel or the third and fourth in the area of each of the input shafts, according to a very advantageous embodiment of the invention
  • Loose wheel are provided, wherein the respective third switching element is adapted to connect the first or third loose wheel with its respective input shaft, and wherein the respective fourth switching element is adapted to connect the second or fourth loose wheel with its respective input shaft.
  • four shifting elements are provided in the area of the two input shafts, one for each of the idler gears. These are designed in such a way that they either connect the loose wheel to its input shaft or not, so that it rotates freely in relation to the input shaft. This is sufficient to be able to implement a total of four gears, with these gears being power-shiftable within the same position of the range group, and with the drive being able to take place either from one, the other or both electric machines.
  • the third and the fourth switching element of the respective input shaft can be combined to form a double switching element with a neutral position and an actuator.
  • This use of a double shifting element for the third and the fourth shifting element of the respective input shaft ultimately reduces the total number of elements required to two double shifting elements, one for each input shaft.
  • Each of these double switching elements can be controlled via only one actuator, so that the effort with regard to the actuators is reduced, which is associated with a reduction in the complexity of the design and with a saving in space, installation space and components.
  • the differential is designed as a differential with a switchable differential lock.
  • This switchable differential lock which would form a fifth switching element, can then be engaged independently of the respective gear if required, in order to establish a direct connection between the two axles and the range group driven via the respective planetary gears by means of these driven wheels. Any slip, spinning of one wheel in comparison to the other or the like can then be prevented in a manner known per se by actuating this fifth switching element of the switchable differential lock of the differential.
  • the rotors of the two electrical machines can be coupled or can be coupled to the respective input shaft of the main group.
  • the rotor of the first electric machine is connected to the first input shaft in a rotating manner and a rotor of the second electric machine is connected to the second input shaft in a rotating manner.
  • a non-rotatable connection of two rotatably mounted elements means that the two elements are arranged coaxially to one another and are connected to one another in such a way that they rotate at the same angular velocity.
  • a non-rotatable connection of a rotatably mounted element to a housing means that the element is connected to the housing in such a way that it cannot be rotated relative to the housing.
  • a sun gear of the respective planetary gear set is designed as the first element, a planet carrier as the second element and a ring gear as the third element of the planetary gear set.
  • the connection of the range group to the differential takes place via a connection of the respective sun to the axles, the output via the planetary carrier connected to the wheels, while the ring gear is braked to a standstill via the switching element according to the advantageous embodiment described above and/or can be locked directly to the sun in a rotationally fixed manner.
  • the third and the fourth shifting element on the respective input shaft can, as has already been mentioned above, as form-fitting shifting elements, be designed in particular as claw switching elements. These have the great advantage that they work largely wear-free. Due to the special constellation of the group transmission according to the invention, they can also be shifted under load, with the power loss that may occur as a result being fully or at least partially compensated for by boosting with the other electric machine in each case, so this machine can take over the synchronization to ensure a highly comfortable Switch to allow despite the form-fitting switching elements.
  • FIG. 1 shows a schematic wheel set plan of a possible construction of an electric drive system according to the invention.
  • an electric drive system designated overall by 1 can be seen.
  • the area bordered by the dot-dash line in FIG. 1 is present twice, as indicated by the note “2x”.
  • This has a first electric machine 2 and a second electric machine 3.
  • These are non-rotatable and directly connected to a first input shaft 4 and a second input shaft 5 in a main group of a group transmission 7, which is designated 6.
  • An output shaft 8 of the main group 6 of the group transmission 7 comprises a spur gear stage 10, shown in the middle, with a fixed gear 14, which in turn meshes with a gear wheel 15 of a differential 16 belonging to the spur gear stage 10, which has two driven wheels 17 indicated as an example of an electrically driven axle of a Vehicle, in particular a commercial vehicle drives.
  • the differential 16 is shown by way of example as a differential with a switchable differential lock.
  • the gear 15 of the differential 16 is designed as a differential input gear. At the gear 15 torques, starting from the first electrical machine 2 and / or the second electrical Machine 3 introduced into the differential 16.
  • the differential 16 is designed as a bevel gear differential.
  • the gear wheel 15 is connected in a rotationally fixed manner to a differential cage of the differential 16 (not designated in any more detail).
  • a first loose wheel 18 and a second loose wheel 19 are arranged on the first input shaft 4 of the main group 6 .
  • a third loose wheel 20 and a fourth loose wheel 21 are arranged on the identical second input shaft 5 .
  • switching elements S3 and S4 or S3' and S4' are arranged on the respective input shaft 4, 5 in such a way that they connect the idler wheels 18, 19 or 20, 21, which are arranged coaxially with the respective input shaft 4, 5, with the respective input shaft 4, 5 can connect rotatably.
  • the switching elements S3/S4 and S37S4' are preferably each designed as double switching elements with a neutral position, as is shown here. They are controlled via a single actuator per double switching element.
  • the first loose wheel 18 and the third loose wheel 20 of the respective input shaft 4, 5 mesh with a first fixed wheel 22 on the output shaft 8.
  • the second loose wheel 19 and the fourth loose wheel 21 mesh with a second fixed wheel 23 on the output shaft 8.
  • the input shafts 4, 5 and the output shaft 8 are connected to each other exclusively via these two fixed wheels 22, 23.
  • Placed between the two fixed wheels 22, 23 is the third fixed wheel 14 already mentioned above, which meshes with the gear wheel 15 of the differential 16 and thus drives it on its input side 11.
  • the output side 12 of the differential has, in a known manner, the two side shafts 13a, 13b, namely a first side shaft 13a and a second side shaft 13b.
  • the input side 11 of the differential 16 is formed by its differential cage.
  • a range group 9 now consists of two planetary gear sets 24, 25, namely a first planetary gear set 24 and a second planetary gear set 25, which are arranged between the side shafts 13a, 1b and the driven wheels 17.
  • the Planetary sets 24,25 can be arranged directly on the wheels 17, for example.
  • the first planetary gear set 24 is arranged in the torque flow after the first side shaft 13a.
  • the second planetary gearset 25 is arranged in the torque flow after the second side shaft 13a.
  • a first of three elements of the first planetary gearset 24 is preferably non-rotatably connected to the first side shaft 13a.
  • a first of three elements of the second planetary gearset 25 is preferably non-rotatably connected to the second side shaft 13b.
  • the output takes place in each case via a planetary carrier 29 directly onto the wheels 17.
  • Planetary gears 27 on the planetary carrier 29 of the respective planetary set 24, 25 mesh accordingly with a sun 26 and a ring gear 28 of the respective planetary set 24, 25.
  • the drive preferably takes place via the respective Sun 26 as the first element, the output of their planet carrier 29 as the second element.
  • the ring gear 28 can be braked as a third element in each case via a shifting element S1 as a brake shifting element.
  • ring gear 28 is connected in a rotationally fixed manner, for example to a housing of a wheel suspension 30 or the like, and accordingly does not rotate. This results in a first gear ratio of the range group 9.
  • the sun 26 as the first element of the respective planetary gearset 24, 25 can be connected or locked to the ring gear 28 via the respective shifting element S2 as a blocking shifting element. This results in a different transmission ratio between the axles 13 acting as an input shaft in the respective planetary sets 24, 25 of the range group 9 and the planet carrier 29 connected to the wheels as an output.
  • the four gears that can be switched individually are indicated in principle using a switching matrix.
  • the number of the respective gear is in the first column
  • the position of the double shifting element S1/S2, formed from the first and the second shifting element S1, S2, of the planetary gear set 24 shown on the left is in the second column.
  • the second column contains three shifting positions for This double switching element S1/S2 is shown, namely a switching position on the left, which represents the brake switching position in the planetary gear set 24, a middle neutral position, as can be seen in the illustration in FIG. 1, and a right position, which represents the blocking switching position.
  • the following third column has the same structure.
  • the shift positions now show the corresponding shift positions of the double shift element S1/S2 formed from the first and the second shift element S1, S2 of the other planetary gear set 25. Since the structure here is essentially mirror-inverted to the differential 16, the left-hand column stands for the blocking shift position and the right-hand column for the brake switch position, while according to the middle column the structure is in the neutral position shown here, which is a state that is not used in practice.
  • both electric machines 2, 3 now drive in first gear via the third and fourth idler gear 19, 21, which in turn drive the output shaft 8 of the group transmission 6 via the fixed gears 22, 23.
  • the differential 16 is then driven via the spur gear stage 10 with the fixed wheels 14 and 15 .
  • the driven wheels 17 are then driven via the axles 13 between the output side 12 of the differential 16 and the planetary gearsets 24, 25 of the range group 9.
  • the double shifting elements S1/S2 of the respective planetary sets are in the locked position of the ring gear 28.
  • the shift is only from the second or fourth idler gear 19, 21 to the first or third idler gear 18, 20 on the respective input shaft 4, 5 recoupled.
  • shift elements S3 and S4 or S3′ and S4′ can be designed as positive shift elements, in particular as claw shift elements.

Abstract

L'invention concerne un système d'entraînement purement électrique (1) ayant une première machine électrique (2), une seconde machine électrique (3) et une transmission à groupes (7) ayant un groupe principal (6) et un groupe relais (9). Un premier arbre d'entrée (4) du groupe principal (6) est ou peut être couplé à la première machine électrique (2) de sorte que des couples provenant de la première machine électrique (2) peuvent être introduits dans la transmission à groupes (7) via le premier arbre d'entrée (4) ; un second arbre d'entrée (5) du groupe principal (6) est ou peut être couplé à la seconde machine électrique (3) de sorte que des couples provenant de la seconde machine électrique (3) peuvent être introduits dans la transmission à groupes (7) via le second arbre d'entrée (5) ; et un arbre de sortie (8) du groupe principal (6) est couplé de façon permanente à un côté d'entrée (11) d'un différentiel (16) de façon à transférer un couple. L'invention est caractérisée en ce qu'exactement deux pignons fous (18, 19), en particulier un premier pignon fou (18) et un deuxième pignon fou (19), sont disposés de manière coaxiale avec le premier arbre d'entrée (4). Exactement deux autres pignons fous (20, 21), en particulier un troisième pignon fou (20) et un quatrième pignon fou (21), sont disposés de manière coaxiale avec le second arbre d'entrée (5) ; les deux arbres d'entrée (4, 5) sont couplés à l'arbre de sortie (8) via exactement deux pignons fixes (22, 23) disposés de manière coaxiale avec l'arbre de sortie (8) ; un premier pignon fixe (22) est en prise par engrènement de façon permanente avec le premier et le troisième pignon fou (18, 20) ; un second pignon fixe (23) est en prise par engrènement de façon permanente avec le deuxième pignon fou (19) et le quatrième pignon fou (21) ; et le groupe relais (9) comprend deux jeux planétaires (24, 25), chacun étant couplé à un côté de sortie (12) du différentiel (16).
PCT/EP2021/071010 2020-08-17 2021-07-27 Système d'entraînement purement électrique WO2022037911A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020005019.0 2020-08-17
DE102020005019.0A DE102020005019A1 (de) 2020-08-17 2020-08-17 Elektrisches Antriebssystem

Publications (1)

Publication Number Publication Date
WO2022037911A1 true WO2022037911A1 (fr) 2022-02-24

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Application Number Title Priority Date Filing Date
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WO (1) WO2022037911A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022122232A1 (de) 2022-09-02 2024-03-07 Bayerische Motoren Werke Aktiengesellschaft Getriebeeinheit für eine Antriebseinheit für ein Kraftfahrzeug, Antriebseinheit und Kraftfahrzeug

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1597388A (fr) * 1968-12-30 1970-06-22
DE102008002380A1 (de) 2008-06-12 2009-12-17 Zf Friedrichshafen Ag Getriebe in Vorgelegebauweise und Verfahren zum Betreiben des Getriebes
DE102017200531A1 (de) 2017-01-13 2018-07-19 Zf Friedrichshafen Ag Antreibbare Fahrzeugachse und Fahrzeug mit antreibbarer Fahrzeugachse
WO2019079235A1 (fr) * 2017-10-16 2019-04-25 Neapco Intellectual Property Holdings, Llc Ensemble chaîne cinématique comprenant un système de vectorisation de couple
AT520555A4 (de) 2017-12-18 2019-05-15 Avl Commercial Driveline & Tractor Eng Gmbh Antriebsstrang für ein kraftfahrzeug
FR3089886A1 (fr) * 2018-12-17 2020-06-19 Valeo Embrayages Système de propulsion pour véhicule électrique

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1597388A (fr) * 1968-12-30 1970-06-22
DE102008002380A1 (de) 2008-06-12 2009-12-17 Zf Friedrichshafen Ag Getriebe in Vorgelegebauweise und Verfahren zum Betreiben des Getriebes
DE102017200531A1 (de) 2017-01-13 2018-07-19 Zf Friedrichshafen Ag Antreibbare Fahrzeugachse und Fahrzeug mit antreibbarer Fahrzeugachse
WO2019079235A1 (fr) * 2017-10-16 2019-04-25 Neapco Intellectual Property Holdings, Llc Ensemble chaîne cinématique comprenant un système de vectorisation de couple
AT520555A4 (de) 2017-12-18 2019-05-15 Avl Commercial Driveline & Tractor Eng Gmbh Antriebsstrang für ein kraftfahrzeug
FR3089886A1 (fr) * 2018-12-17 2020-06-19 Valeo Embrayages Système de propulsion pour véhicule électrique

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