Dr. Ing. H.c. F. Porsche Aktiengesellschaft

Daniel Knoblauch

Gary Avery

Gerhard Spengler

Johannes Lange

Stefan Oechslen

Maximilian Barkow

Martin Fuechtner

Leo Spiegel

Sebastian Wachter

Thomas Weigelt

Raphael Thomann

Stefan Schmitz

Patrick Fuchs

Timijan Velic

Werner Schiek

Tobias Engelhardt

Axel Heitmann

Falk Heilfort

Immo Stache

Jan Nägelkrämer

Wolfgang Thaler

Simon Singer

Stefan Heinz

Jonas Ottolin

An apparatus including a first housing and a pulse inverter, wherein the pulse inverter is arranged in the first housing, and includes first high-voltage components. The first housing includes a first coolant chamber and a second coolant chamber. The second coolant chamber is fluidically isolated from the first coolant chamber. The first coolant chamber includes a first coolant. The first coolant is a dielectric coolant. The first high-voltage components are arranged in the first coolant chamber. The first housing includes a first coolant port and a second coolant port. The first coolant port is in fluid communication with the second coolant port via the second coolant chamber in order to allow a fluid flow of a second coolant from the first coolant port via the second coolant chamber to the second coolant port.

Apparatus having a pulse inverter

A drive system for an electric vehicle includes: drive components, including: a traction battery; an inverter; and an electric machine. The traction battery is electrically connected to the electric machine by the inverter. The traction battery is electrically connected to the inverter and the inverter is electrically connected to the electric machine in each case by high-voltage connecting elements. The drive system has a cooling circuit cools the drive components by a cooling medium. The drive components and the high-voltage connecting elements are each formed so as to convey cooling medium and form a part of the cooling circuit.

Drive system for an electric vehicle and electric vehicle

An electric machine includes a housing, a stator rigidly arranged on the housing, a rotor rotatably supported on the housing, and a canned tube. The stator and rotor bound a radial gap. The canned tube fluid-tightly abuts the housing such that the canned tube fluid-tightly separates a wet space through which a coolant can flow from a dry space. The stator and rotor are arranged in the wet and dry spaces, respectively. The canned tube on an outer peripheral surface and/or the stator on an inner peripheral surface includes an elastically deformable sealing element. The sealing element is elastically deformed in a finally mounted state of the canned tube between the outer peripheral surface of the canned tube and the inner peripheral surface of the stator such that a gap between the outer peripheral surface and the inner peripheral surface of the stator is sealed.

Electric machine for an electric vehicle

An electric machine () has a housing () in which a stator () and a rotatable rotor () are arranged. The stator () is of hollow-cylindrical design and is arranged in a stator chamber () of the housing (). The rotor () is arranged radially inside the stator () in a rotor chamber (). An air gap () is provided between the rotor () and the stator () to permit rotation of the rotor () relative to the stator (). The stator chamber () is delimited radially on the inside by a cylindrical wall () that is sealed with respect to the housing () by at least one sealing element (). The housing () has at least one axially projecting protrusion () that forms an axial end face () and a radially outwardly facing circumferential shoulder () that supports the sealing element ().

Electric machine with a housing a stator and seals on housing protrusions

A subframe () in a body of a motor vehicle is provided for connecting longitudinal and cross members for wheels () of an axle of the motor vehicle. A region () of the subframe () is designed as a supporting ring () for holding an electric energy accumulator (). The subframe achieves a structurally simple and stable holding of an electric energy accumulator in the motor vehicle.

Subframe for holding an electric energy accumulator in a motor vehicle

A securing device for securing a stationary state of an electric vehicle includes a gearshift interlock device and a differential interlock device. The gearshift interlock device has a gearshift interlock drive with a gearshift interlock shaft for driving a gearshift interlock between a gearshift interlock position and a gearshift release position. The differential interlock device has a differential interlock drive with a differential interlock shaft for driving a differential interlock between a differential interlock position and a differential release position. The gearshift interlock shaft and the differential interlock shaft are connected to one another in a drive-transmitting fashion.

Securing device for securing a stationary state of an electric vehicle

A rolling bearing () has an outer ring () and an inner ring () that can rotate in relation to the outer ring (). A sensor () is arranged on the outer ring () and a master ring () is arranged on the inner ring (). The master ring () can be detected by the sensor (). The master ring () has an electrically conductive section (), and a contact element () fixed on the outer ring () bears against the electrically conductive section () of the master ring ().

Rolling bearing having a sensor and drive unit

A securing device for securing an electric vehicle in a stationary position. The securing device having a transmission locking device and an axle locking device. The transmission locking device has a transmission locking drive with a transmission locking shaft for driving a transmission lock between a transmission locking position and a transmission release position. The axle locking device has an axle locking drive with an axle locking shaft for driving an axle lock between an axle locking position and an axle release position. The transmission locking shaft and the axle locking shaft are formed independently of one another.

Securing device for securing a standstill of an electric vehicle

Described is a method for producing a stator, in particular for electric motors. In a first step, a plurality of flexible electrical conductors are combined to form a conductor bundle. In a second step, two end regions of the conductor bundle are pressed in such a way that a central region of the conductor bundle formed between the two end regions remains flexible. Also described is a corresponding stator.

Method for producing a stator

A motor vehicle transmission for coupling an electric machine to a drivetrain of an electrically driveable motor vehicle. The motor vehicle transmission includes a planetary transmission for converting a torque that is introducible by the electric machine. An internal gear of the planetary transmission has an input toothed gear for forming a spur gear stage with a drive shaft of the electric machine. A brake immobilizes a sun gear of the planetary transmission with a static housing. A clutch rotationally conjointly connects the sun gear to the internal gear. The brake and the clutch at least partially overlap as viewed in a radial or axial direction. By virtue of the overlap, it is possible for axial and radial structural space, respectively, to be saved, such that a motor vehicle transmission with a small structural space requirement is made possible.

Motor vehicle transmission

An electric machine, in particular for an electric vehicle. The machine includes a rotor which can be rotated with respect to a stator and has at least one rotor shaft. The machine includes a duct system for cooling the machine, through which duct system a coolant can flow. The duct system runs at least in sections within the rotor shaft. Here, the duct system includes a cooling duct. The cooling duct is configured so as to run conically at least in sections in the longitudinal direction of the rotor shaft, such that the coolant can be conveyed in the direction of an increasing duct diameter by way of a rotational movement of the rotor shaft.

Electric machine having a rotor shaft with a duct system for cooling

A drive train () is provided for a motor vehicle which can be driven in a purely electric manner. A gear mechanism () has a standardized housing () for accommodating an electrical machine () or two electrical machines () and for accommodating two gear mechanism output shafts () which are associated with a vehicle axle (). A large number of drive topologies for various vehicle sectors with purely electric drives can be formed by configuring the drive train in this way.

Drive train of a motor vehicle that can be driven in a purely electric manner

An electric axle drive has a transmission arrangement with two gears, with an electric machine for driving two output shafts of the axle of the motor vehicle, a first spur gear stage which can be driven by the electric machine for driving an intermediate shaft and a planetary carrier of a planetary gear mechanism, which planetary carrier is connected fixedly to the intermediate shaft and receives planetary gears, and with an internal gear of the planetary gear mechanism for driving a second spur gear stage, a sun gear of the planetary gear mechanism and shifting elements for shifting the two gears. A first shifting element is configured as a clutch, by way of which the internal gear and the sun gear or the internal gear and the planetary carrier or the sun gear and the planetary carrier can be connected in a torque-transmitting manner.

Electric axle drive for a motor vehicle

An arrangement () for driving a wheel of a motor vehicle has an electric machine () and a transmission (). The transmission () is downstream of the electric machine () and is arranged within the electric machine (). A common cooling device () with a cooling water jacket () is utilized for cooling both the electric machine () and the transmission ().

Arrangement of an electric machine and of a transmission connected downstream thereof

An electric axle drive () for a motor vehicle has an electric machine () for driving at least one output shaft () of the axle () of the motor vehicle and has a spur gear unit () with two spur gear stages (). The electric machine () can drive the spur gear stages (), which, in turn, can drive a planetary gear unit (). The planetary gear unit () can be shifted between two gears. In the first gear, a transmission ratio is shifted in the planetary gear unit (), and, in the second gear, the planetary gear unit () is shifted as a block.

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Obergruppenbach, Germany

Daniel Knoblauch