Zf Friedrichshafen Ag

Stefan Spühler

Johannes Glückler

Stefan Renner

Kai Bornträger

Johannes Kaltenbach

Rayk Gersten

Michael Trübenbach

Christian Mittelberger

Martin Jelinewski

David Wörzler

David Rittler

Martin Christians

Timo Hele

Morten Scherpelz

Mario Steinborn

Paul Lenz

Stefan Blattner

Jochen Breuer

Dennis Wohlfahrt

Fabian Ley

Thorsten Leim

Benjamin Berger

Karlheinz Hoher

Daniel Meindl

Wolfgang Hübler

Alexander Baur

Stefan Bemetz

Hannes Werner

A vehicle powertrain features a first electrical machine with first power electronics, a second electrical machine with second power electronics, and a transmission connected between the electrical machines and an output. To execute a powershift, the first and second electrical machines are operated so that one of the electrical machines is used as the main drive machine, and the other electrical machine is used for tractive force support during the execution of the powershift. When a temperature of at least one of the electrical machines and/or of at least one of the power electronics exceeds a temperature limit value, and/or when a target electric current flowing through at least one of the electrical machines and/or at least one of the power electronics exceeds a current limit value, a powershift is adapted to limit heating of the respective electrical machine and/or the respective power electronics.

Method and control device for operating a vehicle driveline

A vehicle powertrain has a first electrical machine with first power electronics and a second electrical machine with second power electronics. In symmetrical operation, the first and second electrical machines are loaded or operated with the same torque and with the same torque gradient. In a non-symmetrical operation, the first and second electrical machines are loaded or operated with a different torque and/or with a different torque gradient. If, after non-symmetrical operation the symmetrical operation is resumed, a subsequent modified operation can be used in which the electrical machine that was loaded or operated in non-symmetrical operation with higher torque and/or a higher torque gradient, is loaded or operated with a limited torque and/or with a limited torque gradient or is switched off or decoupled for a defined period of time, thereby at least partially compensating for a different aging of the electrical machines due to non-symmetrical operation.

A method for operating a motor vehicle () having at least one driven axle () with a locking differential (), where when the motor vehicle () is driving and the locking differential () concerned is engaged on at least one driven axle (), it is checked whether the motor vehicle is driving round a curve. If it is found that the motor vehicle is driving round a curve, the engaged locking differential () is actuated to disengage it and it is checked whether the locking differential () concerned has in fact been disengaged. If it is found that the locking differential () concerned has not been disengaged, the wheel of the driven axle () concerned on the outside of the curve is braked.

Method and control device for operating a motor vehicle

A cooling arrangement for cooling a stator for an electric machine. The cooling arrangement comprising a stator fixedly mounted relative to a rotational axis. The stator comprises a stator yoke and stator grooves. Windings are provided in the stator grooves, which form first and second winding heads. First and second fluid rings are provided at opposite ends on the stator yoke. The first fluid ring has a fluid inflow opening from a stator housing. The stator yoke has a plurality of axial stator ducts extending in the axial direction, which enable the inflowing fluid to flow through from the first fluid ring to the second fluid ring, and the second fluid ring redirects some of the fluid.

Cooling arrangement for cooling a stator for an electric motor

Disclosed is a rotor carrier for a rotor of an electric machine. The rotor carrier includes a hollow outer shell that includes a bearing area for a rotor lamination stack, the bearing area extending axially along the rotor carrier. The outer shell extends radially outward in a radial dimension that varies along the bearing area in the axial direction of the rotor carrier () in such manner that at the axial end sections of the bearing area exhibits no peak contact pressures between the rotor carrier and the rotor lamination stack when the rotor lamination stack is pressed against the bearing area of the rotor carrier. A rotor including the rotor carrier and the rotor lamination stack is also disclosed.

Rotor carrier for a rotor of an electric motor

A rotor () for an electric machine () which comprises a rotor support (). The rotor support has cylindrical inner and outer shells (). A magnetic flux-carrying rotor component has first and second end faces () and carries the cylindrical outer shell (). A rotationally shaft section () is arranged in an inside space () of the rotor support and mounted coaxially with the rotor support. At least in the area of the first end face () the outer shell has first teeth which face toward the magnetic flux-carrying rotor component and a first tooth base between respective pairs of first teeth, and at least in the area of the second end face () the outer shell () has second teeth which face toward the magnetic flux-carrying rotor component and a second tooth base between respective pairs of second teeth. The invention also relates to an electric machine.

Rotor and electric motor with such a rotor

A stator (1a, 1 b) for an electric machine. The stator (,) is fixedly mounted relative to a rotational axis (Rot). The stator () comprises a stator yoke () that extends in the axial (A) and radial (R) directions. Stator teeth (), facing toward the rotational axis (Rot), are arranged in a ring shape on the stator yoke (). The teeth are uniformly spaced apart from one another so that a stator groove () is formed therebetween. The stator (,) is divided into a first stator section () and a second stator section (). First and second outer walls () are provided on the stator yoke () and serve to axially support the stator yoke (). A cooling manifold disk () is integrated between the first stator section () and the second stator section (). An electric machine with a stator of that type is also disclosed.

Stator for an electric motor and an electric motor

A drive axle of an electric vehicle has first and a second drive wheels (R, R) with wheel axles (a, a), a first electric machine (EM) and a second electric machine (EM) with a common rotation axis (m), a transmission (G) with a transmission input shaft (EW) and a transmission output shaft (AW), and an axle differential (DI) with a differential input (DIK) and two differential output shafts (). The first electric machine (EM) is connected to the transmission input shaft (EW) and the transmission output shaft (AW) is connected to the differential input (DIK). The second electric machine (EM) can be connected as an additional drive when necessary.

Drive axle of an electric vehicle and powershifting method

The invention relates to a motor vehicle transmission () comprising a drive input shaft (), a drive output shaft (), a first planetary gearset (P), a second planetary gearset (P), and a third planetary gearset (P), where the drive input shaft () is provided for coupling to an electric machine (). Furthermore, at least functionally a first shifting element (A), a second shifting element (B), and a third shifting element (C) are provided. In addition, the invention relates to a drive unit (), a drive axle (), and an electric vehicle.

Motor vehicle transmissions, in particular electric vehicle transmissions

The invention relates to a motor vehicle transmission () having a drive input shaft (), a drive output shaft (), a first planetary gearset (P), a second planetary gearset (P), and a third planetary gearset (P), where the drive input shaft () is provided for coupling to an electric machine (). Furthermore, at least functionally a first shifting element (A), a second shifting element (B), and a third shifting element (C) are provided. In addition, the invention relates to a drive unit (), a drive axle () and an electric vehicle.

A rotor arrangement () for an electric machine of a vehicle. The rotor arrangement () comprises a rotor lamination stack () and the rotor arrangement further comprises a rotor support (). The rotor support () carries the rotor lamination stack (), which is arranged on the radially outer side () of the rotor support (). A retaining element is arranged on the outer side () of the rotor support at the end on the rotor lamination stack (). The retaining element is a one-piece, closed retaining ring () with an axial ring width (SR) and with at least a first ring diameter (R). The first ring diameter (R) is smaller than or equal to the rotor support diameter (TR), so that the rotor laminate stack () is secured axially in a rotationally fixed manner. The invention also relates to two production methods.

Rotor arrangement

A drive axle for an electric vehicle which comprises first and second electric machines (EM, EM), first and second drive wheels (R, R) and first and second two-speed transmissions (G, G) each having the same gear ratios. The first electric machine (EM) drives the first drive wheel (R) by way of the first two-speed transmission (G) and the second electric machine (EM) drives the second drive wheel (R) by way of the second two-speed transmission (G). The first and the second two-speed transmissions (G, G) each comprise a first planetary gearset (PS) and a second planetary gearset (PS) coupled to one another. The first planetary gearset (PS) and the second planetary gearset (PS) each comprise a web shaft (ST, ST), a ring-gear shaft (HR, HR) and a sun-gear shaft (SO, SO).

Drive axle for an electric vehicle

An electric vehicle transmission () has a drive input shaft (), a drive output shaft (), a first planetary gearset (P), a second planetary gearset (P), and a third planetary gearset (P). The drive input shaft () is designed to be coupled to an electric machine (). In addition, at least functionally a first shifting element (A), a second shifting element (B), a third shifting element (C), and a fourth shifting element (D) are provided. Also disclosed is a drive system (), a vehicle drive-train (), and an electric vehicle incorporating an electric vehicle transmission of this type.

Electric vehicle transmission

A drive arrangement for an element vehicle, having first and second drive wheels (R, R), a first electric machine (EM) and a second electric machine (EM) with a common rotational axis (m), a manual transmission (G) with a transmission input shaft (EW) and a transmission output shaft (AW) and an axle differential (DI) with a differential input (DIK) and two differential output shafts (). The first electric machine (EM) is connected to the transmission input shaft (EW) and the transmission output shaft (AW) is connected to the differential input (DIK), and the second electric machine (EM) can, if necessary, be engaged as an additional drive.

Drive arrangement for an electric vehicle and method for power shifting

A drive axle of an electrically drivable vehicle including first and second drive wheels (R, R), first and second manual transmissions (G, G) and first and second electrical machines (EM, EM) which each have a respective drive shaft (a,b). The first electrical machine (EM) drives the first drive wheel (R), via the first manual transmission (G), and the second electrical machine (EM) drives the second drive wheel (R), via the second manual transmission (G). The manual transmissions are each designed as three-speed transmissions (G, G) which have identical transmission ratios (i, i, i).

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Friedrichshafen, Germany

Stefan Spühler