Abstract: A stator (1a, 1 b) for an electric machine. The stator (1a, 1b) is fixedly mounted relative to a rotational axis (Rot). The stator (1a, 1b) comprises a stator yoke (2) that extends in the axial (A) and radial (R) directions. Stator teeth (3), facing toward the rotational axis (Rot), are arranged in a ring shape on the stator yoke (2). The teeth are uniformly spaced apart from one another so that a stator groove (14) is formed therebetween. The stator (1a, 1b) is divided into a first stator section (5) and a second stator section (6). First and second outer walls (9, 10) are provided on the stator yoke (2) and serve to axially support the stator yoke (2). A cooling manifold disk (11) is integrated between the first stator section (5) and the second stator section (6). An electric machine with a stator of that type is also disclosed.

Abstract: A motor vehicle transmission (1) has a drive input shaft (15), a drive output shaft (16), a first planetary gearset (P1), and a second planetary gearset (P2). The drive input shaft (15) is provided for coupling to a drive machine. In addition, a first shifting element (A) and a second shifting element (B) are provided, at least functionally. Also disclosed is a drive unit (5), a motor vehicle drivetrain, a hybrid or electric vehicle, and a method for operating a motor vehicle transmission.

Abstract: A motor vehicle transmission (1) has a drive input shaft (15), a drive output shaft (16) and a first planetary gearset (P1), and a second planetary gearset (P2), where the drive input shaft (15) is provided for coupling to a drive machine. In addition, a first shifting element (A) and a second shifting element (B) are provided, at least functionally. Also disclosed are a drive unit (5), a motor vehicle drivetrain, a hybrid or electric vehicle, and a method for operating a motor vehicle transmission.

Abstract: A vehicle powertrain has 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. In symmetrical operation, the first and the second electrical machine are operated with an equal torque and torque gradient. When executing a shift non-symmetrical operation, the first and the second electrical machines are operated with different torque and/or torque gradient. During a symmetrical operation if it is detected that a shift with a non-symmetrical operation is to be executed, the symmetrical operation is exited prior to executing the shift to provide a mode in which the electrical machine operated with higher torque and/or torque gradient, is operated with limited torque and/or torque gradient to reduce a temperature of the electrical machine and the associated power electronics operated with a higher torque and/or torque gradient.

Abstract: 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.

Abstract: 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.

Abstract: A drive axle of an electric vehicle has first and a second drive wheels (R1, R2) with wheel axles (a1, a2), a first electric machine (EM1) and a second electric machine (EM2) with a common rotation axis (m), a transmission (G3) 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 (3a, 3b). The first electric machine (EM1) 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 (EM2) can be connected as an additional drive when necessary.

Abstract: The invention relates to a motor vehicle transmission (6) comprising a drive input shaft (9), a drive output shaft (10), a first planetary gearset (P1), a second planetary gearset (P2), and a third planetary gearset (P3), where the drive input shaft (9) is provided for coupling to an electric machine (5). 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 (4), a drive axle (3), and an electric vehicle.

Abstract: The invention relates to a motor vehicle transmission (6) having a drive input shaft (9), a drive output shaft (10), a first planetary gearset (P1), a second planetary gearset (P2), and a third planetary gearset (P3), where the drive input shaft (9) is provided for coupling to an electric machine (5). 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 (4), a drive axle (3) and an electric vehicle.

Abstract: A drive axle for an electric vehicle which comprises first and second electric machines (EM1, EM2), first and second drive wheels (R1, R2) and first and second two-speed transmissions (G1, G2) each having the same gear ratios. The first electric machine (EM1) drives the first drive wheel (R1) by way of the first two-speed transmission (G1) and the second electric machine (EM2) drives the second drive wheel (R2) by way of the second two-speed transmission (G2). The first and the second two-speed transmissions (G1, G2) each comprise a first planetary gearset (PS1) and a second planetary gearset (PS2) coupled to one another. The first planetary gearset (PS1) and the second planetary gearset (PS2) each comprise a web shaft (ST1, ST2), a ring-gear shaft (HR1, HR2) and a sun-gear shaft (SO1, SO2).

Abstract: Disclosed is a starting device for a transmission. The starting device includes a drive input shaft provided for coupling the starting device to a drive engine connected upstream from the transmission. An output shaft is configured to connect the starting device to a gearset of the transmission. The drive input shaft and the output shaft can be connected rotationally fixed to one another by means of a first shifting element. An electric machine is provided whose rotor is connected to an intermediate shaft. The intermediate shaft is coupled to the output shaft by way of at least one gear step. In order to realize integration of the upstream drive engine and the electric machine, a second shifting element is also provided which, when actuated, forms a rotationally fixed connection between the intermediate shaft and the drive input shaft.

Abstract: An electric vehicle transmission (7) has a drive input shaft (10), a drive output shaft (11), a first planetary gearset (P1), a second planetary gearset (P2), and a third planetary gearset (P3). The drive input shaft (10) is designed to be coupled to an electric machine (6). 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 (4), a vehicle drive-train (5), and an electric vehicle incorporating an electric vehicle transmission of this type.

Abstract: The invention relates to a motor vehicle transmission (6) comprising a drive input shaft (9), a drive output shaft (10), a first planetary gearset (P1), a second planetary gearset (P2), and a third planetary gearset (P3), where the drive input shaft (9) is provided for coupling to an electric machine (5). 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 (4), a drive axle (3), and an electric vehicle.

Abstract: The invention relates to a motor vehicle transmission (6) having a drive input shaft (9), a drive output shaft (10), a first planetary gearset (P1), a second planetary gearset (P2), and a third planetary gearset (P3), where the drive input shaft (9) is provided for coupling to an electric machine (5). 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 (4), a drive axle (3) and an electric vehicle.

Abstract: An electric vehicle transmission (7) has a drive input shaft (10), a drive output shaft (11), a first planetary gearset (P1), a second planetary gearset (P2), and a third planetary gearset (P3). The drive input shaft (10) is designed to be coupled to an electric machine (6). 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 (4), a vehicle drive-train (5), and an electric vehicle incorporating an electric vehicle transmission of this type.

Abstract: A drive axle of an electric vehicle has first and a second drive wheels (R1, R2) with wheel axles (a1, a2), a first electric machine (EM1) and a second electric machine (EM2) with a common rotation axis (m), a transmission (G3) 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 (3a, 3b). The first electric machine (EM1) 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 (EM2) can be connected as an additional drive when necessary.

Abstract: A drive arrangement for an element vehicle, having first and second drive wheels (R1, R2), a first electric machine (EM1) and a second electric machine (EM2) with a common rotational axis (m), a manual transmission (G3) 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 (3a, 3b). The first electric machine (EM1) 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 (EM2) can, if necessary, be engaged as an additional drive.

Abstract: Disclosed is a starting device for a transmission. The starting device includes a drive input shaft provided for coupling the starting device to a drive engine connected upstream from the transmission. An output shaft is configured to connect the starting device to a gearset of the transmission. The drive input shaft and the output shaft can be connected rotationally fixed to one another by means of a first shifting element. An electric machine is provided whose rotor is connected to an intermediate shaft. The intermediate shaft is coupled to the output shaft by way of at least one gear step. In order to realize integration of the upstream drive engine and the electric machine, a second shifting element is also provided which, when actuated, forms a rotationally fixed connection between the intermediate shaft and the drive input shaft.

Abstract: A drive axle for an electric vehicle which comprises first and second electric machines (EM1, EM2), first and second drive wheels (R1, R2) and first and second two-speed transmissions (G1, G2) each having the same gear ratios. The first electric machine (EM1) drives the first drive wheel (R1) by way of the first two-speed transmission (G1) and the second electric machine (EM2) drives the second drive wheel (R2) by way of the second two-speed transmission (G2). The first and the second two-speed transmissions (G1, G2) each comprise a first planetary gearset (PS1) and a second planetary gearset (PS2) coupled to one another. The first planetary gearset (PS1) and the second planetary gearset (PS2) each comprise a web shaft (ST1, ST2), a ring-gear shaft (HR1, HR2) and a sun-gear shaft (SO1, SO2).

Abstract: A transmission arrangement for a hybrid drive of a motor vehicle, in particular a utility vehicle. The transmission arrangement has a change-speed transmission (1), in particular a group transmission (1) with a drive output side (1b), a drive output flange (2) and a countershaft (VW). An add-on transmission (3) is arranged on the change-speed transmission (1) and has at least one electric machine (EM) and at least one gear ratio step (Ü1). The at least one electric machine (EM) is connected to the countershaft (VW) by way of the at least one gear ratio step (Ü1) and can be engaged as an additional electric drive.