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 method is provided for heating components of a vehicle having a first electric drive unit, a second electric drive unit, and an inverter system for supplying the electric drive units with alternating current. The first electric drive unit produces a first torque and the second electric drive unit produces a second torque, where a sum of the first and second torques is a driving torque. For producing a desired driving torque the first electric drive unit is operated as a generator and the second electric drive unit is operated as a motor so that a total current flow is produced in the inverter system that is greater than a total current flow that would be produced in the inverter system when both electric drive units are operated as motors to produce the desired driving torque.

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: For a vehicle with a front axle (1) and at least two suspended rear axles (2, 3), a level relative to the roadway can be adjusted by controlling pressurized suspension elements (7, 8) arranged on the rear axles (2, 3), where the rear axles (2, 3) are each driven electrically by an electric motor (10) controlled by at least one control unit (11). A separate transmission (13) with a shifting element that operates with interlock is associated with each rear axle (2, 3), and at least one control device (15) is associated with the rear axles (2, 3). The control device is designed to detect the occurrence of a shifting process at one of the rear axles (2, 3), and as a function of the occurrence of the shifting process, to reduce the pressure of the pressurized suspension elements (7, 8) of the rear axle (2, 3) being shifted and to increase the pressure of the pressurized suspension elements (7, 8) of the other rear axle (2, 3).

Abstract: An electric vehicle transmission has a drive input shaft, a drive output shaft, where the input shaft is provided for coupling to an electric machine. First, second, and third planetary gearsets each comprise a first element, a second element, and a third element, respectively, in the form of a sun gear, a planetary web, and a ring gear in each case. At least functionally a first shifting element, a second shifting element, and a third shifting element are provided. The first element of the first planetary gearset is connected rotationally fixed to the drive input shaft. In addition, to produce the function of a parking brake, the third shifting element is provided, by means of which two of the elements of the second planetary gearset or of the third planetary gearset can be connected rotationally fixed to one another.

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 shifting mechanism of a transmission gearset of a vehicle has an axially displaceable sliding sleeve for transmitting torque between shift partners to produce various gear-step transmission ratios. The sliding sleeve and the shift partners are in the form of gear-step gearwheels arranged coaxially with a rotation axis. The sliding sleeve has a first toothed section and a second toothed section for the transmission of torque between the shift partners. At least one of the shift partners has a sliding gear section that can be brought into engagement with one of the toothed sections of the sliding sleeve. At least the first and second toothed sections of the sliding sleeve are each in the form of gearshift teeth. A transmission gearset is provided with a shifting mechanism of this type.

Abstract: A method for operating a motor vehicle (1) having at least one driven axle (3) with a locking differential (10a), where when the motor vehicle (1) is driving and the locking differential (10a) concerned is engaged on at least one driven axle (3), 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 (10a) is actuated to disengage it and it is checked whether the locking differential (10a) concerned has in fact been disengaged. If it is found that the locking differential (10a) concerned has not been disengaged, the wheel of the driven axle (3) concerned on the outside of the curve is braked.

Abstract: For a vehicle with a front axle (1) and at least two suspended rear axles (2, 3), a level relative to the roadway can be adjusted by t controlling pressurized suspension elements (7, 8) arranged on the rear axles (2, 3), where the rear axles (2, 3) are each driven electrically by an electric motor (10) controlled by at least one control unit (11). A separate transmission (13) with a shifting element that operates with interlock is associated with each rear axle (2, 3), and at least one control device (15) is associated with the rear axles (2, 3). The control device is designed to detect the occurrence of a shifting process at one of the rear axles (2, 3), and as a function of the occurrence of the shifting process, to reduce the pressure of the pressurized suspension elements (7, 8) of the rear axle (2, 3) being shifted and to increase the pressure of the pressurized suspension elements (7, 8) of the other rear axle (2, 3).

Abstract: An electric vehicle transmission has a drive input shaft, a drive output shaft, where the input shaft is provided for coupling to an electric machine. First, second, and third planetary gearsets each comprise a first element, a second element, and a third element, respectively, in the form of a sun gear, a planetary web, and a ring gear in each case. At least functionally a first shifting element, a second shifting element, and a third shifting element are provided. The first element of the first planetary gearset is connected rotationally fixed to the drive input shaft. In addition, to produce the function of a parking brake, the third shifting element is provided, by means of which two of the elements of the second planetary gearset or of the third planetary gearset can be connected rotationally fixed to one another.

Abstract: 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.

Abstract: A method for operating a motor vehicle (1) having at least one driven axle (3) with a locking differential (10a), where when the motor vehicle (1) is driving and the locking differential (10a) concerned is engaged on at least one driven axle (3), 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 (10a) is actuated to disengage it and it is checked whether the locking differential (10a) concerned has in fact been disengaged. If it is found that the locking differential (10a) concerned has not been disengaged, the wheel of the driven axle (3) concerned on the outside of the curve is braked.

Abstract: A vehicle cooling arrangement includes a first electric machine with a drive output shaft and a first rotor mounted to rotate about a rotation axis and extending axially around the rotation axis. A first stator surrounds the first rotor peripherally. A second electric machine is mounted axially close to the first electric machine and has a second rotor mounted to rotate about the rotation axis and the drive output shaft. A second stator surrounds the second rotor peripherally. A common housing forms a casing for the first and second electric machines and the drive output shaft extends axially through the housing. The first and second electric machines form a coolant circuit having at least one coolant line arranged to cool the first and second rotors and a second coolant line parallel to the first coolant line and arranged to separately cool the first and second stators.

Abstract: 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 (101) 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.

Abstract: A rotor (1) for an electric machine (25) which comprises a rotor support (2). The rotor support has cylindrical inner and outer shells (3, 4). A magnetic flux-carrying rotor component has first and second end faces (6, 7) and carries the cylindrical outer shell (4). A rotationally shaft section (8) is arranged in an inside space (9) of the rotor support and mounted coaxially with the rotor support. At least in the area of the first end face (6) 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 (7) the outer shell (4) 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.

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 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 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 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.