Abstract: Model-based predictive control (MPC) of a motor vehicle involves an MPC algorithm, which comprises a high level solver module to calculate a high level longitudinal trajectory for an upcoming route segment, according to which the motor vehicle is to travel within a route-based high level prediction horizon. The high level longitudinal trajectory is sent to a tracker solver module in the MPC algorithm as an input value, which calculates a tracker longitudinal trajectory on the basis of the high level longitudinal trajectory, according to which the motor vehicle is to travel within the time-based tracker prediction horizon, wherein the tracker prediction horizon is shorter than the high level prediction horizon, such that the tracker prediction horizon only covers a portion of the high level prediction horizon.

Abstract: A processor unit (3) is configured for executing an MPC algorithm (13) for model predictive control of a first component (18) of a motor vehicle (1) and of a second component (19) of the motor vehicle (1). The MPC algorithm (13) includes a cost function (15) to be minimized and a dynamic model (14) of the motor vehicle (1). The dynamic model (14) includes a loss model (27) of the motor vehicle (1). The loss model (27) describes an overall loss of the motor vehicle (1). The cost function (15) includes a first term, which represents the overall loss of the motor vehicle (1). The overall loss depends on a combination of operating values, which includes a first value of a first operating parameter and a second value of a second operating parameter. The processor unit (3) is also configured for determining, by executing the MPC algorithm (13) as a function of the loss model (14), that combination of operating values, by which the first term of the cost function (15) is minimized.

Abstract: A processor unit (3) is configured for executing an MPC algorithm (13) for model predictive control of a motor vehicle (1). The MPC algorithm (13) includes a longitudinal dynamic model (14) of the motor vehicle (1) and a cost function (15) to be minimized. The cost function (15) includes multiple terms, a first term of which represents an output of the cooling pump (28). In addition, the processor unit (3) is configured for, by executing the MPC algorithm (13) as a function of the longitudinal dynamic model (14), ascertaining a speed trajectory of the motor vehicle (1) situated within a prediction horizon and simultaneously ascertaining a pump operating value trajectory situated within the prediction horizon such that the first term of the cost function (15) is minimized.

Abstract: A method for model-based predictive control (MPC) of a motor vehicle includes executing an MPC algorithm having a high level solver module, a longitudinal dynamics model, and a cost function dedicated to the high level solver module. By executing the high level solver module for an upcoming route segment while taking the longitudinal dynamics model into account, a speed trajectory is calculated that minimizes the cost function, according to which the motor vehicle is to travel within a prediction horizon. The method includes sending the speed trajectory to a human-machine interface as an input value, processing the speed trajectory to obtain a control signal in the human-machine interface, and outputting the control signal to a driver of the motor vehicle with the human-machine interface, such that the driver can control the motor vehicle in accordance with the control signal.

Abstract: An electric machine includes a housing, a stator, a rotor arranged radially within the stator, and a plastic body fixing the stator relative to the housing. The plastic body is electrically insulating. Further, the plastic body radially surrounds an outside of at least one soft magnetic core of the stator and first and second winding overhangs of the stator, and axially surrounds an end face of the first winding overhangs and an end face of the second winding overhangs. Additionally, the plastic body defines at least one channel for accommodating a coolant, the at least one channel having a first portion extending circumferentially along at least 40% of the end face of the first winding overhangs, a second portion extending along an outer circumferential surface of the stator, and a third portion extending circumferentially along at least 40% of the end face of the second winding overhangs.

Abstract: A transmission has an input shaft, first and second output shafts, and first and second planetary gear-set, connected together. The first output shaft is rotationally fixed to a first planetary gear-set second element, the second output shaft is rotationally fixed to a second planetary gear-set third element, a first planetary gear-set third element is rotationally fixed to a second planetary gear-set first element via a shaft, and a second planetary gear-set second element is secured to a rotationally fixed component. A first shift element blocks the third planetary gear-set by connecting third planetary gear-set elements in a rotationally fixed manner, a second shift element secures a third planetary gear-set first element to the rotationally fixed component, a third planetary gear-set second element is rotationally fixed to the first planetary gear-set first element via an intermediate shaft, and a third planetary gear-set third element is rotationally fixed to the input shaft.

Abstract: A transmission arrangement for an at least partially electrically driven vehicle includes a first electric machine defining a first central longitudinal axis and having a first gear stage and a second gear stage. The arrangement further includes a second electric machine defining a second longitudinal axis and having a first gear stage and a second gear stage. Further, the arrangement includes a transmission housing, with the first and second electric machines being arranged in the transmission housing. Additionally, the arrangement includes a differential drivingly connected to the second gear stages of the first and second electric machines. The first and second central longitudinal axes are axially parallel to each other on a circular path, the circular path being perpendicular to an output axis.

Abstract: A drive device (2) for an at least partially electrically driven vehicle (1) includes an electric machine (3) having a rotor shaft (8) extending longitudinally along an input axis (4). The drive device further includes a first output shaft (6a) extending longitudinally along an output axis (7) and parallel to the rotor shaft (8). Moreover, the drive device includes a gear stage (5) having a first gearwheel (9) rotationally fixed to the rotor shaft (8), and a second gearwheel (10) meshed with the first gearwheel (9) and drivingly connected to the first output shaft (6a). Additionally, the drive device includes a housing (11) having a shared housing cavity (12), wherein the first output shaft (6a) and the electric machine (3) are parallel to one another in the housing cavity (12), and wherein an air gap (18) extends radially between the electric machine (3) and the first output shaft (6a).

Abstract: An oil supply arrangement of a vehicle with an electric machine in a housing with at least one oil volume connected to an oil volume of a transmission housing of the vehicle for oil supply. The oil volume of the electric machine is divided into at least two oil supply spaces to compensate an oil level in the housing. A first oil supply space is arranged at a side of the housing facing the driving direction of the vehicle and a second oil supply space is arranged at a side of the housing opposite the driving direction of the vehicle.

Abstract: A device (1) for cooling and lubricating components of a vehicle (2) may include a housing (3), a coolant sump (4), a coolant pump (5) for pumping coolant (6) from the coolant sump (4), a heat exchanger (7) for cooling coolant (6) from the coolant pump (5), and a coolant line system (8) including a coolant reservoir (9) having a single coolant inlet (10) and multiple coolant outlets (11.1, 11.2, 11.3, 11.4, 11.5). The coolant line system (8) fluidically connects the coolant pump (5) to the heat exchanger (7), and the heat exchanger (7) to the single coolant inlet (10) of the coolant reservoir (9). The coolant reservoir (9) receives coolant (6) from the heat exchanger (7) via the single coolant inlet (10) and directs coolant (6) via the multiple coolant outlets (11.1, 11.2, 11.3, 11.4, 11.5) onto components in the housing (3) requiring cooling and lubrication.

Abstract: A processor unit (3) is configured for executing an MPC algorithm (13) for model predictive control of a motor vehicle (1). The MPC algorithm (13) includes a longitudinal dynamic model (14) of the motor vehicle (1) and a cost function (15) to be minimized. The cost function (15) includes multiple terms, a first term of which represents an output of the cooling pump (28). In addition, the processor unit (3) is configured for, by executing the MPC algorithm (13) as a function of the longitudinal dynamic model (14), ascertaining a speed trajectory of the motor vehicle (1) situated within a prediction horizon and simultaneously ascertaining a pump operating value trajectory situated within the prediction horizon such that the first term of the cost function (15) is minimized.

Abstract: A processor unit (3) is configured for executing an MPC algorithm (13) for model predictive control of a first component (18) of a motor vehicle (1) and of a second component (19) of the motor vehicle (1). The MPC algorithm (13) includes a cost function (15) to be minimized and a dynamic model (14) of the motor vehicle (1). The dynamic model (14) includes a loss model (27) of the motor vehicle (1). The loss model (27) describes an overall loss of the motor vehicle (1). The cost function (15) includes a first term, which represents the overall loss of the motor vehicle (1). The overall loss depends on a combination of operating values, which includes a first value of a first operating parameter and a second value of a second operating parameter. The processor unit (3) is also configured for determining, by executing the MPC algorithm (13) as a function of the loss model (14), that combination of operating values, by which the first term of the cost function (15) is minimized.

Abstract: An electric machine (1) includes a multi-piece housing (2), a stator (4) stationarily accommodated at the housing (2) by a plastic body (3), and a rotor (5) arranged radially within the stator (4). The plastic body (3) is electrically insulating and surrounds at least one electrical line (17a, 17b, 17c) configured for conducting an electric current between a power electronics unit of the electric machine (1) and the stator (4). At least one channel (8), which is configured for accommodating a coolant, is formed in the plastic body (3). A flange-shaped section (3a) of the plastic body (3) is formed axially between a first housing cover (2a) and a housing shell section (2c) of the multiple-piece housing (2). The at least one electrical line (17a, 17b, 17c) and the at least one channel (8) are formed in the flange-shaped section (3a).

Abstract: A device (1) for cooling and lubricating components of a vehicle (2) may include a housing (3), a coolant sump (4), a coolant pump (5) for pumping coolant (6) from the coolant sump (4), a heat exchanger (7) for cooling coolant (6) from the coolant pump (5), and a coolant line system (8) including a coolant reservoir (9) having a single coolant inlet (10) and multiple coolant outlets (11.1, 11.2, 11.3, 11.4, 11.5). The coolant line system (8) fluidically connects the coolant pump (5) to the heat exchanger (7), and the heat exchanger (7) to the single coolant inlet (10) of the coolant reservoir (9). The coolant reservoir (9) receives coolant (6) from the heat exchanger (7) via the single coolant inlet (10) and directs coolant (6) via the multiple coolant outlets (11.1, 11.2, 11.3, 11.4, 11.5) onto components in the housing (3) requiring cooling and lubrication.

Abstract: A drive device (2) for an at least partially electrically driven vehicle (1) includes an electric machine (3) having a rotor shaft (8) extending longitudinally along an input axis (4). The drive device further includes a first output shaft (6a) extending longitudinally along an output axis (7) and parallel to the rotor shaft (8). Moreover, the drive device includes a gear stage (5) having a first gearwheel (9) rotationally fixed to the rotor shaft (8), and a second gearwheel (10) meshed with the first gearwheel (9) and drivingly connected to the first output shaft (6a). Additionally, the drive device includes a housing (11) having a shared housing cavity (12), wherein the first output shaft (6a) and the electric machine (3) are parallel to one another in the housing cavity (12), and wherein an air gap (18) extends radially between the electric machine (3) and the first output shaft (6a).

Abstract: The disclosure relates to a transmission comprising an input shaft, a first output shaft, a second output shaft, a first planetary gear set, and a second planetary gear set which is connected to the first planetary gear set. Each of the planetary gear sets comprise multiple elements, wherein the first output shaft is rotationally fixed to a second element of the first planetary gear set, the second output shaft is rotationally fixed to a third element of the second planetary gear set, a third element of the first planetary gear set is rotationally fixed to a first element of the second planetary gear set via a shaft, and a second element of the second planetary gear set is secured to a rotationally fixed component.

Abstract: A transmission arrangement (16) for an at least partially electrically driven vehicle (1) includes a first electric machine (3a) defining a first central longitudinal axis (9a) and having a first gear stage (6a) and a second gear stage (7a). The arrangement further includes a second electric machine (3b) defining a second longitudinal axis (9b) and having a first gear stage (6b) and a second gear stage (7b). Further, the arrangement includes a transmission housing (2), with the first and second electric machines (3a, 3b) being arranged in the transmission housing (2). Additionally, the arrangement includes a differential (8) drivingly connected to the second gear stages (7a, 7b) of the first and second electric machines (3a, 3b). The first and second central longitudinal axes (9a, 9b) are axially parallel to each other on a circular path (10) perpendicular to an output axis (5).

Abstract: An electric machine (1) may include a multi-piece housing (2) including a first housing end-face section (2a), a second housing end-face section (2b), and a housing shell section (2c) axially between the first and second housing end-face sections (2a, 2b). The electric machine (1) may further include a stator (4) fixed relative to the housing (2) proximate at least one of the first and second housing end-face sections (2a, 2b). Additionally, the electric machine (1) may include a rotor (5) radially within the stator (4). At least one of the first and second housing end-face sections (2a, 2b) has at least one axial ridge (14a) protruding axially into the stator (4) and rotationally fixed to an inner circumferential surface (15) of the stator (4) to support torque of the stator (4).

Abstract: An electric machine includes a housing, a stator, a rotor arranged radially within the stator, and a plastic body fixing the stator relative to the housing. The plastic body is electrically insulating. Further, the plastic body radially surrounds an outside of at least one soft magnetic core of the stator and first and second winding overhangs of the stator, and axially surrounds an end face of the first winding overhangs and an end face of the second winding overhangs. Additionally, the plastic body defines at least one channel for accommodating a coolant, the at least one channel having a first portion extending circumferentially along at least 40% of the end face of the first winding overhangs, a second portion extending along an outer circumferential surface of the stator, and a third portion extending circumferentially along at least 40% of the end face of the second winding overhangs.

Abstract: A transmission (1) for a motor vehicle includes at least one input shaft (2) which can be connected to an internal combustion engine (VM) in a rotationally fixed manner and with at least one input shaft power transmission element, a first shaft (3) including at least one power transmission element, a second shaft (4) including at least one other power transmission element, and a transmission output shaft (5) which is engaged with the first shaft (3) and the second shaft (4). The transmission (1) includes at least one gear plane (RE), in which the at least one input shaft power transmission element is engaged with the at least one power transmission element and with the at least one other power transmission element. The transmission (1) includes precisely two gear planes, and the power transmission element and the other power transmission element are each an idler gear.