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WO2020048558A1 - Transmission à deux vitesses pour véhicule automobile à entraînement électrique - Google Patents

Transmission à deux vitesses pour véhicule automobile à entraînement électrique Download PDF

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Publication number
WO2020048558A1
WO2020048558A1 PCT/DE2019/100580 DE2019100580W WO2020048558A1 WO 2020048558 A1 WO2020048558 A1 WO 2020048558A1 DE 2019100580 W DE2019100580 W DE 2019100580W WO 2020048558 A1 WO2020048558 A1 WO 2020048558A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
gear
output shaft
friction clutch
speed transmission
Prior art date
Application number
PCT/DE2019/100580
Other languages
German (de)
English (en)
Inventor
Ps Satyanarayana
Prajod Ayyappath
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to CN201980038970.1A priority Critical patent/CN112262274A/zh
Publication of WO2020048558A1 publication Critical patent/WO2020048558A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved

Definitions

  • the invention relates to a two-speed transmission for an electrically drivable motor vehicle, with the aid of which an output of an electrical machine can be converted.
  • the invention is suitable for electrically assisted or purely electrically powered vehicles with batteries, that is to say for two-wheelers, such as bicycles, mopeds, scooters or motorcycles, for three-wheelers, such as rickshaws, or for vehicles with four wheels, from light vehicles to to the city bus.
  • an electrical machine When accelerating an electrically drivable motor vehicle from a standing start, an electrical machine can first accelerate from standstill with a substantially constant torque up to a basic speed. When the basic speed is reached, the drive power of the electrical machine remains essentially constant, so that the torque decreases for a higher speed.
  • a two-speed gearbox can be provided which provides different transmission ratios. For example, a high gear ratio can be provided in a low speed range in order to provide the highest possible torque for acceleration, while a low gear ratio can be provided in a high speed range in order to be able to implement the highest possible vehicle speed.
  • two-speed gearboxes keep the engine in its most efficient range over long distances in every driving cycle. This also ensures lower consumption - and emissions if an internal combustion engine or a hybrid is also used.
  • EP 2 305 501 A1 discloses a two-speed transmission for electric vehicles, with an input shaft that can be connected to an electrical machine for introducing a torque, and an output shaft that can be connected to a drive wheel Deriving the torque, a first gear stage to translate a speed of the input shaft to the output shaft with a first gear ratio, with a first driving gear and a first driven gear, a second gear stage to translate a speed of the input shaft to the output shaft with one to the first Gear ratio different second gear ratio, with a second driving gear and a second driven gear, a freewheel, which is assigned to the first driving gear or the first driven gear, and a friction clutch that can connect the second driven gear to the output shaft.
  • this transmission contains two friction clutches to be operated and a separate locking ring, so that it is of relatively large construction and the gear change is relatively complicated.
  • a two-speed gearbox for electric vehicles with an input shaft that can be connected to an electrical machine for introducing a torque, an output shaft that can be connected to a drive wheel for transmitting the torque, a first gear stage for translating a speed of the input shaft to the output shaft with a first transmission ratio, with a first driving gear and a first driven gear, a second gear stage for translating a rotational speed of the input shaft to the output shaft with a second gear ratio different from the first gear ratio, with a second driving gear and a second driven gear, a freewheel that corresponds to the first driving gear or is assigned to the first driven gear, and a friction clutch which can connect the second driven gear to the output shaft, this friction clutch being provided as the only friction clutch and with the freewheel and the friction clutch both on the same shaft, that is to say in particular either either Input shaft or the output shaft are arranged.
  • the two-speed transmission according to the invention has a simpler structure thanks to the absence of a second friction clutch and can therefore be made smaller. Eliminating the second friction clutch on the other shaft makes the transmission smaller, lighter, cheaper and less complex. Saving mass is advantageous. Shifting is easier since only a single clutch can be operated and a separate circlip system can be dispensed with. It was recognized that this simpler solution also enables smooth, jerk-free switching, which can preferably be carried out automatically. Since a freewheel is used, the switching is smooth and seamless, whether it is mechanical or automatic. Since there are not two or three elements to be operated when shifting, a single simple electronic or hydraulic servomotor is sufficient to change gear.
  • a battery-electric vehicle which is also referred to as “BEV” (Battery Electric Vehicle)
  • BEV Battery Electric Vehicle
  • switches automatically and offers many advantages with regard to reduced energy consumption, increased driving comfort, incline and maximum speed Avoiding a shift gap in which a power flow is interrupted when changing gears increases performance and offers a superior driving experience.
  • the inventive integration of freewheel and friction clutch leads to a smooth, smooth automatic shifting process.
  • the drive train can be designed to be electrically smaller and still achieve high torque, which leads to a vehicle characteristic with high energy efficiency.
  • a control device can be provided which is designed to automatically change gear when a certain predefined threshold driving speed of the motor vehicle is exceeded and / or undershot and / or when a certain predefined threshold torque of the input shaft is exceeded and / or undershot.
  • a suitable gear ratio can be switched automatically for the respective driving situation without the driver of the motor vehicle having to do this manually.
  • a multi-disc clutch can be used as the friction clutch, which automatically engages or disengages depending on the vehicle speed or the load conditions. This quickly synchronized soft engagement or disengagement leads to a "short" slip zone during the transition from first to second gear and thus a quick gear change.
  • the clutch can be operated purely electrically.
  • the new clutch mechanism fully opens and holds the only friction clutch so that the friction elements are separated from each other and do not transmit any force.
  • the switching frequency is generally low and the first gear is actually only used for starting off or on the mountain, the second gear is usually engaged.
  • the only friction clutch does not have a long-lasting slip, but grips firmly, there is no risk of overheating in continuous operation.
  • the thermal capacity of the friction clutch therefore does not have to be high, so that a smaller, relatively compact coupling can also be used.
  • the parking lock can be achieved in that when the vehicle and the engine have come to a standstill, the friction clutch is engaged and at the same time the freewheeling blocks a movement in the opposite direction. This saves a separate mechanism for the parking brake and an extra actuating element.
  • the clutch and the freewheel can be arranged on the input shaft or on the output shaft.
  • the input shaft can be constructed in a particularly simple manner and contain the first driving gear and the second driving gear as fixed gears.
  • the clutch and freewheel can be arranged side by side on their common shaft.
  • freewheel and friction clutch can be integrated in a common housing. It is particularly suitable if the clutch housing of the friction clutch is used for this. This results in a particularly space-saving, compact construction of the invention. Friction clutch, Freewheel and the two driven gears then form a compact unit that takes up little space.
  • the freewheel is preferably integrated into the first driven gear, in that the hub of the freewheel is also the hub of the gear. This also leads to a particularly compact design.
  • the construction is even more space-saving and compact if the second driven gearwheel is located directly at the clutch, preferably on the side of the clutch actuation.
  • the clutch housing is provided with a clutch housing profile, in particular spline teeth, and is arranged on the output shaft in a rotationally fixed manner in order to transmit torque to the output shaft.
  • the friction clutch When engaging and disengaging, the friction clutch can be operated like any other clutch known per se via Fland, foot or actuator actuation.
  • Flebel or cables can be used.
  • a release pin arranged centrally in the middle of the clutch for example a pin or pin, can be provided, which can be engaged or released by pressing or releasing the clutch.
  • Spring preloaded clutches are common, which are released when released - i.e. do not transmit torque - and grip with a pressed pin - i.e. transmit torque.
  • the pen can be operated directly via a cable or otherwise.
  • a disengagement rod is preferably provided which has a flattened actuation surface and actuates or releases the disengagement pin when rotating about its longitudinal axis.
  • This release rod is preferably actuated by means of a release lever, the release lever being moved back and forth by a linkage or a coupling cable, thereby rotating the release rod, which in turn presses or releases the release pin and thus actuates the clutch. This is an operation that is relative small actuation travel and the quite high spring load of the release pin corresponds.
  • a clutch actuation mechanism is preferably provided, in which a slide is moved back and forth linearly in a slide rail, but engages in both end positions, so that the desired state of the clutch is held by itself and without effort.
  • a ball / channel system is provided for this purpose, the channel being shaped in such a way that it has two locking points, in which one of the sliding parts rests without force from the outside and only moves to the other position after actuation to rest there again.
  • FIG. 1 a perspective view of a two-speed transmission according to the invention
  • FIG. 2 a rotating component of the two-speed transmission from FIG. 1,
  • FIG. 3 a sectional view of a rotating component of the two-speed transmission from FIG. 1,
  • FIG. 14 the transmission of FIG. 1 together with an engine in first gear
  • FIG. 15 the transmission of FIG. 1 together with an engine in second gear.
  • the two-speed transmission 10 shown in FIG. 1 has an input shaft 12 which can be connected to a motor shaft of an electric machine of a motor vehicle in a rotational test.
  • the input shaft 12 can be coupled via a first gear stage 14 and a second gear stage 16 with different transmission ratios to an output shaft 18 in order to drive a drive wheel of the motor vehicle coupled to the output shaft 18.
  • the first gear stage 14 has a first driven gear 20, which is arranged as a fixed gear on the input shaft 12 and meshes with a first driven gear 22 connected to the output shaft 18.
  • the second gear stage 16 has a second driving gear 24, which is arranged as a fixed gear on the input shaft 12 and meshes with a second driven gear 26 connected to the output shaft 18.
  • the freewheel 28 and the only friction clutch 30 are now located on the output shaft 18.
  • the friction clutch has a central release pin 32 which can be actuated via a release rod 34 and a release lever 36.
  • FIG. 2 shows a rotating component of the two-speed transmission from FIG. 1, namely the structural unit comprising the freewheel 28, the friction clutch 30 and the second driven gearwheel 26, which is integrated according to the invention. It can be clearly seen that the freewheel 28 is integrated into the clutch housing 40.
  • the clutch housing profile 42 can also be seen, which is designed here as an internal toothing and can transmit torque to the output shaft 18.
  • FIG. 3 shows a sectional view of a rotating component of the two-speed transmission from FIG. 1, namely the combination of the rotating component shown in FIG. 2 Freewheel 28 and friction clutch 30 with the first driven gear 22. Also shown are the two needle bearings 58 and the intermediate ring 60, which together allow the two gears 22 and 26 to be on the common shaft at different speeds 18 can turn.
  • FIG. 4 shows a perspective view of the rotating component from FIG. 3, it being possible to look into the springs of the coupling 30.
  • the second driven gear 26 is integrated here in the area or on the side of the clutch actuation.
  • FIG. 5 shows a further view of the two-speed transmission from FIG. 1, the drive roller 44 being fastened on the output shaft 18 in order to transmit the torque.
  • the motor M drives the input shaft 12 with the two fixed gears 20 and 24.
  • the release lever 36 is pulled, so that the release rod 34 is rotated and, with its flattened actuating surface, presses the release pin 32 against the internal spring forces.
  • the friction clutch 30 is thus open and does not transmit any torque.
  • the torque of the motor M flows via the first gearwheels 20 and 22.
  • the gearwheel 22 guides the rotary movement via the locking freewheel 28 to the clutch housing 40 and there via the internal toothing of the clutch housing profile 42 to the output shaft 18, such as that dotted line shows.
  • FIG. 7 shows the power flow of a transmission according to the invention in the second gear referred to as “super boost”.
  • the motor M drives the input shaft 12 with the two fixed wheels 20 and 24.
  • the release lever 36 is released, so that the release rod 34 is rotated back into its starting position and, with its flattened actuating surface, no longer presses the release pin 32 against the internal spring forces. Due to this bias, the friction clutch 30 is now closed and transmits it Torque.
  • the torque of the motor M now flows via the friction clutch 30 from the second gears 24 and 26 into the clutch housing 40 and from there via the internal toothing of the clutch housing profile 42 onto the output shaft 18, as the dotted line shows.
  • the freewheel 28 is now overhauled, since the speed via the second gear stage of the gears 24 and 26 is faster than the speed of the first gear stage of the gears 20 and 22.
  • the freewheel 28 is driven from the outside here - overrunning or overtaking - in contrast to the position in Fig. 6, where the force or torque come from the inside, so use the locking effect.
  • the inventive integration of freewheel 28 and clutch 30 on a shaft 18 thus leads to a very compact design.
  • the slow engagement and the slow rolling over of the freewheel 20 lead to a smooth gear change without jerk.
  • FIG. 8 shows a preferred clutch actuation mechanism 46 on the two-speed transmission from FIG. 1.
  • the mechanism 46 transmits the tensile force of a clutch actuation from the right to the clutch cable 38 and via this to the release lever 36, which in turn releases the release rod 34 and actuated the release pin 32, and on the other hand holds the clutch cable 38 and thus the clutch 30 in the desired state “open” or “closed”.
  • FIG. 9 shows two components of the clutch actuation mechanism 46 of FIG. 8, namely the lower part 48 which is fixedly arranged on the transmission and the upper part 50 which can be moved thereon and which moves the clutch cable 38 by shifting to the left and right (arrow).
  • two grooves 54 are provided for holding in a desired position, one groove 54 being arranged in the lower part 48 and the second groove in the upper part 50. They are milled in a hemispherical shape and, when placed one on top of the other, result in a channel with a round cross-section, in which a ball 52 can be guided.
  • FIG. 10 shows the section AA of FIG. 9, it being clearly evident that when the upper part 50 lies correctly on the lower part 48, the two grooves 54 together form a channel for the ball 52.
  • the ball 52 acts here as a locking or securing element and can hold the upper part 50 in two defined positions relative to the lower part 48, similar to a mechanism in a ballpoint pen that can retract and extend the pen tip.
  • the white arrow indicates the direction of the tensile force of the clutch spring.
  • Fig. 11 shows the lower part 48 of the clutch actuation mechanism 46 of Fig. 8, the screws indicating that the lower part 48 is fixed and immovable on the housing of the transmission.
  • the ball 52 is in an end position in the groove 54.
  • FIGS. 12 and 13 show the upper part 50 of the clutch actuation mechanism 46 of FIG. 8.
  • the upper part 50 is shown from below, that is to say seen from the slide rail, which moves the upper part 50, but cannot remove it the lower part 48 holds.
  • the upper part 50 is shown from above with an attachment option for a pulling or actuating element.
  • FIG. 14 shows the transmission 10 of FIG. 1 together with an electric motor 56 in first gear, in which the torque of the motor 56 is transmitted via the first gear stage 14.
  • the upper part 50 of the clutch actuation mechanism 46 is pulled to the far left and blocked by an actuating element (top left).
  • the release lever 36 is in the left end position and keeps the clutch 30 open.
  • FIG. 15 shows the transmission 10 of FIG. 1 together with an electric motor 56 in second gear, in which the torque of the motor 56 is transmitted via the second gear stage 16.
  • the upper part 50 of the clutch actuation mechanism 46 is pushed and blocked entirely to the right by an adjusting element (top left).
  • the release lever 36 is thus also in its end position and keeps the clutch 30 closed.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne une transmission à deux vitesses (10) qui est destinée à un véhicule automobile à entraînement électrique et qui comprend un arbre d'entrée (12) pouvant être relié à une machine électrique et destiné à introduire un couple, un arbre de sortie (18) qui peut être relié à une roue d'entraînement et est destiné délivrer en sortir le couple, un premier étage d'engrenage (14) destiné à transmettre une vitesse de rotation de l'arbre d'entrée (12) à l'arbre de sortie (18) avec un premier rapport de transmission, un premier pignon menant (20) et un premier pignon mené (22), un deuxième étage d'engrenages (16) destiné à transmettre une vitesse de rotation de l'arbre d'entrée (12) à l'arbre de sortie (18) avec un deuxième rapport d'engrenage différent du premier rapport d'engrenage, un deuxième pignon menant (24) et un deuxième pignon mené (26), une roue libre associée au premier pignon menant (20) ou au premier pignon mené (22), et un embrayage à friction (30) qui peut relier le deuxième pignon mené (24) à l'arbre de sortie (18). Pour pouvoir rendre la transmission plus petite et plus compacte, il est proposé de prévoir cet embrayage à friction (30) sous la forme d'un seul embrayage à friction (30) et de disposer la roue libre (28) et l'embrayage à friction (30) tous deux sur le même arbre (12 ; 18).
PCT/DE2019/100580 2018-09-05 2019-06-24 Transmission à deux vitesses pour véhicule automobile à entraînement électrique WO2020048558A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201980038970.1A CN112262274A (zh) 2018-09-05 2019-06-24 用于电驱动机动车辆的双挡位变速器

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018121599.1 2018-09-05
DE102018121599.1A DE102018121599A1 (de) 2018-09-05 2018-09-05 Zwei-Gang-Getriebe für ein elektrisch antreibbares Kraftfahrzeug

Publications (1)

Publication Number Publication Date
WO2020048558A1 true WO2020048558A1 (fr) 2020-03-12

Family

ID=67145499

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2019/100580 WO2020048558A1 (fr) 2018-09-05 2019-06-24 Transmission à deux vitesses pour véhicule automobile à entraînement électrique

Country Status (3)

Country Link
CN (1) CN112262274A (fr)
DE (1) DE102018121599A1 (fr)
WO (1) WO2020048558A1 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2946291A1 (fr) * 2009-06-08 2010-12-10 Renault Sas Groupe motopropulseur pour vehicule electrique a deux arbres permettant d'obtenir deux rapports de transmission
EP2305501A1 (fr) 2009-10-02 2011-04-06 Oerlikon Graziano S.P.A. Transmission à deux vitesses pour véhicules électriques
EP2696104A2 (fr) * 2012-08-06 2014-02-12 GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG Boîte de vitesses pour un véhicule automobile
DE202013006944U1 (de) * 2013-08-01 2014-11-03 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Schaltanordnung mit einer Kupplungs- undSynchronisierungseinrichtung für ein Getriebe
WO2016088860A1 (fr) * 2014-12-04 2016-06-09 株式会社エフ・シー・シー Dispositif de transmission de puissance
CN106321813A (zh) * 2016-11-10 2017-01-11 吉林大学 带有联动换挡执行机构的电动车变速箱及其换挡控制方法
WO2019149312A1 (fr) * 2018-02-01 2019-08-08 Schaeffler Technologies AG & Co. KG Boîte de vitesses à deux vitesses pour un véhicule à moteur électrique

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA986335A (en) * 1973-05-17 1976-03-30 Orshansky Transmission Corporation Split power transmission
EP1450075B1 (fr) * 2003-02-21 2013-12-04 BorgWarner, Inc. Procédé de commande d'une transmission à deux embrayages
CN103223860B (zh) * 2013-04-18 2015-11-25 吉林大学 针对家用轿车的插电式混合动力驱动装置
DE102014103759A1 (de) * 2014-03-19 2015-09-24 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Doppelkupplungsgetriebe und Verfahren zum Anfahren mittels eines Doppelkupplungsgetriebes
CN106969112A (zh) * 2017-03-22 2017-07-21 王国伟 飞轮动能回收系统

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2946291A1 (fr) * 2009-06-08 2010-12-10 Renault Sas Groupe motopropulseur pour vehicule electrique a deux arbres permettant d'obtenir deux rapports de transmission
EP2305501A1 (fr) 2009-10-02 2011-04-06 Oerlikon Graziano S.P.A. Transmission à deux vitesses pour véhicules électriques
EP2696104A2 (fr) * 2012-08-06 2014-02-12 GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG Boîte de vitesses pour un véhicule automobile
DE202013006944U1 (de) * 2013-08-01 2014-11-03 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Schaltanordnung mit einer Kupplungs- undSynchronisierungseinrichtung für ein Getriebe
WO2016088860A1 (fr) * 2014-12-04 2016-06-09 株式会社エフ・シー・シー Dispositif de transmission de puissance
CN106321813A (zh) * 2016-11-10 2017-01-11 吉林大学 带有联动换挡执行机构的电动车变速箱及其换挡控制方法
WO2019149312A1 (fr) * 2018-02-01 2019-08-08 Schaeffler Technologies AG & Co. KG Boîte de vitesses à deux vitesses pour un véhicule à moteur électrique

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Publication number Publication date
CN112262274A (zh) 2021-01-22
DE102018121599A1 (de) 2020-03-05

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