• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a drive train (1) for a motor vehicle, having a shiftable transmission (2) in the countershaft design with a first (5) and a second countershaft (6), wherein the first countershaft (5) at least via a first transmission stage (12). and the second countershaft (6) is connectable to a drive shaft (4) at least via a second transmission stage (16), each transmission stage (12, 16) being a fixed gear (14), a loose wheel (13, 17) and at least one gear shift element (12). 15) is assigned, via which the drive shaft (4) with the first countershaft (5) and / or the second countershaft (6) is drive-connected, which gear shift elements (15, 19) separating the drive connection neutral position and at least one drive connection producing engagement position wherein the first countershaft (5) with a first electric machine (7) and the second countershaft (6) with a second electric machine (8) antri ebsverbunden is. In order to realize the greatest possible number of different gears in the simplest possible way, it is provided that the associated first idler gear (13) is arranged on the first countershaft (5) at least at a first gear stage (12), that at least at a second gear stage ( 16) the associated second idler gear (17) on the second countershaft (6) is arranged, that the first (12) and second gear ratio (16) associated common fixed wheel (14) on the drive shaft (4) is arranged, and that at least one of the first gear ratio (12) associated first gear shift element (15) on the first countershaft (5) and at least one second gear stage (16) associated second gear shift element (19) on the second countershaft (6) is arranged, each gear shift element (15 , 19) has a neutral position and at least one engagement position.
    公开号:AT520555A4
    申请号:T51039/2017
    申请日:2017-12-18
    公开日:2019-05-15
    发明作者:Kastler Helmut
    申请人:Avl Commercial Driveline & Tractor Eng Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a drive train for a motor vehicle, with a switchable gear in countershaft design with a first and a second countershaft, wherein the first countershaft is connectable at least via a first gear ratio and the second countershaft at least a second gear ratio with a drive shaft, each gear ratio at least one fixed gear, a loose wheel and a gear shift element is assigned, via which the drive shaft with the first countershaft and / or the second countershaft is drive-connected, which gearshift elements have a drive connection separating neutral position and at least one drive connection producing engagement position, wherein the first countershaft - in particular coaxially - with a first electric machine and the second countershaft - in particular coaxially - drive-connected or drive-connected with a second electric machine.
    Furthermore, the invention relates to a method for operating a motor vehicle with this drive train.
    From DE 10 2008 002 380 A1 a transmission in countershaft design is known which has a transmission input shaft, and arranged on both sides of this first countershaft and a second countershaft, each countershaft with a controllable and / or controllable electric machine is drive-connected. The transmission input shaft is connectable to an internal combustion engine. The transmission has several gears, wherein the individual gears by activation of a respective translation stage, comprising in each case a loose wheel and at least one fixed gear of different waves, which are in operative connection with each other, are generated. The activation of the gear ratios is achieved by pressing a switching element, by means of which the respective idler gear is rotatably connected to the shaft to which it is assigned. The fixed wheels on the countershafts and the corresponding idler gears including the gear shift elements are arranged on the with the transmission input shaft. In this transmission, both countershafts are always in the torque flow. Since the two countershafts on fixed wheels constantly mesh with the loose wheels, no serial hybrid drive is feasible. The number of realizable aisles is relatively small. Another disadvantage of the known from DE 10 2008 002 380 A1
    Getriebes is that a full extinction of a traction interruption is possible only during shifts of the splitter group.
    It is the object of the present invention to avoid the disadvantages mentioned and to enable in a drive train of the type mentioned in the simplest possible way a full extinction of traction interruption in all switching operations and thereby to realize the highest possible number of different gears. Another object of the invention is to enable both parallel hybrid propulsion and hybrid hybrid propulsion.
    Starting from a drive train of the type mentioned, this object is achieved in that at least at a first gear ratio, the associated first idler gear is disposed on the first countershaft, that at least at a second gear ratio, the associated second idler gear is disposed on the second countershaft, that the common fixed gear associated with the first and second gear ratio is arranged on the drive shaft, and that at least one of the first gear ratio associated first gear shift element on the first countershaft and at least one of the second gear ratio associated second gear shift element is arranged on the second countershaft, each gear shift element a neutral position and at least one engagement position.
    As a neutral position here a position of the gear shift element is referred to, in which there is no drive connection via the gear shift element between the elements to be switched of the drive train. For example, this is achieved by a torque-free center or rest position of the example designed as a claw clutch gear shift element. In other words, the neutral position is characterized in that the dog clutch of the gear shift element is not in momentary engagement with a loose wheel or a driven or driven shaft. In contrast, a torque is transmitted between the elements to be switched of the drive train in an engaged position of the gear shift element via the gear shift element. In a gear shift element designed as a claw clutch, it is located in the
    Torque engagement with a loose wheel or a driving or driven shaft.
    In contrast to DE 10 2008 002 380 A1, in the present invention, the gear shift elements are shifted on the countershafts and not on the drive shaft. As a result, a comparatively larger number of gear ratios can be realized, very advantageously, with the same or less effort, traction interruptions being able to be effectively avoided at each gear change.
    In particular, a large number of gear ratios can be realized when the first gear shift element has a first engagement position in which the first countershaft is drivingly connected via the first gear ratio with the drive shaft, wherein the first gear shift element further comprises a second engagement position in which the first countershaft via a third translation stage is drive connected to the drive shaft. Likewise, the second gear shift element may have a first engagement position, in which the second countershaft is drive-connected to the drive shaft via the second gear ratio, and further comprise a second engagement position, in which the second countershaft is drive-connected to the drive shaft via a fourth gear ratio.
    Manufacturing and assembly costs can be kept extremely small when the two countershaft, at least two standing with a fixed gear meshing idler gears and / or the two electric machines are designed identical.
    A hybrid drive can be realized in a particularly advantageous embodiment of the invention, when the drive shaft is drive-connected via a third gear shift element with a transmission input shaft, wherein preferably the transmission input shaft is drivingly connected to an internal combustion engine or connectable. In this case, preferably, the third gear shift element four switch positions - namely a neutral position and three engagement positions - on, in a first engagement position, the drive connection between the transmission input shaft and the first countershaft, in the second engagement position, the drive connection between the transmission input shaft and the second countershaft, and in the third engagement position, the drive connection between the transmission input shaft and the drive shaft is made. In the neutral position, the drive connection between the drive shaft and the transmission input shaft is disconnected.
    In a compact embodiment of the invention, it is provided that the drive shaft is drive-connected or drive-connected to a transmission output shaft.
    The powertrain according to the invention allows various operating modes, namely a purely electrical operating mode, a parallel-hybrid operating mode and a series-hybrid operating mode, each with different gear ratios to realize different transmission ratios.
    The inventive method for operating a motor vehicle provides for the realization of a purely electrical operation, that in the transmission of the drive train in at least one electrical operating mode, the first and / or second countershaft via at least one gear ratio with the drive shaft is drivingly connected and torque through at least one of the electric machines is brought to the drive shaft.
    For operating the motor vehicle in a parallel-hybrid operating mode, a transmission input shaft of the transmission with a countershaft connected to a prime mover, for example an internal combustion engine, is drive-connected, and this countershaft is drive-connected to the drive shaft. The other countershaft is also drivingly connected to the drive shaft, wherein driving or decelerating torque is applied to the drive shaft both by the prime mover and by one or both of the electric machines.
    In order to realize a serial hybrid mode of the motor vehicle, a transmission input shaft of the transmission which is drivingly connected or connectable to a drive machine is drivingly separated from the drive shaft by a countershaft, for example the first countershaft, and this, for example, the first. One with this - for example, first-Vorgelegewelle connected - in this case the first - electrical machine is operated as a generator to generate electrical energy. The other - for example second - countershaft is drivingly connected to the drive shaft. One with the other - for example, second-Vorgelegewelle connected another - for example second - electric machine is operated by the power generated by the motor and brought by this electric machine mechanical torque on the drive shaft.
    The invention will be explained in more detail below with reference to non-limiting exemplary embodiments illustrated in the figures.
    In it show schematically:
    Fig. 1 shows a drive train according to the invention in a first
    Variant,
    2 shows a drive train according to the invention in a second
    Variant,
    3 shows this drive train in a purely electrical operating mode,
    4 shows this drive train in a parallel-hybrid operating mode in a first gear of the transmission,
    5 shows this drive train in a parallel-hybrid operating mode in a second gear of the transmission,
    6 shows this drive train in a parallel-hybrid operating mode in a third gear of the transmission,
    7 shows this drive train in a parallel-hybrid operating mode in a fourth gear of the transmission,
    Fig. 8 shows this powertrain in a parallel-hybrid operating mode in a fifth gear of the transmission and
    9 shows this drive train in a serial-hybrid operating mode.
    Functionally identical parts are provided in the embodiment variants with the same reference numerals.
    The drive train 1 shown in FIG. 1 has a shiftable transmission 2 with a transmission housing 3, in which a drive shaft 4, a first countershaft 5 and a second countershaft 6 are arranged. The first countershaft 5 is connected to a first electric machine 7 and the second countershaft 6 to a second electric machine 8. The drive shaft 4 at the same time forms the outgoing from the housing transmission output shaft 9 or is connected with such a drive. To the transmission output shaft 9 leading to a differential 11 of the vehicle drive shaft 10 is connected.
    The first countershaft 5 can be connected via a first gear stage 12 by means of a first gear shift element 15 with the drive shaft 4. The first gear 12 has a first idler gear 13, which is in meshing engagement with a first fixed gear 14. The second countershaft 5 can be connected via a second gear stage 16 by means of a second gear shift element 19 with the drive shaft 4. The second gear stage 16 has a second idler gear 17, which meshes with the first fixed gear 14 in meshing engagement. The first 13 and second idler gears 17 are of identical design here, the first 12 and second gear stages 16 thus have the same gear ratios.
    Furthermore, in the exemplary embodiments illustrated in the figures, the first countershaft 5 can be connected to the drive shaft 4 via a third gear stage 20 by means of the first gear shift element 15. Analogous to the first gear stage 12, the third gear stage 20, a third idler gear 21, which is in meshing engagement with a second fixed gear 18. The second countershaft 5 can be connected via a fourth translation stage 22 by means of the second gear shift element 19 with the drive shaft 4. The fourth gear stage 22 has a fourth idler gear 23, which meshes with the second fixed gear 18 in meshing engagement. The third 21 and fourth idler gears 23 are of identical design here, the third 20 and fourth gear ratios 22 thus have the same gear ratios.
    The first 13 and third idler gear 21 on the one hand, and the second 17 and fourth idler gear 23 on the other hand are designed with different diameters, thus, the first 12 and third gear stage 20 on the one hand, and the second 16 and fourth gear stage 22 on the other hand each have different gear ratios.
    The first 14 and second fixed wheels 18 are rotatably connected to the drive shaft 4. The first 13 and third idler gears 21 are rotatably mounted on the first countershaft 5, the second 17 and fourth idler gears 23 are rotatably mounted on the second countershaft 6.
    Both the first gear shift element 15 and the second gear shift element 19 each have a neutral position, a first engagement position and a second engagement position. In the neutral position of the first gear shift element 15, the first countershaft 5 is separated from the first 13 and third idler gears 21 -it is thus no drive connection between the first countershaft 5 and the drive shaft 4. Analogously, in the neutral position of the second gear shift element 19, the second countershaft 6 separated from the second 17 and fourth idler gears 23, whereby the drive connection between the second countershaft 6 and the drive shaft 4 is interrupted.
    In the first engagement position of the first gear shift element 15, the first idler gear 13, in the second engaged position of the first gear shift element 15, the third idler gear 21 and thus the drive shaft 4 is drivingly connected to the first countershaft 5. Similarly, in the first engaged position of the second gear shift element 19, the second idler gear 17, in the second engaged position of the second gear shift element 19, the fourth idler gear 23 and thus the drive shaft 4 is drivingly connected to the second countershaft 6.
    Fig. 2 shows a second embodiment of an inventive
    Drive train 1, which differs from the embodiment shown in FIG. 1 in that the transmission 2 has a transmission input shaft 24, to which a further drive machine, for example an internal combustion engine 26, can be drivingly connected via a clutch 25. The transmission input shaft 24 may be connected via a third gear shift element 27 selectively via a fifth gear stage 28 with the first countershaft 5, via a sixth gear stage 31 to the second countershaft 6, or directly to the drive shaft 4. The third gear shift element 27 in this case has a neutral position in which the transmission input shaft 24 is separated from the first countershaft 5, the second countershaft 6 and the drive shaft 4. In a first engagement position of the third gear shift element 27, the transmission input shaft 24 via the fifth gear stage 28 with the first countershaft 5, in a second engaged position on the sixth gear stage 31 with the second countershaft 6 and in a third engaged position, the transmission input shaft 24 directly to the drive shaft 4 connected. The fifth gear stage 28 has a rotatably mounted on the transmission input shaft 24 fifth idler gear 29 and a rotatably connected to the first countershaft 5 third fixed gear 30. The sixth gear stage 31 has a rotatably mounted on the drive shaft 4 sixth idler gear 32 and a rotatably connected to the second countershaft 6 fourth fixed gear 33.
    All gear shift elements 15, 19 27, for example, as a simple
    Be formed claw couplings.
    3 to 9 show the drive train 1 of FIG. 2 in different
    Operating modes with different switching positions of the gearshift elements 15, 19 and 27, wherein with the dashed arrows F each of the power flow is indicated.
    In Fig. 3 are the third gear shift element 27 in its neutral position. As a result, the internal combustion engine 26 is drivably separated from the remainder of the drive train 1, that is to say from the drive shaft 4, from the first countershaft 5 and from the second countershaft 6, and can be deactivated. In this switching position purely electrical operation is possible, wherein the drive torque or braking torque is applied completely by the first electric machine 7 and the second electric machine 8. The illustrated power flow results when the first gear shift element 15 and the second gear shift element 19 are each in the first engaged position. This is the first one
    Countershaft 5 via the first translation stage 12 and the second
    Countershaft 6 via the second gear stage 16 connected to the drive shaft 4, which acts on the transmission output shaft 9 on the drive shaft 10 of the vehicle.
    FIGS. 4 to 8 show the drive train 1 in parallel hybrid operating mode in different gears.
    4 shows a hybrid operating mode (parallel hybrid) of the drive train 1 in a first gear position, in which the internal combustion engine and the two electric machines 7, 8 are connected in parallel in the drive train 1 and
    Provide torque to drive or decelerate the vehicle.
    In contrast to FIG. 3, the third gear shift element 27 is in its first
    Engaged engaged position in which the transmission input shaft 24 is drivingly connected via the fifth gear stage 28 to the first countershaft 5. The first gear shift element 15 and the second gear shift element 19 are each in the first engagement position, so that the power flow F via the first 12 and second gear stage 16 takes place.
    Fig. 5 also shows a hybrid mode of operation (parallel hybrid) of
    Drivetrain 1 in a second gear position, in which the
    Internal combustion engine and the two electric machines 7, 8 in the drive train 1 are connected in parallel and provide torque for driving or decelerating the vehicle ,, wherein the third gear shift element 27 is in its second engagement position, in which the transmission input shaft 24 via the sixth gear stage 31 with the second countershaft 6 is drivingly connected. The first gear shift element 15 and the second gear shift element 19 are each in the first engagement position, so that the power flow F via the first 12 and second gear stage 16 takes place.
    6 shows a hybrid operating mode (parallel hybrid) of the drive train 1 in a second gear position, in which the internal combustion engine and the two electric machines 7, 8 are connected in parallel in the drive train 1 and
    Providing torque for driving or deceleration of the vehicle, wherein the third gear shift element 27 is in its first engagement position, in which the transmission input shaft 24 via the fifth gear ratio stage 28 is drivingly connected to the first countershaft 5. The first gear shift element 15 and the second gear shift element 19 are in the second engagement position in which the first countershaft 5 via the third gear stage 20 and the second countershaft 6 via the fourth gear ratio stage 22 are drivingly connected to the drive shaft 4.
    Fig. 7 shows a hybrid mode of operation (parallel hybrid) of the drive train 1 in a fourth gear position, in which the internal combustion engine and the two electric machines 7, 8 in the drive train 1 are connected in parallel and provide torque for driving or decelerating the vehicle, wherein the third Gear shift element 27 is in its second engagement position, in which the transmission input shaft 24 is drivingly connected via the sixth gear stage 31 with the second countershaft 6. The first gear shift element 15 and the second gear shift element 19 are - as in FIG. 6 - in the second engagement position in which the first countershaft 5 via the third gear stage 20 and the second countershaft 6 via the fourth gear stage 22 are drivingly connected to the drive shaft 4.
    Fig. 8 shows a hybrid mode of operation (parallel hybrid) of the drive train 1 in a fifth gear position, in which the internal combustion engine and the two electric machines 7, 8 in the drive train 1 are connected in parallel and provide torque to drive or decelerate the vehicle, wherein the third Gear shift element 27 is in its third engaged position, in which the transmission input shaft 24 is drivingly connected directly to the drive shaft 4. The first gear shift element 15 and the second gear shift element 19 are also here in the second engagement position, in which the first countershaft 5 via the third gear stage 20 and the second countershaft 6 via the fourth gear ratio stage 22 are drivingly connected to the drive shaft 4.
    9 show the drive train 1 in a serial hybrid operating mode, the first electric machine 7 being driven by the internal combustion engine 26 via the first countershaft 5. The third gear shift element 27 is in its first engagement position, in which the drive connection between the transmission input shaft 24 and the first countershaft 5 via the fifth gear stage 28 is made. The operated as a generator first electric machine 7 generates electrical energy. With the generated electrical energy, for example, the second electric machine 8 is operated, which acts on the drive shaft 10 via the second countershaft 6 and the drive shaft 4. The first gear shift element 15 is in its neutral position, so that the first countershaft 5 is drivingly separated from the drive shaft 4. The second gear shift element 19 may be switched to the first or second engagement position, whereby the power flow takes place either via the second gear stage 16 or the fourth gear stage 22 (as shown).
    The drive train 1 according to the invention has the following advantages: simple transmission architecture with few gear ratios and a small number of gear shift elements; Compact design by arranging the two electrical machines within the transmission housing at an end facing away from the engine; • Complex mechanical synchronizers can be dispensed with.
    权利要求:
    Claims (15)
    [1]
    P A T E N T A N S P R E C H E
    1. powertrain (1) for a motor vehicle, with a switchable transmission (2) in countershaft design with a first (5) and a second countershaft (6), wherein the first countershaft (5) at least a first gear ratio (12) and the second countershaft (6) at least via a second translation stage (16) with a drive shaft (4) is connectable, each translation stage (12, 16) at least one fixed gear (14), a loose wheel (13, 17) and at least one gear shift element (15 ), via which the drive shaft (4) with the first countershaft (5) and / or the second countershaft (6) is drive-connectable, which gearshift elements (15, 19) have a neutral position separating the drive connection and at least one engaging position producing the drive connection , wherein the first countershaft (5) - in particular coaxially - with a first electric machine (7) and the second countershaft (6) - in particular coaxially - with a second electric machine (8) is drive-connected or drive-connectable, characterized in that at least one first gear ratio (12) the associated first idler gear (13) on the first countershaft (5) is arranged, that at least one second gear stage (16) associated second idler gear (17) on the second countershaft (6) is arranged, that the first (12) and second gear ratio (16) associated common fixed wheel (14) on the drive shaft (4) is arranged, and that at least one of the first Gear stage (12) associated first gear shift element (15) on the first countershaft (5) and at least one second gear stage (16) associated second gear shift element (19) on the second countershaft (6) is arranged, each gear shift element (15, 19) has a neutral position and at least one engagement position.
    [2]
    2. Drive train (1) according to claim 1, characterized in that the two countershaft (5), at least two with a fixed gear (14) meshing idler gears (13, 17) and / or the two electric machines (7, 8) identical design.
    [3]
    3. Drive train (1) according to claim 1 or 2, characterized in that the first gear shift element (15) has a first engagement position, in which the first countershaft (5) via the first gear ratio stage (12) to the drive shaft (4) is drivingly connected ,
    [4]
    4. Drive train (1) according to one of claims 1 to 3, characterized in that the first gear shift element (15) has a second engagement position in which the first countershaft (5) via a third transmission stage (20) with the drive shaft (4). is drive connected.
    [5]
    5. Drive train (1) according to one of claims 1 to 4, characterized in that the second gear shift element (19) has a first engagement position, in which the second countershaft (6) via the second transmission stage (16) with the drive shaft (4). is drive connected.
    [6]
    6. Drive train (1) according to one of claims 1 to 5, characterized in that the second gear shift element (19) has a second engagement position, in which the second countershaft (6) via a fourth gear stage (22) with the drive shaft (4). is drive connected.
    [7]
    7. Drive train (1) according to one of claims 1 to 4, characterized in that the drive shaft forms a transmission output shaft or is drive-connected or drive-connected with a transmission output shaft.
    [8]
    8. Drive train (1) according to one of claims 1 to 7, characterized in that the drive shaft (4) via a third gear shift element (27) with a transmission input shaft (24) is drive-connected, wherein preferably the transmission input shaft (24) with an internal combustion engine ( 26) is drivingly connected or connectable.
    [9]
    9. Drive train (1) according to claim 8, characterized in that the third gear shift element (27) has a neutral position in which the drive connection between the drive shaft (4) and the transmission input shaft (24) is separated.
    [10]
    10. Drive train (1) according to claim 8 or 9, characterized in that the third gear shift element (27) has a first engagement position, in which the drive connection between the transmission input shaft (24) and the first countershaft (5) is made.
    [11]
    11. Drive train (1) according to one of claims 8 to 10, characterized in that the third gear shift element (27) has a second engagement position, in which the drive connection between the transmission input shaft (24) and the second countershaft (6) is made.
    [12]
    12. Drive train (1) according to any one of claims 8 to 11, characterized in that the third gear shift element (27) has a third engagement position, in which a direct drive connection between the transmission input shaft (24) and the drive shaft (4) is made.
    [13]
    13. A method for operating a motor vehicle with a drive train (1) according to one of claims 1 to 12, characterized in that in the transmission (2) of the drive train (1) in at least one electrical operating mode, the first and / or second countershaft (5, 6) via at least one transmission stage (12, 19, 20, 22) is drivingly connected to the drive shaft (4) and torque is brought by at least one of the electric machines (7, 8) on the drive shaft (4).
    [14]
    14. A method for operating a motor vehicle with a drive train (1) according to one of claims 1 to 12, characterized in that in at least one parallel-hybrid operating mode of the motor vehicle with a drive machine drivingly connected or connectable transmission input shaft (24) of the transmission (2 ) with a countershaft (5, 6), and this countershaft (5, 6) to the drive shaft (4) is drivingly connected, wherein preferably the other countershaft (6, 5) is also drivingly connected to the drive shaft (4), wherein torque through the drive machine and at least one of the electric machines (7, 8) is brought to the drive shaft (4).
    [15]
    15. A method for operating a motor vehicle with a drive train (1) according to one of claims 1 to 12, characterized in that in at least one series-hybrid operating mode of the motor vehicle with a drive machine drivingly connected or connectable transmission input shaft (24) of the transmission (2 ) with a countershaft (5, 6), and this countershaft (5, 6) is drivingly separated from the drive shaft (4) and an electric machine connected to this countershaft (5, 6) is operated as a generator for generating electrical energy, and in that the other countershaft (6, 5) is drive-connected to the drive shaft (4) and another electric machine (8, 7) connected to the other countershaft (6, 5) is motor-driven with the generated current and by this mechanical torque on the Drive shaft (4) is brought.
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    同族专利:
    公开号 | 公开日
    AT520555B1|2019-05-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    WO2001083249A2|2000-05-02|2001-11-08|Robert Bosch Gmbh|Hybrid transmission, particularly for motor vehicles|
    WO2002047931A1|2000-12-15|2002-06-20|Robert Bosch Gmbh|Methods for operating a motor vehicle driven by an internal combustion engine and by two electric machines|
    DE102008002380A1|2008-06-12|2009-12-17|Zf Friedrichshafen Ag|Counter-shaft type transmission for commercial vehicle, has controllable electrical machine attached to counter shafts that produce individual gears by activation of transmission stage, which comprises idle gear and fixed gear|
    US20160144702A1|2014-11-26|2016-05-26|Hyundai Motor Company|Transmission for hybrid vehicle|DE102019218239A1|2019-11-26|2021-05-27|Zf Friedrichshafen Ag|Drive unit for an electrically driven axle and method for operating the drive unit|
    DE102020005019A1|2020-08-17|2022-02-17|Daimler Ag|Electric propulsion system|
    DE102020005394A1|2020-09-03|2022-03-03|Daimler Ag|Electric propulsion system|
    FR3103149A1|2019-11-14|2021-05-21|Renault S.A.S|COMPACT POWERTRAIN UNIT CONSISTING OF TWO ELECTRIC MOTORS AND ONE NON-COAXIAL THERMAL MOTOR, AND ITS CONTROL PROCEDURE|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA51039/2017A|AT520555B1|2017-12-18|2017-12-18|DRIVE TRAIN FOR A MOTOR VEHICLE|ATA51039/2017A| AT520555B1|2017-12-18|2017-12-18|DRIVE TRAIN FOR A MOTOR VEHICLE|
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