The present disclosure provides a reducer for an electric vehicle, the reducer including an input shaft connected to a motor, a differential disposed coaxially with the input shaft and relatively rotatable, a planetary gear train configured to decelerate power of the input shaft and transmit the power to a differential casing of the differential, and a drive shaft configured to penetrate the input shaft and coupled to one side gear of the differential.

An electric motor is provided including a rotor and an outer member that is coaxially placed around the inner member and having radially oriented teeth. The teeth have end parts with a width Wt, adjacent teeth being separated by a slot of slot width Wg. A number of barrier members are provided in the inner member near the inner perimeter, each barrier member having a width Wb that generally corresponds to the width Wt and having curved side sections at each end of the central section having a width that generally corresponds with the slot width Wg. The barrier members reduce electromagnetic NVH by preventing magnetic flux from passing from the slots on each side of the teeth, into the inner member.

A powertrain assembly including a powertrain unit with a drive shaft, at least a first mount and at least a first coupling arm, arranged to direct the drive shaft substantially perpendicular to a driving direction of the vehicle. The first mount is arranged substantially perpendicular to the drive shaft. The first coupling arm is arranged between a first end side of the powertrain unit and the first mount and is connected to the powertrain unit by at least a first fixing element to hold the powertrain unit in an initial position. The first coupling arm is configured to clash into the first mount in case of a vehicle collision. The first fixing element is configured to be sheared off from the first coupling arm to at least partially disconnect the powertrain unit from the first coupling arms after the clash of the first coupling arm into the first mount.

The invention relates to a motor vehicle transmission (6) comprising a drive input shaft (9), a drive output shaft (10), a first planetary gearset (P1), a second planetary gearset (P2), and a third planetary gearset (P3), where the drive input shaft (9) is provided for coupling to an electric machine (5). Furthermore, at least functionally a first shifting element (A), a second shifting element (B), and a third shifting element (C) are provided. In addition, the invention relates to a drive unit (4), a drive axle (3), and an electric vehicle.

The invention relates to a motor vehicle transmission (6) comprising a drive input shaft (9), a drive output shaft (10), a first planetary gearset (P1), a second planetary gearset (P2), and a third planetary gearset (P3), where the drive input shaft (9) is provided for coupling to an electric machine (5). Furthermore, at least functionally a first shifting element (A), a second shifting element (B), and a third shifting element (C) are provided. In addition, the invention relates to a drive unit (4), a drive axle (3), and an electric vehicle.

The invention relates to a motor vehicle transmission (6) having a drive input shaft (9), a drive output shaft (10), a first planetary gearset (P1), a second planetary gearset (P2), and a third planetary gearset (P3), where the drive input shaft (9) is provided for coupling to an electric machine (5). Furthermore, at least functionally a first shifting element (A), a second shifting element (B), and a third shifting element (C) are provided. In addition, the invention relates to a drive unit (4), a drive axle (3) and an electric vehicle.

The invention relates to a motor vehicle transmission (6) having a drive input shaft (9), a drive output shaft (10), a first planetary gearset (P1), a second planetary gearset (P2), and a third planetary gearset (P3), where the drive input shaft (9) is provided for coupling to an electric machine (5). Furthermore, at least functionally a first shifting element (A), a second shifting element (B), and a third shifting element (C) are provided. In addition, the invention relates to a drive unit (4), a drive axle (3) and an electric vehicle.

A vehicle including a frame having an axle and a support apparatus coupled thereto. The support apparatus is configured to support a load coupled to the axle and permit the load to translate along an x-axis, a y-axis, and a z-axis.

A vehicle including a frame having an axle and a support apparatus coupled thereto. The support apparatus is configured to support a load coupled to the axle and permit the load to translate along an x-axis, a y-axis, and a z-axis.

A method of controlling an air compressor motor for a fuel cell vehicle is provide. The method includes calculating a counter electromotive force constant of the air compressor motor based on a voltage and a current of the air compressor motor for the fuel cell vehicle supplying air to a fuel cell stack and a rotation speed of the air compressor motor. The method additionally includes determining whether a permanent magnet of the air compressor motor is demagnetized based on a result of comparison between the calculated counter electromotive force constant value and a pre-set counter electromotive force constant design value.