Gearwheel for structure-borne sound reduction in electric drives, having a toothed ring and a wheel hub, which has a structured annular or corrugated web between a shaft seat and the toothed ring. The web has a structure designed with deviations from uniform stiffness and mass distribution about an axis of rotation of the gearwheel, and has an axial symmetry to avoid imbalance. The gearwheel has a two-fold, four-fold, six-fold or eight-fold cyclic axial symmetry.

A system and a vehicle are described. An illustrative system includes a vacuum chamber and one or more components of a motor. The one or more components of the motor may be provided in the vacuum chamber and may be configured to move in a partial or complete vacuum created within the vacuum chamber.

A system and a vehicle are described. An illustrative system includes a vacuum chamber and one or more components of a motor. The one or more components of the motor may be provided in the vacuum chamber and may be configured to move in a partial or complete vacuum created within the vacuum chamber.

An electrified vehicle include a chassis, a front axle coupled to the chassis, a rear axle coupled to the chassis, an electric motor supported by the chassis, and a trailer coupled to a rear end of the chassis and configured to be towed by the electrified vehicle. The electric motor is configured to drive at least one of the front axle, the rear axle, or a component of the electrified vehicle. The trailer includes a trailer frame, a trailer axle coupled to the trailer frame, and an energy storage device supported by the trailer frame. The energy storage device includes a plurality of batteries. The energy storage device configured to power the electric motor.

A gearbox for an electric powertrain, said gearbox comprising a primary shaft, on which are arranged a first primary gear which is fixed in rotation with respect to the primary shaft, a second primary gear and a third primary gear and a secondary shaft, on which are arranged a first secondary gear that is meshing with the first primary gear and that is by default free to rotate around the secondary shaft, a second secondary gear meshing with the second primary gear and a third secondary gear meshing with the third primary gear. The gearbox further includes a first coupling member, which is arranged along the secondary shaft and which can be moved between an engaged position, in which it couples the first secondary gear in rotation with the secondary shaft and a neutral position.

An electric drive for a motor vehicle includes: a drive housing with a motor housing section and a motor chamber. A stator and a rotor, the rotor being rotatably mounted relative to the stator by a rotor shaft, are arranged in the motor chamber. The electric drive also includes a parking lock with an engagement mechanism configured to lock the rotor shaft relative to the drive housing is arranged in the electric drive.

An electric drive for a motor vehicle includes: a drive housing with a motor housing section and a motor chamber. A stator and a rotor, the rotor being rotatably mounted relative to the stator by a rotor shaft, are arranged in the motor chamber. The electric drive also includes a parking lock with an engagement mechanism configured to lock the rotor shaft relative to the drive housing is arranged in the electric drive.

The invention can be applied to its specific vehicle types. Control unit (16) adjusts the shaft rotation speed of electric motor 1(13) and electric motor 2(15) in accordance with driving control data (17). While electric motor 1(13) is responsible for forward-backward motion of the vehicle, electric motor 2(15) provides right-left cornering to the vehicle. This cornering is made possible with the change in rotational speed between side wheels (2,3). Directional control via the side wheels (2,3) will not be sufficient for vehicle control at high speeds. For this purpose, a hydraulic system functioning dependent to the side wheels (2,3) is formed. The pulling force generated between the hydraulic cylinder (20) and the end of the hydraulic piston rod (20a) is used to control the direction of the front wheel (1) and/or rear wheel (4) of the vehicle.

The invention can be applied to its specific vehicle types. Control unit (16) adjusts the shaft rotation speed of electric motor 1(13) and electric motor 2(15) in accordance with driving control data (17). While electric motor 1(13) is responsible for forward-backward motion of the vehicle, electric motor 2(15) provides right-left cornering to the vehicle. This cornering is made possible with the change in rotational speed between side wheels (2,3). Directional control via the side wheels (2,3) will not be sufficient for vehicle control at high speeds. For this purpose, a hydraulic system functioning dependent to the side wheels (2,3) is formed. The pulling force generated between the hydraulic cylinder (20) and the end of the hydraulic piston rod (20a) is used to control the direction of the front wheel (1) and/or rear wheel (4) of the vehicle.

A rotor for an electric motor includes a rotor core defining a first face, a second face, and an opening extending from the first face to the second face. The rotor also includes an output shaft received by the opening of the rotor core and a valve disposed within a passageway of the output shaft. The valve controls a flowrate of the coolant and is actuated into a fully opened position at a maximum operating temperature of the rotor. The valve includes a stem having a first end portion and a second end portion, a plug disposed at the first end portion of the stem, a valve seat disposed opposite to the plug, and a shape memory alloy actuator that expands to urge the stem of the valve and the plug away from the valve seat and into the fully opened position at the maximum operating temperature.