An electric drive module that includes an electric motor, a differential assembly, and a transmission that transmits rotary power between the electric motor and the differential assembly. The transmission has first and second reductions. The first reduction has a drive gear, which is rotatable about a first axis, and a pair of first reduction gears that are each meshingly engaged to the drive gear rotatable about a respective second axis. The second axes are spaced apart from one another and are parallel to the first axis. The second reduction has a driven gear and a pair of second reduction gears. The driven gear is rotatable about a third axis that is parallel to the first axis. Each of the second reduction gears is being meshingly engaged to the driven gear and non-rotatably coupled to an associated one of the first reduction gears.

An electric axle and electric axle product line. The electric axle includes, in one example, a multi-speed gearbox assembly rotationally coupled to a first electric machine and including a first shaft with a first clutch positioned coaxial thereto and a second shaft with a second clutch positioned coaxial thereto. In the multi-speed gearbox assembly, the first clutch and the second clutch are parallel to one another and configured to alter the unit's operating gear ratio.

A driving device includes an electric motor, a drive gear, a deceleration mechanism, a driven gear, and a housing. At least either one of the drive gear and the driven gear is provided as a helical gear. The deceleration mechanism includes a plurality of reduction gear shafts, a plurality of bearings, and a biasing member provided for at least any one of the bearings. The biasing member axially biases an outer ring of the at least any one of the bearings that supports at least either one of end parts of the shaft portion of a corresponding one of the reduction gear shafts, the end parts including an end part on the large-diameter gear wheel side and an end part on the small-diameter gear wheel side.

A dual-shaft clutch varying speed device includes a drive unit, an input shaft, an output shaft, a housing, at least an odd-numbered clutch unit and at least an even-numbered clutch unit. The input shaft having an input gear is coupled with the drive unit. The output shaft, having an end thereof penetrate through the input shaft and the drive unit, has at least an odd-numbered output gear and at least an even-numbered output gear. The housing has a housing gear. The at least one odd-numbered clutch unit being furnished at the inner part of the housing has an odd-numbered clutch shaft and an odd-numbered clutch gear which is meshed with the odd-numbered output gear. The at least one odd-numbered clutch unit has an even-numbered clutch shaft and an even-numbered clutch gear which is meshed with the even-numbered output gear.

An electromotive drive assembly comprises a housing arrangement with a first and second housing element between which an intermediate plate is arranged; a drive unit comprising a drive shaft which is rotatably drivable about a first axis of rotation; a transmission arrangement with an intermediate shaft which extends through an opening of the intermediate plate and is rotatably drivable by the drive shaft, and with a power split unit which is drivingly connected to the intermediate shaft and is rotatably supported about a third axis of rotation coaxial with the first axis of rotation by a first bearing in the intermediate plate and a second bearing in the second housing element; and a clutch arrangement by which the power path between the drive unit and the power split unit can be selectively connected and disconnected, wherein the opening comprises a clutch receptacle on which at least one element of the controllable clutch arrangement is axially supported.

A propulsion system for an electric vehicle includes a first electric propulsion motor including a stator and a rotor that has a first and second output shafts that are axially opposed and define first and second torque outputs of the first electric motor. The system also includes a second electric propulsion motor including a stator and a rotor having a second output shaft with a torque output. Further, the system includes a first reduction gearbox to receive the torque supplied on the first torque output of the first electric motor where appropriate via a first selective or non-selective coupling system, a second reduction gearbox to receive the torque supplied by the second electric motor where appropriate via a second selective or non-selective coupling system, and a third coupling system for coupling the second torque output of the first electric motor to the torque output of the second electric motor.

A power train for an amphibian operable in land and marine modes includes a prime mover, at least a first land propulsion unit, a first marine propulsion unit, a second marine propulsion unit, and at least one speed change transmission. The prime mover is arranged to drive the at least first land propulsion unit through/via the at least one speed change transmission in land mode, and the prime mover is arranged to drive the first marine propulsion unit and the second marine propulsion unit through/via the at least one, or another, or combinations of, speed change transmission in marine mode. In addition, the present invention provides an amphibian comprising the power train.

A transmission assembly for an electric drive comprises a drive shaft, a reduction gearing rotatably drivable by the drive shaft, a power distribution unit drivingly connected to the reduction gearing and configured to transmit a rotational motion to two output parts, a parking lock unit having a parking ratchet wheel which is connected in a rotationally fixed manner to a torque-transmitting member in the power path between the drive shaft and the output parts, and having a controllable locking element which can be selectively engaged with the parking ratchet wheel; wherein the parking lock unit is arranged in a parking lock housing which is liquid-tightly sealed with respect to a transmission housing so that a first oil bath in the transmission housing is separated from a second oil bath in the parking lock housing.

An electromotive drive assembly comprises a housing arrangement with a first and second housing element between which an intermediate plate is arranged; a drive unit comprising a drive shaft which is rotatably drivable about a first axis of rotation; a transmission arrangement with an intermediate shaft which extends through an opening of the intermediate plate and is rotatably drivable by the drive shaft, and with a power split unit which is drivingly connected to the intermediate shaft and is rotatably supported about a third axis of rotation coaxial with the first axis of rotation by a first bearing in the intermediate plate and a second bearing in the second housing element; and a clutch arrangement by which the power path between the drive unit and the power split unit can be selectively connected and disconnected, wherein the opening comprises a clutch receptacle on which at least one element of the controllable clutch arrangement is axially supported.

An electric drive module (e-drive module) for an electric motor vehicle and chain driven electric-drive (e-drive) gearbox therefor is provided. The e-drive gearbox has first and second chain members operably coupling an output shaft of an electric motor to a shaft of a driven output member. A first drive gear is rotatable with the output shaft of the electric motor. A first driven gear is coupled to the first drive gear via the first chain member. A second driven gear is coupled to the first driven gear via a common shaft and co-rotatable with the first driven gear. A second drive gear is coupled to the second driven gear via the second chain member. The respective rotational axes of the first and second drive gears and the first and second driven gears are parallel to each other.