Vehicle transmission

Abstract

A vehicle transmission includes a first actuating unit, a second actuating unit connected to the first actuating unit, a first shifting unit connected to the first actuating unit, and a second shifting unit connected to the second actuating unit. The first actuating unit includes a first shaft connected to a power motor, a first clutch mounted on the first shaft, and a plurality of gear positions. The second actuating unit includes a second shaft, a plurality of gears corresponding to the gear positions, and a one-way clutch. The first shifting unit is used to drive the first clutch to engage a gear when the power motor is rotating in the forward direction. The second shifting unit includes a third shaft and a second clutch connected to the gear positions and used to switch to reverse mode when the power motor is rotating in the reverse direction.

Description

Technical Field

[0001] This invention relates to a vehicle's equipment, and more particularly to a vehicle's transmission device. Prior Technology

[0002] Referring to Figure 1, a conventional transmission mechanism 1 includes an input shaft 10 for connecting to the operating power, a first gear 11 disposed on the input shaft 10, a second gear 12 disposed on the input shaft 10 and adjacent to the first gear 11, an output shaft 13 radially spaced from the input shaft 10 and used for outputting power, a first gear 14 disposed on the output shaft 13 and used for disengagingly meshing with the first gear 11, a second gear 15 disposed on the output shaft 13 and used for disengagingly meshing with the second gear 12, a one-way clutch 17 connected to the output shaft 13, a pressure plate clutch 18 connected to the input shaft 10 and used for switching the operation of the first gear 11 and the second gear 12, and a pushing mechanism 19 for pushing against the pressure plate clutch 18 along the axial direction of the input shaft 10. The power introduced by the input shaft 10 controls the engagement or disengagement of the pressure plate clutch 18 through the operation of the abutment mechanism 19, thereby switching the first gear 11 to engage with the first gear 14 in the first gear position, and the second gear 12 to engage with the second gear 15 in the second gear position.

[0003] In the first gear position, the power input from the input shaft 10 is transmitted to the output shaft 13 via the first gear 11 and the first gear 14. At this time, the second gear 12 rotates with the input shaft 10, but since it is not engaged with other gears, it does not output power. In the second gear position, through the operation of the pressure plate clutch 18, the power input from the input shaft 10 is transmitted to the output shaft 13 via the second gear 12 and the second gear 15. At this time, the one-way clutch 17's one-way engagement characteristic prevents power from still being transmitted through the first gear path, thus avoiding a locking-up situation where both gears operate simultaneously.

[0004] However, in order to create a speed difference between the first gear 14 and the second gear 15, it is necessary to use the clutch mechanism of the one-way clutch 17 on the output shaft 13. However, due to the one-way clutch characteristic of the one-way clutch 17, it is impossible to perform the reverse operation "reverse gear" when the one-way clutch 17 is in the second gear position, thus limiting the function of the vehicle equipped with the transmission mechanism 1. Summary of the Invention

[0005] [The problem that this invention aims to solve]

[0006] Therefore, the object of the present invention is to provide a transmission device for a vehicle that can provide a reverse gear function.

[0007] [Technical means to solve the problem]

[0008] Therefore, the transmission device of the present invention includes a power motor capable of operating in a forward direction for moving the vehicle forward and in a reverse direction opposite to the forward direction. The transmission device of the vehicle includes a first actuating unit, a second actuating unit connected to the first actuating unit, a first shifting unit connected to the first actuating unit, and a second shifting unit connected to the second actuating unit.

[0009] The first actuation unit includes a first shaft adapted to be connected to the power motor, a first clutch disposed on the first shaft, and a plurality of gears spaced apart from each other along the first shaft.

[0010] The second actuating unit includes a second shaft that is radially spaced from the first shaft, a plurality of gears that are axially spaced from each other on the second shaft and respectively correspond to the corresponding gears, and a one-way clutch disposed on one of the gears.

[0011] The first shift unit is used to drive the first clutch to engage any of the gears and the corresponding gear when the power motor is running in the forward direction.

[0012] The second shifting unit includes a third shaft radially spaced from the second shaft, and a second clutch mounted on the third shaft and connected to the gears. The second clutch is used to switch to a reverse gear mode, which transmits power via the third shaft and is connected to the gears, when the power motor is running in the reverse direction.

[0013] In some embodiments of the present invention, the first actuating unit includes two gears as described above, and the second actuating unit includes two gears as described above, thereby forming two forward gears for the vehicle when the power motor is running in the forward direction. The second clutch of the second shifting unit has a positioning rotating member mounted on the third shaft and connected to one of the gears as described above, and a displacement rotating member axially movably mounted on the third shaft and axially spaced from the positioning rotating member. The displacement rotating member is driven to engage with the positioning rotating member and rotate together, thereby switching the second clutch to the reverse gear mode.

[0014] In some embodiments of the present invention, the second shifting unit further includes a second drive module connected to the second clutch and used to drive the second clutch. The second drive module has a lever that abuts against one side of the displacement rotating member along the axial direction, a drive rod connected to the lever, and a second switching mechanism connected to the drive rod and used to provide a driving force for the drive rod to drive the lever to push the displacement rotating member.

[0015] In some embodiments of the present invention, the second switching mechanism is disposed on the side closer to the displacement rotating member than the positioning rotating member.

[0016] In some embodiments of the present invention, the projection range of the second switching mechanism along the longitudinal direction overlaps with at least one of the second axis and the third axis, and at least a portion of the projection range along the front-rear direction of the vehicle overlaps with the power motor.

[0017] In some embodiments of the present invention, the second switching mechanism is arranged radially along the power motor on one side of the power motor that is closer to the third axis than the first axis, and at least a portion of the second switching mechanism is located on one side farther away from the first axis relative to the second axis.

[0018] In some embodiments of the present invention, the positioning rotating member of the second clutch has a connecting portion facing the displacement rotating member, and the displacement rotating member has a mating portion facing the positioning rotating member and used to combine with the connecting portion.

[0019] In some embodiments of the present invention, the second clutch further includes at least one bushing disposed between at least one of the positioning rotating member and the displacement rotating member and the third shaft, and at least one stop assembly for preventing at least one of the positioning rotating member and the displacement rotating member from disengaging from the bushing.

[0020] In some embodiments of the present invention, the second clutch further includes at least one bearing disposed between at least one of the positioning rotating member and the displacement rotating member and the third shaft, and for enabling the positioning rotating member and the displacement rotating member to rotate about the third shaft.

[0021] In some embodiments of the present invention, the first shifting unit includes a push rod axially passing through the first shaft and used to push the first clutch, a rotary rod axially disposed outside the push rod, and a first switching mechanism connected to the rotary rod and used to provide a driving force for the rotary rod to push the push rod and drive the first clutch, and at least a portion of the first switching mechanism is located on one side farther away from the third shaft relative to the second shaft.

[0022] In some embodiments of the present invention, the projection range of the one-way clutch of the second actuating unit along the radial direction of the second shaft overlaps with at least one of the gears; and the projection range of the second clutch of the second shifting unit along the radial direction of the third shaft overlaps with at least one of the gears.

[0023] In some embodiments of the present invention, the positioning rotating member of the second clutch of the second shifting unit is aligned radially along the third shaft with one set of gear positions and gears that engage with each other, while the displacement rotating member is aligned with another set of gear positions and gears that engage with each other.

[0024] Furthermore, the transmission device of the present invention includes a power motor capable of operating in a forward direction for moving the vehicle forward and a reverse direction opposite to the forward direction. The transmission device includes a first actuating unit, a second actuating unit connected to the first actuating unit, a first shifting unit connected to the first actuating unit and adapted to be disposed at one axial end of the power motor, and a second shifting unit connected to the second actuating unit and adapted to be disposed on one radial side of the power motor.

[0025] The first actuation unit includes a first shaft adapted to be connected to the power motor, a first clutch disposed on the first shaft, and a plurality of gears spaced apart from each other along the first shaft.

[0026] The second actuating unit includes a second shaft that is radially spaced from the first shaft, a plurality of gears that are axially spaced from each other on the second shaft and respectively correspond to the corresponding gears, and a one-way clutch disposed on one of the gears.

[0027] In some embodiments of the present invention, the first shifting unit is disposed at one end of the first shaft of the first actuating unit.

[0028] In some embodiments of the present invention, the second shifting unit is disposed on one side of the second shaft of the second actuating unit along the radial direction.

[0029] [The effects achieved by this invention]

[0030] The transmission device of the vehicle of the present invention directly adds the second shift unit to be specifically responsible for switching to reverse mode. When the power motor is running in the forward direction, the power of the power motor is not transmitted through the third shaft due to the clutch effect of the second clutch. Therefore, the gear shifting operation during forward movement is not affected. Even if the second actuation unit is equipped with the one-way clutch to meet the gear shifting needs during forward movement, since the power of the power unit running in the reverse direction is transmitted through the third shaft when the second clutch is switched to reverse mode, the reverse function can be further provided for existing multi-speed transmission vehicles without being restricted by the one-way clutch.

[0031] In some embodiments of the present invention, for a configuration of two forward gears, the second clutch is simply constructed by the positioning rotating member and the displacement rotating member spaced apart along the axial direction, and the clutch effect is achieved by whether or not the two are engaged, thus providing the clutch requirement for reverse gear with simple and compact component configuration.

[0032] In some embodiments of the present invention, the first switching mechanism of the first shifting unit and the second switching mechanism of the second shifting unit can freely choose between human or electric driving power and various mechanism forms, making them highly versatile.

[0033] In some embodiments of the present invention, the second switching mechanism, which occupies more space in the second shifting unit, is arranged radially on the power motor, and is arranged more compactly among the components than the power motor, the first actuation unit, and the second actuation unit, without interfering with the position of other mechanisms.

[0034] In some embodiments of the present invention, the arrangement of the bushing, the stop assembly, and the bearing ensures that the displacement rotating member can reliably and securely operate along the axial direction of the third shaft, making the engagement and disengagement of the second clutch safer and smoother.

[0035] In some embodiments of the present invention, in addition to being connected to the first actuating unit to perform the shifting effect, the first switching mechanism, which occupies a relatively large space, is arranged in a position far away from the third axis relative to the second axis. In addition to making good use of space for proper arrangement, it can also avoid interference with other components during operation.

[0036] In some embodiments of the present invention, the gear positions of the first actuating unit, the gear matching of the second actuating unit, and even the positioning rotating member and the displacement rotating member of the second clutch are all arranged axially at intervals. The gear positions, the gear matching, and the second clutch are also arranged closely with partial projection overlap. Furthermore, the gear positions and the gear matching are radially overlapping with the one-way clutch that must be arranged. Thus, the axial dimension of the transmission device of the vehicle of the present invention can be reduced. Simple Explanation of the Diagram

[0037] Other features and effects of the present invention will be clearly presented in the embodiments with reference to the drawings, wherein: Figure 1 is an incomplete cross-sectional view illustrating the transmission mechanism of a conventional electric vehicle; Figure 2 is a side view illustrating a vehicle in which one embodiment of the transmission device of the present invention is installed; Figure 3 is an incomplete cross-sectional view illustrating the connection relationship between a first actuating unit, a second actuating unit, a first shifting unit, and a second shifting unit in one embodiment. Figure 4 is an incomplete perspective view illustrating the relative positions of the first switching mechanism of the first shift unit and the second switching mechanism of the second shift unit. Figure 5 is a perspective view illustrating the second clutch, one of the second shifting units; Figure 6 is an exploded perspective view illustrating one positioning rotating component and one displacement rotating component of the second clutch; Figure 7 is an incomplete sectional view, which, together with Figure 6, illustrates the detailed structure of the second clutch; Figures 8 and 9 are both cross-sectional schematic diagrams illustrating the power transmission path of the first clutch of the first shift unit when switching between two gears; and Figure 10 is a cross-sectional schematic diagram illustrating the power transmission path when the second clutch switches to a reverse gear mode. Implementation

[0038] Referring to Figures 2 and 3, one embodiment of the transmission device for a vehicle according to the present invention is shown. The vehicle includes a power motor 2 capable of operating in a forward direction to propel the vehicle forward and in a reverse direction opposite to the forward direction. Since the power motor 2 is electrically driven, this embodiment is described in the case of application to an electric vehicle. This embodiment includes a first actuation unit 3 adapted to be connected to the power motor 2, a second actuation unit 4 connected to the first actuation unit 3, a first shifting unit 5 connected to the first actuation unit 3, and a second shifting unit 6 connected to the second actuation unit 4.

[0039] The first actuating unit 3 includes a first shaft 31 axially connected to the power motor 2, a first clutch 32 mounted on the first shaft 31, and two gears 33 spaced apart axially from each other on the first shaft 31. Specifically, the first clutch 32 is preferably a pressure plate clutch, which can change the path of the power transmission of the power motor 2 by the gears 33 when subjected to external pushing force, thereby achieving the gear shifting effect.

[0040] The second actuation unit 4 includes a second shaft 41 radially spaced from the first shaft 31, two gears 42 axially spaced from each other on the second shaft 41 and corresponding to the corresponding gears 33, and a one-way clutch 43 disposed on one of the gears 42. The radial projection of the one-way clutch 43 overlaps with that of the gears 42, thereby reducing the space occupied by the second actuation unit 4 along the axial direction of the second shaft 41, and thus reducing the axial dimension of this embodiment.

[0041] Referring to Figure 4 and in conjunction with Figure 3, the first shifting unit 5 is disposed on one side of the power motor 2 along the axial direction and is located at one end of the first shaft 31. The first shifting unit 5 is used to drive the first clutch 32 to engage any of the gear 33 with the corresponding gear 42 when the power motor 2 is rotating in the forward direction. The first shifting unit 5 includes a push rod 51 that passes axially through the first shaft 31 and is used to push the first clutch 32, a rotating rod 52 that is axially disposed outside the push rod 51, and a first switching mechanism 53 connected to the rotating rod 52 and used to provide a driving force for the rotating rod 52 to push against the push rod 51 and drive the first clutch 32. Specifically, the first switching mechanism 53 is selected from cables, connecting rods, gears, worm gears, or any combination thereof that are operated by human force or electric drive force. As shown in Figure 4, in terms of relative position, a portion of the first switching mechanism 53 is located on the side farther away from the second shift unit 6 relative to the second shaft 41, that is, closer to the first shaft 31. In this way, in addition to being close to the first actuating unit 3, the space on the side close to the first shaft 31 is also properly utilized, and it is spaced apart from the second shift unit 6, effectively avoiding interference between the operation of the first shift unit 5 and the second shift unit 6.

[0042] Referring to Figures 5 and 6 and in conjunction with Figure 3, the second shifting unit 6 is disposed on one radial side of the power motor 2 and on one radial side of the second shaft 41. The second shifting unit 6 includes a third shaft 61 radially spaced from the second shaft 41, a second clutch 62 disposed on the third shaft 61 and connected to the gears 42, and a second drive module 63 connected to the second clutch 62 and used to drive the second clutch 62. The radial projection range of the second clutch 62 along the third shaft 61 overlaps with at least one of the gears 42, thereby radially connecting it to the gears 42.

[0043] Referring to Figure 7 and in conjunction with Figure 6, the second clutch 62 includes a positioning rotating member 621 mounted on the third shaft 61 and connected to one of the gearing gears 42; a displacement rotating member 622 axially movable and mounted on the third shaft 61, spaced axially from the positioning rotating member 621 and connected to the second drive module 63; two bushings 623 respectively disposed between the positioning rotating member 621 and the displacement rotating member 622 and the third shaft 61; a plurality of stop kits 624 for preventing the positioning rotating member 621 and the displacement rotating member 622 from disengaging from the bushings 623; and two bearings 625 respectively disposed between the positioning rotating member 621 and the displacement rotating member 622 and the third shaft 61, for enabling the positioning rotating member 621 and the displacement rotating member 622 to rotate around the third shaft 61. Specifically, the stop kit 624 may be selected from at least one of the following mechanisms: C-ring, washer, protrusion, etc., or any combination of such mechanisms.

[0044] It should be further noted that although neither the positioning rotating member 621 nor the displacement rotating member 622 necessarily requires the bearing 625 to operate in practice, the arrangement of the bearing 625 allows both the positioning rotating member 621 and the displacement rotating member 622 to rotate more smoothly relative to the third axis 61. Regarding the operation of the bushing 623 in conjunction with the stop assembly 624, in the embodiments shown in Figures 7 and 8, the stop assembly 624 can be a protrusion used to position the positioning rotating member 621 and the displacement rotating member 622 respectively on the bushing 623, preventing them from detaching from the bushing 623, and allowing the displacement rotating member 622 to move axially along the third axis 61. Furthermore, the stop assembly 624 can also be a C-shaped fastener that secures the bushing 623 on which the positioning rotating member 621 is fitted. Accordingly, one of the bushings 623 is positioned by the stop assembly 624, specifically by the C-clamp. Thus, with the positioning rotating member 621 positioned and the displacement rotating member 622 able to slide back and forth along the axial direction of the third shaft 61, the reliability of the second clutch 62 during operation can be optimized.

[0045] As shown in Figure 6, the positioning rotating member 621 has a connecting portion 628 facing the displacement rotating member 622, and the displacement rotating member 622 has a mating portion 629 facing the positioning rotating member 621 and used to combine with the connecting portion 628. Specifically, the connecting portion 628 and the mating portion 629 are combined with each other through a ratchet structure, so that when the displacement rotating member 622 is subjected to an external force provided by the second drive module 63 towards the positioning rotating member 621, the corresponding structure of the mating portion 629 and the connecting portion 628 can achieve the purpose of making the displacement rotating member 622 rotate together with the positioning rotating member 621.

[0046] Referring to Figure 7 and in conjunction with Figures 3 and 5, in terms of relative position, the positioning rotating member 621 is aligned with one set of gear 33 and gear 42 that are engaged with each other along the radial direction of the third axis 61, while the displacement rotating member 622 is aligned with another set of gear 33 and gear 42 that are engaged with each other.

[0047] The second drive module 63 has a lever 631 that abuts axially against the side of the displacement rotating member 622 away from the positioning rotating member 621, a driving rod 632 connected to the lever 631, and a second switching mechanism 633 connected to the driving rod 632 to provide a driving force for the driving rod 632 to drive the lever 631 to push the displacement rotating member 622. Specifically, the second drive module 63 and the first switching mechanism 53 can both be selected from cables, linkages, gears, worm gears, or any combination thereof that are operated by human operation force or electric drive force. Specifically, it adopts a linkage structure with an electric drive force mechanism, thereby giving it advantages such as easy control, fast response, and precise operation.

[0048] Referring to Figures 8 and 9, the two gears 33 of the first actuating unit 3 and the two gears 42 of the second actuating unit 4, in conjunction with the clutch mechanism of the first clutch 32 and the one-way clutch 43, can form two forward gears for the vehicle when the power motor 2 is running in the forward direction. Specifically, through the driving force of the first switching mechanism 53 (see Figure 4), whether the first clutch 32 is pushed by the rotary rod 52 and the push rod 51, the first actuating unit 3 can, as shown in Figure 8, cause the power provided by the power motor 2 to be transmitted from the first shaft 31 to the second shaft 41 via the gear 33, which is closer to the power motor 2 and has a narrower diameter, and through the corresponding gear 42, thereby outputting power in "first gear" mode; or as shown in Figure 9, when the push rod 51 of the first clutch 32 pushes the first clutch 32, the power provided by the power motor 2 is changed to be transmitted to the second shaft 41 via the gear 33, which has a wider diameter, and through the corresponding gear 42, thereby outputting power in "second gear" mode.

[0049] Referring to Figure 10, the second clutch 62 is used to switch to a reverse gear mode when the power motor 2 is running in the reverse direction, which is connected to the gears 42 and transmits power via the third shaft 61. In specific operation, the second switching mechanism 633 (see Figure 5) is activated to drive the drive rod 632 and the lever 631, so that the displacement rotating member 622 moves along the axial direction of the third shaft 61 toward the positioning rotating member 621 until it engages with the positioning rotating member 621 and rotates together. The power of the power motor 2 running in the reverse direction is then transmitted to the second shaft 41 through the paths formed by the displacement rotating member 622 and the positioning rotating member 621 respectively engaging with the gears 42, thereby switching to the reverse gear mode that allows the vehicle to move in the opposite direction to the forward direction.

[0050] Referring again to Figures 3 and 5, it is worth noting that, in order to enable the vehicle to have reverse gear by adding the second shift unit 6 without affecting the existing two-gear configuration formed by the first actuating unit 3, the second actuating unit 4, and the first shifting unit 5, the configuration of the second shifting unit 6 must be carefully considered. Therefore, the second switching mechanism 633, which occupies more space in the second shifting unit 6, is arranged radially along the power motor 2, thus eliminating the need for additional extension to a mounting position farther away from the power motor 2. Furthermore... The second switching mechanism 633 is positioned closer to the displacement rotating member 622 than the positioning rotating member 621. Relative to the first shaft 31, the second shaft 41, and the third shaft 61, it is located closer to the third shaft 61 than the first shaft 31, and farther from the first shaft 31 than the second shaft 41. This not only makes good use of space and avoids unnecessary axial expansion, but also avoids interference with the operation of the first shifting unit 5 located near the first shaft 31. Furthermore, the longitudinal projection range of the second switching mechanism 633 overlaps with at least one of the second shaft 41 and the third shaft 61, and a portion of its projection range in the vehicle's front-rear direction overlaps with the power motor 2. This effectively utilizes the space surrounding the power motor 2 and between the second shaft 41 and the third shaft 61 to configure the second switching mechanism 633, resulting in a more compact arrangement of the vehicle's essential components.

[0051] In summary, this embodiment of the transmission device for the vehicle of the present invention can make good use of existing space to set up the second shift unit 6 without affecting the existing two-speed configuration of the vehicle. The switching of the reverse gear mode is achieved by whether the positioning rotating member 621 and the displacement rotating member 622 of the second clutch 62 are engaged or not. When the power motor 2 is running in the reverse direction, the vehicle can travel in the opposite direction to the forward direction, thus achieving the purpose of introducing the reverse gear function. Therefore, the purpose of the present invention is indeed achieved.

[0052] However, the above description is merely an embodiment of the present invention and should not be construed as limiting the scope of the present invention. Any simple equivalent changes and modifications made in accordance with the scope of the patent application and the contents of the patent specification shall still fall within the scope of the patent of the present invention.

[0053] 2: Power Motor 3: First Actuation Unit 31: First Axis 32: First clutch 33: Gear shifter 4: Second Actuation Unit 41: Second Axis 42: Gearbox 43: One-way clutch 5: First shift unit 51: Top rod 52: Rotary lever 53: First switching mechanism 6: Second shift unit 61: Third Axis 62: Second clutch 621: Positioning Rotating Component 622: Displacement rotating component 623: Bushing 624: Stop kit 625: Bearing 628: Joint 629: Coordination Department 63: Second drive module 631: Lever 632: Drive rod 633: Second switching mechanism

Claims

1. A transmission device for a vehicle, the vehicle including a power motor operable in a forward direction for moving the vehicle forward and a reverse direction opposite to the forward direction, the transmission device comprising: a first actuation unit including a first shaft adapted to be connected to the power motor, a first clutch disposed on the first shaft, and a plurality of gears spaced apart from each other along the axial direction on the first shaft; a second actuation unit connected to the first actuation unit, including a second shaft spaced radially from the first shaft, a plurality of gears spaced apart from each other along the axial direction on the second shaft and respectively corresponding to the gears, and a one-way clutch disposed on one of the gears; A first shift unit is connected to the first actuation unit and is used to drive the first clutch to engage any of the gear positions with the corresponding gear when the power motor is running in the forward direction; and a second shift unit is connected to the second actuation unit and includes a third shaft that is radially spaced from the second shaft, and a second clutch that is mounted on the third shaft and connected to the gears, the second clutch being used to switch to a reverse mode that is connected to the gears and transmits power through the third shaft when the power motor is running in the reverse direction.

2. The transmission device of the vehicle as described in claim 1, wherein, The first actuating unit includes two gear positions as described, and the second actuating unit includes two gear shifting gears as described, thereby forming two forward gears for the vehicle when the power motor is running in the forward direction. The second clutch of the second shifting unit has a positioning rotating member mounted on the third shaft and connected to one of the gear shifting gears, and a displacement rotating member axially movably mounted on the third shaft and axially spaced from the positioning rotating member. The displacement rotating member is driven to engage with the positioning rotating member and rotate together, thereby switching the second clutch to the reverse gear mode.

3. The transmission device of the vehicle as described in claim 2, wherein, The second shifting unit further includes a second drive module connected to the second clutch and used to drive the second clutch. The second drive module has a lever that abuts against one side of the displacement rotating member along the axial direction, a drive rod connected to the lever, and a second switching mechanism connected to the drive rod and used to provide a driving force for the drive rod to drive the lever to push the displacement rotating member.

4. The transmission device of the vehicle as described in claim 3, wherein, The second switching mechanism is positioned closer to the displacement rotating member than the positioning rotating member.

5. The transmission device of the vehicle as described in claim 3, wherein, The projection range of the second switching mechanism along the longitudinal direction overlaps with at least one of the second axis and the third axis, and at least a portion of the projection range along the front-rear direction of the vehicle overlaps with the power motor.

6. The transmission of the vehicle as described in claim 3, wherein, The second switching mechanism is arranged radially along the power motor on one side of the power motor that is closer to the third shaft than the first shaft, and at least a portion of the second switching mechanism is located on one side that is farther away from the first shaft relative to the second shaft.

7. The transmission device of the vehicle as described in claim 2, wherein, The positioning rotating member of the second clutch has a engagement portion facing the displacement rotating member, and the displacement rotating member has a mating portion facing the positioning rotating member and used to combine with the engagement portion.

8. The transmission of the vehicle as described in claim 2, wherein, The second clutch also has at least one bushing disposed between at least one of the positioning rotating member and the displacement rotating member and the third shaft, and at least one stop assembly for preventing at least one of the positioning rotating member and the displacement rotating member from disengaging from the bushing.

9. The transmission of the vehicle as described in claim 2 or 8, wherein, The second clutch also has at least one bearing disposed between at least one of the positioning rotating member and the displacement rotating member and the third shaft, for enabling the positioning rotating member and the displacement rotating member to rotate about the third shaft.

10. The transmission of the vehicle as described in claim 1, wherein, The first shifting unit includes a push rod that passes through the first shaft along the axial direction and is used to push the first clutch, a rotary rod that is arranged along the axial direction outside the push rod, and a first switching mechanism connected to the rotary rod and used to provide a driving force for the rotary rod to push the push rod and push the first clutch, and at least a portion of the first switching mechanism is located on one side further away from the third shaft relative to the second shaft.

11. The transmission of the vehicle as described in claim 1, wherein, The projection range of the one-way clutch of the second actuating unit along the radial direction of the second shaft overlaps with at least one of the gears; and the projection range of the second clutch of the second shifting unit along the radial direction of the third shaft overlaps with at least one of the gears.

12. The transmission of the vehicle as described in claim 2, wherein, The positioning rotating member of the second clutch of the second shifting unit is aligned radially with one set of gear positions and gears that engage with each other along the third shaft, while the displacement rotating member is aligned with another set of gear positions and gears that engage with each other.

13. A transmission device for a vehicle, the vehicle including a power motor operable in a forward direction for moving the vehicle forward and a reverse direction opposite to the forward direction, the transmission device comprising: a first actuation unit including a first shaft adapted to be connected to the power motor, a first clutch disposed on the first shaft, and a plurality of gears spaced axially from each other on the first shaft; a second actuation unit connected to the first actuation unit, including a second shaft radially spaced from the first shaft, a plurality of gears spaced axially from each other on the second shaft and respectively corresponding to the gears, and a one-way clutch disposed on one of the gears; a first shifting unit connected to the first actuation unit and adapted to be disposed at one axial end of the power motor; and a second shifting unit connected to the second actuation unit and adapted to be disposed on one radial side of the power motor.

14. The transmission of the vehicle as described in claim 13, wherein, The first shifting unit is located at one end of the first shaft of the first actuating unit.

15. The transmission of the vehicle as described in claim 13, wherein, The second shifting unit is located on one side of the second shaft of the second actuating unit along the radial direction.

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