A two-speed automatic transmission

Abstract

The present invention discloses a two-speed automatic transmission, comprising an input shaft, an output shaft, a first-speed driving gear and a second-speed driving gear disposed on the input shaft, a first-speed driven gear and a second-speed driven gear disposed on the output shaft, a clutch connected to the input shaft and the second-speed driving gear, a connector for controlling engagement and disengagement between the output shaft and the first-speed driven gear, and a one-way clutch connected to the first-speed driven gear and used to transmit power between the first-speed driven gear and the output shaft. The one-way clutch is installed so as to be in a free state when the rotational speed of the output shaft is higher than the rotational speed of the first-speed driven gear during forward vehicle travel. The two-speed automatic transmission of the present invention can achieve a power-free shifting function without clutch drag torque loss when the transmission is in second gear, thereby improving efficiency.

Description

Technical Field

[0001] The present invention belongs to the technical field of automobile transmissions, and in particular to a two-speed automatic transmission. Background Art

[0002] Given a given drive motor's performance, the transmission type and performance of a pure electric vehicle directly determine its power and energy consumption. Currently, most pure electric vehicle transmissions use single-speed reducers, which are simple in structure, compact, lightweight, and low in cost. They also eliminate the need for gear shifting during operation and prevent power interruptions.

[0003] However, using a single-speed reducer places high demands on the drive motor, requiring it to provide both high torque in the constant torque range and high speed in the constant power range to meet the requirements of vehicle acceleration, hill climbing, and high-speed driving. Furthermore, using a single-speed reducer is detrimental to improving the efficiency of the electric drive system. This is because a single transmission ratio typically cannot simultaneously address both the power and economy of a pure electric vehicle. During driving, the drive motor often fails to operate at its most efficient point, especially at the highest or lowest speeds and under low load conditions. This results in low efficiency, wasting energy and reducing driving range. To maximize the advantages of pure electric vehicles while reducing the demands on the drive motor and battery, the electric drive system of pure electric vehicles should utilize a multi-speed transmission. By manipulating the multi-speed transmission, the drive motor can operate more often in its ideal high-efficiency range, thereby improving the vehicle's power and economy.

[0004] Compared with automatic transmissions with more gears, two-speed automatic transmissions have a simpler and more compact structure, higher power density, can achieve shifting without power interruption, have relatively mature technology, lower requirements for motors, and lower overall cost of the electric drive system. At the same time, they can ensure higher transmission efficiency. They are more likely to be widely promoted and applied in the field of pure electric vehicles, and can be industrialized and commercialized faster, thus having greater feasibility.

[0005] Figure 2 The present invention demonstrates a currently known and disclosed two-speed automatic transmission for automobiles with no power interruption during shifting, which mainly includes:

[0006] An input shaft and a first clutch, a second clutch, a first gear driving gear, and a second gear driving gear arranged on the input shaft. The input ends of the first clutch and the second clutch are non-rotatably connected to the input shaft, the first gear driving gear is relatively rotatably arranged on the input shaft and is non-rotatably connected to the driven end of the first clutch, and the second gear driving gear is relatively rotatably arranged on the input shaft and is non-rotatably connected to the driven end of the second clutch.

[0007] The output shaft and the first gear driven gear, second gear driven gear and final reduction driving gear arranged on the output shaft. The first gear driven gear, second gear driven gear and final reduction driving gear are respectively connected to the output shaft in a non-rotatable manner, the first gear driven gear meshes with the first gear driving gear, and the second gear driven gear meshes with the second gear driving gear.

[0008] The differential and the main reducer driven gear arranged on the differential, the main reducer driven gear and the differential are non-rotatably connected, and the main reducer driven gear is meshed with the main reducer driving gear.

[0009] The first gear working state and power transmission path of the known public two-speed automatic transmission are as follows: the first clutch is engaged, the second clutch is disengaged, and the input power is transmitted through the input shaft, the first clutch, the first gear driving gear, the first gear driven gear, the output shaft, the final reduction driving gear, the final reduction driven gear and the differential assembly, and finally output to the left and right drive wheels through the differential assembly.

[0010] The second gear working state and power transmission path of the known and disclosed two-speed automatic transmission are as follows: the second clutch is engaged, the first clutch is disengaged, and the input power is transmitted through the input shaft, the second clutch, the second gear driving gear, the second gear driven gear, the output shaft, the final reduction driving gear, the final reduction driven gear and the differential assembly, and finally output to the left and right drive wheels through the differential assembly.

[0011] Switching between two gears of a known two-speed automatic transmission:

[0012] Switching from first gear to second gear: the first clutch is initially in the engaged state, the first clutch is driven and controlled, and the engagement torque of the first clutch is controlled to gradually decrease, while the second clutch is driven and controlled, and the engagement torque of the second clutch is controlled to gradually increase; then the engagement torque of the first clutch decreases to zero while the engagement torque of the second clutch increases to a certain value, and finally, under the action of the engagement torque, the speed of the input and output ends of the second clutch are made the same, and the gear shift is completed.

[0013] Switching from second gear to first gear: the second clutch is initially in the engaged state, and the second clutch is driven and controlled to control the engagement torque of the second clutch to gradually decrease. At the same time, the first clutch is driven and controlled to control the engagement torque of the first clutch to gradually increase. After that, the engagement torque of the second clutch decreases to zero while the engagement torque of the first clutch increases to a certain value. Finally, under the action of the engagement torque, the speed of the input and output ends of the first clutch are made the same, and the gear shift is completed.

[0014] The aforementioned known two-speed automatic transmissions have the following areas for improvement: 1. When operating in second gear, the first clutch engages and the second clutch disengages. The disengaged second clutch generates a certain amount of drag torque, which results in losses and reduces transmission efficiency. 2. The need for simultaneous coordinated drive control of both clutches during the gear shift process increases the difficulty of clutch drive control. 3. The need for two clutches and their corresponding drive control components hinders cost and weight reduction. Summary of the Invention

[0015] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides a two-speed automatic transmission. The purpose is to eliminate clutch drag torque loss when the transmission is in second gear, thereby improving efficiency, while ensuring a power-free shifting function.

[0016] In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is: a two-speed automatic transmission, including an input shaft, an output shaft, a first-speed driving gear and a second-speed driving gear arranged on the input shaft, a first-speed driven gear and a second-speed driven gear arranged on the output shaft, and a clutch arranged on the input shaft and connected to the input shaft and the second-speed driving gear, a connector for controlling the engagement and disengagement between the output shaft and the first-speed driven gear, and a one-way clutch connected to the first-speed driven gear and used to transmit power between the first-speed driven gear and the output shaft, the installation state of the one-way clutch being set to a free state when the rotation speed of the output shaft is higher than the rotation speed of the first-speed driven gear when the vehicle is moving forward.

[0017] The input end of the clutch is not connected to the input shaft in relative rotation, the first gear driving gear is not connected to the input shaft in relative rotation, and the second gear driving gear is loosely mounted on the input shaft and can rotate relative to the clutch and is not connected to the output end of the clutch in relative rotation.

[0018] The second-gear driven gear and the connector are not connected to the output shaft in relative rotation, the first-gear driven gear is loosely mounted on the output shaft and is arranged adjacent to the connector and is connected to the output shaft or other fixed parts arranged on the output shaft via the one-way clutch.

[0019] The connector has an engaging gear sleeve that is non-rotatably connected to the output shaft and can move axially. The engaging gear sleeve has two working positions, which are an engaging position for engaging with the first-gear driven gear and a disengaging position for disengaging from the first-gear driven gear.

[0020] When the connector is in the engaged position with the first gear driven gear, the connector and the first gear driven gear are connected to each other without relative rotation; when the connector is in the disengaged position with the first gear driven gear, the two operate independently of each other.

[0021] When the two-speed automatic transmission is in first gear, the clutch is in a disengaged state, the engaging gear sleeve of the connector is in a disengaged position, and the input power is sequentially transmitted to the output shaft through the input shaft, the first gear driving gear, the first gear driven gear and the one-way clutch.

[0022] When the two-speed automatic transmission is in first gear, the clutch is in a disengaged state, the engagement gear sleeve of the connector is in an engaged position, and the input power is sequentially transmitted through the input shaft, the first-gear driving gear, and the first-gear driven gear to the connector and the one-way clutch, and then to the output shaft.

[0023] When the two-speed automatic transmission is in second gear, the clutch is in an engaged state, the engagement gear sleeve of the connector is in a disengaged position, and the input power is transmitted to the output shaft via the input shaft, the second gear driving gear and the second gear driven gear in sequence.

[0024] When the two-speed automatic transmission is in reverse gear, the clutch is in a disengaged state, the engagement gear sleeve of the connector is in an engaged position, and the input power is sequentially transmitted to the output shaft through the input shaft, the first gear driving gear, the first gear driven gear and the connector.

[0025] The first gear driving gear and the first gear driven gear constitute a first gear gear pair, the second gear driving gear and the second gear driven gear constitute a second gear gear pair, and the transmission ratio of the first gear gear pair is set to be greater than the transmission ratio of the second gear gear pair.

[0026] The two-speed automatic transmission of the present invention has the following advantages:

[0027] 1. Under the premise of ensuring the power interruption function during gear shifting, there is no clutch drag torque loss when the transmission is in second gear, which can improve the transmission efficiency;

[0028] 2. While ensuring the power-off function during gear shifting, only one clutch is used, eliminating the need for coordinated drive control of two clutches simultaneously, significantly reducing the difficulty of clutch drive control.

[0029] 3. Under the premise of ensuring the power-off function during gear shifting, only one clutch is used, which relatively reduces the number of clutches and their drive control components and reduces costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] This manual includes the following drawings, which show the following contents:

[0031] Figure 1 It is a structural schematic diagram of a two-speed automatic transmission of the present invention;

[0032] Figure 2 It is a structural diagram of a two-speed automatic transmission in the prior art;

[0033] The markings in the figure are: 1. Input shaft; 2. Clutch; 3. Second gear driving gear; 4. First gear driving gear; 5. First gear driven gear; 6. Connector; 7. Output shaft; 8. One-way clutch; 9. Second gear driven gear; 10. Final drive gear; 11. Final drive driven gear; 12. Differential; 13. First clutch; 14. Second clutch. DETAILED DESCRIPTION

[0034] The following is a further detailed description of the specific implementation methods of the present invention through the description of embodiments with reference to the accompanying drawings, with the aim of helping those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solution of the present invention and to facilitate its implementation.

[0035] like Figure 1 As shown, the present invention provides a two-speed automatic transmission, including an input shaft, an output shaft, a first-speed driving gear and a second-speed driving gear arranged on the input shaft, a first-speed driven gear and a second-speed driven gear arranged on the output shaft, a clutch connected to the input shaft and the second-speed driving gear, a connector for controlling engagement and disengagement between the output shaft and the first-speed driven gear, and a one-way clutch connected to the first-speed driven gear and used for transmitting power between the first-speed driven gear and the output shaft, wherein the installation state of the one-way clutch is set to be in a free state when the rotation speed of the output shaft is higher than the rotation speed of the first-speed driven gear when the vehicle is moving forward.

[0036] Specifically, the non-limiting innovation and advantage of the present invention is that it provides a two-speed automatic transmission with higher efficiency, lower control difficulty, lower cost and lower weight while ensuring the power interruption-free gear shifting function.

[0037] like Figure 1 As shown, the two-speed automatic transmission for automobiles capable of shifting without power interruption of the present invention comprises an input shaft component, an output shaft component and a differential component.

[0038] The input shaft components include: an input shaft 1, a clutch 2, a first-gear driving gear 4, and a second-gear driving gear 3. The clutch 2, the first-gear driving gear 4, and the second-gear driving gear 3 are respectively arranged concentrically with the input shaft 1. The input end of the clutch 2 is not connected to the input shaft 1 in a relatively rotational manner. The first-gear driving gear 4 is not connected to the input shaft 1 in a relatively rotational manner. The second-gear driving gear 3 is loosely mounted on the input shaft 1 and can rotate relative to it and is not connected to the output end of the clutch 2 in a relatively rotational manner.

[0039] The output shaft component includes: an output shaft 7, a first gear driven gear 5, a second gear driven gear 9, a one-way clutch 8, a final reduction driving gear 10 and a connector 6. The first gear driven gear 5, the second gear driven gear 9, the one-way clutch 8, the final reduction driving gear 10 and the connector 6 are arranged concentrically with the output shaft 7 respectively. The second gear driven gear 9, the final reduction driving gear 10 and the connector 6 are respectively connected to the output shaft 7 without relative rotation. The first gear driven gear 5 is loosely sleeved on the output shaft 7 and can rotate relatively and is arranged adjacent to the connector 6. The first gear driven gear 5 is also connected to the output shaft 7 or other fixed parts arranged on the output shaft 7 through the one-way clutch 8. The other fixed parts arranged on the output shaft 7 refer to parts that rotate synchronously with the output shaft 7. The installation state of the one-way clutch 8 is set to be in a free state when the speed of the output shaft 7 is higher than the speed of the first gear driven gear 5 when the vehicle is moving forward.

[0040] The first gear driven gear 5 is meshed with the first gear driving gear 4 on the input shaft component, and the second gear driven gear 9 is meshed with the second gear driving gear 3 on the input shaft component.

[0041] The differential assembly includes a differential assembly 12 and a main reduction driven gear 11. The differential assembly 12 and the main reduction driven gear 11 are arranged concentrically and non-rotatably connected. The main reduction driven gear 11 meshes with the main reduction driving gear 10 on the output shaft component.

[0042] The transmission ratio of the first gear gear pair is set to be greater than the transmission ratio of the second gear gear pair. The first gear gear pair is composed of a first gear driving gear 4 and a first gear driven gear 5, and the second gear gear pair is composed of a second gear driving gear 3 and a second gear driven gear 9.

[0043] The connector 6 has an engaging gear sleeve that is non-rotatably connected to the output shaft and can move axially. The engaging gear sleeve has two working positions, namely an engaged position for engaging with the first gear driven gear 5 and a disengaged position for disengaging from the first gear driven gear 5.

[0044] When the connector 6 is in the engaged position with the first gear driven gear 5, the connector 6 and the first gear driven gear 5 are not connected to each other in relative rotation. When the connector 6 is in the disengaged position with the first gear driven gear 5, the connector 6 and the first gear driven gear operate independently of each other.

[0045] The two-speed automatic transmission for automobiles of the present invention has two forward gear positions, namely a first gear position and a second gear position.

[0046] When a two-speed automatic transmission is in first gear, the automatic transmission has the following two working modes:

[0047] When the automatic transmission is in first gear and in the first working mode: the clutch 2 is in the disengaged state, the connector 6 is in the disengaged position, that is, the connector 6 is in the engaged position separated from the first gear driven gear 5, and the input power is transmitted through the input shaft 1, the first gear driving gear 4, the first gear driven gear 5, the one-way clutch 8, the output shaft 7, the final reduction driving gear 10, the final reduction driven gear 11 and the differential assembly 12, and is finally output to the left and right drive wheels through the differential assembly.

[0048] When the gear position of the automatic transmission is first gear and is in the second working mode: the clutch 2 is in the disengaged state, and the connector 6 is in the engaged position, that is, the connector 6 is in the engaged position with the first gear driven gear 5, and the first gear driven gear 5 and the output shaft 7 can rotate synchronously. The input power is transmitted through the input shaft 1, the first gear driving gear 4, the first gear driven gear 5, the one-way clutch 8 and the connector 6, the output shaft 7, the final reduction driving gear 10, the final reduction driven gear 11 and the differential assembly 12, and is finally output to the left and right drive wheels through the differential assembly.

[0049] The difference between the first working mode of the first gear and the second working mode of the first gear is that when the gear position of the automatic transmission is first gear and is in the first working mode, the one-way clutch 8 cannot transmit power in both directions, but can only transmit power in one direction. The one-way clutch 8 can only transmit power from the first gear driven gear 5 to the output shaft 7, that is, the vehicle can only drive the wheels in one direction by the power source when it is moving forward, and cannot reversely drive the input power source through the wheels, that is, the vehicle cannot reversely drive the input end motor when it is moving forward, and thus cannot perform brake energy recovery.

[0050] When the automatic transmission is in first gear and in the second working mode, the transmission can transmit power in both forward and reverse directions. The forward power transmission of the transmission is achieved through the one-way clutch 8 or connector 6, and the reverse power transmission of the transmission is achieved through connector 6. Therefore, when moving forward, the vehicle can reversely drive the motor at the input end (the motor is connected to the input shaft) and drive the motor to generate electricity through the automatic transmission, thereby enabling braking energy recovery.

[0051] When the transmission of the present invention is in second gear, clutch 2 is engaged and connector 6 is disengaged. That is, the coupling sleeve of connector 6 is in a disengaged position, separated from first-gear driven gear 5. Input power is transmitted through input shaft 1, second-gear driving gear 3, second-gear driven gear 9, output shaft 7, final drive gear 10, final drive gear 11, and differential assembly 12, ultimately outputting power to the left and right drive wheels through the differential assembly. At this point, one-way clutch 8 is in overrunning mode, meaning it is free and does not transmit power.

[0052] When the transmission of the present invention is in reverse gear, the clutch 2 is in a disengaged state and the connector 6 is in an engaged position, that is, the engaging gear sleeve of the connector 6 is in an engaged position with the first gear driven gear 5. At this time, the input power changes to drive in the opposite direction relative to the forward gear. The input power is transmitted through the input shaft 1, the first gear driving gear 4, the first gear driven gear 5, the connector 6, the output shaft 7, the final reduction driving gear 10, the final reduction driven gear 11 and the differential assembly 12, and is finally output to the left and right drive wheels through the differential assembly.

[0053] When the vehicle is moving forward, the gear shifting is divided into positive torque shifting and negative torque shifting according to the different states of the input power at the time of gear shifting. Positive torque shifting means that the torque value of the input power is positive when the gear shifting is performed, that is, the torque rotation direction of the input power is the same as the rotation direction of the input shaft 1. Negative torque shifting means that the torque value of the input power is negative when the gear shifting is performed, that is, the torque rotation direction of the input power is opposite to the rotation direction of the input shaft 1. The gear shifting process between first gear and second gear is as follows:

[0054] The process of shifting from first gear to second gear with positive torque is as follows: first, the engagement sleeve of connector 6 is switched to the disengaged position. Then, clutch 2 is controlled to gradually increase the engagement torque of clutch 2. Correspondingly, the transmission torque of one-way clutch 8 is gradually reduced. In other words, one-way clutch 8 automatically switches from the locked state to the free-spinning state. There is a speed difference and engagement torque between the input and output ends of clutch 2, and clutch 2 is in a "slipping" state. Then, the speed of the input end of clutch 2 is gradually reduced to the same speed as the output end of clutch 2 under the action of the engagement torque of clutch 2, and the shift process is completed. Since the input power is continuous during the shift process, there is no power interruption during the shift process.

[0055] The process of negative torque shifting from first gear to second gear is as follows: first, the engaging gear sleeve of connector 6 is switched to the disengaged position, and then the driving clutch 2 is controlled to gradually increase the engaging torque of clutch 2. Since the input power is negative torque, the one-way clutch 8 is in a free state and does not transmit power. After that, the speed of the input and output ends of clutch 2 gradually becomes the same under the action of the engaging torque, and the shifting process is completed.

[0056] The process of positive torque shifting from second gear to first gear is as follows: first, the engagement sleeve of connector 6 is switched to the disengaged position, and then clutch 2 is controlled to gradually reduce the engagement torque of clutch 2. When the engagement torque of clutch 2 is reduced to a torque less than the input power, clutch 2 enters a "slipping" state, and the speed of the input end of clutch 2 increases relative to the speed of the output end of clutch 2. When the speed of the input end of clutch 2 continues to increase until the speed of the first gear driven gear 5 driven by it reaches the speed of the output shaft 7, the one-way clutch 8 automatically switches from the free rotation state to the locked state, and then the engagement torque of clutch 2 continues to decrease to zero, and the shifting process ends. Since the input power continues during the shifting process, there is no power interruption during the shifting process.

[0057] The process of negative torque shifting from second gear to first gear is as follows: first, the engaging gear sleeve of connector 6 is switched to the disengaged position, and then the driving clutch 2 is controlled to gradually reduce the engaging torque of clutch 2. When the engaging torque of clutch 2 is reduced to zero, the shifting process is completed.

[0058] For electric vehicles with two-speed automatic transmissions, first gear is usually set to a large transmission ratio (usually set to between 10 and 15), which is mainly used for starting, rapid acceleration at low speeds, and steep slope conditions. The driving time of these conditions accounts for a very low proportion of the total driving time of the vehicle. Second gear is usually set to a smaller transmission ratio (usually set to between 4 and 8), which is mainly used for the vast majority of users' driving conditions. That is, electric vehicles with a typical two-speed transmission are operating in second gear most of the time. Therefore, improving the efficiency of the transmission in the second gear is beneficial to saving the electric energy of the entire vehicle and thus improving the cruising range of the entire vehicle. In the prior art, the two-speed automatic transmission is known. When it is in second gear, the first clutch is engaged and the second clutch is disengaged. The second clutch in the disengaged working state will generate a certain drag torque, which will lead to a relative decrease in the efficiency of the transmission. The transmission of the present invention only uses one clutch. When it is in second gear, this clutch is in the engaged state, and there is no clutch drag torque. Therefore, the transmission of the present invention improves this shortcoming of the aforementioned known transmissions.

[0059] Prior art two-speed automatic transmissions require coordinated drive control of both clutches to shift between gears. This means increasing the engagement torque of one clutch while simultaneously reducing the engagement torque of the other clutch. This increases the difficulty of clutch drive control. The transmission of the present invention utilizes only one clutch, requiring only one clutch to be driven and controlled during shifting, thus reducing control complexity. This also improves shifting comfort throughout the vehicle.

[0060] The two-speed automatic transmission known in the prior art has two sets of clutches and their corresponding drive control components. The cost of the clutches and their corresponding drive control components (such as solenoid valves, piston components, hydraulic oil circuit components, etc.) accounts for a large proportion of the total cost of the transmission. The transmission of the present invention uses only one clutch, and the number of clutches and their corresponding drive control components is reduced by half compared to the number of corresponding components of the aforementioned known two-speed automatic transmission. Therefore, the transmission of the present invention has the advantages of low cost and low weight.

[0061] Based on the above description of the specific implementation methods of the transmission of the present invention, it can be found that the non-limiting innovation and advantage of the present invention is that, under the premise of ensuring the power interruption function during gear shifting, a two-speed automatic transmission with higher efficiency, lower control difficulty, lower cost and lower weight is provided.

[0062] The present invention has been described above with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described method. Any non-substantial improvements made using the method concepts and technical solutions of the present invention, or any direct application of the above-described concepts and technical solutions to other situations without modification, fall within the scope of protection of the present invention.

Claims

1. A two-speed automatic transmission comprising an input shaft, an output shaft, a first-speed driving gear and a second-speed driving gear disposed on the input shaft, a first-speed driven gear and a second-speed driven gear disposed on the output shaft, and a clutch connected to the input shaft and the second-speed driving gear, characterized in that: The vehicle further includes a connector for controlling engagement and disengagement between the output shaft and the first gear driven gear, and a one-way clutch connected to the first gear driven gear and used to transmit power between the first gear driven gear and the output shaft, wherein the one-way clutch is installed in a free state when the rotation speed of the output shaft is higher than the rotation speed of the first gear driven gear when the vehicle is moving forward; The input end of the clutch is non-rotatably connected to the input shaft, the first gear driving gear is non-rotatably connected to the input shaft, and the second gear driving gear is rotatably free mounted on the input shaft and non-rotatably connected to the output end of the clutch; The second-gear driven gear and the connector are non-rotatably connected to the output shaft, the first-gear driven gear is loosely mounted on the output shaft and is arranged adjacent to the connector so as to be relatively rotatable, and the first-gear driven gear is connected to the output shaft or other fixed parts arranged on the output shaft via the one-way clutch; The connector has an engaging tooth sleeve that is non-rotatably connected to the output shaft and can move axially, and the engaging tooth sleeve has two working positions, namely an engaged position for engaging with the first gear driven gear and a disengaged position for disengaging from the first gear driven gear; When the connector is in an engaged position with the first gear driven gear, the connector and the first gear driven gear are connected to each other without relative rotation; when the connector is in a disengaged position with the first gear driven gear, the two operate independently of each other; When the two-speed automatic transmission is in first gear and in the first working mode, the clutch is in a disengaged state, the engaging gear sleeve of the connector is in a disengaged position, and the input power is transmitted to the output shaft in sequence through the input shaft, the first gear driving gear, the first gear driven gear and the one-way clutch, and the one-way clutch can only transmit power in one direction; When the two-speed automatic transmission is in first gear and in the second working mode, the clutch is in a disengaged state, the engaging gear sleeve of the connector is in an engaged position, and the input power is sequentially transmitted to the connector and the one-way clutch through the input shaft, the first-speed driving gear and the first-speed driven gear, and then transmitted to the output shaft; the two-speed automatic transmission can transmit power in both forward and reverse directions. The forward power transmission of the two-speed automatic transmission is achieved through the one-way clutch or connector, and the reverse power transmission of the two-speed automatic transmission is achieved through the connector. When moving forward, the vehicle reversely drives the motor at the input end, and the two-speed automatic transmission drives the motor to generate electricity, thereby enabling braking energy recovery.

2. The two-speed automatic transmission according to claim 1, characterized in that: When the two-speed automatic transmission is in second gear, the clutch is in an engaged state, the engagement gear sleeve of the connector is in a disengaged position, and the input power is transmitted to the output shaft via the input shaft, the second gear driving gear and the second gear driven gear in sequence.

3. The two-speed automatic transmission according to claim 1, characterized in that: When the two-speed automatic transmission is in reverse gear, the clutch is in a disengaged state, the engagement gear sleeve of the connector is in an engaged position, and the input power is sequentially transmitted to the output shaft through the input shaft, the first gear driving gear, the first gear driven gear and the connector.

4. The two-speed automatic transmission according to any one of claims 1 to 3, characterized in that: The first gear driving gear and the first gear driven gear constitute a first gear gear pair, the second gear driving gear and the second gear driven gear constitute a second gear gear pair, and the transmission ratio of the first gear gear pair is set to be greater than the transmission ratio of the second gear gear pair.

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