Transmission for vehicle

Abstract

The invention discloses a transmission for a vehicle. A transmission (100) and a powertrain (300) for a vehicle, comprising:-an input shaft (110) configured to be drivingly connected to a prime mover (200) of the vehicle; a first intermediate shaft (130) and a second intermediate shaft (140); an output assembly (150) configured to be drivingly connected to at least one driven wheel (2, 3) of the vehicle; -a main gear arrangement (160) configured to simultaneously transfer torque from the input shaft to the first intermediate shaft and the second intermediate shaft, respectively; and-a secondary gear arrangement (170) configured to simultaneously transfer torque from each of the first intermediate shaft and the second intermediate shaft to the output assembly.

Description

Technical Field

[0001] The present disclosure generally relates to vehicle transmissions. In particular aspects, the present disclosure relates to a transmission for a vehicle, a powertrain, and a vehicle. The present disclosure may be applicable to medium and / or heavy-duty vehicles, such as trucks, buses, and construction equipment, as well as other vehicle types. Although the present disclosure may be described with respect to a particular vehicle, the present disclosure is not limited to any particular vehicle. Background Art

[0002] Currently, the transportation industry is moving towards electric vehicles to reduce emissions associated with, for example, transporting goods using heavy-duty vehicles. Electric vehicles use one or more electric motors for propelling the vehicle and one or more battery packs for storing and supplying electrical energy. However, such battery packs take up a lot of space, which means that the available space for installing other components may be more limited compared to conventional combustion engine-driven vehicles. Therefore, efforts are being made to develop more compact powertrains for electric vehicles, including more compact transmissions. Summary of the Invention

[0003] According to a first aspect of the present disclosure, there is provided a transmission for a vehicle. The transmission includes: - An input component, such as an input shaft, which is configured to be drivingly connected to a prime mover of the vehicle; - A first intermediate shaft and a second intermediate shaft; - An output assembly, which is configured to be drivingly connected to at least one driven wheel of the vehicle; - A main gear device, which is configured to simultaneously transfer torque from the input shaft to the first intermediate shaft and the second intermediate shaft respectively; and - A secondary gear device, which is configured to simultaneously transfer torque from each of the first intermediate shaft and the second intermediate shaft to the output assembly.

[0004] The first aspect of the present disclosure may seek to provide a transmission that is improved at least in some aspects, which is applicable to electric vehicles, particularly for medium-sized electric vehicles driven by a single motor, and for electric vehicles where each driven axle of the vehicle uses one motor. Technical benefits may include providing a relatively compact transmission, thereby allowing more space to be allocated for battery packs, body manufacturers, fuel cell devices, etc. By a secondary gear device configured to simultaneously transfer torque from each of the first intermediate shaft and the second intermediate shaft to the output assembly, a power split configuration is provided, in which torque is transmitted from the input shaft to the output assembly simultaneously via two different torque paths. Therefore, the components of the transmission may be subjected to lower stress levels, thereby allowing smaller gear designs to be adopted, such as reducing the gear diameter and the gear face width. Thereby, the transmission can be made lighter and more compact.

[0005] A secondary gear device can generally be used to reduce the input speed from a prime mover, thereby increasing the output torque. This is particularly useful for prime movers in the form of electric motors that have a relatively high speed compared to internal combustion engines.

[0006] In some examples, including at least one preferred example, optionally, the main gear device is configured to transfer torque from the input component (such as from the input shaft) to the first intermediate shaft and the second intermediate shaft via at least one main reduction stage. Technical benefits can include achieving a relatively large reduction ratio by reducing the speed provided by the prime mover at the main gear device in addition to any further reduction achieved by the secondary gear device. This can be particularly useful for a vehicle starting on an uphill slope.

[0007] In some examples, including at least one preferred example, optionally, the at least one main reduction stage includes a main pinion drivingly connected to the input component (such as connected to the input shaft), and the main pinion is simultaneously meshed and engaged with a first intermediate reduction gear disposed on the first intermediate shaft and a second intermediate reduction gear disposed on the second intermediate shaft.

[0008] In some examples, including at least one preferred example, optionally, the at least one main reduction stage includes a first main reduction stage and a second main reduction stage. Technical benefits can include further reducing the speed of the prime mover. This can be particularly useful for achieving reduction ratios suitable for starting heavy vehicles as well as medium-sized vehicles.

[0009] In some examples, including at least one preferred example, optionally, the main gear device includes a common intermediate shaft, and the main pinion is disposed on the common intermediate shaft.

[0010] In some examples, including at least one preferred example, optionally, the first main reduction stage includes a first main pinion disposed on the input shaft and a first main reduction gear disposed on the common intermediate shaft, and wherein the second main reduction stage includes the main pinion being simultaneously meshed and engaged with the first intermediate reduction gear and the second intermediate reduction gear.

[0011] In some examples, including at least one preferred example, optionally, the secondary gear device is configured to simultaneously transfer torque from each of the first intermediate shaft and the second intermediate shaft to the output assembly at one of at least two selectable gear ratios. Technical benefits can include providing one gear ratio for vehicle starting and one gear ratio for cruising, thereby ensuring efficiency during cruising and sufficient torque during starting.

[0012] In some examples, including at least one preferred example, optionally, the secondary gear device includes at least one gear plane, each of the at least one gear plane including a first secondary pinion disposed on the first intermediate shaft, a second secondary pinion disposed on the second intermediate shaft, and a secondary reduction gear of the output assembly, the first secondary pinion and the second secondary pinion of each gear plane being simultaneously meshed and engaged with the secondary reduction gear of that gear plane. Compared to a transmission that uses a single torque path, the technical benefits can include reducing the stress levels on the pinions and gears.

[0013] In some examples, including at least one preferred example, optionally, the at least one gear plane includes a first gear plane configured to transmit torque at a first reduction ratio and a second gear plane configured to transmit torque at a second reduction ratio. The technical benefits can include providing one gear ratio for vehicle startability and one gear ratio for cruising, thus ensuring efficiency during cruising and sufficient torque during starting. The first gear plane and the second gear plane are separated in the axial direction of the intermediate shaft.

[0014] In some examples, including at least one preferred example, optionally, the transmission further includes a gear engagement device that can be selectively set to at least one of a first position and a second position. In the first position, torque can be transmitted between the input component (such as the input shaft) and the output assembly via the first gear plane. In the second position, torque can be transmitted between the input component (such as the input shaft) and the output assembly via the second gear plane.

[0015] In some examples, including at least one preferred example, optionally, the gear engagement device can also be selectively set to a neutral position in which no torque can be transmitted between the input component (such as the input shaft) and the output assembly.

[0016] In some examples, including at least one preferred example, optionally, the gear engagement device includes a first sleeve disposed on the first intermediate shaft and a second sleeve disposed on the second intermediate shaft, the first sleeve and the second sleeve being configured to operate together.

[0017] In some examples, including at least one preferred example, optionally, the output assembly includes a differential gear set.

[0018] In some examples, including at least one preferred example, optionally, the secondary reduction gear of each gear plane is fixedly disposed on a housing component of the differential gear set.

[0019] In some examples, including at least one preferred example, optionally, the secondary reduction gears of each gear plane are rotatably disposed on the housing member of the differential gear set, the first secondary pinion is fixedly disposed on the first intermediate shaft, the second secondary pinion is fixedly disposed on the second intermediate shaft, and wherein the gear engagement means includes a clutch for selectively engaging one of the secondary reduction gears with the housing member. The clutch can be a two-position clutch or a three-position clutch including a neutral position.

[0020] In some examples, including at least one preferred example, optionally, the input member is an input shaft arranged parallel to at least one axle of the output assembly.

[0021] According to a second aspect of the present disclosure, there is provided a power transmission system for a vehicle. The power transmission system includes a transmission according to the first aspect and a prime mover drivingly connected or connectable to the input member. The power transmission system includes a single prime mover.

[0022] The advantages and beneficial features of the power transmission system according to the second aspect correspond to those of the first aspect of the present disclosure.

[0023] In some examples, including at least one preferred example, optionally, the prime mover is an electric motor.

[0024] According to a third aspect of the present disclosure, there is provided a vehicle including a power transmission system according to the second aspect. The vehicle can be a medium or heavy vehicle, such as a truck, a work machine, or a bus.

[0025] Those of ordinary skill in the art will appreciate that the disclosed aspects, examples (including any preferred examples), and / or the appended claims can be appropriately combined with each other. Additional features and advantages are disclosed in the following description, claims, and drawings, and will be partially apparent to those of ordinary skill in the art or will be recognized by practicing the present disclosure as described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Examples are described in more detail below with reference to the drawings.

[0027] Figure 1 is an exemplary vehicle according to an example.

[0028] Figure 2 is a schematic diagram of an exemplary power transmission system according to an example.

[0029] Figure 3a is an exemplary transmission according to an example.

[0030] Figure 3b is Figure 3a another view of the transmission in

[0031] Figure 4 is an exemplary powertrain according to an example.

[0032] Figure 5 is Figure 4 another view of the powertrain shown in

[0033] Figure 6 is a schematic view of an exemplary powertrain according to another example.

[0034] The drawings are not necessarily to scale. It should also be noted that some details in the drawings may be exaggerated for better description and illustration of specific examples. Throughout the specification, unless otherwise indicated, the same reference numerals refer to the same elements. In some of the drawings, some reference numerals may be omitted for clarity. Detailed Description

[0035] The detailed description set forth below provides information and examples of the disclosed technology in sufficient detail to enable those skilled in the art to practice the disclosure.

[0036] An electric vehicle uses one or more electric motors for propelling the vehicle and one or more battery packs for storing and supplying electrical energy. Such battery packs are very space-consuming, which means that compared to a vehicle driven by a conventional combustion engine, the available space for installing other components may be more limited. Therefore, a more compact powertrain (including a more compact transmission) is beneficial for installation in the limited space of an electric vehicle.

[0037] Although an electric motor has a wider operating range in terms of rotational speed than a combustion engine, it is most efficient at relatively high rotational speeds at which the delivered torque is relatively low. To deliver sufficient torque during a vehicle uphill start, a larger reduction ratio is therefore required. A larger reduction ratio requires more than one reduction stage and will thus occupy space in the vehicle. In addition, the reduction ratio required for providing starting performance is generally not suitable for cruising which requires lower torque. To be able to operate the electric motor as efficiently as possible, gears with a smaller reduction ratio should be provided for cruising. Therefore, generally at least two gear ratios are required.

[0038] Compressing the transmission may cause high-stress levels and increased wear in the gears with high loads. In view of this, it is desirable to provide a transmission for an electric vehicle that is compact but has an acceptable stress level.

[0039] Figure 1Exemplary vehicle 1 according to an example. In some examples, vehicle 1 can be a medium-sized vehicle, such as a medium-sized truck, bus, or work machine. In other examples, vehicle 1 can be a heavy-duty vehicle. Vehicle 1 includes a powertrain 300 for propelling vehicle 1. Powertrain 300 includes a prime mover 200 in the form of an electric motor, which is drivingly connected to axles 4, 5 via a transmission 100. Each of axles 4, 5 is drivingly connected to a respective driven wheel 2, 3. Driven wheels 2, 3 can be the rear wheels of vehicle 1. However, it should be noted that the driven wheels can also be provided at any other location, such as at the front of the vehicle. In other examples, the driven wheels can be used to drive the crawler members of a vehicle (e.g., an excavator).

[0040] Figure 2 Powertrain 300 according to a first example is shown. Also refer to: Figures 3a to 3b which shows the transmission 100 that can be used for the powertrain 300 according to the first example, and Figure 4 and Figure 5 which shows an example of the powertrain 300 (such as the powertrain schematically shown in Figure 2 ). The powertrain 300 can be applied, for example, to the vehicle 1 shown in Figure 1 . The prime mover 200 in the form of an electric motor is drivingly connected to the transmission 100 via an input member in the form of an input shaft 110. Input shaft 110 can be permanently connected to the prime mover 200, or a clutch (not shown) can be provided to selectively connect or disconnect input shaft 110 from the prime mover 200.

[0041] Transmission 100 includes a first intermediate shaft 130 and a second intermediate shaft 140 arranged parallel to each other. It also includes a main gear device 160 configured to simultaneously transfer torque from input shaft 110 to the first intermediate shaft 130 and the second intermediate shaft 140 respectively. Transmission 100 further includes an output assembly 150 configured to be drivingly connected to the driven wheels 2, 3 of vehicle 1. For this purpose, output assembly 150 in this document includes two axles 4, 5, but in other examples, a single output shaft can be provided. Transmission 100 also includes a secondary gear device 170 configured to simultaneously transfer torque from each of the first intermediate shaft 130 and the second intermediate shaft 140 to the output assembly 150. Thus, transmission 100 has a power split configuration, in which two torque paths are provided through which torque can be simultaneously transferred from input shaft 110 to the output assembly 150.

[0042] In the first example shown, the main gear device 160 is configured to transfer torque from the input shaft 110 to the first intermediate shaft 130 and the second intermediate shaft 140 via two main reduction stages (a first main reduction stage and a second main reduction stage).

[0043] The first main reduction stage includes a first main pinion 111 disposed on the input shaft 110 (fixed thereto here), and a first main reduction gear 121 disposed on the common intermediate shaft 120. The first main pinion 111 is fixed to the input shaft 110 here, but in other embodiments, it may be drivingly connected to the input shaft by a clutch or the like. The first main pinion 111 meshes with the first main reduction gear 121.

[0044] The second main reduction stage includes a second main pinion 122 fixed to the common intermediate shaft 120 and meshing simultaneously with a first intermediate reduction gear 131 disposed on a first intermediate shaft 130 and a second intermediate reduction gear 141 disposed on a second intermediate shaft 140. The first intermediate reduction gear 131 and the second intermediate reduction gear 141 have the same diameter and thus the same number of gear teeth.

[0045] Thus, the main gear device 160 includes at least one main pinion drivingly connected to the input shaft 110, which is the first main pinion 111 and the second main pinion 122 herein.

[0046] The output assembly 150 may include a differential gear set 155, as Figure 2 shown. In the example shown, the differential gear set 155 is disposed in the housing member 156 and is configured to transfer torque from the secondary gear device 170 to each of the axles 4, 5.

[0047] The secondary gear assembly 170 may be configured to simultaneously transfer torque from each of the first intermediate shaft 130 and the second intermediate shaft 140 to the output assembly 150 in one of at least two selectable gear ratios (two selectable gear ratios in this text). To this end, the secondary gear assembly includes a first gear plane GP1 and a second gear plane GP2, and the gear planes GP1 and GP2 are separated from each other along the axial direction of the intermediate shafts 130 and 140. The first gear plane GP1 is applicable to the vehicle cruising state, while the second gear plane GP2 is applicable to situations where greater torque is required, such as when the vehicle 1 starts on an uphill. Each of the gear planes GP1 and GP2 includes a first secondary pinion 132, 133 rotatably arranged on the first intermediate shaft 130, a second secondary pinion 142, 143 rotatably arranged on the second intermediate shaft 140, and secondary reduction gears 151, 152 fixed to the housing member 156 of the output assembly 150. In the first gear plane GP1, the first secondary pinion 132 and the second secondary pinion 142 are simultaneously meshed and engaged with the secondary reduction gear 151 of the first gear plane GP1. In the second gear plane GP2, the first secondary pinion 133 and the second secondary pinion 143 are simultaneously meshed and engaged with the secondary reduction gear 152 of the second gear plane GP2. The first gear plane GP1 is configured to transfer torque at a first reduction ratio, while the second gear plane GP2 is configured to transfer torque at a second reduction ratio.

[0048] A gear engagement device 146 including a first sleeve 134 and a second sleeve 144 is provided for selecting one of the gear planes GP1 and GP2 to transfer torque. The gear engagement device 146 can be selectively set to at least one of a first position ( Figure 2 the left side in Figure 2 ), and a second position ( the right side in ): In the first position, torque can be transferred between the input shaft 110 and the output assembly 150 via the first gear plane GP1, and in the second position, torque can be transferred between the input shaft 110 and the output assembly 150 via the second gear plane GP2. In the illustrated embodiment, an intermediate neutral position is also provided, in which torque cannot be transferred via the first gear plane GP1 and the second gear plane GP2. The illustrated gear engagement devices 134 and 144 are three-position dog clutches configured to be actuated by a shift fork (not shown). In an alternative embodiment, a two-position dog clutch without a neutral position can be provided.

[0049] In the illustrated example, a first sleeve 134 is disposed on a first intermediate shaft 130, and a second sleeve 144 is disposed on a second intermediate shaft 140. The first sleeve 134 and the second sleeve 144 may be configured to be operated jointly by an actuator configured to move both sleeves 134, 144 simultaneously, such as a common double fork (not shown). In other embodiments, separate actuators may be provided, such as separate shift forks. For practical reasons, the common drive may be implemented by two separate actuators that are synchronized by electronic control or a common air source.

[0050] In other examples not shown, the secondary reduction gear may not be fixed to the housing member but may be rotatably mounted to the housing member, while the first secondary pinion and the second secondary pinion are fixed to the respective intermediate shafts. In these cases, a shift device including a three-position dog clutch may be provided for selectively fixing the secondary reduction gear to the housing member, or a two-position dog clutch may be provided if another clutch is added elsewhere to provide a neutral position.

[0051] As Figure 4 and Figure 5 shown, an electric motor drive device 201 is provided for controlling an electric motor 200. Although a single electric motor 200 is used, more than one electric motor may also be used in other examples. For example, two electric motors may be provided, where each electric motor may be configured to drive one wheel axle of the vehicle via the transmission disclosed herein, or where each electric motor is configured to drive one drive axle of the vehicle via the transmission disclosed herein, or where both electric motors drive the same input component, such as the input shaft 110.

[0052] Figure 6 A power transmission system 300 according to a second example is shown. The only difference between the power transmission system according to the second example and the power transmission system of the first example is that the main gear device 160 is configured to transfer torque from the input shaft 110 to the first intermediate shaft 130 and the second intermediate shaft 140 via a single main reduction stage. Thus, the main gear device 160 includes a single main pinion 122 drivingly connected to the input shaft 110. In the second example, the main pinion 122 is mounted to rotate with the input shaft 110. The main pinion 122 simultaneously meshes with a first intermediate reduction gear 131 and a second intermediate reduction gear 141, the first intermediate reduction gear being fixed to rotate with the first intermediate shaft 130, and the second intermediate reduction gear being fixed to rotate with the second intermediate shaft 140.

[0053] In some examples, as Figure 6The shown main gear unit 160 can be arranged to transfer torque to the first intermediate shaft 130 and the second intermediate shaft 140 without any reduction (i.e., at a 1:1 ratio) or even at a multiplication ratio. This may be the case for a prime mover in the form of a very high-torque electric motor or hydraulic motor.

[0054] In other examples not shown, more than two main reduction stages may be provided.

[0055] In all the shown examples, the input shaft 110 is arranged parallel to the axles 4, 5 of the output assembly 150. In other examples, the input shaft may be arranged to extend at an angle with respect to at least one axle, such as at a right angle thereto, or at any angle between a flat angle and a right angle.

[0056] Another input component may be used instead of the input shaft 110. For example, the input component may be a gear directly connected to the electric motor. In Figure 6 the shown example, the main pinion 122 may be directly driven by the electric motor 200 without any input shaft. Similarly, in Figure 2 the shown example, the electric motor may be arranged to directly drive the first main pinion 111.

[0057] Hereinafter, possible features and combinations of features of the present disclosure are presented as a series of numbered examples: Example 1: A transmission (100) for a vehicle (1), the transmission (100) comprising: - An input component, such as an input shaft (110), which is configured to be drivingly connected to a prime mover (200) of the vehicle (1); - A first intermediate shaft (130) and a second intermediate shaft (140); - An output assembly (150), which is configured to be drivingly connected to at least one driven wheel (2, 3) of the vehicle (1); - A main gear unit (160), which is configured to simultaneously transfer torque from the input shaft (110) to the first intermediate shaft (130) and the second intermediate shaft (140) respectively; and - A secondary gear unit (170), which is configured to simultaneously transfer torque from each of the first intermediate shaft (130) and the second intermediate shaft (140) to the output assembly (150).

[0058] Example 2: The transmission according to Example 1, wherein the main gear unit (160) is configured to transfer torque from the input component (such as from the input shaft (110)) to the first intermediate shaft (130) and the second intermediate shaft (140) via at least one main reduction stage.

[0059] Example 3: The transmission according to Example 2, wherein the at least one main reduction stage includes a pinion gear (122) drivingly connected to the input member (such as connected to the input shaft (110)), the pinion gear (122) being simultaneously meshed and engaged with a first intermediate reduction gear (131) arranged on the first intermediate shaft (130) and a second intermediate reduction gear (141) arranged on the second intermediate shaft (140).

[0060] Example 4: The transmission according to Example 3, wherein the at least one main reduction stage includes a first main reduction stage and a second main reduction stage.

[0061] Example 5: The transmission according to Example 4, wherein the main gear device (160) includes a common intermediate shaft (120), and the pinion gear (122) is arranged on the common intermediate shaft.

[0062] Example 6: The transmission according to Example 5, wherein the input member is an input shaft (110), and wherein the first main reduction stage includes a first pinion gear (111) arranged on the input shaft (110) and a first main reduction gear (121) arranged on the common intermediate shaft (120), and wherein the second main reduction stage includes the pinion gear (122) being simultaneously meshed and engaged with the first intermediate reduction gear (131) and the second intermediate reduction gear (141).

[0063] Example 7: The transmission according to any one of the preceding examples, wherein the secondary gear device (170) is configured to simultaneously transfer torque from each of the first intermediate shaft (130) and the second intermediate shaft (140) to the output assembly (150) in one of at least two selectable gear ratios.

[0064] Example 8: The transmission according to any one of the preceding examples, wherein the secondary gear device includes at least one gear plane (GP1, GP2), each of the at least one gear plane (GP1, GP2) including a first secondary pinion gear (132, 133) arranged on the first intermediate shaft (130), a second secondary pinion gear (142, 143) arranged on the second intermediate shaft (140), and a secondary reduction gear (151, 152) of the output assembly (150), the first secondary pinion gear (132, 133) and the second secondary pinion gear (142, 143) of each gear plane (GP1, GP2) being simultaneously meshed and engaged with the secondary reduction gear (151, 152) of that gear plane (GP1, GP2).

[0065] Example 9. The transmission according to Example 8, wherein the at least one gear plane (GP1, GP2) includes a first gear plane (GP1) configured to transmit torque at a first reduction ratio and a second gear plane (GP2) configured to transmit torque at a second reduction ratio.

[0066] Example 10. The transmission according to Example 9, further comprising a gear engagement device (146) selectively positionable in at least one of a first position and a second position, in the first position, torque being transmissible between the input component and the output assembly (150) via the first gear plane (GP1), and in the second position, torque being transmissible between the input shaft (110) and the output assembly (150) via the second gear plane (GP2).

[0067] Example 11. The transmission according to Example 10, wherein the gear engagement device (146) is further selectively positionable in a neutral position, in which no torque is transmissible between the input component and the output assembly (150).

[0068] Example 12: The transmission according to Example 10 or 11, wherein the gear engagement device (146) includes a first sleeve (134) disposed on the first intermediate shaft (130) and a second sleeve (144) disposed on the second intermediate shaft (140), the first sleeve (134) and the second sleeve (144) being configured to operate together.

[0069] Example 13: The transmission according to any one of the preceding examples, wherein the output assembly (150) includes a differential gear set (155).

[0070] Example 14: The transmission according to Example 13 in combination with Example 8, wherein the secondary reduction gears (151, 152) of each gear plane (GP1, GP2) are fixedly disposed on a housing member (156) of the differential gear set (155).

[0071] Example 15: The transmission according to Example 13 in combination with Example 10, wherein the secondary reduction gears (151, 152) of each gear plane (GP1, GP2) are rotatably disposed on a housing member (156) of the differential gear set (155), the first secondary pinions (132, 133) are fixedly disposed on the first intermediate shaft (130), the second secondary pinions (142, 143) are fixedly disposed on the second intermediate shaft (140), and wherein the gear engagement device includes a clutch for selectively engaging one of the secondary reduction gears (151, 152) with the housing member (156).

[0072] Example 16: The transmission according to any one of the preceding examples, wherein the input member is an input shaft (110) arranged parallel to at least one of the axles (4, 5) of the output assembly (150).

[0073] Example 17: A powertrain (300) for a vehicle, the powertrain (300) comprising a transmission (100) according to any one of the preceding examples and a prime mover (200) drivingly connected or connectable to the input shaft member.

[0074] Example 18: The powertrain according to Example 17, wherein the prime mover (200) is an electric motor.

[0075] Example 19: A vehicle (1) comprising the powertrain (300) according to Example 17 or 18.

[0076] The terms used herein are for the purpose of describing particular aspects only and are not intended to limit the disclosure. As used herein, unless the context clearly dictates otherwise, the singular forms "a" and "the" are intended to include the plural forms as well. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It should also be understood that the terms "comprises" and / or "comprising," when used herein, specify the presence of stated features, integers, acts, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, acts, steps, operations, elements, components, and / or groups thereof.

[0077] It should be understood that although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, without departing from the scope of the disclosure, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0078] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe the relationship of one element to another element, as shown in the figures. It should be understood that these terms, as well as those discussed above, are intended to cover different orientations of the device in addition to the orientation depicted in the figures. It will be understood that when an element is referred to as "connected" or "coupled" to another element, the element may be directly connected or directly coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as "directly connected" or "directly coupled" to another element, no intervening elements are present.

[0079] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It should also be understood that terms used herein should be interpreted as having a meaning that is consistent with their meaning in the context of this specification and the relevant art, and should not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0080] It should be understood that the present disclosure is not limited to the aspects described above and shown in the drawings; rather, those skilled in the art will recognize that many changes and modifications can be made within the scope of the present disclosure and the appended claims. In the drawings and the specification, aspects have been disclosed for illustrative purposes only and not for purposes of limitation, and the scope of the disclosure is set forth in the appended claims.

Claims

1. A transmission (100) for a vehicle (1), the transmission (100) comprising: - An input member, such as an input shaft (110), which is configured to be drivingly connected to a prime mover (200) of the vehicle (1); - A first intermediate shaft (130) and a second intermediate shaft (140); - An output assembly (150), which is configured to be drivingly connected to at least one driven wheel (2, 3) of the vehicle (1); - A main gear device (160), which is configured to simultaneously transmit torque from the input shaft (110) to the first intermediate shaft (130) and the second intermediate shaft (140) respectively; And - A secondary gear device (170), which is configured to simultaneously transmit torque from each of the first intermediate shaft (130) and the second intermediate shaft (140) to the output assembly (150).

2. The transmission according to claim 1, wherein the main gear device (160) is configured to transmit torque from the input member, such as from the input shaft (110), to the first intermediate shaft (130) and the second intermediate shaft (140) via at least one main reduction stage.

3. The transmission according to claim 2, wherein the at least one main reduction stage includes a main pinion (122) drivingly connected to the input member, such as connected to the input shaft (110), and the main pinion (122) is simultaneously meshed and engaged with a first intermediate reduction gear (131) disposed on the first intermediate shaft (130) and a second intermediate reduction gear (141) disposed on the second intermediate shaft (140).

4. The transmission according to claim 3, wherein the at least one main reduction stage includes a first main reduction stage and a second main reduction stage.

5. The transmission according to claim 4, wherein the main gear device (160) includes a common intermediate shaft (120), and the main pinion (122) is disposed on the common intermediate shaft.

6. The transmission according to claim 5, wherein the input member is an input shaft (110), and wherein the first main reduction stage includes a first main pinion (111) disposed on the input shaft (110) and a first main reduction gear (121) disposed on the common intermediate shaft (120), and wherein the second main reduction stage includes the main pinion (122) being simultaneously meshed and engaged with the first intermediate reduction gear (131) and the second intermediate reduction gear (141).

7. The transmission according to any one of the preceding claims, wherein the secondary gear device (170) is configured to simultaneously transmit torque from each of the first intermediate shaft (130) and the second intermediate shaft (140) to the output assembly (150) in one of at least two selectable gear ratios.

8. A transmission according to any one of the preceding claims, wherein the secondary gear means includes at least one gear plane (GP1, GP2), each of the at least one gear plane (GP1, GP2) including a first secondary pinion (132, 133) arranged on the first intermediate shaft (130), a second secondary pinion (142, 143) arranged on the second intermediate shaft (140), and a secondary reduction gear (151, 152) of the output assembly (150), the first secondary pinion (132, 133) and the second secondary pinion (142, 143) of each gear plane (GP1, GP2) being simultaneously meshed and engaged with the secondary reduction gear (151, 152) of that gear plane (GP1, GP2).

9. A transmission according to claim 8, wherein the at least one gear plane (GP1, GP2) includes a first gear plane (GP1) configured to transmit torque at a first reduction ratio and a second gear plane (GP2) configured to transmit torque at a second reduction ratio.

10. A transmission according to claim 9, further comprising a gear engagement device (146) that can be selectively set to at least one of a first position and a second position. In the first position, torque can be transmitted between the input component and the output assembly (150) via the first gear plane (GP1). In the second position, torque can be transmitted between the input shaft (110) and the output assembly (150) via the second gear plane (GP2).

11. A transmission according to claim 10, wherein the gear engagement device (146) can also be selectively set to a neutral position, in which no torque can be transmitted between the input component and the output assembly (150).

12. A transmission according to claim 10 or 11, wherein the gear engagement device (146) includes a first sleeve (134) arranged on the first intermediate shaft (130) and a second sleeve (144) arranged on the second intermediate shaft (140), the first sleeve (134) and the second sleeve (144) being configured to operate together.

13. A transmission according to any one of the preceding claims, wherein the output assembly (150) includes a differential gear set (155).

14. A powertrain (300) for a vehicle, the powertrain (300) including a transmission (100) according to any one of the preceding claims and a prime mover (200) that is drivingly connected or can be connected to the input shaft component.

15. A vehicle (1) comprising a powertrain (300) according to claim 14.

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