Transmission device for vehicle

Abstract

A transmission device (300) for a vehicle includes:-an input member (132) drivingly connected to an electric motor,-a first planetary gear system (140) including a first sun gear (141), a first ring gear (144) rotatably connectable to the input member by a first sleeve (146) and a second sleeve (145), respectively, and a first planet carrier (142) rotatably connectable to the first sun gear (141), the first ring gear (144) being rotatably connectable to the input member by a second sleeve (145), and the first planet carrier (142) being rotatably connectable to the first sun gear (141). The first planet carrier is rotationally connected to the output member (81),-a crawling unit (390) drivably connected between the first planetary gear system (140) and the output member, the first sleeve being configured to selectively rotationally connect the first sun gear to a stationary member (149a, 149b), the second sleeve being configured to selectively rotationally connect the second sun gear to the stationary member (149a, 149b); the second sleeve is configured to selectively rotatably connect the first ring gear to the stationary member via a third sleeve (395), the third sleeve being rotatably connected to the stationary member and configured to selectively rotatably connect one gear member of the crawling unit to the stationary member, the first ring gear rotates in an opposite direction to the first planet carrier.

Description

Technical Field

[0001] This disclosure generally relates to transmission devices. In a specific aspect, this disclosure relates to a transmission device, powertrain system, and vehicle for use in a vehicle. This disclosure is applicable to heavy-duty vehicles, such as trucks, buses, and construction equipment, as well as other vehicle types. The invention is particularly applicable to electric vehicles. Although this disclosure may be described with respect to specific vehicles, it is not limited to any particular vehicle. Background Technology

[0002] In recent years, a trend has emerged in developing powertrain systems with at least one electric prime mover, i.e., a vehicle propelled by at least one electric motor. For heavy-duty vehicles driven by electric motors, a transmission capable of multiple gear positions and a wide range of gear ratios is needed to achieve both startability and efficiency at cruising speeds. For starting and creeping, the transmission needs to provide a large reduction ratio, while at cruising speeds, it is generally desirable to use as few gears as possible to reduce power loss and increase range. A compact transmission is also desired.

[0003] Therefore, we are committed to developing improved technologies related to electric powertrain systems for vehicles. Summary of the Invention

[0004] According to a first aspect of this disclosure, a transmission device for a vehicle is provided. The transmission device includes:

[0005] An input component configured to be droopily connected to an electric motor.

[0006] A first planetary gear system, comprising a first central gear, a first ring gear, and a first planetary carrier carrying a first set of planetary gears, wherein the first central gear and the first ring gear are selectively rotatably connected to the input component via a first sleeve and a second sleeve, respectively, and wherein the first planetary carrier is rotatably connected to the output component.

[0007] A crawler unit, comprising a plurality of gear components, is configured to selectively drively connect the first ring gear to the output component.

[0008] The first sleeve is further configured to selectively rotatably connect the first central gear to a fixed member of the transmission assembly, and the second sleeve is further configured to selectively rotatably connect the first ring gear to the fixed member via a third sleeve.

[0009] The third sleeve is rotatably connected to the fixed member, and the third sleeve is also configured to selectively rotatably connect one of the plurality of gear components of the crawling unit to the fixed member, such that the first ring gear rotates in a direction opposite to the rotation direction of the first planetary gear carrier.

[0010] A first aspect seeks to provide improved transmission devices for vehicles driven by electric motors in at least some respects. Specifically, the present invention seeks to provide a transmission device that is compact and robust and offers selectable gear ratios over a wide reduction range. Technical benefits may include a compact transmission device that achieves a variety of selectable gear ratios, including large reduction ratios suitable for crawling. A transmission device can be further provided that reduces the risk of accidental locking of gear components due to unintended simultaneous rotational connection with the fixed member, by means of a non-rotating third sleeve rotatably connected to a fixed member (such as a transmission housing) and a second sleeve configured to rotatably connect a first ring gear to the fixed member via the third sleeve. This improves robustness and facilitates shifting compared to a transmission device where the second sleeve is configured to directly rotatably connect the first ring gear to the fixed member without using a third sleeve.

[0011] Throughout this description and in the following text, the phrases "rotatably connected" and "rotatably coupled" should be interpreted as meaning that components of the transmission are connected to another component of the transmission in such a way that these components are configured to rotate in the same direction and at the same speed. Therefore, when these components are rotatably connected to each other, they will rotate in the same direction and at the same speed, or they may both be prevented from rotating. For example, when a normally rotatable component is rotatably connected to a fixed member, it is prevented from rotating relative to the fixed member. The term "rotatably connected" should be interpreted as "selectively connected to rotate together."

[0012] The "driven connection" of two rotating parts should be understood as the transmission of torque between the parts in proportion to their rotational speeds. When two rotating parts are driven together, torque can be transmitted between them. This can be achieved through the following: two gears meshing, or a first gear meshing with a second gear, and the second gear meshing with a third gear, or a first gear meshing with a second gear, the second gear rigidly connected to a third gear, and the third gear meshing with a fourth gear, etc. Therefore, for a driven connection, the two rotating parts do not necessarily need to mesh. It is sufficient that the rotation of one part necessarily causes the rotation of the other. When two parts are driven together, they can be selectively connected, allowing torque to be transmitted between them.

[0013] Optionally, in some examples, including at least one preferred example, the third sleeve may be axially displaced relative to the fixing member between a first position and a second position, in which the third sleeve may engage with the second sleeve, and in the second position, the third sleeve rotatably connects one of the plurality of gear components of the crawling unit to the fixing member. Technical benefits may include reducing the risk of simultaneous rotational locking of the gear components and the first ring gear of the crawling unit.

[0014] Optionally, in some examples, including at least one preferred example, in its second position, the third sleeve is not engaged with the second sleeve. Technical benefits may include: effectively preventing the gear components of the crawling unit from being simultaneously rotatably connected to the fixed component along with the first ring gear.

[0015] Optionally, in some examples, including at least one preferred example, the transmission device further includes: a first shift lever movably connected to a first shift fork configured to move a first sleeve; a second shift lever movably connected to a second shift fork configured to move a second sleeve; and a third shift lever movably connected to a third shift fork configured to move a third sleeve. The term "moving connection" between the two components should be interpreted as such that movement of one component necessarily results in movement of the other. Technical benefits may include: facilitating gear shifting using three shift levers. The shift levers may be actuated by one or more actuators.

[0016] Optionally, in some examples, including at least one preferred example, the first shift fork, the second shift fork, and the third shift fork are pivot shift forks. The pivot shift forks can preferably be pivotally mounted to a fixed member, such as to a transmission housing, and each shift fork is configured to pivot about a corresponding pivot point in response to translational movement of the corresponding shift fork. Technical benefits may include a relatively compact shifting mechanism with good accuracy and less wear than shifting mechanisms with linear shift forks.

[0017] Optionally, in some examples, including at least one preferred example, the first shift fork, the second shift fork, and the third shift fork are linear shift forks. This can provide a shifting device with low complexity and cost-effectiveness.

[0018] Optionally, in some examples, including at least one preferred example, the first shift lever is configured to move the first sleeve between a first position, a neutral position, and a second position, in which the first sleeve rotatably connects the first center gear to the fixed member, and in the second position, the first sleeve rotatably connects the first center gear to the input member. Technical benefits may include providing at least two different gear states, one where the first center gear is used for input torque, and another where the first center gear is locked to a fixed member, such as a transmission housing.

[0019] Optionally, in some examples, including at least one preferred example, the second shift lever is configured to move the second sleeve between a first position, a neutral position, and a second position, in which the second sleeve rotatably connects the first ring gear to the input component, and in the second position, the second sleeve is capable of engaging the third sleeve. Technical benefits may include providing at least two different gear states, one where the first ring gear is used for input torque, and another where the first ring gear can be locked to a fixed member, such as a transmission housing, via the third sleeve.

[0020] Optionally, in some examples, including at least one preferred example, the first shift lever and the second shift lever are arranged to physically prevent the first sleeve from being positioned in its first position and the second sleeve from being positioned in its second position simultaneously, and the first shift lever and the third shift lever are arranged to physically prevent the first sleeve from being positioned in its first position and the third sleeve from being positioned in its second position simultaneously. Technical benefits may include reducing the risk of transmission lock-up due to shifting errors.

[0021] Optionally, in some examples, including at least one preferred example, the first shift lever and the second shift lever are coaxial and have shift lever ends configured to contact each other and prevent the first sleeve from moving to its first position and the second sleeve from moving to its second position simultaneously. Technical benefits may include: the first shift lever and the second shift lever are arranged to physically prevent the first sleeve and the second sleeve from rotating simultaneously with the fixed member. This prevents accidental locking of the transmission.

[0022] An alternative to the coaxial first and second shift levers is a non-coaxial shift lever, wherein at least one of the shift levers has a lateral extension configured to contact a portion of the other shift lever.

[0023] Optionally, in some examples, including at least one preferred example, the first shift lever and the third shift lever are coaxial and have shift lever ends configured to contact each other and prevent the first sleeve from moving to its first position and the third sleeve from moving to its second position simultaneously. Technical benefits may include: the first shift lever and the third shift lever are arranged to physically prevent the first sleeve from being rotatably connected to the fixed member and the third sleeve from being rotatably connected to one of the plurality of gear components of the crawler unit. In other words, it prevents the first central gear from being fixed to the fixed member while the gear components of the crawler unit are fixed to the fixed member. This prevents accidental locking of the transmission.

[0024] An alternative to the coaxial first and third shift levers is a non-coaxial shift lever, wherein at least one of the shift levers has a lateral extension configured to contact a portion of another shift lever.

[0025] Optionally, in some examples, including at least one preferred example, at least one of the shift levers includes at least one lateral extension, each lateral extension being configured to contact a portion of another of the shift levers. Technical benefits may include physically preventing accidental movement to a "prohibited" position when one or more of the shift levers are on different axes, thereby avoiding unintentional locking of the transmission.

[0026] For example, two of the shift levers may be arranged coaxially, and another shift lever may be non-coaxial and extend parallel to the coaxial shift lever, or extend at an angle relative to the coaxial shift lever, wherein at least one of the coaxial shift levers includes a lateral extension configured to contact the shift lever end of the non-coaxial shift lever.

[0027] Optionally, in some examples, including at least one preferred example, all three shift levers are not coaxial with each other. All three shift levers may extend parallel to each other or extend at an angle to each other.

[0028] Optionally, in some examples, including at least one preferred example, the first shift lever, the second shift lever, and the third shift lever are arranged to physically prevent the first sleeve from rotating in conjunction with the input component, the second sleeve with the input component, and the third sleeve with one of the plurality of gear components of the crawler unit. Technical benefits may include ensuring that the gear components of the crawler unit are not prevented from rotating in direct drive, in which there is no deceleration between the first planetary gear system and the crawler unit.

[0029] Optionally, in some examples, including at least one preferred example, the second shift lever and the third shift lever are configured to contact each other, and the third shift lever is prevented from moving to its second position when the second sleeve rotatably connects the input component to the first ring gear, and vice versa. Technical benefits may include ensuring that the gear components of the crawler unit are not prevented from rotating in direct drive.

[0030] Optionally, in some examples, including at least one preferred example, the second and third shift levers are coaxial and have shift lever ends configured to contact each other. Technical benefits may include space-saving prevention of the gear components of the crawler unit from rotational locking in direct drive.

[0031] Optionally, in some examples, including at least one preferred example, the crawling unit includes a second planetary gear system, wherein the plurality of gear components of the crawling unit include a second center gear, a second ring gear, and a second planetary carrier carrying a second set of planetary gears. Technical benefits may include a compact crawling unit capable of significantly reducing speed.

[0032] Optionally, in some examples, including at least one preferred example, the third sleeve is configured to selectively rotatably connect the second planetary carrier to the fixed member. This selectively causes the first ring gear to rotate in the opposite direction to the first planetary carrier.

[0033] Optionally, in some examples, including at least one preferred example, the second ring gear is rotatably connected to the first planetary carrier, and the second center gear is rotatably connected to the first ring gear. Technical benefits may include providing a larger rotation in the opposite direction to the first ring gear, which produces a large overall reduction ratio. Furthermore, the second center gear can be configured with a smaller diameter because it will not bear high torque loads.

[0034] In other examples, the second ring gear may be rotatably connected to the first ring gear, and the second center gear may be rotatably connected to the first planet carrier.

[0035] Optionally, in some examples, including at least one preferred example, the output component is a differential planetary carrier of a differential gear set, the differential planetary carrier being configured to distribute torque to a first drive shaft and a second drive shaft arranged coaxially with the first planetary gear system. Technical benefits may include a compact transmission device suitable for electric vehicle axle assemblies (also known as electronic axles).

[0036] According to a second aspect of this disclosure, a powertrain system for an electric vehicle is provided. The powertrain system includes an electric motor and a transmission device according to the first aspect, wherein an input component of the transmission device is drivably connected to or connectable to the electric motor. In some examples, the powertrain system may include two electric motors, wherein an input component of the transmission device is drivably connected to or connectable to both electric motors. The advantages and effects of the second aspect of this disclosure are largely similar to those of the first aspect of this disclosure.

[0037] According to a third aspect of this disclosure, a vehicle is provided that includes a transmission device according to the first aspect or a powertrain system according to the second aspect. The vehicle may be a heavy-duty vehicle, such as a bus, truck, or construction machinery. The advantages and effects of the third aspect of this disclosure are largely similar to those of the first aspect of this disclosure.

[0038] Those skilled in the art will understand that the disclosed aspects, examples (including any preferred examples), and / or 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 apparent in part to those skilled in the art or recognized by practicing this disclosure as described herein. Attached Figure Description

[0039] The example is described in more detail below with reference to the accompanying drawings.

[0040] Figure 1 This is an example vehicle based on the example.

[0041] Figure 2 This is an exemplary powertrain system based on the example.

[0042] Figure 3 It is an exemplary transmission device based on the first example.

[0043] Figure 4 A portion of an exemplary transmission device according to the second example is shown.

[0044] Figure 5 A portion of an exemplary transmission device according to the third example is shown.

[0045] Figure 6 A portion of an exemplary transmission device according to the fourth example is shown.

[0046] Figure 7 A portion of an exemplary transmission device according to the fifth example is shown.

[0047] Figure 8 This is an exemplary powertrain system based on another example.

[0048] Figure 9 This is an exemplary transmission device based on another example.

[0049] The accompanying drawings are schematic and not necessarily drawn to scale. Throughout the specification, unless otherwise indicated, the same reference numerals refer to the same elements. In some drawings, certain reference numerals may be omitted for clarity. Detailed Implementation

[0050] 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 this disclosure.

[0051] For heavy-duty vehicles driven by electric motors, a transmission is needed that can operate in multiple gear positions with a wide range of possible reduction ratios to achieve both startability and energy efficiency at cruising speeds. For starting and crawling, the transmission needs to provide a large reduction ratio, while at cruising speeds, it is generally desirable to use as few gears as possible to reduce power loss and increase range.

[0052] This disclosure aims to provide a transmission device for electric vehicles that is compact and capable of providing several different gear ratios, thereby providing deceleration suitable for starting, crawling, and cruising. A further objective is to provide a transmission device in which transmission lock-up due to incorrect shifting can be avoided in a robust and space-saving manner.

[0053] Figure 1 This is an exemplary vehicle 1 according to the example. Vehicle 1 is a heavy-duty truck, and more specifically a tractor truck for towing one or more trailers (not shown). However, it should be noted that this disclosure applies to any other vehicle, such as any other truck, bus, car, construction equipment such as wheel loaders, excavators, dump trucks, etc. Vehicle 1 includes an electric power transmission system 200, which includes an electric motor configured to drive drive wheels 2 of vehicle 1 via a transmission device 300. Drive wheels 2 are the rear wheels of vehicle 1 in this example. However, it should be noted that drive wheels can also be located in any other position, such as at the front of the vehicle. In other examples, drive wheels may be used to drive the ground track members of a vehicle (e.g., an excavator).

[0054] Figure 2A powertrain 200 according to an example is shown. The powertrain 200 includes an electric motor 10 configured to deliver torque to two drive shafts 89a, 89b of a vehicle 1, each drive shaft 89a, 89b driving one of the drive wheels 2. In the example shown, the powertrain 200 is an electric axle assembly (also referred to as an electronic axle) including a transmission unit 300 and a differential gear set 80, via which torque is distributed to the two drive shafts 89a, 89b.

[0055] The transmission assembly 300 includes an input gear set 130, which includes a small-diameter pinion 131 that meshes with an input component 132, the input component being in the form of a gear with a relatively large diameter. The input component 132 is mounted to a transmission housing 149, which includes fixing members 149a and 149b, via rotary bearings 133a and 133b. Therefore, the input component 132 is rotatable relative to the transmission housing 149.

[0056] A first planetary gear system 140 is coaxially arranged with the input component 132 and drive shafts 89a and 89b. It includes a first center gear 141, a first ring gear 144, and a first planet carrier 142 carrying a first set of planetary gears 143, which mesh with the first center gear 141 and the first ring gear 144. The first center gear 141 and the first ring gear 144 are selectively rotatably connected to the input component 132 via a first sleeve 146 and a second sleeve 145, respectively. The first planet carrier 142 is rotatably connected to an output component 81, which is in the form of a differential planet carrier 81 of a differential gear set 80. The differential gear set also includes a set of differential planetary gears 82 and two differential output gears 83 rotatably connected to the drive shafts 89a and 89b, respectively.

[0057] The crawler unit 390, in the form of a second planetary gear system 390, is also coaxially arranged with the input component 132 and drive shafts 89a, 89b. The crawler unit 390 includes multiple gear components, such as a second center gear 391, a second ring gear 394, and a second planetary carrier 392 carrying a second set of planetary gears 393. The second ring gear 394 is rotatably connected to the first planetary carrier 142, and therefore also to the differential planetary carrier 81. The second center gear 391 is rotatably connected to the first ring gear 144. A third sleeve 395 is provided for selectively rotatably connecting the second planetary carrier 392 to the fixing member 149b of the transmission housing 149. When the third sleeve 395 rotatably connects the second planetary carrier 392 to the fixing member 149b, the first ring gear 144 is caused to rotate in the opposite direction to the rotation of the first planetary carrier 142.

[0058] The third sleeve 395 is rotatably connected to the fixed member 149b, preventing it from rotating relative to the transmission housing 149. This is achieved by interlocking an external spline or similar element on the outer surface of the third sleeve 395 with an internal spline formed on the fixed member 149b. The third sleeve 395 can be in a first position relative to the fixed member 149b. Figure 2 The third sleeve is axially displaced between the left and right positions. In the first position, the third sleeve can engage with the second sleeve 145. In the second position, the third sleeve rotatably connects the second planetary gear carrier 392 to the fixed member 149b.

[0059] The first sleeve 146 is configured to selectively rotatably connect the first central gear 141 to the fixed member 149a. It can be axially positioned in a first position ( Figure 2 It moves between a left position, a neutral position (middle), and a second position (right). In the first position, it rotatably connects the first center gear 141 to the fixed member 149a, and in the second position, it rotatably connects the first center gear 141 to the input member 132.

[0060] The second sleeve 145 is configured to selectively rotatably connect the first ring gear 144 to the fixed member 149b via the third sleeve 395. It can be axially positioned in a first position ( Figure 2 The transmission moves between a left-hand position, a neutral position (middle), and a second position (right-hand). In the first position, it rotatably connects the first ring gear 144 to the input component 132. In the second position, it can engage the third sleeve 395 fixed to the steering mechanism. When the third sleeve 395 is in its second position (i.e., right-hand), it cannot engage with the second sleeve 145 because the third sleeve is beyond the reach of the second sleeve 145. Therefore, it is impossible to simultaneously rotatably connect the first ring gear 144 and the second planetary carrier 392 to the fixed member 149b. This prevents the transmission from locking up and entering a gear state where torque cannot be transmitted.

[0061] exist Figure 2 The transmission device shown can have at least four gear ratios, thereby providing continuous deceleration from the first gear to the fourth gear.

[0062] In the first gear, providing very large deceleration, the first sleeve 146 moves to its second position, in which the first sleeve engages the first center gear 141 with the input member 132. The second sleeve 145 moves to its neutral position, thereby allowing the first ring gear 144 and the second center gear 391 to rotate. The third sleeve 395 is positioned in its second position, thereby rotatably connecting the second planetary carrier 392 to the fixed member 149b. This causes the second center gear 391 and the first ring gear 144 to rotate in the opposite direction to the rotation direction of the first planetary carrier 142. The first gear is suitable for starting the vehicle 1 and for low-speed crawling.

[0063] In the second gear, providing a smaller reduction in speed than the first gear, the first sleeve 146 remains in its second position, in which it engages the first center gear 141 with the input member 132. The second sleeve 145 moves to its second position, and the third sleeve 395 moves to its first position, thereby rotatably disengaging the second planetary carrier 392 from the fixed member 149b, allowing it to rotate freely. The second sleeve 145 engages the third sleeve 395, thereby rotatably connecting the first ring gear 144 to the fixed member 149b. Thus, the first center gear 141 drives the first planetary carrier 142 via the first planetary gear 143. Figure 2 As shown, the second gear is suitable for relatively low vehicle speeds.

[0064] In third gear, providing relatively minor deceleration, the first sleeve 146 moves to its first position, in which it rotatably connects the first center gear 141 to the fixed member 149a. The second sleeve 145 moves to its first position, thereby rotatably connecting the first ring gear 144 to the input member 132. The third sleeve 395 remains in its first position, thereby rotatably disengaging the second planetary carrier 392 from the fixed member 149b. This results in the first ring gear 144 driving the first planetary carrier 142 via the first planetary gear 143. Third gear is suitable for medium vehicle speeds.

[0065] In fourth gear, deceleration is provided only through the input gear set 130. The first sleeve 146 moves to its second position, while the second sleeve remains in its first position. Thus, both the first center gear 141 and the first ring gear 144 are rotatably connected to the input member 132. The third sleeve 395 remains in its first position, thereby rotatably disengaging the second planetary carrier 392 from the fixed member 149b. Therefore, the first planetary gear system 140 is locked to rotate together, resulting in a direct drive on the first planetary gear system 140 without deceleration. Fourth gear is suitable for the cruising speed of vehicle 1.

[0066] Figure 3 It shows Figure 2The transmission unit 300 shown, with a portion of the input component 132 concealed, illustrates details of a shifting device 50 configured to selectively engage gears according to a first exemplary embodiment of the transmission unit 300. The shifting device 50 includes a first shift lever 51, a second shift lever 61, and a third shift lever 71. The first shift lever 51 is movably connected to a first shift fork 5, configured to move a first sleeve 146; the second shift lever 61 is movably connected to a second shift fork 6, configured to move a second sleeve 145; and the third shift lever 71 is movably connected to a third shift fork 7, configured to move a third sleeve 395. All three shift forks 5, 6, and 7 are pivot shift forks, pivotally mounted to the transmission housing 149 at corresponding pivot points 5p, 6p, and 7p. Therefore, moving the first shift lever 51 to the left will cause the first sleeve 146 to move to the right, moving the second shift lever 61 to the left will cause the second sleeve 145 to move to the right, and moving the third shift lever 71 to the left will cause the third sleeve 395 to move to the right. Figure 3 In the diagram, all shift levers 51, 61, and 71 are shown in their rightmost position. Shift levers 51, 61, and 71 are configured to be moved by actuators (not shown), such as pneumatic or electric actuators. Each actuator may be coaxial with the corresponding shift lever it actuates, but they may also be arranged off-axis.

[0067] Shift levers 51, 61, and 71 are configured to contact each other to prevent sleeves 146, 145, and 395 from moving to a "prohibited" position. For this purpose, the first shift lever 51 and the second shift lever 61 are coaxial and have ends 51e and 61e1 configured to contact each other whenever the first sleeve 146 is in its first position when attempting to move the second sleeve 145 to its second position, and vice versa. This prevents the first center gear 141 and the first ring gear 144 from being simultaneously rotatably connected to the transmission housing 149 (which would result in a non-rotatable transmission unit 300 in which it is impossible to transmit any torque).

[0068] Furthermore, the first shift lever 51 and the third shift lever 71 are configured to contact each other whenever the first sleeve 146 is in its first position when attempting to move the third sleeve 395 to its second position, and vice versa. This prevents the first center gear 141 and the second planetary carrier 392 from being simultaneously rotatably connected to the transmission housing 149 (which would result in a non-rotatable transmission unit 300 in which it is impossible to transmit any torque). In the illustrated example, the first shift lever 51 and the third shift lever 71 are parallel but not coaxial. The first shift lever 51 has a lateral extension 51x1 that protrudes laterally from the first shift lever 51 near its end 51e. The lateral extension 51x1 has a facing end 51xe1 that faces the first end 71e1 of the third shift lever 71 and is configured to contact the first end of the third shift lever whenever the first sleeve 146 is in its first position when attempting to move the third sleeve 395 to its second position, and vice versa.

[0069] The second shift lever 61 and the third shift lever 71 are configured to engage whenever the second sleeve 395 is in its first position and when attempting to move the third sleeve 395 to its second position, and vice versa. This prevents the second planetary carrier 392 from being rotatedly connected to the transmission housing 149 whenever the first ring gear 144 is rotatably connected to the input component 132. In the illustrated example, the second shift lever 61 and the third shift lever 71 are parallel but not coaxial. The third shift lever 71 has a lateral extension 71x2 near its second end 71e2. The lateral extension 71x2 has a facing end 71xe2, which is configured to face the second end 61e2 of the second shift lever 61 and engage the second end of the second shift lever whenever the second sleeve 145 is in its first position and when attempting to move the third sleeve 395 to its second position.

[0070] Figures 4 to 7 A shift mechanism 50 according to other examples is shown. In these figures, only the portion of the transmission unit 300 relevant to the shift mechanism 50 is shown. Figures 4 to 7 The parts not shown in the text can be related to... Figures 2 to 3 The parts shown are the same.

[0071] Figure 4 A shifting device 50 according to a second exemplary embodiment is shown, which is compatible with... Figure 2 The transmission unit 300 shown is used together. This example is with... Figure 3The only difference between the shifting devices 50 shown is that the first shift lever 51 and the third shift lever 71 are coaxial, while the second shift lever 61 is parallel to but not coaxial with the first shift lever 51 and the third shift lever 71. Therefore, the facing surface 51xe1 of the lateral extension 51x1 of the first shift lever 51 is configured to contact the first end 61e1 of the second shift lever 61, and the ends 51e and 71e1 of the first shift lever 51 and the third shift lever 71 are configured to contact each other. This function corresponds to the reference... Figure 3 The described functionality.

[0072] Figure 5 A shifting device 50 according to a third exemplary embodiment is shown, which is compatible with... Figure 2 The transmission unit 300 shown is used together. The shifting device 50 according to the third example is used with... Figure 3 The difference in the gear shifting device shown is that the second shift lever 61 and the third shift lever 71 are coaxial, while the first shift lever 51 is parallel to but not coaxial with the second and third shift levers 61 and 71. Figure 4 The second example shown is similar; the facing surface 51xe1 of the lateral extension 51x1 of the first shift lever 51 is configured to contact the first end 61e1 of the second shift lever 61. The first end 71e1 of the third shift lever 71 is configured to contact the second end 61e2 of the second shift lever 61, and the lateral extension 71x2 of the third shift lever 71 has a facing surface 71xe2 configured to contact the end 51e of the first shift lever 51. The function corresponds to the reference. Figure 3 The described functionality.

[0073] Figure 6 A shifting device 50 according to a fourth exemplary embodiment is shown, which is compatible with... Figure 2The transmission assembly 300 shown is used together. In this fourth embodiment, the first shift fork 15, the second shift fork 16, and the third shift fork 17 are linear shift forks configured to translate by the first shift lever 51, the second shift lever 61, and the third shift lever 71, respectively. Therefore, moving the corresponding shift levers 51, 61, and 71 to the right will cause the corresponding sleeves 146, 145, and 395 to move to the right. All shift levers 51, 61, and 71 are parallel but not coaxial. The first shift fork 51 includes a first lateral extension 51x1 having a facing end 51xe1, which is configured to contact the facing end 61xe1 of the first lateral extension 61x1 of the second shift lever 61 whenever the first sleeve 146 is in its first position and an attempt is made to move the second sleeve 145 to its second position, and vice versa. The first shift fork 51 further includes a second lateral extension 51x2 having a facing end 51xe2, the facing end being configured to contact the facing end 71xe1 of the first lateral extension 71x1 of the third shift lever 71 whenever the first sleeve 146 is in its first position and an attempt is made to move the third sleeve 395 to its second position, and vice versa. The second shift fork 61 further includes a second lateral extension 61x2 having a facing end 61xe2, the facing end being configured to contact the facing end 71xe2 of the second lateral extension 71x2 of the third shift lever 71 whenever the second sleeve 145 is in its first position and an attempt is made to move the third sleeve 395 to its second position.

[0074] Figure 7 A shifting device 50 according to a fifth exemplary embodiment is shown, which is similar to the fourth example but differs in that the third shift lever 71 includes only a single lateral extension 71x2, which is configured to contact the facing end 61xe2 of the second lateral extension 61x2 of the second shift lever 61. The facing end 51xe2 of the second lateral extension 51x2 of the first shift lever 51 is configured to contact the end surface 71e of the third shift lever 71 whenever the first sleeve 146 is in its first position and an attempt is made to move the third sleeve 395 to its second position, and vice versa. Figure 7 Function and reference of the shift device 50 shown Figure 6 The descriptions are the same.

[0075] Of course, besides Figures 3 to 7 Besides the configuration shown, the shift mechanism 50 can have many other configurations. For example, a combination of pivoting and linear shift forks can be used, where two of the shift levers can be coaxial, or all shift levers can be non-coaxial. Furthermore, as long as the reference is achieved... Figures 3 to 7 The number and position of the horizontally extended parts can also be varied, as described in the text.

[0076] Figure 8 A powertrain system 8200 according to another embodiment is shown, which is related to Figure 2 The difference in the powertrain system 200 shown is that it includes an electric motor 810, which is coaxial with the transmission unit 300 and therefore also with the drive shafts 89a and 89b. The electric motor includes a stator 810s fixed to the transmission housing 149 and a rotor 810r rotatably connected to an input component 8132, which is in the form of a rotatable housing in which a first planetary gear system 140 and a differential gear set 80 are mounted. The input component 8132 is rotatably mounted to the transmission housing 149 via rotary bearings 133a and 133b. In addition, the transmission unit 300 is similar to the reference... Figure 2 The described transmission unit is the same. (Refer to the above reference.) Figures 3 to 7 The shifting device 50 of any of the exemplary embodiments described can be used in this configuration of the powertrain 8200. The powertrain 8200 can be used for... Figure 1 In vehicle 1 shown.

[0077] Figure 9 A transmission device 9300 according to another embodiment of the present disclosure is shown. In this embodiment, an electric motor (not shown) can be coupled with... Figure 2 The same manner shown (i.e., via a pinion and an input component 132 in the form of an input gear) or in the same manner as... Figure 8 It is connected to the input component 132 in the same manner as shown. The transmission unit 9300 and... Figure 3 The difference in the transmission assembly shown is that, instead of a differential planetary carrier, the first planetary carrier 142 and the second ring gear 394 are rotatably connected to the output shaft 981. The output shaft 981 is coaxial with the planetary gear system 140, 390 and can be driven to a pair of drive wheels 2 of the vehicle 1, such as via a differential gear set. Figure 1 As shown. In some examples, the output shaft 981 can be driven to the differential gear set via a final drive (e.g., a bevel gear). Therefore, the transmission unit 9300 can be used in electric powertrain systems that are not configured as electric axle assemblies.

[0078] In the above embodiment, the crawler unit 390 is described as a planetary gear system, wherein the second planet carrier 392 is rotatably connected to the fixed member 149b to provide a first gear. However, other configurations of the crawler unit are also possible. For example, the crawler unit may include a planetary gear system in which a set of meshing planetary gear pairs exist between the ring gear and the center gear, as described in DE10230185A1. In such an embodiment, the ring gear of the crawler unit may be selectively rotatably connected to the fixed member of the transmission via a third sleeve to allow the planet carrier and the center gear to rotate in opposite directions in the first gear.

[0079] Below is a list of examples of the numbering in this disclosure.

[0080] Example 1: A transmission device (300, 9300) for a vehicle (1), comprising:

[0081] - Input components (132, 8132), which are configured to be drivably connected to an electric motor (10, 810).

[0082] - A first planetary gear system (140), comprising a first center gear (141), a first ring gear (144), and a first planet carrier (142) carrying a first set of planetary gears (143), wherein the first center gear (141) and the first ring gear (144) are selectively rotatably connected to the input components (132, 8132) via a first sleeve (146) and a second sleeve (145), respectively, and wherein the first planet carrier (142) is rotatably connected to the output components (81, 981).

[0083] - A crawling unit (390) comprising a plurality of gear components, the crawling unit (390) being configured to selectively drive the first ring gear (144) to the output component (81, 981).

[0084] The first sleeve (146) is further configured to selectively rotatably connect the first center gear (141) to the fixing members (149a, 149b) of the transmission device, and the second sleeve (145) is further configured to selectively rotatably connect the first ring gear (144) to the fixing members (149a, 149b) via a third sleeve (395).

[0085] The third sleeve (395) is rotatably connected to the fixing member (149a, 149b), and the third sleeve (395) is also configured to selectively rotatably connect one of the plurality of gear members of the crawling unit (390) to the fixing member (149a, 149b) such that the first ring gear (144) rotates in a direction opposite to the rotation direction of the first planetary gear carrier (142).

[0086] Example 2: According to the transmission device of Example 1, wherein the third sleeve (395) is axially displaceable relative to the fixed members (149a, 149b) between a first position and a second position, wherein in the first position the third sleeve is engaged with the second sleeve (145), and in the second position the third sleeve rotatably connects one of the plurality of gear members of the crawling unit (390) to the fixed members (149a, 149b).

[0087] Example 3: The transmission device according to Example 2, wherein in its second position, the third sleeve (395) is not engaged with the second sleeve (145).

[0088] Example 4: The transmission device according to Example 2 or 3 further includes: a first shift lever (51) movably connected to a first shift fork (5) configured to move a first sleeve (146); a second shift lever (61) movably connected to a second shift fork (6) configured to move a second sleeve (145); and a third shift lever (71) movably connected to a third shift fork (7) configured to move a third sleeve (395).

[0089] Example 5: The transmission device according to Example 4, wherein the first shift fork, the second shift fork and the third shift fork (5, 6, 7) are pivot shift forks.

[0090] Example 6: A transmission device according to Example 4 or 5, wherein the first shift lever (51) is configured to move the first sleeve (146) between a first position, a neutral position, and a second position, wherein in the first position the first sleeve rotatably connects the first center gear (141) to the fixed member (149a, 149b), and in the second position the first sleeve rotatably connects the first center gear (141) to the input member (132, 8132).

[0091] Example 7: A transmission device according to any one of Examples 4 to 6, wherein the second shift lever (61) is configured to move the second sleeve (145) between a first position, a neutral position and a second position, wherein in the first position the second sleeve rotatably connects the first ring gear (144) to the input component (132, 8132), and in the second position the second sleeve is capable of engaging the third sleeve (395).

[0092] Example 8: The transmission device according to Examples 6 and 7, wherein the first shift lever and the second shift lever (51, 61) are arranged to physically prevent the first sleeve (146) from being positioned in its first position and the second sleeve (145) from being positioned in its second position simultaneously, and wherein the first shift lever and the third shift lever (51, 71) are arranged to physically prevent the first sleeve (146) from being positioned in its first position and the third sleeve (395) from being positioned in its second position simultaneously.

[0093] Example 9: The transmission device according to Example 8, wherein the first shift lever and the second shift lever (51, 61) are coaxial and have shift lever ends (51e, 61e) configured to contact each other and prevent the first sleeve (146) from moving to its first position and the second sleeve (145) from moving to its second position simultaneously.

[0094] Example 10: The transmission device according to Example 8, wherein the first shift lever (51) and the third shift lever (71) are coaxial and have shift lever ends (51e, 71e1), the shift lever ends being configured to contact each other and prevent the first sleeve (146) from moving to its first position and the third sleeve (395) from moving to its second position simultaneously.

[0095] Example 11: A transmission device according to any one of Examples 4 to 10, wherein at least one of the shift levers (51, 61, 71) includes at least one lateral extension (51x1, 51x2, 61x1, 61x2, 71x1, 71x2), each lateral extension (51x1, 51x2, 61x1, 61x2, 71x1, 71x2) being configured to contact a portion of another of the shift levers (51, 61, 71).

[0096] Example 12: A transmission device according to any one of Examples 4 to 11, wherein the first shift lever, the second shift lever, and the third shift lever (51, 61, 71) are arranged to physically prevent the first sleeve (146) from being simultaneously rotatably connected to one of the plurality of gear components of the input component (132, 8132), the second sleeve (145) from being simultaneously rotatably connected to the input component (132, 8132), and the third sleeve (395) from being simultaneously rotatably connected to one of the plurality of gear components of the crawler unit (390).

[0097] Example 13: The transmission device according to Example 12, wherein the second shift lever and the third shift lever (61, 71) are configured to contact each other, and the third sleeve (395) is prevented from moving to its second position when the second sleeve (145) rotatably connects the input component (132, 8132) to the first ring gear (144), and vice versa.

[0098] Example 14: The transmission device according to Example 13, wherein the second shift lever (61) and the third shift lever (71) are coaxial and have shift lever ends (61e2, 71e1) configured to contact each other.

[0099] Example 15: A transmission device according to any one of the preceding examples, wherein the crawling unit (390) includes a second planetary gear system (390), the plurality of gear components of the crawling unit (390) including a second center gear (391), a second ring gear (394) and a second planet carrier (392) carrying a second set of planetary gears (393).

[0100] Example 16: The transmission device according to Example 15, wherein the third sleeve (395) is configured to selectively rotatably connect the second planetary carrier (392) to the fixed member (149a, 149b).

[0101] Example 17: A transmission device according to Example 15 or 16, wherein the second ring gear (394) is rotatably connected to the first planetary carrier (142) and the second center gear (391) is rotatably connected to the first ring gear (144), or wherein the second ring gear (394) is rotatably connected to the first ring gear (144) and the second center gear (391) is rotatably connected to the first planetary carrier (142).

[0102] Example 18: A transmission device according to any of the preceding examples, wherein the output component (81) is a differential planetary carrier (81) of a differential gear set (80), the differential planetary carrier being configured to distribute torque to a first drive shaft (89a) and a second drive shaft (89b) arranged coaxially with the first planetary gear system (140).

[0103] Example 19: A powertrain system (200, 8200) for an electric vehicle (1), the powertrain system (200, 8200) comprising:

[0104] - Electric motor (10, 810), and

[0105] - A transmission device (300, 9300) according to any one of the foregoing examples, wherein the input component (132, 8132) of the transmission device is drivably connected to or can be connected to the electric motor (10, 810).

[0106] Example 20: A vehicle (1) comprising a transmission device (300, 9300) according to any one of Examples 1 to 18, or a powertrain system (200, 8200) according to Example 19.

[0107] The terminology used herein is for descriptive purposes only and is not intended to limit this disclosure. As used herein, unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” are intended to also include the plural forms. 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 “comprising” and / or “including”, when used herein, indicate the presence of the stated features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof.

[0108] 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 used only to distinguish one element from another. For example, without departing from the scope of this 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.

[0109] In this document, relative terms such as “below,” “above,” “upper,” “lower,” “horizontal,” or “vertical” may be used to describe the relationship between one element and another, as illustrated in the figures. It should be understood that these terms, along with those discussed above, are intended to cover different device orientations in addition to those depicted in the figures. It should be understood that when an element is referred to as “connected” or “coupled” to another element, the element may be directly connected or coupled to the other element, or there may be intermediate elements present. In contrast, when an element is referred to as “directly connected” or “directly coupled” to another element, there are no intermediate elements present.

[0110] Unless otherwise defined, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. It should also be understood that, unless expressly defined herein, terms used herein shall be interpreted as having the same meaning as they have in the context of this specification and the relevant field, and not in an idealized or overly formal sense.

[0111] It should be understood that this disclosure is not limited to the aspects described above and shown in the accompanying drawings; rather, those skilled in the art will recognize that many changes and modifications can be made within the scope of this disclosure and the appended claims. Aspects have been disclosed in the drawings and description for illustrative purposes only and not for limiting purposes, and the scope of this disclosure is set forth in the appended claims.

Claims

1. A transmission device (300, 9300) for a vehicle (1), comprising: - Input components (132, 8132), which are configured to be drivably connected to an electric motor (10, 810). - A first planetary gear system (140), comprising a first center gear (141), a first ring gear (144), and a first planet carrier (142) carrying a first set of planetary gears (143), wherein the first center gear (141) and the first ring gear (144) are selectively rotatably connected to the input components (132, 8132) via a first sleeve (146) and a second sleeve (145), respectively, and wherein the first planet carrier (142) is rotatably connected to the output components (81, 981). - A crawling unit (390) comprising a plurality of gear components, the crawling unit (390) being configured to selectively drive the first ring gear (144) to the output component (81, 981). The first sleeve (146) is further configured to selectively rotatably connect the first central gear (141) to the fixing members (149a, 149b) of the transmission device, and the second sleeve (145) is further configured to selectively rotatably connect the first ring gear (144) to the fixing members (149a, 149b) via a third sleeve (395). The third sleeve (395) is rotatably connected to the fixing member (149a, 149b), and the third sleeve (395) is also configured to selectively rotatably connect one of the plurality of gear members of the crawling unit (390) to the fixing member (149a, 149b) such that the first ring gear (144) rotates in a direction opposite to the rotation direction of the first planetary gear carrier (142).

2. The transmission device according to claim 1, wherein the third sleeve (395) is axially displaceable relative to the fixed members (149a, 149b) between a first position and a second position, wherein in the first position the third sleeve is capable of engaging with the second sleeve (145), and in the second position the third sleeve rotatably connects one of the plurality of gear members of the crawling unit (390) to the fixed members (149a, 149b). Preferably, in its second position, the third sleeve (395) cannot engage with the second sleeve (145).

3. The transmission device according to claim 2, further comprising: A first shift lever (51) is movably connected to a first shift fork (5), which is configured to move the first sleeve (146); a second shift lever (61) is movably connected to a second shift fork (6), which is configured to move the second sleeve (145). And a third shift lever (71), which is movably connected to the third shift fork (7), which is configured to move the third sleeve (395).

4. The transmission device according to claim 3, wherein the first shift fork, the second shift fork and the third shift fork (5, 6, 7) are pivot shift forks.

5. The transmission device according to claim 3 or 4, wherein the first shift lever (51) is configured to move the first sleeve (146) between a first position, a neutral position, and a second position, wherein in the first position, the first sleeve rotatably connects the first central gear (141) to the fixed member (149a, 149b), and in the second position, the first sleeve rotatably connects the first central gear (141) to the input member (132, 8132).

6. The transmission device according to any one of claims 3 to 5, wherein the second shift lever (61) is configured to move the second sleeve (145) between a first position, a neutral position and a second position, wherein in the first position the second sleeve rotatably connects the first ring gear (144) to the input component (132, 8132), and in the second position the second sleeve is capable of engaging the third sleeve (395).

7. The transmission device according to claims 5 and 6, wherein the first shift lever and the second shift lever (51, 61) are arranged to physically prevent the first sleeve (146) from being positioned in its first position and the second sleeve (145) from being positioned in its second position simultaneously, and wherein the first shift lever and the third shift lever (51, 71) are arranged to physically prevent the first sleeve (146) from being positioned in its first position and the third sleeve (395) from being positioned in its second position simultaneously.

8. The transmission device according to claim 7, wherein the first shift lever and the second shift lever (51, 61) are coaxial and have shift lever ends (51e, 61e), the shift lever ends being configured to contact each other and prevent the first sleeve (146) from moving to its first position and the second sleeve (145) from moving to its second position simultaneously, and / or The first shift lever (51) and the third shift lever (71) are coaxial and have shift lever ends (51e, 71e1), which are configured to contact each other and prevent the first sleeve (146) from moving to its first position and the third sleeve (395) from moving to its second position at the same time.

9. The transmission device according to any one of claims 3 to 8, wherein at least one of the shift levers (51, 61, 71) includes at least one lateral extension (51x1, 51x1, 51x2, 61x1, 61x2, 71x1, 71x2), each lateral extension (51x1, 51x2, 61x1, 61x2, 71x1, 71x2) being configured to contact a portion of the other shift lever (51, 61, 71).

10. The transmission device according to any one of claims 3 to 9, wherein the first shift lever, the second shift lever, and the third shift lever (51, 61, 71) are arranged to physically prevent the first sleeve (146) from being simultaneously rotatably connected to one of the plurality of gear components of the input member (132, 8132), the second sleeve (145) from being simultaneously rotatably connected to the input member (132, 8132), and the third sleeve (395) from being simultaneously rotatably connected to one of the plurality of gear components of the crawler unit (390).

11. The transmission device according to claim 10, wherein the second shift lever and the third shift lever (61, 71) are configured to contact each other, and the third sleeve (395) is prevented from moving to its second position when the second sleeve (145) rotatably connects the input member (132, 8132) to the first ring gear (144), and vice versa. Preferably, the second shift lever (61) and the third shift lever (71) are coaxial and have shift lever ends (61e2, 71e1) configured to contact each other.

12. The transmission device according to any one of the preceding claims, wherein the crawling unit (390) comprises a second planetary gear system (390), the plurality of gear components of the crawling unit (390) comprising a second center gear (391), a second ring gear (394), and a second planetary carrier (392) carrying a second set of planetary gears (393). Preferably, the third sleeve (395) is configured to selectively rotatably connect the second planetary carrier (392) to the fixing members (149a, 149b), and / or The second ring gear (394) is rotatably connected to the first planetary carrier (142), and the second center gear (391) is rotatably connected to the first ring gear (144).

13. The transmission device according to any one of the preceding claims, wherein the output component (81) is a differential planetary carrier (81) of a differential gear set (80), the differential planetary carrier being configured to distribute torque to a first drive shaft (89a) and a second drive shaft (89b) arranged coaxially with the first planetary gear system (140).

14. A powertrain system (200, 8200) for an electric vehicle (1), said powertrain system (200, 8200) comprising: - Electric motor (10, 810), and - A transmission device (300, 9300) according to any one of the preceding claims, wherein the input component (132, 8132) of the transmission device is drivably connected to or can be connected to the electric motor (10, 810).

15. A vehicle (1) comprising a transmission device (300, 9300) according to any one of claims 1 to 13, or a powertrain system (200, 8200) according to claim 14.

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