Gearbox for vehicle

Abstract

A gearbox for a vehicle is provided herein. In one example, a gearbox for a vehicle includes a first gear coupled with a first shaft configured to be driven by an electric motor of the vehicle. Further, the gearbox includes a second gear configured to mesh with the first gear, and a third gear configured to mesh with the second gear, where the third gear is coupled with a third shaft configured to drive a first axle of the vehicle and connectable to a second axle of the vehicle.

Description

[0001] Related applications

[0002] This application claims priority to U.S. Provisional Application No. 63 / 495,062, filed on April 7, 2023, entitled "GEARBOX FOR AFRONT AXLE OF AN ELECTRIC TRACTOR". This application also claims priority to U.S. Provisional Application No. 63 / 489,678, filed on March 10, 2023, entitled "GEARBOX FOR A FRONT AXLE OF AN ELECTRIC TRACTOR". The entire contents of each of the above applications are hereby incorporated herein by reference. Technical Field

[0003] The present disclosure relates generally to transmissions in vehicles. More specifically, the present disclosure relates to a transmission for an electric tractor axle. Background Art

[0004] Many farm tractors in use today are powered solely by internal combustion engines. Replacing farm tractors that are powered solely by internal combustion engines with electric tractors has the potential to reduce the ongoing maintenance, noise, and pollution associated with gasoline and diesel tractors. In addition, electric tractors require less maintenance than tractors with internal combustion engines, which could reduce the time and cost of repairs required to keep the tractor running. Additionally, electric motors can produce greater torque at lower speeds than internal combustion engines, which could be ideal for tractor operation.

[0005] Farm tractors can be electrified via the front axle. However, the inventors have recognized potential problems with such a system. Using an electric motor to drive the front axle of a tractor may make it difficult to install a four-wheel drive axle and may require larger front brakes than standard. In addition, installing a power take-off at the front may require mounting the electric motor lower in the tractor, which may require reducing the tractor's ground clearance. In addition, unless the electric motor is oversized, there may be a large speed difference (e.g., over 4000 rpm) between the electric motor and the pinion that transmits power from the drive shaft to the differential. Utility Model Content

[0006] In one example, the above problem can be solved by a gearbox for a vehicle, wherein the gearbox includes a first gear connected to a first shaft, the first shaft being configured to be driven by an electric motor of the vehicle. In addition, the gearbox also includes a second gear configured to mesh with the first gear, and a third gear configured to mesh with the second gear, wherein the third gear is coupled to a third shaft, the third shaft being configured to drive a first axle of the vehicle and connectable to a second axle of the vehicle.

[0007] It should be understood that the above summary is intended to introduce in a simplified form the concepts that are further described in the detailed description. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is uniquely determined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 is a schematic diagram of a vehicle including an electric motor and a gearbox;

[0009] Figure 2 is a side view of the gearbox, which is connected to the electric motor, power take-off, front differential and rear differential;

[0010] Figure 3 yes Figure 2 Schematic diagram of the gearbox, Figure 2 The motor in is in a first position;

[0011] Figure 4 yes Figure 2 Schematic diagram of the gearbox, Figure 2 The motor in is in a second position;

[0012] Figure 5 yes Figure 2 Schematic diagram of the gearbox's multiple gears and power take-off shaft;

[0013] Fig. 6A yes Figure 2 Schematic diagram of the power path of the gearbox in the first speed shift stage;

[0014] Figure 6B yes Figure 2 Schematic diagram of the power path of the gearbox in the second speed shift stage;

[0015] Fig. 7A When Figure 2 When the power output is driven by the secondary power source, Figure 2 Schematic diagram of the power path in the gearbox;

[0016] Figure 7B yes Figure 2 The gearbox consists of a secondary power supply and Figure 2 Schematic diagram of power path when driven by an electric motor;

[0017] Figure 7C yes Figure 2 The gearbox is made of Figure 2 Schematic diagram of power path when driven by an electric motor;

[0018] Fig.7D When Figure 2When the motor is driven by a secondary power source as a generator, Figure 2 Schematic diagram of the power path occurring in the gearbox;

[0019] Figure 8 A flow chart showing an example method of operating an electrified powertrain system;

[0020] Fig. 9 is a side view of a gearbox connected to a first electric motor, a second electric motor, a power take-off device, a front differential, and a rear differential;

[0021] Fig.10 yes Fig. 9 Schematic diagram of the gearbox.

[0022] Fig.11A yes Fig. 9 Schematic diagram of the power path of the gearbox in the first speed shift stage;

[0023] Fig. 11B yes Fig. 9 Schematic diagram of the power path of the gearbox in the second speed shift stage;

[0024] Fig. 12A When the power output and the second power output are driven by the second electric motor, Fig. 9 Schematic diagram of the power path in the gearbox;

[0025] Fig. 12B When the power output is driven by the second electric motor Fig. 9 Schematic diagram of the power path occurring in the gearbox; and

[0026] Fig. 12C yes Fig. 9 Schematic diagram of the power path when the gearbox is driven by the second electric motor to output the second power. DETAILED DESCRIPTION

[0027] The following description relates to a gearbox for an electric vehicle. A vehicle, such as Figure 1 The vehicle shown may be an agricultural tractor or other suitable off-road vehicle, such as a combine harvester, a baler, a front-end loader, an excavator, etc. In addition, the vehicle may also include a gearbox, such as Figure 2-4 In some examples, the gearbox can be connected to the electric motor, the output shaft, and the power output shaft, such as Figure 2 The gearbox may include multiple sets of gears and multiple disconnect devices. The gears and disconnect devices are arranged as shown in Figure 3 and Figure 4 As shown. Fig. 6A and 6BAs shown, the gearbox allows the electric motor to drive the front differential and / or the rear differential through the transmission of mechanical energy. In addition, the gearbox also allows the electric motor to be permanently and / or temporarily connected to the power output device during vehicle operation. Figures 7A-7D As shown, mechanical energy can be transmitted between the electric motor, the power take-off device and the auxiliary power source. Figure 8 A method of shifting the transmission from first stage gear to second stage gear and operating the power take-off is shown.

[0028] In other examples, a gearbox may be connected to the first electric motor, the second electric motor, the output shaft, and the power output shaft, such as Fig. 9 The gearbox may include multiple sets of gears and multiple disconnect devices. The gears and disconnect devices are arranged as shown in Fig.10 As shown. Fig.11A and 11B As shown, the gearbox may allow the first electric motor to drive the front differential and / or the rear differential by transferring mechanical energy. In addition, the gearbox may allow the second electric motor to be permanently and / or temporarily connected to the power take-off device during vehicle operation. Figures 12A-12C As shown, mechanical energy may be transferred between the second electric motor and the power take-off.

[0029] Reference Figure 1 , depicts a schematic diagram of a vehicle 100. It is understood that Figure 1 The vehicle 100 shown in FIG. 1 is for illustration purposes only and is one non-limiting example of how a vehicle may be configured. Other examples may include Figure 1 changes in the arrangement and positioning of vehicle components described in, and Figure 1 Other components not shown in the figure. In some examples, the vehicle 100 can be a fully electric vehicle (EV). In other examples, the vehicle 100 can be a hybrid electric vehicle (HEV). In addition, in some examples, the vehicle 100 can be an off-road four-wheel drive vehicle, such as an agricultural tractor.

[0030] The vehicle 100 may include a plurality of wheels 102, including front wheels 102a connected by a front axle 103 and rear wheels 102b connected by a rear axle 104. In some examples, the front axle 103 may be an electrified front axle. Figure 1 As shown, vehicle 100 can be configured with four-wheel drive. In some examples, vehicle 100 can be configured with front-wheel drive or all-wheel drive.

[0031] The transmission system 106 of the vehicle 100 may include a gearbox 108 (e.g., a gearbox, a gear train, etc.) configured to receive a torque input from a rotation source and output the torque to the drive shaft 105. In some examples, the rotation source may be an electric machine 114. In other examples, the vehicle 100 may have more than one rotation source, such as an electric machine 114 and an internal combustion engine (e.g., in a hybrid electric vehicle), or an electric machine 114 and a secondary electric machine (e.g., in an all-electric vehicle). In other examples, at least one additional electric machine may also be installed. In some examples, the electric machine 114 may be a motor generator having the ability to convert electrical energy into mechanical energy, or vice versa. Therefore, the electric machine 114 may be electrically coupled to the traction battery 120 of the vehicle 100 so as to obtain electrical energy from the traction battery 120 and generate electrical energy to be stored in the traction battery 120.

[0032] The transmission 108 may be connected to a front differential 134, which meshes with the transmission 108 to output torque. The output torque may be adjusted according to the selective adjustment of the gear meshing of the transmission 108 to suit the desired vehicle operation. The rotation of the output shaft of the transmission 108 may drive the various gears (such as side gears, pinion gears, etc.) of the front differential 134 to rotate, thereby transmitting to the rotation of the front axle 103. In addition, the drive shaft 105 may extend between the transmission 108 and the rear differential 132. Therefore, the output torque of the drive shaft 105 may drive the various gears (such as side gears, pinion gears, etc.) of the rear differential 132 to rotate, and transmit it to the rotation of the rear axle 104. In this way, the transmission 108 may transmit the torque output by the rotation source (such as the motor 114) to a plurality of wheels 102 (such as the front wheels 102a and the rear wheels 102b) to achieve vehicle motion.

[0033] The vehicle 100 may include a power output 136. In some examples, the power output device 136 may be meshed with the gearbox 108 to output torque through a power output shaft. The rotation of the power output shaft in the power output device 136 may drive a matching device at the front of the vehicle to rotate, such as a cooling fan, a lawn mower, a harvester, a trencher, a fertilizer box, etc. In other examples, the power output device 136 may include a generator that can generate electricity (through rotational energy provided by an electric motor or an auxiliary power source) and supply the electrical energy to an external electrical device, such as one of the above devices (such as a cooling fan, a lawn mower, a harvester, etc.). In more examples, an electric power output device may be additionally or alternatively included to operate an external device through the electricity generated by the motor. In this way, the gearbox 108 can transmit the torque output by the rotation source (e.g., the motor 114) to the power output device 136. In some examples, in addition or as an alternative, the power output device 136 can obtain torque from a second power source, such as a second electric motor, an internal combustion engine, or a drive wheel of the vehicle 100.

[0034] The vehicle 100 may further include a control system 124, including a controller 126, sensors 128, and actuators 130. The controller 126 may be a microcomputer including a microprocessor unit, input / output ports, electronic storage media for executable programs and calibration values ​​(e.g., read-only memory chips, random access memory, survivability memory, and data buses), etc. In one example, the controller 126 may be a powertrain control module (PCM).

[0035] The controller 126 may receive various signals from sensors 128 associated with various areas of the vehicle 100. For example, the sensors 128 may include a position sensor coupled to the transmission 108, an engine sensor for monitoring engine speed, temperature, air mass flow, etc., a sensor coupled to the traction battery 120 for measuring battery charge state and temperature, a sensor coupled to the electric machine 114 for monitoring the state of the electric machine 114, and a sensor coupled to the power output 136 for monitoring the state of the power output 136. Figure 1 After receiving the signal from one or more sensors 128, the controller 126 processes the received signal and adjusts the operation of the engine, electric machine and / or transmission system using one or more actuators 130 of the vehicle 100 based on the received signal and instructions stored in the memory of the controller 126.

[0036] Although Figure 1 An electrified front axle is shown with the transmission connected to the front differential, but the vehicle may also include an electrified rear axle with the transmission connected to the rear differential.

[0037] Figure 2-5 , 9 and 10 include a rectangular coordinate system 299 for determining the direction of the view. In one example, the Y axis can be a vertical axis (e.g., parallel to the gravity axis), the X axis can be a longitudinal axis (e.g., a horizontal axis), and / or the Z axis can be a transverse axis. However, in other examples, the axes can have other directions. Filled circles can represent arrows and axes pointing toward or directly opposite the view. Unfilled circles can represent arrows and axes pointing away from the line of sight, or in the negative direction of the line of sight.

[0038] Figure 2 A transmission 210 is shown that may be included in the vehicle 200. The vehicle 200 and the transmission 210 may be Figure 12 is a non-limiting example of a vehicle 100 and a transmission 108 in FIG. 2. In some examples, the transmission 210 may be a multi-speed electric transmission and may be included in an electric powertrain 201 of the vehicle 200. The electric powertrain 201 may be a fully electric powertrain, or the electric powertrain 201 may be a hybrid electric powertrain. A fully electric powertrain may be used because of the reduced complexity of a fully electric powertrain compared to a hybrid powertrain, and therefore, the potential degradation points of components are reduced.

[0039] The electric powertrain 201 may include an electric motor 202 (e.g., a traction motor). In some examples, the electric motor 202 may be electrically coupled to an inverter (not shown) via an electrical connection (e.g., a multi-phase wire, a busbar, a combination thereof, etc.). The electric motor 202 may employ any known electric motor technology, and in some examples may be an alternating current (AC) type electric motor. In more detail, the electric motor 202 may be a multi-phase (e.g., a three-phase, six-phase, or nine-phase) AC electric motor. In some examples, the electric motor 202 may be a three-phase AC electric motor, which may be lower in cost and more efficient than a single-phase electric motor. However, in other examples, the electric motor 202 may be a direct current (DC) traction motor.

[0040] The electric powertrain 201 may include a front differential 206 and a rear differential 208, which are mechanically coupled to the transmission 210 via a drive shaft 216. The transmission 210 may include three shafts: a first shaft, a second shaft, and a third shaft. The third shaft of the transmission 210 may be referred to as an output shaft or drive shaft 216. The front differential 206 may be mechanically connected to the output shaft of the transmission 210 via a U-joint or other suitable mechanical connector. The front differential 206 may be part of a front drive axle assembly, wherein the front drive axle assembly may include the front differential 206, an axle shaft (e.g., a half shaft) coupled to the front differential 206, a drive wheel coupled to the axle shaft, etc. Similarly, the rear differential 208 may be part of a rear drive axle assembly, wherein the rear drive axle assembly may include the rear differential 208, an axle shaft (e.g., a half shaft) coupled to the rear differential 208, a drive wheel coupled to the axle shaft, etc. The drive wheel may be mounted on a wheel hub and may contact a driving surface when the vehicle 200 is in operation.

[0041] In addition, the rear differential 208 can be selectively coupled and decoupled from the transmission 210 and the front differential 206 via a connecting element 218, which can be a rear four-wheel drive clutch or other suitable mechanism for selectively coupling the drive shaft 216 to the input shaft of the rear differential 208. The connecting element 218 can connect the rear differential to the drive shaft 216 under certain conditions (such as braking operations), allowing the vehicle 200 to use standard front brakes. If the front and rear differentials cannot be selectively coupled and decoupled from each other via the connecting element 218, the vehicle 200 may require much larger front brakes than are normally used. Under other conditions, such as when the vehicle is traveling at high speeds (e.g., exceeding a critical vehicle speed, such as more than 30 miles per hour), the connecting element 218 can decouple the rear differential 208 from the drive shaft 216. Although Figure 2 The transmission 210 is shown coupled to the front differential 206 and the connecting element 218 is used to selectively couple and decouple the rear differential 208, but it should be understood that the transmission can be coupled to the rear differential and control the connecting element for selectively coupling and decoupling the front differential without departing from the scope of the present disclosure.

[0042] The electric motor 202 may include components such as a rotor and a stator that electromagnetically interact during operation to generate power. In addition, in one example, the electric motor 202 may be a motor-generator that is designed to generate electrical energy during regenerative operation and / or to achieve a power output 204 (e.g., electrical output) driven by a power output shaft 214.

[0043] The first shaft of the gearbox 210 may be an input shaft (not shown) that is mechanically coupled (e.g., directly mechanically coupled) to the rotor shaft of the electric motor 202. In some examples, the first shaft may be directly coupled to the rotor shaft of the electric motor 202 via a spline. In other examples, a connection between the gearbox 210 and the electric motor 202 may be established using gears, shafts, chains, combinations thereof, and the like.

[0044] The second shaft of the gearbox 210 can be a power output shaft 214, which is mechanically coupled (e.g., directly mechanically coupled) to the power output 204. In some examples, the power output port 204 can be a connector that connects the power output shaft 214 to a power output device (e.g., a lawn mower). In other examples, the power output port 204 can be a mounting seat (e.g., a coupling surface) for a power output device (e.g., a cooling fan). In further examples, the power output end 204 can be a generator that is configured to generate electricity and supply it to an external user, or the power output end 204 can have an electrical connection with the electric motor 202. The power output 204 can also be referred to as a power output unit.

[0045] The power output shaft 214 can serve as a second output shaft of the gearbox 210. In some examples, the power output shaft 214 can be directly connected to the power output 204 via a spline. In other examples, a connection can be established between the power output shaft 214 and the power output 204 using gears, shafts, chains, combinations thereof, etc. In some examples, the power output shaft 214 can be a straight-through shaft that is not connected to any gears within the gearbox 210.

[0046] The motor 202 can rotate the rotor shaft in opposite directions corresponding to forward and reverse drive. Therefore, in some examples, the gearbox 210 can be configured to operate with the same number of forward and reverse drive gear modes. In other examples, the gearbox can have an asymmetric number of selectable forward and reverse gear ratios.

[0047] Figure 3 Shows Figure 2 The gearbox 210, the motor 202, the power output device 204, the front differential 206 and the rear differential 208 are respectively located in Figure 2 Schematic diagram of a vehicle 200. The motor 202, the power output 204, and the front differential 206 can be respectively arranged on one side of the gearbox 210 relative to the x-axis, and the rear differential 208 can be arranged on the other side of the gearbox 210. In addition, the motor 202 can be arranged above the power output 204 and the front differential 206 relative to the y-axis.

[0048] The motor 202 can be mechanically connected to the gearbox 210 via the input shaft 302. The power output 204 can be mechanically connected to the gearbox 210 via the power output shaft 214. In addition, the front differential 206 and the rear differential 208 can be mechanically coupled to the gearbox 210 via the output shaft 332, respectively. Figure 2 A non-limiting example of a center drive shaft 216 .

[0049] The gearbox 210 may include a first gear set 306, which is composed of a first gear 308, a second gear 310, and a third gear 312, wherein the first gear 308 and the third gear 312 may be meshed with the second gear 310, respectively. The first gear 308 may be mounted on the input shaft 302, and when meshed, the first gear 308 may rotate simultaneously with the input shaft 302 (e.g., rotate in the same direction and at the same speed as the input shaft 302). The second gear 310 may be mounted on the intermediate shaft 304, so that the second gear 310 may rotate simultaneously with the intermediate shaft 304. The third gear 312 may be mounted on the output shaft 332, so that the third gear 312 may rotate simultaneously with the output shaft 332. Therefore, the first gear set 306 may rotationally couple the input shaft 302, the intermediate shaft 304, and the output shaft 332 through the first gear 308, the second gear 310, and the third gear 312. Thus, the motor 202 can transmit torque to the output shaft 332 (e.g., through the first gear set 306) and can directly drive the front differential 206 to rotate, and when connected, can also drive the rear differential 208 to rotate. By converting the speed of the input shaft 302 to the speed range required by the output shaft 332, the first gear set 306 can have a gear ratio that allows the motor 202 to be a high-speed motor.

[0050] The transmission 210 may include a first disconnect device 326, which may be a dog clutch, synchronizer, wet clutch, or other suitable device for connecting two shafts. The first disconnect device 326 may decouple the output shaft 332 from the input shaft 302, so that the input shaft 302 may rotate independently of the output shaft 332, and vice versa. In some examples, when the electric motor 202 is running at a speed above a desired threshold, the first disconnect device 326 may decouple the output shaft 332 from the input shaft 302, thereby eliminating the need to oversize the electric motor 202.

[0051] In some examples, such as Figure 3 As shown, the first disconnect device 326 can be positioned to disconnect (e.g., disengage) the first gear 308 from the input shaft 302. In other examples, the first disconnect device 326 can be positioned to disconnect (e.g., disengage) the second gear 310 from the intermediate shaft 304. In other examples, the first disconnect device 326 can be positioned to disconnect (e.g., disengage) the third gear 312 from the output shaft 332.

[0052] The gearbox 210 may include a second gear set 314, which is composed of a fourth gear 316 and a fifth gear 318, wherein the fourth gear 316 may be meshed with the fifth gear 318. The fourth gear 316 may be mounted on the input shaft 302, and when meshed, the fourth gear 316 may rotate simultaneously with the input shaft 302. The fifth gear 318 may be mounted on the intermediate shaft 304, so that the fifth gear 318 may rotate simultaneously with the intermediate shaft 304. Therefore, the second gear set 314 may rotationally couple the input shaft 302 and the intermediate shaft 304 through the fourth gear 316 and the fifth gear 318. In addition, the fifth gear 318 may be rotationally coupled to the second gear 310 through the intermediate shaft 304. Therefore, the second gear set 314 may also rotationally couple the input shaft 302 and the output shaft 332 through the fourth gear 316, the fifth gear 318, the second gear 310, and the third gear 312. As such, the motor 202 can transmit torque to the output shaft 332 (eg, via the second gear set 314 ) and can drive the front differential 206 to rotate, and when connected, can also drive the rear differential 208 to rotate.

[0053] The combination of the second gear set 314 and the first gear set 306 allows the gearbox 210 to operate in multiple gears. Figure 3 The transmission 210 is illustrated as a two-speed transmission having two discrete gears. In some examples, the transmission 210 may include additional gears, such as three or four gears, or may include a single gear. In some examples, the first disconnect device 326 may be a synchronizer and allow the transmission 210 to shift between gears.

[0054] In the first gear stage, the first disconnect device 326 can mesh the first gear 308 with the input shaft 302, while the fourth gear 316 is disconnected from the input shaft 302. Then, the input shaft 302 can rotate separately from the fourth gear 316, and mechanical power (e.g., torque) can be transmitted from the input shaft 302 to the output shaft 332 through the first gear set 306. In the second gear stage, the first disconnect device 326 can mesh the fourth gear 316 with the input shaft 302, while the first gear 308 is disconnected from the input shaft 302. Then, the input shaft 302 can rotate separately from the first gear 308, and mechanical power (e.g., torque) can be transmitted from the input shaft 302 to the output shaft 332 through the second gear set 314, the intermediate shaft 304, the second gear 310, and the third gear 312. The power path of each stage in the two-stage gear will be combined Fig. 6A and 6B Give a description.

[0055] The second gear set 314 may have a smaller gear ratio than the first gear set 306 and may allow the vehicle 200 to operate in a four-wheel drive mode at a higher speed (e.g., relative to the first gear set 306). In addition, when the vehicle 200 is operating at a certain speed or above, the first disconnect device 326 may switch the transmission 210 from the transmission 210 operating with the first gear set 306 to the transmission 210 operating with the second gear set 314. In addition, the first disconnect device 326 may be set in a neutral position, in which the first disconnect device 326 may disconnect the first gear 308 and the fourth gear 316 from the input shaft 302. Then, the input shaft 302 may rotate separately from the first gear 308 and the fourth gear 316, and mechanical power (e.g., torque) may not be transmitted from the input shaft 302 to the output shaft 332. Through the traction and active synchronization of the rear axle of the vehicle 200, the front torque may be interrupted during the shift.

[0056] The gearbox 210 may include a third gear set 320, which is composed of a sixth gear 322 and a seventh gear 324, wherein the seventh gear 324 may be meshed with the sixth gear 322. The sixth gear 322 may be mounted on the input shaft 302, and when meshed, the sixth gear 322 may rotate simultaneously with the input shaft 302. The seventh gear 324 may be mounted on the power output shaft 214, and when meshed, the seventh gear 324 may rotate simultaneously with the power output shaft 214. Therefore, the third gear set 320 may rotationally couple the input shaft 302 and the power output shaft 214 through the sixth gear 322 and the seventh gear 324. In this way, the motor 202 may transmit torque to the power output 204 through the third gear set 320 and the power output shaft 214. In addition, a second power source, such as a second motor, an internal combustion engine, or a drive wheel of the vehicle 200, may transmit torque to the motor 202 through the power output shaft 214, and vice versa (for example, the motor 202 may transmit torque to the crankshaft of the internal combustion engine). In some examples, the second power output can be coupled to a second power source so that the vehicle can have both a front power output and a rear power output. The third gear set 320 can have a gear ratio that enables the rotation speed of the electric motor 202 to drive the power output shaft 214 to rotate within a desired rotation speed range.

[0057] The gearbox 210 may include a second disconnect device 328 and a third disconnect device 330, which may be a dog clutch, a synchronizer, a wet clutch or other suitable devices for connecting two shafts. When the third disconnect device 330 is in an engaged (e.g., connected) state and the second disconnect device 328 is in a disengaged (e.g., disconnected) state, the power output port 204 may be driven only by the motor 202 at different speeds. When the second disconnect device 328 is in an engaged (e.g., connected) state and the third disconnect device 330 is in a disengaged (e.g., disconnected) state, the motor 202 may act as a generator, driven by the secondary power supply through the power output shaft 214. Therefore, the motor 202 may convert the mechanical energy of the rotation of the power output shaft 214 into electrical energy. In some examples, the second power source may be a second motor, an internal combustion engine, or a drive wheel of the vehicle 200. When the electric motor 202 operates as a generator, the electrical energy from the electric motor 202 may be stored in a battery and / or used to power external electrical devices, such as an electric power take-off. In some examples, when second disconnect device 328 is engaged and third disconnect device 330 is disengaged, motor 202 may transmit torque to power output shaft 214, which may then be used to drive a second power output or generate electricity for an external user (e.g., power output shaft 214 may rotate a crankshaft of an internal combustion engine, and an AC generator coupled to the engine may generate electricity).

[0058] The gearbox 210 may include a fourth disconnect device 336, which may be a dog clutch, a synchronizer, a wet clutch, or other suitable device for connecting two shafts. The fourth disconnect device 336 can disconnect (e.g., disengage) the sixth gear 322 from the input shaft 302. Therefore, the fourth disconnect device 336 can decouple the power output shaft 214 from the input shaft 302. In this way, the input shaft 302 can rotate independently of the power output shaft 214, and vice versa.

[0059] In some examples, the transmission 210 may include the first gear set 306 without the second gear set 314 or the first disconnect device 326. In other examples, the transmission 210 may include the first gear set 306 and the first disconnect device 326 without the second gear set 314. In other examples, the transmission 210 may include the first gear set 306, the second gear set 314, and the first disconnect device 326. In some examples, the transmission 210 may not include the third gear set 320, the second disconnect device 328, or the third disconnect device 330. In other examples, the transmission 210 may include the third gear set 320 and the second disconnect device 328 without the third disconnect device 330. In other examples, the transmission 210 may include the third gear set 320 and the third disconnect device 330 without the second disconnect device 328. Further, in other examples, the transmission 210 may include the third gear set 320, the second disconnect device 328, and the third disconnect device 330.

[0060] Figure 4 Shows Figure 2 A second schematic diagram of the gearbox 210, the motor 202, the power output device 204, the front differential 206 and the rear differential 208, which are respectively located at Figure 2 However, Figure 3 Compared to the position of the electric motor 202 in FIG. 1 , the electric motor 202 can be located on the other side of the gearbox 210 relative to the x-axis. Therefore, relative to the x-axis, the power output 204 and the front differential 206 can be respectively arranged on one side of the gearbox 210, while the electric motor 202 and the rear differential 208 can be arranged on the other side of the gearbox 210. In some examples, such as Figure 3 The location of the motor 202 shown may better meet the packaging requirements of the vehicle 200. In other examples, such as Figure 4 The location of the electric motor 202 shown may better meet the packaging requirements of the vehicle 200. Figure 4 In the illustrated position, the motor 202 can still be mechanically coupled to the input shaft 302 as previously described. All other components of the gearbox 210, the motor 202, the power output device 204, the front differential 206, and the rear differential 208 can be connected to the Figure 3 Same as described.

[0061] Figure 5A schematic diagram of the position of the power output shaft 214 relative to one or more gears in the first gear set 306, the second gear set 314, and the third gear set 320 is shown. As shown in the figure, relative to the Y axis, the first gear 308 and the fourth gear 316 can be located above the power output shaft 214, and the third gear 312 can be located below the power output shaft 214. Relative to the Z axis, the fifth gear 318 can be set on the side of the power output shaft 214. In addition, the second gear 310 can also be set on the side of the power output shaft 214 relative to the Z axis, although the second gear 310 is hidden by the fifth gear 318 in this perspective. Figure 5 As shown, the positioning of the power output shaft 214 and each of the first gear set 306, the second gear set 314, and the third gear set 320 can be achieved by reducing the vertical distance (e.g., relative to the Y axis) between the power output shaft 214 and the output shaft 332 to achieve a gearbox (e.g., Figure 2 The gearbox 210 in the embodiment has a compact design.

[0062] Fig. 6A and 6B Mechanical power paths 600 and 602 are shown during operation of the transmission 210 in first gear and second gear, respectively. Fig. 6A and 6B , the motor 202 inputs mechanical power to the input shaft 302 .

[0063] Fig. 6A The mechanical power path 600 shown in FIG. 6 is from the input shaft 302 to the first gear 308, from the first gear 308 to the second gear 310, from the second gear 310 to the third gear 312, and from the third gear 312 to the output shaft 332. Mechanical power is transmitted from the output shaft 332 to the front differential 206 and may also be transmitted to the rear differential 208 (when the rear differential is connected to the output shaft). The mechanical power path 600 may occur when the first disconnect device 326 engages the first gear 308 with the input shaft 302 and disengages the fourth gear 316 from the input shaft 302.

[0064] Figure 6B The mechanical power path 602 is shown from the input shaft 302 to the fourth gear 316, from the fourth gear 316 to the fifth gear 318, from the fifth gear 318 to the intermediate shaft 304, from the intermediate shaft 304 to the second gear 310, from the second gear 310 to the third gear 312, and from the third gear 312 to the output shaft 332. From the output shaft 332, the mechanical power is transmitted to the front differential 206 and the optional rear differential 208 (when the rear differential is coupled to the output shaft). The mechanical power path 602 may occur when the first disconnect device 326 disconnects the first gear 308 from the input shaft 302 and engages the fourth gear 316 with the input shaft 302.

[0065] The first gear set 306 can transfer torque from the input shaft 302 to the output shaft 332 using a first gear ratio, and the second gear set 314 can transfer torque from the input shaft 302 to the output shaft 332 using a second gear ratio that is different from the first gear ratio. For example, the first gear 308 can be larger than the fourth gear 316 (the fifth gear 318 can be substantially the same as the fourth gear 316), and the second gear 310 can be smaller than the first gear 308 and the fourth gear 316. Therefore, the gear ratio between the first gear 308 and the second gear 310 can be different from the gear ratio between the fourth gear 316 and the fifth gear 318, which can cause the first gear set 306 to transfer torque more efficiently at lower motor / input shaft speeds, while the second gear set 314 can transfer torque more efficiently at higher motor / input shaft speeds. It should also be understood that when the first disconnect device 326 disconnects the first gear 308 and the fourth gear 316 from the input shaft 302, the transmission system can operate in a neutral state, where torque is not transferred from the input shaft 302 to the output shaft 332.

[0066] Fig. 7A , 7B 7C and 7D respectively show the mechanical power paths occurring in the gearbox 210 under different operating modes of the power output 204. Fig. 7A In the embodiment, the power output 204 may not be connected to the electric motor 202. The second power source 710, such as a second electric motor, an internal combustion engine or Figure 2 The mechanical power is input to the power output shaft 214 through the drive wheels of the vehicle 200. The mechanical power path 700 passes through the power output shaft 214 and is transmitted to the power output 204. In some examples, the mechanical power path 700 may occur when the third gear set 320 is not included in the transmission 210. In other examples, the mechanical power path 700 may occur when the fourth disconnect device 336 disconnects the sixth gear 322 from the input shaft 302 (e.g., is disengaging). In other examples, the mechanical power path 700 may occur when the seventh gear 324 is not engaged with the power output shaft 214.

[0067] exist Figure 7B, the power output 204 may be permanently or temporarily connected to the electric motor 202. The auxiliary power source 710 inputs mechanical power into the power output shaft 214. The mechanical power path 702 passes through the power output shaft 214 and is transmitted to the power output 204. In addition, the motor 202 inputs mechanical power into the input shaft 302. The mechanical power path 704 is from the input shaft 302 to the sixth gear 322, from the sixth gear 322 to the seventh gear 324, and then from the seventh gear 324 to the power output shaft 214. Mechanical power is transmitted from the power output shaft 214 to the power output 204. In some examples, when the second disconnect device 328, the third disconnect device 330, and the fourth disconnect device 336 are not included in the gearbox 210, the mechanical power path 702 and the mechanical power path 704 may appear. In other examples, the mechanical power path 702 and the mechanical power path 704 may occur when the second disconnect device 328 is not disconnected (eg, engaged), the third disconnect device 330 is not disconnected (eg, engaged), and the fourth disconnect device 336 is not disconnected (eg, engaged).

[0068] exist Figure 7C , the power output 204 can be driven at different speeds by only the motor 202. The motor 202 inputs mechanical power to the input shaft 302. The mechanical power path 706 is from the input shaft 302 to the sixth gear 322, from the sixth gear 322 to the seventh gear 324, and from the seventh gear 324 to the power output shaft 214. Mechanical power is transmitted from the power output shaft 214 to the power output 204. The mechanical power path 706 may occur when the second disconnect device 328 is disconnected (e.g., not engaged), the third disconnect device 330 is not disconnected (e.g., engaged), and the fourth disconnect device 336 is not disconnected (e.g., engaged). It is understood that the power output shaft 214 can be composed of a first half shaft and a second half shaft, and the first half shaft and the second half shaft are selectively connected to each other through the second disconnect device 328, the seventh gear 324, and the third disconnect device 330. For example, the second power source 710 can be coupled to the first half shaft, and the power output 204 can be coupled to the second half shaft. When the second disconnect device 328 is not engaged, the first half-shaft may be decoupled from the second half-shaft to facilitate torque transfer from the input shaft 302 to the power output 204 instead of from the second power source 710 to the power output 204 .

[0069] exist Fig.7D, the electric motor 202 may act as a generator driven by the auxiliary power source 710. The secondary power source 710 inputs mechanical power into the power output shaft 214. The mechanical power path 708 is from the power output shaft 214 to the seventh gear 324, from the seventh gear 324 to the sixth gear 322, and from the sixth gear 322 to the input shaft 302. Mechanical power is transmitted from the input shaft 302 to the electric motor 202, converted into electrical energy, which can be used to power an external consumer (e.g., a power output device). The mechanical power path 708 may occur when the second disconnect device 328 is not disconnected (e.g., engaged), the third disconnect device 330 is not disconnected (e.g., not engaged), and the fourth disconnect device 336 is not disconnected (e.g., engaged). When the third disconnect device 330 is not engaged, the first half shaft can be decoupled from the second half shaft to facilitate torque transfer from the second power source 710 to the input shaft 302 (and the electric motor 202) rather than to the power output 204. In addition, although Figures 7A-7D Not shown, but understood, if each of the second disconnect device 328, the third disconnect device 330, and the fourth disconnect device 336 are disconnected, torque transfer through the power output system can be disabled because the input shaft 302 can be decoupled from the power output shaft 214 (e.g., via the fourth disconnect device 336), via the fourth disconnect device 336), and the first and second half shafts can be disconnected from the third gear set 320, respectively (e.g., via the second disconnect device 328 and the third disconnect device 330).

[0070] As described above, in some examples, the power take-off may be driven by a second power source, which may include an electric motor. Figure 9-12C An embodiment of a vehicle including an electrified powertrain with a second electric motor for driving the power output is shown. Figure 9-12C The electric powertrain in the SUV includes two electric motors, one of which is a traction motor that drives the vehicle's wheels through the front differential and / or the rear differential, and the other electric motor drives the power take-off unit and an optional second power take-off unit.

[0071] First Look Fig. 9 , another example of a vehicle 200 is shown, including a second electric motor 904 as a second power source for driving the power output 204. In order to accommodate the second electric motor 904, the electric motor 202 can be arranged on the side of the gearbox 210 opposite to the second electric motor 904. In addition, the gearbox 210 can be improved to include two independent input shafts, each of which is coupled to a respective electric motor, which will be described below. Fig.10202. The second electric motor 904 may be configured similarly to the electric motor 202 and may include components such as a rotor and a stator that electromagnetically interact to generate power during operation. Additionally, in some examples, the second electric motor 904 may be a motor generator configured to generate electrical energy during regenerative operation. Fig.10 As shown, the electric motor 202 can be used to drive the front differential 206 and the optional rear differential 208 via the drive shaft 216. The second electric motor 904 can be used to achieve the power output 204 driven by the power output shaft 214 (eg, electric power output).

[0072] In some examples, the rotor shaft of the second electric motor 904 can be directly connected to the second input shaft of the gearbox 210 via a spline. In other examples, a connection between the gearbox 210 and the second electric motor 904 can be established using gears, shafts, chains, combinations thereof, and the like.

[0073] Fig.10 Shows Fig. 9 Schematic diagram of the gearbox 210, the electric motor 202, the second electric motor 904, the power output device 204, the front differential 206 and the rear differential 208 are each arranged in the vehicle 200. Fig.10 In the example shown, the vehicle 200 may further include a second power output 1008. The second power output 1008 may be a non-limiting example of a power output 204 located at the rear of the vehicle 200.

[0074] The second electric motor 904, the power output 204, and the front differential 206 may be disposed on one side of the gearbox 210 relative to the x-axis, respectively, while the electric motor 202, the rear differential 208, and the second power output 1008 may be disposed on the other side of the gearbox 210. In addition, in some examples, the electric motor 202 may be disposed above the second power output 1008 and the rear differential 208, and the second electric motor 904 may be disposed above the power output 204 and the front differential 206 relative to the y-axis.

[0075] The electric motor 202 can be mechanically connected to the gearbox 210 via the first input shaft 1002. The second electric motor 904 can be mechanically coupled to the gearbox 210 via the second input shaft 1004. The power output 204 and the second power output 1008 can be mechanically coupled to the gearbox 210 via the power output shaft 214, respectively. In addition, the front differential 206 and the rear differential 208 can be mechanically coupled to the gearbox 210 via the output shaft 332, respectively. The output shaft 332 is Fig. 9 A non-limiting example of a center drive shaft 216 .

[0076] The first input shaft 1002 may not be mechanically connected to the second input shaft 1004. Thus, the first input shaft 1002 may operate independently of the second input shaft 1004. Additionally, the first input shaft 1002 may receive torque from a different source and transmit the torque to one or more different components than the second input shaft 1004.

[0077] The gearbox 210 may include a first gear set 306 consisting of a first gear 308, a second gear 310, and a third gear 312, which may be configured similarly to Figure 3 The first gear set 306 in the first input shaft 1002 can thus be coupled in rotation with the first gear 308, the second gear 310, and the third gear 312 to the first input shaft 1002, the intermediate shaft 304, and the output shaft 332. In this way, the motor 202 can transmit torque to the output shaft 332 (e.g., through the first gear set 306), and can directly drive the front differential 206 to rotate, and when connected, can also drive the rear differential 208 to rotate. By converting the speed of the first input shaft 1002 to the speed range required by the output shaft 332, the first gear set 306 can have a gear ratio that allows the motor 202 to become a high-speed motor.

[0078] The transmission 210 may include a first disconnect device 326, which may be a dog clutch, a synchronizer, a wet clutch, or other suitable device for connecting two shafts, as described above with respect to Figure 3 The first disconnect device 326 can disconnect the output shaft 332 from the first input shaft 1002, so that the first input shaft 1002 can rotate independently of the output shaft 332, and vice versa. In some examples, the first disconnect device 326 can disconnect the output shaft 332 from the first input shaft 1002 when the motor 202 is running at a speed higher than a desired threshold.

[0079] The gearbox 210 may include a second gear set 314 consisting of a fourth gear 316 and a fifth gear 318, which may be rotatably coupled to the first input shaft 1002 and the intermediate shaft 304 via the fourth gear 316 and the fifth gear 318, similar to Figure 3 In addition, the fifth gear 318 can be rotationally coupled to the second gear 310 via the intermediate shaft 304. Therefore, the second gear set 314 can also be rotationally coupled to the first input shaft 1002 and the output shaft 332 via the fourth gear 316, the fifth gear 318, the second gear 310, and the third gear 312. In this way, the motor 202 can transmit torque to the output shaft 332 (for example, through the second gear set 314), and can drive the front differential 206 to rotate, and when connected, can also drive the rear differential 208 to rotate.

[0080] The combination of the second gear set 314 and the first gear set 306 can enable the transmission 210 to operate in multiple gears, as described above. Figure 3 and Figure 8 The power path for each of the two gears will be Fig.11A and Fig. 11B . The second gear set 314 may have a smaller gear ratio than the first gear set 306, which may enable the vehicle 200 to operate in a four-wheel drive mode at a higher speed (e.g., relative to the first gear set 306). In addition, when the vehicle 200 is operated at a certain speed or above a certain speed, the first disconnecting device 326 may implement a switch from the transmission 210 using the first gear set 306 to the transmission 210 using the second gear set 314. In addition, the first disconnecting device 326 may be set in a neutral position, in which the first disconnecting device 326 may disconnect the first gear 308 and the fourth gear 316 from the first input shaft 1002. Then, the first input shaft 1002 may rotate separately from the first gear 308 and the fourth gear 316, and mechanical power (e.g., torque) may not be transmitted from the first input shaft 1002 to the output shaft 332. Through the traction and active synchronization of the rear axle of the vehicle 200, the front torque may be interrupted during the gear shift.

[0081] The gearbox 210 may include a third gear set 320, which is composed of a sixth gear 322 and a seventh gear 324, wherein the seventh gear 324 may be meshed with the sixth gear 322. The sixth gear 322 may be mounted on the second input shaft 1004, and when meshed, the sixth gear 322 may rotate simultaneously with the second input shaft 1004. The seventh gear 324 may be mounted on the power output shaft 214, and when meshed, the seventh gear 324 may rotate simultaneously with the power output shaft 214. Therefore, the third gear set 320 may rotationally couple the second input shaft 1004 and the power output shaft 214 through the sixth gear 322 and the seventh gear 324. In this way, the second electric motor 904 may transmit torque to the power output 204 and the second power output 1008 through the third gear set 320 and the power output shaft 214. The third gear set 320 may have a gear ratio so that the rotation speed of the second electric motor 904 can drive the rotation of the power output shaft 214 and / or the second power output 1008 within a desired rotation speed range.

[0082] The gearbox 210 may include a second disconnect device 328 and a third disconnect device 330, which may be a dog clutch, a synchronizer, a wet clutch or other suitable devices for connecting two shafts. The power output shaft 214 may be composed of a first half shaft and a second half shaft, which are selectively connected to each other through the second disconnect device 328, the seventh gear 324 and the third disconnect device 330. For example, the second power output 1008 may be coupled to the first half shaft, and the power output 204 may be coupled to the second half shaft. Therefore, the second disconnect device 328 and / or the third disconnect device 330 can be disengaged to decouple the first half shaft from the second half shaft.

[0083] When the second disconnect device 328 is disengaged (e.g., disconnected), the first half shaft may be decoupled from the second half shaft, and the second electric motor 904 may not provide torque to the second power output device 1008. If the third disconnect device 330 is in an engaged (e.g., connected) state, and the second disconnect device 328 is in a disconnected state, the power output port 204 may be driven at different speeds by the second electric motor 904. When the third disconnect device 330 is disengaged (e.g., disconnected), the second half shaft may be decoupled from the first half shaft, and the second electric motor 904 may not provide torque to the power output device 204. If the second disconnect device 328 is in an engaged (e.g., connected) state, and the third disconnect device 330 is in a disengaged (e.g., disconnected) state, the second electric motor 904 may drive the second power output port 1008 at different speeds.

[0084] The gearbox 210 may include a fourth disconnect device 336, which may be a dog clutch, a synchronizer, a wet clutch, or other suitable device for connecting two shafts. The fourth disconnect device 336 may disconnect (e.g., disengage) the sixth gear 322 from the second input shaft 1004. Thus, the fourth disconnect device 336 may decouple the power output shaft 214 from the second input shaft 1004. In this way, the second input shaft 1004 may rotate independently of the power output shaft 214, and vice versa.

[0085] Fig.11A and 11B The mechanical power path 1100 and the mechanical power path 1102 are respectively shown when the transmission 210 is operating in the first gear and the second gear. Fig.11A and Fig. 11B , the motor 202 inputs mechanical power into the first input shaft 1002 .

[0086] Fig.11AThe mechanical power path 1100 shown in FIG. 1 is from the first input shaft 1002 to the first gear 308, from the first gear 308 to the second gear 310, from the second gear 310 to the third gear 312, and from the third gear 312 to the output shaft 332. Mechanical power is transmitted from the output shaft 332 to the front differential 206 and may also be transmitted to the rear differential 208 (when the rear differential is connected to the output shaft). The mechanical power path 1100 may occur when the first disconnect device 326 engages the first gear 308 with the first input shaft 1002 and disengages the fourth gear 316 from the first input shaft 1002.

[0087] Fig. 11B The mechanical power path 1102 is shown from the first input shaft 1002 to the fourth gear 316, from the fourth gear 316 to the fifth gear 318, from the fifth gear 318 to the intermediate shaft 304, from the intermediate shaft 304 to the second gear 310, from the second gear 310 to the third gear 312, and from the third gear 312 to the output shaft 332. From the output shaft 332, the mechanical power is transmitted to the front differential 206 and the optional rear differential 208 (when the rear differential is connected to the output shaft). The mechanical power path 1102 may occur when the first disconnect device 326 disconnects the first gear 308 from the first input shaft 1002 and engages the fourth gear 316 with the first input shaft 1002.

[0088] The first gear set 306 may use a first gear ratio to transfer torque from the first input shaft 1002 to the output shaft 332, and the second gear set 314 may use a second gear ratio different from the first gear ratio to transfer torque from the first input shaft 1002 to the output shaft 332. For example, the first gear 308 may be larger than the fourth gear 316 (the fifth gear 318 may be substantially the same as the fourth gear 316), and the second gear 310 may be smaller than the first gear 308 and the fourth gear 316. Therefore, the gear ratio between the first gear 308 and the second gear 310 may be different from the gear ratio between the fourth gear 316 and the fifth gear 318, which may result in the first gear set 306 transmitting torque more efficiently at lower motor / input shaft speeds, while the second gear set 314 transmitting torque more efficiently at higher motor / input shaft speeds. It should also be appreciated that when the first disconnect device 326 disconnects the first gear 308 and the fourth gear 316 from the first input shaft 1002 , the transmission system may operate in a neutral state where torque is not transferred from the first input shaft 1002 to the output shaft 332 .

[0089] Mechanical power path 1100 and mechanical power path 1102 can be independent of each other. Figures 12A-12C Thus, mechanical power path 1100 or mechanical power path 1102 may be associated with Figures 12A-12CIn addition, each of the mechanical power path 1100 and the mechanical power path 1102 can obtain mechanical power from the motor 202, and Figures 12A-12C The mechanical power path in the embodiment can obtain mechanical power from a second power source (e.g., the second motor 904). Each mechanical power path 1100 and the mechanical power path 1102 can output torque to the front differential 206 and / or the rear differential 208, and Figures 12A-12C The mechanical power path can output torque to the power output device 204 and / or the second power output device 1008.

[0090] Fig. 12A , 12B 12C and 12C respectively show the mechanical power paths occurring in the gearbox 210 under different operating modes of the power output 204.

[0091] exist Fig. 12A , the power output 204 and the second power output 1008 can be permanently or temporarily connected to the second electric motor 904. Therefore, the power output 204 and the second power output 1008 can both be driven by the second electric motor 904 at different speeds. The second electric motor 904 inputs mechanical power to the second input shaft 1004. The mechanical power path 1202 is from the second input shaft 1004 to the sixth gear 322, from the sixth gear 322 to the seventh gear 324, and from the seventh gear 324 to the power output shaft 214. The mechanical power is transmitted from the first half shaft of the power output shaft 214 to the second power output shaft 1008. The mechanical power path 1204 is from the second input shaft 1004 to the sixth gear 322, from the sixth gear 322 to the seventh gear 324, and from the seventh gear 324 to the power output shaft 214. The mechanical power is transmitted from the second half shaft of the power output shaft 214 to the power output 204.

[0092] In some examples, the mechanical power path 1202 and the mechanical power path 1204 may occur when the second disconnect device 328, the third disconnect device 330, and the fourth disconnect device 336 are not included in the transmission 210. In other examples, the mechanical power path 1202 and the mechanical power path 1204 may occur when the second disconnect device 328 is not disconnected (e.g., engaged), the third disconnect device 330 is not disconnected (e.g., engaged), and the fourth disconnect device 336 is not disconnected (e.g., engaged).

[0093] exist Fig. 12B, the power output 204 may be permanently or temporarily connected to the second electric motor 904. Therefore, only the power output 204 may be driven by the second electric motor 904 at different speeds. The second electric motor 904 inputs mechanical power to the second input shaft 1004. The mechanical power path 1206 is from the second input shaft 1004 to the sixth gear 322, from the sixth gear 322 to the seventh gear 324, and from the seventh gear 324 to the power output shaft 214. Mechanical power is transmitted from the second half shaft of the power output shaft 214 to the power output 204. The mechanical power path 1206 may occur when the second disconnect device 328 is disconnected (e.g., not engaged), the third disconnect device 330 is not disconnected (e.g., engaged), and the fourth disconnect device 336 is not disconnected (e.g., engaged). When the second disconnect device 328 is not engaged, the first half shaft may be decoupled from the second half shaft, and torque may not be transmitted from the second input shaft 1004 to the first half shaft of the power output shaft 214 (e.g., transmitted to the second power output shaft 1008).

[0094] exist Fig. 12C , the second power output 1008 may be permanently or temporarily connected to the second electric motor 904. Therefore, only the second power output 1008 can be driven by the second electric motor 904 at different speeds. The second electric motor 904 inputs mechanical power to the second input shaft 1004. The mechanical power path 1206 is from the second input shaft 1004 to the sixth gear 322, from the sixth gear 322 to the seventh gear 324, and from the seventh gear 324 to the power output shaft 214. Mechanical power is transmitted from the first half shaft of the power output shaft 214 to the second power output shaft 1008. The mechanical power path 1208 may occur when the second disconnecting device 328 is not disconnected (e.g., engaged), the third disconnecting device 330 is not disconnected (e.g., not engaged), and the fourth disconnecting device 336 is not disconnected (e.g., engaged). When the third disconnect device 330 is not engaged, the second half shaft may be decoupled from the first half shaft, and torque may not be transferred from the second input shaft 1004 to the second half shaft of the power output shaft 214 (eg, to the power output 204 ).

[0095] In addition, although Figures 12A-12C Not shown, but understood, if each of the second disconnect device 328, the third disconnect device 330, and the fourth disconnect device 336 are disconnected, torque transmission through the power output system can be disabled because the second input shaft 1004 can be decoupled from the power output shaft 214 (e.g., through the fourth disconnect device 336), and the first and second half shafts can each be decoupled from the third gear set (e.g., through the second disconnect device 328 and the third disconnect device 330), through the fourth disconnect device 336), and the first and second half shafts can be respectively disconnected from the third gear set (e.g., through the second disconnect device 328 and the third disconnect device 330).

[0096] Figure 8 A method 800 for operating a vehicle electrified powertrain system is shown, for example including Figure 2 or Fig. 9 The method 800 may be implemented by a controller (e.g., the controller 126) that includes a memory for storing method step instructions executable by a processor. The method 800 may be performed when the transmission is operating in a first gear stage, wherein the first gear stage utilizes a first gear set to transfer torque from an input shaft coupled to the electric motor to an output shaft coupled to a first axle and / or a second axle of the vehicle.

[0097] At 802, method 800 includes determining operating conditions of the vehicle. The operating conditions may include input device position (e.g., shift lever position), clutch configuration, accelerator pedal position, transmission input / output speeds, motor speed, vehicle speed, vehicle load, ambient temperature, etc. The operating conditions may be determined via sensor input, modeling, lookup tables, and / or other suitable techniques.

[0098] At 804, method 800 determines whether a shift from a first stage gear to a second stage gear should be performed. In some examples, this determination may be performed automatically in response to a transmission input shaft speed satisfying a predetermined condition relative to a threshold (e.g., a threshold speed). For example, a shift into a second stage gear may be determined based on an input shaft speed / motor speed exceeding a threshold speed. In other examples, an operator interaction with a gear selector may initiate an upshift.

[0099] If it is determined that a shift from the first gear stage to the second gear stage should not occur (NO at 804), method 800 proceeds to 806. At 806, method 800 includes maintaining operation of the transmission in the first gear stage.

[0100] If it is determined that a shift should be made from the first gear phase to the second gear phase (YES at 804), method 800 proceeds to 808. At 808, method 800 includes executing the shift from the first gear phase to the second gear phase.

[0101] As shown at 810, performing a shift from a first gear to a second gear may include decoupling an input shaft from a first gear of a first gear set (e.g., first gear 308). The input shaft may be decoupled from the first gear of the first gear set by a first disconnect device (e.g., first disconnect device 326). As shown at 812, performing a shift from a first gear to a second gear may include coupling an input shaft to a first gear of a second gear set (e.g., fourth gear 316). The input shaft may be coupled to the first gear of the second gear set by a first disconnect device. During the shift from the first gear to the second gear, active synchronization may be performed, which may include controlling the speed of the motor to adjust the speed of the input shaft so that when the input shaft is coupled to the first gear of the second gear set, the speed of the input shaft matches the speed of the first gear of the second gear set.

[0102] In some examples, the first disconnect device may simultaneously disconnect the input shaft from the first gear of the first gear set and the first gear of the second gear set. During this period, torque may not be transmitted from the input shaft to the output shaft of the transmission, and the vehicle's electrified powertrain may operate in a neutral phase. In some examples, the powertrain may operate in a neutral state in response to an operator's request (e.g., shifting the gear selector to neutral).

[0103] At 814, method 800 includes selectively operating a power take-off unit. Selectively operating the power take-off unit may include, as shown at 816, determining operating conditions of the vehicle. Operating conditions may include input device position (e.g., power take-off lever position), clutch configuration, accelerator pedal position, transmission input / output speed, motor speed, vehicle speed, vehicle load, ambient temperature, etc. Operating conditions may be determined by sensor input, modeling, lookup tables, and / or other suitable techniques. In some examples, operating conditions may be used to determine whether there is a request to operate the power take-off unit. In other examples, operating conditions may be used to determine whether regeneration conditions are met.

[0104] Selectively operating the power output unit may further include, as shown at 818, transmitting torque to the power output unit (e.g., power output 204). The torque may be transmitted to the power output unit from the input shaft of the transmission and / or from the second power source via a power output shaft (e.g., power output shaft 214) and a third gear set. The power output shaft may include a first half shaft and a second half shaft. In some examples, the first half shaft may be decoupled from the third gear set by a second disconnecting device (e.g., second disconnecting device 328), and the input shaft may be coupled to the second half shaft by a third disconnecting device (e.g., third disconnecting device 330), thereby transmitting torque from the input shaft to the second half shaft. In other examples, the first half shaft may be coupled to the second half shaft by a third gear set and a second disconnecting device, and the input shaft may be decoupled from the second half shaft by a third disconnecting device, thereby transmitting torque from the second power source to the second half shaft. In other examples, the first half shaft may be coupled to the second half shaft by a third gear set and a second disconnecting device, and the input shaft may be coupled to the second half shaft by a third disconnecting device, thereby transmitting torque from the input shaft and the second power source to the second half shaft.

[0105] In some examples, selectively operating the power output unit may include transmitting torque from a second input shaft of the gearbox (e.g., second input shaft 1004) to the power output unit and / or a second power output unit (e.g., second power output 1008) through a power output shaft and a third gear set. The second input shaft may be connected to a second power source, such as a second electric motor (e.g., second electric motor 904). The torque transmitted from the second input shaft to the power output unit and / or the second power output unit may be provided by the second power source. In some examples, the first half shaft may be decoupled from the third gear set by a second disconnecting device, and the second half shaft may be coupled to the third gear set by a third disconnecting device, thereby transmitting torque from the second input shaft only to the second half shaft of the power output shaft. Torque may be transmitted from the second half shaft to the power output unit. In other examples, the first half shaft may be coupled to the third gear set by a second disconnecting device, and the second half shaft may be decoupled from the third gear set by a third disconnecting device, thereby transmitting torque from the second input shaft only to the first half shaft of the power output shaft. Torque may be transmitted from the first half shaft to the second power output unit. In other examples, the first half shaft can be coupled to the third gear set via the second disconnect device, and the second half shaft can be coupled to the third gear set via the third disconnect device, so as to transmit torque from the second input shaft to the first half shaft and the second half shaft. The torque can be transmitted from the first half shaft and the second half shaft to the second power output unit and the power output unit, respectively.

[0106] At 820, method 800 includes operating in a power generation mode when indicated. The power generation mode may include transmitting torque from the secondary power source to the electric motor so as to operate the electric motor as a generator and regenerate electricity for storage in a battery of the vehicle and / or for operating an electric consumer, such as an electric take-off device. The vehicle may operate in the power generation mode when the torque of the electric motor is not required to propel the vehicle (e.g., during a deceleration event) and / or when the state of charge of the battery is below a threshold level. If the power generation condition has been met, the first half shaft may be coupled to the input shaft via a third gear set, and the second half shaft may be decoupled from the first half shaft and the third gear set via a second disconnect device and the third gear set, thereby transmitting torque from the second power source to the electric motor via the third gear set.

[0107] At 822, method 800 includes decoupling the power take-off unit when indicated. The power take-off unit may be decoupled from the driveline when operation of the power take-off unit is not requested and when the vehicle is not operating in a power generation mode. Decoupling the power take-off unit may include decoupling the first half shaft from the second half shaft via a second disconnect device and a third disconnect device, and decoupling the input shaft from the third gear set via a fourth disconnect device.

[0108] At 824, method 800 includes coupling or decoupling a first axle of the vehicle with a second axle of the vehicle when indicated. The first axle may be a front axle and the second axle may be a rear axle. Decoupling or coupling the first axle and the second axle may include engaging or disengaging a connecting element (e.g., a clutch) that couples the second axle to the output shaft (e.g., connecting element 218). For example, during vehicle braking, the connecting element may be adjusted to couple the second axle to the first axle via the output shaft. During high speed operation (e.g., the input shaft is operating at a relatively high speed), the connecting element may be adjusted to decouple the second axle from the first axle.

[0109] During execution of method 800, in some examples, an electric motor may be controlled to operate at a speed to provide the required torque for propelling the vehicle (e.g., via an output shaft) and / or powering a power output unit (e.g., via a power output shaft). In other examples, a first electric motor may be controlled to operate at a speed to provide the required torque for propelling the vehicle (e.g., via an output shaft), and a second electric motor may be controlled to operate at a speed to power a power output unit (e.g., via a power output shaft). In a power generation mode, one or more electric motors may operate as generators, and thus speed control of one or more electric motors may be disabled. In addition, under certain conditions where the electric motor is not required to operate, such as when the transmission system is operating in a neutral phase or the electric motor is not transmitting torque to the output shaft (e.g., under high vehicle speed conditions), the electric motor may be controlled to operate at zero speed or a relatively low speed, which may reduce the energy consumed by the electric motor.

[0110] Figure 2-12C An example configuration of relative positioning of various components is shown. If the elements shown in the figure are in direct contact or directly coupled to each other, then at least in one example, these elements can be referred to as direct contact or direct coupling, respectively. Similarly, at least in one example, the elements shown as adjacent or adjacent to each other can be adjacent or adjacent to each other, respectively. For example, elements that are in face-to-face contact with each other can be referred to as face-to-face contact elements. Another example is that, at least in one example, the elements are placed separately from each other, with only space in the middle and no other elements, which can be referred to as being placed separately from each other. For example, relative to each other, the elements displayed above / below each other, relative to both sides of each other, or relative to the left / right side of each other can be referred to as such elements. In addition, as shown in the figure, in at least one example, the topmost element or element point can be referred to as the "top" of the element, and the bottommost element or element point can be referred to as the "bottom" of the element. The top / bottom, upper / lower, upper / lower used in this article can be relative to the vertical axis in the figure to describe the positioning of each element in the figure relative to each other. Therefore, in one example, the element displayed above other elements is vertically positioned above other elements. For another example, the shapes of elements depicted in the figures may be referred to as having these shapes (e.g., circular, straight, flat, curved, rounded, chamfered, beveled, or the like). Also, in at least one example, elements shown intersecting one another may be referred to as intersecting elements or intersecting one another. Also, in one example, elements that appear within another element or appear outside another element may also be referred to as intersecting elements.

[0111] The present disclosure also provides support for a transmission for a vehicle, the transmission comprising: a first gear coupled to a first shaft, the first shaft being configured to be driven by an electric motor of the vehicle; a second gear configured to mesh with the first gear; and a third gear configured to mesh with the second gear and coupled to a third shaft, the third shaft being configured to drive a first axle of the vehicle and connectable to a second axle of the vehicle. In a first example of the transmission, the first gear, the second gear, and the third gear constitute a first gear set, and further include a second gear set, the second gear set including a fourth gear coupled to the first shaft and a fifth gear coupled to an intermediate shaft, the intermediate shaft being coupled to the second gear. In a second example of the transmission, optionally including the first example, the transmission further comprises: a first disconnect device configured to selectively couple and decouple the first gear with the first shaft. In a third example of the transmission, optionally including one or both of the first and second examples, the first disconnect device is configured to selectively couple and decouple the fourth gear with the first shaft. In a fourth example of a transmission, optionally including one or more or each of the first to third examples, the first gear set is configured to transfer torque from the first shaft to the third shaft at a first gear ratio, wherein the second gear set is configured to transfer torque from the first shaft to the third shaft at a second gear ratio different from the first gear ratio, and further includes a third gear set, the third gear set including a sixth gear coupled to the first shaft and a seventh gear coupled to the second shaft, the second shaft being configured to drive a power output unit. In a fifth example of a transmission, optionally including one or more or each of the first to fourth examples, the second shaft includes a first half shaft coupled to a second power source and a second half shaft coupled to the power output unit, the first half shaft being coupleable to the second half shaft at the seventh gear. In a sixth example of a transmission, optionally including one or more or each of the first to fifth examples, the transmission further includes one or more of the following: a second disconnect device configured to selectively couple the seventh gear to the first half shaft and decouple it, a third disconnect device configured to selectively couple the seventh gear to the second half shaft and decouple it, and a fourth disconnect device configured to selectively couple the sixth gear with the first shaft to the first half shaft and decouple it.

[0112] The present disclosure also provides support for an electrified transmission system for a vehicle, the transmission system including: an input shaft configured to be driven by an electric motor, a power output shaft configured to be driven by an auxiliary power source and / or an electric motor, an output shaft coupled to a front differential and / or a rear differential, and a gearbox including a first gear set and a second gear set that couple the input shaft to the output shaft, respectively, and a third gear set that couples the input shaft to the power output shaft. In a first example of the transmission system, the first gear set includes a first gear, a second gear, and a third gear, the second gear meshing with the first gear and the third gear, wherein the second gear set includes a fourth gear meshing with a fifth gear, the fifth gear coupled to an intermediate shaft, and the intermediate shaft coupled to the second gear. In a second example of the transmission system, the first example may be optionally included, the first gear and the second gear have a first gear ratio, the fourth gear and the fifth gear have a second gear ratio that is different from the first gear ratio. In a third example of a transmission system that optionally includes one or both of the first and second examples, the transmission system further includes: a first disconnect device configured to selectively decouple the output shaft from the input shaft through the first gear set, wherein the first disconnect device is further configured to selectively couple and decouple the second gear set from the output shaft. In a fourth example of a transmission system, optionally including one or more or each of the first to third examples, the third gear set includes a sixth gear meshed with a seventh gear, the sixth gear is coupled to the input shaft, and the seventh gear is coupled to the power output shaft, wherein the power output shaft includes a first half shaft coupled to the second power source and a second half shaft coupled to the power output unit, and further includes one or more of the following: 1: a second disconnect device configured to selectively couple and decouple the seventh gear from the first half shaft, a third disconnect device configured to selectively couple and decouple the seventh gear from the second half shaft, and a fourth disconnect device configured to selectively couple and decouple the sixth gear from the input shaft. In a fifth example of a transmission system, optionally including one or more or each of the first to fourth examples, the transmission system further includes: a connecting element configured to selectively connect and disconnect the output shaft from the rear differential.

[0113] The present disclosure also provides support for a method of electrifying a vehicle powertrain, the method comprising operating the electrified powertrain in a first gear, including transferring torque from an input shaft coupled to an electric motor to an output shaft through a first gear set, the output shaft being coupled to a first axle and / or a second axle, determining that a speed of the input shaft has satisfied a predetermined condition relative to a threshold, and responsively switching from the first gear stage to a second gear stage, and operating the electrified powertrain in a second gear stage, including transferring torque from the input shaft to the output shaft through a second gear set, and determining that a request to operate a power take-off unit has been received, and responsively transferring torque from the input shaft and / or from a second power source to the power take-off unit through a power take-off shaft and a third gear set. In a first example of the method, shifting from the first gear to the second gear comprises decoupling the input shaft from a first gear of the first gear set, and coupling the input shaft to the second gear set through a first disconnect device. In a second example of the method, optionally including the first example, the method further includes: operating the electrified transmission system in a neutral phase, in which the torque of the input shaft is not transmitted to the output shaft, the first disconnect device decouples the input shaft from the first gear set and the second gear set, and reducing the speed of the electric motor during the operation of the electrified transmission system in the neutral phase. In a third example of the method, which optionally includes one or both of the first and second examples, the power output shaft includes a first half shaft and a second half shaft, wherein transmitting the torque from the input shaft and / or from the second power source to the power output device through the power output shaft and the third gear set includes decoupling the first half shaft from the third gear set through the second disconnect device and coupling the input shaft to the second half shaft through the third disconnect device, thereby transmitting the torque from the input shaft to the second half shaft, coupling the first half shaft to the second half shaft through the third gear set and the second disconnect device, thereby transmitting the torque from the secondary power source to the second half shaft, or coupling the first half shaft to the second half shaft through the third gear set and the second disconnect device, and coupling the input shaft to the second half shaft through the third disconnect device, thereby transmitting the torque of the input shaft and the second power source to the second half shaft. In a fourth example of the method, optionally including one or more or each of the first to third examples, the method further includes: determining that a power generation condition has been met, and in response, transmitting torque from the second power source to the motor through the third gear set, including coupling the first half shaft to the input shaft through the second disconnect device and the third gear set, and decoupling the second half shaft from the first half shaft and the third gear set through the third disconnect device. In a fifth example of the method, optionally including one or more or each of the first to fourth examples, the method further includes: decoupling the first half shaft from the second half shaft through the second disconnect device and the third disconnect device, and decoupling the input shaft from the third gear set through the fourth disconnect device.In a sixth example of the method, which optionally includes one or more or each of the first to fifth examples, the method further includes: when shifting from the first gear to the second gear, controlling the speed of the motor so that the speed of the input shaft is synchronized with the speed of the second gear set.

[0114] The present disclosure also provides support for a vehicle transmission, the transmission comprising a first gear coupled to a first input shaft, the first input shaft being configured to be driven by a first electric motor of the vehicle; a second gear configured to mesh with the first gear; a third gear configured to mesh with the second gear and coupled to a third shaft, the third shaft being configured to drive a first axle of the vehicle and connectable to a second axle of the vehicle, wherein the first gear, the second gear, and the third gear form a first gear set, the second gear set comprising a fourth gear coupled to the first input shaft and a fifth gear coupled to a laying shaft, the laying shaft being coupled to the second gear, and the third gear set comprising a sixth gear coupled to the second input shaft and a seventh gear coupled to a power output shaft, the power output shaft being configured to drive one or more power output units, the second input shaft being configured to be driven by a second electric motor. In the first example of the transmission, the transmission further comprises: a first disconnect device configured to selectively couple and decouple the first gear from the first input shaft. In the second example of the transmission, optionally including the first example, the first disconnect device is configured to selectively couple and decouple the fourth gear from the first input shaft. In a third example of a transmission, optionally including one or both of the first and second examples, the first gear set is configured to transfer torque from the first input shaft to the third shaft at a first gear ratio, wherein the second gear set is configured to transfer torque from the first input shaft to the third shaft at a second gear ratio different from the first gear ratio. In a fourth example of a transmission, optionally including one or more or each of the first to third examples, the power output shaft includes a first half shaft coupled to a first power output unit of the one or more power output units and a second half shaft coupled to a second power output unit of the one or more power output units, and the first half shaft can be coupled to the second half shaft at the seventh gear. In a fifth example of a transmission, optionally including one or more or each of the first to fourth examples, the transmission further includes one or more of the following: a second disconnect device configured to selectively couple the seventh gear to the first half shaft and decouple it, a third disconnect device configured to selectively couple the seventh gear to the second half shaft and decouple it, and a fourth disconnect device configured to selectively couple the sixth gear from the second input shaft to the second input shaft and decouple it.

[0115] The present disclosure also provides support for a method for electrifying a vehicle powertrain, the method comprising operating the electrified powertrain in a first gear, comprising transmitting torque from a first input shaft coupled to an electric motor to an output shaft through a first gear set, the output shaft being coupled to a first axle and / or a second axle, determining that a speed of the first input shaft has reached a predetermined condition relative to a threshold, and responsively shifting from the first gear stage to a second gear stage, and operating the electrified powertrain in the second gear stage, comprising transmitting torque from the first input shaft to the output shaft through a second gear set, and determining that a request to operate a power take-off unit has been received, and responsively shifting torque from the first input shaft to the output shaft through the power take-off shaft and The third gear set transmits torque from the first input shaft and / or from the second power source to the power output unit, wherein the power output shaft includes a first half shaft and a second half shaft, and transmitting torque from the first input shaft and / or from the second power source to the power output unit through the power output shaft and the third gear set includes transmitting torque from the second power source to the power output unit through the second half shaft, by decoupling the first half shaft from the third gear set through a first disconnect device, and coupling the second input shaft to the second half shaft through the third gear set coupled to the second half shaft through a second disconnect device, the second input shaft is driven by the second power source, and the second half shaft is coupled to the power output device. In a first example of the method, shifting from the first stage gear to the second stage gear includes decoupling the first input shaft from the first gear of the first gear set, and coupling the first input shaft to the second gear set through a third disconnect device. In a second example of the method, optionally including the first example, the method further includes: operating the electrified transmission system in a neutral phase, in which the torque from the first input shaft is not transmitted to the output shaft, and the third disconnect device decouples the first input shaft from the first gear set and the second gear set. In a third example of the method, optionally including one or both of the first and second examples, the method further includes, when shifting from the first gear stage to the second gear stage, controlling the speed of the motor so that the speed of the first input shaft is synchronized with the speed of the second gear set. In a fourth example of the method, optionally including one or more or each of the first to third examples, the method further includes: reducing the speed of the motor during operation of the electrified transmission system in the neutral stage. In a fifth example of the method, optionally including one or more or each of the first to fourth examples, the power output unit is a first power output unit, and further includes decoupling the second half shaft from the third gear set through a second disconnect device, coupling the third gear set to the first half shaft through the first disconnect device, coupling the second input shaft to the first half shaft, thereby transmitting torque from the second power source to the second power output unit through the first half shaft, and the first half shaft is coupled to the second power output unit.In a sixth example of the method, optionally including one or more or each of the first to fifth examples, the method further includes: transmitting torque from the second power source to the first power output unit and the second power output unit by coupling the first half shaft and the second half shaft to the third gear set via the first disconnect device and the second disconnect device respectively.

[0116] The present disclosure also provides support for an electrified transmission system for a vehicle, the transmission system comprising: a first input shaft configured to be driven by a first electric motor, a second input shaft configured to be driven by a second electric motor, a power output shaft configured to be driven by the second electric motor, an output shaft coupled to a front differential and / or a rear differential, and a gearbox comprising a first gear set and a second gear set coupling the first input shaft to the output shaft, respectively, and a third gear set coupling the second input shaft to the power output shaft. In a first example of the transmission system, the first gear set comprises a first gear, a second gear, and a third gear, the second gear meshes with the first gear and the third gear, wherein the second gear set comprises a fourth gear meshed with a fifth gear, the fifth gear is coupled to an intermediate shaft, and the intermediate shaft is coupled to the second gear. In a second example of the transmission system, which may optionally include the first example, the first gear and the second gear have a first gear ratio, and the fourth gear and the fifth gear have a second gear ratio, which is different from the first gear ratio. In a third example of the transmission system, which may optionally include one or both of the first and second examples, the third gear set comprises a sixth gear connected to the second input shaft and a seventh gear connected to the power output shaft. In a fourth example of a transmission system, optionally including one or more or each of the first to third examples, the power output shaft includes a first half-shaft coupled to a first power output unit and a second half-shaft coupled to a second power output unit, and the first half-shaft can be coupled to the second half-shaft at a seventh gear. In a fifth example of a transmission system, optionally including one or more or each of the first to fourth examples, the transmission system further includes: a first disconnect device configured to selectively separate the output shaft from the first input shaft through a first gear set. In a sixth example of a transmission system, optionally including one or more or each of the first to fifth examples, the first disconnect device is further configured to selectively couple and decouple the second gear set from the output shaft.

[0117] Please note that the control and estimation routine examples included herein can be used in various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in a non-transitory memory and can be executed by a control system including a controller in combination with various sensors, actuators and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Therefore, the various actions, operations and / or functions illustrated can be performed in the order shown, or in parallel, or omitted in some cases. Similarly, the processing order is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is only for ease of illustration and description. One or more of the illustrated actions, operations and / or functions can be performed repeatedly, depending on the specific strategy being used. In addition, the described actions, operations and / or functions can graphically represent the code to be programmed into the non-transitory memory of a computer-readable storage medium in an engine control system, wherein the described actions are implemented by executing instructions in a system including various engine hardware components combined with an electronic controller.

[0118] It is understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments are not limiting, as there can be many variations. For example, the above technology can be applied to V-6, I-4, I-6, V-12, and other types of engines. In addition, unless expressly stated to the contrary, the terms "first", "second", "third", etc. do not indicate any order, position, quantity, or importance, but are merely used as labels to distinguish one element from another. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of various systems and configurations, as well as other features, functions, and / or properties disclosed herein.

[0119] As used herein, the term "approximately" should be understood to mean a range of plus or minus 5%, unless otherwise specified.

[0120] The following claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. The claims may refer to "an" element or a "first" element or the equivalent. The claims should be understood to include one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are also deemed to be included in the subject matter of the present disclosure.

Claims

1. A gearbox for a vehicle, characterized in that: The gearbox comprises: a first gear connected to a first shaft, the first shaft being driven by an electric motor of the vehicle; a second gear configured to mesh with the first gear; and The third gear is configured to mesh with the second gear and is connected to a third shaft. The third shaft is a first axle for driving the vehicle and can be connected to a second axle of the vehicle.

2. The gearbox according to claim 1, wherein the first gear, the second gear and the third gear constitute a first gear set, and further includes a second gear set, the second gear set includes a fourth gear connected to the first shaft and a fifth gear connected to an intermediate shaft, and the intermediate shaft is connected to the second gear.

3. The gearbox according to claim 2, characterized in that: A first disconnect device is also included, and the first disconnect device can selectively couple or decouple the first gear with the first shaft.

4. The transmission of claim 3, wherein the first disconnect device selectively couples and decouples the fourth gear to the first shaft.

5. The transmission of claim 2, wherein the first gear set transfers torque from the first shaft to the third shaft at a first gear ratio, the second gear set transfers torque from the first shaft to the third shaft at a second gear ratio different from the first gear ratio, and further includes a third gear set, the third gear set including a sixth gear coupled to the first shaft and a seventh gear coupled to a second shaft, the second shaft being a driving power output unit.

6. The gearbox of claim 5, wherein the second shaft comprises a first half shaft coupled to the secondary power source and a second half shaft coupled to the power output unit, the first half shaft being coupleable to the second half shaft at the seventh gear.

7. The gearbox according to claim 6, characterized in that: Also includes one or more of the following components: a second disconnecting device for selectively connecting or disconnecting the seventh gear with the first half shaft; a third disconnect device for selectively coupling or decoupling the seventh gear with the second half shaft; as well as A fourth disconnecting device is used for selectively coupling or disconnecting the sixth gear with the first shaft.

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