Transmission system

Abstract

The utility model relates to a transmission system. In one example, a series of transmissions are provided, including a first transmission and a second transmission. Each transmission includes an input shaft having disposed thereon a pair of first gears and a first clutch therebetween for selectively rotationally coupling at least one of the first and second gears of the first pair to the input shaft. Each transmission includes a bushing with a second pair of gears fixedly attached thereto. Each transmission includes an output shaft on which a third pair of gears and a second clutch therebetween are arranged, the second clutch being designed to selectively rotationally couple at least one of a third gear and a fourth gear of the third pair of gears to the output shaft. A second gear of the first transmission is fixed to the input shaft. And a fourth gear of the second transmission is fixed on the output shaft.

Description

Technical Field

[0001] The present disclosure relates to a series of transmissions having a parking lock function. Background Art

[0002] Multi-speed transmissions are already used in some vehicles. When used in electric vehicles, multi-speed transmissions can improve motor efficiency and motor range. Transmissions in electric vehicles can reduce complexity, improve responsiveness, and reduce fuel costs compared to transmissions used in internal combustion engine drivetrains.

[0003] In certain applications, such as commercial vehicles under certain load thresholds and vehicles used in certain occupations, a multi-speed transmission with a parking brake or parking lock may be required. Adding a parking lock to an existing powertrain may require extensive redesign, such as using an external parking brake or an additional clutch, and making significant changes to the powertrain in an already very compact and challenging packaging environment. Utility Model Content

[0004] The inventors have recognized the above challenges and developed a series of transmissions to address at least some of the challenges. In one example, the series of transmissions includes a first transmission; a second transmission; each transmission includes an input shaft having a first pair of gears; a first clutch located between the first pair of gears and designed to selectively rotationally couple at least one of a first gear and a second gear in the first pair of gears to the input shaft; a backing shaft having a fixedly coupled second pair of gears; an output shaft having a third pair of gears; and a second clutch located between the third pair of gears and designed to selectively rotationally couple at least one of a third gear and a fourth gear in the third pair of gears to the output shaft, wherein the first transmission fixes the second gear in the first pair of gears to the input shaft, and the first clutch selectively couples the first gear in the first pair of gears to the input shaft to implement a parking lock function, wherein the fourth gear in the third pair of gears of the second transmission is fixed to the output shaft, and the second clutch selectively couples the third gear in the third pair of gears to the output shaft to implement a parking lock function. This allows a parking lock to be added to an existing drivetrain without requiring substantial redesign of the transmission.

[0005] In another example, the third gear of the third pair of gears of the third transmission is fixed on the output shaft, and the second clutch selectively couples the fourth gear of the third pair of gears to the output shaft to achieve the parking lock function. In another example, the first gear of the first pair of gears of the fourth transmission is fixed on the input shaft, and the first clutch selectively couples the second gear of the first pair of gears to the input shaft to achieve the parking lock function. In this way, a common transmission assembly can meet multiple application requirements.

[0006] 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 solely 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

[0007] Figure 1 A multi-speed dual clutch transmission is shown.

[0008] Figure 2 Shown by Figure 1 Transmission series table showing the transmission modified to provide two speeds and parking lock.

[0009] Figure 3 Shows Figure 2 The first transmission in a transmission series is shown and the power path through the first transmission.

[0010] Figure 4 Shows Figure 2 The second transmission of the transmission series is shown and the power path through the second transmission.

[0011] Figure 5 Shows Figure 2 The third transmission of the transmission series is shown and the power path through the third transmission.

[0012] Figure 6 Shows Figure 2 The fourth transmission of the transmission series and the power path through the fourth transmission are shown.

[0013] Figure 7 Shows the Figure 3-6 The first, second, third and fourth transmissions in a transmission series.

[0014] Figure 8 A method of operating a two-speed dual clutch transmission with a parking lock function is shown. DETAILED DESCRIPTION

[0015] A series of transmissions using a first clutch for shifting and a second clutch for selectively engaging a parking lock are disclosed herein. The series of transmissions may be composed of a common transmission component included in a multi-speed dual clutch transmission, which compactly realizes at least three gear ratios by arranging gears on three parallel shafts. The three parallel shafts include an input shaft and a first clutch, the first clutch being used to selectively engage at least one of a first gear and a second gear in a first pair of gears, the first pair of gears being arranged coaxially with the input shaft. In addition, a liner shaft in the transmission includes a second pair of gears fixedly connected thereto. The output shaft in the transmission includes a second clutch for selectively engaging at least one of a third gear and a fourth gear in a third pair of gears coaxially with the output shaft. A two-speed transmission with a parking lock function may be realized by fixing a selected gear of one of the first pair of gears and the third pair of gears on the respective input or output shafts. In this way, a parking lock may be provided by sacrificing one speed of the multi-speed transmission, wherein the locking occurs between a rotatable gear and a gear fixed on the clutch shaft. Two speeds may be selected according to the application, and the transmission may be manufactured accordingly. Thus, a set of common transmission components included in an existing multi-speed transmission system may meet a variety of application requirements.

[0016] Figure 1 A multi-speed dual-clutch transmission is presented which compactly realizes at least three gear ratios by means of transmissions on three parallel shafts. Figure 2 The table in describes a range of transmissions that can be constructed from a common set of transmission hardware. Figure 3 Shows Figure 2 The first transmission in the series of transmissions shown. Figure 4 Shows Figure 2 The second transmission in the series of transmissions shown. Figure 5 Shows Figure 2 The third transmission in the transmission series shown. Figure 6 Shows Figure 2 The fourth transmission in the transmission series shown. Figure 7 A series of transmissions are shown, including a multi-speed dual clutch transmission, a first two-speed transmission with a parking lock, a second two-speed transmission with a parking lock, a third two-speed transmission with a parking lock, and a fourth two-speed transmission with a parking lock. Figure 8 An example of a method of operation of the disclosed transmission series is shown.

[0017] Figure 1A system 100 is described with a transmission system 102, which includes a transmission 104. In one example, the transmission 104 can be a multi-speed dual clutch transmission designed to provide up to four speeds or operating modes. By modifying the elements of the transmission system 102, the first clutch in the layout can be used to shift between two speeds of up to four speeds, and the second clutch can be used for parking lock or parking brake functions. In one example, the powertrain 102 can include an electric motor and be an electric powertrain, which can accordingly be an electric vehicle (EV). In other examples, the transmission system can include an internal combustion engine (ICE) or other form of main propulsion system. The transmission described herein can be used in industrial machinery or other systems that require gear shifting.

[0018] The transmission system 102 includes an electric motor 106. The electric motor may include conventional components such as a stator, a rotor, and a rotor shaft to enable the electric motor to generate mechanical power and electrical energy when the electric motor is designed for regeneration.

[0019] The output shaft 108 of the electric motor 106 can be connected to the shaft 110, and the shaft 110 can be supported by a bearing 112. As described herein, a bearing is a component that supports a shaft or other rotating device and allows it to rotate. To achieve this function, the bearing 112 and other bearings described herein may include an inner raceway, an outer raceway, roller elements (such as spherical balls, cylindrical rollers, or tapered rollers), etc. The shaft 110 can be fixedly connected to a gear 114. The gears described herein all include a plurality of teeth, and the profiles of these teeth can match those of adjacent gears. The type of gears on the drive shaft can specifically be helical gears and / or spur gears. In addition, the meshing gear pairs will use similar gear types.

[0020] Gear 114 can mesh with gear 116 on shaft 118. Thus, gears 114, 116 can form an initial gear reduction. In one use case, the gear reduction ratio is 1.171:1. However, a variety of suitable gear ratios can also be considered. The gear ratio for the initial gear reduction and other gear transfers described herein can be selected based on various factors, such as the expected operating speed of the motor, the expected transmission load, the required vehicle speed range, etc. Bearing 120 can be connected to shaft 118.

[0021] The shaft 118 may be connected to the input shaft 122 via an intermediate shaft 124. However, in other embodiments, the shaft 118 may be directly connected to the input shaft 122 or the shaft 124. It is understood that the input shaft receives mechanical power from the upstream components. However, during regenerative operation, the input shaft may transmit mechanical power to the upstream components.

[0022] A mechanical coupling 125 (e.g., a spline, a yoke, a joint (e.g., a U-joint, etc.)) may be used to rotationally couple the intermediate shaft 124 to the shaft 118 and the input shaft 122. A first pair of gears 126 is mounted on the input shaft 122, and a bearing 128 may be coupled to the input shaft 122. The pair of gears 126 specifically includes a first gear 130 and a second gear 132. A first clutch 134 is located between the first gear 130 and the second gear 132 for selectively engaging one of the gears while disengaging the other gear. In addition, the first clutch 134 may be designed to operate in a neutral configuration, where both gears are disengaged from the input shaft. When the first clutch 134 is disengaged from one of the first gear 130 or the second gear 132, the gear may rotate independently relative to the input shaft 122. In order to enable the first gear 130 and the second gear 132 to rotate independently relative to the input shaft 122, a first bearing 133 and a second bearing 135 (e.g., a needle bearing) may be disposed between the first gear 130 and the second gear 132 and the input shaft 122, respectively.

[0023] Conversely, when the first clutch 134 is engaged with one of the first gear 130 or the second gear 132, the engaged gear and the input shaft 122 rotate synchronously, while the input shaft 122 rotates independently relative to the other gear that is not engaged. To achieve this function, the first clutch 134 can be, but is not limited to, a dog clutch. The dog clutch can include a spline sleeve and / or radially arranged toothed plates that cooperate with splines and / or teeth in the first gear 130 and the second gear 132, respectively. Alternatively, the first clutch 134 can be a synchronizer with a ring that synchronizes the speed of the shaft and the gear during clutch engagement. In other examples, the first clutch 134 can also be a wet or dry friction clutch. The friction clutch can include several sets of plates that frictionally engage and disengage with each other during clutch engagement and disengagement.

[0024] In addition, in the example where the transmission operates the first clutch 134 as a parking lock, one of the first gear 130 and the second gear 132 is fixedly connected to the input shaft 122, and one of the first bearing 133 and the second bearing 135 can be omitted. Figure 2-7 Describe in more detail.

[0025] The transmission 104 also includes a backshaft 136 with a second pair of gears 138 fixedly coupled to the backshaft 136 such that the backshaft 136 and the gears rotate together during operation of the transmission. The second pair of gears 138 specifically includes a first backshaft gear 140 and a second backshaft gear 142. A bearing 144 may be coupled to the backshaft 136. The first backshaft gear 140 is radially aligned with and meshed with the first gear 130. Similarly, the second backshaft gear 142 is radially aligned with and meshed with the second gear 132. In one example, a gear of the first pair of gears 126 may have a pitch diameter that is larger than a radially aligned meshing gear on the backshaft 136. For example, the pitch diameter of the first gear 130 may be larger than the pitch diameter of the first backshaft gear 140. As a result, the speed of the meshing gears may be increased, which may result in a reduced inertia during a gear shift, thereby improving the shifting performance.

[0026] The transmission 104 also includes an output shaft 146. A third pair of gears 148 is mounted on the output shaft 146, and a bearing 150 can be connected to the output shaft 146. The pair of gears specifically includes a third gear 152 and a fourth gear 154. The third gear 152 is radially aligned and meshed with the first liner gear 140, and the fourth gear 154 is radially aligned and meshed with the second liner gear 142.

[0027] The second clutch 156 is located between the third gear 152 and the fourth gear 154 and is designed to selectively engage one of the gears while disengaging the other gear. In addition, the second clutch 156 can be designed to operate in a neutral configuration, when both gears are disengaged from the input shaft. When the second clutch 156 is disengaged from one of the third gear 152 and the fourth gear 154, the disengaged gear can rotate independently relative to the output shaft 146. In order to allow the third gear 152 and the fourth gear 154 to rotate, a third bearing 155 and a fourth bearing 157 (e.g., a needle bearing) can be installed between the third gear 152 and the fourth gear 154 and the output shaft 146, respectively.

[0028] Conversely, when the second clutch 156 is engaged with one of the third gear 152 and the fourth gear 154, the engaged gear and the output shaft 146 rotate synchronously. To achieve this function, the clutch can be, but is not limited to, a dog clutch, a synchronizer, or a friction clutch. In one example, the first clutch 134 and the second clutch 156 can have a similar design to simplify manufacturing and maintenance. For example, both the first clutch 134 and the second clutch 156 can be dog clutches or synchronizers. However, in other examples, the first clutch 134 and the second clutch 156 can be a combination of different designs. In addition, the clutch can be, but is not limited to, hydraulic, pneumatic and / or electromechanical drive (in one example) or a combination.

[0029] In addition, when the transmission operates the second clutch 156 as a parking lock, one of the third gear 152 or the fourth gear 154 is fixedly connected to the output shaft 146, and one of the third bearing 155 and the fourth bearing 157 can be omitted. Figure 2-7 This arrangement is described in detail.

[0030] The output shaft 146 is rotationally coupled to a gear 158 (e.g., a ring gear) in a differential or other suitable downstream component via a gear 159 (e.g., a pinion gear). Alternatively, the gear 158 can be connected to a transmission system or can be another suitable type of mechanical interface. For example, the gear 159 can be a bevel gear. However, a variety of suitable output gears (e.g., helical gears, spur gears) are also contemplated. In addition, the input shaft 122, the laying shaft 136, and the output shaft 146 can be parallel to each other and spaced apart in space along the Z-axis and the X-axis. In this way, multiple sets of gears can be effectively meshed and packaged on different drive shafts.

[0031] like Figure 1 As shown, the system 100 may also include a control system 160 with a controller 162. The controller 162 may include a microcomputer, whose components include a processor 164 (e.g., a microprocessor unit), input / output ports, and an electronic storage medium 166 for executable programs and calibration values ​​(e.g., a read-only memory chip, random access memory, survivability memory, data bus, etc.). The storage medium can be programmed with computer-readable data, representing instructions executable by the processor for performing the methods, control techniques, etc. described herein, as well as other variants that are anticipated but not specifically listed. Therefore, the electronic storage medium 166 can store instructions that, when executed by the processor 164, cause the controller 162 to perform various method steps described herein.

[0032] The controller 162 may receive various signals from sensors 168 that are coupled to various areas of the system 100, particularly the gearbox 104. For example, the sensors 168 may include motor speed sensors, shaft / gear speed sensors, pedal position sensors for detecting operator depression of a control pedal (e.g., an accelerator pedal and / or a brake pedal), wheel speed sensors, etc. Input devices 169 (e.g., an accelerator pedal, a brake pedal, a gear selector, combinations thereof, etc.) may further provide input signals indicative of the operator's vehicle control intent.

[0033] Received from Figure 1After receiving signals from various sensors 168, the controller 162 processes the received signals and uses various actuators 170 of system components to adjust the components based on the received signals and instructions stored in the memory of the controller 162. For example, the controller 162 can receive an accelerator pedal signal indicating that the operator requires adjustment of vehicle acceleration. In response, the controller 162 can command the electric motor 106 to operate to increase the power delivered from the motor to the transmission 104. Under certain operating conditions, the controller 162 can issue instructions to the first clutch 134 and the second clutch 156, and in response, the first clutch 134 and the second clutch 156 use actuators to engage or disengage selected gears. For example, other controllable components in the vehicle can adjust sensor signals, control instructions, and actuators in a similar manner.

[0034] Figure 1 as well as Figure 2-3 An axis system 190 is provided for reference. The Z axis can be a vertical axis (e.g., parallel to the gravity axis), the X axis can be a lateral axis (e.g., a horizontal axis), and / or the Y axis can be a longitudinal axis. In addition, each of the shafts 110, 118, 122, 136 and 146 has an axis of rotation, with the axis of rotation 192 of the motor 106 being provided for reference. The axis of rotation 192 can be axially offset from the output shaft 146. In other words, there can be a difference in the position of the axis of rotation 192 and the output shaft along the Z axis. This allows the transmission to have a desired amount of drop so that the system can be effectively integrated into certain vehicle platforms.

[0035] In other embodiments, additional gears may be added to the input shaft, the backing shaft, and / or the output shaft. For example, by adding a third row of gears to the input shaft, the backing shaft, and the output shaft, the transmission may be designed to have a nine-speed transmission. By adding a fourth row of gears to the parallel shaft, a sixteen-speed transmission may be achieved. In this way, the available gear range may be increased while maintaining a short (e.g., minimum) transmission length. In other embodiments, additional clutchable gears (e.g., high and low gears) may be added only to the input shaft and the intermediate shaft or only to the output shaft. In these embodiments, the transmission may achieve six or eight speeds in the same length as a three-speed or four-speed transmission.

[0036] In order to shift between the operating gears of the transmission, it is necessary to adjust the first clutch or the second clutch to engage one of the gears of the relevant gear pair with the corresponding shaft and disengage the other gear of the relevant gear pair. The advantage of this arrangement is that a single clutch can be used to shift between the first speed and the second speed (herein the operating mode or mode), while the other clutch can be used to selectively engage the parking lock function (described below) or to shift between other speeds depending on the configuration of the transmission.

[0037] Figure 2A table 200 is shown which describes the Figure 1 The elements of the transmission 104 are used to construct a series of transmissions. Table 200 includes a first transmission, a second transmission, a third transmission, and a fourth transmission. Each transmission has two operating modes and a parking lock function. The operating modes include a first mode, a second mode, a third mode, and a fourth mode. The operating modes represent different discrete operating gears with corresponding gear ratios. The transmission switches between gear ratios by operating the first clutch 134 or the second clutch 156. The parking lock function is achieved by fixing one of the first pair of gears 126 or the second pair of gears 148 on the corresponding shaft. The transmission engages the parking lock function by operating one of the first clutch 134 or the second clutch 156, thereby coupling the coaxial gear relative to the fixed gear to the corresponding shaft. In each transmission of the transmission series, the gear meshing between gears 116 and 114 is in an active state, and the gear meshing between gears 158 and 159 is in an active state. When the gear meshing is active, the power path passes through the gear meshing. Furthermore, it will be appreciated that in other embodiments, the gear mesh formed between gears 116 and 114 may be omitted from the transmission and the motor may be directly coupled to the Figure 1 On input shaft 122 as shown.

[0038] The gear ratios associated with different modes may decrease in sequence. For example, in one use case, the first mode gear ratio may be 26.00:1, the second mode gear ratio may be 14.43:1, the third mode gear ratio may be 12.13:1, and the fourth mode gear ratio may be 6.73:1. However, there may be many transmission ratios for each mode. The transmission ratio ranges and the step differences between the transmission ratios in different operating modes may be selected based on various factors, such as the expected operating speed range of the motor, the expected load range of the transmission, the required vehicle speed range, etc. The specific size of the gear is a combination of selecting the required gear ratio in each different operating mode and determining the gear geometry so that two radially aligned gears mesh and meet the gear design objectives. In the above use case, the gear ratio values ​​in the second and third operating modes are relatively close.

[0039] In one example, the first transmission can be switched between the first mode and the second mode by the second clutch 156. The park lock function is achieved by fixing the second gear 132 to the input shaft 122. The park lock function locks the rotation of the first gear 130 to the input shaft 122 by engaging the first clutch 134 with the first gear 130. Since the second gear 132 is fixed to the input shaft 122, the powertrain will be locked or stable. If the neutral gear is shifted, the park lock function may not be achieved. If the second clutch 156 is in the neutral position, the park lock function cannot be achieved because the output shaft 146 can rotate freely independently of the third gear 152 and the fourth gear 154. The first transmission and its power path will be referred to Figure 3 Describe in more detail.

[0040] In one example, the second transmission can be switched between a second mode and a fourth mode by the first clutch 134. The parking lock function is achieved by fixing the fourth gear 154 to the output shaft. The parking lock function is achieved by engaging the third gear 152 with the second clutch 156 to lock the rotation of the third gear 152 to the output shaft 146. Since the fourth gear is fixed to the output shaft 146, the power transmission system will be locked. If the first clutch 134 is shifted to neutral, the parking lock function may not be achieved. This is because in this case, the first gear 130 and the second gear 132 can rotate freely on the input shaft 122 and can rotate freely. In this configuration, the output shaft 146 is not grounded to the housing, so the first clutch 134 must be engaged in gear for the parking lock function to work. The second transmission and its power path will be referred to Figure 4 Describe in more detail.

[0041] In one example, the third transmission can be switched between the first mode and the third mode by the first clutch 134. The parking lock function is achieved by fixing the third gear 152 on the output shaft 146. The parking lock function is to lock the rotation between the fourth gear 154 and the output shaft 146 by engaging the fourth gear 154. Since the third gear 152 is fixed to the output shaft 146, the power transmission system will be locked. If the neutral gear is shifted, the parking lock function can be achieved. The third transmission and its power path will refer to Figure 5 Describe in more detail.

[0042] In one example, the fourth transmission can be switched between the third mode and the fourth mode by the second clutch 156. The park lock function is achieved by fixing the first gear 130 to the input shaft 122. The park lock function locks the rotation between the second gear 132 and the input shaft 122 by engaging the second gear 132. Since the first gear 130 is fixed to the input shaft 122, the powertrain will be locked. If the second clutch 156 is in the neutral position, the park lock function may not be achieved because the output shaft 146 can rotate freely independently of the third gear 152 and the fourth gear 154. The fourth transmission and its power path will be referred to Figure 6 Describe in more detail.

[0043] Figure 3 A system 301 with a transmission system 303 is depicted, the transmission system 303 including a first transmission 300 and a first controller 362. The first transmission 300 may be coupled to Figure 2 The first transmission 300 may be the same or similar to the first transmission described in reference table 200. Figure 1 The components of the transmission 104 of the system 100 are constructed as follows: The components in the first transmission 300 that are the same as those in the transmission 104 are numbered the same and will not be reintroduced.

[0044] The first transmission 300 is a two-speed transmission having a first clutch for shifting between two speeds and a second clutch for engaging a parking lock or parking brake function. In this example, the second clutch 156 can shift between the first operating mode and the second operating mode by selectively engaging one of the third gear 152 and the fourth gear 154 in the second pair of gears 148. The second gear 132 of the first pair of gears 126 is fixed to the input shaft 122. The second gear 132 can be fixed to the input shaft by splines, press fits, keyways, bolts, welding, direct integration into the input shaft 122, or other similar methods. In this example, the first spline 302 mechanically connects the second gear 132 to the input shaft. The first gear 130 can be mounted on a bearing (such as Figure 1 The parking lock can be rotated by operating the first clutch 134 to couple the first gear 130 with the input shaft 122.

[0045] The first power path 304 and the second power path 306 in the figure describe the first operating mode and the second operating mode, respectively. The shared movement path 305 of the first power path 304 and the second power path 306 is represented by a thicker line and an arrow indicating a direction. Where the first power path 304 deviates from the shared movement path 305, the first power path 304 is represented by a dashed line and an arrow indicating a direction. When the second power path 306 deviates from the shared travel path 305, the second power path 306 is indicated by a dashed line and an arrow indicating a direction. In each mode, the power path is from the output shaft 108 of the motor 106 to the shaft 110, from the shaft 110 to the gear 114, from the gear 114 to the gear 116, from the shaft 118 through one of the mechanical couplings 125 to the shaft 124, and from the shaft 124 through one of the mechanical couplings 125 to the input shaft 122. However, as previously described, in other embodiments, the motor 106 can be directly connected to the shaft 118 or the input shaft 122. The power path goes from the input shaft 122 to the second gear 132 and back. In addition, in each operating mode, the power path flows through the output shaft 146 to the gear 159, and then from the gear 159 to the gear 158. Subsequently, the power path can reach the drive wheels through the differential and the axle shaft.

[0046] In the first operating mode of the first transmission 300, the first power path 304 is from the second gear 132 to the second liner gear 142, from the second liner gear 142 to the liner gear 136, from the liner gear 136 to the first liner gear 140, from the first liner gear 140 to the third gear 152, and from the third gear 152 to the output shaft 146. In the first mode, the gear mesh formed between the second liner gear 142 and the second gear 132 and the gear mesh formed between the third gear 152 and the first liner gear 140 are active. The first power path 304 passes through the liner gear 136, moving from the second liner gear 142 to the first liner gear 140. In addition, in the first mode, the second clutch 156 rotationally couples the output shaft 146 to the third gear 152.

[0047] In the second operating mode of the first transmission 300, the second power path 306 is from the second gear 132 to the second backing gear 142, from the second backing gear 142 to the fourth gear 154, and from the fourth gear 154 to the output shaft 146. In the second mode, the mesh formed between the second backing gear 142 and the second gear 132 is in an active state, and the mesh formed between the fourth gear 154 and the second backing gear 142 is in an active state. In the second mode, the second power path 306 passes through the radially aligned gear mesh. In addition, in the second mode, the second clutch 156 rotationally couples the output shaft 146 to the fourth gear 154.

[0048] The third power path 308 shown depicts the flow of power when the parking lock (e.g., the first parking lock mode) is activated. The third power path 308 is represented by a dot-dot-dashed line and an arrow indicating a direction. Operating the first clutch 134 rotationally couples the first gear 130 to the input shaft 122, placing the powertrain in the first parking lock mode. The third power path 308 is from the first gear 130 to the first liner gear 140, from the first liner gear 140 to the liner gear 136, and from the liner gear 136 to the second liner gear 142. When the mesh formed between the second gear 132 and the second liner gear 142 is active, the powertrain is locked or four-shifted.

[0049] The first controller 362 may be similar to the reference Figure 1 The controller 162 described above. For example, the first controller 362 can be included in the control system 160 together with the sensors 168, actuators 170, etc. described above. In one example, the first controller 362 can include instructions that, when executed by the first controller 362, cause the first controller 362 to operate the second clutch 156 to shift between two discrete gear ratios (e.g., a first operating mode and a second operating mode) based on one or more operating conditions. In addition, the instructions can also cause the first controller 362 to operate the first clutch 134 to couple the first gear 130 to the input shaft 122 based on one or more operating conditions. For example, the one or more operating conditions can include vehicle operating conditions, such as input device positions (e.g., shift lever positions, accelerator pedal positions, etc.), clutch configurations, vehicle speeds, vehicle loads, transmission loads, motor speeds, ambient temperatures, etc.

[0050] In this way, the first transmission 300 provides a two-speed transmission with a parking lock function by shifting between the first operating mode and the second operating mode using the first clutch and engaging the first parking lock mode using the second clutch.

[0051] Figure 4 A system 401 with a transmission system 403 is depicted, the transmission system 403 including a second transmission 400 and a second controller 462. The second transmission 400 may be coupled to Figure 2 The second transmission 400 may be the same or similar to the second transmission described in reference table 200. Figure 1 The components of the transmission 104 of the system 100 are constructed. The components in the second transmission 400 that are the same as those in the transmission 104 are numbered the same and are not reintroduced.

[0052] The second transmission 400 is a two-speed transmission having a first clutch for shifting between two speeds and a second clutch for engaging a parking lock or parking brake function. In this example, the first clutch 134 can shift between a second operating mode (e.g., a discrete gear ratio that is the same as the second operating mode described with reference to the first transmission 300) and a fourth operating mode by selectively engaging one of the first gear 130 and the second gear 132 in the first pair of gears 126. The fourth gear 154 of the second pair of gears 148 is fixed to the output shaft 146. In this example, the second spline 402 mechanically connects the fourth gear 154 to the output shaft 146, but other methods may also be used. The third gear 152 can be on a bearing (e.g. Figure 1 The parking lock can be rotated by operating the second clutch 156 to couple the third gear 152 with the output shaft 146.

[0053] The first power path 404 and the second power path 406 in the figure describe the second operating mode and the fourth operating mode, respectively. The shared movement path 405 of the first power path 404 and the second power path 406 is represented by a thicker line and an arrow indicating the direction. Where the first power path 404 deviates from the shared movement path 405, the first power path 404 is represented by a dashed line and an arrow indicating the direction. When the second power path 406 deviates from the shared movement path 405, the second power path 406 is indicated by a dashed line and an arrow indicating the direction. In each mode, the power path is from the output shaft 108 of the motor 106 to the shaft 110, from the shaft 110 to the gear 114, from the gear 114 to the gear 116, from the shaft 118 through one of the mechanical couplings 125 to the shaft 124, and from the shaft 124 through one of the mechanical couplings 125 to the input shaft 122. Furthermore, in each mode, the power path flows through the second level shaft gear 142 to the fourth level shaft gear 154 , from the fourth level shaft gear 154 to the output shaft 146 , from the output shaft 146 to the gear 159 , and then from the gear 159 to the gear 158 .

[0054] Similar to the first transmission 300, in the second operating mode of the second transmission 400, the first power path 404 is from the input shaft 122 to the second gear 132, from the second gear 132 to the second backing gear 142, from the second backing gear 142 to the fourth gear 154, and then from the fourth gear 154 to the output shaft 146. In addition, in the second mode, the first clutch 134 rotationally couples the input shaft 122 to the second gear 132 in the second transmission 400.

[0055] In a fourth operating mode of the second transmission 400, a second power path 406 is from the input shaft 122 to the first gear 130, from the first gear 130 to the first backshaft gear 140, from the first backshaft gear 140 to the backshaft 136, from the backshaft 136 to the second backshaft gear 142, from the second backshaft gear 142 to the fourth gear 154, and from the fourth gear 154 to the output shaft 146. The second power path 406 passes through the backshaft 136 from the first backshaft gear 140 to the second backshaft gear 142. The power path passes through the airflow longitudinally across the backshaft (along an axis parallel to the Y axis). In the fourth mode, the first clutch 134 rotationally couples the input shaft 122 to the first gear 130.

[0056] The third power path 408 in the figure describes the power flow when the parking lock (e.g., the second parking lock mode) is activated. The third power path 408 is represented by a dot-dot-dashed line and an arrow indicating the direction. The second clutch 156 is operated to rotationally couple the third gear 152 to the output shaft 146, so that the powertrain enters the second parking lock mode. The third power path 408 is from the first guide gear 140 to the third gear 152. Since the meshing formed between the fourth gear 154 and the second liner gear 142 is active, the powertrain is locked or four-gear locked.

[0057] The second controller 462 can be similar to the reference Figure 1 The controller 162 described above. For example, the second controller 462 can be included in the control system 160 together with the sensor 168, actuator 170, etc. described above. In one example, the second controller 462 can include instructions, and when the second controller 462 executes these instructions, the instructions cause the second controller 462 to operate the first clutch 134 according to one or more operating conditions to shift between two discrete gear ratios (e.g., the second operating mode and the fourth operating mode). In addition, the instructions can also cause the second controller 462 to operate the second clutch 156 to connect the third gear 152 to the output shaft 146 according to one or more operating conditions.

[0058] In this way, the second transmission 400 provides a two-speed transmission with a parking lock function by switching between the second operation mode and the fourth operation mode using the second clutch and engaging the second parking lock mode using the first clutch.

[0059] Figure 5 A system 501 with a transmission system 503 is depicted, the transmission system 503 including a third transmission 500 and a third controller 562. The third transmission 500 may be coupled to Figure 2 The third transmission 500 may be the same or similar to the third transmission described in reference table 200. Figure 1The components of the transmission 104 of the system 100 are constructed as follows. The components in the third transmission 500 that are the same as those in the transmission 104 are numbered the same and are not reintroduced.

[0060] The third transmission 500 is a two-speed transmission having a first clutch for shifting between two speeds and a second clutch for engaging a parking lock or parking brake function. In this example, the first clutch 134 can shift between a first operating mode (e.g., the same discrete gear ratio as the first operating mode described with reference to the first transmission 300) and a third operating mode by selectively engaging one of the first gear 130 and the second gear 132 in the first pair of gears 126. The third gear 152 of the second pair of gears 148 is fixed to the output shaft 146. In this example, the third spline 502 mechanically connects the third gear 152 to the output shaft 146, but other methods may also be used. The fourth gear 154 can be mounted on a bearing (e.g. Figure 1 The parking lock can be rotated freely on the fourth bearing 157 in the output shaft 146 by operating the second clutch 156.

[0061] The first power path 504 and the second power path 506 in the figure describe the first operating mode and the third operating mode, respectively. The shared movement path 505 of the first power path 504 and the second power path 506 is represented by a thicker line and an arrow indicating a direction. When the first power path 504 deviates from the shared movement path 505, the first power path 504 is represented by a dashed line and an arrow indicating a direction. Where the second power path 506 deviates from the shared movement path 505, the second power path 506 is represented by a dashed line and an arrow indicating a direction. In each mode, the power path is from the output shaft 108 of the motor 106 to the shaft 110, from the shaft 110 to the gear 114, from the gear 114 to the gear 116, from the shaft 118 through one of the mechanical couplings 125 to the shaft 124, and from the shaft 124 through one of the mechanical couplings 125 to the input shaft 122. In addition, in each mode, the power path flows through the output shaft 146 to the gear 159, and then from the gear 159 to the gear 158.

[0062] Similar to the first transmission 300, in the first operating mode of the third transmission 500, the first power path 504 is from the input shaft 122 to the second gear 132, from the second gear 132 to the second backshaft gear 142, from the second backshaft gear 142 to the backshaft 136, from the backshaft 136 to the first backshaft gear 140, from the first backshaft gear 140 to the third gear 152, and from the third gear 152 to the output shaft 146. In addition, in the first mode, the first clutch 134 rotationally couples the input shaft 122 to the second gear 132.

[0063] In the third operating mode of the third transmission 500, the second power path 506 is from the input shaft 122 to the first gear 130, from the first gear 130 to the first backing gear 140, from the first backing gear 140 to the third gear 152, and from the third gear 152 to the output shaft 146. In the third mode, the first clutch 134 rotationally couples the input shaft 122 to the first gear 130. Again, the power path through the three parallel shafts passes through the radially aligned gear meshes, similar to the second mode.

[0064] The third power path 508 in the figure describes the power flow when the parking lock (e.g., the third parking lock mode) is activated. The third power path 508 is represented by a dot-dot-dashed line and an arrow indicating the direction. Operating the second clutch 156 to rotationally couple the fourth gear 154 to the output shaft 146 causes the powertrain to enter the third parking lock mode. The third power path 508 is from the second liner gear 142 to the fourth gear 154. Since the meshing formed between the third gear 152 and the first liner gear 140 is active, the powertrain is locked or four-gear locked.

[0065] The third controller 562 can be similar to the reference Figure 1 The controller 162 described above. For example, the third controller 562 can be included in the control system 160 together with the sensor 168, actuator 170, etc. described above. In one example, the third controller 562 can include instructions, and when the third controller 562 executes these instructions, the instructions can cause the third controller 562 to operate the first clutch 134 according to one or more operating conditions to shift between two discrete gear ratios (e.g., a first operating mode and a third operating mode). In addition, the instructions can cause the third controller 562 to operate the second clutch 156 according to one or more operating conditions to connect the fourth gear 154 to the output shaft 146.

[0066] In this way, the third transmission 500 provides a two-speed transmission with a parking lock function by shifting between the first operation mode and the third operation mode using the first clutch and engaging the third parking lock mode using the second clutch.

[0067] Figure 6 A system 601 with a transmission system 603 is depicted, the transmission system 603 including a fourth transmission 600 and a fourth controller 662. The fourth transmission 600 may be coupled to Figure 2 The fourth transmission 600 may be the same or similar to the fourth transmission described with reference to Table 200. Figure 1 The components of the transmission 104 of the system 100 are constructed as follows. The components in the fourth transmission 600 that are the same as those in the transmission 104 are numbered the same and are not reintroduced.

[0068] The fourth transmission 600 is a two-speed transmission having a first clutch for shifting between two speeds and a second clutch for engaging a parking lock or parking brake function. In this example, the second clutch 156 can shift between a third operating mode (e.g., the same discrete gear ratio as the third operating mode described with reference to the third transmission 500) and a fourth operating mode (e.g., the same discrete gear ratio as the fourth operating mode described with reference to the second transmission 400) by selectively engaging one of the third gear 152 and the fourth gear 154 of the second pair of gears 148. The first gear 130 of the first pair of gears 126 is mechanically coupled to the input shaft 122 via the fourth gear ratchet 602, but other methods may also be used. The second gear 132 can be in a bearing (e.g. Figure 1 The parking lock can be rotated by operating the first clutch 134 to couple the second gear 132 with the input shaft 122.

[0069] The first power path 604 and the second power path 606 in the figure describe the third operating mode and the fourth operating mode, respectively. The shared movement path 605 of the first power path 604 and the second power path 606 is represented by a thicker line and an arrow indicating the direction. Where the first power path 604 deviates from the shared movement path 605, the first power path 604 is represented by a dashed line and an arrow indicating the direction. Where the second power path 606 deviates from the shared movement path 605, the second power path 606 is represented by a dashed line and an arrow indicating the direction. In each mode, the power path is from the output shaft 108 of the motor 106 to the shaft 110, from the shaft 110 to the gear 114, from the gear 114 to the gear 116, from the shaft 118 to the shaft 124 through one of the mechanical couplings 125, from the shaft 124 to the input shaft 122 through one of the mechanical couplings 125, and from the input shaft 122 to the first gear 130. However, as previously described, in other embodiments, the motor 106 can be directly connected to the shaft 118 or the input shaft 122. In addition, in each operating mode, the power path flows through the output shaft 146 to the gear 159, and then flows from the gear 159 to the gear 158. Subsequently, the power path can reach the drive wheels through the differential and the axle shaft.

[0070] Similar to the third transmission 500, in the third operating mode of the fourth transmission 600, the first power path 604 is from the first gear 130 to the first liner gear 140, from the first liner gear 140 to the third gear 152, and from the third gear 152 to the output shaft 146. In the third mode, the second clutch 156 rotationally couples the output shaft 146 to the third gear 152. Again, the power path through the three parallel shafts is through radially aligned gear meshes, similar to the second mode.

[0071] Similar to the second transmission 400, in the fourth operating mode of the fourth transmission 600, the second power path 606 moves from the first gear 130 to the first backshaft gear 140, from the first backshaft gear 140 to the backshaft 136, from the backshaft 136 to the second backshaft gear 142, from the second backshaft gear 142 to the fourth gear 154, and from the fourth gear 154 to the output shaft 146. The second power path 606 passes through the backshaft 136 from the first backshaft gear 140 to the second backshaft gear 142. In the fourth mode, the second clutch 156 rotationally couples the output shaft 146 to the fourth gear 154.

[0072] The third power path 608 in the figure describes the power flow when the parking lock (e.g., the fourth parking lock mode) is activated. The third power path 608 is represented by a dot-dot-dashed line and an arrow indicating the direction. Operating the first clutch 134 to rotationally couple the second gear 132 to the input shaft 122 causes the powertrain to enter the fourth parking lock mode. The third power path 608 is from the second gear 132 to the second liner gear 142, from the second liner gear 142 to the liner shaft 136, and from the liner shaft 136 to the first liner gear 140. When the meshing formed between the first gear 130 and the first liner gear 140 is active, the powertrain is locked.

[0073] The fourth controller 662 can be similar to the reference Figure 1 The controller 162 described above. For example, the fourth controller 662 can be included in the control system 160 together with the sensors 168, actuators 170, etc. described above. In one example, the fourth controller 662 can include instructions, and when the fourth controller 662 executes these instructions, the instructions can cause the fourth controller 662 to operate the second clutch 156 to shift between two discrete gear ratios (e.g., a third operating mode and a fourth operating mode) according to one or more operating conditions. In addition, the instructions can also cause the fourth controller 662 to operate the first clutch 134 to couple the second gear 132 to the input shaft 122 according to one or more operating conditions. For example, the one or more operating conditions can include vehicle operating conditions, such as input device positions (e.g., shift lever positions, accelerator pedal positions, etc.), clutch configurations, vehicle speeds, vehicle loads, transmission loads, motor speeds, ambient temperatures, etc.

[0074] In this way, the fourth transmission 600 provides a two-speed transmission with a parking lock function by shifting between the third operation mode and the fourth operation mode using the second clutch and engaging the fourth parking lock mode using the first clutch.

[0075] Figure 7A transmission series 700 is shown. In one example, the transmission series includes a first transmission 702, a second transmission 704, a third transmission 706, a fourth transmission 708, and a fifth transmission series 710. In one example, the transmission series 700 can be compared to the reference Figure 2-6 In one example, the transmission series 700 may include reference Figure 1 The multi-speed dual clutch transmission.

[0076] In one example, the first transmission 702 can be connected to the reference Figure 3 The first transmission 702 may be the same or similar to the first transmission 300 described. For example, the first transmission 702 may have a first clutch that is a shift clutch for shifting between a first speed and a second speed, and a second clutch that is a parking lock clutch for selectively engaging a parking lock function.

[0077] The second transmission 704 can be connected with the reference Figure 4 The second transmission 704 may be the same or similar to the second transmission 400 described above. For example, the second transmission 704 may use the second clutch as a shift clutch to shift between the second speed and the fourth speed, and use the first clutch as a parking lock clutch to selectively engage the parking lock function. The third transmission 706 may be the same as the reference transmission 400. Figure 5 The third transmission 706 is the same or similar to the third transmission 500 described above. For example, the third transmission 706 uses the second clutch as a shift clutch to shift between the first speed and the third speed, and uses the first clutch as a parking lock clutch to selectively engage the parking lock function. The fourth transmission 708 can be the same as the reference transmission 500. Figure 6 The fourth transmission 600 described above is the same or similar. For example, the fourth transmission 708 can use the first clutch as a shift clutch to shift between the third speed and the fourth speed, and use the second clutch as a parking lock clutch to selectively engage the parking lock function. The fifth transmission 710 can be the same or similar to the transmission 104. For example, the fifth transmission 710 can use the first clutch and the second clutch to shift between four actual speeds or three available speeds.

[0078] Figure 8 An example of a method 800 for operating a transmission train is shown. The method 800 is similar to Figure 2-7 The operation of the transmission in the transmission series shown corresponds specifically to the operation of the transmission in the vehicle. In the example, the method 800 corresponds to the operation of the transmission in the vehicle. However, in other examples, the method 800 can be implemented by other suitable transmissions and other suitable applications. In addition, as previously described, the method 800 can be implemented by a controller including a processor and a memory.

[0079] At 802, the method includes determining operating conditions. The operating conditions may include the layout of the transmission, for example, including which clutch is a shift clutch (e.g., the first clutch 134 or the second clutch 156), which clutch is a parking lock clutch (e.g., the first clutch 134 or the second clutch 156), and which gear is engaged with the parking lock (e.g., the first gear 130, the second gear 132, the third gear 152, or the fourth gear 154). The operating conditions may include input device positions (e.g., shift lever position, accelerator pedal position, etc.), clutch configuration, vehicle speed, vehicle load, transmission load, motor speed, ambient temperature, etc. The operating conditions may be determined by sensor input, modeling, lookup tables, and / or other suitable techniques.

[0080] At 804, the method determines whether a gear shift is required. This determination can be performed automatically based on motor speed, accelerator pedal position, brake pedal position, vehicle speed, vehicle load, etc. Alternatively, this determination can also be performed based on the operator's interaction with the gear selector.

[0081] If a gear shift is not required, the method proceeds to 806. At 806, the method determines whether the parking lock needs to be engaged. This determination may be performed automatically based on motor speed, accelerator pedal position, brake pedal position, vehicle speed, etc. Alternatively, this determination may be performed based on operator interaction with a parking selector.

[0082] If engaging the parking lock is not desired, the method includes maintaining the current transmission operating strategy at 808. For example, the transmission may remain in the current operating gear, so the clutch remains in the current position.

[0083] If the parking lock needs to be engaged, the method includes adjusting the parking lock clutch to couple the parking lock gear with the fixed gear at 818. In one example, the parking lock gear can be a coaxial gear arranged opposite the fixed gear. The parking lock clutch can be a coaxial clutch located between the fixed gear and the parking lock gear. In one example, the fixed gear can be the second gear 132, the parking lock gear can be the first gear 130, and the parking lock clutch can be the first clutch 134. In such an example, the method includes adjusting the first clutch 134 to couple the first gear 130 with the input shaft 122. In a second example, the fixed gear can be the fourth gear 154, the parking lock gear can be the third gear 152, and the parking lock clutch can be the second clutch 156. In such an example, the method includes adjusting the second clutch 156 to couple the third gear 152 with the output shaft 146.

[0084] On the other hand, if a gear shift is required at 804, the method determines whether a shift to first gear is required at 810. In one example, depending on the layout of the transmission, the first gear may be the higher gear ratio of the two speeds of the transmission. For example, the first gear may be a reference gear. Figure 2 One of the first operating mode, the second operating mode and the third operating mode. This determination can be performed automatically based on the motor speed, the accelerator pedal position, the brake pedal position, the vehicle speed, the vehicle load, etc. Alternatively, this determination can also be performed based on the operator's interaction with the gear selector.

[0085] If a shift to first gear is desired at 810, then at 812, the method includes adjusting the shift clutch to engage first gear and disengage second gear. In one example, if shifting from the second mode to the first mode, the method includes adjusting the second clutch 156 to engage the third gear 152 and disengage the fourth gear 154. In a second example, if shifting from the fourth mode to the second mode, the method includes adjusting the first clutch 134 to engage the second gear 132 and disengage the first gear 130.

[0086] On the other hand, if a shift to first gear is not required at 810, the method may determine whether a shift to second gear is required at 814. In one example, depending on the layout of the transmission, second gear may be the lower gear ratio of the two speeds of the transmission. For example, second gear may be a reference gear ratio. Figure 2 One of the second operating mode, the third operating mode and the fourth operating mode. This determination can be performed automatically based on the motor speed, the accelerator pedal position, the brake pedal position, the vehicle speed, the vehicle load, etc. Alternatively, this determination can also be performed based on the operator's interaction with the gear selector.

[0087] At 816, the method includes adjusting the shift clutch to engage the second gear and disengage the first gear. In one example, if shifting from the first mode to the second mode, the method includes adjusting the second clutch 156 to engage the fourth gear 154 and disengage the third gear 152. In a second example, if shifting from the second mode to the fourth mode, the method includes adjusting the first clutch 134 to engage the first gear 130 and disengage the second gear 132.

[0088] This allows a common set of transmission hardware to be used to provide a range of gear ratios and parking brakes or parking locks, thereby providing a modular electric powertrain solution that supports a variety of vehicle applications and stakeholders. The series transmission can be efficiently and reliably built with a common set of transmission hardware, avoiding some of the challenges associated with more complex solutions, such as adding an external parking brake or integrating an additional clutch. The technical effect of the series transmission described in this article is the addition of a parking brake to a compact multi-speed transmission.

[0089] Figure 1 and Figure 3-6 An example configuration of relative positioning of various elements 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 may be referred to as direct contact or direct coupling, respectively. Similarly, at least in one example, elements that are shown as adjacent or adjacent to each other may be adjacent or adjacent to each other, respectively. For example, elements that are in face-to-face contact with each other may be referred to as face-to-face contact elements. Another example is that, at least in one example, elements are placed separately from each other, with only space in the middle and no other elements, which may be referred to as being placed separately from each other. For example, relative to each other, elements displayed above / below each other, relative to both sides of each other, or relative to the left / right side of each other may be referred to as such elements. In addition, as shown in the figure, in at least one example, the topmost element or element point may be referred to as the "top" of the element, and the bottommost element or element point may be referred to as the "bottom" of the element. As used herein, up / down, up / down, up / down may 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 the elements depicted in the figures may be referred to as having these shapes (e.g., circular, linear, planar, curved, rounded, chamfered, beveled, or the like). In addition, in one example, elements that are coaxial with each other may be referred to as coaxial elements. In addition, at least in one example, elements that are shown intersecting with each other may be referred to as intersecting elements or intersecting with each other. In addition, in one example, elements that are displayed within another element or displayed outside another element may be referred to as intersecting elements. In other examples, elements that are offset from each other may also be referred to as "offset elements."

[0090] The present disclosure also provides support for a series of transmissions, which include a first transmission and a second transmission, each of which includes an input shaft with a first pair of gears on the input shaft; a first clutch, which is located between the first pair of gears and is designed to selectively rotationally couple at least one of the first gear and the second gear in the first pair of gears to the input shaft, a bushing with a second pair of gears fixedly connected thereto, an output shaft with a third pair of gears located thereon, and a second clutch located between the third pair of gears and is designed to selectively rotationally couple at least one of the third gear and the fourth gear in the third pair of gears to the output shaft, wherein the first transmission fixes the second gear in the first pair of gears on the input shaft, and the first clutch selectively couples the first gear in the first pair of gears to the input shaft to achieve a parking lock function; the second transmission fixes the fourth gear in the third pair of gears on the output shaft, and the second clutch selectively couples the third gear in the third pair of gears to the output shaft to achieve a parking lock function. In a first example of the system, the third gear of the third pair of gears of the third transmission is fixed on the output shaft, and the second clutch selectively couples the fourth gear of the third pair of gears to the output shaft to achieve a parking lock function. In a second example of the system, the first example can be optionally included, the fourth transmission fixes the first gear of the first pair of gears on the input shaft, and the first clutch selectively couples the second gear of the first pair of gears to the input shaft to achieve a parking lock function. In a third example of the system, one or both of the first and second examples can be optionally included, and the system further includes: a first controller of the first transmission, including instructions, which, when executed by the first controller, cause the first controller to: operate the second clutch to shift between two discontinuous gear ratios according to one or more operating conditions, and operate the first clutch to couple the first gear to the input shaft according to one or more operating conditions. In a fourth example of the system, optionally including one or more or each of the first to third examples, the system further includes: a second controller for a second transmission, including instructions, when the instructions are executed by the second controller, causing the second controller to: operate one of the first clutches to shift between two discrete gear ratios according to one or more operating conditions, and operate one of the second clutches to couple the third gear to the output shaft according to one or more operating conditions. In a fifth example of the system, optionally including one or more or each of the first to fourth examples, the system further includes: a third controller, including instructions, when the instructions are executed by the third controller, causing the third controller to: operate the first clutch to shift between two discrete gear ratios according to one or more operating conditions, and operate the second clutch to couple the fourth gear to the output shaft according to one or more operating conditions.In a sixth example of the system, optionally including one or more or each of the first to fifth examples, the system further includes: a fourth controller, including instructions, when the instructions are executed by the fourth controller, the fourth controller: according to one or more operating conditions, operate the second clutch to shift between two discrete gear ratios, and according to one or more operating conditions, operate the first clutch to couple the second gear to the input shaft. In a seventh example of the system, optionally including one or more or each of the first to sixth examples, the pitch diameter of one of the first gear and the second gear in the first pair of gears is greater than the pitch diameter of the radially aligned meshing gears included in the second pair of gears on the carriage. In an eighth example of the system, optionally including one or more or each of the first to seventh examples, the input shaft is rotationally coupled to the motor. In a ninth example of the system, optionally including one or more or each of the first to eighth examples, the first pair of gears, the second pair of gears, and the third pair of gears are all helical gears. In a tenth example of the system, optionally including one or more or each of the first to ninth examples, the first clutch and the second clutch are dog clutches or synchronizers.

[0091] The present disclosure also provides support for a method of operating a transmission, the method comprising operating one of a first clutch and a second clutch to switch between two operating modes of the transmission, and operating one of the first clutch and the second clutch to engage a parking lock, wherein the first clutch is located on an input shaft between a first pair of gears and is designed to selectively rotationally couple at least one of a first gear and a second gear in the first pair of gears to the input shaft, wherein a liner shaft of a second pair of gears with a fixed rotational coupling is located between the input shaft and an output shaft, and the second clutch is located on an output shaft between a third pair of gears and is designed to selectively rotationally couple at least one of a third gear and a fourth gear in the third pair of gears to the output shaft. In a first example of the method, in a first transmission, the second gear in the first pair of gears is fixed on the input shaft, operating one of the first clutch and the second clutch to shift between two operating modes in the transmission includes operating only the second clutch to shift between the first operating mode and the second operating mode in the transmission, and operating one of the first clutch and the second clutch to engage the parking lock includes operating only the first clutch to engage the parking lock. In a second example of the method, the first example may be optionally included, in the second transmission, the fourth gear of the third pair of gears is fixed on the output shaft, operating one of the first clutch and the second clutch to shift between two working modes in the transmission includes operating only the first clutch to shift between the first working mode and the fourth working mode in the transmission, and operating one of the first clutch and the second clutch to engage the parking lock includes operating only the second clutch to engage the parking lock. In a third embodiment of the method, one or both of the first and second embodiments may be optionally included, in the third transmission, the third gear of the third pair of gears is fixed on the output shaft, operating one of the first clutch and the second clutch to shift between two working modes in the transmission includes operating only the first clutch to shift between the first working mode and the third working mode in the transmission, and operating one of the first clutch and the second clutch to engage the parking lock includes operating only the second clutch to engage the parking lock. In a fourth embodiment of the method, optionally including one or more or each of the first to third embodiments, in a fourth transmission, the first gear of the first pair of gears is fixed to the input shaft, operating one of the first clutch and the second clutch to shift between two operating modes in the transmission includes operating only the second clutch to shift between the third operating mode and the fourth operating mode in the transmission, and operating one of the first clutch and the second clutch to engage the parking lock includes operating only the first clutch to engage the parking lock.

[0092] The present disclosure also provides support for a system, the system including an electric motor, an input shaft rotationally coupled to the electric motor, a first clutch designed to selectively rotationally couple at least one of a first gear and a second gear in a first pair of gears to the input shaft, wherein the first pair of gears and the input shaft are coaxial, a bushing with a second pair of gears fixedly coupled thereto and meshing with the first pair of gears, an output shaft coaxial with a third pair of gears and arranged parallel to the input shaft and the bushing, wherein the third pair of gears meshes with the second pair of gears, and a second clutch designed to selectively rotationally couple at least one of the third pair of gears to the input shaft, wherein the third pair of gears meshes with the second pair of gears, wherein the third pair of gears meshes with the second pair of gears, the second clutch designed to selectively rotationally couple at least one of a third gear and a fourth gear in the third pair of gears to the output shaft, wherein one of the first gear, the second gear, the third gear, and the fourth gear is fixed to a corresponding shaft, and the clutch corresponding to the fixed gear selectively engages a parking lock. In a first example of the system, the system further includes: a controller including instructions that, when executed by the controller, cause the controller to: operate one of the first clutch and the second clutch to shift between two discrete gear ratios based on one or more operating conditions, and operate one of the first clutch and the second clutch to couple a coaxial gear opposite to the fixed gear to a corresponding shaft based on one or more operating conditions. In a second example of the system, optionally including the first example, the motor is axially offset from the output shaft. In a third example of the system, optionally including one or both of the first and second examples, the first pair of gears, the second pair of gears, and the third pair of gears are all helical gears.

[0093] In another formulation, a series of transmissions are provided, including a first transmission and a second transmission, each of which includes an input shaft having a first pair of gears on the input shaft; a first clutch located between the first pair of gears and used to selectively rotationally couple at least one of the first gear and the second gear in the first pair of gears to the input shaft; a backing shaft having the second pair of gears fixedly coupled thereto; an output shaft having a third pair of gears on the output shaft; and a second clutch located between the third pair of gears and designed to selectively rotationally couple at least one of the third gear and the fourth gear in the third pair of gears to the output shaft, wherein one of the first gear and the second gear of the first transmission is fixed to the input shaft, and the first clutch selectively engages the parking brake; one of the third gear and the fourth gear in the third pair of gears of the second transmission is fixed to the output shaft, and the second clutch selectively engages the parking brake.

[0094] Please note that the control and estimation routine examples contained herein can be used in various powertrain, electric drive 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 combined with an electronic controller, various sensors, actuators and other transmission and / or vehicle hardware. Therefore, the actions, operations and / or functions described can graphically represent the code to be programmed into the non-transitory memory of a computer-readable storage medium in a vehicle and / or transmission system control system. In addition, some methods may be physical operations taken in the real world to change the state of a device. 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, can be performed in parallel, or omitted in some cases. Similarly, the processing order is not necessarily required to achieve the features and advantages of the examples described herein, but is only for ease of illustration and description. Depending on the specific strategy used, one or more of the actions, operations and / or functions described can be repeated. If necessary, one or more method steps described herein can be omitted.

[0095] Although various embodiments are described above, it should be understood that these embodiments are examples rather than limitations. It is obvious to those familiar with the relevant technology that the disclosed subject matter can be embodied in other specific forms without departing from the spirit of the subject matter. Therefore, the above embodiments should be regarded as illustrative in all aspects, rather than restrictive. Therefore, the configurations and routines disclosed herein are exemplary in nature, and these specific examples should not be regarded as restrictive because there can be many changes. For example, the above technology can be applied to power systems containing different types of propulsion sources, including different types of electric motors, internal combustion engines and / or transmissions. The technology can be used alone or in combination with other powertrain systems, for example, not limited to tandem axles, electric tag axles, P4 axles, hybrid electric vehicles (HEV), BEV, agriculture, ships, motorcycles, recreational vehicles, and mechanical and propulsion systems of road and off-road vehicles. 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 characteristics disclosed herein.

[0096] As used herein, the term "approximately" should be understood to mean a range of plus or minus 5%, unless otherwise specified.

[0097] 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 transmission system, characterized in that: include first transmission; Second transmission; Each transmission includes: Input shaft, with the first pair of gears on it; a first clutch disposed between the first pair of gears, the first clutch selectively rotationally coupling at least one of a first gear and a second gear of the first pair of gears to the input shaft; a bushing shaft with a second pair of gears, the second pair of gears being fixed to the bushing shaft; an output shaft having a third pair of gears thereon; and a second clutch located between the third pair of gears, the second clutch selectively rotationally coupling at least one of the third gear and the fourth gear in the third pair of gears to the output shaft, wherein the first transmission fixes the second gear of the first pair of gears on the input shaft, and the first clutch selectively couples the first gear of the first pair of gears with the input shaft to achieve a parking lock function, and The second transmission fixes the fourth gear of the third pair of gears on the output shaft, and the second clutch selectively couples the third gear of the third pair of gears to the output shaft to achieve a parking lock function.

2. The transmission system according to claim 1, characterized in that: The third transmission fixes the third gear of the third pair of gears on the output shaft, and the second clutch selectively couples the fourth gear of the third pair of gears to the output shaft to achieve a parking lock function.

3. The transmission system according to claim 1, characterized in that: The fourth transmission fixes the first gear of the first pair of gears to the input shaft, and the first clutch selectively couples the second gear of the first pair of gears to the input shaft to achieve a parking lock function.

4. The transmission system according to claim 1, characterized in that: Further comprising a first controller for the first transmission, the first controller comprising instructions that, when executed, cause the first controller to: operating the second clutch to shift between two discrete gear ratios based on one or more operating conditions, and The first clutch is operated to couple the first gear to the input shaft based on one or more operating conditions.

5. The transmission system according to claim 1, characterized in that: further comprising a second controller for the second transmission, the second controller comprising instructions that, when executed, cause the second controller to: operating one of the first clutches to shift between two discrete gear ratios based on one or more operating conditions, and One of the second clutches is operated to couple the third gear to the output shaft based on one or more operating conditions.

6. The transmission system according to claim 2, characterized in that: Further comprising a third controller, comprising instructions, which when executed, cause the third controller to: operating the first clutch to shift between two discrete gear ratios based on one or more operating conditions, and The second clutch is operated to couple the fourth gear to the output shaft based on one or more operating conditions.

7. The transmission system according to claim 3, characterized in that: The device further comprises a fourth controller, the fourth controller comprising instructions which, when executed, cause the fourth controller to: operating the second clutch to shift between two discrete gear ratios based on one or more operating conditions, and The first clutch is operated to couple the second gear to the input shaft based on one or more operating conditions.

8. The transmission system according to claim 1, characterized in that: The pitch diameter of one of the first gear and the second gear in the first pair of gears is greater than the pitch diameter of the radially aligned meshing gear included in the second pair of gears fixed to the bushing.

9. The transmission system according to claim 1, characterized in that: The input shaft is rotationally connected to the electric motor.

10. The transmission system according to claim 1, characterized in that: The first pair of gears, the second pair of gears and the third pair of gears are all helical gears.

11. The transmission system according to claim 1, characterized in that: The first clutch and the second clutch are dog clutches or synchronizers.

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