Multi-speed gearbox and power system

Abstract

The utility model relates to a multi-speed gearbox and a power system. In one example, a multi-speed transmission includes an input portion comprised of a plurality of input reduction gear sets, an intermediate portion comprised of a plurality of clutches and gears configured to produce different speeds, and an output portion comprised of a high speed clutch and a low speed clutch, where each portion is disposed in a transmission housing, wherein the layout of each part is a short-fall layout, a first distance is formed between an input shaft of the input part and an output shaft of the output part, or the layout of each part is a long-fall layout, a second distance is formed between the input shaft and the output shaft, and the second distance is greater than the first distance.

Description

[0001] Cross - Reference to Related Applications

[0002] This application claims priority to U.S. Provisional Application No. 63 / 515,522, filed on July 25, 2023, entitled "SYSTEMS AND METHOD FOR AN ELECTRIC POWERTRAIN". The entire content of the above - mentioned application is incorporated herein by reference. Technical Field

[0003] This description generally relates to a transmission for a vehicle electric powertrain. Background Art

[0004] With the continuous popularization of automotive electrification, automotive components have also been modified to adapt to the new automotive structure. For example, a transmission may require multiple gear trains to accommodate torque transmission from one or more electric motors. Due to the continuous reduction of the packaging space in vehicles, the packaging of multi - gear - train transmissions may pose certain challenges. Summary of the Utility Model

[0005] Therefore, there is a need for a transmission with multiple gear trains and a smaller packaging size. In one example, the above problem can be solved by a multi - speed transmission that includes an input section composed of multiple input reduction gear sets, an intermediate section composed of multiple clutches and gears configured to produce different speeds, and an output section composed of a high - speed clutch and a low - speed clutch. Each section is arranged in a transmission housing. The layout of the sections is a short - drop layout, with a first distance between the input shaft of the input section and the output shaft of the output section, or a long - drop layout, with a second distance between the input shaft and the output shaft, where the second distance is greater than the first distance.

[0006] It should be understood that the above summary is to introduce concepts further described in the detailed description in a simplified form. It is not intended to identify the key or essential features of the claimed subject matter, the scope of which is uniquely determined by the claims that follow the detailed description. Moreover, the claimed subject matter is not limited to embodiments that solve any disadvantages noted in the above or any part of this disclosure. Brief Description of the Drawings

[0007] From the following detailed description, those skilled in the art can easily see the above and other advantages of the present disclosure according to the drawings:

[0008] Figure 1 is a schematic diagram of an exemplary vehicle drawn according to an embodiment of the present disclosure;

[0009] Figure 2 is a first embodiment of a vehicle transmission drawn according to an embodiment of the present disclosure;

[0010] Figure 3 is a second embodiment of a vehicle transmission drawn according to an embodiment of the present disclosure;

[0011] Figure 4 is an embodiment of a transmission housing fabricated according to an embodiment of the present disclosure;

[0012] Figure 5A is an embodiment of a first layout of a transmission according to an embodiment of the present disclosure; and

[0013] Figure 5B is an embodiment of a second layout of a transmission according to an embodiment of the present disclosure. Detailed Description

[0014] The following description relates to a transmission. In one embodiment, the transmission is a multi-speed transmission, as Figure 1 shown. Figure 2 is a first embodiment of a vehicle transmission. Figure 3 is a second embodiment of a vehicle transmission. Figure 4 is an embodiment of a transmission housing. Figure 5A is an embodiment of a first layout of a transmission. Figure 5B is an embodiment of a second layout of a transmission according to an embodiment of the present disclosure

[0015] Figure 1 - 5BShows an example configuration of the relative positioning of various components. If the components shown in the figure are in direct contact or directly coupled to each other, then in at least one example, these components can be referred to as being in direct contact or directly coupled respectively. Similarly, in at least one example, components shown adjacent or contiguous to each other can be adjacent or contiguous to each other respectively. For example, components in face-to-face contact with each other can be referred to as face-to-face contact components. Another example is that in at least one example, components are placed separately from each other with only space in between and no other components, and can be referred to as being placed separately from each other. Also, components shown above / below each other, on opposite sides of each other, or on the left / right side of each other relative to each other can be referred to as such components. Additionally, as shown in the figure, in at least one example, the topmost component or component point can be referred to as the "top" of the component, and the bottommost component or component point can be referred to as the "bottom" of the component. As used herein, up / down, up / down, up / down can be relative to the vertical axis in the figure and are used to describe the positioning of the various elements in the figure relative to each other. Thus, in one example, an element shown above other elements is vertically positioned above the other elements. For another example, the shapes of the elements depicted in the figure can be referred to as having these shapes (e.g., such as circular, straight, planar, curved, round, chamfered, beveled, or similar shapes). Additionally, in at least one example, elements shown intersecting each other can be referred to as intersecting elements or intersecting each other. Further, in one example, an element shown inside another element or shown outside another element can also be referred to as an intersecting element. It is understood that one or more components referred to as "substantially similar and / or identical" differ from each other according to manufacturing tolerances (e.g., within a deviation of 1 - 5%). Figure 4 Shown approximately to scale.

[0016] In one example, the present disclosure provides support for a transmission coupled to at least one electric motor. The transmission can be a multi-speed transmission including an equal number of forward and reverse drive gears. The high / low gear shift at the output of the transmission can reduce the gear ratio difference in other parts of the transmission. In this way, the size range of the gears can be reduced, making the sizes of the gears closer to each other (e.g., the tooth difference between the gears is reduced), thereby achieving lower gear / shaft speeds. This can extend the service life of the gears and shafts and reduce the packaging size of the transmission.

[0017] The transmission can be powered by at least one prime mover. The prime mover can be an electric motor or an internal combustion engine. In one example, the transmission is completely driven by one electric motor. In certain embodiments, the transmission can be retrofitted to be driven by two electric motors without modifying the housing of the transmission.

[0018] In one example, the transmission is a countershaft power shift transmission composed of multiple shafts, gears, clutches, and bearings. The transmission can produce eight different speed ratios.

[0019] The transmission may include a first section, a second section, and a third section. If the transmission obtains power from an electric motor, the first part may include an input reduction gear set. If the transmission is powered by an internal combustion engine, the input reduction gear set may be omitted or modified. In one example, the input reduction gear set may reduce the size of the bearings for supporting the gears and shafts because the rotational speed of the bearings is lower compared to a transmission without the input reduction gear set.

[0020] The second part may include multiple clutches. In one example, the multiple clutches provide four different speeds. The multiple clutches may be arranged on two parallel shafts, and each clutch may include an associated gear. In one example, each of the multiple clutches is a wet clutch.

[0021] The third part may include a high-range clutch and a low-range clutch. These clutches may double the number of speeds, thereby enabling the transmission to produce eight different speeds. The positioning of the high-gear clutch and the low-gear clutch may reduce the gear differential, thereby reducing the packaging size of the transmission.

[0022] In this way, the present disclosure provides support for a transmission including a multi-speed layout, reducing the power load cycling through the transmission, thereby making the component sizes smaller and the component lifetimes longer. The transmission also includes a housing, the configuration of which allows one or more prime movers to supply power to the components of the transmission. The housing also allows the rearrangement of the transmission components therein into a short-drop configuration or a long-drop configuration without changing the housing structure. Thus, the transmission and its housing can be arranged in various different vehicle powertrain structures.

[0023] Now referring to Figure 1 , the vehicle 100 shown in the figure includes a power system 101 and a driveline 103. The powertrain includes a prime mover 106 and a transmission 108. The prime mover 106 may be an internal combustion engine or an electric motor, etc., which provides rotational power to the transmission 108 during operation. The transmission 108 may be any type of transmission, such as a manual transmission, an automatic transmission, or a continuously variable transmission. The transmission 108 receives the rotational power generated by the prime mover 106 as input and outputs rotational power to the driveline 103 according to the selected gear or setting.

[0024] In one example, the prime mover 106 is the first prime mover 106, and the vehicle 100 may further include a second prime mover 107. The first prime mover 106 may be different from the second prime mover 107. For example, the first prime mover 106 may be an electric motor, while the second prime mover 107 may be an internal combustion engine. Additionally, the first prime mover 106 and the second prime mover 107 may both be electric motors or internal combustion engines, but the sizes and / or fuel sources of the first prime mover and the second prime mover may be different. In certain examples, additionally or alternatively, if one of the first prime mover 106 and the second prime mover 107 is an engine, the engine may be configured to combust a variety of fuels, including different amounts of carbon-based fuels and carbon-free fuels.

[0025] Each of the first prime mover 106 and the second prime mover 107 may be connected to an energy storage device. The energy storage device may be a battery, a fuel tank, or other similar devices. The fuel capacity of the energy storage device may be monitored by a sensor or estimated based on the operating conditions of the vehicle. In one example, one or more of the first prime mover 106 and the second prime mover 107 may be configured to supplement the power of the energy storage device during generator operation. In one example, as a supplement or alternative, the first prime mover 106 and the second prime mover 107 may be electric motors that are smaller in size than a single electric motor integrated in a powertrain of a similar configuration.

[0026] The vehicle 100 may be a commercial vehicle, a light, medium, or heavy vehicle, a passenger vehicle, an off-road vehicle, and a sport utility vehicle. Additionally, the vehicle 100 and / or one or more of its components may also be applied to the industrial, locomotive, military, agricultural, and aerospace fields.

[0027] In certain examples, as Figure 1 shown, the powertrain 103 includes a first axle assembly 102 and a second axle assembly 112. The first axle assembly 102 may be configured to drive a first set of wheels 104, and the second axle assembly 112 may be configured to drive a second set of wheels 114. In one example, the first axle assembly 102 is disposed near the front of the vehicle 100 and thus includes a front axle, while the second axle assembly 112 is disposed near the rear of the vehicle 100 and thus includes a rear axle. The powertrain 103 is shown in a four-wheel drive configuration, but other configurations may also be employed. For example, the powertrain 103 may include a front-wheel drive, a rear-wheel drive, or an all-wheel drive configuration. Additionally, the powertrain 103 may also include one or more tandem axle assemblies. Thus, without departing from the scope of the present disclosure, the powertrain 103 may also have other configurations, Figure 1 as shown in the figure is for illustration only and not for limitation. Additionally, the vehicle 100 may also include other wheels that are not connected to the powertrain 103.

[0028] In certain four-wheel drive configurations, as Figure 1As shown, the power transmission system 103 includes a transfer case 110 configured to receive rotational power output from a transmission 108. A first drive shaft 113 is drivingly connected to a first output 111 of the transfer case 110, while a second drive shaft 122 is drivingly connected to a second output 121 of the transfer case 110. The first drive shaft 113 (e.g., a front drive shaft) transmits rotational power from the transfer case 110 to a first differential 116 of a first axle assembly 102 to drive a first set of wheels 104, and the second drive shaft 122 (e.g., a rear drive shaft) transmits rotational power from the transfer case 110 to a second differential 126 of a second axle assembly 112 to drive a second set of wheels 114. For example, the first differential 116 is drivingly coupled to a first set of axle shafts 118 coupled to the first set of wheels 104, and the second differential 126 is drivingly coupled to a second set of axle shafts 128 coupled to the second set of wheels 114. It will be appreciated that each of the first set of shafts 118 and the second set of shafts 128 may be disposed within a housing.

[0029] In some examples, additionally or alternatively, the vehicle 100 may be a hybrid vehicle including an engine and an electric machine, each configured to provide power to one or more of the first axle assembly 102 and the second axle assembly 112. For example, one or both of the first axle assembly 102 and the second axle assembly 112 may be driven by power from the engine in a first operating mode in which the electric machine does not operate to provide power (e.g., engine-only mode); in a second operating mode, driven by power from the electric machine in which the engine does not operate to provide power (e.g., electric-only mode); and in a third operating mode, driven by power from the engine and the electric machine (e.g., electric assist mode). As another example, one or both of the first axle assembly 102 and the second axle assembly 112 may be an electric axle assembly configured to be driven by an integrated electric machine.

[0030] The vehicle 100 may also include a control system 184. The illustrated control system 184 includes a controller 182 that receives information from a plurality of sensors 186 and sends control signals to a plurality of actuators 188. The controller 182 may receive input data from various sensors, process the input data, and trigger the actuators in response to the processed input data according to instructions or code programmed therein corresponding to one or more routines. The plurality of sensors 186 may include speed sensors, temperature sensors, humidity sensors, position sensors, accelerometers, etc. The plurality of actuators 188 may be actuators for one or more valves, motors, and other devices.

[0031] Now referring to Figure 2 , Figure 2 shows a transmission assembly 200. The transmission assembly 200 may be included inFigure 1 in the vehicle 100. In one example, the transmission assembly 200 is Figure 1 a non-limiting example of the transmission 108 in. The transmission assembly 200 can be a multi-speed transmission. In one example, the transmission assembly 200 is a two-speed transmission.

[0032] The axis system shown in the figure includes an x-axis, a y-axis intersecting the normal of the x-axis, and a z-axis intersecting the normals of the x-axis and the y-axis. In one example, the X-axis is parallel to the horizontal direction, the Y-axis is parallel to the vertical axis, and the Z-axis is parallel to the lateral direction.

[0033] The prime mover 202 includes a prime mover shaft 204, on which a first prime mover shaft gear 206 is mounted. The first prime mover shaft gear 206 can mesh with the first gear 208. In one example, the first prime mover shaft gear 206 can rotate according to the rotation of the prime mover shaft 204. The first prime mover shaft gear 206 can be physically coupled to the prime mover shaft 204 and includes teeth that mesh with the teeth of the first gear 208. The first gear 208 can cause the first shaft 210 of the transmission assembly 200 to rotate. In one example, the first prime mover shaft gear 206 and the first gear 208 are included in the first input reduction gear set.

[0034] The second gear 212 can be mounted on the first shaft 210. The second gear 212 can rotate as the first shaft 210 rotates. The second gear 212 can include teeth that mesh (e.g., interlock) with two different gears. The second gear 212 can be connected to a third gear 222 and a fourth gear 232 arranged on different shafts. In one example, the second input reduction gear set can include the second gear 212, the third gear 222, and the fourth gear 232. The first and second input reduction gear sets can reduce the load passing through the transmission assembly 200, which can reduce the required bearing and gear sizes, thereby reducing the package size of the transmission assembly 200. That is, the rotational speed of the prime mover 202 can be reduced by the first and second input reduction gear sets

[0035] The third gear 222 can be mounted on the second shaft 220. The rotation of the third gear 222 can cause the rotation of the second shaft 220. A first clutch 224 and a third clutch 226 can be arranged on the second shaft 220. The first clutch 224 can include a first clutch gear 225, and the third clutch 226 can include a third clutch gear 227. The second shaft 220 can be parallel to the first shaft 210 and the prime mover shaft 204.

[0036] The fourth gear 232 can be mounted on the third shaft 230. The fourth gear 232 can be configured to rotate the third shaft 230. The second clutch 234 and the fourth clutch 236 can be arranged on the third shaft 230. The second clutch 234 can include a second clutch gear 235, and the fourth clutch 236 can include a fourth clutch gear 237. The third shaft 230 can be parallel to each of the second shaft 220, the first shaft 210, and the prime mover shaft 204.

[0037] In one example, the clutches can be activated or deactivated under different conditions to produce different speeds. In one example, only one clutch is in the working state and the other clutches are in the non - working state. When the first clutch 224 is activated, the power from the second shaft 220 drives the first clutch gear 225 to rotate. The first clutch gear 225 can include teeth that interlock with the teeth of the fifth gear 244. When the second clutch 234 is working, the power from the third shaft 230 drives the second clutch gear 235 to rotate. The second clutch gear 235 can include teeth that interlock with the teeth of the fifth gear 244. When the third clutch 226 is working, the power from the second shaft 220 drives the third clutch gear 227 to rotate. The third clutch gear 227 can include teeth that interlock with the teeth of the sixth gear 246. When the fourth clutch 236 is working, the power from the third shaft 230 drives the fourth clutch gear 237 to rotate. The fourth clutch gear 237 can include teeth that interlock with the teeth of the seventh gear 248.

[0038] The fifth gear 244, the sixth gear 246, and the seventh gear 248 can be mounted on the fourth shaft 240. The low - speed clutch 242 can be mounted on the fourth shaft 240. The low - speed clutch 242 can include a low - speed clutch gear 245. The fourth shaft 240 can be rotated by the power transmitted from one of the fifth gear 244, the sixth gear 246, or the seventh gear 248. If the low - speed clutch 242 is in the working state, the low - speed clutch gear 245 can rotate and interlock with the eighth gear 256. If the low - speed clutch 242 is in the non - activated state, the low - speed clutch gear 245 cannot rotate with the fourth shaft 240. The fifth gear 244 can rotate and transmit power to the high - speed clutch gear 254 of the high - speed clutch 252. The high - speed clutch 252 can be mounted on the fifth shaft 250.

[0039] The operations of the high-speed clutch 252 and the low-speed clutch 242 can be coordinated with each other. When one is in an active state, the other is in an inactive state. Thus, if the low-speed clutch 242 is in an active state and the low-speed clutch gear 245 is rotating and transmitting power to the eighth gear 256, then the high-speed clutch 252 may be in an inactive state and the high-speed clutch gear 254 may not rotate with the fifth shaft 250. If the low-speed clutch 242 is not working, the high-speed clutch 252 can work, and the high-speed clutch gear 254 can rotate by the power of the fifth gear 244. The high-speed clutch gear 254 can drive the fifth shaft 250 to rotate, and the fifth shaft 250 drives the eighth gear 256 to rotate. The eighth gear 256 may include teeth that are interlocked with the teeth of an output gear 262 disposed on the output shaft 260. The output gear 262 can rotate the output shaft 260, where a first flange 264 is provided at a first extreme of the output shaft 260, and a second flange 266 is provided at a second extreme of the output shaft 260, and the second extreme is opposite to the first extreme. In one example, the distance between the first flange 264 and the second flange 266 can be less than a determined distance. The determined distance can be based on the width of a gear, such as one of the gears in the transmission assembly 200. Compared with other transmission layouts, the distance between the first flange 264 and the second flange 266 can be reduced because the rotational speeds of the gears and bearings are reduced, so that smaller shafts, gears, and bearings can be installed in the transmission assembly 200. The first flange 264 and the second flange 266 can be connected to different output components, such as wheels, axles, differentials, etc.

[0040] Now look at Figure 3 , which shows the transmission layout 300. The transmission layout 300 can include the entire transmission assembly 200. The transmission layout 300 can further include a second prime mover 302. The second prime mover 302 can be an electric motor or an internal combustion engine. In one example, the first prime mover 202 is an electric motor and the second prime mover 302 is an electric motor. In addition, one of the first prime mover 202 or the second prime mover 302 can be an electric motor and the other can be an internal combustion engine.

[0041] The second prime mover 302 may include a second prime mover shaft 304 on which a second prime mover shaft gear 306 is mounted. The second prime mover 302 can transmit power to the second prime mover shaft 304 and rotate it. The second prime mover shaft gear 306 can rotate with the second prime mover shaft 304. The second prime mover shaft gear 306 may include teeth that are interlocked with the teeth of the first gear 208. Thus, both the first prime mover 202 and the second prime mover 302 can provide power to the first gear 208.

[0042] In the transmission layout 300 and the transmission assembly 200, each of the included shafts can be parallel to each other. In some examples, two or more shafts can be coaxial and share a common axis of rotation.

[0043] Now looking at Figure 4 , the transmission housing 400 is shown in the figure. As Figure 4 shown, the transmission housing 400 can accommodate the transmission assembly 200 or the transmission layout 300 without modifying the shape or size of the transmission housing 400. In this way, a single housing configuration can accommodate a transmission system configured with a single prime mover or multiple prime movers.

[0044] The transmission housing 400 can include a charge pump 402. The charge pump 402 can be mounted on the transmission housing 400. Additionally, the charge pump 402 can also be mounted at a location remote from the transmission housing 400.

[0045] The transmission housing 400 can further include an offset housing 404, which is configured to be coupled to the motor at a position below the highest point of the transmission housing. The offset housing 404 can further include a gear set configured according to the motor speed and the required transmission speed. In one example, the gear set is an input reduction gear set. The offset housing 404 can include two shaft bosses adjacent to each other (e.g., adjacent), and their shapes can receive a prime mover shaft, such as the prime mover shaft 204.

[0046] Now looking at Figure 5A , it shows a long-drop transmission layout 500. The long-drop transmission layout 500 can include a first distance 502 between the first shaft 210 and the output shaft 260. The circles represent the shafts, and the lines between the shafts represent the couplings between the corresponding gears.

[0047] Now looking at Figure 5B , it shows a short-drop transmission layout 550. The short-drop transmission layout 550 can include a second distance 552 between the first shaft 210 and the output shaft 260. The second distance 552 can be less than Figure 5A the first distance 502 of the long-drop transmission layout 500 in

[0048] The present disclosure also provides support for a multi-speed transmission that includes an input section including a plurality of input reduction gear sets; an intermediate section including a plurality of clutches and gears configured to produce different speeds; and an output section including a high-speed clutch and a low-speed clutch, wherein each section is disposed in a transmission housing, and wherein the layout of the sections disposed in the transmission housing is a short-drop layout with a first distance between the input shaft of the input section and the output shaft of the output section, or a long-drop layout with a second distance between the input shaft and the output shaft, wherein the second distance is greater than the first distance. In a first example of the system, a gear of at least one output shaft of a prime mover is coupled to a gear of the plurality of input reduction gear sets. In a second example of the system, optionally including the first example, a plurality of clutches are disposed on parallel shafts. In a third example of the system, optionally including one or both of the first and second examples, the system further includes: a plurality of shafts on which a plurality of clutches and gears are disposed, wherein each of the plurality of shafts is parallel to a single shaft. In a fourth example of the system, optionally including one or more or each of the first through third examples, the transmission housing is configured to receive output shafts from a first motor and a second motor. In a fifth example of the system, optionally including one or more or each of the first through fourth examples, a gear of the output shaft is connected to the same gear. In a sixth example of the system, optionally including one or more or each of the first through fifth examples, the system further includes: a first output flange and a second output flange disposed on an output shaft driven by the high-speed clutch or the low-speed clutch.

[0049] The present disclosure also provides support for a system that includes: an electric motor including an electric motor output shaft; a transmission assembly including a second gear coupled to a first gear on the electric motor output shaft, the second gear being disposed on a first shaft, a third gear disposed on the first shaft together with the second gear, wherein the third gear is coupled to each of a fourth gear disposed on a second shaft and a fifth gear disposed on a third shaft, a plurality of clutches disposed on the second shaft and the third shaft, a fourth shaft including a sixth gear coupled to a first clutch or a second clutch of the plurality of clutches, a seventh gear coupled to a third clutch of the plurality of clutches, an eighth gear coupled to a fourth clutch of the plurality of clutches, and a low-speed clutch, a fifth shaft including a high-speed clutch coupled to the low-speed clutch, and an output shaft including an output gear coupled to the high-speed clutch. In a first example of the system, the system further includes: a housing containing the transmission assembly. In a second example of the system, optionally including the first example, the housing includes an offset housing configured to be coupled to the electric motor at a position below the highest point of the housing. In a third example of the system, optionally including one or both of the first and second examples, the housing is configured to be coupled to an additional shaft of a different electric motor. In a fourth example of the system, optionally including one or more or each of the first to third examples, the electric motor output shaft, the first shaft, the second shaft, the third shaft, the fourth shaft, the fifth shaft, and the output shaft are parallel to each other. In a fifth example of the system, optionally including one or more or each of the first to fourth examples, the transmission assembly is configured for a long-drop layout. In a sixth example of the system, optionally including one or more or each of the first to fifth examples, the transmission assembly is configured for a short-drop layout. In a seventh example of the system, optionally including one or more or each of the first to sixth examples, the second gear is further coupled to a gear on a second electric motor output shaft.

[0050] The present disclosure also provides support for a system that includes: a first motor including a first motor output shaft; a second motor including a second motor output shaft; a transmission assembly including: a second gear coupled to a first motor output shaft gear and a second motor output shaft gear, the second gear being disposed on a first shaft; a third gear disposed on the first shaft together with the second gear: a second gear coupled to a first motor output shaft gear and a second motor output shaft gear, the second gear being disposed on a first shaft, a third gear disposed on the first shaft together with the second gear, wherein the third gear is coupled to each of a fourth gear disposed on a second shaft and a fifth gear disposed on a third shaft, a plurality of clutches disposed on the second shaft and the third shaft, a fourth shaft including a sixth gear coupled to a first clutch or a second clutch of the plurality of clutches, a seventh gear coupled to a third clutch of the plurality of clutches, an eighth gear coupled to a fourth clutch of the plurality of clutches, and a low-speed clutch, a fifth shaft including a high-speed clutch coupled to the low-speed clutch, and an output shaft including an output gear coupled to the high-speed clutch. In a first example of the system, a housing of the transmission assembly is coupled to the first motor output shaft and the second motor output shaft at adjacent positions on an offset case. In a second example of the system, optionally including the first example, the transmission assembly is configured in a short-drop layout with a first distance between the first shaft and the output shaft, or configured in a long-drop layout with a second distance between the first shaft and the output shaft, wherein the second distance is greater than the first distance. In a third example of the system, optionally including one or both of the first and second examples, the plurality of clutches are wet clutches. In a fourth example of the system, optionally including one or more or each of the first to third examples, the first clutch and the third clutch are disposed on the second shaft, and the second clutch and the fourth clutch are disposed on the third shaft.

[0051] As used herein, the term "approximate" shall, unless otherwise specified, be understood to mean a range of plus or minus 5%.

[0052] The following claims particularly point out certain combinations and sub-combinations regarded as novel and non-obvious. These claims may refer to "an" element or "a first" element or the equivalent thereof. These claims are to be understood as including one or more such elements, neither requiring nor precluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or properties may be claimed by modifying this claim or presenting new claims in this application or a related application. These claims, whether broader, narrower, the same, or different in scope from the original claims, are also regarded as included in the subject matter of the present disclosure.

Claims

1. A multi-speed gearbox, characterized in that: include: an input portion, the input portion comprising a plurality of input reduction gear sets; an intermediate section, the intermediate section including a plurality of clutches and gears capable of generating different speeds; as well as The output part includes a high-speed clutch and a low-speed clutch, wherein Each part is arranged in a gearbox housing, wherein the layout of the part arranged in the gearbox housing is a short-drop layout, in which there is a first distance between the input shaft of the input part and the output shaft of the output part, or the layout of the part arranged in the gearbox housing is a long-drop layout, in which there is a second distance between the input shaft and the output shaft, wherein the second distance is greater than the first distance.

2. A multi-speed transmission as claimed in claim 1, wherein the gears of at least one output shaft of the prime mover are connected to the gears of the plurality of input reduction gear sets.

3. The multi-speed transmission of claim 1, wherein the plurality of clutches are arranged on parallel shafts.

4. The multi-speed transmission of claim 1, further comprising a plurality of shafts on which the plurality of clutches and gears are arranged, wherein each shaft is parallel to an axis.

5. The multi-speed transmission of claim 1, wherein the transmission housing is configured to receive output shafts from a first motor and a second motor.

6. The multi-speed transmission of claim 5, wherein the gear of the first motor output shaft and the gear of the second motor output shaft are connected to the same gear. 7 . The multi-speed transmission according to claim 1 , further comprising a first output flange and a second output flange, the first output flange and the second output flange being arranged on an output shaft driven by a high-speed clutch or a low-speed clutch.

8. A power system, characterized in that: include: A motor, the motor comprising a motor output shaft; Gearbox assembly, including: A first gear, the first gear is connected to the motor output shaft gear; a second gear, the second gear being arranged together with the first gear on the first shaft, wherein the second gear is connected to a third gear arranged on the second shaft and a fourth gear arranged on the third shaft respectively; a plurality of clutches disposed on the second shaft and the third shaft; a fourth shaft including a fifth gear connected to the first clutch or the second clutch of the plurality of clutches, a sixth gear connected to the third clutch of the plurality of clutches, a seventh gear connected to the fourth clutch of the plurality of clutches, and a low-speed clutch; a fifth shaft including a high-speed clutch connected to the low-speed clutch; and An output shaft includes an output gear connected to the high-speed clutch.

9. The power system of claim 8, further comprising a housing in which the gearbox assembly is mounted.

10. The power system of claim 9, wherein the housing includes an offset box coupled to the motor at a position below a highest point of the housing.

11. The power system of claim 10, wherein the housing is configured to be coupled to a shaft of another electric machine.

12. The power system of claim 8, wherein the motor output shaft, the first shaft, the second shaft, the third shaft, the fourth shaft, the fifth shaft and the output shaft are parallel to each other.

13. The power system of claim 8, wherein the transmission assembly is configured as a long drop layout.

14. The power system of claim 8, wherein the transmission assembly is configured as a short drop layout.

15. The power system of claim 8, wherein the first gear is further connected to a second motor output shaft gear of the second motor.

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