Multi-speed transmission and power system

Abstract

A multi-speed transmission and a power system are provided. In one example, a multi-speed transmission includes an input shaft including an input gear driven by two motors, a first gear engaged with a first clutch and a second clutch, and a second gear engaged with a third clutch and a fourth clutch; the idler shaft comprises an idler gear and an idler shaft gear, the first countershaft is selectively meshed with the first clutch or the third clutch and meshed with the idler gear through a third gear, and the second countershaft is selectively meshed with the second clutch or the fourth clutch and meshed with the idler gear through a fourth gear; and the output gear is meshed with the idler shaft gear and is used for rotating the output shaft.

Description

[0001] Cross - reference to related applications

[0002] This application claims priority to U.S. Provisional Application No. 63 / 508,770, filed on June 16, 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 transmissions for vehicle electric powertrains. Background Art

[0004] With the increasing popularity of automotive electrification, modifications to automotive components are required 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 shrinking packaging space in vehicles, the packaging of multi - gear - train transmissions may pose certain challenges. Summary of the Utility Model

[0005] Accordingly, 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 shaft having an input gear driven by two electric motors, a first gear meshing with a first clutch and a second clutch, and a second gear meshing with a third clutch and a fourth clutch. The multi - speed transmission further includes an idler shaft having an idler gear and an idler shaft gear; a first countershaft selectively meshing with the first clutch or the third clutch and meshing with the idler gear through a third gear; a second countershaft selectively meshing with the second clutch or the fourth clutch and meshing with the idler gear through a fourth gear; and an output shaft meshing with the idler shaft gear through an output gear.

[0006] It should be understood that the above summary is provided 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 above or in any part of this disclosure. Brief Description of the Drawings

[0007] From the following detailed description, those skilled in the art will readily appreciate the above and other advantages of the present disclosure in accordance with the accompanying drawings:

[0008] Figure 1 is a schematic diagram of an exemplary vehicle drawn in accordance with an embodiment of the present disclosure;

[0009] Figure 2 is an embodiment of a vehicle transmission drawn in accordance with an embodiment of the present disclosure;

[0010] Figure 3 is an embodiment of a transmission layout; and

[0011] Figure 4 is a perspective view of the transmission. DETAILED DESCRIPTION

[0012] The following description relates to a transmission. In one embodiment, the transmission is a multi-speed transmission, as Figure 1 shown. Figure 2 Shows an embodiment of a vehicle transmission. Figure 3 is an embodiment of a transmission layout. Figure 4 is a perspective view of the transmission.

[0013] Figures 1-4 Shows an example configuration of the relative positioning of various components. If the elements shown in the figures are in direct contact or directly coupled to each other, then in at least one example, these elements may be referred to as being in direct contact or directly coupled, respectively. Similarly, in at least one example, elements shown as being contiguous or adjacent to each other may be contiguous or adjacent to each other, respectively. For example, elements in face-to-face contact with each other may be referred to as face-to-face contact elements. Another example is that in at least one example, elements that are placed apart from each other with only space in between and no other elements may be referred to as being placed apart from each other. Still another example is that elements shown above / below each other, on opposite sides of each other, or to the left / right of each other relative to each other may be referred to as such elements. Additionally, as shown in the figures, 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 figures and are used to describe the relative positioning of the various elements in the figures with respect 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 figures may be referred to as having those shapes (e.g., as circular, straight, planar, curved, round, chamfered, beveled, or similar shapes). Additionally, in at least one example, elements shown intersecting each other may be referred to as intersecting elements or as intersecting each other. Further, in one example, an element shown inside another element or shown outside another element may also be referred to as an intersecting element. It will be understood that one or more elements referred to as "substantially similar and / or identical" differ from each other according to manufacturing tolerances (e.g., deviations within 1 - 5%).

[0014] In one example, the present disclosure provides support for a transmission coupled to at least one electric machine. In one example, two electric machines are configured to drive a countershaft transmission with a dual-drum assembly. The transmission can be used in a vehicle. The vehicle can be a heavy-duty vehicle, a light-duty vehicle, an off-highway vehicle, or other vehicle. In certain examples, a relatively high torque multiplication may be required in first gear (e.g., 1:25). The input gear of the transmission can be configured to reduce the speed provided by the electric machine, thereby reducing the speed difference between the transmission clutches. The input and output gear ratios of the transmission can limit the deceleration requirements between the input shaft and the two clutch shafts, which together consist of four clutches, two clutches on each clutch shaft. Thus, the size of the gears in the transmission can be reduced, thereby reducing the packaging size of the transmission. The dual-clutch arrangement can further reduce the number of gear engagements and improve system efficiency. This can extend the service life of the transmission and reduce maintenance requirements. Additionally, the centerlines of the input and output shafts can be substantially parallel. In one example, substantially parallel can be defined as two lines whose principal vectors extend in a single direction.

[0015] The transmission can be a multi-speed transmission and consists of multiple shafts, gears, clutches, and bearings. The configuration of the transmission components enables four different speeds.

[0016] Now referring Figure 1 , the vehicle 100 shown in the figure includes a powertrain 101 and a driveline 103. The powertrain includes a prime mover 106 and a transmission 108. The prime mover 106 can be an internal combustion engine or an electric machine, etc., and provides rotational power to the transmission 108 during operation. The transmission 108 can 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.

[0017] In one example, the prime mover 106 is a first prime mover 106, and the vehicle 100 can further include a second prime mover 107. The first prime mover 106 can be different from the second prime mover 107. For example, the first prime mover 106 can be an electric machine, while the second prime mover 107 can be an internal combustion engine. Additionally, both the first prime mover 106 and the second prime mover 107 can be electric machines 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 some examples, additionally or alternatively, if one of the first prime mover 106 and the second prime mover 107 is an engine, the engine can be configured to burn multiple fuels, including different amounts of carbon-based fuels and carbon-free fuels.

[0018] Each of the first prime mover 106 and the second prime mover 107 can be connected to an energy storage device. The energy storage device can be a battery, a fuel tank, or other similar devices. The fuel capacity of the energy storage device can be monitored by a sensor or estimated based on the vehicle operating conditions. In one example, one or more of the first prime mover 106 and the second prime mover 107 can be configured to supplement the power of the energy storage device during the operation of the generator.

[0019] In one example, the first prime mover 106 and the second prime mover 107 are electric motors connected to an energy storage system including a plurality of battery cells. The inverter can be configured to control the power supplied to the corresponding electric motors.

[0020] The vehicle 100 can be a commercial vehicle, a light, medium or heavy vehicle, a passenger vehicle, an off-road vehicle, a locomotive, and a sport utility vehicle. In addition, the vehicle 100 and / or one or more of its components can also be used in the industrial, locomotive, military, agricultural, and aerospace fields.

[0021] 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 can be configured to drive the first set of wheels 104, and the second axle assembly 112 can be configured to drive the 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 can also be employed. For example, the powertrain 103 can include a front-wheel drive, a rear-wheel drive, or an all-wheel drive configuration. In addition, the powertrain 103 can also include one or more tandem axle assemblies. Thus, without departing from the scope of the present disclosure, the powertrain 103 can also have other configurations, Figure 1 The configuration shown is for illustration only and not for limitation. In addition, the vehicle 100 can also include other wheels not connected to the powertrain 103.

[0022] In certain four-wheel drive configurations, such as Figure 1As shown, the powertrain 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.

[0023] 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.

[0024] The vehicle 100 may further 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 codes programmed therein corresponding to one or more routines. The plurality of sensors 186 may include speed sensors, temperature sensors, humidity sensors, position sensors, accelerometers, and the like. The plurality of actuators 188 may be actuators for one or more valves, motors, and other devices.

[0025] 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.

[0026] The axis system shown in the figure includes an x-axis, a y-axis that intersects the normal of the x-axis, and a z-axis that intersects 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 transverse direction.

[0027] The first inverter 202 is connected to the first motor 204. The second inverter 206 is electrically coupled to the second motor 208. The first inverter 202 and the second inverter 206 can be configured to transmit electric power from the energy storage device to the first motor 204 and the second motor 208, respectively. In one example, the first motor 204 is Figure 1 a non-limiting example of the first prime mover 106 in, and the second motor 208 is Figure 1 a non-limiting example of the second prime mover 107 in.

[0028] The first motor 204 may include a first output shaft 212, on which the first motor output gear 214 is mounted. The second motor 208 may include a second output shaft 216, on which the second motor output gear 218 is mounted. In one embodiment, the first motor 204 and the second motor 208 may be of the same size. In some examples, the size of the first motor 204 may be different from the size of the second motor 208. In one example, the shape and size of the first motor output gear 214 are the same as those of the second motor output gear 218. In some examples, the shape and / or size of the first motor output gear 214 are different from those of the second motor output gear 218.

[0029] The input gear 222 can be mounted on the input shaft 220. The input gear 222 meshes with the first motor output gear 214 and the second motor output gear 218, respectively. In one example, each of the first motor output gear 214, the second motor output gear 218, and the input gear 222 is disposed in the transmission housing 201. The boundary of the transmission housing 201 is shown by a dashed box. Thus, the first output shaft 212 and the second output shaft 216 can extend in a direction parallel to the x-axis and pass through the surface of the transmission housing 201 into its internal space. In this way, the first motor 204 and the second motor 208 are disposed outside the transmission housing 201.

[0030] When at least one or more of the first motor output gear 214 and the second motor output gear 218 rotate, the input gear 222 can cause the input shaft 220 to rotate. The first gear 224 can be mounted on the input shaft 220. The second gear 226 can be mounted on the input shaft 220. When the input shaft 220 rotates, each of the first gear 224 and the second gear 226 can rotate. In one example, the first gear 224 is closer to the input gear 222 on the input shaft 220 than the second gear 226. The shapes and sizes of the first gear 224 and the second gear 226 can be the same. Additionally, the sizes of the first gear 224 and the second gear 226 can also be different.

[0031] The first gear 224 can mesh with the gears of the first clutch 232 and the second clutch 234. The second gear 226 can mesh with the gears of the third clutch 236 and the fourth clutch 238. The first clutch 232 and the third clutch 236 can be mounted on the first pair of shafts 242. The second clutch 234 and the fourth clutch 238 can be mounted on the second pair of shafts 244.

[0032] In one example, each of the first clutch 232, the second clutch 234, the third clutch 236, and the fourth clutch 238 is a wet clutch, including a gear, a hub, a plurality of friction plates coupled to the hub, and a plurality of separator plates that can be selectively coupled to the plurality of friction plates by a piston driven based on hydraulic fluid force and spring force. Each of the first clutch 232, the second clutch 234, the third clutch 236, and the fourth clutch 238 can be configured to transmit or suspend the transmission of power from the first gear 224 and the second gear 226 to the first pair of shafts 242 and the second pair of shafts 244, respectively.

[0033] More specifically, if the first clutch 232 is in the engaged state, the first gear 224 can transmit power to the first pair of shafts 242. If the second clutch 234 is in the engaged state, the first gear 224 can transmit power to the second pair of shafts 244. If the third clutch 236 is engaged, the second gear 226 can transmit power to the first pair of shafts 242. If the fourth clutch 238 is in the engaged state, the second gear 226 can transmit power to the second pair of shafts 244.

[0034] If the first clutch 232 is disengaged, the torque transmission from the first gear 224 to the first pair of shafts 242 is paused (e.g., stopped). If the second clutch 234 is disengaged, the torque transmission from the first gear 224 to the second pair of shafts 244 is paused. If the third clutch 236 is disengaged, the torque transmission from the second gear 226 to the first pair of shafts 242 is paused. If the fourth clutch 238 is in the disengaged state, the torque transmission from the second gear 226 to the second pair of shafts 244 is paused. Under certain operating conditions, only one of the first to fourth clutches may be engaged, and the remaining three clutches may be disengaged.

[0035] The third gear 246 can be mounted on the first pair of shafts 242. The fourth gear 248 can be mounted on the second pair of shafts 244. The third gear 246 can be arranged at one end of the first pair of shafts 242 close to the third clutch 236, rather than the end of the first clutch 232. The fourth gear 248 can be arranged at one end of the second pair of shafts 244 close to the fourth clutch 238 rather than the end of the second clutch 234. The third gear 246 can be physically connected to the first pair of shafts 242 and can rotate therewith. The fourth gear 248 can be connected to the second pair of shafts 244 and can rotate therewith.

[0036] The idler gear 252 can be mounted on the idler shaft 250. The idler gear 252 can mesh with the third gear 246 and the fourth gear 248. The idler gear 252 can be connected to the idler shaft 250 and configured to rotate together with the idler shaft 250.

[0037] The idler shaft gear 254 can be connected to the idler shaft 250 and driven to rotate thereby. In one example, the idler shaft gear 254 can be mounted at one end of the idler shaft 250, opposite to the end where the idler gear 252 is mounted. The idler shaft gear 254 can mesh with an output gear 262 arranged on the output shaft 260. In one example, the output shaft 260 is the transmission output shaft. The output gear 262 can be connected to the output shaft 260 and rotate through the output shaft 260.

[0038] The output member 264 can be mounted on the output shaft 260. The output member 264 can be mounted at one end of the output shaft 260, opposite to the end of the output shaft 260 where the output gear 262 is mounted. In one example, the output member 264 is a second output gear connected to a differential. In other examples, the output member 264 can also be a flange connected to a wheel. The output gear 262 is arranged within the transmission housing 201, where the output shaft 260 extends from the output gear 262 to the output member 264 arranged outside the transmission housing 201.

[0039] Now look at Figure 3 , Figure 3Shows an example layout 300 of the transmission 200. As shown in the layout diagram 300, the first input shaft 212, the second input shaft 216, and the output shaft 260 are parallel to the X-axis. In one example, additionally or alternatively, the first input shaft 212, the second input shaft 216, and the output shaft 260 may include a vector extending parallel to the x-axis.

[0040] The example layout 300 illustrates the interaction between gears through lines and the axes at the intersections of the lines. The angles of the lines may represent the angles of the gear arrangements of the transmission 200 on the vehicle. Line 302 represents the interaction between the first motor output gear 214 and the input gear 222. Line 304 illustrates the interaction between the second motor output gear 218 and the input gear 222. Line 306 illustrates the interaction between the first gear 224, the first clutch 232, and the second clutch 234. Line 308 illustrates the interaction between the second gear 226, the third clutch 236, and the fourth clutch 238. Line 310 illustrates the interaction between the fourth gear 248 and the idler gear 252. Line 312 illustrates the interaction between the third gear 246 and the idler gear 252. Line 314 illustrates the interaction between the idler shaft gear 254 and the output gear 262.

[0041] Now look at Figure 4 , which shows a perspective view 400 of the transmission housing 201. As shown, the first input shaft 212, the second input shaft 216, and the output shaft 260 extend through the same side of the transmission housing 201. The first input shaft 212, the second input shaft 216, and the output shaft 260 are parallel to each other along the x-axis. In some examples, one or more of the first input shaft 212, the second input shaft 216, and the output shaft 260 may extend through the other side of the transmission housing 201 while still being parallel to the other shafts. In this way, the transmission housing and the transmission components therein can be used in various vehicle driveline configurations.

[0042] The present disclosure also provides support for a multi-speed transmission that includes an input shaft including an input gear driven by two electric motors, a first gear meshing with a first clutch and a second clutch, and a second gear meshing with a third clutch and a fourth clutch; an idler shaft including an idler gear and an idler shaft gear, a first pair of shafts selectively meshing with the first clutch or the third clutch and meshing with the idler gear through a third gear; a second pair of shafts selectively meshing with the second clutch or the fourth clutch and meshing with the idler gear through a fourth gear; and an output gear meshing with the idler shaft gear and configured to rotate an output shaft. In a first example of the system, the output shaft includes a main vector that is parallel to the main vector of the shaft extending from the two electric motors to the input shaft. In a second example of the system, optionally including the first example, the input shaft is entirely disposed within the transmission housing. In a third example of the system, optionally including one or both of the first and second examples, the output shaft extends from the output gear within the transmission housing to an output member disposed outside the transmission housing. In a fourth example of the system, optionally including one or more or each of the first through third examples, the first clutch, the second clutch, the third clutch, and the fourth clutch are all wet clutches. In a fifth example of the system, optionally including one or more or each of the first through fourth examples, the transmission is configured to produce four different speeds.

[0043] The present disclosure also provides support for a system that includes: a first motor, whose first output shaft extends into the transmission housing in a direction parallel to the axis; a second motor, whose second output shaft extends into the transmission housing in a direction parallel to the axis; and an output shaft that extends out of the transmission housing in a direction parallel to the axis. In a first example of the system, the first output shaft includes a first motor output gear, and the second output shaft includes a second motor output gear, where the first motor output gear and the second motor output gear are arranged within the transmission housing. In a second example of the system (optionally including the first example), the first motor output gear and the second motor output gear mesh with an input gear arranged on an input shaft within the transmission housing. In a third example of the system, optionally including one or both of the first example and the second example, the system further includes: a first gear and a second gear arranged on the input shaft, and the first gear and the second gear mesh with clutch gears of four clutches. In a fourth example of the system, optionally including one or more or each of the first to third examples, an idler shaft including an idler gear and an idler shaft gear is arranged within the transmission housing. In a fifth example of the system, optionally including one or more or each of the first to fourth examples, the idler shaft gear meshes with an output gear arranged on an output shaft portion within the transmission housing. In a sixth example of the system, optionally including one or more or each of the first to fifth examples, the first output shaft and the second output shaft pass through the same side of the transmission housing. In a seventh example of the system, optionally including one or more or each of the first to sixth examples, one or more of the first output shaft, the second output shaft, and the output shaft extend through the other side of the transmission housing relative to at least one other shaft. In an eighth example of the system that optionally includes one or more or each of the first to seventh examples, the transmission housing houses a multi-speed transmission.

[0044] The present disclosure also provides support for a system that includes an input shaft including an input gear driven by output gears of two motors, a first gear on the input shaft meshing with a first clutch and a second clutch, and a second gear on the input shaft meshing with a third clutch and a fourth clutch; an idler shaft including an idler gear and an idler shaft gear; a first pair of shafts selectively meshing with the first clutch or the third clutch and meshing with the idler gear through a third gear, a second pair of shafts selectively meshing with the second clutch or the fourth clutch and meshing with the idler gear through a fourth gear, and an output gear on an output shaft, the output gear meshing with the idler shaft gear, wherein the output shaft is parallel to the output shafts of the two motors. In a first example of the system, only the output shafts of the two motors and the output shaft extend outside the transmission housing. In a second example of the system (optionally including the first example), the output shaft and the output shafts of the two motors pass through one side of the transmission housing. In a third example of the system, optionally including one or both of the first and second examples, during a certain operating condition, only one of the first clutch or the second clutch is engaged. In a fourth example of the system, optionally including one or more or each of the first to third examples, during a certain operating condition, only one of the third clutch or the fourth clutch is engaged.

[0045] As used herein, the term "approximate" shall be understood to mean a range of plus or minus 5%, unless otherwise specified.

[0046] 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 equivalent elements. 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 characteristics 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 transmission, characterized in that: The multi-speed transmission comprises: an input shaft including an input gear driven by two motors, a first gear meshed with the first clutch and the second clutch, and a second gear meshed with the third clutch and the fourth clutch; an idler shaft, the idler shaft comprising an idler gear and an idler shaft gear; a first pair of shafts selectively meshing with the first clutch or the third clutch and meshing with the idler gear through the third gear; a second pair of shafts selectively meshing with the second clutch or the fourth clutch and meshing with the idler gear through the fourth gear; and An output gear is meshed with the idler shaft gear for rotating the output shaft.

2. The multi-speed transmission of claim 1, wherein the output shaft includes a main vector that is parallel to main vectors of first and second output shafts of the two motors, the main vectors of the first and second output shafts extending from the two motors to the input shaft.

3. The multi-speed transmission of claim 1 wherein said input shaft is completely mounted within the transmission housing. 4 . The multi-speed transmission of claim 3 , wherein the output shaft extends from the output gear within the transmission housing to an output member outside the transmission housing. 5 . The multi-speed transmission of claim 1 , wherein the first clutch, the second clutch, the third clutch, and the fourth clutch are all wet clutches.

6. The multi-speed transmission of claim 1, wherein the multi-speed transmission is configured to produce four different speeds.

7. A power system, characterized in that: The power system comprises: a first motor, the first motor comprising a first output shaft, the first output shaft extending into the transmission housing along a direction parallel to the axis; a second motor, the second motor comprising a second output shaft, the second output shaft extending into the transmission housing in a direction parallel to the axis; an output shaft extending from the transmission housing in a direction parallel to the axis; and A first gear and a second gear, the first gear and the second gear being arranged on the input shaft, the first gear and the second gear being engaged with clutch gears of four clutches. 8 . The powertrain of claim 7 , wherein the first output shaft comprises a first motor output gear, and the second output shaft comprises a second motor output gear, wherein the first motor output gear and the second motor output gear are disposed within the transmission housing. 9 . The powertrain system of claim 8 , wherein the first and second motor output gears mesh with an input gear on the input shaft disposed within the transmission housing.

10. The power system of claim 7, wherein an idler shaft consisting of an idler gear and an idler shaft gear is disposed within the transmission housing.

11. The powertrain system of claim 10, wherein the idler shaft gear meshes with an output gear disposed on an output shaft portion within the transmission housing. 12 . The power system of claim 7 , wherein the first output shaft and the second output shaft pass through a same side of the transmission housing.

13. The powertrain of claim 7, wherein one or more of the first output shaft, the second output shaft, and the output shaft extend through another side of the transmission housing relative to at least one other shaft.

14. The power system of claim 7, wherein a multi-speed transmission is housed within the transmission housing.

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