Assembly comprising power take-off unit

Abstract

The present application relates to an assembly comprising a power take-off unit, the assembly comprising: a first electric machine connected to a transmission by a first clutch; the second motor is directly connected with the transmission; the power output unit is connected with the first clutch; a first housing including a transmission; and the second shell comprises a power output unit, and the second shell is fixed on the first shell.

Description

Technical Field

[0001] This description generally relates to a power take-off (PTO) system that may be included in a second housing separate from a first housing of an electric transmission and may be drivingly coupled to a rotating component of the electric transmission. The PTO and the second housing may be modular and capable of including gear sets, shafts, and other rotating elements in multiple configurations such that the second housing can accommodate multiple gear ratios to produce different output torques and speeds for the PTO. Background Art

[0002] Vehicles may be equipped with work devices. Such vehicles may include off-highway work vehicles such as straddle carriers, forklifts, tractors, and some construction vehicles. Such vehicles may include highway vehicles such as semi-trailer trucks, multi-purpose vehicles, and some construction vehicles. Vehicles with work implements may be electrified. For example, an electrified vehicle with a work device may be a fully electric vehicle (EV). As another example, an electrified vehicle may be a hybrid vehicle having multiple torque sources from electric machines and non-electric machines (such as internal combustion engines). In addition, the vehicle may also integrate a power take-off (PTO) system to transfer mechanical energy from the vehicle to operate and affect the work device. The PTO system and the work device may be used for various purposes, such as powering and driving a power take-off unit (referred to herein as a PTO device). The PTO device may include a pump, a blower, an air conditioner (AC) unit, a generator, a drill, or other rotating elements. The vehicle may install the PTO in the transmission. The PTO system may be driven by a mobile device. The mobile device may be an electric motor and may operate as an electric motor. The vehicle may have multiple electric motors, and each electric motor may act as a mobile device. The vehicle may frequently bypass objects and work in an environment with obstacles while increasing or decreasing the moving speed during operation. If the traveling speed of the vehicle exceeds a first threshold, the vehicle may use two electric motors to transfer rotational energy to the gear train of the transmission to provide climbing ability.

[0003] Due to the different sizes and power inputs of multiple pumps, a single configuration of the PTO system may not be able to drive some of these pumps. Additionally, due to the different minimum and maximum threshold input powers of multiple other PTO devices, a single configuration of the PTO system may not be able to drive certain other PTO devices. The configuration of the PTO system can be changed to increase the output torque of the PTO device, for example, by increasing the ratio diameter of the reduction gear or increasing the number of reduction gears and shafts. However, if the PTO system is part of a transmission and installed within the transmission housing, it may be necessary to disassemble the transmission housing to change the configuration of the PTO system. Additionally, modifications to the PTO device may rearrange, replace, add, or remove rotating elements (such as shafts or gears) in the vehicle transmission, which may reduce or increase the torque transmitted to the transmission gear train (such as the transmission gear train), thereby reducing or increasing the rotational energy output by the transmission gear train through torque. Although a PTO system separate from the transmission can be used, such a PTO system can use components separate from the transmission. For example, a PTO system separate from the transmission can use a transmission device such as an electric motor that is not connected to the transmission gear set. In addition to the packaging space of the transmission and the transmission housing, an independent PTO system and other components, such as mobile devices, may use additional packaging space. There may not be additional packaging space. For example, the size of the vehicle where the transmission and the PTO device are located can be reduced to facilitate maneuvering. Another example is that the available internal packaging space of the vehicle may have been reduced due to the need to accommodate a larger power source or another vehicle component after vehicle electrification. In the latter example, compared with a non-electrified vehicle, two electric motors can provide greater torque when the speed exceeds a threshold, thereby improving the climbing ability, which may reduce the packaging space of the vehicle. Summary of the Utility Model

[0004] The inventors herein have recognized these and other problems with such systems. In one example, a component is developed that includes: a first electric motor connected to a transmission through a first clutch; a second electric motor directly connected to the transmission; a power output unit connected to the first clutch; a first housing including the transmission; and a second housing including the power output unit, wherein the second housing is fixed to the first housing.

[0005] The first electric machine can be a first electric motor. The second electric machine can be a second electric machine. The first housing can further include a clutch that can selectively couple the first electric machine to a first gear train (herein referred to as the electric machine input gear train). The second housing can further include an optional disconnect device, such as a clutch or a simple disconnect device, that can selectively couple a power take-off (PTO) device. The PTO unit can be a PTO system that drives auxiliary devices. The PTO device can be drivingly connected to the first electric machine. The PTO device can have an implement. The device can be selectively coupled to other rotating elements of the PTO device through the optional disconnect device. The PTO device can be drivingly coupled to the first electric machine through rotating elements of the first housing (such as multiple gears and shafts) and rotating elements of the PTO device (such as an input gear). When drivingly connected to the first electric motor, the rotational energy generated by the first electric motor can be transmitted through the input gear to the rotating element portion of the PTO device installed in the second housing. When selectively disconnected, the rotating element of the PTO device can transmit rotational energy to the implement through torque. When the clutch is open, the first electric machine can drive the PTO unit. When the clutch is closed, the first electric machine clutch can drive the PTO device and the electric machine input gear train. The electric machine input gear set can be drivingly coupled to the transmission through torque from the first and second electric machines and transmit rotational energy to the transmission. Torque can be transmitted to the rotating element of the electric machine input gear set and drive its rotation. Torque can be transmitted from the electric machine input gear train to and drive the rotating element of the transmission gear train. Torque can be transmitted from the transmission gear train to the axle and drive the axle.

[0006] In addition, the second housing can have multiple configurations, each configuration providing a different space for the components of the gear set and rotating elements of the PTO device. The modularity of the PTO device and the second housing can allow modification of the torque and speed output by the PTO device without changing the gear set and other rotating elements within the first housing. The second housing can be modular, for example, and can accommodate additional or reduced gear ratios different from the illustrated example. The modular design of the second housing can allow the diameters of the gears and shafts to be decreased or increased. The increase or decrease in the diameters of the gears and shafts can provide different amounts of torque and output speeds for the PTO device by changing the effective distance of the gear ratio. The PTO device with multiple configurations can include one or more gear sets, each gear set providing a different output PTO torque and rotational speed. Similarly, a single or multiple intermediate shafts can be installed between the PTO shaft and the input gear to increase or decrease the offset distance between the PTO output and the first housing.

[0007] It should be understood that the above summary is to introduce in a simplified form concepts further described in the detailed description. 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

[0008] Figure 1 is a schematic view of a first example of an electric vehicle axle assembly.

[0009] Figure 2 is a schematic view of an example of a first PTO device and a transmission gear train.

[0010] Figure 3A is a schematic view of an example of a second PTO device.

[0011] Figure 3B is a schematic view of an example of a third PTO device.

[0012] Figure 3C is a schematic view of an example of a fourth PTO device.

[0013] Figure 4A is the first table showing Figure 2 the schematic views and Figure 2 - 3C the clutch configurations of different working gear modes of an example PTO assembly.

[0014] Figure 4B is the second table showing Figure 2 the schematic views of Figure 2 - 3C and the power application of multiple motors in an example PTO assembly of

[0015] Figure 5 is the third table showing Figure 1 - 2 the power flow engagement conditions of the first clutch, the first motor, and the second motor in

[0016] Figure 6A The first and second power flows of Figure 2 are shown by the schematic view of Figure 5

[0017] Figure 6B A third power flow providing Figure 2 combined torque is shown by the schematic view of Figure 5

[0018] Figure 6C A fourth power flow providing Figure 2 the first regenerative torque is shown by the schematic view of Figure 5 DETAILED DESCRIPTION

[0019] The following description relates to systems and methods for an electric vehicle axle having the output capabilities of an auxiliary device of a drive assist system. The assist system is a power take-off (PTO) system, referred to herein as a PTO device. The PTO device can drive a PTO equipment through a implement. The PTO device can include devices such as a pump, a blower, an air conditioner (AC) unit, a generator, a drill, or other rotating elements. The PTO device can be driven when selectively coupled to a plurality of rotating elements of the PTO device through an optional disconnect device. For example, the optional disconnect device can be a simple disconnect. As another example, the optional disconnect device can be a clutch.

[0020] The PTO device can have a second housing, referred to herein as the PTO housing. The second housing is separate from the first housing, which can house the rotating elements and other components of the transmission. The first housing can be referred to herein as the transmission housing. The PTO housing can house components of the PTO device, such as a plurality of rotating elements like gears and shafts, and parts or all of the PTO device. The housing can be modular, where the configuration of one housing can accommodate the configuration of a plurality of PTO device rotating elements. Similarly, the PTO housing can also have multiple configurations. The PTO housing can be a bolted structure, where the PTO housing can be fixed to components of the transmission (such as the transmission housing) through a plurality of fasteners (such as bolts).

[0021] The modular configuration of the PTO device can leave space enclosed by the housing to increase or decrease the size and number of rotating elements in the drive coupling and act as a reduction ratio for the PTO device (such as a pump). Since the rotating elements may not be enclosed, the overall size of the transmission housing and the transmission may be reduced. Additionally, compared to other types of PTO devices and PTO housings, the modular configuration of the PTO device can enable a single configured gear train enclosed by the transmission housing to output multiple torques and speeds to the PTO implement. Different configurations of gears, shafts, and other rotating elements can be arranged such that each configuration of the PTO device can output different speeds and torques. The rotating elements of each PTO unit can be arranged in multiple configurations for a single or multiple gear sets or other forms of reduction sets. Multiple gear sets can provide multiple gear ratios, enabling the implement to obtain different PTO torques and speeds. Similarly, one or more intermediate shafts can be installed to increase or decrease the offset distance between the implement and the PTO output at the housing, thereby increasing or decreasing the packaging space of the PTO device for fixed and drive connection to the PTO device. Additionally, the reduction ratio and intermediate shafts can be changed as described above to prevent an increase in the size of the transmission by increasing or decreasing the torque output by the PTO device without changing the size and / or positioning of the gears, shafts, and other rotating elements of the transmission.

[0022] In addition, this description also relates to a gear ratio or multiple gear ratios for providing the torque and mechanical energy of the PTO device and the PTO equipment to a device of the PTO device, such as the impeller of a pump. When fixed to the transmission, the input gear ratio can be formed between the rotating element of the coupled motor and at least the first gear of the PTO device. The first gear can be the input gear of the PTO device. The rotational energy generated by the first motor can transfer the rotational energy to the gears of the transmission through the torque on the shaft and then to the input gear of the PTO device.

[0023] Similarly, the rotational energy generated by the first motor and the second motor can be transmitted to the first gear train, which can be referred to as the drive gear train here. The first motor can be drivingly coupled to the drive gear train through the first clutch, the second gear train, and multiple shafts. The second motor can be drivingly connected to the drive gear set through the second gear set and multiple shafts. The second gear train can be referred to as the motor input gear train here. The first clutch can be selectively coupled to the shaft that can be drivingly coupled to the first motor. When the first clutch is closed to be selectively coupled to the shaft, the motor can be drivingly coupled to the gears of the motor input gear train. When selectively coupled to the shaft, the rotational energy in the form of torque generated by the first motor can be split and provided to the PTO device and the motor input gear set. When the gears of the motor input gear train are engaged together, the torque can be transmitted to the drive gear train through the motor input gear train.

[0024] The transmission gear train can be a single-speed transmission or a multi-speed transmission, such as a two-speed transmission. In one example, the two-speed transmission can be a countershaft layout with at least two sets of gears. Each of the two sets of gears has at least two gears. Each of the two sets of gears can be drivingly connected to at least two shafts. The first set of gears of the power transmission gear train can have a first effective distance. The second set of gears of the power transmission gear set can have a second effective distance. The first effective distance and the second effective distance can be different distances, so that when drivingly connected to the first gear set, the output of the power transmission gear train can rotate at a first speed, and when drivingly connected to the second gear set, the output of the power transmission gear can rotate at a second speed. When the first effective distance and the second effective distance are different distances, when the power transmission gear train receives the same torque input, the first speed can be different from the second speed at the output end.

[0025] By utilizing the electric axle motor and the gear drive device, alternative shaft drive and gear drive can be achieved without expensive additional motors and inverters. In some examples, a single electric axle is sufficient to propel the vehicle.

[0026] The gear sets (such as the motor input gear set) and other rotating components of the axle system can facilitate braking regeneration to recover energy using the energy input at multiple wheel ends connected to the electric vehicle axle system. Similarly, the rotational energy output from the first motor to the motor input gear train can also be used to supply regenerative energy to the power source through the second motor. Alternatively, the rotational energy output of the second motor can be regenerated to the power source through the first motor by the first motor.

[0027] Figure 1 An electric vehicle axle system with the above output capabilities is illustrated. Figure 1 It is a schematic diagram of the first example of an electric vehicle axle assembly. Figure 2 It is a schematic diagram of the first PTO device and the transmission. Figure 2 It shows a simplified schematic diagram in which the rotating components of the first PTO device and the transmission are isolated from the controller and the axle system housing (such as the vehicle body). Figure 2 It also shows a schematic diagram of the PTO device and the transmission housing. Figure 3A It is a schematic diagram of the second PTO device. Figure 3B It is a schematic diagram of the third PTO device. Figure 3C It is a schematic diagram of the fourth PTO device. Figure 3A - 3C The second, third, and fourth PTO devices in can be example configurations demonstrating the modularity of the PTO device. The first, second, third, and fourth PTO units can be PTO components respectively, and are coupled to the motor drive and transmit torque through Figure 2 the rotating components of the transmission assembly.

[0028] Figure 4A It is the first table, showing Figure 2 the schematic diagram of and Figure 2 - 3C the clutch configurations of different working gear modes of the PTO component example of. Figure 4B It is the second table, showing Figure 2 the schematic diagram of and Figure 2 - 3C the power application of multiple motors of the PTO component example of. The power application can include power transmission from the motor to the PTO device and / or the transmission gear set. Figure 5 It is the third table, showing Figure 1 - 2 the power flow engagement conditions of the first clutch, the first motor, and the second motor in. Figure 5 The power flow of can be superimposed on Figure 6A - 6C the schematic diagram of the gear set in Figure 2 of. Figure 6A It shows the first and second power flows through Figure 2 the schematic diagram. Figure 6B It shows Figure 2 the third power flow for transmitting combined torque through the schematic diagram. Figure 6C It shows Figure 2The schematic diagram shows a fourth power flow that transmits the first regenerative torque.

[0029] It should also be understood that the specific components and systems illustrated in the drawings and described in the following specification are exemplary embodiments of the utility model concept as defined herein. For the sake of discussion, the drawings are collectively referred to. Therefore, like elements are generally denoted by like reference numerals herein and will not be described in detail.

[0030] Figure 1 - 3C and Figure 6A -C shows a schematic diagram of an example configuration of the relative positioning of various components.

[0031] If direct contact or direct coupling is shown, then in at least one example, these elements may be referred to as being in direct contact or direct coupling, respectively. Similarly, in at least one example, elements shown as being contiguous or adjacent to each other may be referred to as being 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 separately from each other with only space in between and no other elements may be referred to as being placed separately from each other. As another example, elements shown above / below each other, on opposite sides of each other, or on the left / right sides of each other relative to 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. The top / bottom, upper / lower, above / below used herein may be relative to the vertical axis in the figure and are used to describe the relative positioning of the elements in the figure with respect to each other. Thus, in one example, an element shown above other elements is vertically positioned above the other elements.

[0032] For another example, the shapes of the elements depicted in the figure may be referred to as having these shapes (e.g., circular, straight, planar, curved, round, chamfered, beveled, or similar shapes). In addition, 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 be referred to as such an element. In addition, when describing the elements, they may be related to the reference axes in the drawings.

[0033] Unless otherwise specified, features described as axial may be approximately parallel to the reference axis. Unless otherwise specified, features described as anti-axial may be approximately perpendicular to the referenced axis.

[0034] Unless otherwise specified, features described as radial may encircle the axis or extend outward from the axis, such as the reference axis, or a component or feature previously described as being radial with respect to the reference axis.

[0035] Features described as longitudinal may be approximately parallel to the longitudinal axis. The transverse axis may be parallel to the normal of the longitudinal axis. Transverse features may be approximately parallel to the transverse axis and parallel to the normal of the longitudinal axis.

[0036] Figure 1 Fig. shows an example configuration of an electric vehicle axle system 100. In one example, the electric vehicle axle system 100 includes a second electric machine 102 directly mounted on an axle 104. The second electric machine 102 can be an electric motor, which may include conventional components such as a stator, a rotor, a rotor shaft, etc., so that when the electric motor is designed for regeneration, the electric motor can generate mechanical power and electrical energy. A rotating shaft 106 of the second electric machine 102 is provided. The axle 104 can be centered about an axis 118. The second electric machine 102 can receive electrical energy from a power source (such as a battery 108) to provide torque to the axle 104. In some examples, the second electric machine 102 can supply power to the power source (such as the battery 108) through a regeneration process (such as during a braking process) or as a generator. There can be a plurality of electrical couplers 111, represented by a plurality of dashed arrows. Some of the electrical couplers 111 can electrically couple the battery 108 to the second electric machine 102. Electrical power can be transmitted from the battery 108 to the second electric machine 102 through the electrical couplers 111. Similarly, electrical power can also be transmitted from the second electric machine 102 to the battery 108 through the electrical couplers 111. A plurality of double dashed lines with arrows represent a first power path 110 of the electric vehicle axle system 100. The first power path 110 includes a plurality of internal gears and axles for transmitting power from the second electric machine 102 to the axle 104. The axle 104 can be rotationally coupled to a pair of wheels 112 through a first axle half shaft 141 and a second axle half shaft 143. The first axle half shaft 141 can be rotatably connected to one of the pair of wheels 112. The second axle half shaft 143 can be rotatably connected to the other of the pair of wheels 112.

[0037] In addition, the electric vehicle axle system 100 may include a first electric machine 120. The first electric machine 120 may be an electric motor, which may include conventional components such as a stator, a rotor, and a rotor shaft, so that when the electric motor is designed for regeneration, the electric motor can generate mechanical power and electrical energy. A rotating shaft 121 of the second electric machine 102 is provided. The first electric machine 120 may receive electrical energy from a power source (such as the battery 108) and provide torque to the axle 104. In some examples, the first electric machine 120 may provide power to the power source (such as the battery 108) through a regeneration process (such as during a breaking process) or as a generator. Some electrical couplers 111 may electrically couple the battery 108 with the first electric machine 120. Electrical power may be delivered from the battery 108 to the first electromechanical machine 120 through the electrical couplers 111. Similarly, electrical power may also be delivered from the first electric machine 120 to the battery 108 through the electrical couplers 111. Multiple dashed lines with arrows represent the second power path 119 of the electric vehicle axle system 100. The second power path 119 includes multiple internal gears and shafts for transmitting power from the first electric machine 120 to the axle 104.

[0038] The first electric machine 120 and the second electric machine 102 may generate mechanical energy, which may be transmitted through the axle 104 to drive the wheels 112 to rotate about an axis 118. In some examples, the electric vehicle axle system 100 may selectively provide rotational mechanical energy to power an auxiliary axle (such as a conventional axle) or an auxiliary device (such as a PTO device). In this example, the first electric machine 120 may be drivingly connected to the PTO device 122 through an optional disconnecting device. The PTO device 122 may be enclosed by multiple dashed lines. The PTO unit 122 may be detachable from the axle system 100. The first electric mechanism 120 and the second electric mechanism 102 may transmit rotational energy to other rotating elements of the axle system through torque, regardless of whether the PTO unit 122 is drivingly connected to the first electric mechanism 120.

[0039] In one example, the first power path 110 of the electric vehicle axle system 100 may include a first shaft 124 (as the output of the second electric machine 102), a motor input gear set 126, a second shaft in the form of a transmission input shaft 128 (also referred to herein as the input shaft or input shaft 128), a transmission gear set 130 (also referred to herein as the transmission gear set or transmission gear set 130), an output shaft 132, and a hypoid gear set 134. In addition, the second power path 119 may further include a second shaft 142 (as the output end of the first electric machine 120), a first clutch 150, a motor input gear set 126, a transmission input shaft 128, a transmission gear set 130, an output shaft 132, and a hypoid gear set 134. Power may also be separated from the second power path 119 and delivered to the PTO device 122. The power transmitted from the second power path 119 to the PTO unit 122 may be transmitted through the rotating elements of the PTO unit 122.

[0040] The first shaft 124 can drivingly connect the second motor 102 to the motor input gear train 126. The transmission input shaft 128 can drivingly connect the motor input gear train 126 to the transmission gear train 130. The transmission gear train 130 can have one or more clutches, such as Figure 2 the second clutch 238 and the third clutch 240 shown in. The above-mentioned clutches can be used to change the gear sets and thereby transmit the speed output by the transmission gear train 130 to the output shaft 132. The output shaft 132 can drivingly connect the transmission gear train 130 to the axle 104. In particular, the output shaft 132 can be drivingly connected to the hypoid gear set 134, and the hypoid gear set 134 can be drivingly connected to the first axle half shaft 141 and the second axle half shaft 143.

[0041] Torques of different magnitudes can be transmitted from the hypoid gear set 134 to the first axle half shaft 141 and the second axle half shaft 143, so that the first axle half shaft 141, the second axle half shaft 143 and their respective wheels 112 rotate at different speeds.

[0042] The electric axle system 100 can be an independent axle assembly. The electric axle system 100 can include a housing or housings, such as the housing 152 shown, which contains and supports the components of the electric axle system 100. As shown, the housing 152 at least partially (such as partially, completely) encloses the components of the first power path 110 and the second power path 119 from the second motor 102 to the axle 104, including the first shaft 124, the second shaft 142, the first clutch 150, the motor input gear set 126, the transmission input shaft 128, the transmission gear train 130, the output shaft 132 and the hypoid gear set 134. The first and second axle half shafts 141, 143 can extend outside the housing 152 and be connected to the wheels 112.

[0043] The motor input gear train 126 is represented and surrounded by a dashed box. The motor input gear train 126 is the input gear train of the motor (such as the first and second motors 120, 102) and is used for transmission and combination before transmitting the rotational energy to the transmission gear train 130. The motor input gear train 126 can include a first gear 144 meshing with a second gear 146. In one example, the first gear 144 and the second gear 146 can form an initial gear reduction. The first shaft 124 can be drivingly connected to the first gear 144. In addition, the motor input gear train 126 can also have a third gear 148. The first gear 144 can be the first input gear of the motor input gear set 126. The third gear 148 can be the second input gear of the motor input gear set 126. The second gear 146 can be the output gear of the motor input gear set 126 and the input gear of the transmission input shaft 128.

[0044] The first clutch 150 can selectively connect the second shaft 142 to the third gear 148. The first clutch 150 is a PTO clutch. As a PTO clutch, when opened in the open configuration, the first clutch 150 can direct the rotational energy generated by the first motor 120 to the PTO device 122. When closed in the closed configuration, the first clutch 150 can direct the rotational energy generated by the first motor 120 to the PTO unit 122 and the motor input gear train 126. The second shaft 142 can be drivingly connected to the first motor 120. When selectively coupled by the first clutch 150, the second shaft 142 can drivingly couple the first motor 120 to the third gear 148 and the motor input gear set 126.

[0045] Many suitable gear ratios have been considered. The gear ratio selected for the initial gear reduction and the other gear transmissions described herein can be selected based on various factors such as the expected operating speed of the motor, the expected transmission load, the desired vehicle speed range, etc.

[0046] In one example, the transmission gear train of the electric axle system 100 can include multiple parallel shafts with multiple helical gears in constant mesh. For example, the transmission gear train 130 can be a two-speed transmission with at least two parallel shafts and four gears. The gears can be helical gears and mesh with each other. The clutches of the transmission gear train 130 can be operated in various combinations (such as electrically, pneumatically, hydraulically, etc.) to achieve the multi-speed shifting function.

[0047] In one example, the output shaft 132 can be rotationally coupled to a hypoid gear set 134 that includes gears 172 (such as a ring gear) in a differential or other suitable downstream components, and a gear 176 (such as a pinion). Alternatively, the gear 172 can be connected to the driveline or be another suitable mechanical interface. For example, the gear 176 can be a bevel gear. However, various suitable output gears (such as helical gears, spur gears) can also be considered.

[0048] The second shaft 142 can be drivingly connected to the fourth gear 178. The first motor 120 can be drivingly connected to the fourth gear 178 through the second shaft 142, and the second shaft 142 can be drivingly connected to the PTO device 122 through the fourth gear 178. The torque generated by the first motor 120 can be transmitted to the PTO unit 122 through the fourth gear 178. The fourth gear 178 can mesh with and drivingly couple to the input gear 179 to drivingly couple to the PTO unit 122.

[0049] The electric vehicle axle system 100 can be connected to the controller 180 electronically (e.g., wirelessly or wired). The controller 180 may include a processor 182 operatively connected to a memory 184. The memory 184 can be a non-transitory computer-readable medium configured to store executable instructions (e.g., computer-executable code) for processing by the processor 182 to perform one or more control methods. The memory 184 can also be configured to store data received by the processor 182.

[0050] The controller 180 receives signals from various sensors 186 and adjusts the system operation using various actuators 188 based on the received signals and the instructions stored in the memory 184 of the controller 180. The sensors 186 can include motor speed sensors (for the first and second motors 120, 102), axle / gear speed sensors, current sensors, temperature sensors, humidity sensors, etc., for monitoring the electric vehicle axle system 100. As another example, the input device 190 (e.g., an accelerator pedal, a brake pedal, a gear selector, and combinations thereof, etc.) can further provide input signals indicating the vehicle control intention of the operator.

[0051] The signals can be sent to the controller 180 through a plurality of communication couplers 192. For example, the first motor 120, the second motor 102, and the sensors 186 can send signals to the controller 180 through the plurality of communication couplers 192. A single or multiple sensors (such as one or more sensors 186) can send the state of whether the clutch (such as the first clutch 150) is engaged or disengaged. Similarly, the communication coupler 192 can send signals with instructions to adjust the components of the electric vehicle axle system 100, such as the first electric mechanism 120, the second electric mechanism 102, and the actuators 188. Some of the actuators 188 can actuate the clutch, such as the first clutch 150 or the clutch of the transmission gear train 130. The communication coupling 192 can be represented by a plurality of dashed lines with arrows.

[0052] After receiving signals from Figure 1 the various sensors 186, the controller 180 processes the received signals and adjusts the components using various actuators 188 of the vehicle components based on the received signals and the instructions stored in the memory of the controller 180.

[0053] For example, the controller 180 may receive a signal from the input device 190 indicating that the operator requests an adjustment to the vehicle acceleration. In response, the controller 180 may command the second electric device 102 to operate to increase the power delivered to the transmission gear train 130. In another example, the controller 180 may receive a signal from the input device 190 indicating that the operator requests an increase in the power of the PTO device 122. In response, the controller 180 may send a signal and command the first electromechanical device 120 to operate to increase the power delivered to the PTO unit 122. Under certain operating conditions, the controller 180 may be designed to send commands to clutches, such as the first clutch 150 or a clutch of the transmission gear train 130. The commands issued by the controller may include commands to the actuators of the clutches to engage or disengage the respective clutches to a selected gear. For example, the control system may store instructions in the memory of the controller 180 that, when executed, cause the controller 180 to select an operating mode, such as an operating gear, and, based on the selected operating mode, the controller may adjust one or more clutches.

[0054] For example, the controller 180 may store instructions to disengage the first clutch 150 so that power is transferred as rotational energy through the torques generated by the first motor 120 and the second motor 102 to the motor input gear train 126 and the transmission gear train 130. The first clutch 150 may be adjusted to disengage by a single or multiple actuators, such as one or more of the various actuators 188.

[0055] Figure 2 A second schematic diagram 200 showing gears, shafts, and other rotating elements that may be drivingly connected to the first PTO unit 214, the motor input gear train 126, and / or the transmission gear train 130 is shown. The first PTO unit 214 may be Figure 1 the configuration of the PTO unit 122 in

[0056] The second schematic diagram 200 may have a first housing and a second housing. The first housing is the transmission housing 204. The transmission housing 204 may house some components of the axle system transmission, such as Figure 1The axle system 100 therein. The second housing is a PTO housing 216 for the first PTO unit 214. The transmission housing 204 can accommodate the motor input gear train 126, the transmission gear train 130, and the fourth gear 178. In one embodiment, the transmission housing 204 can accommodate portions of the first shaft 124, the transmission input shaft 128, and the second shaft 142. In this embodiment, the first motor 120 and the second motor 102 can be located outside the transmission housing 204. However, in other embodiments, the first and / or second motors 120, 102 can be fully installed within the transmission housing 204 without having portions extending beyond the transmission housing 204. Similarly, if the first and second motors 120, 102 are accommodated by the transmission housing, the second and first shafts 142, 124 can be wholly accommodated within the transmission housing 204, respectively.

[0057] The PTO housing 216 can be fixed to the transmission housing 204 by fasteners. The PTO housing 216 and the first PTO unit 214 can be fixed to the transmission housing 204 by a bolt arrangement, where the fasteners can be bolts that pass through the materials of the PTO housing 216 and the first PTO unit 214. The PTO housing 216 can be modular, and PTO housings 216 with various configurations can be fixed to the first PTO unit 214. Additionally, the first PTO unit 214 can have multiple rotational element configurations, such as gear sets and shafts that can be accommodated by the PTO housing 216.

[0058] The first set of gears 218 can extend from the transmission housing 204 to the PTO housing 216. The first set 218 can include a gear mounted in the transmission housing 204 and a gear mounted in the PTO housing 216. For example, the first set 218 can include the fourth gear 178 that meshes with at least the first gear of the first PTO unit 214.

[0059] In an example configuration, the first motor 120 can have a first inverter 206. The first motor 120 can be electrically coupled to the first inverter 206. Similarly, in this example, the second motor 102 can have a second inverter 208. The second motor 102 can be electrically coupled to the second inverter 208. The first and second inverters 206, 208 can be electrically coupled to a power source, such as Figure 1The battery 108 therein. The first inverter 206 can be electrically coupled to a power source through the first electrical coupler 209a. The first inverter 206 can be electrically coupled to the first motor 120 through the second electrical coupler 209b. Similarly, the second inverter 208 can be electrically coupled to the power source through the third electrical coupler 210a. The second inverter 208 can be electrically coupled to the first motor 120 through the fourth electrical coupler 210b. The first inverter 206 can receive direct current (DC) from the power source through the first electrical coupler 209a. The first inverter 206 can convert the direct current into alternating current and send the converted current to the first motor 120 through the second electrical coupler 209b. The second inverter 208 can receive direct current from the power source through the third electrical coupler 210a. The second inverter 208 can convert the direct current into alternating current and send the converted current to the second motor 102 through the fourth electrical coupler 210b.

[0060] The transmission gear train 130 can be divided into a head channel (+) and a tail channel (-). The gears in the head channel (+) mesh, and the gears in the tail channel (-) mesh. In one embodiment, the transmission gear train 130 is a two-speed transmission structure. However, it can be understood that the transmission gear train can have more than two speeds and have more gear sets than a two-speed transmission. The gears arranged in the head channel (+) are part of the second set of gears 222. The gears arranged in the tail channel belong to the third set of gears 224. The second and third sets 222, 224 are reduction gear sets. The second set 222 can have a first transmission ratio. The third set 224 can have a second transmission ratio. The effective distance of the first transmission ratio is different from that of the second transmission ratio. When the rotational energy of the same torque is input and transmitted through either gear set, the second gear set 222 and the third gear set 224 can output different rotational speeds and torques to the ring gear 172 respectively. The second set 222 can transmit a first rotational speed and a first torque. Similarly, the third set 224 can transmit a second speed and a second torque. The second and third sets 222, 224 can drivably connect the transmission input shaft 128 to the intermediate shaft 227. The second set 222 and the third set 224 have at least two gears. For the second schematic diagram 200, one embodiment of the transmission gear train 130 can be drivably connected to the ring gear 172 and directly meshed with a set of gears (such as the third set 224), rather than meshed with a pinion gear (such as Figure 1 the pinion gear 176 therein). For example, the ring gear 172 can be drivably connected and meshed with the gears of the third set 224.

[0061] The first pair of gears 226 may be located around the transmission input shaft 128. The second pair of gears 228 may be located around the intermediate shaft 227. The first pair of gears 226 may include a fifth gear 230 and a sixth gear 232. The fifth gear 230 may be part of the second set 222. The sixth gear 232 may be part of the third set 224. The fifth gear 230 may be fixed, connected, or physically coupled to the input shaft 128. The sixth gear 232 may rotate freely around the transmission input shaft 128. The second pair of gears 228 may include a seventh gear 234 and an eighth gear 236. The seventh gear 234 may be part of the second set 222 and meshed with the fifth gear 230. The eighth gear 236 may be part of the third set 224 and meshed with the sixth gear 232. The seventh gear 234 may rotate freely around the intermediate shaft 227. The eighth gear 236 may be fixed, connected, or physically coupled to the intermediate shaft 227. Alternatively, there may be no intermediate shaft 227, only the seventh gear 234 and the eighth gear 236. In one example configuration, the eighth gear 236 may be meshed with the ring gear 172. When meshed with the ring gear 172, the eighth gear 236 may transfer rotational energy from the intermediate shaft 227 and / or the seventh gear 234 to the ring gear 172. The intermediate shaft 227 may be the output shaft from the transmission gear train 130 to the ring gear 172. The eighth gear 236 may be drivingly coupled and transfer the rotational energy of the third set 224 to the ring gear 172. Similarly, when selectively coupled to the seventh gear 234, the eighth gear 236 may be drivingly coupled and transfer the rotational energy transmitted through the second gear set 222 to the ring gear 172.

[0062] A plurality of clutches may be installed between the elements of the second and third sets 222, 224 and drivingly coupled to the shafts. The plurality of clutches may be used to drivingly couple multiple sets of gears to the shafts and drivingly couple the gears of each gear pair together. The clutches may be inserted between the elements of the second and third sets 222, 224 and drivingly coupled to the shafts.

[0063] For example, the second clutch 238 may drivingly connect the second set 222 to the third set 224 in terms of gear transmission. The second clutch 238 may drivingly connect the second set 222 to the intermediate shaft 227. The third clutch 240 may drivingly connect the third set 224 to the transmission input shaft 128 and / or the first gear of the second set 222.

[0064] For example, the second clutch 238 may be mounted between the fifth and sixth gears 230, 232. The second clutch 238 may selectively couple the fifth gear 230 to the sixth gear 232. When closed, the second clutch 238 may drivingly connect the fifth gear 230 to the sixth gear 232 and extend the sixth gear 232 to the transmission input shaft 128. Similarly, the third clutch 240 may be mounted between the seventh and eighth gears 234, 236. The third clutch 240 may selectively couple the seventh gear 234 to the eighth gear 236. When selectively coupled, the seventh gear 234 may be drivingly coupled to the eighth gear 236, and in turn the seventh gear 234 may be drivingly coupled to the countershaft 227.

[0065] For the second schematic illustration 200, an embodiment of the transmission gear train 130 may be drivingly coupled to the ring gear 172 and directly meshed with a set of gears, such as the third set 224. For example, the ring gear 172 may be drivingly connected and meshed with a gear of the third set 224. When the third clutch 240 is closed, rotational energy may be transferred through torque from the gears of the second set 222 to the countershaft 227. The torque may be transferred through the countershaft 227 to the last gear of the third set 224. The rotational energy may be transferred from the last gear of the third set 224 to the ring gear 172. Similarly, when the second clutch 238 is closed, rotational energy may be transferred from the first gear of the second set 222 to the first gear of the third set 224. The torque may be transferred through the gears of the second set 222. The rotational energy may be transferred from the last gear of the third set 224 to the ring gear 172. In this example, the ring gear 172 may be drivingly connected and meshed with the eighth gear 236.

[0066] The second shaft 142 may serve as the output of the first motor 120 and may be drivingly coupled to the first gear of the PTO device, such as the first gear of the first power take-off device 214. The first gear of the PTO device is the input gear of the PTO device, such as Figure 1 the input gear 179 in

[0067] The first PTO unit 214 may have a first optional disconnect device 244 for selectively connecting a first implement 246 to the first PTO unit 214. The first implement 246 may be a torque transmission implement. The first implement 246 may transmit torque to and drive a power output unit, such as a first PTO device. For example, the first PTO device may be a pump. When selectively connected by the optional disconnect device, the rotational energy transmitted through the rotating element of the first PTO device may be transmitted to the first implement 246. For example, the first optional disconnect device 244 may selectively connect the first device 246 and the PTO shaft 248 to the PTO gear 242. The PTO shaft 248 may be the input shaft of the first implement 246 and the power output shaft of the first PTO unit 214. The PTO shaft 248 may support and drive the first implement 246. The rotational energy transmitted to the PTO gear 242 may be transmitted to the PTO shaft 248 and extend to the first implement 246. The PTO shaft 248 and the first implement 246 may rotate in the direction of the PTO gear 242 and the torque.

[0068] In one example of the first PTO device 214, the first optional disconnect device 244 may be a simple disconnect device. The optional disconnect device may have a first lock 252 and a first shaft adapter 254. The first lock 252 may extend from the input gear through a gear arm 253. The gear arm 253 may be positioned to extend towards the first implement device 246. Both the gear arm 253 and the first lock 252 may be located around the PTO shaft 248. The first shaft adapter 254 may extend outwardly from the PTO shaft 248, for example, radially with respect to the centerline and axis of the PTO shaft 248. The first shaft adapter 254 may be locked with the first lock 252 to selectively drivingly couple the PTO gear 242 with the PTO shaft 248.

[0069] However, it can be understood that the optional disconnect device may also have other configurations. For example, the optional disconnect device may selectively connect the first implement 246 to the PTO shaft 248, and the PTO shaft 248 may be drivingly connected to the PTO gear 242. For another example of the first PTO device 214, the first optional disconnect device 244 may be a clutch, such as a clutch of the same type as the first clutch 150, the second clutch 238, and / or the third clutch 240. For other examples of the first PTO device 214, the first optional disconnect device 244 may be a simple disconnect device or a clutch.

[0070] The PTO housing 216 can have a first opening 256. Similarly, the transmission housing 204 can have a second opening 258. When the PTO housing 216 is fastened to the transmission housing 204, the first opening 256 and the second opening 258 can be docked. The first opening 256 and the second opening 258 can be joined to create a passage for a first set 218 to extend through the shafts in the transmission housing 204 and the shafts in the PTO housing 216. For example, the first set 218 can drivingly couple the second shaft 142 and the PTO shaft 248 through the passage formed by the interface of the first opening 256 and the second opening 258.

[0071] The clutches in the second schematic diagram 200, such as the first clutch 150, the second clutch 238, and the third clutch 240, can be hydraulically operated wet clutches. The wet clutch can include several sets of plates that frictionally engage and disengage with each other during clutch engagement and disengagement. Some of the above-mentioned sets of plates can be supported by drums, while others can be supported by hubs.

[0072] The first clutch 150 can have a first drum 262 and a first hub 264. The first drum 262 can be fixed to, connected to, or physically coupled with the second shaft 142. The first hub 264 can be fixed to, connected to, or physically coupled with the third gear 148. The second clutch 238 can have a second drum 266 and a second hub 268. The second drum 266 can be fixed, connected, or physically coupled to the fifth gear 230. The second hub 268 can be fixed, connected, or physically coupled with the sixth gear 232. The third clutch 240 can have a third drum 270 and a third hub 272. The third drum 270 can be fastened, connected, or physically coupled to the eighth gear 236. The third hub 272 can be fixed, connected, or physically coupled to the seventh gear 234.

[0073] However, it can be understood that the clutch types of the first clutch 150, the second clutch 238, and the third clutch 240 can be unrestricted. Alternatively, clutches such as the first clutch 150, the second clutch 238, and the third clutch 240 can be dry friction clutches or other suitable alternatives.

[0074] Figure 3A The third schematic diagram 300 shows an example of a second PTO device 302. The third schematic diagram 300 isolates the second PTO unit 302 from Figure 2 the motor and the frequency converter therein. Similarly, the third schematic diagram 300 isolates the second PTO unit 302 from Figure 2 the transmission housing 204 and the rotating elements accommodated in the transmission housing 204, except for the fourth gear 178. The second PTO unit 302 can be Figure 1 configured as the PTO unit 122 in

[0075] The PTO gear 242 and the PTO shaft 248 can be centered about a first axis 308 such that the centerlines of the PTO gear 242 and the PTO shaft 248 are parallel to the first axis 308. Similarly, the first axis 312 can be centered about a second axis 310 such that the centerlines of the first axis 312 and the gear that can be supported on the first axis are parallel to the first axis 308. The first axis 308 and the second axis 310 can be parallel. The first axis 308 and the second axis 310 can be located downstream of the fourth gear 178. The first axis 308 can be located downstream of the second axis 310. The centerlines of the first axis 308 and the second axis 310, and the first axis 312 and the PTO shaft 248 can be separated by a first distance 314. The first distance 314 can be the effective distance and the ratio distance between the first axis 312 and the PTO shaft 248.

[0076] The first axis 312 can be the power output shaft of the second PTO device 302. The first axis 312 can support at least two gears. For example, the second PTO device 302 can support and drivingly connect the first axis 312 to a first gear 322 and a second gear 324. Supported by the first axis 312, the first gear 322 and the second gear 324 can be centered about the second axis 310. When meshed with the fourth gear 178, the first gear 322 can be part of a fourth gear set 316. The fourth gear set 316 can include the fourth gear 178 and the first gear 322. Similarly, when meshed with the PTO gear 242, the second gear 324 can be part of a fifth gear set 318. The fifth gear set 318 can include the second gear 324 and the PTO gear 242.

[0077] The PTO device 122 can have a power output gear train, which can consist of at least one gear and one shaft of the PTO device 122. The power output gear set can be a set of gears of the PTO unit 122, plugged between the first gear of the transmission housing 204 and the first power output gear, and the first power output gear can transmit torque to the PTO implement, such as the PTO gear 242 and the first implement 246. The second PTO device 302 can provide a power output gear set between the fourth gear 178 and the PTO gear 242. The second PTO device 302 can have a power output gear train composed of the first gear 322, the first axis 312, and the second gear 324.

[0078] When part of the fourth gear set 316, the fourth gear 178 can transfer rotational energy to the first gear 322 by torque. The first gear 322 can rotate and transfer rotational energy to the first shaft 312 and the second gear 324 by torque. When engaged with the fifth gear set 318, the second gear 324 can transfer rotational energy to the PTO gear 242 by torque. The PTO gear 242 can rotate in the direction of the torque transmitted by the second gear 324. If the PTO gear 242 is selectively connected to the PTO shaft 248 by the first optional disconnect device 244, the PTO gear 242 can rotate and transfer rotational energy to the PTO shaft 248 and the first transmission 246 by torque.

[0079] Go to Figure 3B , which shows a fourth schematic diagram 326 of an example of the third PTO unit 328. Similar to Figure 3A the third schematic diagram 300 in, the fourth schematic diagram 326 isolates the third PTO unit 328 from Figure 2 the motor and the frequency converter in. Similarly, the fourth schematic diagram 326 isolates the third PTO unit 328 from Figure 2 the transmission housing 204 and the rotating elements housed by the transmission housing 204 in, except for the fourth gear 178. The third PTO unit 328 can be the configuration of the PTO unit 122 in Figure 1 .

[0080] Compared with Figure 2 the second PTO unit 302 in, the PTO unit (such as the third PTO unit 328) can be configured to have an additional shaft. The third PTO unit 328 can have a second shaft 332 centered around the third axis 330, such that the centerline of the second shaft 332 can be parallel to the third axis 330. The second shaft 332 can be disposed between the first shaft 312 and the PTO shaft 248. The second shaft 332 can be downstream of the first shaft 312 and upstream of the PTO shaft 248. Adding the second shaft 332 and the rotating elements supported by the second shaft can increase the distance between the first shaft 308 and the second shaft 310. The centerlines of the first shaft 308 and the second shaft 310, and the extended first shaft 312 and the PTO shaft 248, can be separated by a second distance 334. The second distance 334 can be greater than Figure 3A the first distance 314 in. The second distance 334 can increase the combined effective distance of the gear ratio between the first shaft 312 and the PTO shaft 248.

[0081] The second shaft 332 can be the power output shaft of the third PTO unit 328. The second shaft 332 can support at least two gears. For example, the second shaft 332 of the third PTO unit 328 can support and drive the connection to the third gear 342 and the fourth gear 344. Supported by the second shaft 332, the third gear 342 and the fourth gear 344 can be centered around the third shaft 330. When meshed with the second gear 324, the third gear 342 can be part of the sixth gear set 336. The sixth set 336 can include the second gear 324 and the third gear 342. The sixth set 336 can be torque-driven coupled between the first shaft 312 and the second shaft 332 and transmit rotational energy. Similarly, when the fourth gear 344 meshes with the PTO gear 242, it can become part of the seventh gear set 338. The seventh set 338 can include the fourth gear 344 and the PTO gear 242. The seventh set 338 can be torque-driven coupled between the second shaft 332 and the PTO shaft 248 and transmit rotational energy.

[0082] The third PTO unit 328 can install a power output gear set between the fourth gear 178 and the PTO gear 242. The third PTO unit 328 can have a power output gear set composed of the first gear 322, the first shaft 312, the sixth set 336, the second shaft 332, and the fourth gear 344.

[0083] When being part of the sixth set 336, the second gear 324 can transfer rotational energy to the third gear 342 by torque. The third gear 342 can rotate and transfer rotational energy to the second shaft 332 and the fourth gear 344 by torque. When meshed with the seventh gear set 338, the fourth gear 344 can transfer rotational energy to the PTO gear 242 by torque. The PTO gear 242 can rotate along the torque direction transmitted by the fourth gear 344. If the PTO gear 242 is selectively connected to the PTO shaft 248 through the first optional disconnecting device 244, the PTO gear 242 can rotate and transfer rotational energy to the PTO shaft 248 and the first transmission 246 by torque.

[0084] Go to Figure 3C , which shows a fifth schematic diagram 358 of an example of the fourth PTO unit 360. Similar to Figure 3A 's third schematic diagram 300 and Figure 3B 's fourth schematic diagram 326, the fifth schematic diagram 358 isolates the fourth PTO unit 360 from Figure 2 's motor and frequency converter. Similarly, the fifth schematic diagram 358 isolates the fourth PTO unit 360 from Figure 2 's transmission housing 204 and the rotating elements accommodated in the transmission housing 204, except for the fourth gear 178. The fourth PTO unit 360 can be Figure 1Configuration of the PTO unit 122 in the middle.

[0085] The fourth PTO unit 360 may have a power take-off gear set located between the fourth gear 178 and the PTO gear 242. The fourth PTO device 360 may have a power take-off gear train composed of a first gear 322, a first shaft 312, a sixth set 336, a second shaft 332, and a fourth gear 344. In addition to the first optional disconnect device 244 and the first implement 246, the fourth PTO unit 360 may also have a second optional disconnect device 362 for selectively connecting the second implement 364 to the fourth PTO unit 360. The second implement 364 may be a torque transmission implement. The second implement 364 may transmit torque to the power take-off unit and drive the power take-off unit. The second implement 364 may be used to drive a second PTO device, such as a pump. For example, like the first implement 246, the second implement 364 may be an impeller of a pump. When selectively connected through the second optional disconnect device 362, the rotational energy transmitted through the rotating element of the first PTO device can be transmitted to the second implement 364. For example, the second optional disconnect device 362 may selectively connect the second device 364 and the PTO shaft 248 to the PTO gear 242. The PTO shaft 248 may support and drive the second implement 364. The rotational energy transmitted to the PTO gear 242 can be transmitted to the PTO shaft 248 and extend to the second implement 364. The PTO shaft 248 and the second implement 364 may rotate in the direction of the PTO gear 242 and the torque.

[0086] In an example of the fourth PTO device 360, the second optional disconnect device 362 may be a simple disconnect device. The second optional disconnect device 362 may have a second lock 366 and a second shaft adapter 368. The first lock 252 may extend from the input gear through the second gear arm 367. The second gear arm 367 may be positioned to extend towards the second device 364. Both the second gear arm 367 and the second lock 366 may be located around the PTO shaft 248. The second shaft adapter 368 may extend outward from the PTO shaft 248, for example, radially with respect to the first shaft 308. The second shaft adapter 368 may be locked with the second lock 366 to selectively drive-couple the PTO gear 242 with the PTO shaft 248.

[0087] However, it can be understood that the optional disconnect device may also have other configurations. For example, the optional disconnect device may selectively connect the second device 364 to the PTO shaft 248, and the PTO shaft 248 may be in transmission connection with the PTO gear 242. For another example of the fourth PTO unit 360, the second optional disconnect device 362 may be a clutch, such as a clutch of the same type as Figure 2 the first clutch 150, the second clutch 238, and / or the third clutch 240 in

[0088] It can also be understood that there may be other shafts that can be selectively connected to the PTO gear 242. For example, the second implementation device 364 and the second lock 366 can be drivingly connected to a shaft, such as the second PTO shaft, centered on the first shaft 308. The second PTO shaft can be separate from and freely rotatable relative to the PTO shaft 248.

[0089] Figure 4A and Figure 4B are the first schematic diagram 410 and the second schematic diagram 420, respectively, which illustrate the operating modes of the disclosed electric vehicle axle, such as Figure 1 the operating modes of the electric vehicle axle system 100. As an example, Figure 4A the drive modes of an exemplary electric vehicle axle having a first clutch, a second clutch, and a third clutch can be described, as shown in Figure 2 the second schematic diagram 200. The first table 410 can also show various methods for engaging the clutches to select a transmission mode. Each column of the table 410 can show the clutches that can be engaged. Each row of the table 410 can show the method of engaging the corresponding mode listed in that row. In one example, the clutches can be the same as or similar to the clutches such as Figure 2 the first clutch 150, the second clutch 238, and the third clutch 240 in Figure 4B The PTO mode of an exemplary electric vehicle axle system (such as the electric vehicle axle system 100) having a first clutch can be described. The second table 420 can show the method of selecting the clutches to engage the motor to the transmission and / or PTO. Each column of the table 410 shows whether torque is delivered to the PTO and / or the transmission, depending on whether the clutches are engaged. Each row shows whether the first motor or the second motor is outputting torque. For example, the clutches can be the same as or similar to Figure the first clutch 150 in ​ By swapping the clutches on the input shaft and the output shaft, such as ​ the transmission input shaft 128 and the intermediate shaft 227 in ​These discrete gear ratios occur when the transmission gear train 130 in [[ ]] conveys power in the form of rotational energy. In the gear 1 mode and the gear 2 mode, only the second electric mechanism 102 conveys power to the transmission gear train 130. When the power from the first electric mechanism 120 and the second electric mechanism 102 is transmitted to the transmission gear train 130 and the first gear ratio is selected, the clutch application can be in the gear 1a mode. When the power of the first motor 120 and the second motor 102 is transmitted to the transmission gear train 130 and the second gear ratio is selected, the clutch application can be in the gear 2a mode. The gear 1a and gear 2a modes may occur when the first clutch 150 is adjusted to be closed, allowing rotational energy to be transmitted from the torque of the first motor 120 through the second shaft 142 to the motor input gear train 126, from the motor input gear train 126 to the transmission input shaft 128, and from the input shaft to the transmission gear train 130. Compared with using a single motor to drive a hypoid gear set and an electric vehicle axle (such as ​ the hypoid gear set 134 and the axle 104 in [[ ]]), the modes using the first motor 120 and the second motor 102 (such as the gear 1a and gear 2a modes) can be used to provide greater traction at low speeds (such as less than 5 km / h) and greater speed at medium speeds (such as 25 - 50 km / h). High speed can be that the rotational speed of the axle 104 assembly is higher than the first threshold. For example, the first threshold can be 25 km / h.

[0090] For simplicity, gear 1 can be the first mode, and gear 2 can be the second mode. Gear 1a and gear 2a can be respectively used as discrete third modes.

[0091] The first table 410 describes example modes that can be achieved using various clutch combinations. In one example, the modes include gear 1, gear 2, gear 1a, gear 2a, PTO motor 1, and neutral. In one example, certain gear ratios associated with different modes can decrease sequentially. For example, in one usage instance, the gear ratio of gear 1 can be 6.00:1, and the gear ratio of gear 2 can be 2:1. However, there can be multiple transmission ratios for each mode. The clutch of the transmission gear train 130 for gear 1 meshes with gear 1a. The clutch of the transmission gear train 130 for gear 2 meshes with gear 2a.

[0092] However, the first clutch 150 can be engaged to enable the first motor to transmit torque to the transmission gear train 130 in the gear 1a and gear 2a modes. The PTO motor 1 mode can be a mode specifically used to transmit power to a PTO unit, such as ​ the PTO unit 122 in [[ ]]. The PTO unit 122 can be the modular PTO unit of the present disclosure, such as ​ the first PTO unit 214 of [[ ]], ​the second PTO unit 302, ​ the third PTO unit 328, and ​ the fourth PTO unit 360. The PTO motor 1 mode can be used together with multiple other modes shown in the first table 410, where the first clutch 150 is not engaged. In one example, closing the second clutch 238 and the third clutch 240 can lock the transmission. When operating in this way, the vehicle is stationary, the PTO device can be driven by the first electric device 120, and the second electric device 102 may not be powered. The transmission ratio range and the step between transmission ratios in different operating modes can be selected according to various factors, such as the expected operating speed range of the motor, the expected range of transmission load, the required vehicle speed range, etc.

[0093] The first table 410 illustrates the positions of the first clutch, the second clutch, and the third clutch, such as the first clutch 150, the second clutch 238, and the third clutch 240. When the clutch is marked as "open" in the first table 410, the clutch is disengaged and open. When the clutch is marked as "closed" in the first table 410, the clutch is engaged and in a closed configuration.

[0094] The second table 420 illustrates the power application modes of the first motor and the second motor (such as the first electric machine 120 and the second electric machine 102). The second table 420 illustrates the modes in which the first and second motors supply power to the PTO and the transmission (such as the PTO unit 122 and the transmission gear train 130). The second table 420 illustrates the position of the first clutch (such as the first clutch 150) when the power transmission mode is engaged.

[0095] Now, looking at ​ here, the operation modes will be discussed with reference to ​ and ​ the electric axle system 100 and the second schematic diagram 200 in

[0096] In one example, the gear 1 operation mode includes driving the second clutch 238 to engage the first pair of gears 226 along the tailshaft (-) ​ and driving the third clutch 240 to disengage the second pair of gears 228 along the headshaft (+) ​ In gear 1, the power path is from the transmission input shaft 128 in ​ to the fifth gear 230 in ​ ; from the fifth gear 230 to the sixth gear 232 in ​ ; from the sixth gear 232 to the eighth gear 236 and the intermediate shaft 227 in ​ ; and from the eighth gear 236 to ​The ring gear 172 therein. Subsequently, the power path can reach the drive wheels through the differential and the axle shafts. Similarly, for the gear 1a mode, the second clutch 238 can be engaged and the third clutch 240 can be disengaged, the same as in the gear 1 mode. In addition, in the gear 1a mode, the power can pass through the transmission input shaft 128, the fifth gear 230, the sixth gear 232, the eighth gear 236, and the ring gear 172, as in the gear 1 mode described above. However, in the gear 1 mode, the power as rotational energy can only be output from the second electric mechanism 102 to the transmission input shaft 128, while in the gear 1a mode, the power as rotational energy can be output from the first electric mechanism 120 and the second electric mechanism 102 to the transmission input shaft 128.

[0097] In one example, the gear 2 operating mode includes the second clutch 238 separating from the first pair of gears 226 along the tail channel (-) and driving the third clutch 240 to engage with the second pair of gears 228 along the head channel (+). In the gear 2, from the transmission input shaft 128 to the fifth gear 230; from the fifth gear 230 to ​ the seventh gear 234 therein; from the seventh gear 234 to ​ the eighth gear 236 and the intermediate shaft 227 therein; and from the eighth gear 236 to the ring gear 172. Subsequently, the above power path can reach the drive wheels through the differential and the axle shafts. Similarly, for the gear 2a mode, the second clutch 238 can be disengaged and the third clutch 240 can be engaged, as in the gear 2 mode described above. In addition, in the gear 2a mode, the power can pass through the transmission input shaft 128, the fifth gear 230, the seventh gear 234, the eighth gear 236, the intermediate shaft 227, and the ring gear 172, as in the gear 1 mode described above. However, in the gear 2 mode, the power as rotational energy can only be output from the second electric mechanism 102 to the transmission input shaft 128, while in the gear 2a mode, the power as rotational energy can be output from the first electric mechanism 120 and the second electric mechanism 102 to the transmission input shaft 128.

[0098] In one example, the PTO motor 1 mode can be a mode in which the first motor, such as the first electric machine 120, can supply power only to the PTO unit, such as the first PTO unit 214, the second PTO unit 302, the third PTO unit 328, or the fourth PTO unit 360. When the clutch 1 (such as the first clutch 150) is disengaged, the PTO motor 1 mode can be engaged so that the power from the first electric machine 120 is not distributed between the PTO unit and the transmission (such as the transmission gear train 130). Other gear modes, such as the gear 1 or gear 2, which transfer power to the transmission, such as the transmission gear train 130, without engaging the clutch 1, can be used in combination with the PTO motor 1 mode.

[0099] In one example, in neutral mode, the clutch 2 (such as the second clutch 238) is disengaged from the first pair of gears 226. Similarly, in neutral mode, the clutch 3 (such as the third clutch 240) can also be disengaged from the second pair of gears 228. The above PTO motor 1 mode can be engaged when the transmission is in neutral mode.

[0100] Now look at ​ , where the operation modes will be discussed with reference to the electric axle system 100 and the second schematic diagram 200 of ​ and ​ respectively. The PTO application diagram in the second table 420 shows where the power generated by the electromechanical can be transmitted according to the engagement of the first clutch 150.

[0101] The second table 420 illustrates the power application modes of the first motor and the second motor (the motor 1 and the motor 2 in the second table 420 respectively) to the PTO and the transmission. The first motor and the second motor can be the first electric machine 120 and the second electric machine 102 in ​ respectively. The second table 420 illustrates the position of the first clutch when the power transmission mode is engaged, such as ​ the first clutch 150 in

[0102] For example, if the first clutch 150 is open, the rotational energy generated by the first motor (such as the first motor 120) can be transmitted only to the PTO unit (such as the PTO unit 122). Similarly, in this example, the rotational energy generated by the second motor (such as the second motor 102) can be transmitted to the transmission (such as the transmission gear train 130), but not to the PTO unit.

[0103] Another example is that if the first clutch 150 is closed, the rotational energy generated by the first motor can be distributed between the PTO device and the transmission. In this example, the rotational energy generated by the second motor can be transmitted to the transmission, but not to the PTO device.

[0104] However, it is understood that in other examples, the first clutch 150 may be configured such that when the first clutch 150 is closed, the first and second motors may transfer rotational energy to the PTO device. For example, when coupled by closing the first clutch, the first and second motors operate in a fixed rotational direction and torque may be distributed to the PTO and the transmission. In these examples, the first motor and the second motor may be the first motor 120 and the second motor 102, respectively. When the torque generated by the first motor and the second motor is in the first direction, the first motor and the second motor may transfer rotational energy to the transmission. Similarly, when the torque direction generated by the first motor and the second motor is opposite to the first direction, the first motor and the second motor may transfer rotational energy to the transmission. In these examples, the torque demands of the transmission and the PTO determine the manner in which the torque is distributed and the magnitude of the total torque provided jointly by the two motors, where the two motors do not necessarily provide the same torque.

[0105] Go to ​ , which shows a third table 510 of various modes of torque transfer from the first motor and / or the second motor to the rotating elements of the transmission and the PTO unit. The transmission includes a transmission gear train, such as ​ the transmission gear train 130 in ​ . The transmission may be enclosed by a first housing, such as ​ the transmission housing 204 in ​ . The PTO device may be ​ the PTO device 122 in ​ . The first and second motors may be the first motor 120 and the second motor 102 in ​ , respectively. Each torque operating mode is complementary to the power flow through the clutch, which in this example may be ​ the first clutch 150 in ​ . The torque generated by the first motor or the second motor may be shown respectively in the motor 1 torque column and the motor 2 torque column of the third table 510. The torque may be positive torque or negative torque.

[0106] When the torque is positive torque, such as POSITIVE in the third table 510, the torque is generated by the motor and transmitted. When the torque is negative torque, such as the negative torque in the third table 510, the torque may be received by the motor from the rotating element coupled to the motor. The negative torque may be used for regeneration purposes, such as generating electrical energy to charge a power source electrically connected to the motor, such as ​ the battery 108 in ​ .

[0107] The third table 510 shows various methods of selecting the clutch to initiate the power flow mode. The first column may show the open or closed state of the first clutch. The second and third columns may show whether the motor torque is positive or negative. Each row of table 510 may show the method of engaging the corresponding power flow listed in that row.

[0108] The third table 510 illustrates the power applications of the first and second electric motors (such as the first electric machine 120 and the second electric machine 102) to the PTO unit and the transmission (such as the PTO unit 122 and the transmission gear train 130), respectively. The third table 510 illustrates the position of the first clutch (such as the first clutch 150) when the power transfer mode is engaged.

[0109] For example, if the first clutch 150 is open, the first electric motor (such as the first electric machine 120) can generate a first power flow, and / or the second electric motor (such as the second electric machine 102) can generate a second power flow. When the first clutch is open and the first electric motor generates positive torque, the first power flow can be transmitted to the PTO.

[0110] Similarly, when the first clutch is open and the second electric motor generates positive torque, the second power flow can be transmitted to the transmission. The first and second power flows of the third table 510 can be respectively shown as the first power flow 612 and the second power flow 614, as detailed below ​ .

[0111] Another example is that the first clutch, such as the first clutch 150, is in the closed state. When the first clutch is closed, the first and second electric motors can transmit a combined power flow. When both the first and second electric motors generate positive torque, a combined power flow is generated. The combined power flow can be the sum of a part of the first power flow and all of the second power flow of the third table 510. The combined power flow can be transmitted to the transmission. The combined power flow of the third table 510 can be shown as the shared power flow 624 in more detail below ​ in.

[0112] Another example is that if the first clutch 150 is closed, the first regenerative power flow can be transmitted from the first electric motor to the second electric motor. The first regenerative power flow can be generated when the first electric motor generates positive torque and the second electric motor generates negative torque. The regenerative power flow can be a part of the first power flow of the third table 510. The regenerative power flow of the third table 510 can be shown as the fourth power flow 642 in more detail below ​ in.

[0113] ​ Shows a schematic diagram 600. The schematic diagram 600 can be ​ the second schematic diagram 200 in, including ​Identical components and features are labeled. Schematic diagram 600 shows the paths of a first power flow 612 and a second power flow 614 through the rotating elements of schematic diagram 600. The first power flow 612 can be generated on the first electric motor 120 and transfer rotational energy to the first PTO unit 214 via torque. The second power flow 614 can be generated at the second electric motor 102 and transfer rotational energy to the transmission gear train 130 via torque. A positive sign or + sign 610 is shown next to the first electric mechanism 120 and the second electric mechanism 102. The + sign 610 indicates that the motor (such as the first electric motor 120 or the second electric motor 102) generates positive torque.

[0114] When the first electric motor 120 generates positive torque and the first clutch 150 is open, the first electric motor 120 generates the first power flow 612. The first power flow 612 can be generated by the rotating elements of the first electric motor 120 and transferred from the first electric motor 120 to the second shaft 142. The second shaft 142 can transfer the torque of the first power flow 612 to the fourth gear 178. When meshed with the first gear of a PTO unit such as the first PTO unit 214, the fourth gear 178 can transfer the torque of the first power flow 612 to the rotating elements of the PTO unit. The rotating elements of the PTO device can transfer the torque of the first power flow 612 to the implements of the PTO device. In this example, the PTO unit can be the first PTO unit 214 and the first gear can be the PTO gear 242. However, in other examples, the PTO unit can be a PTO unit with other configurations, such as ​ the second PTO unit 302 in ​ the third PTO unit 328 or the fourth PTO unit 360 in

[0115] When the second electric motor 102 generates positive torque and the first clutch 150 is open, the second electric motor 102 can generate the second power flow 614. The second power flow 614 can be generated by the rotating elements of the second electric motor 102 and transferred from the second electric motor 102 to the first shaft 124. The first shaft 124 can transfer the torque of the second power flow 614 to the first gear 144. When part of the motor input gear train 126 and meshed with the second gear 146, the first gear 144 can transfer the torque of the second power flow 614 to the second gear 146. The second gear 146 can transfer the torque of the second power flow 614 to the transmission input shaft 128. The transmission input shaft 128 can transfer the torque of the second power flow 614 to the transmission gear train 130.

[0116] ​Shows schematic diagram 620. Schematic diagram 620 can be the schematic diagram 620 when the first clutch 150 is closed. The closing of the first clutch 150 can add the torques from the second power flow 614 and the third power flow 622 to generate a shared power flow 624.

[0117] The third power flow 622 can be separated from the first power flow 612 at the fourth gear 178. The excess energy in the first power flow 612 that is not used for the first PTO unit 214 can be used to drive the transmission gear train 130. The third power flow 622 can transfer rotational energy from the fourth gear 178 to the second shaft 142 through torque. The third power flow 622 can transfer torque from the second shaft 142 to the third gear 148 through the first clutch 150. The third power flow 622 can transfer torque from the third gear 148 through the motor input gear train 126. For example, the third power flow 622 can transfer rotational energy to the second gear 146 through torque. The second power flow 614 can transfer rotational energy to the second gear 146 through torque. The first motor 120 and the second shaft 142 and the second motor 102 and the first shaft 124 can be arranged such that the second power flow 614 and the third power flow 622 are added. The rotational energies of the second power flow 614 and the third power flow 622 can be combined into a shared power flow 624 at the second gear 146. The shared power flow 624 can transfer rotational energy from the second gear 146 to the transmission input shaft 128 through torque. The shared power flow 624 can transfer rotational energy from the transmission input shaft 128 to the rotating element of the transmission gear train 130 through torque.

[0118] ​ Shows schematic diagram 638. Schematic diagram 638 can be schematic diagram 620, where the first clutch 150 is closed, but the second motor 102 generates negative torque. A negative sign or - sign 640 is shown next to the second electric mechanism 102. The - sign 640 indicates that the motor (such as the second motor 102) is generating negative torque. When negative torque is generated, the second motor 102 can act as a generator or participate in another regeneration process. After closing the first clutch, a fourth power flow 642 can be generated from the power flow generated by the first motor 120. The fourth power flow 642 can distribute rotational energy through torque via the rotating element of the motor input gear train 126. From the motor input gear train 126, the fourth power flow 642 can transfer rotational energy to the second motor 102. When the second motor 102 has negative torque, the second motor 102 can be driven by the torque transmitted from the fourth power flow 642. The torque transmitted to the second motor 102 through the fourth power flow 642 can be used for a regeneration process, such as using the second motor 102 as a generator to generate electricity.

[0119] For example, the clutch of the transmission gear train 130 can be opened and in the neutral state. In this example, the third power flow 622 can be converted into the fourth power flow 642 at the second gear 146. The fourth power flow 642 can transfer rotational energy from the second gear 146 to the first gear 144 by torque.

[0120] Another example is that at least one clutch of the transmission gear train 130 can be closed. In this example, the third power flow 622 can be divided into the fourth power flow 642 and the fifth power flow 644. The fifth power flow 644 can transfer rotational energy to the transmission input shaft 128 by torque. The fifth power flow 644 can transfer rotational energy from the transmission input shaft to the rotating elements of the transmission gear train 130. The fourth power flow 642 can transfer rotational energy from the second gear 146 to the first gear 144 by torque.

[0121] The fourth power flow 642 can transfer rotational energy from the first gear 144 to the first shaft 124 by torque. The fourth power flow 642 can force the first shaft 124 and the first gear 144 to rotate in the same direction. The fourth power flow 642 can transfer rotational energy from the first shaft 124 to the rotating element of the second electric machine 102. Through the torque transmitted by the fourth power flow 642, the rotating element of the second electric machine 102 can rotate and convert rotational energy into electrical energy during the regeneration process.

[0122] The fifth power flow 644 may be negative because when the vehicle decelerates using the second electric device 102 as an electric brake or a generator, energy is regenerated from the wheels. In such an example, the negative flow of the fifth power flow 644 goes to the fourth power flow 642, transferring the regenerated energy from the vehicle to the battery.

[0123] In this way, the electric vehicle axle can enable the modular PTO device to be drive-connected and physically coupled with the transmission. The PTO device can be modular, allowing the implement torque and speed of the PTO device to be changed without changing the rotating elements of the transmission and the electric vehicle axle system. The PTO device can adopt a bolted connection structure, where the second housing of the PTO device can be fixed to the first housing of the transmission by fasteners (such as bolts). The motor (such as an electric machine) for the PTO device can be selected to drive the axle of the electric vehicle axle system, output the same torque to the motor gear train when the rotating element of the modular PTO device changes, and extend to the transmission gear train.

[0124] The present disclosure also provides support for a component that includes: a first electric machine coupled to a transmission via a first clutch, a second electric machine directly coupled to the transmission, a power output unit coupled to the first clutch, a first housing that includes the transmission, and a second housing that includes the power output unit, wherein the second housing is fixed to the first housing. In a first example of the system, the first housing further includes the first clutch. In a second example of the system, optionally including the first example, the second housing further includes the first clutch. In a third example of the system, optionally including one or both of the first and second examples, the transmission is a single-speed transmission or a multi-speed transmission. In a fourth example of the system, optionally including one or more or each of the first to third examples, the second housing further includes a disconnect device between the power output unit and the torque transmission device of the power output unit. In a fifth example of the system, optionally including one or more or each of the first to fourth examples, the disconnect device can be a second clutch. In a sixth example of the system, optionally including one or more or each of the first to fifth examples, the disconnect device can be a simple disconnect device. In a seventh example of the system, optionally including one or more or each of the first to sixth examples, a first gear train drivingly couples the first electric machine and the second electric machine to a transmission input shaft. In an eighth example of the system, optionally including one or more or each of the first to seventh examples, the power output unit includes a power output shaft drivingly coupled to a first power output gear, wherein the first power output gear is drivingly coupled to the first electric machine via a first gear. In a ninth example of the system, optionally including one or more or each of the first to eighth examples, the power output unit further includes a power output gear set interposed between the first gear and the first power output gear, the power output gear set including a first shaft that supports a second gear and a third gear, wherein the second gear is drivingly coupled to the first gear and the third gear is drivingly coupled to the first power output gear.

[0125] The present disclosure also provides support for a method for a transmission, the transmission including a first electric machine coupled to a transmission input shaft by a first clutch, a second electric machine directly coupled to the transmission input shaft, a transmission gear train selectively coupling the transmission input shaft to an output shaft, a power output unit coupled to the first clutch, a first housing including the transmission gear train, and a second housing including the power output unit, wherein the second housing is fastened to the first housing, the method including selecting an operating mode, adjusting the first clutch to selectively couple the first electric machine to the transmission gear train, and adjusting one or more of a plurality of clutches of the transmission gear train according to the operating mode. In a first example of the method, the plurality of clutches includes a second clutch for selectively coupling one of a first pair of gears to the transmission input shaft, and a third clutch for selectively coupling one of a second pair of gears to the output shaft. In a second example of the method, optionally including the first example, in a first mode including the first clutch in an open configuration, the second clutch in a closed configuration, and the third clutch in an open configuration, a first power flow is transmitted from the first electric machine to the power output unit by engaging the first pair of gears and disengaging the second pair of gears, and a second power flow is transmitted from the second electric machine to the output shaft. In a third example of the method, optionally including one or both of the first example and the second example, in a second mode including the first clutch in an open configuration, the second clutch in an open configuration, and the third clutch in a closed configuration, a first power flow is transmitted from the first electric machine to the power output unit, and a third power flow is transmitted from the second electric machine to the output shaft by disengaging the first pair of gears and engaging the second pair of gears. In a fourth example of the method, optionally including one or more or each of the first to third examples, in a third mode including the first clutch in a closed configuration, one of the second clutch and the third clutch in an open configuration, and one of the second clutch and the third clutch in a closed configuration, a fourth power flow is transmitted from the transmission input shaft to the output shaft, the fourth power flow including rotational energy output from the first electric machine and the second electric machine to the transmission input shaft.

[0126] The disclosure also provides support for a component that includes a first electric motor, a power output unit coupled to the first electric motor, an input gear train coupled to the first electric motor through a first clutch, a second electric motor coupled to the input gear train, a transmission input shaft coupled to the input gear train, a transmission gear train coupled to the transmission input shaft, an output shaft coupled to the transmission gear train, a plurality of clutches for selectively coupling the transmission input shaft to the output shaft, a first housing including the transmission gear train, and a second housing including the power output unit, wherein the second housing is fixed to the first housing. In a first example of the system, the first motor selectively drives one or both of the power output unit and the output shaft through the first clutch. In a second example of the system, optionally including the first example, the plurality of clutches includes a second clutch for selectively coupling one of a first pair of gears to the transmission input shaft, and a third clutch for selectively coupling one of a second pair of gears to the output shaft. In a third example of the system, optionally including one or both of the first and second examples, the power output unit includes a power output shaft drivingly coupled to a first power output gear, wherein the first power output gear is drivingly coupled to the first motor through a first gear of the input gear set. In a fourth example of the system, optionally including one or more or each of the first to third examples, the power output unit further includes a power output gear train interposed between the first gear of the input gear train and the first power output gear, the power output gear train including a first shaft supporting a second gear and a third gear, wherein the second gear is drivingly coupled to the first gear of the input gear train and the third gear is drivingly coupled to the first power output gear.

[0127] In another formulation, a method for a component is provided that includes: operating one of a first clutch and a second clutch to switch between two operating modes of a transmission directly coupled to the first motor, and selectively operating a PTO clutch to couple a second motor to the transmission, the second motor being directly coupled to the PTO unit; wherein the first housing includes the transmission and the second housing includes the PTO unit.

[0128] The control methods and routines disclosed herein can be stored as executable instructions in a non-transitory memory and executed by a control system including a controller in conjunction with various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, etc. Accordingly, the various acts, operations, and / or functions illustrated can be executed in the illustrated order, in parallel, or in some cases omitted. Similarly, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is for ease of illustration and description. One or more of the acts, operations, and / or functions illustrated can be repeated depending on the particular strategy being used. Additionally, the acts, operations, and / or functions described can graphically represent code to be programmed into the non-transitory memory of a computer-readable storage medium in an engine control system, where the described acts are implemented by executing instructions in a system including various engine hardware components in combination with an electronic controller.

[0129] It is understood that the configurations and routines disclosed herein are exemplary in nature and these specific embodiments are not limiting since many variations are possible.

[0130] Moreover, unless there is a clear contrary indication, the terms "first", "second", "third", etc. do not denote any order, position, quantity, or importance, but are merely used as labels to distinguish one element from another. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of various systems and configurations, as well as other features, functions, and / or properties disclosed herein.

[0131] As used herein, the term "about", unless otherwise specified, shall be understood to be in a range of plus or minus 5%.

[0132] The following claims particularly point out certain combinations and sub-combinations regarded as novel and non-obvious. These claims may refer to "a" element or "a first" element or the equivalent thereof. These claims are to be understood to include 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. An assembly comprising a power take-off unit, characterized in that: The component includes: a first motor, which is connected to a transmission through a first clutch; a second motor, which is directly connected to the transmission; the power output unit, which is connected to the first clutch; a first housing, which includes the transmission; and a second housing, which includes the power output unit, wherein the second housing is fixed to the first housing.

2. The component according to claim 1, wherein the first housing further includes the first clutch.

3. The component according to claim 1, wherein the second housing further includes the first clutch.

4. The component as claimed in claim 1, wherein the transmission is a single-speed or multi-speed transmission.

5. The component as claimed in claim 1, wherein the second housing further includes a disconnecting device between the power output unit and the torque transmission device of the power output unit.

6. The component as claimed in claim 5, wherein the disconnecting device can be a second clutch.

7. The component as claimed in claim 5, wherein the disconnecting device can be a simple disconnecting device.

8. The component as claimed in claim 1, wherein a first gear train drives the first motor and the second motor to be connected to the transmission input shaft.

9. The component according to claim 1, wherein the power output unit includes a power output shaft drivingly connected to a first power output gear, wherein the first power output gear is drivingly connected to the first motor through a first gear.

10. The component according to claim 9, wherein the power output unit further includes a power output gear set inserted between the first gear and the first power output gear, the power output gear set includes a first shaft supporting a second gear and a third gear, wherein the second gear is drivingly connected to the first gear, and the third gear is drivingly connected to the first power output gear.

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