Multi-speed transmission and system

Abstract

The utility model provides a multi-speed transmission, which comprises an input shaft, an output shaft and a transmission shaft, a first clutch including a first clutch gear configured to rotate a first shaft on which a first synchronizer is disposed, where the first clutch is disposed on the input shaft; a second clutch including a second clutch gear configured to rotate a second shaft on which a second synchronizer is disposed, where the second clutch is disposed on the input shaft; the idler wheel shaft comprises a plurality of idler wheels meshed with the gears of the first synchronizer and the second synchronizer; and an output shaft including an output gear engaged with one of the idler shaft plurality of gears.

Description

[0001] Cross-reference search of related applications

[0002] This application claims priority to U.S. Provisional Application No. 63 / 519,492, filed on August 14, 2023, entitled “SYSTEMS AND METHOD FOR AN ELECTRIC POWERTRAIN,” which is hereby incorporated by reference in its entirety. Technical Field

[0003] This description generally relates to transmissions for vehicles. Background Art

[0004] As vehicle electrification continues to gain popularity, automotive components will need to be modified to accommodate new vehicle architectures. For example, a transmission may require multiple gear trains to accommodate torque transfer from one or more electric motors. As vehicle packaging space continues to shrink, packaging multiple gear train transmissions can present challenges. Utility Model Content

[0005] Therefore, there is a need for a transmission having multiple gear trains and a smaller package size. In one example, the above problems can be solved by a multi-speed transmission, the transmission including an input shaft including an input gear driven by two electric motors; a first clutch including a first clutch gear configured to rotate a first shaft having a first synchronizer disposed thereon, wherein the first clutch is disposed on the input shaft; an idler shaft including a plurality of gears meshed with gears of the first synchronizer and a second synchronizer; and an output shaft including an output gear meshed with one of the plurality of gears of the idler shaft.

[0006] It should be understood that the above summary is intended to introduce concepts further described in the detailed description in a simplified form. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is determined solely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Those skilled in the art will readily appreciate the above and other advantages of the present disclosure from the following detailed description with reference to the accompanying drawings:

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

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

[0010] Figure 3 is an example of a transmission layout. DETAILED DESCRIPTION

[0011] The following description relates to a transmission. In one embodiment, the transmission is a multi-speed transmission, such as Figure 1 shown. Figure 2 One embodiment of a vehicle transmission is shown. Figure 3 One embodiment of a transmission layout is shown.

[0012] Figure 1-3 Example configurations of the relative positioning of various components are shown. If the elements shown in the figure are in direct contact or directly coupled to each other, then, in at least one example, these elements may be referred to as directly in contact or directly coupled, respectively. Similarly, in at least one example, elements shown as being adjacent or adjacent to each other may be adjacent or adjacent to each other, respectively. For example, elements that are in face-to-face contact with each other may be referred to as face-to-face contact elements. Another example is that, in at least one example, elements are placed apart from each other, with only space between them and no other elements, which may be referred to as being placed apart from each other. For example, elements that are shown above / below each other, on either side of each other, or on the left / right side 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. As used herein, up / down, up / down, and up / down may be used to describe the positioning of elements in the figure relative to each other, relative to the vertical axis in the figure. Therefore, in one example, an element that is shown above other elements is positioned vertically above the other elements. For another example, the shapes of elements depicted in the figures may be referred to as having those shapes (e.g., as circular, straight, flat, curved, rounded, chamfered, beveled, or the like). Furthermore, in at least one example, elements depicted as intersecting one another may be referred to as intersecting elements or as intersecting one another. Furthermore, in one example, elements that appear within another element or appear outside another element may also be referred to as intersecting elements. It is understood that one or more elements referred to as "substantially similar and / or identical" may differ from one another according to manufacturing tolerances (e.g., within 1-5%).

[0013] In one example, the present disclosure provides support for a transmission coupled to at least one electric motor. In one example, two electric motors are configured to drive a counter-shaft transmission with a dual-drum assembly. The transmission can be used in a vehicle. The vehicle can be a heavy-duty vehicle, a light-duty vehicle, an off-highway vehicle, or other vehicle. In some examples, a relatively high torque multiplication may be required in first gear (e.g., 1:25). The input gear of the transmission can be configured to reduce the speed provided by the electric motor, thereby reducing the speed difference between the transmission clutches. The input and output gear ratios of the transmission can limit the speed reduction requirements between the input shaft and two clutch shafts, which are composed of four clutches, with two clutches on each clutch shaft. As a result, the size of the gears in the transmission can be reduced, thereby reducing the packaging size of the transmission. The dual-clutch arrangement can further reduce the number of gear engagements, improving system efficiency. The dual-clutch arrangement can extend the service life of the transmission and reduce maintenance requests. In addition, the centerlines of the input and output shafts can be substantially parallel. In one example, substantially parallel can be defined as two lines with a primary vector extending in a single direction.

[0014] The transmission can be a multi-speed transmission, consisting of multiple shafts, gears, and bearings. The transmission components are configured to achieve four different speeds.

[0015] Now let's see Figure 1 As shown in the figure, vehicle 100 includes a powertrain 101 and a transmission 103. The powertrain includes a prime mover 106 and a transmission 108. Prime mover 106, for example, may be an electric motor, which, when in operation, provides rotational power to transmission 108. Transmission 108 may be any type of transmission, such as a manual transmission, an automatic transmission, or a continuously variable transmission. Transmission 108 receives the rotational power generated by prime mover 106 as input and outputs the rotational power to transmission 103 based on the selected gear or setting.

[0016] In one example, prime mover 106 is a first prime mover 106, and vehicle 100 may further include a second prime mover 107. The size and configuration of first prime mover 106 may be different from those of second prime mover 107. Each of first prime mover 106 and second prime mover 107 can be connected to an energy storage device. The energy storage device can be a battery, a fuel tank, or other similar device. The fuel capacity of the energy storage device can be monitored by a sensor or estimated based on the vehicle operating conditions. In one example, one or more of first prime mover 106 and second prime mover 107 can be configured to replenish the power of the energy storage device during generator operation.

[0017] In one example, first prime mover 106 and second prime mover 107 are motors connected to an energy storage system including a plurality of battery cells. An inverter can be configured to control the power provided to the respective motors. Thus, each of first prime mover 106 and second prime mover 107 is a motor.

[0018] The vehicle 100 may be a commercial vehicle, a light, medium or heavy vehicle, a passenger vehicle, an off-highway vehicle, or a sport utility vehicle. In addition, the vehicle 100 and / or one or more of its components may also be used in industrial, locomotive, military, agricultural, and aerospace applications.

[0019] In some examples, such as Figure 1 As shown, the driveline 103 includes a first axle assembly 102 and a second axle assembly 112. The first axle assembly 102 can be configured to drive a first set of wheels 104, and the second axle assembly 112 can be configured to drive a second set of wheels 114. In one example, the first axle assembly 102 is disposed near the front of the vehicle 100 and thus comprises a front axle, while the second axle assembly 112 is disposed near the rear of the vehicle 100 and thus comprises a rear axle. The driveline 103 is shown as a four-wheel drive configuration, but other configurations are possible. For example, the driveline 103 can include a front-wheel drive, a rear-wheel drive, or an all-wheel drive configuration. Additionally, the driveline 103 can further include one or more tandem axle assemblies. Thus, the driveline 103 can also have other configurations without departing from the scope of this disclosure. Figure 1 The configuration shown in is for illustration only and is not limiting. In addition, the vehicle 100 may also include other wheels that are not connected to the transmission system 103.

[0020] In some four-wheel drive configurations, such as Figure 1 As shown, the powertrain 103 includes a transfer case 110 configured to receive rotational power output by the transmission 108. A first drive shaft 113 is drivingly coupled to a first output end 111 of the transfer case 110, while a second drive shaft 122 is drivingly coupled to a second output end 121 of the transfer case 110. The first drive shaft 113 (e.g., a front drive shaft) transmits rotational power from the transfer case 110 to a first differential 116 of the first axle assembly 102 to drive the first set of wheels 104, while the second drive shaft 122 (e.g., a rear drive shaft) transmits rotational power from the transfer case 110 to a second differential 126 of the second axle assembly 112 to drive the second set of wheels 114. For example, the first differential 116 is drivingly coupled to a first set of axle shafts 118 coupled to the first set of wheels 104, and the second differential 126 is drivingly coupled to a second set of axle shafts 128 coupled to the second set of wheels 114. It will be appreciated that each of the first set of shafts 118 and the second set of shafts 128 may be disposed within a single housing.

[0021] Vehicle 100 may also include a control system 184. The illustrated control system 184 includes a controller 182 that receives information from a plurality of sensors 186 and sends control signals to a plurality of actuators 188. Controller 182 may receive input data from the various sensors, process the input data, and trigger actuators in response to the processed input data according to instructions or code programmed therein corresponding to one or more routines. The plurality of sensors 186 may include speed sensors, temperature sensors, humidity sensors, position sensors, accelerometers, and the like. The plurality of actuators 188 may include actuators for one or more valves, motors, and other devices.

[0022] Now let's see Figure 2 , Figure 2 A transmission assembly 200 is shown. The transmission assembly 200 may include Figure 1 In one example, the transmission assembly 200 is Figure 1 The transmission assembly 200 is a non-limiting example of a transmission 108. The transmission assembly 200 can be a paired axle multi-speed transmission. In one example, the transmission assembly 200 is a two-speed transmission.

[0023] The axis system shown in the figure includes an x-axis, a y-axis intersecting the x-axis normal, and a z-axis intersecting the x-axis and y-axis normals. In one example, the x-axis is parallel to the horizontal direction, the y-axis is parallel to the vertical axis, and the z-axis is parallel to the lateral direction.

[0024] First inverter 202 is coupled to first electric motor 204. Second inverter 206 is electrically coupled to second electric motor 208. First inverter 202 and second inverter 206 may be configured to transfer power from the energy storage device to first electric motor 204 and second electric motor 208, respectively.

[0025] First electric motor 204 may include a first electric motor output shaft 212 on which a first electric motor output gear 214 is mounted. Second electric motor 208 may include a second electric motor output shaft 216 on which a second electric motor output gear 218 is disposed. In one embodiment, first electric motor 204 and second electric motor 208 may be of the same size. In some examples, the size of first electric motor 204 may differ from the size of second electric motor 208. In one example, first electric motor output gear 214 has the same shape and size as second electric motor output gear 218. In some examples, first electric motor output gear 214 has a different shape and / or size than second electric motor output gear 218.

[0026] An input gear 222 may be mounted on the input shaft 220. The input gear 222 may mesh with the first electric motor output gear 214 and the second electric motor output gear 218, respectively. In one example, the first electric motor output gear 214, the second electric motor output gear 218, and the input gear 222 are each disposed within the transmission housing 201. The boundary of the transmission housing 201 is indicated by a dashed box. Therefore, the first output shaft 212 and the second output shaft 216 may extend in a direction parallel to the x-axis and pass through the surface of the transmission housing 201 into the interior thereof.

[0027] Input gear 222 rotates input shaft 220. A first clutch 230 and a second clutch 234 may be mounted on input shaft 220. Depending on the clutch position, power can be transmitted from input shaft 220 to the corresponding gear of first clutch 230 or second clutch 234. For example, when first clutch 230 is closed, power can be transmitted from input shaft 220 to first clutch gear 232. For another example, when first clutch 230 is open, power from input shaft 220 may not be transmitted to first clutch gear 232. When second clutch 234 is closed, power can be transmitted from input shaft 220 to second clutch gear 236. When second clutch 234 is open, power may not be transmitted from input shaft 220 to second clutch 234. In one example, the clutch positions may alternate, with one clutch open while the other is closed. The size of first clutch gear 232 may be the same as or different from the size of second clutch gear 236.

[0028] The first clutch gear 232 can mesh with the first gear 242 on the first shaft 240. The teeth of the first clutch gear 232 can mesh with the teeth of the first gear 242. When the first clutch gear 232 rotates due to the closing of the first clutch 230, the first gear 242 can rotate through the first clutch gear and drive the first shaft 240 to rotate.

[0029] The second clutch gear 236 can mesh with a second gear 252 disposed on the second shaft 250. The teeth of the second clutch gear 236 can interlock with the teeth of the second gear 252. When the second clutch gear 236 rotates due to the closing of the second clutch 234, the second gear 252 can rotate via the second clutch gear 236, and drive the second shaft 250 to rotate. In one example, the second shaft 250 is parallel to the first shaft 240.

[0030] The first shaft 240 may further include a first synchronizer 244. The first synchronizer 244 may include a first synchronizer gear 246 and a third synchronizer gear 248. When the first shaft 240 rotates, the first synchronizer 244 may be configured to rotate the first synchronizer gear 246 or the third synchronizer gear 248. The first synchronizer gear 246 may have the same or different dimensions as the third synchronizer gear 248.

[0031] The second shaft 250 may further include a second synchronizer 254. The second synchronizer 254 may include a second synchronizer gear 256 and a fourth synchronizer gear 258. When the second shaft 250 rotates, the second synchronizer 254 may be configured to rotate the second synchronizer gear 256 or the fourth synchronizer gear 258. The size of the second synchronizer gear 256 may be the same as or different from that of the fourth synchronizer gear 258.

[0032] The first synchronous gear 246 and the third synchronous gear 248 can respectively mesh with the first idler gear 262 and the third idler gear 264 via interlocking teeth. The second synchronous gear 256 and the fourth synchronous gear 258 can respectively mesh with the second idler gear 266 and the fourth idler gear 268 via interlocking teeth. Dashed lines indicate direct meshing between the second synchronous gear 256 and the fourth synchronous gear 258 and the second idler gear 266 and the fourth idler gear 268, respectively.

[0033] The first synchronizer 244 and the second synchronizer 254 can be configured to select one of the synchronized gears to transmit power from the first shaft 240 or the second shaft 250 to the idler shaft 260, respectively. The synchronizers can avoid the need for additional clutches, allowing the transmission 200 to include only the first clutch 230 and the second clutch 234. Compared to clutches with similar functions, synchronizers can be more efficient, smaller, and more durable, thereby enhancing the performance of the transmission 200.

[0034] The first through fourth idler gears are mounted on idler shaft 260. Idler shaft 260 may further include a fifth idler gear 269. In one example, idler shaft 260 can rotate based on power from the first and third idler gears 262 and 264 or the second and fourth idler gears 266 and 268. Rotation of idler shaft 260 can drive rotation of fifth idler gear 269. Fifth idler gear 269 can mesh with output gear 272 disposed on the output shaft. Output gear 272 can rotate along with fifth idler gear 269, thereby forcing output shaft 270 to rotate.

[0035] An output member 274 may be mounted on the output shaft 270. The output member 274 may be disposed at one end of the output shaft 270, opposite the end of the output shaft 270 where the output gear 272 is disposed. In one example, the output member 274 is a second output gear coupled to a differential. In other examples, the output member 274 may be a flange coupled to a wheel.

[0036] In one example, Figure 2 The transmission 200 may include different gear trains. The first gear train may include a motor output gear and an input gear 222. The first gear train may reduce the input speed provided to the transmission 200 components. The second gear train may include a second synchronizer gear 256 and a second idler gear 266. The third gear train may include a first clutch gear 232 and a first gear 242. The fourth gear train may include a first synchronizer gear 246 and a first idler gear 262. The fifth gear train may include a fourth synchronizer gear 258 and a fourth idler gear 268. The sixth gear train may include a second clutch gear 236 and a second gear 252. The seventh gear train may include a third synchronizer gear 248 and a third idler gear 264. The eighth gear train may include a fifth idler gear 269 and an output gear 272. The input and output gear ratios of the transmission 200 may reduce the size of the largest gear in the main body of the transmission 200. The main body may include clutches and synchronizers. As a result, the packaging of the transmission 200 may be reduced compared to previous transmissions.

[0037] The configuration of the transmission 200, including two clutches and two synchronizers, can reduce the number of clutches and improve the efficiency of the system. In one example, the transmission 200 can reduce at least two clutches by including two synchronizers. In addition, the size, shape and position of the fifth idler gear 269 can be flexibly adjusted according to the position of the output component 274. If necessary, the centerline of the output shaft 270 can be aligned with the centerline of the input shaft 220. In addition, the centerline of the output shaft 270 can also maintain a certain parallel angle with the centerline of the input shaft 220. For example, when the parallelism is 0 degrees, the threshold angle is 10 degrees. In this way, the transmission 200 can be integrated into a variety of different vehicle configurations through the flexibility of the shape, size and position of the fifth idler gear 269.

[0038] The transmission 200 may include four different operating gears. First gear operation may include closing the first clutch 230, opening the second clutch 234, and meshing the first synchronizer gear 246 with the first idler gear 262 and the first synchronizer 244. Second gear operation may include closing the second clutch 234, opening the first clutch 230, and meshing the second synchronizer gear 256 with the second idler gear 266. Third gear operation may include closing the first clutch 230, opening the second clutch 234, and meshing the third synchronizer gear 248 with the third idler gear 264 of the first synchronizer 244. Fourth gear operation may include closing the second clutch 234, opening the first clutch 230, and meshing the fourth synchronizer gear 258 with the fourth idler gear 268.

[0039] In one example of transmission operation, when the transmission switches from first gear to second gear, the first clutch is opened and the second clutch is closed. The second synchronizer gear is coupled to the second idler gear via the second synchronizer. When the transmission switches from second gear to third gear, the first clutch is closed and the second clutch is opened. The third synchronizer gear is coupled to the third idler gear via the first synchronizer. When the transmission switches from third gear to fourth gear, the first clutch is opened and the second clutch is closed. The fourth synchronizer gear is coupled to the fourth idler gear via the second synchronizer. When the vehicle downshifts, the reverse sequence may be used. Thus, transmission 200 may be a four-speed transmission.

[0040] Now let's see Figure 3 , Figure 3 An example layout 300 of the transmission 200 is shown. As shown in the layout 300, the first output shaft 212, the second output shaft 216, and the output shaft 270 are parallel to the X-axis. In one example, additionally or alternatively, the first output shaft 212, the second output shaft 216, and the output shaft 270 may comprise a vector extending parallel to the X-axis.

[0041] Example layout 300 illustrates the interactions between gears using lines and the axes where the lines intersect. The angles of the lines can represent the angles of the gear arrangement of transmission 200 on a vehicle. Line 302 illustrates the interaction between the first motor output gear 214 and the input gear 222. Line 304 illustrates the interaction between the second electric motor output gear 218 and the input gear 222. Line 306 illustrates the interaction between the first clutch gear 232 and the first gear 242 of the first shaft 240. Line 308 illustrates the interaction between the second clutch gear 236 and the second gear 252 of the second shaft. Line 310 illustrates the interaction between the first synchronizer gear 246 or the third synchronizer gear 248 and the first idler gear 262 or the third idler gear 264. Line 312 illustrates the interaction between the second synchronizer gear 256 or the fourth synchronizer gear 258 and the second idler gear 266 or the fourth idler gear 268. Line 314 illustrates the interaction between the fifth idler gear 269 and the output gear 272. As shown, each of first input shaft 212, second input shaft 216, input shaft 220, and output shaft 270 can be substantially parallel to the x-axis, where substantially parallel means that the angle between the shaft and the x-axis is within 5 degrees. In one example, input shaft 220, first shaft 240, second shaft 250, and idler shaft 260 are arranged in a square or diamond shape.

[0042] The present disclosure also provides support for a multi-speed transmission comprising an input shaft including an input gear driven by two electric motors; a first clutch including a first clutch gear configured to rotate a first shaft having a first synchronizer disposed thereon, wherein the first clutch is disposed on the input shaft; a second clutch including a second clutch gear configured to rotate a second shaft having a second synchronizer disposed thereon, wherein the second clutch is disposed on the input shaft; an idler shaft including a plurality of gears meshing with the gears of the first and second synchronizers; and an output shaft including an output gear meshing with the gears of the idler shaft. In a first example of this system, the output shaft includes a main vector parallel to a main vector of an axis extending from the two electric motors to the input shaft. In a second example of the system, which may optionally include the first example, the first synchronizer includes a first synchronizer gear and a third synchronizer gear disposed on the first shaft. In a third example of the system, which may optionally include one or both of the first and second examples, the second synchronizer includes a second synchronizer gear and a fourth synchronizer gear disposed on the second shaft. In a fourth example of the system, which may optionally include one or more or each of the first to third examples, the electric motor outputs power to the input gear via the first electric motor output gear and the second electric motor output gear. In a fifth example of the system, which may optionally include one or more or each of the first to fourth examples, the multi-speed transmission is a counter-axle multi-speed transmission. In a sixth example of the system, which may optionally include one or more or each of the first to fifth examples, the multi-speed transmission is a four-speed transmission.

[0043] The present disclosure also provides support for a system comprising a multi-speed transmission disposed in a housing, the multi-speed transmission comprising: an input shaft including an input gear driven by two electric motors; a first clutch including a first clutch gear configured to rotate a first shaft having a first synchronizer disposed thereon, wherein the first clutch is disposed on the input shaft; a second clutch including a second clutch gear configured to rotate a second shaft having a second synchronizer disposed thereon, wherein the second clutch is disposed on the input shaft; an idler shaft including a plurality of gears meshing with the gears of the first synchronizer and the second synchronizer; and an output shaft including an output gear meshing with the gears of the idler shaft. In a first example of the system, the first clutch gear meshes with the first gear of the first shaft. In a second example of the system (optionally including the first example), the second clutch gear meshes with the second gear of the second shaft. In a third example of the system (optionally including one or both of the first and second examples), the input shaft, the first shaft, the second shaft, the idler shaft, and the output shaft are parallel to each other. In a fourth example of the system, optionally including one or more or each of the first to third examples, the input gear is driven by one or more of the first and second electric motor output gears. In a fifth example of the system, optionally including one or more or each of the first to fourth examples, the first electric motor output gear is disposed on the first electric motor shaft, and the second electric motor output gear is disposed on the second electric motor shaft, wherein the first and second electric motor shafts are parallel to each of the input shaft, the first shaft, the second shaft, the idler shaft, and the output shaft. In a sixth example of the system, optionally including one or more or each of the first to fifth examples, the first synchronizer includes a first synchronizer gear and a third synchronizer gear, wherein the second synchronizer includes a second synchronizer gear and a fourth synchronizer gear. In a seventh example of the system, optionally including one or more or each of the first to sixth examples, the plurality of gears includes a first idler gear meshing with the first synchronizer gear, a second idler gear meshing with the third synchronizer gear, a third idler gear meshing with the second synchronizer gear, and a fourth idler gear meshing with the fourth synchronizer gear.

[0044] The present disclosure also provides support for a system comprising a first electric motor including a first electric motor shaft having a first electric motor output gear disposed thereon; a second electric motor including a second electric motor shaft having a second electric motor output gear disposed thereon; and a multi-speed transmission disposed in a housing, the multi-speed transmission comprising: an input shaft including an input gear driven by one or more of the first and second electric motor output gears; a first clutch including a first clutch gear configured to rotate a first shaft having a first synchronizer disposed thereon, wherein the first clutch is disposed on the input shaft; a second clutch including a second clutch gear configured to rotate a second shaft having a second synchronizer disposed thereon, wherein the second clutch is disposed on the input shaft; an idler shaft including a plurality of gears meshing with gears of the first and second synchronizers; and an output shaft including an output gear meshing with gears of the idler shaft. In a first example of the system, the first motor shaft, the second motor shaft, the input shaft, the first shaft, the second shaft, the idler shaft, and the output shaft are parallel to one another. In a second example of the system (which may optionally include the first example), the input shaft, the first shaft, the second shaft, and the idler shaft are arranged in a square. In a third example of the system, which may optionally include one or both of the first and second examples, the first electric motor shaft, the second electric motor shaft, and the output shaft are the only shafts extending outside the housing. In a fourth example of the system, which may optionally include one or more or each of the first to third examples, the output shaft is connected to an output member disposed outside the housing.

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

[0046] The following claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. The claims may refer to "an" element or a "first" element or its equivalent. The claims should be understood to include one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are also deemed included within the subject matter of the present disclosure.

Claims

1. A multi-speed transmission, characterized in that: include: an input shaft including an input gear driven by two electric motors; a first clutch, the first clutch comprising a first clutch gear, the first clutch gear being configured to rotate a first shaft having a first synchronizer mounted thereon, wherein the first clutch is mounted on the input shaft; a second clutch, the second clutch comprising a second clutch gear configured to rotate a second shaft having a second synchronizer mounted thereon, wherein the second clutch is mounted on the input shaft; an idler shaft including a plurality of idler gears meshing with the gears of the first and second synchronizers; and An output shaft includes an output gear meshing with the gear of the idler shaft.

2. The multi-speed transmission according to claim 1, wherein: The output shaft includes a main vector that is parallel to a main vector of a shaft extending from the two electric motors to the input shaft.

3. The multi-speed transmission according to claim 1, wherein: The first synchronizer includes a first synchronizing gear and a third synchronizing gear disposed on the first shaft.

4. The multi-speed transmission according to claim 3, wherein: The second synchronizer includes a second synchronizing gear and a fourth synchronizing gear disposed on the second shaft.

5. The multi-speed transmission according to claim 1, wherein: The two electric motors output power to the input gear through a first electric motor output gear and a second electric motor output gear.

6. The multi-speed transmission according to claim 1, wherein: The multi-speed transmission is a counter-axle multi-speed transmission.

7. The multi-speed transmission according to claim 1, wherein: The multi-speed transmission is a four-speed transmission.

8. A system comprising: A multi-speed transmission mounted in a housing, characterized in that the multi-speed transmission comprises: an input shaft including an input gear driven by two electric motors; a first clutch comprising a first clutch gear configured to rotate a first shaft having a first synchronizer mounted thereon, wherein the first clutch is mounted on the input shaft; a second clutch comprising a second clutch gear configured to rotate a second shaft having a second synchronizer mounted thereon, wherein the second clutch is mounted on the input shaft; an idler shaft including a plurality of idler gears meshing with the gears of the first synchronizer and the second synchronizer; and An output shaft includes an output gear meshing with the gear of the idler shaft.

9. The system according to claim 8, characterized in that The first clutch gear meshes with the first gear of the first shaft.

10. The system according to claim 8, wherein: The second clutch gear meshes with the second gear of the second shaft.

11. The system according to claim 8, wherein: The input shaft, the first shaft, the second shaft, the idler shaft and the output shaft are parallel to each other.

12. The system according to claim 8, wherein: The input gear is driven by one or more of the first electric motor output gear and the second electric motor output gear.

13. The system according to claim 12, wherein: The first electric motor output gear is arranged on a first electric motor shaft, and the second electric motor output gear is arranged on a second electric motor shaft, wherein the first electric motor shaft and the second electric motor shaft are parallel to the input shaft, the first shaft, the second shaft, the idler shaft and the output shaft, respectively.

14. The system according to claim 8, wherein: The first synchronizer includes a first synchronizer gear and a third synchronizer gear, and the second synchronizer includes a second synchronizer gear and a fourth synchronizer gear.

15. The system according to claim 14, wherein: The plurality of idler gears include a first idler gear meshed with the first synchronous gear, a second idler gear meshed with the third synchronous gear, a third idler gear meshed with the second synchronous gear, and a fourth idler gear meshed with the fourth synchronous gear.

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