Two-speed transmission

Abstract

The utility model relates to a double-speed transmission. The transmission includes: a transmission housing; an input shaft; an intermediate shaft; an output shaft; the power output device is fixed on the transmission shell through a bolt and is coupled with the input shaft through a gear; and two gear ratios, the two gear ratios coupling the input shaft with the output shaft. The transmission may cause a single motor to push the vehicle and drive an external load when not pushing the vehicle.

Description

Technical Field

[0001] This disclosure relates to a transmission with power output. This transmission can be installed in an electric vehicle. Background Technology

[0002] The applications of electric vehicles are expanding beyond personal transportation. For example, electric vehicles are entering the commercial vehicle sector for work purposes. Work may involve providing mechanical energy to drive other mechanical loads such as hydraulic pumps and mixers. Electric vehicles can power non-propulsion loads via one or more dedicated motors. However, motors that rotate and supply power to non-propulsion loads may also employ inverters and / or other power conversion devices, increasing the vehicle's financial costs. Furthermore, mechanical systems driven by electric motors vary in configuration and power consumption, so a single electric drive system may not be practical. Utility Model Content

[0003] The inventors of this utility model have recognized the above-mentioned problems and developed a two-speed transmission, comprising: a transmission housing; an input shaft; an intermediate shaft; an output shaft; a power take-off unit configured to be bolted to the transmission housing and coupled to the input shaft via gears; and an actual total of two gear ratios configured to couple the input shaft to the output shaft.

[0004] By providing a power output device connected to the transmission housing, a single transmission can power a range of different types of equipment. Furthermore, the transmission can enable a single motor to power various types of mechanical loads and propel a vehicle. Additionally, when propelling a vehicle, the motor can operate in torque control mode (e.g., the motor's torque follows a required or target torque while allowing variations in motor speed); when driving external mechanical loads (e.g., propelling mechanical loads outside the vehicle), the motor can operate in speed control mode (e.g., the motor's speed follows a required or target speed while allowing variations in motor torque output).

[0005] This method offers several advantages. In particular, it allows multiple different mechanical drive units with varying configurations to be driven by a single transmission. Furthermore, it allows for the coupling of different power output designs to a single transmission. Additionally, the method may include a controller for operating the transmission in different operating modes. Moreover, the vehicle can be equipped with a single motor and inverter for driving external mechanical loads, thereby simplifying the vehicle's electrical configuration.

[0006] It should be understood that the foregoing summary is intended to present the concepts further described in the detailed description in a simplified form. It is not intended to identify the key features of the claimed subject matter, the scope of which is uniquely determined by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to embodiments that address any of the shortcomings pointed out in the foregoing or any part of this disclosure. Attached Figure Description

[0007] Figure 1 This is an illustration of an example vehicle that includes a motor and a transmission configured to propel the vehicle.

[0008] Figure 2-5 Examples of different power output configurations are shown.

[0009] Figure 6 An example of how to operate a transmission with power output is shown.

[0010] Figure 7-9 An example view of the power output is shown. Detailed Implementation

[0011] This paper describes a method and system for providing power output to an electric vehicle. In one example, the power output device is a bolted assembly suitable for connection to a transmission. The transmission can be electrically driven. The transmission can operate in a drive mode and a duty mode. The duty mode allows the power output to drive an external load via an electric motor. Figure 1 An electric vehicle including a power output device is shown. The power output configuration is as follows. Figure 2-5 As shown. The transmission can be based on Figure 6 The operation is performed using the method described above. Power output can be controlled according to... Figure 7-9 The configuration shown.

[0012] Figure 1 An example of a vehicle propulsion system 199 for vehicle 10 is shown. The front end 110 and rear end 111 of vehicle 10 are indicated in the figure. When the front end 110 propels vehicle 10, vehicle 10 travels in the forward direction. When the rear end 111 propels vehicle 10, vehicle 10 travels in the opposite direction. The vehicle propulsion system 199 includes a propulsion source 105 (e.g., an electric motor), but two or more propulsion sources may be provided in other examples. In one example, propulsion source 105 may be a synchronous or induction motor, which may operate as a motor or generator. Propulsion source 105 is mounted on a transmission 190, delivering power from rotor 105a to gear set 107. Figure 1 In the diagram, mechanical connections between components are represented by solid lines, while electrical connections between components are represented by dashed lines.

[0013] The vehicle propulsion system 199 includes a transmission 135. The transmission 135 is mechanically connected to a differential gear 106. The differential gear is connected to two axles, including a first or right axle 190a and a second or left axle 190b. The vehicle 10 also includes front wheels 102 and rear wheels 103.

[0014] The 135 transmission can be called a stepped ratio transmission; its configuration details can be found in [link to configuration details]. Figure 2 In this example, the power output is bolted to the housing of the transmission 135. The power output can selectively provide rotational energy to an external mechanical load 138, such as a hydraulic pump or mixer. Furthermore, the transmission 135 may include one or more clutch actuators 112 for shifting gears using one or more clutches. The transmission 135 may include a first speed sensor 119 for sensing the speed of the propulsion source 105 and a second speed sensor 122 for sensing the speed of the transmission output shaft. A power inverter 115 is electrically coupled to the propulsion source 105. A powertrain control unit 116 is electrically connected to the sensors and actuators of the transmission 135.

[0015] The propulsion source 105 can transmit mechanical power to or receive mechanical power from the transmission 135. Therefore, the transmission 135 can be a multi-speed gear set capable of shifting gears when commanded by the powertrain control unit 116. The powertrain axle control unit 116 includes a processor 116a and a memory 116b. The memory 116b may include a dedicated read memory, a random access memory, and a keep-alive memory. The transmission 135 can transmit mechanical power to or receive mechanical power from the differential gear 106. The differential gear 106 can transmit mechanical power to or receive mechanical power from the rear wheels 103 via the right axle 190a and left axle 190b. The propulsion source 105 can consume alternating current (AC) power supplied via the power inverter 115. Alternatively, the propulsion source 105 can supply AC power to the power inverter 115. The power inverter 115 can obtain high-voltage direct current (DC) from the battery 160 (e.g., a traction battery, also referred to as an energy storage device or battery pack). The power inverter 115 can convert the DC power from the battery 160 into alternating current (AC) for use by the propulsion source 105. Alternatively, the power inverter 115 can also provide AC power from the propulsion source 105. The power inverter 115 can convert the AC power from the propulsion source 105 into DC power and store it in the battery 160.

[0016] Battery 160 can periodically receive electrical energy from a power source, such as a fixed power grid 5 located outside the vehicle (e.g., not part of the vehicle). As a non-limiting example, vehicle propulsion system 199 can be configured as a plug-in electric vehicle (EV) to supply electrical energy to battery 160 via power grid 5 and charging station 12. Charge can be delivered to battery 160 via plug socket 100.

[0017] Battery 160 may include BMS controller 139 (e.g., battery management system controller) and power distribution box 162. BMS controller 139 provides charging balancing between energy storage elements (e.g., battery cells) and communication with other vehicle controllers (e.g., vehicle control unit 152). BMS controller 139 includes a core processor 139a and memory 139b (e.g., random access memory, read-only memory, and keep-update memory).

[0018] Vehicle 10 may include a vehicle control unit (VCU) 152, which can communicate via a controller area network (CAN) 120 with a power inverter 115, a powertrain control unit 116, a friction or basic brake controller 170, a global positioning system (GPS) 188, a BMS controller 139, and an instrument panel 130 and components therein. VCU 152 includes a memory 114, which may include dedicated read memory (ROM or non-temporary memory) and random access memory (RAM). VCU also includes a digital processor or central processing unit (CPU) 153 and input and output (I / O) 118 (e.g., digital inputs, digital outputs, analog inputs, and analog outputs, including counters, timers, and discrete inputs). VCU may receive signals from sensors 154 and provide control signal outputs to actuators 156. Sensors 154 may include, but are not limited to, lateral acceleration sensors, longitudinal acceleration sensors, yaw rate sensors, tilt sensors, temperature sensors, battery voltage and current sensors, and other sensors described herein. In addition, sensor 154 may also include steering angle sensor 197, driver demand pedal position sensor 141, vehicle distance sensors (including radio detection and ranging (RADAR), light detection and ranging (LIDAR), sound navigation and ranging (SONAR), and brake pedal position sensor 151). Actuators may include, but are not limited to, the inverter, transmission controller, display device, human-machine interface, friction braking system, and battery controller described herein.

[0019] Driver demand pedal position sensor 141 is connected to driver demand pedal 140 and is used to determine the degree to which human 142 depresses driver demand pedal 140. Brake pedal position sensor 151 is connected to brake pedal 150 and is used to determine the degree to which human 142 depresses brake pedal 150. Steering angle sensor 197 is configured to determine the steering angle based on the position of steering wheel 198.

[0020] The vehicle propulsion system 199 includes a global positioning system 188 that receives timing and location data from one or more GPS satellites 189. The global positioning system may also include a geographic map in ROM for determining the location of the vehicle 10 and the characteristics of the roads that the vehicle 10 may travel on.

[0021] The vehicle propulsion system 199 may also include an instrument panel 130 to which a vehicle operator can interact. The instrument panel 130 may include a display system 132 configured to display information to the vehicle operator. As a non-limiting example, the display system 132 may include a touchscreen or human-machine interface (HMI) display, enabling the vehicle operator to view graphical information and enter commands. In some examples, the display system 132 may be wirelessly connected to the Internet (not shown) via the VCU 152. Therefore, in some examples, the vehicle operator may communicate with a website or software application (App) and the VCU 152 via the display system 132.

[0022] The dashboard 130 may further include an operator interface 136 through which the vehicle operator adjusts the vehicle's operating status. Specifically, the operator interface 136 may be configured to activate and / or deactivate the operation of the vehicle's drivetrain (e.g., propulsion source 105) based on operator input. Additionally, the operator may request axle modes (e.g., parking, reverse, neutral, drive) through the operator interface. Various examples of the operator interface 136 may include an interface utilizing a physical device (such as a key) that can be inserted into the operator interface 136 to activate the vehicle propulsion system 199, including propulsion source 105, and to turn on the vehicle 10. Removing the device deactivates the transmission 135 and propulsion source 105, thereby turning off the vehicle 10. Propulsion source 105 can be activated by supplying power to propulsion source 105 and / or power inverter 115. Propulsion source 105 can be deactivated by stopping the supply of power to propulsion source 105 and / or power inverter 115. There are also examples where an additional or optional start / stop button may be used, manually pressed by the operator, to start or stop propulsion source 105, thereby turning the vehicle on or off. In other examples, remote electrification of the axle or motor can be initiated via a remote computing device (not shown), such as a cellular phone or a smartphone-based system, where the user's cellular phone sends data to a server, which communicates with the vehicle control unit 152 to activate the inverter 115 and the propulsion source 105. The spatial orientation of the vehicle 10 is indicated by the axle 175.

[0023] The figure also shows a base or friction brake controller 170 for vehicle 10. The friction brake controller 170 can selectively apply and release the friction brakes (e.g., 172a and 172b) by allowing hydraulic fluid flow to the friction brakes. The application and release of the friction brakes prevents the friction brakes from locking the front wheels 102 and rear wheels 103. Wheel position or vehicle speed sensors 161 provide wheel speed data to the friction brake controller 170. A vehicle propulsion system 199 provides torque to the rear wheels 103 to propel vehicle 10.

[0024] A human or autonomous driver can request wheel torque or power by pressing the driver request pedal 140 or by sending a driver request wheel torque / power request to the vehicle control unit 152. The vehicle control unit 152 can then instruct the powertrain control unit 116 to request torque or power from the propulsion source 105. The powertrain control unit 116 can command the power inverter 115 to provide the driver-requested wheel torque / power via the electrified axle 190 and the propulsion source 105. The power inverter 115 converts the direct current (DC) from the battery 160 to alternating current (AC) and supplies the AC to the propulsion source 105. The propulsion source 105 rotates and transmits torque / power to the gear set 107. The gear set 107 transmits the torque from the propulsion source 105 to the differential gear 106, which in turn transmits the torque from the propulsion source 105 to the rear wheels 103 via axles 190a and 190b.

[0025] When the driver requests the pedal to be fully released, and the vehicle 10's speed exceeds a threshold speed, the vehicle control unit 152 may request a small amount of negative braking power or regenerative braking power to gradually slow down the vehicle 10. The requested regenerative braking force may be a function of the driver's requested pedal position, battery state of charge (SOC), vehicle speed, and other conditions. If the driver requests the pedal 140 to be fully released and the vehicle speed is below a threshold speed, the vehicle control unit 152 may request the propulsion source 105 to provide a small amount of positive torque / power (e.g., propulsion torque), which may be referred to as climbing torque or climbing power. Creep torque or power can keep the vehicle 10 stationary when traveling on a gentle incline.

[0026] A human or autonomous driver can also request negative or regenerative braking torque, or driver-required braking force, by pressing the brake pedal 150 or by issuing a driver-required braking force request to the vehicle control unit 152. The vehicle control unit 152 can instruct the powertrain control unit 116 to request the generation of a first portion of the driver-required braking force via the propulsion source 105. Furthermore, the vehicle control unit 152 can also request a portion of the driver-required braking force to be provided via the friction brake controller 170 and the friction brake 172, to provide a second portion of the driver-required braking force.

[0027] After determining the braking power requirement, the vehicle control unit 152 can instruct the powertrain control unit 116 to allocate a portion of the braking power requested by the driver to the propulsion source 105. The power inverter 115 can convert the alternating current generated by the propulsion source 105 into direct current for storage in the battery 160. The propulsion source 105 can convert the vehicle's kinetic energy into alternating current.

[0028] The powertrain control unit 116 includes a predetermined transmission shift schedule, and the fixed-ratio gears of the transmission 135 can be selectively engaged and disengaged. The shift schedule stored in the powertrain control unit 116 can select shift points or shift conditions based on the wheel torque and vehicle speed required by the driver.

[0029] Looking at it now Figure 2 The figure shows a schematic diagram of a transmission 135 and a power output 135. In this example, the transmission 135 is shown as a two-speed transmission, including an input shaft 201, an intermediate shaft 210, and an output shaft 212. A first gear 202 and a second gear 206 selectively connect the input shaft 201 to the output shaft 212. The first gear 202 can be selectively engaged by disengaging a first gear clutch 204. Similarly, the second gear 206 can be selectively engaged by disengaging a second gear clutch 208. The input shaft 201 is connected to a propulsion source 105, and an inverter 115 provides power to the propulsion source 105.

[0030] The power take-off unit 137 can be bolted to the housing of the transmission 135. In this example, the power take-off unit is equipped with a power take-off drive gear 224, a power take-off clutch 220, and a power take-off shaft 222. The power take-off drive gear 224 can be driven by the input shaft gear 226. Because the power take-off unit 137 can be bolted to the housing of the transmission 135, the power take-off unit can be configured in a variety of different structures, such as... Figure 3-6 As shown.

[0031] Now please see Figure 3 The figure shows a first alternative example of power output 137. In this example, power output 137 includes a power output intermediate shaft 302, which can be used to increase the offset distance indicated by arrow 303. The offset distance is the distance between the transmission output shaft 201 and the power output shaft 222. In this example, the input shaft gear 226 rotates the intermediate shaft gear 304, thereby rotating the power output intermediate shaft 302. When the power output clutch 220 is engaged, and gear 306 drives the power output drive gear 224, the power output shaft 222 can rotate. The distance indicated by arrow 303 can be increased or decreased by adjusting the diameters of gear 306 and power output gear 224.

[0032] Now please see Figure 4 The figure shows a second alternative example of power output 137. In this example, power output 137 includes a power output intermediate shaft 302, which can be used to increase the offset distance, as indicated by arrow 303. The power output also includes clutches 220 for the two output shafts 222 and 404 and a second clutch 402, which can be used to drive two different loads.

[0033] Now please see Figure 5 The figure shows a third alternative example of power output 137. In this example, power output 137 does not include a clutch. Instead, power output clutch 502 is included in transmission 135, which can selectively couple input shaft 201 to gear 226. The advantage of this configuration is that no hydraulic fluid needs to be supplied externally to transmission 135. In this example, power output clutch 502 can be directly engaged with gear 226 (e.g., in actual contact with gear 226). Figure 2-5 The power output clutch shown can be a hydraulically driven clutch.

[0034] Now please see Figure 6 The figure shows a flowchart of a method for operating a vehicle, which includes a transmission with power output. Figure 6 The method can be with Figure 1-5 The system works in conjunction with this. One or more controllers can execute at least a portion of method 600 by changing the operating state of one or more actuators in the real world. Method 600 can be at least partially stored as... Figure 1-5 The system shown uses executable instructions in the controller's non-transitory memory to implement this.

[0035] At 602, the transmission is in neutral (e.g., the first and second gear clutches are disengaged). The motor can start, rotate, or not rotate. Method 600 leads to 604.

[0036] At 604, method 600 determines whether a predetermined condition is met. In one example, the predetermined condition may include a condition that the transmission sensor or actuator has degraded or that the transmission may degrade. If method 600 determines that the predetermined condition exists, the answer is "yes," and method 600 proceeds to 634. Otherwise, the answer is "no," and method 600 proceeds to 606.

[0037] At point 606, method 600 determines whether the transmission drive mode has been selected. The drive mode can be selected via the human-machine interface. If method 600 determines that a drive mode has been selected, the answer is "yes," and method 600 proceeds to point 620. Otherwise, the answer is "no," and method 600 proceeds to point 608.

[0038] At 620, method 600 engages the transmission in drive mode and can select the transmission gear according to vehicle speed and driver demand. Method 600 can operate the electric motor in torque control mode to propel the vehicle, where the motor output provides the wheel torque or the motor torque requested by the driver, which can be based on the driver's desired pedal position. When the vehicle is in drive or reverse mode, method 600 also prevents the power output clutch from engaging. Method 600 proceeds to 622.

[0039] At 622, method 600 determines whether a predetermined condition is met. In one example, the predetermined condition may include a condition that the transmission sensor or actuator has degraded or that the transmission may degrade. If method 600 determines that the predetermined condition exists, the answer is "yes," and method 600 proceeds to 634. Otherwise, the answer is "no," and method 600 proceeds to 624.

[0040] At position 624, method 600 determines whether neutral mode has been selected for the transmission. Neutral mode can be selected via the human-machine interface. If method 600 determines that neutral mode has been selected, the answer is "yes," and method 600 returns to position 602. Otherwise, the answer is "no," and method 600 returns to position 620.

[0041] At point 608, method 600 determines whether the transmission's operating mode has been selected. The operating mode can be selected via the human-machine interface. If method 600 determines that the operating mode has been selected, the answer is "yes," and method 600 proceeds to point 610. Otherwise, the answer is "no," and method 600 returns to point 602.

[0042] At 610, method 600 engages the transmission in an operating mode, in which power output can be activated. The user can select the power output shaft speed, and the first and second gear clutches of the transmission can be disengaged, thus keeping the vehicle stationary in operating mode. The electric motor can operate in speed control mode to produce the required power output speed, instead of operating in torque control mode. Method 600 proceeds to 612.

[0043] At 612, method 600 determines whether a predetermined condition is met. In one example, the predetermined condition may include a condition that the transmission sensor or actuator has degraded or that the transmission may degrade. If method 600 determines that the predetermined condition exists, the answer is "yes," and method 600 proceeds to 634. Otherwise, the answer is "no," and method 600 proceeds to 614.

[0044] At point 614, method 600 determines whether neutral mode has been selected for the transmission. Neutral mode can be selected via the human-machine interface. If method 600 determines that neutral mode has been selected, the answer is "yes," and method 600 returns to 602. Otherwise, the answer is "no," and method 600 returns to 610.

[0045] At step 602, method 600 can determine whether a button press to close or the vehicle has been requested to close. This request can be made via a human-machine interface or a remote device. If method 600 determines that a button press to close or the vehicle has been requested to close, the answer is "yes," and method 600 proceeds to step 630. Otherwise, the answer is "no," and method 600 returns to step 602.

[0046] At 634, method 600 can command the transmission actuator and motor to enter a predetermined operating state. The predetermined operating state may allow the transmission, motor, and power output to operate in a limited manner. For example, the power output may be disengaged. Furthermore, the motor's torque output may be limited to a torque amount less than a threshold, and the transmission may engage only one of the two forward gears. Therefore, the transmission and motor can be commanded to enter a predetermined state, which may be a function of the transmission configuration and predetermined conditions that have been met. Method 600 proceeds to 632.

[0047] At 632, method 600 can determine whether a button press to turn off or the vehicle has been requested to turn off. This request can be made via a human-machine interface or a remote device. If method 600 determines that a button press to turn off or the vehicle has been requested to turn off, the answer is "yes," and method 600 proceeds to 630. Otherwise, the answer is "no," and method 600 returns to 634.

[0048] At 630, method 600 continues to close the transmission. Closing the transmission may include stopping the supply of power to the motor and engaging the transmission in a predetermined state (such as neutral or parking). Method 600 continues to exit.

[0049] This allows operation of the electric vehicle's transmission. This operation can include preventing power output from engaging when the vehicle is in drive or reverse mode. If the vehicle is in a power-on mode, it may be unable to shift out of neutral or into park.

[0050] therefore, Figure 6 The method provides a way of operating a vehicle, comprising: propelling the vehicle by means of an electric motor coupled to a two-speed transmission, the two-speed transmission including a power output end bolted to a housing of the two-speed transmission; and driving a mechanical load by means of the power output end and the electric motor when the vehicle is not propelled by the electric motor. In a first example, the method further includes operating the electric motor in a speed control mode via a controller when driving the mechanical load. In a second example that may include the first example, the method includes the power output including a hydraulically actuated clutch configured to selectively engage the power output shaft. In a third example that may include one or both of the first and second examples, the method further includes preventing engagement of the hydraulically actuated clutch in response to vehicle propulsion by the electric motor. In a fourth example that may include one or more of the first to third examples, the method further includes preventing vehicle propulsion by the electric motor after engagement of the hydraulically actuated clutch. In a fifth example that may include one or more of the first to fourth examples, the method includes wherein the input shaft of the two-speed transmission includes a gear for driving the power output. In a sixth example that may include one or more of the first to fifth examples, the method further includes supplying oil to the power output unit through the housing of the two-speed transmission.

[0051] Now please see Figure 7 The figure shows a perspective view of the transmission 135. In this view, the power output 137 is bolted to the housing 704 of the transmission 135. Bolt 702 secures the power output 137 to the housing 704. The transmission output shaft 212 and the motor 105 are also shown in the figure.

[0052] Now please see Figure 8 The figure shows a cross-sectional view of the power output 137. The power output clutch 220 is in the open position. The power output 137 is bolted to the housing 704. The input shaft gear 226 is connected to the input shaft 201. The power output drive gear 224 meshes with the input shaft gear 226. The teeth 802 of the power output clutch 220 indicate that it is a dog clutch. Oil or hydraulic fluid can flow into the bore 804 to drive the power output clutch 220. Oil or hydraulic fluid can flow through the housing 704 or the input shaft 201 to the bore 804. The power output clutch 220 selectively engages the power output shaft 222 with the power output drive gear 224 and the input shaft 201.

[0053] Now please see Figure 9 The figure shows a cross-sectional view of the power output 137. In this figure, the power output clutch 220 is in the closed position. In the closed position, the teeth on both sides of the power output clutch are engaged. Oil pressure or hydraulic pressure compresses the spring 902, thereby engaging the clutch teeth (not shown).

[0054] therefore, Figure 1-5 and Figure 7-9The system provides a two-speed transmission including: a transmission housing; an input shaft; an intermediate shaft; an output shaft; a power take-off unit configured to be bolted to the transmission housing and coupled to the input shaft via gears; and an actual total of two gear ratios configured to couple the input shaft to the output shaft. In a first example, the two-speed transmission also includes a clutch that, together with the power take-off unit, is configured to selectively engage the power take-off unit. In a second example that may include the first example, the two-speed transmission includes a hydraulically actuated clutch. In a third example that may include one or both of the first and second examples, the two-speed transmission includes a power take-off shaft. In a fourth example that may include one or more of the first to third examples, the two-speed transmission includes a clutch directly coupled to gears fixed to the input shaft. In a fifth example that may include one or more of the first to fourth examples, the two-speed transmission includes a clutch that is directly coupled to gears fixed to the power take-off shaft. In a sixth example that may include one or more of the first to fifth examples, the two-speed transmission includes a power take-off shaft configured to drive two different loads. In the seventh example, which may include one or more of the examples from the first to the sixth examples, the clutch included in the two-speed transmission is a dog clutch.

[0055] Figure 1-5 and Figure 7-9 The system also provides a transmission including: an electric motor configured to drive a vehicle; a transmission housing; an input shaft coupled to the electric motor; an intermediate shaft; an output shaft; and a power output device configured to be bolted to the transmission housing and coupled to the input shaft via gears, the power output device including a hydraulically driven dog clutch. In a first example, the transmission also includes a controller configured to operate the electric motor in a torque control mode when the electric motor drives the vehicle, and the controller is further configured to operate the electric motor in a speed control mode when the electric motor drives a load via the power output. In a second example that may include the first example, the transmission includes an electric motor mechanically coupled to an input shaft and an inverter. In a third example that may include one or both of the first and second examples, the transmission includes a transmission comprising an actual total number of two gear ratios for driving the vehicle. In a fourth example that may include one or more of the first to third examples, the transmission includes a hydraulically driven dog clutch, wherein the hydraulically driven dog clutch is supplied with oil through the transmission housing.

[0056] Please note that the control and estimation routine examples contained herein can be used in various powertrain and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-transitory memory and can be executed by a control system, including controllers, in conjunction with various sensors, actuators, and other transmission and / or vehicle hardware. Furthermore, some methods may be physical operations performed in the real world to change the state of equipment. Therefore, the described actions, operations, and / or functions can be graphically represented as code programmed into the non-transitory memory of a computer-readable storage medium in the vehicle and / or transmission control system. The specific routines described herein may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, etc. Therefore, the various actions, operations, and / or functions illustrated may be executed in the illustrated order, in parallel, or in some cases omitted. Similarly, the processing order is not necessarily necessary to achieve the features and advantages of the examples described herein, but is merely for ease of illustration and description. Depending on the specific strategy used, one or more illustrated actions, operations, and / or functions may be repeated. One or more method steps described herein may be omitted if necessary.

[0057] Although various embodiments have been described above, it should be understood that these embodiments are merely examples and not limitations. It will be apparent to those skilled in the art that the disclosed subject matter can be embodied in other specific forms without departing from the spirit of the subject matter. Therefore, the embodiments described above should be considered illustrative rather than restrictive in all respects. Consequently, the configurations and routines disclosed herein are exemplary in nature, and these specific examples should not be considered limiting, as many variations are possible. For example, the above-described techniques can be applied to electric vehicles and hybrid vehicles, including induction and synchronous motors. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of various systems and configurations, as well as other features, functions, and / or characteristics disclosed herein.

[0058] The following claims specifically point to certain combinations and sub-combinations considered novel and non-obvious. These claims may refer to an "a" element or a "first" element or an equivalent element. These claims are to be understood as including one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or characteristics may be claimed by amending these claims or by setting new claims in this application or related applications. These claims, whether broader or narrower in scope, identical or different from the original claims, are also considered to be included in the subject matter of this disclosure.

Claims

1. A two-speed transmission, characterized in that, include: Transmission housing; Input axis; intermediate shaft; Output shaft; A power take-off device, bolted to the transmission housing and coupled to the input shaft via a gear; and Two gear ratios that couple the input shaft to the output shaft.

2. The dual-speed transmission according to claim 1, characterized in that, It also includes a clutch that is integrated with the power take-off unit, the clutch selectively engaging the power take-off unit.

3. The dual-speed transmission according to claim 2, characterized in that, The clutch is hydraulically driven.

4. The dual-speed transmission according to claim 2, characterized in that, The power output device includes a power output shaft.

5. The dual-speed transmission according to claim 4, characterized in that, The clutch is directly connected to the power output drive gear fixed on the power output shaft.

6. The dual-speed transmission according to claim 1, characterized in that, The power output clutch is directly connected to the gear fixed on the input shaft.

7. The dual-speed transmission according to claim 4, characterized in that, The power output shaft drives two different loads.

8. The dual-speed transmission according to claim 4, characterized in that, The clutch is a dog clutch.

9. A transmission, characterized in that, include: An electric motor, used to propel the vehicle; Transmission housing; An input shaft, which is connected to a motor; intermediate shaft; Output shaft; A power take-off device, which is bolted to the transmission housing and coupled to the input shaft via gears, includes a hydraulically driven dog clutch.

10. The transmission according to claim 9, characterized in that, It also includes a controller that operates the motor in torque control mode when the motor is pushing the vehicle, and that operates the motor in speed control mode when the motor is driving a load via a power take-off device.

11. The transmission according to claim 9, characterized in that, The motor is mechanically connected to the input shaft and the inverter.

12. The transmission according to claim 9, characterized in that, The transmission includes two gear ratios for driving the vehicle.

13. The transmission according to claim 9, characterized in that, The hydraulically driven dog clutch is supplied with oil through the transmission housing.

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