Selectable shift architectures for an electrified transfer case / integrated low-speed e-axle

Abstract

Electric drive axle (104) of a vehicle (100), comprising: an electric machine (108) which is rotationally coupled to a transmission (106), the transmission (106) comprising: a planetary gear set (134) for higher speeds, which is coupled via a clutch (130) to a planetary gear set (136) for lower speeds; and an output gear (166) configured to receive a rotational input from at least one of the higher speed planetary gear set (134) and the lower speed planetary gear set (136); wherein the coupling (130) is arranged to: in a lower speed position, to direct mechanical power through the higher speed planetary gear set (134) and the lower speed planetary gear set (136); and in a higher speed position, to direct the mechanical power to the higher speed planetary gear set (134) bypassing the lower speed planetary gear set (136).

Description

REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Provisional Application No. 63 / 637,774, entitled "SELECTABLE LOW RANGE SHIFT ARCHITECTURES FOR AN ELECTRIFIED TRANSFER CASE / INTEGRATED E-AXLE," filed on April 23, 2024. The entire contents of the above-referenced application are hereby incorporated by reference for all purposes. TECHNICAL FIELD

[0002] This description refers to a multi-speed transmission for a vehicle. BACKGROUND AND OVERVIEW

[0003] Existing vehicle subframe architectures may offer limited space for integrating a multi-speed transmission with an electric motor, inverter, and differential. Tight, cross-vehicle packaging may be difficult to achieve with current designs for two-stage e-synchronous shifting architectures, which may be coupled with an electric motor and / or a differential.

[0004] In one example, the problem described above may be solved by an electric drive axle of a vehicle comprising an electric machine rotationally coupled to a transmission, the transmission comprising a higher speed planetary gear set coupled to a lower speed planetary gear set via a clutch; and an output gear configured to receive rotational input from at least one of the higher speed and lower speed planetary gear sets; wherein the clutch is configured to direct mechanical power through the higher speed planetary gear set and the lower speed planetary gear set in a lower speed position; and to direct mechanical power to the higher speed planetary gear set bypassing the lower speed planetary gear set in a higher speed position. SHORT DESCRIPTION OF THE CHARACTERS Fig. 1 shows a schematic representation of a vehicle including a first example of an electric drive axle. Fig. 2 shows a schematic representation of a second example of an electric drive axle. Fig. 3A-3B show the power paths for different operating ranges of the electric drive axle from Fig. 1. Fig. Figure 3C shows a table indicating the configuration of the transmission clutch in the different operating ranges, which in Fig. 3A and Fig. 3B are shown. Fig. 4A-4B show the power paths for different operating ranges of the electric drive axle from Fig. 2. Fig. 5 shows a method for controlling a transmission system. Fig. 6 shows a timing diagram of a transmission control strategy in the application case. Fig. Figure 7 shows a side view of an assembly in which the use case gearbox can be housed. Fig. Figure 8 shows a sectional view of the application transmission with the two-speed shift system, which includes the gear sets and clutches of a first embodiment. Fig. 9 shows a sectional view of a portion of the application transmission with an application shift system of an application clutch with a sleeve and a carrier of a first embodiment. Fig. 10 shows a sectional view of a portion of the application transmission with an application shift system of an application clutch with a sleeve and a carrier of a second embodiment. Fig. Figure 11A shows the application shift system including the sleeve and carrier of the second embodiment in a lower speed position. Fig. Figure 11B shows the use case switching system with the sleeve and carrier of the second embodiment in a neutral position. Fig. Figure 11C shows the application switching system with the sleeve and carrier of the second embodiment in a high speed position. Fig. 12 shows a side view of a gear set and a complementary carrier of a first embodiment. Fig. 13 shows a side view of the gear set and the complementary carrier of the first embodiment. Fig. 14 shows a side view of a first locking element of a first embodiment. Fig. 15 shows a side view of a second locking element of a second embodiment. Fig. 16 shows a sectional view of a third locking element accommodated in an opening in a sleeve. Fig. 17 shows a side view of a first sleeve of a first embodiment. Fig. 18 shows a side view of a second sleeve of a second embodiment. Fig. Figure 19 shows a diagram of force introduction versus spring radius, including a variety of data point plots and curves for different wire springs. Fig. 20 shows a side view of a sleeve of a second embodiment. Fig. 21 shows a sectional view of a sleeve of the second embodiment. Fig. 22 shows a sectional view of a portion of an application gearbox and actuator assembly of a first embodiment. Fig. 23 shows a view of an actuator assembly of a second embodiment. Fig. 24 shows a sectional view of a first application clutch assembly and a shift system with a sleeve and a carrier of a third embodiment. Fig. 25 shows a cross-sectional view of a second application clutch assembly and a sleeve-carrier shift system of a fourth embodiment that can be controlled by the carrier. Fig. 26 shows a sectional view of a portion of a transmission and actuator assembly of a third embodiment. DETAILED DESCRIPTION

[0005] Various examples of an electric drive axle are described, including a gearbox with a space-saving housing that enables operation at higher and lower speeds with a clutch. The electric drive axle may include an electric motor and a clutch designed to route the motor's power through a higher-speed planetary gear set or a lower-speed planetary gear set in various operating configurations. The higher- and lower-speed planetary gear set allows the axle's functionality to be expanded in a compact and space-saving manner, increasing customer appeal.

[0006] A clutch system can enable shifting between the higher-speed planetary gear set and the lower-speed planetary gear set. When shifting to the higher-speed planetary gear set via the clutch system, the transmission can deliver higher torque. When shifting to the lower-speed planetary gear set via the clutch system, the transmission can deliver lower torque. The clutch system can be a clutch assembly including a shift sleeve, a shift arm, a first planet carrier for a first set of planetary gears (e.g., planetary gears), a second planet carrier for a second set of planetary gears, and a first engagement component rotationally coupled to a sun gear. The shift sleeve and the second planet carrier can include the shift components of the clutch assembly, the shift components forming a clutch.The shift sleeve may include the engaging component of the clutch components. The second planetary carrier may include a second engaging component of the clutch components, wherein the engaging component is movable to engage the engaging component while the engaging component is secured to the second planetary carrier. The first engaging component may also be a clutch component. The clutch of the clutch assembly may be a dog clutch, such that the engaging component and the engaging components may have a plurality of complementary dog ​​teeth.

[0007] The clutch assembly can be engaged in at least three ways, with each way enabling a mode. The clutch can be engaged in a first way to enable a lower speed mode. The clutch can be engaged in a second way to enable a neutral mode in which the gear sets can rotate freely and independently of each other. The clutch can be engaged in a third way to enable a higher speed mode. For example, when a first set of teeth of the engaging component engages the teeth of the first engaging component, the clutch assembly can be engaged in the first way. When a second set of teeth of the engaging component engages the teeth of the second engaging component, the clutch assembly can be engaged in the third way.When neither the first nor the second group of teeth of the engaging component engages the teeth of the first engaging component or the second engaging component, the clutch assembly may be engaged in the second manner.

[0008] In addition to the engagement components, the first planetary carrier may include a first sleeve to support the engagement sleeve so that the engagement sleeve can slide along the first sleeve. The first sleeve may include a plurality of inserts that can complement the features of the shift sleeve. The inserts may be complementary to passages, such as through holes, of the first sleeve, where each of the passages may be complementary to an insert of the inserts. The passages can slide radially outward and engage the complementary features of the shift sleeve. A spring, such as a wire spring, can be urged onto each of the inserts. The spring can apply force and press on each of the inserts in an outward direction from the centerline of the first sleeve, such as in a radial direction. The force of the spring can urge each of the inserts outward through the complementary passages.When a complementary feature extends over and is aligned with an insert and a complementary passageway, the insert can extend upward from the complementary passageway and engage the complementary feature. When the inserts engage the complementary features, the inserts can prevent movement, such as sliding, of the shift sleeve. The inserts can work loose, and the shift sleeve can slip due to the intentional force of the shift arm. The inserts can work free from the complementary features if they are forced downward over non-complementary surfaces of the shift sleeve relative to the centerline of the first sleeve. The non-complementary surfaces can prevent the inserts from moving outward from the complementary passageways. If they do not engage, the inserts can be pushed inward and into the complementary passageways.The inserts may be locking elements, which are also referred to as locking elements below.

[0009] There may be a variety of insert configurations. For a clutch assembly of the present disclosure, there may be three embodiments of inserts, such as a plurality of first inserts, a plurality of second inserts, and a plurality of third inserts. There may also be two types of shift sleeves that complement each other and are secured by different types of inserts. For example, a first type of shift sleeve may have a plurality of first complementary features that engage the first inserts. Likewise, the second type of shift sleeve may have a plurality of second complementary features that engage the second inserts.

[0010] Fig. 1 schematically shows a vehicle with a first example of an electric drive axle with operating ranges for higher speeds and lower speeds. Fig. Figure 2 schematically shows a second example of an electric drive axle, which again includes operating ranges for higher speeds and lower speeds. Fig. 3A-3B illustrate the power paths in the electric drive axle from Fig. 1 in the higher speed operating mode or in the lower speed operating mode, which enables the use of the vehicle in which the drive axle is used in different operating environments. Fig. Figure 3C shows a diagram illustrating the configurations of the clutches in the different gears of the transmission system. Fig. 4A-4B illustrate the power paths in the electric drive axle from Fig. 2, in the higher speed operating mode or the lower speed operating mode. Fig. 5 shows a method for switching between the operating ranges of the transmission. Fig. Figure 6 shows a timing diagram for the operating strategy of a use case transmission for the transition between a higher speed mode and a lower speed mode.

[0011] Fig. Figure 7 shows a side view of an assembly in which the use case gearbox can be housed. Fig. Figure 8 shows a sectional view of the application transmission with the two-speed shift system including the gear sets and clutches of a first embodiment. Fig. 9 shows a sectional view of a portion of the application transmission for the application with an application switching system of an application clutch with a shift sleeve and a carrier of a first embodiment. Fig. 10 shows a sectional view of a portion of the application transmission for the application with an application shift system of an application clutch with a shift sleeve and a carrier of a second embodiment. Fig. Figure 11A shows the application shift system including the sleeve and carrier of the second embodiment in a lower speed position. Fig. Figure 11B shows the use case switching system with the sleeve and carrier of the second embodiment in a neutral position. Fig. Figure 11C shows the application switching system with the sleeve and carrier of the second embodiment in a high-speed position. In the neutral position of Fig. 11B Neither the low speed gear set nor the higher speed gear may be engaged. Fig. 12 shows a side view of a gear set and a complementary carrier. Fig. 12 shows the carrier with the application holes, teeth and locking elements. Fig. 13 shows a side view of the gear set and the complementary carrier. Fig. 12 to 13 show the gear set and carrier isolated from other components of the shift system and clutch of the present disclosure, such as the shift sleeve. Fig. 14 shows a side view of a first locking element of a first embodiment. Fig. 15 shows a side view of a second locking element of a second embodiment. Fig. 14-15 show the first and second inserts isolated from other components and features of the gear set and carrier. Fig. 16 shows a sectional view of a third locking element which is accommodated in an opening in a sleeve. The third locking element in Fig. 16 can be a spring and ball detent. Fig. 17 shows a side view of a first sleeve of a first embodiment. Fig. 18 shows a side view of a second sleeve of a second embodiment. Fig. Figure 19 shows a diagram of force transmission as a function of spring radius, including numerous data point plots and curves for different wire springs. The different wire springs can each have a different wire diameter. The radii can be the radii of the spring.

[0012] Fig. 20 shows a side view of a sleeve of a second embodiment. Fig. 21 shows a sectional view of a sleeve of the second embodiment. Fig. 22 shows a sectional view of a portion of an application gearbox and actuator assembly of a first embodiment. Fig. 23 shows a view of an actuator assembly of a second embodiment. Fig. 24 shows a sectional view of a first application clutch assembly and a shift system with a sleeve and a carrier of a third embodiment. Fig. 25 shows a section through a second application clutch assembly and a switching system with a sleeve and a carrier of a fourth embodiment. The sleeves of the third embodiment and the fourth embodiment of Fig. 24 or Fig. 25 can be provided with a carrier. Fig. 26 shows a sectional view of a portion of a transmission and actuator assembly of a third embodiment.

[0013] Fig. 1 shows a vehicle 100 with a powertrain 102. The vehicle 100 is an electric vehicle (EV), such as a pure electric vehicle (e.g., a battery electric vehicle) or a hybrid electric vehicle. In a hybrid vehicle embodiment, an internal combustion engine may be integrated into the powertrain (e.g., an internal combustion engine may provide mechanical power to a drive axle separate from the electric drive axle, as discussed in more detail herein), and in a pure electric vehicle embodiment, an internal combustion engine may be omitted from the powertrain.

[0014] The powertrain 102 includes an electric drive axle 104 with an electric machine 108 (e.g., an electric motor-generator) and a transmission 106. The transmission 106 is configured to operate in a lower speed mode and a higher speed mode. Thus, the gear ratio of the transmission in the lower speed mode may be suitable for lower speed / higher torque operation, such as off-road use. Conversely, the gear ratio of the transmission in the higher speed mode may be suitable for higher speed / lower torque operation, such as on-road use. It is understood that the illustration from Fig. 1 shows the topology of the vehicle, the transmission and the corresponding components.

[0015] The electric drive axle may be a solid axle. A solid axle may be an axle whose mechanical components structurally support each other and extend between the drive wheels. For example, in one embodiment, the solid axle may be a structurally continuous axle spanning the drive wheels on a transverse axis. This allows the wheels coupled to the axle to move in unison during turn-in, such as when traveling on uneven road surfaces. In one example, the solid axle may be coupled to a dependent suspension system. In such an example, the camber angle of the wheels may remain substantially constant as the suspension moves through its travel.

[0016] The electric machine 108 is electrically connected to an energy storage device 110 (e.g., a traction battery, a capacitor, combinations thereof, and the like) via an inverter 112, for example. For example, the electric machine 108 may be an alternating current (AC) electric machine. However, in other examples, the electric machine may be a direct current (DC) machine, and in such an example, the inverter may be omitted from the powertrain. Arrows 114 indicate the transfer of energy between the electric machine 108, the inverter 112, and the energy storage device 110 that may occur during the various operating modes of the system. The electric machine 108 may include conventional components for generating rotational power (e.g., forward and reverse travel) and / or electrical energy to recharge the energy storage devices 110, such as batteries.B. a rotor 116 which interacts electromagnetically with a stator 118 to ensure the energy transfer function mentioned above.

[0017] The electric machine 108 includes a rotor shaft 120 having a first bearing 122 and a second bearing 124 coupled thereto. The bearings 122, 124, as well as the other bearings described herein, may include components such as inner races, outer races, rolling elements (e.g., ball bearings, cylindrical rollers, tapered cylindrical rollers, and the like). It should be understood that the size and / or design of the bearings may be selected based on the expected speeds of the components to which they are attached, package constraints, and the like. Therefore, the size and / or configuration of at least some of the bearings may vary in some cases. However, at least some of the bearings may have similar sizes and / or designs.

[0018] The bearings 122, 124 are shown external to the rotor 116. However, other bearing arrangements with respect to the electric machine are also contemplated, such as arrangements with alternative quantities, types, and / or positions of the bearings.

[0019] The rotor shaft 120 is rotationally coupled (e.g., directly coupled) to a shaft 126 in the gearbox 106. The direct rotational coupling of the rotor shaft to the gearbox shaft increases the compactness of the system.

[0020] The shaft 126 may be provided with a bearing 127 to facilitate its rotation. A gear 128 may be fixedly coupled to the shaft 126 and therefore rotates therewith. The gear 128 is rotationally coupled to a clutch 130. The clutch 130 is configured to augment the mechanical power path from the gear 128 to a planetary arrangement 132. The planetary arrangement 132 includes a higher-speed planetary gear set 134 and a lower-speed planetary gear set 136. The higher-speed planetary gear set 134 is configured to provide a higher gear ratio than the lower-speed planetary gear set. In this manner, the higher-speed planetary gear set 134 may be activated during or in anticipation of higher-speed vehicle operation. Conversely, the lower-speed planetary gear set 136 may be activated during or in anticipation of lower-speed vehicle operation.These gear sets can be activated by engaging a clutch that controls the mechanical power path. The power paths and clutch operation are explained in more detail here.

[0021] The clutch 130 is configured to operate in a higher speed position where a first interface 141 of the clutch 130 transfers mechanical power to an interface 138 (e.g., a splined interface, a toothed interface, and the like). In the higher speed position, the first interface 141 engages the interface 138. From the interface 138, power travels to a sun gear 140 of the higher speed planetary gear set 134 via a gear 128 coupled to a shaft 142 extending between the interface 138 and the sun gear member 140. Thus, in the higher speed position, the first interface 141 engages (e.g., meshes with or is otherwise mechanically attached to) the interface 138. In this way, the mechanical power of the electric machine 108 bypasses the lower speed planetary gear set 136.Additionally, in this higher-speed configuration, a sun gear member 144 of the lower-speed planetary gear set 136 is in neutral. Conversely, in a lower-speed position, the clutch 130 transfers mechanical power from the gear member 128 to the sun gear member 144 of the lower-speed planetary gear set 136 via an interface 146 (e.g., a splined interface, a toothed interface, and the like) that engages the clutch 130. Specifically, in the low-range configuration, a second interface 148 of the clutch 130 engages (e.g., meshes with or is otherwise mechanically attached to) the interface 146, thereby facilitating the aforementioned power transfer.

[0022] Shaft 126 can extend through openings 150 in sun gear 140 and sun gear 144. In this way, electric machine 108 and planetary assembly 132 are arranged coaxially. The rotational axes 171 and 173 of electric machine 108 and planetary assembly 132, respectively, are provided for reference.

[0023] The lower speed planetary gear set 136 also includes a ring gear 152, planet gears 154 rotating on a carrier 156, and the sun gear 144. The higher speed planetary gear set 134 also includes a ring gear 158, planet gears 160 rotating on a carrier 162, and the sun gear 140.

[0024] The carrier 156 of the lower-speed planetary gear set 136 may be coupled to the sun gear 140 of the higher-speed planetary gear set 134 via a shaft 164. In this way, the higher-speed planetary gear set and the lower-speed planetary gear set 134, 136 may be connected in series. Thus, when the lower- and higher-range gear sets are activated in a lower-speed operating mode, mechanical power may flow through the lower-speed planetary gear set 136 and then through the sun gear 140 into the higher-speed planetary gear set 134.

[0025] The carrier member 162 of the higher-speed planetary gear set 134 is rotationally coupled to an output gear 166 via a shaft 168 and / or other suitable mechanical connection. The output gear 166 functions as the output of the transmission 106 in a drive mode. However, it should be understood that the output gear 166 may transfer mechanical power back to the transmission during a regeneration mode, where mechanical power is passed through the transmission to the electric machine, where, for example, electrical energy is generated. The bearings 170 may be coupled to the shaft 168 to facilitate rotation of the output gear 166. The output gear 166 is coupled to a differential 172. More specifically, the output gear 166 may mesh with a gear 174 that is fixedly coupled or otherwise secured to a housing 176 of the differential 172.

[0026] The higher-speed planetary gear set 134 may be axially disposed between the lower-speed planetary gear set 136 and the output gear 166. In this way, the axle may achieve greater compactness compared to other planetary arrangements in which the output gear is located on an outer axial side 178 of the planetary arrangement 132. However, in other examples, other suitable gear set arrangements may be used. Furthermore, the clutch 130 may be positioned on the outer axial side 178 of the transmission 106 to allow for easier clutch actuation and greater accessibility, for example, for installation and repair.

[0027] The differential 172 may include ring gears 180 that mesh with side gears 182. The side gears 182 may be rotationally coupled to the axle shafts 184. The axle shafts 184, in turn, are rotationally coupled to the drive gears 186 located on a drive surface 188. The bearings 189 may support and facilitate the rotation of the differential case 176. The differential may, in one instance, be an open differential. In other examples, a limited-slip differential, a limited-slip differential, or a torque-splitting differential may be used in the transmission.

[0028] The differential 172 may be offset from the transmission 106 with respect to the rotational axes. Specifically, one of the axle shafts 184 may extend along a longitudinal side 187 of the electric machine 108. In this way, the compactness of the axle may be increased, reducing the likelihood of the axle structurally interfering with other vehicle systems. For example, the suspension system may be more efficiently integrated into the axle assembly by increasing the compactness of the electric drive axle.

[0029] Vehicle 100 may also include a control system 190 with a controller 191. Controller 191 includes a processor 192 and memory 193. Memory 193 may store instructions that, when executed by the processor, cause controller 191 to perform the various methods, control techniques, etc. described herein. Processor 192 may include a microprocessor unit and / or other types of circuitry. Memory 193 may include known data storage media such as random access memory, read-only memory, diagnostic memory, combinations thereof, and the like.

[0030] The controller 191 may receive various signals from sensors 194 located at various locations within the vehicle 100 and the transmission 106. The sensors may include an electric machine speed sensor 195, an energy storage device state of charge sensor 196, wheel speed sensors 197, a transmission speed sensor, and the like. The controller 191 may also send control signals to various actuators 198 located at various locations within the vehicle 100 and the transmission system 106. For example, the controller 191 may send signals to the inverter 112 to adjust the speed and / or direction of rotation of the electric machine. The controller 191 may also send signals to the clutch 130 to shift the transmission between high-range operation and low-range operation, or vice versa.For example, the clutch 130 can be placed in the higher speed position to place the transmission 106 in higher speed mode, and conversely, it can be placed in the lower speed position to place the transmission in lower speed mode. Furthermore, as previously mentioned, the clutch can be placed in a neutral position to interrupt power flow through the transmission. Actuators (e.g., hydraulic actuators, pneumatic actuators, electromechanical actuators, combinations thereof, etc.) can be used in the clutch to adjust the clutch. The other controllable components in the vehicle and the electric drive axle can function in a similar manner with respect to the command signals and adjustment of the actuators.

[0031] The coupling 130 as well as the other couplings (e.g. the coupling 218 from Fig. 2) can be actuated hydraulically, pneumatically, electromechanically, and / or mechanically. In one application, for example, a shift fork can be used to change the position of the clutch.

[0032] The vehicle 100 may also include an input device 199 (e.g., a higher or lower speed mode selector, a console instrument panel, a touch interface, a touch panel, a keypad, combinations thereof, and the like). The input device 199 may generate a range mode command (e.g., a higher speed mode or lower speed mode command) in response to an operator input. The input device may, for example, be a button, a switch, a slider, or the like that allows the driver to toggle between a higher speed mode and a lower speed mode. Thus, in one use case, the driver may switch to the lower speed mode when the vehicle is traveling or is expected to travel into off-road terrain.Conversely, the driver may switch to the higher speed mode when the vehicle is traveling or is expected to travel on roads that allow for higher speeds (e.g., paved roads such as highways, expressways, and the like). However, in other examples, the electric drive axle may be switched between the higher speed mode and the lower speed mode in a more automated manner, using operating conditions that may be determined through sensor inputs and / or modeling. For example, the axle may be switched between the higher speed drive mode and the lower speed drive mode depending on vehicle speed, transmission load, vehicle traction, electric machine speed, etc. The control system 190 and associated components may also be used to control the other electric drive axles described herein.Redundant descriptions are avoided in favor of conciseness.

[0033] The transmission 106 can also be operated in a regeneration mode and a reverse gear. In regenerative mode, energy is extracted from the transmission with the help of the electric machine 108 and transferred, for example, to the energy storage device 110. For example, the electric machine 108 can be placed in a generator mode, in which at least a portion of the rotational energy transferred from the drive wheels to the generator is converted into electrical energy via the transmission.

[0034] The gearbox 106, which is used here in relation to Fig. The transmission described in Figure 1 is capable of implementing a selectable higher-speed and lower-speed mode in a compact package, allowing the vehicle in which the transmission is used to operate in a wider variety of operating environments and driving scenarios. The expanded application possibilities of the drive axle increase customer appeal.

[0035] For reference, an axis system 151 in Fig. 1 and in Fig. 2-4B. In one example, the z-axis may be a vertical axis (e.g., parallel to a gravitational axis), the x-axis may be a lateral axis (e.g., a horizontal axis), and / or the y-axis may be a longitudinal axis. However, in other examples, the axes may have other orientations. Also provided for reference are the rotational axes 153 of the axle shafts 184.

[0036] Fig. 2 shows another example of an electric drive axle 200. The electric drive axle 200 again includes an electric machine 202 and a transmission 201. The electric machine 202 may have a similar structure and operation as the electric machine 108 of Fig. 1. Redundant descriptions are omitted for the sake of conciseness. The electric machine 202 is coupled to an input shaft 203.

[0037] A sun gear 204 sits on the shaft 203 and therefore rotates with it. The sun gear 204 is part of a higher-speed planetary gear set 206 contained within a planetary arrangement 208. The higher-speed planetary gear set 206 includes planet gears 210 that rotate on a carrier member 212 and mesh with a first ring gear member 214. The planetary arrangement 208 also includes a lower-speed planetary gear set 216. A clutch 218 is configured to adjust the mechanical connection between the higher-speed planetary gear set 206 and the lower-speed planetary gear set 216. As such, the clutch 218 may be a multi-position jaw clutch. For explanation, the clutch 218, in a higher-speed position, may mechanically couple the carrier member 212 to a carrier member 220 in the lower-speed planetary gear set 216. The planetary gear set 216 for lower speeds also includes planetary gears 221.The planet gears 221 can rotate on the carrier 220 and mesh with a second ring gear 217. In both the higher-speed and lower-speed positions, an interface 219 in the clutch 218 engages an interface 223 (e.g., a splined surface, a toothed surface, and the like) coupled to the carrier 212. Furthermore, in the higher-speed position, an interface 225 in the clutch 218 engages an interface 227 (e.g., a splined surface, a toothed surface, and the like) on the carrier 220.

[0038] The carrier 220 is rotationally coupled to an output gear 222 via a shaft 224 or other suitable mechanical connection. Thus, in the higher-speed clutch position, the mechanical power is transferred from the carrier and carrier of the higher- and lower-range planetary gear sets. In this way, the lower-speed planetary gear set can be bypassed with regard to mechanical power flow.

[0039] In the lower speed position, clutch 218 mechanically couples carrier 212 of higher speed planetary gear set 206 to a sun gear member 226 of lower speed planetary gear set 216 via interface 228 (e.g., splined surface, toothed surface) on a shaft 230. More specifically, interface 225 in clutch 218 engages interface 228 in the lower speed position. Thus, in the lower speed mode, mechanical power flows from the carrier member in higher speed planetary gear set 206 to the sun gear member in lower speed planetary gear set 216.

[0040] Clutch 218 may further be configured to operate in a neutral position, in which lower-speed planetary gear set 216 is decoupled from higher-speed planetary gear set 206. In this way, the mechanical power flow through transmission 201 may be selectively interrupted on demand.

[0041] The output gear 222 is again rotationally coupled to a differential 232. The differential 232 and the associated components may be similar to the differential 172 and the associated components described above with respect to Fig. 1 are described.

[0042] Fig. 3A-3B show the mechanical power paths 300 and 302 through the electric drive axle 104 operating in the higher speed mode and the lower speed mode, respectively. Fig. 3C shows the configuration of the coupling 130. As in Fig. As shown in Figure 3C, in the lower speed mode, the clutch is in the lower speed position, and in the higher speed mode, the clutch is in the higher speed position. It should be understood that clutch 218 may serve a similar function. In one example, the lower speed mode gear ratio may be 2.5 to 3 times higher than the higher speed mode gear ratio. This allows the transmission to achieve a specific gear ratio in both the lower and higher speed modes, allowing the transmission's performance to be better matched to the vehicle's operating environment.

[0043] As in Fig. 3A, the power path 300 of the electric drive axle in the higher speed mode is as follows: Power is transferred from the electric machine 108 to the shaft 126. The power path then runs from the shaft 126 to the sun gear 144 via the clutch 130 and the shaft 142. The power path then runs from the sun gear 140 to the carrier 162 via the planetary gears 160. Next, the power flows from the carrier 162 to the output gear 166 through the shaft 168. From the output gear 166, the power path runs through the differential 172 and via the axle shafts 184 to the drive gears 186. The power path from the output gear 166 to the drive gears 186 is similar in the lower speed mode and will not be described repeatedly for clarity. In the power path 300 of Fig. 3A, the power bypasses planetary gear set 136 for lower speeds and flows to planetary gear set 134 for higher speeds.

[0044] As in Fig. 3B, the electric drive axle power path 302 in the lower speed mode is as follows: Power is transferred from the electric machine 108 to shaft 126. The power path then travels from shaft 126 to sun gear 144 through clutch 130. Power is then transmitted to carrier 156 via planetary gears 154. From carrier 156, power is transmitted to sun gear 144 via shaft 164. From sun gear 144, power is transmitted to carrier 162 via planetary gears 160. Next, power flows from carrier 162 to output gear 166 via shaft 168. In this manner, power flows through planetary gear set 136 for lower speeds and then in series with planetary gear set 134 for higher speeds, achieving a lower gear ratio compared to the higher speed mode.

[0045] In the Fig. 4A and Fig. 4B shows the power paths 400 and 402 through the electric drive axle 200 in the higher speed mode and the lower speed mode, respectively.

[0046] As in Fig. 4A, the electric drive axle power path 400 in higher speed mode is as follows: Power is transferred from the electric machine 202 to shaft 203. Power then flows from shaft 203 to the sun gear member 204. From the sun gear member 204, the power is transferred to the carrier member 212 via the planetary gear members 210. From the carrier member 212, the power is transferred to the carrier member 220 via the clutch 218. From the carrier member 220, the power is then transferred to the output gear member 222 and then to the differential member 232. In this way, power flows through the planetary gear set 206 for higher speeds and then bypasses the planetary gear set 216 for lower speeds.

[0047] As in Fig. 4B, the power path 402 of the electric drive axle in the lower speed mode is as follows: Power is transferred from the electric machine 202 to shaft 203. Then, power flows from shaft 203 to the sun gear member 204. From the sun gear member 204, the power is transferred to the carrier member 212 via the planetary gears 210. From the carrier member 212, the power travels via the clutch 218 to the sun gear member 226 via the shaft 230. Next, the power flows from the sun gear member 226 to the planetary gears 221 and then to the carrier member 220. From the carrier member 220, the power is transferred to the shaft 224 and then to the output gear member 222. From the output gear member 222, the power is transferred to the differential member 232. In this way, the mechanical power is connected in series by the higher speed planetary gear set 206 and the lower speed planetary gear set 216.The higher speed planetary gear set 206 may be a planetary gear set with a higher gear ratio compared to the lower speed planetary gear set 216.

[0048] Fig. 5 shows a method 500 for operating an electric drive axle. The method 500 corresponds in particular to the operation of the electric drive axle 104 from Fig. 1 and 3A-3B. However, the method 500 may also be performed via other suitable electric drive axles, such as the electric drive axle 200 of Fig. 2 and 4A-4B. Furthermore, the method 500 may be implemented by a control unit that includes a processor and a memory, as previously mentioned.

[0049] At 502, the method includes determining the operating conditions. The operating conditions may include the position of the input device (e.g., the position of the range selector), the clutch configuration, the transmission speed, the electric machine speed, the vehicle speed, the vehicle load, the ambient temperature, etc. The operating conditions may be determined via sensor inputs, modeling, lookup tables, and other suitable techniques.

[0050] Next, at 504, the method assesses whether to transition between a higher speed operating mode and a lower speed operating mode. Such a determination may be made depending on driver input. For example, the driver may interact with a range selector (e.g., a button, switch, touch interface, or the like) or other suitable input device to place the transmission into a higher speed mode or a lower speed mode. However, in other examples, automatic range mode selection may be utilized. For example, the controller may automatically place the transmission into the higher speed mode or the lower speed mode depending on vehicle speed and / or vehicle load.

[0051] If it is determined that a transition between the higher speed mode and the lower speed mode should not occur (NO at 504), the method proceeds to 506, where the method includes maintaining the current transmission operating strategy. For example, the transmission may be maintained in the higher speed mode or the lower speed mode. Thus, the clutch may be maintained in its current position.

[0052] If it is determined that a transition should occur between the higher speed mode and the lower speed mode (YES at 504), the method proceeds to 508. At 508, the method includes changing the clutch configuration to transition the transmission between the lower speed mode and the higher speed mode. Therefore, step 508 may include moving the clutch to the lower speed position at 510 to transition the transmission from the higher speed mode to the lower speed mode. Conversely, the method for transitioning the transmission from the lower speed mode to the higher speed mode may include moving the clutch to the higher speed position at 512. In this way, the electric drive axle may be efficiently transitioned between higher range operation and lower range operation.

[0053] Fig. 6 shows a timing diagram 600 of a control strategy for an electric drive axle in the application case, such as the electric drive axle 104 from Fig. 1 and 3A-3B or the gearbox in Fig. 2 and 4A-4B. In each curve of the timing diagram, time is indicated on the abscissa and increases from left to right. The ordinates for curves 602 show the operating states (i.e., "position for higher speeds" and "position for lower speeds") of the clutch (e.g., clutch 130 from Fig. 1 or the clutch 218 Fig. 2). The ordinate of curve 604 indicates the position of the range selector (ie, "higher speed position" and "lower speed position").

[0054] At t1, the range selector position is shifted from the higher-speed position to the lower-speed position. In response to the driver shifting the range selector, the clutch is shifted to the lower-speed position. This places the transmission in higher-speed operating mode. This allows the transmission to shift efficiently between the lower and higher ranges, increasing the transmission's adaptability.

[0055] A set of reference axes 701 is provided for comparison between the views in Fig. 7-18. The reference axes 701 indicate a y-axis, an x-axis, and a z-axis. In one example, the z-axis may be parallel to a direction of gravity and the xy-plane may be parallel to a horizontal plane on which an assembly 706 in Fig. 7-11C and Fig. 16. In another example, the z-axis may be parallel to a direction of gravity and the xy-plane may be parallel to a horizontal plane on which a gear set in Fig. 12-13. In another example, the z-axis may be parallel to a direction of gravity and the xy-plane may be parallel to a horizontal plane on which a first locking element and a second locking element in Fig. 14-15. In another example, the z-axis may be parallel to a direction of gravity and the xy-plane may be parallel to a horizontal plane on which a first locking element and a second locking element 1034 in Fig. 14-15. When specifying direction, "positive" can refer to the direction of the arrows of the y-axis, x-axis, and z-axis, and "negative" can refer to the opposite direction of the arrows of the y-axis, x-axis, and z-axis. A filled circle can represent an arrow and axis pointing toward a view, or positively toward it. An open circle can represent an arrow and axis pointing away from a view, or negatively toward it.

[0056] Fig. 7 shows a first view 700 of the assembly 706. The first view 700 may be a side view showing the assembly 706. An exterior side 704 may represent a volume, such as a packaging space, around the assembly 706. The assembly 706 may have a first side 712 and a second side 714, with the first side 712 opposite the second side 714. The assembly may be positioned about a first axis 708 and a second axis 710. The first axis 708 may be the axis for an axle, with the components of the axle positioned about the first axis 708. A plurality of axle shafts rotatably coupled to the wheels may be centered about the first axis 708. The second axis 710 may be a rotational axis and a drive axis about which an electric machine housed in the assembly 706 may be positioned. The first axis 708 and the second axis 710 may be parallel. The assembly 706 may be defined by a line 718, e.g.the line AA. A section plane on the line 718 is parallel to the first axis 708 and the second axis 710. A section plane lying on the line 718 is collinear with the first axis 708. A section through the line 718 is in . Fig. 8 shown.

[0057] The assembly 706 may be a dual-input assembly capable of receiving two torque inputs. The assembly 706 may receive inputs from an electric machine, such as an electric motor or an electric motor / generator. For example, the assembly 706 may receive torque inputs from the electric machine 108 of Fig. 1 and / or the electric machine 202 of Fig. 2. Likewise, the assembly may be a planetary gear train comprising one or more gear sets in planetary design. The assembly 706 may include a drivetrain or components of a drivetrain within the meaning of the present disclosure. The assembly 706 may include or include components of an axle assembly and an electric drive axle within the meaning of the present disclosure. The axle assembly and / or the electric drive axle may be rotationally coupled to components of a larger axle system. The assembly 706 may include a transmission, such as a gear transmission, and may alternatively be referred to herein as a transmission assembly 706. The assembly 706 may include a transmission, e.g., a transmission within the meaning of the present disclosure. The transmission of the assembly 706 may include a planetary transmission within the meaning of the present disclosure.For example, the assembly 706 may include the drivetrain 102 and the transmission 106 of . Fig. 1. In this example, the assembly 706 may include components of the electric drive axle 104 and the differential 172 from Fig. 1 or coupled thereto. The assembly 706 may include the planetary assembly 132 of Fig. 1. Another example: The assembly 706 can contain the gear 201 from Fig. 2. In this example, the assembly 706 may include components of the electric drive axle 200 and the differential 232 from Fig. 2 or coupled thereto. The assembly 706 may include the planetary assembly 208 of Fig. 2 included.

[0058] The assembly 706 may include a first housing 722 and an electrical assembly 724. The electrical assembly 724 may include a plurality of electronic and other electrical components. The components of the electrical assembly 724 may be housed in and / or shielded by a second housing 726. The electrical assembly 724 may also include a plurality of electronic components 728 that are unhoused and may not be shielded. The electronic components 728 may be physically coupled to the second housing 726. The electrical assembly 724 may be physically coupled to the first housing 722 via the second housing 726. For example, in one embodiment of the electrical assembly 724, the second housing 726 may be attached to the first housing 722 via a plurality of brackets 730.

[0059] The first housing 722 may include a first housing portion 732 and a second housing portion 734. The first housing portion 732 may house a transmission and complementary gear sets. The first housing portion 732 may house a plurality of planetary gear sets. The second housing portion 734 may house a differential assembly including a differential, such as the differential 172 and the differential 232. The second housing portion 734 may also house portions of an axle shaft, e.g., a first half axle shaft and a second half axle shaft.

[0060] The first housing 722 can house and physically connect a plurality of bells, e.g., a first bell 742, a second bell 744, a third bell 746, and a fourth bell 752. The first housing portion 732 can house and physically connect the first bell 742, the third bell 746, and the fourth bell 752. The second housing portion 734 can house and couple the second bell 744. The first bell 742, the second bell 744, the third bell 746, and the fourth bell 752 can be attached and secured to the first housing 722 via a plurality of fasteners. The first bell 742 can be attached to the first housing portion 732 via a plurality of first fasteners 748. The second bell 744 can be attached to the second housing portion 734 via a plurality of second fasteners 750.The fourth bell 752 may be attached to the first housing portion 732 via a plurality of third fasteners 754. The first bell 742 may be received by the first housing 722 on the second side 714. The second bell 744 may be received by the second housing portion 734 between the first side 712 and the second side 714. The third bell 746 may be received by the first housing 722 on the first side 712. The third bell 746 may include an interface portion 756. The interface portion 756 may be a structure or component of the third bell 746 that may receive input from a rotating element. The input received by the interface portion 756 may be rotationally coupled to and transmit rotational power to the gear sets and other rotating elements of the transmission housed in the first housing portion 732.

[0061] The second housing portion 734 may include a first sleeve 762 and a second sleeve 764 that are opposite each other. The first sleeve 762 may be located on the first side 712 and the second sleeve 764 may be located on the second side 714 of the second housing portion 734. The first sleeve 762 and the second sleeve 764 may be positioned about the first axis 708 so that they are centered about the first axis 708. The first sleeve 762 and the second sleeve 764 may each include complementary openings and passageways, where the first sleeve 762 and the second sleeve 764 may be disposed around the complementary openings and passageways. For example, the first sleeve 762 may include a first opening 766. The first opening 766 may be a receiving bore, wherein components can be received through the first sleeve 762 via the first opening 766 into the second housing section.Likewise, the second sleeve 764 may have a second opening, wherein the second opening has approximately the same shape, dimension, and function as the first opening 766. The surface of the first opening 766 and the surface of the second opening of the second sleeve 764 may be perpendicular to the first axis 708. The first sleeve 762 and the second sleeve 764 may be centered about the first axis 708 such that the centerlines of the first opening 766 and the second opening may be approximately collinear with the first axis 708. The first sleeve 762 and the second sleeve 764 may each receive components of an axle assembly, such as axle halfshafts. The first sleeve 762 and the second sleeve 764 may be collars that can each support an axle shaft. The first sleeve 762 may be mechanically supported by a plurality of first ribs 768 of the second housing portion 734.Likewise, the second sleeve 764 may be mechanically supported by a plurality of second ribs 770 of the second housing portion 734.

[0062] The first sleeve 762 and the second sleeve 764 can each receive and house parts of an axle when received by the second housing portion 734. For example, the first sleeve 762 can receive and house parts of a first axle half-shaft. The second sleeve 764 can receive and house parts of a second axle half-shaft. The first axle half-shaft and the second axle half-shaft can be opposite ends of an axle shaft. The first axle shaft and the second axle shaft output to the wheels. Axle shafts received by the first sleeve 762 or the second sleeve 764 can be drivingly rotationally coupled to the differential received by the second housing portion 734. The differential housed in the second housing portion 734 can output different torques and speeds for each axle half-shaft received by the first sleeve 762 or the second sleeve 764.

[0063] Fig. 8 shows a second view 800 of the assembly 706. The second view 800 may be a sectional view, and the view 800 may be on the line 718 of Fig. 7. The second view 800 shows a sectional view of an electric drive axle 810. The electric drive axle 810 may be an embodiment of the electric drive axle 200 of Fig. 2. The electric drive axle 810 may be centered around the second axis 710 so that the rotating elements of the electric drive axle 810 may be radially centered and positioned around the second axis 710. The second axis 710 may serve as a central and rotational axis for the rotating elements of the electric drive axle 810. The electric drive axle 810 may have a plurality of shafts. The electric drive axle 810 may be drivingly coupled to a shaft or other rotating element, e.g., a gear. The electric drive axle 810 may be rotationally coupled to a first shaft 812. The electric drive axle 810 may include a second shaft 814. The first shaft 812 may be rotationally coupled to the second shaft 814.The first and second shafts 812, 814 can be positioned about the second axis 710, where the first and second shafts 812, 814 can be centered on and positioned radially about the second axis 710. The first shaft 812 can be received by the assembly 706 via a first opening 818 of the interface region 756 and a second opening 819 of the housing 722. The first shaft 812 can extend through the first opening 818 and into the second opening 819 to rotationally couple the second shaft 814. The first shaft 812 can be a drive for the assembly 706 and the electric drive axis 810. The first shaft 812 can exit from an electric machine or be rotationally coupled to an output of an electric machine, such as the electric machine 108 or the electric machine 202 of FIG. Fig. 1 or Fig. 2.

[0064] The first housing portion 732 may include a first cavity 816 and a second cavity 820. The electric drive axle 810 may include multiple gear sets, such as a first gear set 822, a second gear set 824, and a third gear set 826. The first cavity 816 may receive the first gear set 822. The second cavity 820 may receive the second gear set 824 and the third gear set 826. The first gear set 822, the second gear set 824, and the third gear set 826 may be arranged around the second shaft 814. The first gear set 822, the second gear set 824, and the third gear set 826 may be aligned to be approximately centrally and radially disposed around the second shaft 814. The first gear set 822 may be located closest to the first side 712 and the second gear set 824 may be located closest to the second side 714.The third gear set 826 may be arranged between the first gear set 822 and the second gear set 824 along the second axis 710. A first clutch assembly 828 may be arranged between the second gear set 824 and the third gear set 826 along the second axis 710. The first clutch assembly 828 may be positioned around the second shaft 814, e.g., radially around the second shaft 814. A portion of the first clutch assembly 828, the second gear set 824, and the third gear set 826 may be enclosed by a region A 830. The region A 830 may be represented by a plurality of dashed lines arranged in a rectangle. The first gear set 822 may be rotationally coupled to an output, e.g., a differential. The second gear set 824 and the third gear set 826 are planetary gear sets. The second gear set 824 may be a higher-speed gear set, such asthe planetary gear set for higher speeds 206 in . Fig. 2. The third gear set 826 may be a lower speed gear set, such as the lower speed planetary gear set 216 in Fig. 2. The first clutch assembly 828 may be rotationally coupled to the second gear set 824. The first clutch assembly 828 may be selectively coupled to components of the third gear set 826, e.g., to rotationally couple to a particular component of the third gear set 826 when engaged in a particular manner.

[0065] A plurality of bearings may be disposed around and support the first shaft 812 and / or the second shaft 814. A plurality of first bearings 832 may be disposed around and support the first shaft 812. The first bearings 832 may be disposed radially between the second opening 819 and the first shaft 812. A plurality of second bearings 834, a plurality of third bearings 836, and a plurality of fifth bearings 840 may be disposed around and support the second shaft 814. The second bearings 834 may be disposed radially between the second gear set 824 and the second shaft 814. The third bearings 836 and the fifth bearings 840 may be disposed radially between the third gear set 826 and the second shaft 814. A plurality of bearings may be disposed around components located around the second shaft 814. A plurality of fourth bearings 838 may be configured to include a feature such asa first carrier 862 of the third gear set 826. The plurality of fourth bearings 838 may be disposed between the surfaces of the first bell 742 and the feature of the third gear set 826. A plurality of sixth bearings 846 may be disposed radially between the surfaces of the housing 722 and the first gear set 822.

[0066] The second shaft 814 may have a plurality of passages. The second shaft 814 may have a first passage 842 and a second passage 843. The first passage 842 and the second passage 843 are centered on the second shaft 814 so that their lengths are parallel to the centerline of the shaft 814. The first passage 842 and the second passage 843 may be fluid channels that can receive and house working fluid. The working fluid housed in the first passage 842 and the second passage 843 may be distributed outwardly through a plurality of secondary fluid passages. The opening of the first passage 842 may be located at the opposite end of the second shaft 814 from where the opening of the second passage 843 is located. For example, the first passage 842 may have an opening closest to the first side 712. The second passage 843 may have an opening closest to the second side 714.

[0067] The first gear set 822 includes an output gear 844. The sixth bearings 846 may be arranged around and support the output gear 844. The output gear 844 may be the output gear 222 of Fig. 2. The output gear 844 may be rotationally coupled to and transmit rotational power to an output, e.g., to a differential housed in the first housing 722. The output gear 844 may mesh with and be rotationally coupled to a gear 848. For example, the gear 848 may be a gear that inputs and transmits torque from the output gear 844 to the differential. In this or another example, the gear 848 may be a gear associated with the differential, e.g., a differential.

[0068] The second gear set 824 may include a first ring gear 852, a plurality of first planet gears 856, and a first sun gear 858. The first ring gear 852 may be arranged radially around the first planet gear 856. The first planet gears 856 may be arranged radially around the first sun gear 858. The plurality of first planet gears 856 may be supported by the first carrier 862 and a plurality of first pins 882. The first carrier 862 may be a first embodiment of a planet carrier that supports the first planet gears 856. The first planet gears 856 may rotate about the first pins 882. The fourth bearings 838 may be positioned around and support the first carrier 862.

[0069] The third gear set 826 may include a second ring gear 854, a plurality of second planet gears 864, and a second sun gear 866. The second ring gear 854 may be arranged radially around the second planet gears 864. The second planet gears 864 may be arranged radially around the second sun gear 866. The plurality of second planet gears 864 may be supported by a second carrier 868 and a plurality of second pins 886. The second carrier 868 may be a planetary carrier. The second planet gears 864 may rotate about the second pins 886.

[0070] The first clutch assembly 828 may be supported by and rotationally coupled to a first sleeve 870 of the first carrier 862. The first sleeve 870 may be centered on and radially positioned about the second axis 710. The first clutch assembly 828 may be centered on and radially positioned about the first sleeve 870. The first sleeve 870 may extend along the second axis 710 toward the third gear set 826. The first clutch assembly 828 may be actuated in a first direction or a second direction along the second axis 710 when supported, for example, by the first sleeve 870. The first direction may be toward the first side 712. The second direction may be toward the second side 714. The first clutch assembly 828 may include a first shift sleeve 872 and a shift arm engagement 876.The shift sleeve 872 may be a structure with an engagement component for the clutch assembly, e.g., the shift sleeve 872 may be a clutch sleeve. The first shift sleeve 872 may be in surface contact with and retained by the first sleeve 870. The first shift sleeve 872 may also include engagement components that can be selectively connected to components of the third gear set 826. The shift arm engagement 876 may be switchably coupled to a shift arm, e.g., a shift fork. When switchably coupled to a shift arm, the shift arm engagement 876 and the first clutch assembly 828 may switch with a shift arm.

[0071] In addition to supporting the second planetary gears 864, the second carrier 868 may support portions of the output gear 844. The second carrier 868 may include a second sleeve 871. The output gear 844 may be positioned around and supported by the second sleeve 871. The first clutch assembly 828 may selectively couple the second carrier 868 or the sun gear 866 of the third gear set 826. In the first state, the first clutch assembly 828 may be selectively coupled to the second carrier 868. When selectively coupled via the first path, the first clutch assembly 828 may be rotationally coupled to the second carrier 868. In the second case, the first clutch assembly 828 may be selectively coupled to the second sun gear 866. When selectively coupled via the second path, the first clutch assembly 828 may be rotationally coupled to the second sun gear 866.The first clutch assembly 828 can selectively couple to the second carrier 868 via a first engagement component 874. The first shift sleeve 872 can selectively couple to the first engagement component 874. The second carrier 868 can physically couple to or encompass the first engagement component 874. The first clutch assembly 828 can selectively couple to the second sun gear member 866 via a second engagement component 880. The first shift sleeve 872 can selectively couple to the second engagement component 880. The sun gear member 866 can physically couple to or encompass the second engagement component 880.

[0072] The first sleeve 870 may include a plurality of inserts embedded and capable of sliding through passages. The inserts of the first sleeve 870 may be complementary to the features of a shift sleeve of a clutch assembly. When attached to the complementary features of the shift sleeve, the inserts may prevent movement of the shift sleeve to positions along the second axis 710 without intentional force above a threshold. In one embodiment, the first sleeve 870 may include a plurality of first detent features 878. The first detent features 878 may be complementary to and mate with the features of the first shift sleeve 872. When mate with the complementary features of the first shift sleeve 872, the first detent features 878 prevent movement of the first shift sleeve 872 to positions along the second axis 710 without intentional force above a force threshold.The first shift sleeve 872 can be locked in one position by the first locking element 878.

[0073] The second passage 843 may include a plurality of first channels 890. The first channels may extend radially outward from the second passage 843 to the outer surfaces of the second shaft 814. Working fluid, such as lubricant, located in the second passage 843 may be sprayed radially outward by the force of rotation of the second shaft 814. The working fluid may be sprayed through the second channel 843 toward the second gear set 824 and the third gear set 826.

[0074] The first pins 882 and the second pins 886 may be housed and supported in complementary passages of the first support 862 and the second support 868, respectively. The first pins 882 may be supported via a plurality of seventh bearings 884. Each of the second pins 886 may be supported by a plurality of eighth bearings 888. The first pins 882 and the second pins 886 may be hollow. The first pins 882 may each have a first passage 892, with each of the first passages 892 centered about a centerline of each of the first pins 882. The second pins 886 may each have a second passage 896, with each of the first passages 896 centered about a centerline of each of the second pins 886. The first passages 892 and second passages 896 may be through-holes. Each of the first passages 892 may have a plurality of second channels 894.Each of the second passages 896 may include a plurality of third channels 898. The second channels 894 and third channels 898 may extend radially outward from the first passages 892 and the second passages 896, respectively.

[0075] Fig. 9 shows a third view 900 of the assembly 706. The third view 900 may be a sectional view, and the third view 900 may focus on the area A 830 of Fig. 8 can be recorded.

[0076] The first sleeve 870 may be a first embodiment of a sleeve for the first carrier 862 of the present disclosure. The first clutch assembly 828 and the first shift sleeve 872 may be a first embodiment of a clutch assembly and a shift sleeve, respectively, within the meaning of the present disclosure.

[0077] The first sleeve 870 may curve around and enclose a cavity 920. The cavity 920 may be disposed in the second shaft 814. A portion of the first locking elements 878 may be housed in the cavity 920.

[0078] The first shift sleeve 872 may include a first sleeve component 922 and a shift component 924. The first sleeve component 922 may be in surface contact with the first sleeve 870 and may include the engaging components of the first shift sleeve 872. The engaging features of the first sleeve component 922 may include a plurality of first engaging teeth 928. The first engaging teeth 928 may be dog teeth, and the first engaging teeth 928 may mesh / engage with complementary features of the engaging component 874. The first sleeve component 922 may also include a plurality of second engaging teeth. The second engaging teeth may engage the second engaging component 880. The shift component 924 may have a first groove 926 and a second groove 930. The first groove 926 may radially curve around and radially press into the switching component 924. The first groove 926 may radially curve around the second groove 930.The switching component 924 may be physically coupled to the switching arm engagement 876, e.g., by the switching arm engagement 876 fitting into the groove 926. The second groove 930 may capture the working fluid.

[0079] The intervention component 874 of Fig. 8 may include or be a drum 932. The drum 932 may be radially disposed around the first sleeve 870 and the first sleeve component 922. The drum 932 may include a plurality of first engaging teeth 934. The first engaging teeth 934 may be dog teeth. The first engaging teeth 928 may be complementary to the first engaging teeth 934 such that the first engaging teeth 928 may mesh with the first engaging teeth 934. The second engaging component 880 may include a plurality of second engaging teeth 940. The second engaging teeth 940 may be complementary to and mesh with other teeth of the first sleeve component 922 such that the first sleeve component 922 may selectively couple with the second engaging component 880.

[0080] The shift arm engagement 876 may include a clutch component 936 and an actuation component 938. The clutch component 936 may be inserted into the groove 926, and the clutch component 936 may be physically connected to the shift arm engagement 876. The actuation component 938 may be switchably coupled to an actuator such that the actuator can displace the shift arm engagement 876. The shift arm engagement 876 may displace the first shift sleeve 872.

[0081] The first sleeve 870 may include a plurality of first teeth 942 and a plurality of first passages 944. The first teeth 942 may be radially disposed around and coupled to an outer surface of the first sleeve 870. Likewise, the first passages 944 may extend radially outward from the cavity 920 through the material of the first sleeve 870. The first shift sleeve 872 may include a plurality of grooves, e.g., a first groove 952, a second groove 954, and a third groove 956 of the first sleeve component 922. A plurality of standoff features 950 may be present between the first groove 952, the second groove 954, and the third groove 956.

[0082] The first detent elements 878 may be complementary to the first passages 944 such that the first detent elements 878 can fit within and slide along the centerlines of the first passages 944. Each of the first detent elements 878 may include a tooth 962 and a cavity 964. The tooth 962 may be complementary to the first groove 952, the second groove 954, and the third groove 956 such that it fits within the first groove 952, the second groove 954, and the third groove 956. When the tooth 962 engages the first groove 952, the second groove 954, or the third groove 956, it may prevent movement of the first shift sleeve 872 without the application of an intentional force above a force threshold. Each seat of the tooth 962 and the groove may be a position of the first clutch assembly 828 to provide a power flow between the second gear set 824 and the third gear set 826 of Fig. 8. For example, when tooth 962 engages first groove 952, first clutch assembly 828 may be engaged in a first manner, and sleeve component 922 selectively couples second engagement component 880. In the first position, first clutch assembly 828 may enable a lower speed mode between second gear set 824 and third gear set 826. As another example, when tooth 962 engages second groove 954, first clutch assembly 828 may be engaged in a second manner, and sleeve component 922 may not be selectively coupled to either first engagement component 874 or second engagement component 880. In the second position, first clutch assembly 828 may enable a neutral mode between second gear set 824 and third gear set 826.As another example, when the tooth 962 engages the third groove 956, the first clutch assembly 828 may be engaged in a third manner, and the sleeve component 922 selectively couples the second engagement component 880.

[0083] The shift component 924 may have a channel 972. The channel 972 may extend radially outward from the second groove 930 to the first groove 926 and fluidly connect the second groove 930 to the first groove 926. The shift arm engagement 876 may be lubricated via the channel 972.

[0084] Fig. 10 shows a fourth view 1000 of the assembly 706. The fourth view 1000 may be a sectional view, and the fourth view 1000 may be directed to the area A 830 of Fig. 8 can be recorded.

[0085] The fourth view 1000 shows a second clutch assembly 1008 and a third carrier 1010. The second clutch assembly 1008 may be a second embodiment of a clutch assembly in accordance with the present disclosure. The second clutch assembly 1008 has the same features and components as the first clutch assembly 828, e.g., the first shift arm engagement 876. The second clutch assembly 1008, like the first clutch assembly 828, may also engage and selectively couple the second carrier 868 and the sun gear 866. For example, a second shift sleeve 1012 of the second clutch assembly 1008 may selectively engage the first engagement component 874 of Fig. 8 and the drum 932 or the second engagement component 880. The third carrier 1010 may be a second embodiment of a planetary carrier that carries the first planetary gears 856 and the first pins 882 of Fig. 8. The third carrier 1010 may share components and features with the first carrier 862 that may not be reinserted. Likewise, the third carrier 1010 may, for example, have the same dimensions and features as the first carrier 862.

[0086] The third carrier 1010 may include a third sleeve 1014. The second clutch assembly 1008 may be supported by and rotationally coupled to the third sleeve 1014. The third sleeve 1014 may be centered on and positioned radially around the second axis 710. The second clutch assembly 1008 may be centered on and positioned radially around the third sleeve 1014. The third sleeve 1014 may extend along the second axis 710 toward the third gear set 826 of Fig. 8. The second shift sleeve 1012 may be in surface contact with and supported by the third sleeve 1014. The second shift sleeve 1012 may also include engagement components that may be selectively coupled to components of the third gear set 826.

[0087] The second shift sleeve 1012 may include the shift component 924 and a second sleeve component 1022. The second sleeve component 1022 may be in surface contact with the third sleeve 1014 and include the engaging components of the first shift sleeve 872. The engaging features of the second sleeve component 1022 may include a plurality of third engaging teeth 1028. The third engaging teeth 1028 may be dog teeth. The third engaging teeth 1028 may mesh / engage with complementary features of the engaging component 874, such as the first engaging teeth 934. The second sleeve component 1022 may also include a plurality of fourth engaging teeth. The fourth engaging teeth may mesh with complementary components of the second engaging component 880, such as the first engaging teeth 934. B. the second engagement teeth 940, mesh / engage.

[0088] The third sleeve 1014 may include a plurality of second teeth 1042 and a plurality of second passages 1032. The second teeth 1042 may be radially disposed around and coupled to an outer surface of the first sleeve 870. Likewise, the second passages 1032 may extend radially outward from the cavity 920 through the material of the third sleeve 1014. The second detent elements 1034 may be complementary to the second passages 1032. Each of the second detent elements 1034 may be fitted into and slide along the centerlines of the second passages 1032. Each of the second detent elements 1034 may include a tooth 1044. The tooth 1044 extends radially above the third sleeve 1014, e.g., B. when a second locking element of the second locking elements 1034 is pushed outwardly in the radial direction through one of the second passages 1032 to a maximum distance.Each of the second locking elements 1034 may be complementary to a spring 1036. The spring 1036 may be a wire spring. The second locking elements 1034 may be coupled to the spring 1036. The spring 1036 may urge and displace the second locking elements 1034 radially outward from the spring 1036 through the force of the spring 1036. For example, the force of the spring 1036 may urge the second locking elements 1034 radially outward from the cavity 920 and through the second passages 1032.

[0089] It should be understood that the spring 1036 is complementary to the first locking elements 878 of Fig. 8-9. The first locking elements 878 can be coupled to the spring 1036. The spring 1036 can push and displace the first locking elements 878 radially outward from the spring 1036 through the force of the spring 1036. For example, the force of the spring 1036 can push the first locking elements 878 radially outward from the cavity 920 and through the second passages 1032.

[0090] The second shift sleeve 1012 may include at least one groove, such as a groove 1052 of the second sleeve component 1022. The groove 1052 may be formed of material with respect to the spacing 1054. The spacing 1054 may be attached to the second teeth 1042 so that the second sleeve component 1022 can slide along the second teeth 1042.

[0091] The tooth 1044 of each of the second detent elements 1034 may be complementary to the groove 1052 such that it fits into the groove 1052. When the tooth 1044 engages the groove 1052, it may prevent movement of the second shift sleeve 1012 without the application of an intentional force above a force threshold. The engagement of the tooth 1044 and the groove 1052 may position the second clutch assembly 1008 for force flow between the second gear set 824 and the third gear set 826 of Fig. 8. For example, when tooth 1044 engages groove 1052, second clutch assembly 1008 may be engaged in a second manner, and second sleeve component 1022 may not be selectively coupled to either first engagement component 874 or second engagement component 880. In the second position, second clutch assembly 1008 may enable a neutral mode between second gear set 824 and third gear set 826.

[0092] If the first carrier 862 and the third carrier 1010 are the same type of carrier with the same dimensions, the first passages 944 may have the same dimensions as the second passages 1032. Likewise, the first teeth 942 may have the same dimensions as the second teeth 1042.

[0093] Fig. 11A-11C show the fourth view 1000 of the assembly 706. Fig. 11A shows the second clutch assembly 1008 in a first position 1110. Fig. 11B shows the second clutch assembly 1008 in a second position 1120. Fig. 11C shows the second clutch assembly 1008 in a third position 1130. Fig. 11A-11C may be referred to here together.

[0094] In the first position 1110, the second clutch assembly 1008 may be selectively or rotationally coupled to the second sun gear 866. In the first position 1110, the second clutch assembly 1008 may be engaged in a first manner to establish a lower speed mode between the second gear set 824 and the third gear set 826 of Fig. 8. In the first position 1110, the second sleeve component 1022 selectively couples the second engagement component 880.

[0095] In the second position 1120, the second clutch assembly 1008 may not be selectively or rotationally coupled to the second sun gear member 866 or the second carrier member 868. In the second position 1120, the second clutch assembly 1008 may be engaged in a second manner to establish a neutral mode between the second gear set 824 and the third gear set 826.

[0096] In the third position 1130, the second clutch assembly 1008 may be selectively and rotationally coupled to the second carrier 868. In the third position 1130, the second clutch assembly 1008 may be engaged in a third manner to establish a higher speed mode between the second gear set 824 and the third gear set 826. In the third position 1130, the second sleeve component 1022 selectively couples the first engagement component 874.

[0097] Fig. 12 shows a fifth view 1200 of the second gear set 824. The fifth view 1200 may be a side view of the second gear set 824, wherein the second gear set 824 is separated from other components and features of the assembly 706 of Fig. 7 is isolated.

[0098] The second gear set 824 may be centered around an axis 1210. The axis 1210 may be parallel to the second axis 710 or identical to it. The second gear set 824 may be divided by a line 1212, e.g., line BB. A plane on line BB may be perpendicular to the axis 1210.

[0099] The third gear set may include a carrier 1214 and a sleeve 1216. The carrier 1214 may be either the first carrier 862 of Fig. 8 or the third carrier 1010 of Fig. 10. With respect to the carrier 1214, the sleeve 1216 may be either the first sleeve 870 or the third sleeve 1014 of Fig. be 10.

[0100] The carrier 1214 may have a first surface 1222 extending radially outward from the sleeve 1216. The carrier 1214 may have a second surface 1224 that curves around the circumference of the carrier 1214. The second surface 1224 may have a plurality of openings 1226. The first planet gears 856 may mesh with the first ring gear 852 through the openings 1226. The sleeve 1216 may include a bushing 1232 around the cavity 920. The first surface 1222 may be open to a plurality of passages 1234. The first pins 882 may be received by, housed within, and supported by the passages 1234.

[0101] The first ring gear 852 may include a plurality of first teeth 1242 and a plurality of second teeth 1246. There may be a plurality of troughs 1244, with a trough of the troughs 1244 located between each of the first teeth 1242. The first planetary gears 856 may include a plurality of third teeth 1248. The third teeth 1248 and the second teeth 1246 may mesh with each other such that the first planetary gears 856 can rotate within the first ring gear 852 and about the axis 1210.

[0102] The sleeve 1216 may have a plurality of passages 1256. The passages 1256 may be holes. A detent element 1252 having a tooth 1254 may be fitted into each of the passages 1256. There may be a plurality of detent elements 1252, with each of the passages 1256 having a detent element of the detent elements 1252. The detent elements 1252 may be physically coupled to the spring 1036, e.g., by a snap connection.

[0103] Fig. 13 shows a sixth view 1300 of the second gear set 824. The sixth view 1300 may be a sectional view, and the sixth view 1300 may be taken on line 1212 of Fig. 7 can be recorded.

[0104] The second gear set 824 may include a band 1322. The band 1322 may support the third bearings 836.

[0105] Fig. 14 shows a seventh view 1400 of the first locking element 878. The seventh view 1400 may be a side view of the first locking element 878 in which the first locking element 878 is separated from other components and features of the assembly 706 of Fig. 7 is insulated. The first locking element 878 can be positioned about a first axis 1408 and centered about a second axis 1410.

[0106] The first locking element 878 may include a post 1424 and a land 1422. The tooth 962 is located on top of the post 1424, and the land 1422 may be located on the bottom of the post 1424. The tooth 962 may be located opposite the land 1422 with respect to the post 1424.

[0107] The web may include a first groove 1426. The first groove 1426 may be radially disposed between the periphery of the column 1424 and an edge 1428 of the web 1422.

[0108] The web may have a second groove 1432. The second groove 1432 may receive the first locking element 878 and be engaged with a wire spring, such as the spring 1036 in Fig. 10. The second groove 1432 can be arranged around the first axis 1408.

[0109] Tooth 962 may be disposed between a plurality of valleys and flanks. Tooth 962 may be located between a first valley 1442a and a second valley 1442b. First valley 1442a may curve away from tooth 962 and form a first flank 1444a with column 1424. Second valley 1442b may curve away from tooth 962 and form a second flank 1444b with column 1424. First valley 1442a and first flank 1444a may be opposite tooth 962, and second valley 1442b and second flank 1444b may be opposite tooth 962.

[0110] Fig. 15 shows an eighth view 1500 of the second locking element 1034. The eighth view 1500 may be a side view of the second locking element 1034, wherein the second locking element 1034 is separated from other components and features of the assembly 706 of Fig. 7 is insulated. The second locking element 1034 can be positioned about a first axis 1508 and centered about a second axis 1510.

[0111] The second locking element 1034 may include a post 1524 and a land 1522. The tooth 1044 is located on top of the post 1524, and the land 1522 may be located on the bottom of the post 1524. The tooth 1044 may be located opposite the land 1522 with respect to the post 1524.

[0112] The web 1522 may have a surface 1526. The surface 1526 may be disposed radially between the periphery of the column 1524 and the periphery of the web 1522. The surface 1526 may extend radially from the column 1524. The 1524 results from the difference between the diameter of the web 1522 and the diameter of the column 1524. In a first example, the surface 1526 may be flat and normal to the second axis 1510. In a second example, the surface 1526 may have a groove or a depression. The groove, e.g., a groove similar to the first groove 1426 in Fig. 14, or the recess may be disposed radially within the periphery of the web 1522 and radially around the column 1524.

[0113] The web 1522 may have a first groove 1532. The first groove 1532 may receive the second locking element 1034 and be engaged with a wire spring, such as the spring 1036 in Fig. 10. The first groove 1532 may be arranged around the first axis 1508.

[0114] Fig. 16 shows a ninth view 1600 of a third locking element 1630. The ninth view 1600 may be a sectional view of the third locking element 830 and the sleeve 1216.

[0115] The third detent element 1630 may be housed in an opening 1628 of the sleeve 1216. The opening 1628 may be a passage with a bottom. The third detent element 1630 may be complementary to the features of a shift sleeve that may include a sleeve component, such as the first sleeve component 922. For example, the third detent element 1630, when mate with the complementary features of the first sleeve component 922, may allow movement of the first sleeve component 922 to positions along the second axis 710 of Fig. 7 without an intentional force above a threshold acting on the first sleeve component 922.

[0116] The third detent element 1630 may be a ball spring detent element including a ball 1634 and a spring 1636. The ball 1634 may be a ball bearing. The ball 1634 and the spring 1636 may be housed in a housing 1632. The housing 1632 may fit into the opening 1628. The housing 1632 may abut the surfaces of the opening 1628.

[0117] The force of the spring 1636 may push the ball 1634 outward from the sleeve 1216. The ball 1634 may be complementary to a groove 1650 such that the ball 1634 fits into and can engage the groove 1650. The spring 1636 may extend the ball 1634 so that it engages the groove 1650. When the ball 1634 engages the groove 1650, the third detent element 1630 may prevent movement of the first sleeve component 922 into positions along the second axis 710 without an intentional force above a threshold applied to the first sleeve component 922. The groove 1650 may be one of the first groove 952, the second groove 954, or the third groove 956 of Fig. 9.

[0118] Fig. 17 shows a tenth view 1700 of the first shift sleeve 872. The tenth view 1700 may be a side view of the first shift sleeve 872, wherein the first shift sleeve 872 is separated from other components and features of the assembly 706 of Fig. 7 is insulated. The first shift sleeve 872 can be arranged around an axis 1710. The first shift sleeve 872 can be centered and arranged radially around the axis 1710. The axis 1710 can be parallel to the second axis 710 or identical thereto.

[0119] The first shift sleeve 872 may include a valley 1722. The valley 1722 may be formed by the surfaces of the first sleeve component 922 and the shift component 924. The valley 1722 may include the second groove 930. The first shift sleeve 872 may also have a first surface 1724. The first sleeve component 922 may include the first surface 1724 disposed about the axis 1210.

[0120] The first shift sleeve 872 may have a plurality of second teeth 1732. The second teeth 1732 may mesh with the second engagement teeth 940 of Fig. 9-10 interlock.

[0121] Fig. 18 shows an eleventh view 1800 of the second shift sleeve 1012. The eleventh view 1800 may be a side view of the second shift sleeve 1012 in which the second shift sleeve 1012 is separated from other components and features of the assembly 706 of Fig. 7 is insulated. The second shift sleeve 1012 may be centered and arranged radially around the axis 1710. The second shift sleeve 1012 may be positioned around an axis 1710.

[0122] The second shift sleeve 1012 may include a valley 1822. The valley 1822 may be formed by the surfaces of the second sleeve component 1022 and the shift component 924. The valley 1822 may include the second groove 930. The second shift sleeve 1012 may also have a second end face 1824. The second sleeve component 1022 may include the second surface 1824.

[0123] The second shift sleeve 1012 may have a plurality of fourth teeth 1832. The second shift sleeve 1012 may have a taper 1842. The fourth teeth 1832 may mesh with the second engagement teeth 940 of Fig. 9-10 interlock.

[0124] Fig. Figure 19 shows a first graph 1900 of the change in radius versus the force that can be applied by a multiple spring. The first graph 1900 includes a first axis 1912 for the change in radius of the springs. The first graph 1900 includes a second axis 1914 for a reaction force that can be applied by the springs upon contraction.

[0125] The first diagram contains a legend 1916. The legend 1916 displays the equations of the conductor tracks in a first column 1918 and the wire sizes in a second column 1920. Each equation in the first column 1918 corresponds to a wire diameter in the second column 1920. The wire sizes of the spring include a first wire size 1922, a second wire size 1924, a third wire size 1926, a fourth wire size 1928, and a fifth wire size 1930.

[0126] The reaction force for changes in the radius of the first wire size 1922 can be represented by a graph with a plurality of first data markers 1942. From the graph of the first data markers 1942, a first trace 1952 can be created by linear interpolation. An equation in the first column 1918 for the first wire diameter 1922 can be derived from the first curve 1952.

[0127] The reaction force for changes in the radius of the second wire size 1924 can be represented by a graph of a plurality of second data markers 1944. A second curve 1954 can be created by linear interpolation of the second data markers 1944. An equation in the first column 1918 for the second wire diameter 1924 can be derived from the second curve 1954.

[0128] The reaction force for changes in the radius of the third wire size 1926 can be represented by a graph with a plurality of third data markers 1946. A third curve 1956 can be obtained by linear interpolation from the representation of the third data marker 1946. An equation in the first column 1918 for the third wire diameter 1926 can be derived from the third curve 1956.

[0129] The reaction force for changes in the radius of the fourth wire size 1928 can be represented by a graph with a plurality of fourth data markers 1948. A fourth curve 1958 can be created by linear interpolation from the graph with multiple fourth data markers 1948. An equation in the first column 1918 for the fourth wire diameter 1928 can be derived from the fourth curve 1958.

[0130] The reaction force for the change in radius for the fifth wire size 1930 can be represented by a graph with a plurality of fifth data markers 1950. A fifth curve 1960 can be created by linear interpolation from the graph of the fifth data markers 1950. An equation in the first column 1918 for the fifth wire diameter 1930 can be derived from the fifth curve 1960.

[0131] Fig. 20 shows a thirteenth view 2000 of a sleeve 2016. The sleeve 2016 is an application sleeve for use which differs from the sleeve 1216 in Fig. 12. The thirteenth view 2000 may be a side view. The sleeve 2016 is positioned about an axis 2010. The sleeve 2016 may be centered about the axis 2010, e.g., to be positioned radially about the axis 2010. The sleeve 2016 may have a passage 2020 that is centrally located so that the passage 2020 may be centered about the axis 2010 when the sleeve 2016 is centered about the axis 2010. The passage 2020 may be centered about a shaft, such as the shaft 814 in Fig. 8, and / or receive them. The sleeve 2016 can be divided by a line 2012, e.g., line CC. A section plane lying on line 2012 is parallel to axis 2010. A section plane on line 2012 is collinear with axis 2010. A section view that can be taken on line 2012 is shown in Fig. 8 shown.

[0132] The sleeve 2016 includes a first structure 2030 and a second structure 2032. The first structure 2030 may be an outer structure and the second structure 2032 may be an inner structure that are connected to each other. The first structure 2030 may be positioned around the second structure 2032. The second structure 2032 may include the passage 2020. The second structure 2032 may include a bushing 2018 disposed around the passage 2020.

[0133] The sleeve 2016 may include a plurality of first teeth 2040 extending radially outward from the sleeve 2016. The sleeve may also include a plurality of second teeth 2050 extending radially inward from the sleeve 2016. The first teeth 2040 may be received by the first structure 2030 and extend radially outward. The second teeth 2050 may be received by the second structure 2032 and extend radially inward. The second teeth 2050 may be complementary to a shaft, such as the shaft 814, where the second teeth 2050 may physically couple the sleeve 2016 to the shaft.

[0134] The sleeve 2016 may include a groove 2042. The groove 2042 may be radially disposed between portions of the first structure 2030 and the second structure 2032. The groove 2042 may receive and be disposed around at least one first wire spring 2044. The first wire spring 2044 may be connected to a plurality of latching elements 2046. The first structure 2030 may include a plurality of openings, e.g., a plurality of first openings 2048 and a plurality of second openings 2052. The first and second openings 2048, 2052 may have a rectangular or partially rectangular shape. The first and second openings 2048, 2052 may have approximately the same dimensions.

[0135] The locking elements 2046 may be complementary to the first wire spring 2044 such that they are physically coupled to the first wire spring 2044. The locking elements 2046 may be connected to the wire spring via a snap connection. The locking elements 2046 may be complementary to at least one set of openings such that the locking elements 2046 can be fitted into and slide radially through the openings. For example, the first openings 2048 may be complementary to and receive the locking elements 2046.

[0136] Fig. 21 shows a fourteenth view 2100 of a sleeve 2016. The fourteenth view 2100 is a sectional view on the line 2012 of Fig. 20. The fourteenth view 2100 shows a shift sleeve 2120 arranged around the sleeve 2016. The sleeve 2016 may be clamped between a first engagement component 2122 and a second engagement component 2124. The shift sleeve 2120 may be arranged radially around the sleeve 2016, and the sleeve 2016 may be arranged radially around portions of the first engagement component 2122 and the second engagement component 2124. A gap 2126 may be present between the first engagement component 2122 and the second engagement component 2124. A portion of the second structure 2032 may extend through and fit into the gap 2126 so that the second structure 2032 can rotate about an axis, such as the axis 2010 in Fig. 20, can rotate.

[0137] The shift sleeve 2120 may include a groove 2132. The groove 2132 may curve radially around an axis with the shift sleeve 2120. The groove 2132 may press radially inward into the material of the shift sleeve 2120. The shift sleeve 2120 may include a plurality of third teeth 2134. The third teeth 2134 may extend radially inward from the shift sleeve 2120. A tooth 2136 of each of the detent elements 2046 may fit onto the shift sleeve 2120 such that the tooth 2136 may prevent the shift sleeve 2120 from sliding without an intentional force above a force threshold.

[0138] The first engagement component 2122 may include a first wall 2142 and a first sleeve component 2144. The first engagement component 2122 may have a plurality of fourth teeth 2146 and a plurality of fifth teeth 2148. The fourth teeth 2146 may extend radially outward from the first engagement component 2122. The plurality of fifth teeth 2148 may extend radially inward from the first engagement component 2122. The fourth teeth 2146 may be attached to the first wall 2142. The fourth teeth 2146 may mesh with the third teeth 2134.

[0139] The second engagement component 2124 may include a second wall 2152 and a second sleeve component 2154. The second engagement component 2124 may have a plurality of sixth teeth 2156 and a plurality of seventh teeth 2158. The sixth teeth 2156 may extend radially outward from the second engagement component 2124. The sixth teeth 2156 may extend radially inward from the second engagement component 2124. The sixth teeth 2156 may be attached to the second wall 2152. The sixth teeth 2156 may mesh with the third teeth 2134.

[0140] Each of the first openings 2048 may be flanked by a first wall 2162 and a second wall 2166. The first wall 2162 may be adjacent to a first base 2164. The second wall 2166 may be adjacent to a second base 2168. Each of the detent elements 2046 may be disposed between the first wall 2162 and the second wall 2166. The first wall 2162 may have a first step 2170. The first wall 2162 may be adjacent to the first base 2164 via the first step 2170. The second wall 2166 may have a second step 2172. The second wall 2166 may be adjacent to the second base 2168 via the second step 2172. A plurality of sixth teeth 2174 may extend radially outward from the first wall 2162. A plurality of seventh teeth 2176 may extend radially outward from the second wall 2166. The sixth teeth 2174 and seventh teeth 2176 may mesh with the third teeth 2134.

[0141] The first structure 2030 can accommodate a second wire spring 2178. The second wire spring 2178 can be complementary to the locking elements 2046. The first and second wire springs 2044, 2178 are visible through the first openings 2048.

[0142] The gap 2126 may include a clearance 2182. The clearance 2182 may be sufficient to allow a land 2180 to be positioned within and extend through the gap 2126 such that the land 2180 does not abut or make common surface contact with either the first engagement component 2122 or the second engagement component 2124.

[0143] Fig. 22 shows a fifteenth view 2200 of a sleeve 2016. The fifteenth view 2200 is a sectional view on the line 718 of Fig. 7. The fifteenth view 2200 shows a cross-sectional view of an electric drive axle 810, a housing 2210, a first screw assembly 2212, and a plurality of components coupled to the first screw assembly 2212. A lever 2214 and an actuator 2216 may be coupled to the first screw assembly 2212. The lever 2214 may include the clutch and actuation elements described above, such as the first clutch element 936 and the first actuation element 938 in Fig. 9. The first screw assembly 2212 may be housed in a cavity 2222 of the housing 2210. The first screw assembly 2212 may be a ball screw.

[0144] The first screw assembly 2212 may include a screw 2224 and a sleeve 2228. The screw 2224 may be physically coupled to the actuator 2216 so that the actuator 2216 can actuate the screw 2224 in a direction parallel to the second axis 710. The sleeve 2228 may be positioned around the screw 2224. The sleeve 2228 may be coupled to a screw 2224 so that the sleeve can advance with the sleeve 2228. The screw 2224 may be a lead screw. A clutch 2226 may be disposed around the sleeve 2228. The clutch 2226 may be attached to the sleeve 2228 with a fastener 2230, such as a pin. The lever 2214 may include or be connected to the clutch 2226. A first bearing 2232 and a second bearing 2234 may be arranged around and support the screw 2224.

[0145] The lever 2214 can be connected to the second shift sleeve 1012 via a shift sleeve 2242. The lever 2214 can be displaced, and the screw 2224 can move in a first direction 2252 and a second direction 2254. The first direction 2252 can be opposite to the second direction 2254. The first and second directions 2252, 2254 can run parallel to the second axis 710.

[0146] Fig. 23 shows a sixteenth view 2300 of a lever 2310, a second screw assembly 2312, and a shift sleeve 2318. The sixteenth view 2300 shows a first axis 2306, wherein the first axis 2306 is a longitudinal axis for the shift sleeve 2318. The sixteenth view 2300 shows a second axis 2308, wherein the second axis is a longitudinal axis for the second screw assembly 2312.

[0147] The second screw assembly 2312 may be a ball screw. The second screw assembly 2312 may be an off-axis screw assembly, where the actuation direction of the lever 2310 and the components of the second screw assembly 2312 are not on parallel axes. For example, the first axis 2306 and the second axis 2308 may not be parallel. The shift sleeve 2318 may be translated in directions parallel to the first axis 2306. The components of the second screw assembly 2312 may be translated in directions parallel to the second axis 2308. The lever 2310 and its components may be translated along an axis that is not parallel to the first axis 2306. The second screw assembly 2312 may include a screw 2324 and a sleeve 2328.

[0148] The lever 2310 may include a first lever component 2314 and a second lever component 2320. The first lever component 2314 and the second lever component 2320 may each be lever arms that may be pivotally coupled at a joint 2322. The second screw assembly 2312 includes a screw 2324 and a sleeve 2328. The sleeve 2328 may be positioned around the screw 2324. The screw 2324 may be coupled to the actuator 2316 such that the actuator 2316 actuates the screw 2324 in one direction. When actuated, the screw 2324 may rotate and move forward in one direction, e.g., move forward about the second axis 2308 and in a direction parallel to the second axis 2308. The sleeve 2328 may be driven in one direction by the actuation of the screw 2324. The first lever component 2314 may be coupled to the sleeve 2328. The second lever component 2320 may be coupled to the shift sleeve 2318.

[0149] The first lever component 2314 may be connected to the sleeve 2328 via a first clutch 2326. The second switching component 2320 may be connected to the switching sleeve 2318 via a second clutch 2344 and a switching collar 2342.

[0150] Fig. 24 shows a seventeenth view 2400 of the second gear set 824, the third gear set 826, and a third clutch assembly 2422. The seventeenth view 2400 is a sectional view. The third clutch assembly 2422 may be a clutch assembly that differs from the first clutch assembly 828 and the second clutch assembly 1008 of Fig. 8 or Fig. 10. The seventeenth view 2400 shows an axis 2410. The axis 2410 may be a longitudinal axis and parallel to the second axis 710 of Fig. 7 run.

[0151] The second gear set 824 may include a fourth carrier 2432. The fourth carrier 2432 may be a planetary carrier and the first planetary gears 856 of Fig. 8. The third gear set 826 may include a fifth carrier 2434. The fifth carrier 2434 may be a planetary carrier and the second planetary gears 864 of Fig. 8. The third gear set 826 may include a third sun gear 2436. The third sun gear 2436 is a different design than the second sun gear 866 in Fig. 8. The third sun gear 2436 may include or be physically connected to a first lug 2446 and a second lug 2448.

[0152] The third clutch assembly 2422 includes a third shift sleeve 2442, an engagement component 2444, a first engagement component 2452, and a second engagement component 2454. The third shift sleeve 2442 may be physically connected to the engagement component 2444. The second lug 2448 may include or be physically connected to the first engagement component 2452. The fifth carrier 2434 may include or be physically connected to the second engagement component 2454. The engagement component 2444 may selectively couple with the first engagement component 2452, e.g., engage, when actuated in a first direction. The engagement component 2444 may selectively couple with the second engagement component 2454 when actuated in a second direction opposite the first direction. The first direction and the second direction can be parallel to axis 2410.

[0153] The third shift sleeve 2442 may include a groove 2456. The clutch member 936 may be fitted into the groove 2456. When fitted into the groove 2456, the third shift sleeve 2442 may be displaced by and with the clutch component 936.

[0154] The third shift sleeve 2442 may be supported and guided by features of the fourth carrier 2432, wherein the third shift sleeve 2442 may be a carrier-controlled shift sleeve. The third shift sleeve 2442 may extend through, be supported, and guided by a passage 2458 of the fourth carrier 2432. A portion of the third shift sleeve 2442 that may be housed in the passage 2458 may include a first groove 2462, a second groove 2464, and a third groove 2466. The fourth carrier 2432 may receive a fourth detent element 2472. The fourth locking element 2472 may be complementary to the first groove 2462, the second groove 2464, and the third groove 2466 such that the components fit into the first groove 2462, the second groove 2464, and the third groove 2466.

[0155] When engaged with the first engagement component 2452, the engagement component 2444 may be rotationally coupled to the second shoulder 2448 and the third sun gear member 2436. The fourth carrier member 2432 may be rotationally coupled to the third sun gear member 2436 via the third shift sleeve 2442 and the engagement component 2444. When the fourth carrier member 2432 is rotationally coupled to the third sun gear member 2436, the third clutch assembly 2422 may engage the second gear set 824 and the third gear set 826 to enable a lower speed mode. The fourth detent member 2472 may fit into the third groove 2466 when the engagement component 2444 is engaged with the first engagement component 2452.

[0156] When engaged with the second engagement component 2454, the engagement component 2444 may be rotationally coupled to the fifth carrier 2434. The fourth carrier 2432 may be rotationally coupled to the fifth carrier 2434 via the third shift sleeve 2442 and the engagement component 2444. When the fourth carrier 2432 is rotationally coupled to the fifth carrier 2434, the third clutch assembly 2422 may engage the second gear set 824 and the third gear set 826 to enable a higher speed mode. The fourth detent member 2472 may fit within the first groove 2462 when the engagement component 2444 is engaged with the second engagement component 2454.

[0157] When the third shift sleeve 2442 and the engaging component are positioned such that neither the third sun gear 2436 nor the fifth carrier 2434 are rotationally coupled, the third clutch assembly 2422 may be engaged to enable a neutral mode between the second gear set 824 and the third gear set 826. The fourth detent element 2472 may fit into the second groove 2464 when the engaging component 2444 is not engaged with either the first engaging component 2452 or the second engaging component 2454.

[0158] Fig. 25 shows an eighteenth view 2500 of the second gear set 824, the third gear set 826, and a fourth clutch assembly 2522. The eighteenth view 2500 is a sectional view. The fourth clutch assembly 2522 may be a clutch assembly that differs from the first clutch assembly 828, the second clutch assembly 1008, and the third clutch assembly 2422 of Fig. 8, Fig. 10 or Fig. 24 differs.

[0159] The second gear set 824 may include a sixth carrier 2532. The sixth carrier 2532 may be a planetary carrier and the first planetary gears 856 of Fig. 8 supports.

[0160] The fourth clutch assembly 2522 includes a fourth shift sleeve 2542, the engagement component 2444, the first engagement component 2452, and the second engagement component 2454.

[0161] The fourth shift sleeve 2542 can be supported and guided by elements of the sixth carrier 2532. The fourth shift sleeve 2542 can be a carrier-controlled shift sleeve. The fourth shift sleeve 2542 can extend through a passage 2558 of the sixth carrier 2532, and can be supported and guided by it. A portion of the fourth shift sleeve 2542 can be housed in the passage 2558. The fourth carrier 2532 can include a detent carrier 2574, wherein the fourth carrier 2532 can enclose the detent carrier 2574 or be physically connected to it. The detent element carrier 2574 can receive a fifth detent element 2572. The fourth shift sleeve 2542 can include a first groove 2562, a second groove 2564, and a third groove 2566. The fifth locking element 2572 may be complementary to the first groove 2562, the second groove 2564, and the third groove 2566 such that the components fit into the first groove 2562, the second groove 2564, and the third groove 2566.

[0162] The fifth locking element 2572 can fit into the third groove 2566 when the engagement component 2444 is engaged with the first engagement component 2452.

[0163] The fifth locking element 2572 can fit into the first groove 2562 when the engagement component 2444 is engaged with the second engagement component 2454.

[0164] The fifth locking element 2572 can fit into the second groove 2564 when the engagement component 2444 is not engaged with either the first engagement component 2452 or the second engagement component 2454.

[0165] Fig. 26 shows a nineteenth view 2600 of the second gear set 824, the third gear set 826 and the third clutch assembly 2422, a barrel cam assembly 2610 and a lever 2614. The nineteenth view 2600 is a sectional view.

[0166] The lever 2614 can be coupled to the third shift sleeve 2442 via the groove 2456. The lever 2614 can couple the clutch component 936 and the actuating component 938 of Fig. 9 included.

[0167] The lever 2614 may include a first lever component 2624 and a second lever component 2626. The first lever component 2614 and the second lever component 2626 may each be lever arms that may be pivotally coupled at a joint 2622.

[0168] The barrel cam assembly 2610 includes a shaft 2632 and a cylindrical cam 2634. The barrel cam 2634 is rotationally coupled to the shaft 2632 so that the barrel cam 2634 can rotate in the same direction as the shaft 2632. The barrel cam 2634 can have a patterned groove 2638. The lever 2614 can include a bearing component 2636, such as a dowel. The bearing component 2636 can be fitted into the patterned groove 2638 so that the bearing component 2636 can rotate in and be translated from the patterned groove 2638.

[0169] It should also be understood that the specific arrangements and systems illustrated in the accompanying drawings and described in the following description are exemplary embodiments of the inventive concepts defined herein. For purposes of explanation, the drawings are described together. Thus, like elements may be referred to by like reference numerals and need not be repeated.

[0170] The technical effect of the electric drive axles and operating procedures described here is to extend the functionality of the transmission and to increase the performance of the axle in terms of operating range and driving environment accordingly.

[0171] Fig. 1-4B shows schematic representations of an example configuration with relative positioning of the various components. Fig. 7-18 show example configurations with approximate positions. Fig. Figures 7-18 are drawn approximately to scale, but other relative dimensions may be used. The term "approximately" means plus or minus five percent of the range, unless otherwise noted.

[0172] Furthermore, the Fig.1-4B and 7-18 show example configurations showing relative positioning of the various components. When these elements are in direct contact with one another or are directly coupled, they may be referred to as being in direct contact or directly coupled, respectively, in at least one example. Similarly, elements shown adjacent to or juxtaposed with one another may be adjacent to or adjacent to one another, in at least one example. For example, components that are in surface-to-surface contact with one another may be referred to as being in surface-to-surface contact. As another example, in at least one instance, elements that are separated from one another with only a space between them and that do not have any other components may be referred to as such.In yet another example, elements depicted above / below, on opposite sides, or to the left / right of each other may be referred to as such, relative to each other. Further, in at least one example, as depicted in the figures, a topmost element or point of an element may be referred to as a "top" of the component, and a bottommost element or point of the element may be referred to as a "bottom" of the component. As used herein, the terms top / bottom, upper / lower, above / below may refer to a vertical axis of the figures and may be used to describe the positioning of elements of the figures relative to each other. Thus, in one example, elements displayed above other elements are arranged vertically above the other elements.As another example, the shapes of the elements depicted in the figures may be referred to as such (e.g., circular, straight, flat, curved, rounded, beveled, angled, and the like). Furthermore, in one example, elements that are coaxial with each other may be referred to as such. Further, in at least one example, the depicted elements that intersect each other may be referred to as intersecting elements or as intersecting elements. Furthermore, an element depicted inside another element or outside another element may be referred to as such. In other examples, elements that are offset from each other may also be referred to as such.

[0173] The disclosure also provides a mount for an electric drive axle of a vehicle, comprising: an electric machine rotationally coupled to a transmission, the transmission comprising: a higher-speed planetary gear set coupled to a lower-speed planetary gear set via a clutch, and an output gear configured to receive a rotational input from at least one of the higher-speed planetary gear set and the lower-speed planetary gear set, the clutch configured to: direct mechanical power through the higher-speed planetary gear set and the lower-speed planetary gear set in a lower-speed position, and direct mechanical power to the higher-speed planetary gear set in a higher-speed position,which bypasses the lower-speed planetary gear set. In a first system example, the higher- and lower-speed planetary gear sets are arranged coaxially with the electric machine. In a second system example, optionally including the first example, the higher-speed planetary gear set is arranged axially between the lower-speed planetary gear set and the output gear. In a third system example, optionally including one or both of the first and second examples, an axle shaft of the electric drive axle is coupled to a differential of the vehicle, and a first rotational axis of the differential is offset from a second rotational axis of the transmission such that the axle shaft extends along a longitudinal side of the electric machine. In a fourth system example, optionally including one or more or each of the first to third examples,the higher-speed planetary gear set and the lower-speed planetary gear set are simple planetary gear sets, or both. In a fifth example of the system, optionally including one or more or each of the first to fourth examples, a first carrier of the lower-speed planetary gear set further comprises: a first sleeve having a cavity receiving a portion of detent elements, each detent element having a tooth, a first shift sleeve having: a sleeve component having a plurality of first engagement teeth engaging complementary elements of a first engagement component and a plurality of second engagement teeth engaging complementary elements of a second engagement component, a shift component, and a plurality of grooves,wherein engagement of a tooth of a detent element with a groove of the plurality of grooves prevents movement of the first shift sleeve without an intentional force above a threshold force, and in a first state in which the tooth engages a first groove of the plurality of grooves, the clutch is engaged in a first manner, the sleeve component selectively coupling the second engagement component, thereby enabling a lower speed mode of the transmission, wherein in a second state in which the tooth engages a second groove of the plurality of grooves, the clutch is engaged in a second manner, the sleeve component selectively coupling neither the first engagement component nor the second engagement component, wherein the sleeve component selectively coupling neither the first engagement component nor the second engagement component, thereby enabling a higher speed mode of the transmission,and in a third condition in which the tooth engages a third groove of the plurality of grooves, the clutch is engaged in a third manner, with the sleeve component selectively coupling with the first engagement component, thereby enabling a higher speed mode of the transmission. In a sixth example of the system, optionally including one or more or each of the first through fifth examples, a second carrier of the planetary gear set is coupled to the output gear for higher speeds.

[0174] The disclosure also provides support for a transmission rotationally coupled to an electric machine of an electric drive axle of a vehicle, the transmission comprising a higher speed planetary gear set coupled to a lower speed planetary gear set via a clutch, the clutch being configured to: selectively rotationally couple an input gear of the transmission to a sun gear in each of the higher speed planetary gear set and the lower speed planetary gear set in different positions, or selectively rotationally couple a carrier in the higher speed planetary gear set to a carrier and a sun gear in the lower speed planetary gear set in different positions.In a first example of the system, the electric machine is directly coupled to the transmission and coaxial with the planetary gear set for higher speeds and the planetary gear set for lower speeds. In a second example of the system, which optionally includes the first example, an output gear of the transmission is directly coupled to a differential.In a third example of the system, optionally including one or both of the first and second examples, the system further comprises: a controller including instructions stored in memory that, when executed by a processor, cause the processor to: during a first operating condition, operate the transmission in a higher speed mode in which mechanical power from the electric machine flows through the lower speed planetary gear set and the higher speed planetary gear set in series, and during a second operating condition, operate the transmission in a lower speed mode in which mechanical power from the electric machine bypasses the lower speed planetary gear set and flows to the higher speed planetary gear set.In a fourth example of the system, optionally including one or more or each of the first to third examples, the clutch is actuated to shift the transmission between the higher speed mode and the lower speed mode in response to an operator-initiated command to adjust the mode selection. In a fifth example of the system, optionally including one or more or each of the first to fourth examples, in the lower speed mode, the clutch rotationally couples an input gear of the transmission to a first sun gear of the lower speed planetary gear set, and in the higher speed mode, the clutch rotationally couples the input gear to a second sun gear of the higher speed planetary gear set.In a sixth example of the system, optionally comprising one or more or each of the first to fifth examples, in the lower speed mode the clutch rotationally couples a first carrier in the lower speed planetary gear set to a second carrier in the higher speed planetary gear set, and in the higher speed mode the clutch rotationally couples the second carrier in the higher speed planetary gear set to the first sun gear of the lower speed planetary gear set.In a seventh example of the system, optionally including one or more or each of the first through sixth examples, the electric drive axle further comprises a controller having instructions stored in memory and executable by a processor that, during a first operating condition, cause the controller to operate the transmission in the higher speed mode to route mechanical power from the electric machine through the lower speed planetary gear set and the higher speed planetary gear set in series, and to operate the transmission in the lower speed mode in which mechanical power from the electric machine bypasses the lower speed planetary gear set and flows to the higher speed planetary gear set.In an eighth example of the system, optionally including one or more or each of the first to seventh examples, the higher speed planetary gear sets and the lower speed planetary gear sets are simple planetary gear sets.

[0175] The disclosure also provides support for a method of operating an electric drive axle, the method comprising: actuating a clutch coupled to a transmission of the electric drive axle to shift the transmission between a higher speed mode and a lower speed mode, wherein the electric drive axle includes a higher speed planetary gear set selectively coupled in series with a lower speed planetary gear set via the clutch, and wherein in the higher speed mode, mechanical power from an electric machine bypasses the lower speed planetary gear set,and in the lower speed mode, the mechanical power from the electric machine flows through the lower speed planetary gear set and the higher speed planetary gear set. In a first example of the method, a carrier of the lower speed planetary gear set comprises: a first sleeve having a cavity in which a portion of detent elements is housed, each detent element having a tooth; a first shift sleeve having: a sleeve component having a plurality of first engagement teeth engaging complementary elements of a first engagement component and a plurality of second engagement teeth engaging complementary elements of a second engagement component; a shift component; and a plurality of grooves;wherein engagement of a tooth of a detent member with a groove of the plurality of grooves prevents movement of the first shift sleeve without an intentional force above a threshold force. In a second example of the method, optionally including the first example, the method further comprises: in response to the clutch being engaged in a first manner, wherein the tooth engages a first groove of the plurality of grooves, selectively coupling the sleeve component to the second engagement component, thereby enabling the lower speed mode of the transmission; in response to the clutch being engaged in a second manner, wherein the tooth engages a second groove of the plurality of grooves, coupling the sleeve component to neither the first engagement component nor the second engagement component, thereby enabling a neutral mode of the transmission; and in response,that the clutch is engaged in a second manner, with the tooth engaging a third groove of the plurality of grooves, the sleeve component is selectively coupled to the first engagement component, thereby enabling the higher speed mode of the transmission. In a third example of the method, optionally including one or both of the first and second examples, the higher and lower speed planetary gear sets are arranged coaxially with the electric machine, and the higher speed planetary gear set is positioned axially.

[0176] In another representation, a range-selectable transmission is provided in an all-electric drive system that includes a range-select clutch that operates in a higher-speed configuration where the clutch transmits power to a higher-speed planetary gear set bypassing a lower-speed planetary gear set, and in a lower-speed configuration where the clutch transmits power to the lower-speed planetary gear set and the higher-speed planetary gear set in series.

[0177] It should be noted that the example control and estimation routines included herein can be used with 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 executed by the control system, including the controller, in combination with the various sensors, actuators, and other system hardware. The specific routines described herein can represent one or more of several processing strategies. Thus, the various actions, operations, and / or functions illustrated can be performed in the order illustrated, in parallel, or, in some cases, without them.Accordingly, the order of processing is not required to achieve the features and advantages of the examples described herein, but is provided for convenience of illustration and description. One or more of the illustrated actions, operations, and / or functions may be performed repeatedly depending on the strategy used. Furthermore, the described actions, operations, and / or functions may graphically represent code to be programmed into the non-transitory memory of the computer-readable storage medium in the vehicle control system, wherein the described actions are carried out by execution of the instructions in a system including the various hardware components in combination with the electronic controller. One or more of the method steps described herein may also be omitted if desired.

[0178] It should be understood that the configurations and routines disclosed herein are exemplary in nature and that these specific examples are not to be considered limiting, as numerous variations are possible. For example, the technology described above may be applied to powertrains incorporating various types of power sources, including various types of electric machines. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, as well as other features, functions, and / or characteristics disclosed herein. Although various embodiments have been described above, they are to be considered as examples and not as limitations. The embodiments described above are, therefore, to be considered in all respects as illustrative and not limiting.

[0179] The following claims particularly point out certain combinations and subcombinations that are considered novel and non-obvious. These claims may refer to "a" element or "a first" element, or the equivalent thereof. Such claims are to be construed as including the inclusion of 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 amending the present claims or by filing new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope than the original claims, are also to be considered included within the subject matter of the present disclosure. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] US 63 / 637,774

[0001]

Claims

[1] Electric drive axle (104) of a vehicle (100), comprising: an electric machine (108) which is rotationally coupled to a transmission (106), the transmission (106) comprising: a planetary gear set (134) for higher speeds, which is coupled via a clutch (130) to a planetary gear set (136) for lower speeds; and an output gear (166) configured to receive a rotational input from at least one of the higher speed planetary gear set (134) and the lower speed planetary gear set (136); wherein the coupling (130) is arranged to: in a lower speed position, to direct mechanical power through the higher speed planetary gear set (134) and the lower speed planetary gear set (136); and in a higher speed position, to direct the mechanical power to the higher speed planetary gear set (134) bypassing the lower speed planetary gear set (136). [2] Electric drive axle (104) according to claim 1, wherein the planetary gear sets for higher and lower speeds are arranged coaxially to the electric machine (108). [3] The electric drive axle (104) of claim 1, wherein the higher speed planetary gear set (134) is disposed axially between the lower speed planetary gear set (136) and the output gear (166). [4] Electric drive axle (104) according to claim 1, wherein an axle shaft (184) of the electric drive axle (104) is coupled to a differential (172) of the vehicle (100) and a first axis of rotation of the differential (172) is offset from a second axis of rotation of the transmission (106) such that the axle shaft (184) extends along a longitudinal side of the electric machine (108). [5] Electric drive axle (104) according to claim 1, wherein the planetary gear set (134) for higher speeds and / or the planetary gear set for lower speeds (136) are simple planetary gear sets. [6] The electric drive axle (104) of claim 1, wherein a first carrier (862) of the lower speed planetary gear set (136) further comprises: a first sleeve having a cavity in which a portion of locking elements is housed, each locking element having a tooth; a first shift sleeve, comprising: a sleeve component having a plurality of first engagement teeth engaging complementary elements of a first engagement component and a plurality of second engagement teeth engaging complementary elements of a second engagement component; a switching component; and a variety of grooves; wherein engagement of a tooth of a detent element in a groove of the plurality of grooves prevents movement of the first shift sleeve without an intentional force above a threshold force; and in a first condition in which the tooth engages a first groove of the plurality of grooves, the clutch is engaged in a first manner, the sleeve component selectively coupling the second engagement component, thereby enabling a lower speed mode of the transmission (106); in a second condition in which the tooth engages a second groove of the plurality of grooves, the clutch is engaged in a second manner, wherein the sleeve component is not selectively coupled to either the first engagement component or the second engagement component, thereby enabling a neutral mode of the transmission (106); and in a third condition in which the tooth engages a third groove of the plurality of grooves, the clutch is engaged in a third manner in which the sleeve component selectively couples the first engagement component, enabling a higher speed mode of the transmission (106). [7] Electric drive axle (104) according to claim 1, wherein a second carrier of the planetary gear set (134) is coupled to the output gear (166) for higher speeds. [8] A transmission (106) which is rotationally coupled to an electric machine (108) of an electric drive axle (104) of a vehicle (100), the transmission (106) comprising a planetary gear set (134) for higher speeds which is coupled via a clutch (130) to a planetary gear set (136) for lower speeds; wherein the coupling (130) is arranged to: optionally coupling an input gear of the transmission (106) to a sun gear in each of the planetary gear set (134) for higher speeds and the planetary gear set (136) for lower speeds in different positions; or selectively coupling a carrier in the planetary gear set (134) for higher speeds with a carrier and a sun gear in the planetary gear set (136) for lower speeds in different positions. [9] The transmission (106) of claim 8, wherein the electric machine (108) is directly coupled to the transmission (106) and is coaxial with the higher speed planetary gear set (134) and the lower speed planetary gear set (136). [10] Transmission (106) according to claim 8, wherein an output gear (166) of the transmission (106) is directly coupled to a differential (172). [11] The transmission (106) of claim 8, further comprising a controller (191) including instructions stored in a memory (193) that, when executed by a processor (192), cause the processor (192) to: during a first operating condition, operate the transmission (106) in a higher speed mode in which mechanical power from the electric machine (108) flows in series through the higher speed planetary gear set (134) and the lower speed planetary gear set (136); and during a second operating condition, to operate the transmission (106) in a lower speed mode in which the mechanical power from the electric machine (108) bypasses the lower speed planetary gear set (136) and goes to the higher speed planetary gear set (134). [12] The transmission (106) of claim 11, wherein the clutch is actuated to shift the transmission (106) between the higher speed mode and the lower speed mode in response to an operator-initiated mode selection adjustment command. [13] The transmission (106) of claim 11, wherein the clutch, in the lower speed mode, rotationally couples an input gear of the transmission (106) to a first sun gear of the lower speed planetary gear set (136), and in the higher speed mode, rotationally couples the input gear to a second sun gear of the higher speed planetary gear set (134). [14] The transmission (106) of claim 13, wherein in the lower speed mode the clutch rotationally couples a first carrier member (862) in the lower speed planetary gear set (136) to a second carrier member in the higher speed planetary gear set (134), and in the higher speed mode the second carrier member in the higher speed planetary gear set (134) to the first sun gear member of the lower speed planetary gear set (136). [15] The transmission (106) of claim 11, wherein the electric drive axle (104) further comprises a controller including instructions stored in a memory and executable by a processor (192) that cause the controller, during a first operating condition: to operate the transmission (106) in the higher speed mode to direct mechanical power from the electric machine (108) in series through the lower speed planetary gear set (136) and the higher speed planetary gear set (134); and to operate the transmission (106) in the lower speed mode in which the mechanical power from the electric machine (108) bypasses the lower speed planetary gear set (136) and goes to the higher speed planetary gear set (134).

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