Transmission for an electric or hybrid vehicle

Abstract

A transmission including an input shaft arrangement including a first electric motor input shaft supporting a first drive gear and either a second electric motor input shaft or an internal combustion engine input shaft supporting a second drive gear, and an intermediate shaft supporting a third gear, a fourth gear, and a fifth gear. The third gear is intermeshed with the first gear and the fourth gear is intermeshed with the second gear. The transmission also includes a shaft supporting a sixth gear intermeshed with the fifth gear. A controller is configured to control a first, second, and third clutch arrangements to switch the transmission between a first gear ratio and a second gear ratio.

Description

Docket No. 15720.1154WOU1-1453WO01TRANSMISSION FORAN ELECTRIC OR HYBRID VEHICLECross-Reference to Related Applications

[0001] This application is being filed on October 3, 2025, as a PCT International Patent application and claims the benefit of U.S. Provisional Application Serial No. 63 / 703,757 filed October 4, 2024, the entire disclosure of which is incorporated by reference herein.Background

[0002] Transmissions allow the shifting of gears or speed modes to provide various levels of power to be transferred to an output shaft. Conventional transmissions are susceptible to power loss and reduced acceleration time when shifting gears. When shifting gears, the time between the clutch engaging a different gear set results in drive power being disrupted from being transferred to a shaft. As a result, a user may feel jerks or momentary pauses in power when shifting gears while driving. Therefore, there is a need in the art to reduce the power loss during shifting.Summary

[0003] An aspect of the present disclosure relates to a transmission. The transmission includes a first prime mover; a second prime mover; an input shaft arrangement including a first prime mover input shaft supporting a first gear and a second prime mover input shaft supporting a second gear; an intermediate shaft supporting a third gear, a fourth gear, and a fifth gear, wherein the third gear is intermeshed with the first gear and the fourth gear is intermeshed with the second gear; a shaft supporting a sixth gear intermeshed with the fifth gear; a first clutch arrangement operable between an engaged state in which the first prime mover input shaft and the second prime mover input shaft are coupled together and a disengaged state in which the first prime mover input shaft can rotate relative to the second prime mover input shaft; a second clutch arrangement operable between an engaged state in which the third gear is grounded to the intermediate shaft and a disengaged state in which the third gear can rotate relative to the intermediate shaft; a third clutch arrangement operable between an engaged state in which the fourth gear is grounded to the intermediate shaft and a disengaged state in which the fourth gear can rotate relative to the intermediate shaft; and a controller configured to control the first, second, and third clutch arrangements to switch the transmission between a first gear ratio and a second gear ratio, wherein: in the first gear ratio, the first clutch arrangement and the second clutch arrangement are in theDocket No. 15720.1154WOU1-1453WO01 engaged state and the third clutch arrangement is in the disengaged state; and in the second gear ratio, the first clutch arrangement and the third clutch arrangement are in the engaged state and the second clutch arrangement is in the disengaged state.

[0004] In some examples, a first clutch synchronizes a rotational speed of the first prime mover input shaft and the second prime mover input shaft when engaged.

[0005] In some examples, in the first gear ratio, both the first prime mover and the second prime movers drive an output shaft of the transmission.

[0006] In some examples, the transmission shifts from the first gear ratio to the second gear ratio: the first prime mover is driven to a peak power and a first clutch is disengaged, wherein the second prime mover is driven to synchronize speed of a third clutch, wherein the third clutch engages the second prime mover with the second gear and the second prime mover is driven to peak power; wherein the power of the first prime mover is reduced to approximately zero and a second clutch is disengaged, and the first prime mover is driven to synchronize a speed of the first clutch and the speed of the second prime mover, and the first clutch is engaged.

[0007] In some examples, when the transmission shifts from the second gear ratio to the first gear ratio, the controller is configured to operate the shifting such that: the second prime mover is driven to peak power, a torque of the first prime mover is reduced to approximately zero, and a first clutch is disengaged; wherein the first prime mover is driven to synchronize speed with a second clutch and the second clutch is engaged; wherein the first prime mover is driven to peak power while the power of the second prime mover is reduced to approximately zero; wherein when the power of second prime mover is at approximately zero, a third clutch disengages the second prime mover from the second gear ratio and the second prime mover is driven to synchronize with the first clutch, and the first clutch is engaged.

[0008] In some examples, the transmission may include a power take-off device at a second shaft of the transmission, wherein the power take-off device is driven at an output location by the second driving gear and the fourth gear.

[0009] In some examples, the power take-off device is configured to power an auxiliary device.Docket No. 15720.1154WOU1-1453WO01

[0010] In some examples, the power take-off device is configured to be grounded or ungrounded by a fourth clutch.

[0011] In some examples, the first gear ratio having a different ratio from the second gear ratio.

[0012] In some examples, the first gear ratio includes the first gear and the third gear, wherein the second gear ratio includes the second gear and the fourth gear.

[0013] In some examples, the first gear and the third gear are grounded to the intermediate shaft with the second gear and the fourth gear for a portion of time during shifting of gears by engaging the second clutch and the third clutch.

[0014] In some examples, the connection of the second clutch and the third clutch during the portion of time reduces interruption of power output from the transmission during shifting.

[0015] In some examples, the transmission is a two-speed transmission.

[0016] In some examples, wherein the first clutch, the second clutch, and the third clutches include a linear actuator.

[0017] In some examples, the first, second, and third clutches are electronically controlled by the controller.

[0018] In some examples, the first prime mover and the second prime movers are electric motors.

[0019] In some examples, one of the first and second prime movers is an electric motor and wherein the other one of the first and second prime movers is an internal combustion engine.

[0020] Another aspect of the present disclosure relates to a method of upshifting gears for a transmission. The method includes driving a first motor to drive a first input shaft and a second motor to drive a second input shaft, the first motor and the second motor operably joined by an engaged first clutch to the first input shaft and the second input shaft; the first motor engageable to an intermediate shaft by a second clutch and a first gear set; the second motor engageable to the intermediate shaft by a third clutch and a second gear set; disengaging the first clutch to disengage the second motor from driving the input shaft and increasing the first motor to peak power; driving the second motor to synchronize speed of the third clutch, engaging the third clutch with the second gear set; driving the second motor to peak power and reducing the torque of the first motor toDocket No. 15720.1154WOU1-1453WO01 approximately zero; disengaging the second clutch, driving the first motor to synchronize a speed of the first clutch and an output of the speed of the second motor; and engaging the first clutch.

[0021] In some examples, an electronic controller controlling the actuation of the first clutch, the second clutch, and the third clutch.

[0022] Another aspect of the present disclosure relates to a method of downshifting gears for a transmission. The method includes driving a first motor to drive a first input shaft and a second motor to drive a second input shaft, the first and second motor operably joined by an engaged first clutch to the first and second input shafts;-the first motor engageable to an intermediate shaft by a second clutch and a first gear set; the second motor engageable to the intermediate shaft by a third clutch and a second gear set, and driving the second motor to a peak power; reducing the torque of the first motor to approximately zero and disengaging the first clutch; driving the first motor to synchronize speed with the second clutch and the second clutch is engaged; driving the first motor to peak power while the power of the second motor is reduced to approximately zero; wherein when the second motor is at approximately zero, disengaging the third clutch to unground the second gear set and driving the second motor to synchronize with the first clutch; and engaging the first clutch.

[0023] In some examples, an electronic controller controlling the actuation of the first clutch, the second clutch, and the third clutch.Detailed Description of the Drawings

[0024] FIG. 1 is a schematic of a first gear ratio of a transmission in accordance with the present disclosure.

[0025] FIG. 2 is a schematic of a second gear ratio of the transmission of FIG. 1.

[0026] FIG. 3 is a schematic of a transmission with a differential gearbox in accordance with the present disclosure.

[0027] FIG. 4 is a schematic of a transmission with a lockable differential gearbox in accordance with the present disclosure.Docket No. 15720.1154WOU1-1453WO01

[0028] FIG. 5 is a schematic of the transmission of FIG. 1 shifting from a first gear ratio to a second gear ratio with the first clutch disengaged.

[0029] FIG. 6 is a schematic of the transmission of FIG. 1 shifting from a first gear ratio to a second gear ratio having a third clutch engaged.

[0030] FIG. 7 is a schematic of the transmission of FIG. 1 shifting from a first gear ratio to a second gear ratio having a second clutch disengaged.

[0031] FIG. 8 is a schematic of the transmission of FIG. 1 with the completed shifting from a first gear ratio to a second gear ratio.

[0032] FIG. 9 is a schematic of the transmission of FIG. 1 shifting from a second gear ratio to a first gear ratio with the first clutch disengaged.

[0033] FIG. 10 is a schematic of the transmission of FIG. 1 shifting from a second gear ratio to a first gear ratio with the second clutch engaged.

[0034] FIG. 11 is a schematic of the transmission of FIG. 1 shifting from a second gear ratio to a first gear ratio with the third clutch disengaged.

[0035] FIG. 12 is a schematic of the transmission of FIG. 1 with the completed shifting from a second gear ratio to a first gear ratio.

[0036] FIG. 13 is a flow chart of a method for upshifting a transmission from a first gear ratio to a second gear ratio.

[0037] FIG. 14 is a flow chart of a method for downshifting a transmission from a second gear ratio to a first gear ratio.

[0038] FIG. 15 is a schematic of a transmission with a power take-off device in accordance with the present disclosure.

[0039] FIG. 16 is a controller for operating clutches of the transmission in accordance with the present disclosure.

[0040] FIG. 17 is a schematic of a hybrid transmission in accordance with the present disclosure.Docket No. 15720.1154WOU1-1453WO01Detailed Description

[0041] Aspects of the present disclosure relate to a transmission for an electric vehicle. The transmission provides the capability of powershifting when shifting gears. Advantageously, the use of two separate electric motors allows each motor to separately drive the transmission or combine output to drive the transmission. Further, the two electric motors may be selectively locked by a clutch. Further, when shifting from a first gear ratio to a second gear ratio, power loss may be avoided by engaging a second gear ratio within the transmission while only driving a first motor propelling a first drive gear.

[0042] Another aspect of the present disclosure allows a first gear ratio driven by two motors. When in the first gear ratio, the first motor and the second motor may power the system through a first input shaft and a second input shaft to an intermediate shaft and shaft via a first transmission path.

[0043] Another aspect of the present disclosure allows a second gear ratio driven by two motors. When in the first gear ratio, the first motor and the second motor power the system through a first input shaft and a second input shaft to an intermediate shaft and output shaft via a second transmission path.

[0044] Another aspect of the present disclosure relates to the transmission including a power take off device. The power take-off device can allow auxiliary devices to be powered from the output of the transmission.

[0045] Referring to FIGS. 1 and 2, the present disclosure relates to an electric vehicle transmission 10 shiftable between a first and a second gear ratio. The electric vehicle transmission 10 includes an input shaft arrangement 20 including a first input shaft 22 supporting a first drive gear 24 and a second input shaft 26 supporting a second drive gear 28. The first electric motor input shaft 22 is connected to a first prime mover 72 and the second electric motor input shaft 26 is connected to a second prime mover 74. In the example transmission 10, the first prime mover is a first electric motor 72 and the second prime mover 72 is a second electric motor. The transmission 10 further includes an intermediate shaft 30 supporting a third gear 32, a fourth gear 34, and a fifth gear 36, wherein the third gear 32 is intermeshed with the first drive gear 24, and the fourth gear 34 is intermeshed with the second drive gear 28. The transmission 10 further includes an output shaft 40 supporting a sixth gear 42 intermeshed with the fifth gear 36. In some examples, the third,Docket No. 15720.1154WOU1-1453WO01 fourth, and fifth gears 32, 34, 36 may be referred to as intermediate gears. In some instances, the sixth gear 42 may referred to as a third driven gear. The first drive gear 24 is grounded to or formed with first electric motor input shaft 22. The second drive gear 28 is grounded to or formed with second electric motor input shaft 26. In some examples, the electric vehicle transmission could instead be a hybrid vehicle transmission including an internal combustion engine (shown in FIG. 17).

[0046] The transmission 10 further includes a first clutch arrangement 50, a second clutch arrangement 60, a third clutch arrangement 62 and a controller 80. The first clutch arrangement 50 is operable between an engaged state in which the first and second input shafts 22, 26 are coupled together and a disengaged state in which the first input shaft 22 can rotate relative to the second input shaft 26. The second clutch arrangement 60 includes a second clutch 61 is operable between an engaged state in which the third gear 32 is grounded to the intermediate shaft 30 and a disengaged state in which the third gear 32 can rotate relative to the intermediate shaft 30. The third clutch arrangement 62 includes a third clutch 63 which is operable between an engaged state in which the fourth gear 34 is grounded to the intermediate shaft 30 and a disengaged state in which the fourth gear 34 can rotate relative to the intermediate shaft 30. The controller 80 is configured to control the first, second, and third clutch arrangements 50, 60, 62 to switch the transmission between a first gear ratio and a second gear ratio.

[0047] In the first gear ratio, the first and second clutch arrangements 50, 60 are in the engaged state and the third clutch arrangement 62 is in the disengaged state. In the second gear ratio, the first and third clutch arrangements 50, 62 are in the engaged state and the second clutch arrangement 60 is in the disengaged state.

[0048] The first electric motor 72 may be configured to drive the first input shaft 22. The second electric motor 74 may be configured to drive the second input shaft 26. Beneficially, the electric vehicle transmission may utilize two motors to separately drive two different gear ratios by selectively engaging the first, second, and third clutch arrangements 50, 60, 62 during shifting of gears. The input shafts 22, 26, the intermediate shaft 30, and the output shaft 40 may each have first and second ends. Each first and second end can be rotationally supported by bearings. In other examples, such as a hybrid vehicle, one of the first or second prime movers 72, 74 can instead be an internal combustion engine (shown in FIG. 17) with an internal combustion engine input shaftDocket No. 15720.1154WOU1-1453WO01 and the other of the two prime movers can be an electric motor (shown in FIG. 17). A gearbox may be positioned between at least one of the motor and motor input shaft or the internal combustion engine and internal combustion engine input shaft to either step up or step down the rotation speed of the input shafts. It is to be understood that either one of the first or second prime movers 72, 74 could be an internal combustion engine.

[0049] The first clutch arrangement 50 may be a first clutch 51 that grounds or otherwise locks together rotational movement of the first input shaft 22 and the second input shaft 26. The second clutch arrangement 60 and a third clutch arrangement 62 may be operable with the intermediate shaft 30. Additionally, the first, second, and third clutch arrangements 50, 60, 62 may be dog clutches. The first clutch arrangement 50 can be electrically activated via a control signal to selectively ground the first input shaft 22 to the second input shaft 26. The second clutch arrangement 60 can be electrically activated via a control signal to selectively ground the gears to one of the first and second input shafts 22, 26 and intermediate shaft 30. The example first, second, and third clutch arrangements 50, 60, 62 may be linear actuated dog clutches. In the example clutch arrangements 50, 60, 62, the linear actuated clutches are electronically actuated. However, the clutch arrangements may be other types of clutches. Further, the clutch arrangements 50, 60, 62 may be actuated by other known types of actuators besides linear actuators. For instance, in some examples, the clutches may be mechanical or hydraulically actuated. An example clutch is disclosed by U.S. Patent 11,953,060, the entirety of which is incorporated by reference herein.

[0050] In the configuration shown, the first input shaft 22 is provided with a first engagement arrangement while the second input shaft 26 is provided with a second engagement arrangement, each of the engagement arrangements having externally facing teeth. The first and second arrangements are toothed rings secured to the first and second input shafts 22, 26.

[0051] In the configuration shown, the third gear 32 is provided with a second engagement arrangement, the fourth gear 34 is provided with a third engagement arrangement, and the fifth gear 36 is provided with a fourth engagement arrangement, each of the engagement arrangements having externally facing teeth. In the example shown, the third and fourth engagement arrangements are toothed rings secured to the third and fourth gears 32, 34, respectively. However, the third and fourth engagement arrangements could be integrally formed with the respective intermediate gears.Docket No. 15720.1154WOU1-1453WO01

[0052] The transmission 10 may also include a power take-off device 90 (shown in FIG. 15) joined at a second shaft 92 driven by the second driven gear 28 and the fourth gear 34. In some instances, the power take-off device may be engaged or disengaged by a fourth clutch 94. The power take-off device 90 may be used to power auxiliary devices for the vehicle. In other instances, the transmission 10 may instead include a differential 96 (see FIG. 3) as the output. The differential may be connected to the sixth gear 42. Referring to FIG. 4, in other examples, the differential 96 may be capable of locking and connected to the shaft 40 by a seventh gear 43 and an eight gear 44. The differential 96 may allow the transmission to operate a 4x4 central drive. Advantageously, the transfer of force through the shaft 40, the seventh gear 43, and the eight gear 44 to the differential may allow for an additional gear ratio. The seventh gear 43 may be splined to the shaft 40 and the eight gear 44 connects with the seventh gear 43. Further the eight gear 44 may be directly connected to the differential 96.

[0053] Referring to FIG. 1, the first gear ratio can be entered when the first clutch 51 and a second clutch 61 are engaged, and a third clutch 63 is disengaged. When the first clutch 51 is engaged, the input shafts 22, 26 are coupled together. When the second clutch 61 is engaged, the third gear 32 is grounded to the intermediate shaft 30. Accordingly, in this gear ratio configuration, power from the electric motors 72, 74 is transferred to the sixth gear 42 via the gears 24, 32, and 36. The intermediate shaft 30 can then transfer the driven power through the fifth gear 36 to the sixth gear 42 of the shaft 40. In some examples, the first gear ratio may be referred to as a first speed mode.

[0054] Referring to FIG. 2, the second gear ratio can be entered when the first clutch 51 and third clutch 63 are engaged, and the second clutch 61 is disengaged. When the third clutch 63 is engaged, the fourth gear 34 is grounded to the intermediate shaft 30. The second gear ratio provides a different output than the first gear ratio. Accordingly, in this gear ratio configuration, power from the electric motors 72, 74 is transferred to the sixth gear 42 via the gears 28, 34, and 36. The intermediate shaft 30 can then transfer the driven power through the fifth gear 36 to the sixth gear 42 of the shaft 40. In some examples, the second gear ratio may be referred to as a second speed mode.

[0055] In one aspect, the first dog clutch 51 can be provided with a hub that is splined to the first input shaft 22, an axially displaceable outer ring having internally facing teeth splined to theDocket No. 15720.1154WOU1-1453WO01 hub, and an actuator assembly 58 including a stator and a pair of coils. The first dog clutch 51 is operable between first and second positions, from a neutral unpowered position, by activation of one of the pair of coils in the actuator assembly. For example, when a first coil of the actuator assembly is actuated, the associated outer ring will move from the neutral position into a first position. Likewise, when a second coil of the actuator assembly 58 is actuated, the associated outer ring will move from the neutral position into a second position. The second input shaft 26 is also splined. The axially displaceable outer ring may be actuated to ground the first input shaft 22 to the second input shaft 26. Power can be provided to the clutch arrangement via cabling and connectors which can be connected, for example, to a vehicle CAN system.

[0056] The second dog clutch 61 and the third dog clutch 63 can each be provided with a hub splined to the intermediate shaft 30, an axially displaceable outer ring, and an actuator assembly 68 including a stator and a pair of coils. The outer ring carries a first engagement ring having externally facing teeth and a spaced apart second engagement ring also having externally facing teeth. The second and third dog clutches 61, 63 are operable between first and second positions, from a neutral unpowered position, by activation of one of the pair of coils in the actuator assembly. For example, when a first coil of the actuator assembly 68 is actuated, the associated outer ring will move from the neutral position into a first position. Likewise, when a second coil of the actuator assembly is actuated, the associated outer ring will move from the neutral position into a second position. The intermediate shaft 30 is also splined. The axially displaceable outer rings may be actuated to ground the respective third or fourth gears 32, 34 to the intermediate shaft 30. Power can be provided to the clutch assemblies via cabling and connectors which can be connected, for example, to a vehicle CAN system.

[0057] One advantage of the disclosed arrangement is that the transmission can provide the capability of powershifting to reduce power loss. The first electric motor 72 may be connected to the first input shaft 22 and the second electric motor 74 may be connected to the second input shaft 26. The first and second input shafts 22, 26 may be coupled together by the first dog clutch 51 allowing the first and second electric motors 72, 74 to both provide power to the transmission 10. As such, the first and second electric motors 72, 74 can separately synchronize the first and second input shafts 22, 26 with the third and fourth gears 32, 34 to prevent power loss during shifting. As such, both the third and fourth gears 32, 34 may be simultaneously connected during upshifting and downshifting of gear ratios by providing different levels of torque to each input shaft.Docket No. 15720.1154WOU1-1453WO01Depending on whether the transmission 10 is upshifting or downshifting from the first or second gear ratio, one of the second or third clutches may be ungrounded to complete the shift.

[0058] Referring to FIGS. 1 and 5-8, the transmission begins in the first gear ratio and may be shifted to the second gear ratio. As shown in FIG. 5, the first clutch 51 may be switched to a neutral position and the first input shaft 22 may be uncoupled from the second input shaft 26. The first electric motor 72 may be increased to a peak power and drive the transmission at the first speed. Referring to FIG. 6, the second electric motor 74 is driven to synchronize speed of the third clutch arrangement 62, and the third clutch arrangement 62 grounds the intermediate shaft 30 with the fourth gear 34 of the second input shaft 26. The second electric motor 74 is driven to peak power. Referring to FIG. 7, the power of the first electric motor 72 is reduced to zero and the second clutch arrangement 60 is disengaged. As such, the first input shaft 22 is disengaged from driving the intermediate shaft 30 at the first gear ratio. Referring to FIG. 8, the first clutch 51 is actuated to couple with the second input shaft 26. As such, the transmission 10 is shifted to the second gear ratio and both the first electric motor 72 and second electric motor 74 are configured to drive the transmission 10 at the second gear ratio.

[0059] Referring to FIGS. 1 and 9-12, the transmission 10 begins in the second gear ratio and may be shifted to the first gear ratio. As shown in FIG. 9, the second electric motor 74 is driven to a peak power and the first motor torque is reduced to zero. Next, the first clutch 51 is disengaged. Referring to Fig. 10, the first electric motor 72 is driven to synchronize speed with the second clutch arrangement 60. The second clutch arrangement 60 is actuated to ground the intermediate shaft 30 with the third gear 32 which is intermeshed with first drive gear 24 of the first input shaft 22. As such, the first input shaft 22 is connected to operate at the first gear ratio. Referring to FIG. 11, the first electric motor 72 is driven to peak power while the power of the second electric motor 74 is reduced to zero. When the second electric motor 74 is at zero torque, the third clutch arrangement 62 disengages the second electric motor 74 from the second drive gear 28 of the second input shaft 26. As such, the intermediate shaft 30 is ungrounded from the second gear ratio. Referring to Fig. 12, the second electric motor 74 is driven to synchronize with the first clutch 51 and the first clutch 51 is engaged. As such, the transmission is shifted to the first gear ratio and both the first electric motor 72 and second electric motor 74 are configured to drive the transmission 10 in the first gear ratio.Docket No. 15720.1154WOU1-1453WO01

[0060] Fig. 13 illustrates a method 200 of upshifting the transmission from a first gear ratio to a second gear ratio. The method includes steps 200, 205, 210, 215, 220, 225, 230, and 235. It is to be understood that the method steps may be performed by the controller 80 operating the clutch arrangements 50, 60, 62, and motors 72, 74. The method 200 starts with the transmission in a first gear ratio. At Step 205, the controller 80 proceeds by driving the first and second motors 72, 74 to drive the first and second input shafts 22, 26 together, and the first electric motor 72 is driven at peak power. At Step 210, the controller proceeds with adjusting the second motor torque and disengaging the first clutch 51 from the second electric motor 74 by uncoupling the first input shaft 22 from the second input shaft 26. At step 215, the controller proceeds to drive the second electric motor 74 to synchronize speed of the third clutch 63 and the third clutch 63 grounds the fourth gear 34 to the intermediate shaft 30. At step 220, the controller 80 signals the second electric motor 74 to be driven to peak power and the torque of the first electric motor 72 is reduced to zero. At step 225, the second clutch 61 is ungrounded from the third gear 32, and the first electric motor 72 is driven to synchronize the speed of the first clutch 51 with the speed of the second input shaft 26. At step 230, the first clutch 51 is grounded and the first and second motors 72, 74 are driven according to a required power. At step 235, the method ends.

[0061] Fig. 14 illustrates a method 300 of downshifting the transmission 10 from a second gear ratio to a first gear ratio. The method includes steps 305, 310, 315, 320, 325, and 330. It is to be understood that the method steps may be performed by the controller 80 operating the clutch arrangements 50, 60, 62, and motors 72, 74. The method 300 starts with the transmission 10 in a second gear ratio. At step 305, the controller 80 signals the first and second motors 72, 74 to drive the first input shaft arrangement 20, and the second electric motor 74 is driven at a peak power. At step 310, the controller proceeds to reduce the first motor torque and disengage the first clutch 51 from the second electric motor 74 by uncoupling the first input shaft 22 from the second input shaft 26. At step 315, the controller 80 proceeds to adjust the output (RPM) of the first electric motor 72 to synchronize the first drive gear 24 with the third gear 32 of the intermediate shaft 30 and driving the second clutch 61 to ground the third gear 32 to the intermediate shaft 30. At step 320, the controller proceeds to drive the first motor 72 to peak power and the second electric motor 74 is driven at reduced torque (i.e., approximately zero). At Step 325, the third clutch 63 is ungrounded from the intermediate shaft 30 and the second electric motor 74 is driven to synchronize the second input shaft 26 with the first input shaft 22. At step 330, the controllerDocket No. 15720.1154WOU1-1453WO01 proceeds to ground the first clutch 51 and the first and second motors 72, 74 are driven according to a required power. At step 335, the method ends.

[0062] Generally, examples of the present disclosure can be implemented through the use of computer program products with program codes, the program codes being operative for performing the operations described herein when the computer program product runs on a computer such as may be used to embody a controller operating the clutches 50, 60, 62, and motors 72, 74.

[0063] For instance, the transmission 10 can be in communication with the controller 80. Referring to FIG. 16, the controller 80 can include at least one central processing unit (“CPU”) 402, a system memory 408, and a system bus 422 that couples the system memory 408 to the CPU 402. The system memory 408 includes a random access memory (“RAM”) 410 and a read-only memory (“ROM”) 412. A basic input / output unit 406 containing the basic routines that help transfer information between elements within the controller 80 is stored in the ROM 412. The input / output unit 406 for receiving and processing input from a number of other devices. Similarly, the input / output unit 406 may provide output to other devices such as the clutches previously described. The controller 80 further includes a mass storage device 414. The mass storage device 414 can store software instructions and data.

[0064] The mass storage device 414 is connected to the CPU 402 through a mass storage controller (not shown) connected to the system bus 422. The mass storage device 414 and its associated computer-readable data storage media provide non-volatile, non-transitory storage for the controller 80. Although the description of computer-readable data storage media contained herein refers to a mass storage device, such as a hard disk or solid-state disk, it should be appreciated by those skilled in the art that computer-readable data storage media can be any available non-transitory, physical device, or article of manufacture from which the central display station can read data and / or instructions.

[0065] Computer-readable data storage media include volatile and non-volatile, removable, and non-removable media implemented in any method or technology for storage of information such as computer-readable software instructions, data structures, program modules, or other data. Example types of computer-readable data storage media include, but are not limited to, RAM, ROM, EPROM, EEPROM, flash memory or other solid-state memory technology, CD-ROMs,Docket No. 15720.1154WOU1-1453WO01 digital versatile discs (“DVDs”), other optical storage media, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can be accessed by the controller 80.

[0066] As mentioned briefly above, the mass storage device 414 and the RAM 410 of the controller 80 can store software instructions and data. The software instructions include an operating system 418 suitable for controlling the operation of the controller 80. The mass storage device 414 and / or the RAM 410 also store software instructions and applications 424, that when executed by the CPU 402, cause the controller 80 to provide the functionality of the controller 80 discussed in this document.

[0067] Although various examples are described herein, those of ordinary skill in the art will understand that many modifications may be made thereto within the scope of the present disclosure. Accordingly, it is not intended that the scope of the disclosure in any way be limited by the examples provided.

Claims

Docket No. 15720.1154WOU1-1453WO01What is claimed:

1. A transmission comprising: a first prime mover; a second prime mover; an input shaft arrangement including a first prime mover input shaft supporting a first gear and a second prime mover input shaft supporting a second gear; an intermediate shaft supporting a third gear, a fourth gear, and a fifth gear, wherein the third gear is intermeshed with the first gear and the fourth gear is intermeshed with the second gear; a shaft supporting a sixth gear intermeshed with the fifth gear; a first clutch arrangement operable between an engaged state in which the first prime mover input shaft and the second prime mover input shaft are coupled together and a disengaged state in which the first prime mover input shaft can rotate relative to the second prime mover input shaft; a second clutch arrangement operable between an engaged state in which the third gear is grounded to the intermediate shaft and a disengaged state in which the third gear can rotate relative to the intermediate shaft; a third clutch arrangement operable between an engaged state in which the fourth gear is grounded to the intermediate shaft and a disengaged state in which the fourth gear can rotate relative to the intermediate shaft; and a controller configured to control the first, second, and third clutch arrangements to switch the transmission between a first gear ratio and a second gear ratio, wherein: in the first gear ratio, the first clutch arrangement and the second clutch arrangement are in the engaged state and the third clutch arrangement is in the disengaged state; and in the second gear ratio, the first clutch arrangement and the third clutch arrangement are in the engaged state and the second clutch arrangement is in the disengaged state.

2. The transmission of claim 1, wherein a first clutch synchronizes a rotational speed of the first prime mover input shaft and the second prime mover input shaft when engaged.Docket No. 15720.1154WOU1-1453WO013. The transmission of claim 1, wherein in the first gear ratio, both the first prime mover and the second prime mover drive an output shaft of the transmission.

4. The transmission of claim 1 , wherein when the transmission shifts from the first gear ratio to the second gear ratio: the first prime mover is driven to a peak power and a first clutch is disengaged, wherein the second prime mover is driven to synchronize speed of a third clutch, wherein the third clutch engages the second prime mover with the second gear and the second prime mover is driven to peak power; wherein the power of the first prime mover is reduced to approximately zero and a second clutch is disengaged, and the first prime mover is driven to synchronize a speed of the first clutch and the speed of the second prime mover, and the first clutch is engaged.

5. The transmission of claim 1, wherein when the transmission shifts from the second gear ratio to the first gear ratio, the controller is configured to operate the shifting such that: the second prime mover is driven to peak power, a torque of the first prime mover is reduced to approximately zero, and a first clutch is disengaged; wherein the first prime mover is driven to synchronize speed with a second clutch and the second clutch is engaged; wherein the first prime mover is driven to peak power while the power of the second prime mover is reduced to approximately zero; wherein when the power of second prime mover is at approximately zero, a third clutch disengages the second prime mover from the second gear ratio and the second prime mover is driven to synchronize with the first clutch, and the first clutch is engaged.

6. The transmission of claim 5, wherein the transmission may include a power take-off device at a second shaft of the transmission, wherein the power take-off device is driven at an output location by the second driving gear and the fourth gear.Docket No. 15720.1154WOU1-1453WO017. The transmission of claim 6, wherein the power take-off device is configured to power an auxiliary device.

8. The transmission of claim 6, wherein the power take-off device is configured to be grounded or ungrounded by a fourth clutch.

9. The transmission of claim 1 , wherein the first gear ratio has a different ratio from the second gear ratio.

10. The transmission of claim 1, wherein the first gear ratio includes the first gear and the third gear, wherein the second gear ratio includes the second gear and the fourth gear.

11. The transmission of claim 10, wherein the first gear and the third gear are grounded to the intermediate shaft with the second gear and the fourth gear for a portion of time during shifting of gears by engaging the second clutch arrangement and the third clutch arrangement.

12. The transmission of claim 11, wherein connection of the second clutch arrangement and the third clutch arrangement during the portion of time reduces interruption of power output from the transmission during shifting.

13. The transmission of claim 1, wherein the transmission is a two-speed transmission.

14. The transmission of claim 1, wherein the first clutch arrangement, the second clutch arrangement, and the third clutch arrangement include a linear actuator.

15. The transmission of claim 1, wherein the first, second, and third clutch arrangements are electronically controlled by the controller.

16. The transmission of claim 1 , wherein the first prime mover and the second prime movers are electric motors.Docket No. 15720.1154WOU1-1453WO0117. The transmission of claim 1, wherein one of the first and second prime movers is an electric motor and wherein the other one of the first and second prime movers is an internal combustion engine.

18. A method of upshifting gears for a transmission, the method comprising driving a first motor to drive a first input shaft and a second motor to drive a second input shaft, the first input shaft and the second input shaft operably joined by an engaged first clutch; the first motor engageable to an intermediate shaft by a second clutch and a first gear set; the second motor engageable to the intermediate shaft by a third clutch and a second gear set; disengaging the first clutch to disengage the second motor from driving the second input shaft and increasing the first motor to peak power; driving the second motor to synchronize speed of the third clutch, engaging the third clutch with the second gear set; driving the second motor to peak power and reducing the torque of the first motor to approximately zero; disengaging the second clutch, driving the first motor to synchronize a speed of the first clutch and an output of the speed of the second motor; and engaging the first clutch.

19. The method of claim 16, further comprising: controlling, with an electronic controller, actuation of the first clutch, the second clutch, and the third clutch.

20. A method of downshifting gears for a transmission, the method comprising: driving a first motor to drive a first input shaft and a second motor to drive a second input shaft, the first and second input shafts operably joined by an engaged first clutch; the first motor engageable to an intermediate shaft by a second clutch and a first gear set; the second motor engageable to the intermediate shaft by a third clutch and a second gear set, and driving the second motor to a peak power; reducing the torque of the first motor to approximately zero and disengaging the first clutch;Docket No. 15720.1154WOU1-1453WO01 driving the first motor to synchronize speed with the second clutch and engaging the second clutch; driving the first motor to peak power while the power of the second motor is reduced to approximately zero; when the second motor is at approximately zero, disengaging the third clutch to unground the second gear set and driving the second motor to synchronize with the first clutch; and engaging the first clutch.

21. The method of claim 18, further comprising: controlling, with an electronic controller, actuation of the first clutch, the second clutch, and the third clutch.

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