# US 12,000,462 B2 · Transmission assembly for a vehicle > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 12,000,462 B2 - Document ID: US12000462B2 - Status: Granted - Kind: B2 - Application number: 17/774,492 - Filed: 2019-11-05 - Published: 2022-12-01 - Granted: 2024-06-04 - Earliest claimed: 2019-11-05 - Assignees: Volvo Truck Corporation - Applicants: Volvo Truck Corporation - Inventors: Anders Hedman - Web page: https://patentgrep.com/patent/US12000462B2 ## CPC - F16H 3/087: characterised by the disposition of the gears (F16H3/083, F16H3/085 take precedence) - F16H 3/16: essentially with both gears that can be put out of gear and continuously-meshing gears that can be disengaged from their shafts - B60K 1/02: comprising more than one electric motor - F16H 3/091: including a single countershaft - F16H 3/093: with two or more countershafts - F16H 37/065: {with a plurality of driving or driven shafts (F16H37/0806 takes precedence)} - F16H 2003/0826: {wherein at least one gear on the input shaft, or on a countershaft is used for two different forward gear ratios} - F16H 2200/0021: specially adapted for electric vehicles - F16H 2200/0052: the gear ratios comprising six forward speeds - Y02T 10/62: Hybrid vehicles - F16H: GEARING - B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract A transmission assembly for a vehicle includes a first input shaft, a second input shaft and a common output shaft, a first input shaft first gear wheel and a first input shaft second gear wheel arranged axially offset with respect to each other on the first input shaft, a second input shaft first gear wheel and a second input shaft second gear wheel arranged axially offset with respect to each other on the second input shaft, an output shaft first gear wheel and an output shaft second gear wheel arranged axially offset with respect to each other on the common output shaft, wherein each one of the first input shaft first gear wheel and the second input shaft first gear wheel is meshing with the output shaft first gear wheel. ## Claims ### Claim 1 A power transmission arrangement for a vehicle, comprising, a transmission assembly comprising a first input shaft, a second input shaft and a common output shaft, a first drive means drivingly connected to the first input shaft for driving the first input shaft, and a second drive means drivingly connected to the second input shaft for driving the second input shaft, wherein the transmission assembly further comprises, a first input shaft first gear wheel and a first input shaft second gear wheel arranged axially offset with respect to each other on the first input shaft, a second input shaft first gear wheel and a second input shaft second gear wheel arranged axially offset with respect to each other on the second input shaft, an output shaft first gear wheel and an output shaft second gear wheel arranged axially offset with respect to each other on the common output shaft, wherein each one of the first input shaft first gear wheel and the second input shaft first gear wheel is meshing with the output shaft first gear wheel, and wherein each one of the first input shaft second gear wheel and the second input shaft second gear wheel is meshing with the output shaft second gear wheel, wherein the output shaft first gear wheel arranged freely rotatable with respect to the common output shaft and the first input shaft first gear wheel is arranged freely rotatable with respect to the first input shaft, the power transmission arrangement further comprising: an output shaft clutch member which is configured to selectively engage and disengage the output shaft first gear wheel with respect to the output shaft, so that when the output shaft first gear wheel is engaged, it is rotatably locked to the output shaft, and when the output shaft first gear wheel is disengaged, it is freely rotatable with respect to the output shaft; and a second input shaft clutch member which is configured to selectively engage and disengage the second input shaft second gear wheel with respect to the second input shaft, so that when the second input shaft second gear wheel is engaged, it is rotatably locked to the second input shaft, and when the second input shaft second gear wheel is disengaged, it is freely rotatable with respect to the second input shaft, wherein the output shaft clutch member and the second input shaft clutch member are configured to move synchronously when engaging and disengaging any one of the output shaft first gear wheel and the second input shaft second gear wheel. ### Claim 2 (depends on 1) The power transmission arrangement according to claim 1, wherein the second input shaft first gear wheel is arranged rotationally fixed with respect to the second input shaft. ### Claim 3 (depends on 1) The power transmission arrangement according to claim 1, wherein the first input shaft first gear wheel, the second input shaft first gear wheel and the output shaft first gear wheel together form a first gear plane, and/or wherein the first input shaft second gear wheel, the second input shaft second gear wheel and the output shaft second gear wheel together form a second gear plane. ### Claim 4 (depends on 1) The power transmission arrangement according to claim 1, wherein the output shaft second gear wheel is arranged rotationally fixed with respect to the common output shaft, the first input shaft second gear wheel is arranged freely rotatable with respect to the first input shaft and the second input shaft second gear wheel is arranged freely rotatable with respect to the second input shaft. ### Claim 5 (depends on 1) The power transmission arrangement according to claim 1, further comprising an actuator which is configured to provide the synchronous movement of the output shaft clutch member and the second input shaft clutch member. ### Claim 6 (depends on 1) The power transmission arrangement according to claim 1, wherein the output shaft clutch member and the second input shaft clutch member are further configured to assume a common disengaged state where the output shaft first gear wheel and the second input shaft second gear wheel are disengaged. ### Claim 7 (depends on 1) The power transmission arrangement according to claim 1, further comprising a first input shaft clutch member which is configured to selectively engage and disengage the first input shaft first gear wheel with respect to the first input shaft, so that when the first input shaft first gear wheel is engaged, it is rotatably locked to the first input shaft, and when the first input shaft first gear wheel is disengaged, it is freely rotatable with respect to the first input shaft, and/or which is configured to selectively engage and disengage the first input shaft second gear wheel with respect to the first input shaft, so that when the first input shaft second gear wheel is engaged, it is rotatably locked to the first input shaft, and when the first input shaft second gear wheel is disengaged, it is freely rotatable with respect to the first input shaft. ### Claim 8 (depends on 7) The power transmission arrangement according to claim 7, wherein the first input shaft clutch member is further configured to assume a completely disengaged state where both the first input shaft first gear wheel and the first input shaft second gear wheel are disengaged. ### Claim 9 (depends on 1) The power transmission arrangement according to claim 1, wherein a gear ratio between the first input shaft first gear wheel and the output shaft first gear wheel is larger than a gear ratio between the second input shaft first gear wheel and the output shaft first gear wheel. ### Claim 10 (depends on 9) The power transmission arrangement according to claim 9, wherein the gear ratio between the first input shaft second gear wheel and the output shaft second gear wheel is smaller than the gear ratio between the second input shaft first gear wheel and the output shaft first gear wheel. ### Claim 11 (depends on 1) The power transmission arrangement according to claim 1, wherein a gear ratio between the first input shaft second gear wheel and the output shaft second gear wheel is larger than a gear ratio between the second input shaft second gear wheel and the output shaft second gear wheel. ### Claim 12 (depends on 1) The power transmission arrangement according to claim 1, wherein the second input shaft first gear wheel is provided as an integrated portion of the second input shaft. ### Claim 13 (depends on 1) The power transmission arrangement according to claim 1, further comprising a range gear drivingly connected to the common output shaft, wherein the range gear is configured to be drivingly connected to a driven axle of a vehicle. ### Claim 14 (depends on 13) The power transmission arrangement according to claim 13, wherein the range gear is a planetary gear. ### Claim 15 (depends on 1) The power transmission arrangement according to claim 1, wherein at least one of the first and second drive means is an electric motor. ### Claim 16 (depends on 15) A vehicle comprising the power transmission arrangement according to claim 15. ### Claim 17 A method for applying a gear of a transmission assembly, wherein the transmission assembly comprises: a first input shaft, a second input shaft and a common output shaft, a first input shaft first gear wheel and a first input shaft second gear wheel arranged axially offset with respect to each other on the first input shaft, a second input shaft first gear wheel and a second input shaft second gear wheel arranged axially offset with respect to each other on the second input shaft, an output shaft first gear wheel and an output shaft second gear wheel arranged axially offset with respect to each other on the common output shaft, wherein each one of the first input shaft first gear wheel and the second input shaft first gear wheel is meshing with the output shaft first gear wheel, and wherein each one of the first input shaft second gear wheel and the second input shaft second gear wheel is meshing with the output shaft second gear wheel, and wherein the output shaft first gear wheel is arranged freely rotatable with respect to the common output shaft and the first input shaft first gear wheel is arranged freely rotatable with respect to the first input shaft, the transmission assembly further comprising: an output shaft clutch member which is configured to selectively engage and disengage the output shaft first gear wheel with respect to the output shaft, so that when the output shaft first gear wheel is engaged, it is rotatably locked to the output shaft, and when the output shaft first gear wheel is disengaged, it is freely rotatable with respect to the output shaft; and a second input shaft clutch member which is configured to selectively engage and disengage the second input shaft second gear wheel with respect to the second input shaft, so that when the second input shaft second gear wheel is engaged, it is rotatably locked to the second input shaft, and when the second input shaft second gear wheel is disengaged, it is freely rotatable with respect to the second input shaft, wherein the output shaft clutch member and the second input shaft clutch member are configured to move synchronously when engaging and disengaging any one of the output shaft first gear wheel and the second input shaft second gear wheel, the method comprising a step of applying the gear by providing a first torque path from the second input shaft to the output shaft, which first torque path is provided via the second input shaft second gear wheel and the output shaft second gear wheel, whilst the output shaft first gear wheel is in a disengaged state where it is freely rotatable with respect to the output shaft.