CN215673429U - Two-gear gearbox for unpowered interrupted gear shifting of electric vehicle - Google Patents

Abstract

The utility model discloses a two-gear gearbox for power-interruption-free gear shifting of an electric vehicle, and relates to the technical field of electric vehicle transmission. The overrunning clutch comprises an input shaft, a first-gear pair mechanism, a second-gear pair mechanism, a friction clutch, an empty sleeve shaft, an output shaft, an overrunning clutch mechanism and a gear sleeve mechanism, wherein the first-gear pair mechanism is installed on the input shaft and the output shaft, the second-gear pair mechanism is installed on the empty sleeve shaft and the output shaft, the overrunning clutch is installed on the output shaft, the gear sleeve mechanism is arranged between the output end of the first-gear pair and the output end of the second-gear pair, the gear sleeve mechanism and the output shaft are in sliding connection through splines, the overrunning clutch is fixedly connected with the first-gear pair mechanism, the empty sleeve shaft is sleeved on the input shaft, the empty sleeve shaft is in rotating connection with the input shaft, one side of the empty sleeve shaft is fixedly connected with the second-gear pair mechanism, and the other side of the empty sleeve shaft is fixedly connected with the friction clutch. The utility model has smooth gear shifting, can realize low-speed first-gear reverse gear and brake energy recovery, and has good market prospect.

Description

Two-gear gearbox for unpowered interrupted gear shifting of electric vehicle

Technical Field

The utility model relates to the technical field of electric automobile transmission, in particular to a two-gear gearbox for power-interruption-free gear shifting of an electric automobile.

Background

In recent 20 years, with the rapid development of related scientific technologies, many technical difficulties of electric vehicles are gradually solved. All major automobile manufacturers in the world also continuously push out respective electric automobile products, and pure electric automobiles are already industrialized.

The gearbox is one of the most important components in the vehicle driveline and has a significant impact on overall vehicle performance. One type of gearbox commonly used in today's all-electric vehicles is a clutchless single-gear direct drive, two independent motors and a fixed gear transmission with a drive shaft. This kind of drive form with fixed speed ratio reduction gear, it is better to shift gears the ride comfort, but has higher requirement to the motor, the acceleration of vehicle, the maximum grade of climbing is difficult to satisfy operating condition's demand, and motor efficiency is lower. Another typical drive type, which solves the above problems, is a two-speed manual transmission, but has a significant power interruption problem and the ride comfort problem of the vehicle is not well solved.

Therefore, how to provide a two-gear transmission with the functions of first-gear forward, second-gear forward, first-gear reverse, first-gear braking energy recovery and the like without power interruption for an electric vehicle is a technical problem to be solved by the technical personnel in the field.

SUMMERY OF THE UTILITY MODEL

The utility model mainly aims to provide a two-gear gearbox which has a simple structure and can realize the functions of forward first gear, forward second gear, reverse first gear, recovery of braking energy of first and second gears and the like, so as to solve the problems.

In order to achieve the purpose, the utility model provides a two-gear gearbox for power-cut-off free gear shifting of an electric vehicle, which comprises an input shaft, a first-gear pair mechanism, a second-gear pair mechanism, a friction clutch, a free sleeve shaft, an output shaft, an overrunning clutch mechanism and a gear sleeve mechanism, wherein the input end of the first-gear pair mechanism is arranged on the input shaft, the output end of the first-gear pair mechanism is arranged on the output shaft, the input end of the second-gear pair mechanism is arranged on the free sleeve shaft, the output end of the second-gear pair mechanism is arranged on the output shaft, the second-gear pair mechanism is arranged on the right side of the first-gear pair mechanism, the overrunning clutch is arranged on the output shaft, the gear sleeve mechanism is arranged between the output end of the first-gear pair and the output end of the second-gear pair, the gear sleeve mechanism is in sliding connection with the output shaft through splines, and the overrunning clutch is fixedly connected with the first-gear pair mechanism, the hollow sleeve shaft is sleeved on the input shaft and is in rotating connection with the input shaft, one side of the hollow sleeve shaft is fixedly connected with the two-gear pair mechanism, and the other side of the hollow sleeve shaft is fixedly connected with the friction clutch.

Further, the clutch device further comprises a clutch executing mechanism and a gear sleeve control mechanism, wherein the clutch executing mechanism is electrically connected with the friction clutch, and the gear sleeve control mechanism is electrically connected with the gear sleeve mechanism.

Furthermore, a keep off gear pair mechanism and include that one keeps off the driving gear and keep off driven gear, one keeps off driving gear fixed mounting on the input shaft, one keeps off driven gear cover and establishes on the output shaft, one keeps off the right side from the driving wheel and is provided with the profile of tooth structure, one keeps off the driving gear and keeps off driven gear meshing with one and be connected.

Furthermore, two keep off gear pair mechanism including keeping off the driving gear and keeping off driven gear, two keep off driving gear fixed mounting on empty sleeve, two keep off driven gear fixed mounting on the output shaft, two keep off the driving gear and keep off driven gear meshing connection.

Further, tooth cover mechanism includes left tooth cover, right tooth cover and elastic element, right tooth cover passes through spline and output shaft connection, the empty cover of left tooth cover is on the output shaft, left tooth cover passes through the tooth and is connected with the meshing of right half, right tooth cover passes through snap ring axial fixity with left tooth cover, elastic element sets up between left tooth cover and right tooth cover.

Furthermore, the overrunning clutch mechanism comprises an overrunning clutch outer ring, an overrunning clutch inner ring and an overrunning clutch, the overrunning clutch outer ring is fixedly connected with the first-gear driven gear, the overrunning clutch inner ring is fixedly arranged on the output shaft, and the overrunning clutch is arranged between the overrunning clutch outer ring and the overrunning clutch inner ring.

Furthermore, a driving part of the friction clutch is mounted on the input shaft, a driven part of the friction clutch is mounted on the hollow sleeve shaft, and the driving part and the driven part are both mounted in a spline mode.

The utility model has the beneficial effects that:

1. the utility model solves the problem of power interruption of the traditional gearbox during gear shifting, and can realize unpowered interrupted gear shifting, so that the gear shifting smoothness is improved;

2. the utility model can realize low-speed first-gear reverse gear, and greatly reduce the torque requirement on the motor;

3. the utility model can realize the recovery of braking energy through the engagement of the gear sleeve when braking at the first gear;

4. the gear sleeve is internally provided with the elastic element, so that the gear sleeve can be completely meshed with the right side teeth of the first-gear driven gear under any condition.

Drawings

FIG. 1 is a schematic power transmission path for first gear;

FIG. 2 is a schematic diagram of a second gear power transmission route;

FIG. 3 is a power transmission path diagram for reverse gear;

FIG. 4 is a schematic view of a first state of the gear sleeve engagement process without the resilient member;

FIG. 5 is a schematic view of a second state of the gear sleeve engagement process without the resilient member;

FIG. 6 is a third state of the gear sleeve engagement process without the resilient member;

FIG. 7 is a schematic view of a third state of the engagement process of the gear sleeve when the elastic member is engaged;

FIG. 8 is a three-dimensional exploded view of the gear sleeve and the elastic member;

FIG. 9 is a three-dimensional assembled view of the gear sleeve and the elastic member;

in the figure: 1-motor, 2-input shaft, 3-first gear driving gear, 4-second gear driving gear, 5-free sleeve shaft, 6-friction clutch, 7-second gear driven gear, 8A-right gear sleeve, 8B-left gear sleeve, 9-elastic element, 10-first gear driven gear, 11-overrunning clutch outer ring, 12-overrunning clutch, 13-overrunning clutch inner ring and 14-output shaft.

Detailed Description

To achieve the above objects and advantages, the present invention provides a technical means and a structure thereof, which are described in detail with reference to the accompanying drawings.

As shown in figure 1, the utility model discloses a two-gear gearbox for power-cut-off free gear shifting of an electric vehicle, which comprises an input shaft 2, a one-gear pair mechanism, a two-gear pair mechanism, a friction clutch 6, an idle sleeve shaft 5, an output shaft 14, an overrunning clutch mechanism and a gear sleeve mechanism, wherein the input end of the one-gear pair mechanism is arranged on the input shaft 2, the output end of the one-gear pair mechanism is arranged on the output shaft 14, the input end of the two-gear pair mechanism is arranged on the idle sleeve shaft 5, the output end of the two-gear pair mechanism is arranged on the output shaft 14, the two-gear pair mechanism is arranged on the right side of the one-gear pair mechanism, the overrunning clutch 12 is arranged on the output shaft 14, the gear sleeve mechanism is arranged between the output end of the one-gear pair and the output end of the two-gear pair, the gear sleeve mechanism is connected with the output shaft 14 in a sliding manner through splines, and the overrunning clutch 12 is fixedly connected with the one-gear pair mechanism, the hollow sleeve shaft 5 is sleeved on the input shaft 2 in a hollow mode and can rotate freely relative to the input shaft 2, one side of the hollow sleeve shaft 5 is fixedly connected with the two-gear pair mechanism, the other side of the hollow sleeve shaft 5 is fixedly connected with the friction clutch, the gearbox further comprises a clutch executing mechanism and a gear sleeve control mechanism, the clutch executing mechanism is electrically connected with the friction clutch 6, and the gear sleeve control mechanism is electrically connected with the gear sleeve mechanism.

The first-gear pair mechanism comprises a first-gear driving gear 3 and a first-gear driven gear 10, the first-gear driving gear 3 is fixedly installed on the input shaft 2, the first-gear driven gear 10 is sleeved on the output shaft 14, a tooth-shaped structure is arranged on the right side of the first-gear driven gear 10, and the first-gear driving gear 3 is meshed with the first-gear driven gear 10.

Two keep off gear pair mechanisms include two keep off driving gear 4 and two keep off driven gear 7, and two keep off driving gear 4 fixed mounting are on empty sleeve shaft 5, and two keep off driven gear 7 fixed mounting are on output shaft 14, and two keep off driving gear 4 and two keep off driven gear 7 meshing connection.

The tooth cover mechanism comprises a left tooth cover 8B, a right tooth cover 8A and an elastic element 9, the right tooth cover 8A is connected with an output shaft 14 through a spline, the left tooth cover 8B is sleeved on the output shaft 14 in an empty mode, the left tooth cover 8B is meshed with the right tooth cover 8A through teeth, a tooth-shaped structure is arranged on the left side of the left tooth cover 8B, the right tooth cover 8A and the left tooth cover 8B are axially fixed through a clamping ring, the elastic element 9 is arranged between the left tooth cover 8B and the right tooth cover 8A, the elastic element comprises a spiral spring, a torsion spring and the like, and the tooth cover mechanism is integrally controlled by a tooth cover control mechanism.

The overrunning clutch mechanism comprises an overrunning clutch outer ring 11, an overrunning clutch inner ring 13 and an overrunning clutch 12. The overrunning clutch outer ring 11 is fixedly connected with the first-gear driven gear 10, the overrunning clutch inner ring 13 is fixedly connected on the output shaft 14, the overrunning clutch 12 is arranged between the overrunning clutch outer ring 11 and the overrunning clutch inner ring 13 to allow torque to be transmitted to the output shaft 14 from the first-gear driven gear 10, when the overrunning clutch outer ring 11 rotates anticlockwise seen from one side of the friction clutch 6, the overrunning clutch structure is locked, and power is transmitted to the overrunning clutch inner ring 13 from the overrunning clutch outer ring 11. When the outer ring 11 of the overrunning clutch rotates clockwise, the structure of the overrunning clutch overruns and does not transmit power;

the driving part of the friction clutch 6 is arranged on the input shaft 2 and connected through a spline, the driven part is arranged on the hollow sleeve shaft 5 and connected through a spline, and the engagement and the disengagement are realized under the action of the friction clutch actuating mechanism;

a gear-shifting control method of an electric vehicle unpowered interrupt two-gear automatic gearbox comprises a first gear, a second gear and a reverse gear; the first gear power transmission route is as follows: the transmission comprises an input shaft 2, a first-gear driving gear 3, a first-gear driven gear 10, an overrunning clutch outer ring 11, an overrunning clutch 12, an overrunning clutch inner ring 13 and an output shaft 14;

as shown in fig. 2, the two-gear power transmission route is: the device comprises an input shaft 2, a friction clutch 6, a free sleeve shaft 5, a secondary driving gear 4, a secondary driven gear 7 and an output shaft 14;

as shown in fig. 3, the reverse power transmission route is: the gear transmission mechanism comprises an input shaft 2, a first-gear driving gear 3, a first-gear driven gear 10, a gear sleeve 8B, a gear sleeve 8A and an output shaft 14;

the specific gear shifting control process for switching the first gear to the second gear is as follows:

in the first gear state, the input shaft 2 rotates clockwise, the vehicle advances forward, the friction clutch 6 is gradually engaged, and further power starts to be transmitted from the input shaft 2 to the friction clutch 6, the free shaft 5, the second gear driving gear 4, the second gear driven gear 7, and finally to the output shaft 14. As the power transmitted by the friction clutch 6 increases, the power transmitted by the overrunning clutch 12 decreases until it reaches zero. The transmission ratio of the second gear pair is smaller than that of the first gear pair, the inner ring and the outer ring of the overrunning clutch form a rotation speed difference, the counterclockwise rotation speed of the inner ring 13 of the overrunning clutch is higher than that of the outer ring 11 of the overrunning clutch, the overrunning clutch 12 is in an overrunning state and does not transmit power, the power is completely transmitted by the friction clutch 6, and the vehicle can realize the forward movement of the second gear;

the specific gear shifting control process for switching the second gear to the first gear is as follows:

in the second gear state, the input shaft 2 rotates clockwise, the vehicle advances forward, the friction clutch 6 is gradually disengaged, the torque transmitted by the friction clutch 6 is gradually reduced, when the torque transmitted by the friction clutch 6 is smaller than the torque output by the motor 1, the friction clutch 6 starts to slip, and the main and the driven parts form a rotation speed difference. With the separation of the friction clutch 6, the rotation speed difference of the driving part and the driven part of the friction clutch 6 is increased, the rotation speed difference of the inner ring and the outer ring of the overrunning clutch is reduced, when the rotation speed difference of the outer ring 11 and the inner ring 13 of the overrunning clutch is reduced to zero, the overrunning clutch 12 is synchronous and starts to transmit power, and finally the friction clutch 6 is completely separated and does not transmit power, the power is transmitted by the overrunning clutch, and the vehicle can move forward by engaging one gear;

as shown in fig. 3, the specific shift control process and principle of the reverse gear is as follows: when the reverse gear is performed, the friction clutch 6 is completely separated, the gearbox is in a first gear state, and the two-gear pair does not transmit power. If the input shaft 2 rotates anticlockwise, the first-gear driven gear 10 drives the outer ring 11 of the overrunning clutch to idle clockwise, the overrunning clutch 12 will overrun and not transmit power, and the vehicle cannot realize the function of backing. Therefore, after a reverse gear signal is detected, the gear sleeve mechanism moves leftwards under the action of the gear sleeve control mechanism, further, teeth on the left side of the left gear sleeve 8B are meshed with teeth on the right side of the first-gear driven gear 10, the gear sleeve mechanism rotates clockwise under the driving of the first-gear driven gear 10, power is transmitted to the output shaft 14 through the gear sleeve mechanism by the first-gear pair, and the vehicle is reversed in a first-gear mode.

The engagement process of the sleeve gear with the first-gear driven gear 10 can be divided into 3 cases: the left tooth end face of the left tooth sleeve 8B is opposite to the right tooth end face of the first-gear driven gear 10; the left side teeth of the left gear sleeve 8B are just meshed with the right side teeth of the first gear driven gear 10; the left teeth of the left sleeve 8B partially mesh with the right teeth of the first driven gear 10, and these three states are further analyzed as follows:

fig. 4 shows the first state. If the left sleeve 8B is rigidly connected to the right sleeve 8A, there is no elastic element between them: at this time, the right side tooth end face of the first-gear driven gear 10 is opposite to the left side tooth end face of the left gear sleeve 8B, the first-gear driven gear 10 can rotate in an idle mode clockwise under the driving of the motor (as seen from the clutch end, the same below is seen in the figure, and the arrow direction is shown in the figure), after the first-gear driven gear 10 rotates clockwise for a certain angle, the left side tooth of the left gear sleeve 8B can be meshed with the right side tooth of the first-gear driven gear 10, and then the left side tooth and the right side tooth of the first-gear driven gear 10 can rotate synchronously, so that the power can be transmitted between the first-gear driven gear 10 and the gear sleeve mechanism;

fig. 5 shows the second state. If the left sleeve 8B is rigidly connected to the right sleeve 8A, there is no elastic element between them: at the moment, the right side teeth of the first-gear driven gear 10 can just be meshed with the left side teeth of the left gear sleeve 8B, so that synchronous rotation is realized, and the transmission of power between the first-gear driven gear 10 and the gear sleeve mechanism is realized;

fig. 6 shows the third state. The left gear sleeve 8B is rigidly connected with the right gear sleeve 8A, and there is no elastic element between them: at this time, the left side teeth of the left gear sleeve 8B are partially meshed with the right side teeth of the first-gear driven gear, if the gear sleeve mechanism is completely hung, the first-gear driven gear 10 needs to rotate anticlockwise relative to the gear sleeve mechanism or the gear sleeve mechanism needs to rotate clockwise relative to the first-gear driven gear 10 by a certain angle, but the left end of the first-gear driven gear 10 is connected with the overrunning clutch, so that the first-gear driven gear cannot rotate anticlockwise relative to the output shaft 14, the gear sleeve mechanism is rigidly connected with the output shaft 14, and therefore the gear sleeve mechanism cannot rotate clockwise relative to the output shaft 14. Further, the first-gear driven gear 10 and the gear sleeve mechanism cannot rotate relatively, the gear sleeve mechanism cannot be completely engaged, and power cannot be sufficiently transmitted between the first-gear driven gear 10 and the gear sleeve mechanism;

to solve the above-mentioned problems, an elastic member 9 is interposed between the left sleeve 8B and the right sleeve 8A, as shown in fig. 7. If the first state and the second state occur, the motion state of each part is the same as that of the non-elastic element, and the gear sleeve mechanism can be hung and transmit power. If the third state is present, the left teeth of the left sleeve gear 8B can be completely meshed with the right teeth of the first-gear driven gear 10 under the action of the elastic element 9, so that power can be transmitted between the first-gear driven gear 10 and the sleeve gear mechanism.

Fig. 8 and 9 show an exemplary embodiment of a gear sleeve, which is composed of a right gear sleeve 8A, a left gear sleeve 8B and an elastic element 9, wherein the left and right gear sleeves are connected by a gear structure and are axially fixed by a snap spring, the elastic element 9 is arranged in the gear sleeve, and the number of the elastic element is less than that of the connecting gear. When the gear sleeve mechanism is not hooked, the spring is preloaded, the left gear sleeve 8B keeps one side in contact with the right gear sleeve 8A (surface c in the drawing) under the action of the spring force, and a certain gap is formed between the other side (surfaces a and B in the drawing). When the gear sleeve is engaged, when the left side tooth of the left gear sleeve 8B is partially meshed with the right side tooth of the first-gear driven gear 10, the left gear sleeve 8B can compress the spring and rotate clockwise by a certain angle (namely arrow direction in fig. 7) relative to the first-gear driven gear, the gap between the surface a and the surface B and the deformable amount of the elastic element 9 can ensure that the angle is enough to enable the left side tooth of the left gear sleeve 8B to be completely meshed with the right side tooth of the first-gear driven gear 10, and the gap between the surface a and the surface B is smaller than the deformable amount of the elastic element 9, namely, the elastic element 9 cannot be completely compressed when the surface a and the surface B contact to transfer force. After the gear sleeve is completely hung, power can be transmitted to the left gear sleeve 8B through a gear pair, then transmitted to the surface a of the right gear sleeve 8A through the surface B of the left gear sleeve 8B, and finally transmitted to the output shaft through the right gear sleeve 8B.

The analysis of the braking energy recovery during first gear braking is as follows:

when the first gear slides or brakes, the motor 1 still rotates along the clockwise direction but does not output forward torque, because the inner ring 13 of the overrunning clutch is fixedly connected with the output shaft and further fixedly connected with the wheels, and the integral inertia is greater than the outer ring 11 of the overrunning clutch, the anticlockwise rotating speed of the inner ring 13 of the overrunning clutch is higher than the anticlockwise rotating speed of the outer ring 11 of the overrunning clutch, the overrunning clutch is in an overrunning state, power cannot be transmitted to the first gear pair through the output shaft 14, and further cannot be transmitted to the motor. At the moment, the gear sleeve mechanism moves leftwards, the left side gear of the left gear sleeve 8B is further meshed with the right side gear of the first gear driven gear 10, and then power can be transmitted to the motor 1 through the gear sleeve mechanism, the first gear pair and the input shaft 2, so that the motor 1 enters a power generation state. In this case, although the rotational direction of the output shaft 14 is opposite to that in the reverse gear, the gear sleeve 8 is changed from the driven portion to the driving portion, and the above-described adjustment method in the engagement of the gear sleeve 8 is still applied.

The gear sleeve mechanism is selectively combined with the first-gear driven gear 10 only in the first-gear state, and the gear sleeve mechanism is not combined with the first-gear driven gear 10 in the second-gear state, so that power interference cannot occur in the second-gear state, and power is normally output.

The reverse gear mechanism can adopt manual direct operation modes such as a zipper and a pull rod, or indirect or automatic operation modes such as hydraulic, motor and electromagnetic valve.

The above description is only a preferred embodiment of the present invention, and is not intended to limit the technical scope of the present invention, so that any minor modifications, equivalent changes and modifications made to the above embodiment according to the technical spirit of the present invention are within the technical scope of the present invention.

Claims (7)

1. A two-gear gearbox for power-interruption-free gear shifting of an electric vehicle is characterized by comprising an input shaft, a one-gear pair mechanism, a two-gear pair mechanism, a friction clutch, an idle sleeve shaft, an output shaft, an overrunning clutch mechanism and a gear sleeve mechanism, wherein the input end of the one-gear pair mechanism is installed on the input shaft, the output end of the one-gear pair mechanism is installed on the output shaft, the input end of the two-gear pair mechanism is installed on the idle sleeve shaft, the output end of the two-gear pair mechanism is installed on the output shaft, the two-gear pair mechanism is arranged on the right side of the one-gear pair mechanism, the overrunning clutch is installed on the output shaft, the gear sleeve mechanism is arranged between the output end of the one-gear pair and the output end of the two-gear pair, the gear sleeve mechanism is in sliding connection with the output shaft through splines, and the overrunning clutch is fixedly connected with the one-gear pair mechanism, the hollow sleeve shaft is sleeved on the input shaft and is in rotating connection with the input shaft, one side of the hollow sleeve shaft is fixedly connected with the two-gear pair mechanism, and the other side of the hollow sleeve shaft is fixedly connected with the friction clutch.

2. The two-speed transmission for electric vehicle without power interruption for gear shifting according to claim 1, further comprising a clutch actuator and a gear sleeve control mechanism, wherein the clutch actuator is electrically connected to the friction clutch, and the gear sleeve control mechanism is electrically connected to the gear sleeve mechanism.

3. The two-speed gearbox for electric vehicle without power interruption for gear shifting according to claim 1, wherein the one-speed gear pair mechanism comprises a one-speed driving gear and a one-speed driven gear, the one-speed driving gear is fixedly mounted on the input shaft, the one-speed driven gear is sleeved on the output shaft, a tooth-shaped structure is arranged on the right side of the one-speed driven gear, and the one-speed driving gear is in meshed connection with the one-speed driven gear.

4. The two-speed transmission for electric vehicle without power interruption for gear shifting according to claim 3, wherein the two-speed gear pair mechanism comprises a two-speed driving gear and a two-speed driven gear, the two-speed driving gear is fixedly mounted on the hollow sleeve shaft, the two-speed driven gear is fixedly mounted on the output shaft, and the two-speed driving gear is engaged with the two-speed driven gear.

5. The two-gear transmission case for power-off shifting of the electric vehicle as claimed in claim 4, wherein the gear sleeve mechanism comprises a left gear sleeve, a right gear sleeve and an elastic element, the right gear sleeve is connected with the output shaft through a spline, the left gear sleeve is sleeved on the output shaft in an empty mode, the left gear sleeve is meshed with the right half part through teeth, a tooth-shaped structure is arranged on the left side of the left gear sleeve, the right gear sleeve and the left gear sleeve are axially fixed through a clamping ring, and the elastic element is arranged between the left gear sleeve and the right gear sleeve.

6. The two-gear gearbox for unpowered interrupted gear shifting of the electric vehicle as recited in claim 3, wherein the overrunning clutch mechanism comprises an overrunning clutch outer ring, an overrunning clutch inner ring and an overrunning clutch, the overrunning clutch outer ring is fixedly connected with the one-gear driven gear, the overrunning clutch inner ring is fixedly mounted on the output shaft, and the overrunning clutch is arranged between the overrunning clutch outer ring and the overrunning clutch inner ring.

7. The two-speed transmission for electric vehicle without power interruption for gear shifting according to claim 1, wherein the driving part of the friction clutch is mounted on the input shaft, the driven part of the friction clutch is mounted on the hollow sleeve shaft, and the driving part and the driven part are both mounted in a spline manner.

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