Bidirectional overrunning clutch and automotive power transmission system

Abstract

The present application relates to a kind of two-way overrunning clutch and automobile power transmission system.Two-way overrunning clutch includes outer ring, inner ring and cage, outer ring includes outer ring body and connecting part, connecting part is provided with outer ring bearing, cage includes cage body, cage body is movably arranged in the inside of outer ring and is provided on inner ring, the outer side wall of one end of cage body is provided with fixed part along the circumferential direction, the side end face of fixed part is provided with arc-shaped first positioning sliding groove and second positioning sliding groove, first positioning sliding groove and second positioning sliding groove are movably provided with first positioning ball and second positioning ball respectively;Constraint positioning device is arranged on one end of inner ring outside fixed part.The two-way overrunning clutch of the present application has the characteristics of safe and reliable;At the same time, automobile power transmission system can be self-powered without speed inertia without interruption to the wheel with road adhesion, so as to improve the off-road travel ability of automobile.

Description

Technical Field

[0001] This invention relates to a bidirectional overrunning clutch and an automotive power transmission system. Background Technology

[0002] A car's differential allows for the distribution of power to the wheels when encountering curves or uneven surfaces, preventing unequal speeds at any given moment. However, on muddy, icy, snowy, or cross-axle surfaces, if one wheel slips due to reduced traction or spins freely, power cannot be transmitted to the wheel with traction. To overcome wheel slippage or spinning, electronic limited-slip differentials and differential locks are the main technical measures currently used in automobiles.

[0003] Electronic limited-slip differentials are only used in lightly off-road four-wheel-drive SUVs due to various reasons, such as less-than-ideal real-time performance in terms of limited-slip force and response time. In hardcore off-road vehicles designed for deep off-roading, the presence of three differential locks (center, front, and rear) represents top-tier off-road capability. Even high-end models like the Mercedes-Benz G-Class, which disregard fuel economy, feature three differential locks for extreme off-road situations, combined with electronic limited-slip differentials for everyday driving. In short, differential locks are the guarantee of an off-road vehicle's ability to overcome obstacles.

[0004] The function of a differential lock is to actively disengage the differential, rigidly connecting the two half-shafts into a single unit. This allows both wheels to receive equal power, enabling the vehicle to escape difficult situations. However, without differential control, the wheels traveling at unequal speeds will experience internal torque loss. This loss not only wastes engine power but also causes serious damage to the tires and transmission components. Therefore, differential locks should only be used in severe road conditions or extreme situations. Advantages: Enables all wheels to receive effective power in off-road conditions, facilitating escape from difficult situations; Disadvantages: Must be switched at speeds below 5 km / h.

[0005] While differential lock technology is mainstream in hardcore off-road vehicles, the automatic locking and engagement of Eaton-type differential locks requires a reaction process and time, and can be affected by sudden vehicle lurching. Manual mechanical differential locks (dog clutches) require manual switching at speeds below 5 km / h. Therefore, differential lock technology places specific demands on driver skill and cannot utilize vehicle speed inertia to maximize off-road capability. Summary of the Invention

[0006] In view of the above-mentioned problems existing in the prior art, the main objective of the present invention is to provide a two-way overrunning clutch and an automotive power transmission system, wherein the two-way overrunning clutch has the characteristics of safety and reliability; at the same time, the automotive power transmission system can independently and continuously transmit power to the wheels with road surface adhesion without losing speed inertia, thereby improving the off-road driving capability of the vehicle.

[0007] The technical solution of this invention is as follows:

[0008] A two-way overrunning clutch, the two-way overrunning clutch comprising an outer ring, an inner ring, and a cage, wherein:

[0009] The outer ring includes an outer ring body and a connecting part. The connecting part is fixedly disposed at one end of the outer ring body. The outer ring body and the connecting part are both cylindrical in shape. The outer diameter of the outer ring body is larger than the outer diameter of the connecting part, and the inner diameter of the outer ring body is larger than the outer diameter of the connecting part. An outer ring bearing is sleeved on the connecting part, and the outer diameter of the outer ring bearing is larger than the outer diameter of the connecting part.

[0010] The inner ring is cylindrical in shape and is movably disposed inside the outer ring body. Multiple first spline grooves are evenly arranged along the circumferential direction on the inner sidewall of the inner ring, and multiple limiting grooves are evenly arranged along the circumferential direction on the outer sidewall of the inner ring. The bottom surface of the limiting groove is an arc surface.

[0011] The retainer includes a retainer body, which is cylindrical in shape. The retainer body is movably disposed inside the outer ring and fitted onto the inner ring. The inner diameter of the retainer body is larger than the outer diameter of the inner ring. The sidewall of the retainer body is uniformly provided with a plurality of positioning grooves along the circumferential direction. The positioning grooves penetrate the sidewall of the retainer body. The positioning grooves correspond one-to-one with the limiting grooves and form corresponding receiving areas. A plurality of overrunning rollers are provided between the retainer body and the inner ring. Each overrunning roller is correspondingly disposed in the corresponding receiving area, and each overrunning roller is rotatably connected to the corresponding receiving area.

[0012] A fixing part is provided on the outer side wall of the retainer body away from the connecting part along the circumferential direction. The outer diameter of the fixing part is larger than the inner diameter of the outer ring and smaller than the outer diameter of the outer ring. One side of the fixing part abuts against the end of the outer ring away from the connecting part. An arc-shaped first positioning groove and a second positioning groove are provided on the end face of the fixing part away from the outer ring. A first positioning ball and a second positioning ball are respectively movably disposed in the first positioning groove and the second positioning groove.

[0013] It also includes a constraint positioning device, which is disposed on the inner ring at one end located outside the fixed part, and the constraint positioning device abuts against the first positioning ball and the second positioning ball.

[0014] The outer ring body and the connecting part are integrally formed, and the inner sidewall of the connecting part is evenly provided with a plurality of second spline grooves along the circumferential direction.

[0015] The end of the inner ring away from the connecting part is located outside the outer ring. The outer side wall of the inner ring near the connecting part is provided with a limiting protrusion along the circumferential direction. A plurality of bearing rollers are sleeved on the end of the inner ring near the limiting protrusion. Each bearing roller is located between the limiting protrusion and the inner side wall of the inner ring near the connecting part.

[0016] The constraint positioning device includes a retaining ring, a fixing ring, and a retaining spring, wherein:

[0017] The retaining ring is movably sleeved on the inner ring. A first limiting hole and a second limiting hole are respectively provided on the end face of the retaining ring at positions corresponding to the first positioning slide groove and the second positioning slide groove. The first positioning ball abuts against the first limiting hole, and the second positioning ball abuts against the second limiting hole. A buckling protrusion is provided on the end face of the retaining ring away from the fixed part.

[0018] The fixing ring is sleeved on the inner ring and located outside the retaining ring. The inner sidewall of the fixing ring is provided with a mounting protrusion, and the outer sidewall of one end of the inner ring is provided with a mounting groove. The fixing ring is fixedly connected to the inner ring through the cooperation of the mounting protrusion and the mounting groove. The outer sidewall of the fixing ring extends outward to provide an extension, and the outer end face of the extension is provided with a snap-fit ​​groove. The fixing ring is fixedly connected to the retaining ring through the cooperation of the snap-fit ​​groove and the snap-fit ​​protrusion.

[0019] The retaining ring is fitted into the mounting groove provided on the outer side wall of the inner ring end, and the retaining ring abuts against the outer end face of the fixing ring so that the fixing ring and the inner ring are tightly fitted together.

[0020] The number of the buckle protrusions is two, and the two buckle protrusions are symmetrically arranged on the end face of the retaining ring; the number of the buckle grooves is two, and the two buckle grooves are symmetrically arranged with the two buckle protrusions.

[0021] The first positioning groove and the second positioning groove are both formed by the indentation of the end face of the fixing part away from the outer ring. The first positioning groove and the second positioning groove are symmetrically arranged along the central axis of the fixing part. The depths at both ends of the first positioning groove are equal and both are greater than the depth at the middle position. The depths at both ends of the second positioning groove are equal and both are greater than the depth at the middle position.

[0022] An automotive power transmission system, the automotive power transmission system comprising a bidirectional overrunning clutch as described above, wherein:

[0023] The automotive power transmission system also includes an input shaft and an inner ring connecting shaft. A bevel gear is fixedly mounted on the inner ring connecting shaft, and a bevel gear is fixedly mounted on one end of the input shaft. The bevel gear meshes with the bevel gear for transmission. Both ends of the inner ring connecting shaft are provided with the bidirectional overrunning clutch, and the end of the inner ring connecting shaft is fixedly connected to the inner ring of the bidirectional overrunning clutch.

[0024] This invention has the following advantages and beneficial effects: The bidirectional overrunning clutch includes an outer ring, an inner ring, and a cage. The outer ring includes an outer ring body and a connecting part, with the connecting part fixedly disposed at one end of the outer ring body. Both the outer ring body and the connecting part are cylindrical in shape. The outer diameter of the outer ring body is larger than the outer diameter of the connecting part, and the inner diameter of the outer ring body is larger than the outer diameter of the connecting part. An outer ring bearing is fitted onto the connecting part, and the outer diameter of the outer ring bearing is larger than the outer diameter of the connecting part. The inner ring is cylindrical in shape and movably disposed inside the outer ring body. Multiple first spline grooves are evenly arranged along the circumferential direction on the inner sidewall of the inner ring, and multiple limiting grooves are evenly arranged along the circumferential direction on the outer sidewall of the inner ring. The bottom surface of the limiting grooves is an arc surface. The cage includes a cage body, which is cylindrical in shape. The retainer body is movably disposed inside the outer ring and fitted onto the inner ring. The inner diameter of the retainer body is larger than the outer diameter of the inner ring. Multiple positioning grooves are evenly arranged along the circumferential direction on the side wall of the retainer body. The positioning grooves penetrate the side wall of the retainer body, and the positioning grooves correspond one-to-one with the limiting grooves to form corresponding receiving areas. Multiple overrunning rollers are arranged between the retainer body and the inner ring. Each overrunning roller is correspondingly disposed in a corresponding receiving area, and each overrunning roller is rotatably connected to the corresponding receiving area. Through the above design, the bidirectional overrunning clutch provided in this embodiment of the invention has the characteristics of safety and reliability. At the same time, the vehicle power transmission system can independently and continuously transmit power to the wheels with road surface adhesion without losing speed inertia, thereby improving the vehicle's off-road driving ability. Attached Figure Description

[0025] Figure 1 This is a cross-sectional view of a bidirectional overrunning clutch provided in an embodiment of the present invention.

[0026] Figure 2This is a front view schematic diagram of the inner ring, cage, and constraint positioning device provided in an embodiment of the present invention.

[0027] Figure 3 This is a schematic diagram of the cooperation structure between the cage and the constraint positioning device provided in an embodiment of the present invention.

[0028] Figure 4 This is an exploded structural diagram of a bidirectional overrunning clutch provided in an embodiment of the present invention.

[0029] Figure 5 This is an enlarged front view structural diagram of the inner ring provided in an embodiment of the present invention.

[0030] Figure 6 This is a side view of the inner ring, outer ring, and cage cooperating according to an embodiment of the present invention.

[0031] Figure 7 This is a schematic diagram of a bidirectional overrunning clutch in a first overrunning self-locking state, provided in an embodiment of the present invention.

[0032] Figure 8 This is a schematic diagram of a bidirectional overrunning clutch in a second overrunning self-locking state, provided in an embodiment of the present invention.

[0033] Figure 9 This is an enlarged three-dimensional structural diagram of the fixing ring provided in an embodiment of the present invention.

[0034] Figure 10 This is an enlarged three-dimensional structural diagram of the retaining ring provided in an embodiment of the present invention.

[0035] Figure 11 This is an enlarged three-dimensional structural diagram of the cage provided in an embodiment of the present invention.

[0036] Figure 12 This is an enlarged three-dimensional structural diagram of the inner ring provided in an embodiment of the present invention.

[0037] Figure 13 This is a three-dimensional structural diagram of a bidirectional overrunning clutch provided in an embodiment of the present invention.

[0038] Figure 14 This is a half-sectional three-dimensional structural diagram of a bidirectional overrunning clutch provided in an embodiment of the present invention.

[0039] Figure 15 This is a three-dimensional structural diagram of the cage and cage brake cooperating according to an embodiment of the present invention.

[0040] Figure 16 This is an exploded structural diagram showing the inner ring, cage, and constraint positioning device working together as provided in an embodiment of the present invention.

[0041] Figure 17 This is a three-dimensional structural diagram of an automotive power transmission system provided in an embodiment of the present invention.

[0042] Figure 18 This is an exploded structural diagram of the bidirectional overrunning clutch, the input shaft, and the inner ring connecting shaft provided in an embodiment of the present invention.

[0043] Figure 19 This is a front view schematic diagram of the bidirectional overrunning clutch, the input shaft and the inner ring connecting shaft provided in an embodiment of the present invention.

[0044] Figure 20 This is a front view exploded view of an automotive power transmission system provided in an embodiment of the present invention.

[0045] Figure 21 This is a schematic diagram of the main structure of the automotive power transmission system in an auxiliary rear-wheel drive mode, as provided in an embodiment of the present invention.

[0046] Figure 22 This is a schematic diagram of the main structure of the automotive power transmission system in an auxiliary front-wheel drive mode, as provided in an embodiment of the present invention.

[0047] Figure 23 This is a three-dimensional exploded view of the automotive power transmission system provided in an embodiment of the present invention.

[0048] Figure 24 This is a schematic diagram of the self-locking angle of the overrunning roller in a bidirectional overrunning clutch provided in an embodiment of the present invention when the overrunning roller is in the first overrunning self-locking state.

[0049] Figure 25 This is a schematic diagram of the structure of the fixing part and the fixing ring cooperating according to an embodiment of the present invention.

[0050] Figure 26 This is a schematic diagram illustrating the analysis of the steering bridge of the Beijing BJ40 off-road vehicle when turning, provided as an embodiment of the present invention. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0052] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0053] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0054] The present invention will now be further described with reference to the accompanying drawings and specific embodiments.

[0055] This invention first analyzes the wheel speed difference during extreme cornering of a car and conducts further research on the two-way overrunning clutch. It is believed that in harsh off-road environments, a car can continuously transmit power to the wheels with road adhesion without generating mutual internal torque between the wheels, thereby generating continuous traction without losing speed inertia.

[0056] First, let's analyze the differences and ratios of wheel speeds during extreme cornering: The Beijing BJ40 is one of the representative models of domestically produced off-road vehicles. Online research indicates that the minimum turning radius of the Beijing BJ40 is 5750mm. Figure 26As shown, the wheelbase is 2745mm and the track width is 1610mm. Based on these parameters, the midpoint radius of the steering axle (front axle) is 5057.3mm, the inner wheel radius is 4402.9mm, the midpoint radius of the rear axle is 4247.5mm, and the minimum turning inner wheel radius of the rear axle is 3442.5mm. When a car turns, if the steering wheel remains at a constant turning angle, the car will continuously draw a standard circle around a fixed center point. The degree of steering wheel deflection corresponds to the size of the car's turning radius. Each wheel, drawing circles around its common center point, creates multiple rings, the radius of which is the turning radius of the inner and outer wheels. The turning process of each wheel begins and ends simultaneously, with equal time. The displacement angles of the car body and each wheel at the corresponding starting and ending points at the center point are equal, so the turning radius of the inner and outer wheels corresponds to their corresponding rings or arcs, which represent the travel distance. This also applies when the steering wheel is fully turned during the minimum turning radius.

[0057] The ratios of the radii mentioned above represent the displacement distance or speed ratios during minimum radius turns. Specifically, during minimum radius turns, the ratio of the rear axle inner wheel speed to the steering axle speed (the average of the outer and inner wheels of the steering axle) is 3442.5 / 5057.3, which equals 0.68 / 1; the ratio of the rear axle speed to the steering axle speed is 4247.5 / 5057.3, which equals 0.84 / 1; the ratio of the rear axle inner wheel speed to the rear axle speed is 3442.5 / 4247.5, which equals 0.81 / 1; and the ratio of the steering axle inner wheel speed to the steering axle speed is 4402.9 / 5057.3, which equals 0.87 / 1. The ratio of the steering axle inner wheel speed to the rear axle speed is approximately 1 (4402.9 / 4402.5). These data are theoretical values ​​assuming the wheels are rolling on a perfectly flat surface. Irregular undulations in the road surface should be considered. Based on the ratio of the speed of the inner rear axle wheel to the speed of the steering axle, 3442.5 / 5057.3 equals 0.68 / 1, during extreme turns, the minimum speed of the inner rear axle wheel can be considered to be 2 / 3 of the maximum speed of the steering axle. The ratios of other wheels are similar.

[0058] like Figures 1 to 25 The diagram shows a bidirectional overrunning clutch provided in an embodiment of the present invention. The bidirectional overrunning clutch includes an outer ring 100, an inner ring 200, and a cage 300, wherein:

[0059] The outer ring 100 includes an outer ring body 101 and a connecting part 102. The connecting part 102 is fixedly disposed at one end of the outer ring body 101. Both the outer ring body 101 and the connecting part 102 are cylindrical in shape. The outer diameter of the outer ring body 101 is larger than the outer diameter of the connecting part 102, and the inner diameter of the outer ring body 101 is larger than the outer diameter of the connecting part 102. An outer ring bearing 103 is sleeved on the connecting part 102, and the outer diameter of the outer ring bearing 103 is larger than the outer diameter of the connecting part 102. At the same time, the outer ring body 101 and the connecting part 102 are integrally formed, which not only improves the firmness of the combination of the outer ring body 101 and the connecting part 102 and enhances safety and reliability, but also facilitates pre-processing.

[0060] The inner ring 200 is cylindrical in shape and is movably disposed inside the outer ring body 101. Multiple first spline grooves 201 are evenly arranged along the circumferential direction on the inner sidewall of the inner ring 200. The inner ring 200 is matched and connected to the inner ring connecting shaft 502 through the first spline grooves 201. Multiple limiting grooves 202 are evenly arranged along the circumferential direction on the outer sidewall of the inner ring 200. The bottom surface of the limiting groove 202 is an arc surface. By designing the bottom of the limiting groove 202 as an arc surface, it facilitates the free sliding of the overrunning roller 400 within the limiting groove 202.

[0061] The retainer 300 includes a retainer body 301, which is cylindrical in shape. The retainer body 301 is movably disposed inside the outer ring 100 and fitted onto the inner ring 200. The inner diameter of the retainer body 301 is larger than the outer diameter of the inner ring 200. Multiple positioning grooves 302 are evenly distributed along the circumferential direction on the sidewall of the retainer body 301. The positioning grooves 302 penetrate the sidewall of the retainer body 301, and their width gradually decreases from the inside to the outside, meaning the width of the positioning groove 302 is greatest on the inner sidewall of the retainer body 301. The positioning grooves 302 correspond one-to-one with the limiting grooves 202, forming corresponding receiving areas. Multiple overrunning rollers 400 are disposed between the retainer body 301 and the inner ring 200. Each overrunning roller 400 is correspondingly disposed in its respective receiving area, and each overrunning roller 400 is rotatably connected to its corresponding receiving area. Multiple positioning grooves 302 are evenly distributed along the circumferential direction on the side wall of the cage body 301. These positioning grooves 302 correspond one-to-one with the limiting grooves 202, forming multiple receiving areas. Each receiving area is equipped with an overrunning roller 400, which can slide freely within its corresponding receiving area. In other words, the cage body 301 is rotatably connected to the inner ring 200 via multiple overrunning rollers 400. Furthermore, the overrunning rollers 400 are cylindrical in shape and made of a pressure-resistant and wear-resistant material, further extending their service life.

[0062] The bidirectional overrunning clutch provided in this embodiment of the invention has an outer ring body 101 and a connecting portion 102 integrally formed, and the inner sidewall of the connecting portion 102 is uniformly provided with a plurality of second spline grooves 105 along the circumferential direction. The connecting portion 102 is connected to an outer ring connecting half shaft 104 through the second spline grooves 105.

[0063] The bidirectional overrunning clutch provided in this embodiment of the invention has an inner ring 200 located outside the outer ring 100 at one end away from the connecting portion 102. A limiting protrusion 203 is provided circumferentially on the outer sidewall of the inner ring 200 near the connecting portion 102. Multiple bearing rollers 204 are fitted onto the inner ring 200 near the limiting protrusion 203, with each bearing roller 204 located between the limiting protrusion 203 and the inner sidewall of the inner ring 200 near the connecting portion 102. Through this design, specifically by providing a limiting protrusion 203 extending circumferentially outward on the outer sidewall of the inner ring 200 near the connecting portion 102, interference between the cage 300 and the outer ring 100 can be avoided, thus improving safety and reliability. Meanwhile, by providing multiple bearing rollers 204 outside the right end of the inner ring 200 and between the right side of the limiting protrusion 203 and the inner wall of the connecting part 102, the right end of the inner ring 200 can be rotatably connected to the right end of the outer ring 100, thereby significantly reducing the friction between the right end of the inner ring 200 and the outer ring 100, and thus extending the service life of the inner ring 200 and the outer ring 100.

[0064] A fixing part 303 is provided on the outer side wall of the cage body 301 away from the connecting part 102 along the circumferential direction. The outer diameter of the fixing part 303 is larger than the inner diameter of the outer ring 100 but smaller than the outer diameter of the outer ring 100. One side of the fixing part 303 abuts against the end of the outer ring 100 away from the connecting part 102. An arc-shaped first positioning groove 311 and a second positioning groove 312 are provided on the end face of the fixing part 303 away from the outer ring 100. A first positioning ball 321 and a second positioning ball 322 are respectively movably disposed in the first positioning groove 311 and the second positioning groove 312. At the same time, a limiting groove 310 is formed by the outer side wall of the fixing part 303 inwardly along the circumferential direction. The limiting groove 310 has a V-shaped cross-section, that is, the limiting groove 310 is a V-shaped groove. A cage brake 500 is also included, one end of which abuts against the limiting groove 310.

[0065] The bidirectional overrunning clutch provided in this embodiment of the invention further includes a constraint positioning device, which is disposed on one end of the inner ring 200 located outside the fixed part 303, and the constraint positioning device abuts against the first positioning ball 321 and the second positioning ball 322.

[0066] The constraint positioning device includes a retaining ring 401, a fixing ring 402, and a retaining ring 403, wherein:

[0067] The retaining ring 401 is movably sleeved on the inner ring 200. A first limiting hole 411 and a second limiting hole 412 are respectively provided on the end face of the retaining ring 401 at positions corresponding to the first positioning groove 311 and the second positioning groove 312. The first positioning ball 321 abuts against the first limiting hole 411, and the second positioning ball 322 abuts against the second limiting hole 412. A snap-fit ​​protrusion 404 is provided on the end face of the retaining ring 401 away from the fixing part 303. Simultaneously... On the end face of the retaining ring 401 away from the first positioning groove 311, a first reinforcing protrusion 409 and a second reinforcing protrusion 410 are respectively provided at positions corresponding to the first limiting hole 411 and the second limiting hole 412. The first reinforcing protrusion 409 and the second reinforcing protrusion 410 are both cylindrical in shape. At the same time, the first limiting hole 411 passes through the retaining ring 401 and the first reinforcing protrusion 409 in sequence, and the second limiting hole 412 passes through the retaining ring 401 and the second reinforcing protrusion 410 in sequence.

[0068] The first reinforcing protrusion 409 and the second reinforcing protrusion 410 are integrally formed with the retaining ring 401. Therefore, not only can the firmness of the combination of the first reinforcing protrusion 409 and the second reinforcing protrusion 410 with the retaining ring 401 be improved, but the strength of the retaining ring 401 can also be increased, thereby achieving the purpose of extending the service life of the retaining ring 401.

[0069] The fixing ring 402 is sleeved on the inner ring 200 and located outside the retaining ring 401. A mounting protrusion 405 is provided on the inner sidewall of the fixing ring 402, and a mounting groove 205 is provided on the outer sidewall of one end of the inner ring 200. Specifically, the number of mounting grooves 205 can be designed as two, and the two mounting grooves 205 are symmetrically arranged on the outer sidewall of the inner ring 200 at the end away from the limiting protrusion 203. The mounting groove 205 is formed by the inward concavity of the outer sidewall at the end of the inner ring 200, facilitating early processing. Simultaneously, the number of mounting protrusions 405 is also designed as two, and the mounting protrusions 405 extend outward from the inner sidewall of the fixing ring 402. The mounting protrusion 405 and the fixing ring 402 are integrally formed, which facilitates the early processing and enhances the firmness of the connection between the mounting protrusion 405 and the fixing ring 402. The mounting protrusion 405 and the mounting groove 205 are designed to correspond one-to-one. The fixing ring 402 is fixedly connected to the inner ring 200 through the cooperation of the mounting protrusion 405 and the mounting groove 205. The outer side wall of the fixing ring 402 extends outward and is provided with an extension 406. The outer end face of the extension 406 is provided with a snap-fit ​​groove 407. The fixing ring 402 is fixedly connected to the retaining ring 401 through the cooperation of the snap-fit ​​groove 407 and the snap-fit ​​protrusion 404.

[0070] The retaining ring 403 is fitted into the mounting groove 205 provided on the outer side wall of the inner ring 200, and the retaining ring 403 abuts against the outer end face of the fixing ring 402, so that the fixing ring 402 and the inner ring 200 are tightly fitted. The retaining ring 403 is an ohmic retaining ring.

[0071] The number of the latching protrusions 404 is two, and the two latching protrusions 404 are symmetrically arranged on the end face of the retaining ring 401; the number of the latching grooves 407 is two, and the two latching grooves 407 are symmetrically arranged with the two latching protrusions 404. Through the above design, that is, the number of latching protrusions 404 is designed to be two, and the two latching protrusions 404 are symmetrically arranged, and the number of latching grooves 407 that cooperate with the latching protrusions 404 is also designed to be two, so the fixing ring 402 cooperates with the two latching protrusions 404 of the retaining ring 401 through the two latching grooves 407, so as to realize the latching connection between the retaining ring 401 and the fixing ring 402, and the safety and reliability are improved.

[0072] The first positioning groove 311 and the second positioning groove 312 are both formed by the indentation of the end face of the fixing part 303 away from the outer ring 100. The first positioning groove 311 and the second positioning groove 312 are symmetrically arranged along the central axis of the fixing part 303. The depths at both ends of the first positioning groove 311 are equal and both are greater than the depth at its middle position. The depths at both ends of the second positioning groove 312 are equal and both are greater than the depth at its middle position. At the same time, the bottom surfaces of the first positioning groove 311 and the second positioning groove 312 are both smooth surfaces. Therefore, the first positioning ball 321 is always located at both ends of the first positioning groove 311, and the second positioning ball 322 is always located at both ends of the second positioning groove 312.

[0073] The aforementioned cage 300 is rotatably connected to the inner ring 200, and through a constraint positioning device, namely, the cage 300, under the cooperation of the retaining ring 401 and the first positioning ball 321 and the second positioning ball 322, controls the position of the overrunning roller 400, ensuring it is always away from the center position of the upper limit groove 202 (i.e., the arc-shaped raceway) of the inner ring 200. Simultaneously, the cage 300 and the outer ring 100 maintain a certain spatial distance in the radial direction to avoid interference; that is, the outer diameter of the cage body 301 is smaller than the inner diameter of the outer ring 100, and the cage 300 and the outer ring 100 are rotatably connected. Furthermore, between the outer ring 100 and the inner ring 200, the cage 300 and several overrunning rollers 400 mutually constrain each other. Because the bottom surface of the limiting groove 202 set on the outer side wall of the inner ring 200 is an arc surface, that is, the middle space of the bottom surface of the limiting groove 202 is large (greater than the diameter of the overrunning roller 400), and the space at both ends is small (less than the diameter of the overrunning roller 400).

[0074] The overrunning roller 400 has a working clearance at the middle position of the arc-shaped raceway, and when the overrunning roller 400 rolls from the middle position of the arc-shaped raceway towards both ends, it can only deflect by a small positive or negative angle. The overrunning roller 400 is confined to the corresponding working position of the cage 300. The overrunning roller 400 constrains the cage 300 to deflect by only this small positive or negative angle, and at the same time, the displacement of the cage 300 also constrains and controls the position of the overrunning roller at one end of the arc-shaped raceway.

[0075] like Figures 6 to 8 As shown, if the cage 300 and the overrunning roller 400 are stationary, and the inner ring 200 is rotated in either direction, the overrunning roller 400 will inevitably protrude outward synchronously along the radial direction of the inner ring 200 under the control of the cage 300. The receiving area formed between the inner wall of the outer ring 100 and the arc-shaped raceway on the inner ring 200 will lock the overrunning roller 400, forming a self-locking mechanism. That is, the outer ring 100 can only rotate synchronously with or overrun the inner ring 200 in the same direction of rotation. The same applies when the inner ring 200 is rotated in the other direction.

[0076] To keep the cage 300 and the overrunning roller 400 stationary when the inner ring 200 is not rotating, an external frictional braking force is required on the cage 300. This frictional braking force is provided and executed by the cage brake 500. The cage brake 500 can be mounted on the axle housing of the vehicle's drive axle. When the inner ring 200 is rotating at low speed or at rest, the cage brake 500 applies braking; that is, the end of the cage brake 500 abuts against a limiting groove 310 on a fixing portion 303 located at the end of the cage body 301 away from the connecting portion 102. When the rotational speed of the inner ring 200 exceeds 2 km / h, the braking is released, that is, the end of the cage brake 500 moves away from the limiting groove 310. The application and release of the cage brake 500 are controlled and executed based on signals from the rotational speed sensor of the inner ring 200. Furthermore, the operation of the cage brake 500 can be implemented using various mature solutions in the prior art.

[0077] The cage braking device, namely the cage brake 500, can be installed on the axle housing of the vehicle drive axle. When the inner ring 200 and the cage 300 are close to stopping or stopped, a certain frictional force is applied to the cage 300. During normal vehicle operation, it is in a non-braking state.

[0078] Meanwhile, the cage 300 cannot exceed the rotational direction of the inner ring 200. However, during emergency braking while the vehicle is in motion, the cage 300 may rotate beyond the inner ring 200 due to inertia. In this case, it is unreasonable for the cage brake 500 to maintain a friction braking state for a long time. Therefore, there is an elastic constraint positioning device between the cage 300 and the inner ring 200 to prevent the cage 300 from exceeding the rotational speed of the inner ring 200 due to inertia when the inner ring 200 decelerates rapidly.

[0079] The cage 300 must not extend beyond the inner ring 200 as follows:

[0080] The retainer 300 is axially fitted into the inner ring 200. Meanwhile, the end face of the retaining ring 401 is provided with a first limiting hole 411 to prevent the first positioning ball 321 from dislodging and a second limiting hole 412 to prevent the second positioning ball 322 from dislodging. The first positioning ball 321 and the second positioning ball 322 are respectively inserted into the first limiting hole 411 and the second limiting hole 412.

[0081] Simultaneously, the retaining ring 401 is axially fitted onto the inner ring 200, and the first positioning steel ball 321 and the second positioning steel ball 322 are respectively aligned and placed into the first positioning slide groove 311 and the second positioning slide groove 312 provided on the end face of the first fixing part 303, wherein both the first positioning slide groove 311 and the second positioning slide groove 312 have a structure that is shallow in the middle and deep at both ends; then, the fixing ring 402 is axially fitted onto the inner ring 200, and the inner side wall of the fixing ring 402 is provided with a mounting protrusion 405 that cooperates with the mounting groove 205 on the outer side wall of the inner ring 200. This allows the fixed ring 402 to rotate synchronously with the inner ring 200. The fixed ring 402, through the engagement of the snap-fit ​​groove 407 and the snap-fit ​​protrusion 404 on the retaining ring 401, also allows the retaining ring 401 to rotate synchronously with the fixed ring 402. Finally, the retaining spring 403 is axially fitted into the mounting groove 205 provided at the end of the inner ring 200. Thus, the fixed ring 402 and the retaining ring 401 ensure that the first positioning steel ball 321 and the second positioning steel ball 322 are always positioned at the two ends of the first positioning slide groove 311 and the second positioning slide groove 312, respectively. Since the retaining ring 401 is made of elastic material, it has corresponding elasticity, thereby giving the constraint positioning device a certain elastic performance.

[0082] The cage 300 must not exceed the rotational speed of the inner ring 200: By providing an elastic constraint positioning device between the cage 300 and the inner ring 200, the cage 300 is prevented from exceeding the rotational speed of the inner ring 200 due to inertia when the inner ring 200 decelerates rapidly.

[0083] For the cage 300, the cage body 301 has rectangular constraint grooves (i.e., positioning grooves 302) evenly distributed along the circumferential direction to control the overtaking roller 400. The outer wall of the fixing part 303 has a braking restriction groove 310 along the circumferential direction. The end face of the fixing part 303 away from the cage body 301 has a first positioning groove 311 and a second positioning groove 312. Since the first positioning groove 311 and the second positioning groove 312 are both shallow in the middle and gradually deepened at both ends, under the cooperation of the retaining ring 401, the cage 300 can lag behind the inner ring 200 by an angle and rotate with it. At the same time, when the inner ring 200 decelerates rapidly, the cage 300, which has rotational inertia, cannot overtake the inner ring 200. In addition, the cage body 301 and the fixing part 303 are integrally formed, so the cage 300 is a high-strength integral structure, which is beneficial to the overtaking roller 400 in meeting the requirements of reliable synchronization and anti-interference ability.

[0084] The outer ring 100 lags behind the inner ring 200 in movement: The outer ring 100 starts from a standstill, and braking while stationary is a standard requirement. The outer ring 100 must lag behind the inner ring 200 by a small rotation angle (e.g., 5-10 degrees) in rotation. If the transmission path and components of the outer ring 100 are more numerous than those of the inner ring 200, the requirement of the outer ring 100 lagging behind the inner ring 200 by a small rotation angle is naturally met. If this requirement is not met, a small gap and play can be added to the transmission path and components of the outer ring 100.

[0085] Slip ratio: Slip refers to the distance the drive wheel actually travels being less than the distance it should have traveled in pure rolling. Wheel slip ratio is the ratio of the difference between the vehicle's theoretical speed and its actual speed to the theoretical speed.

[0086] If the inner ring 200 and outer ring 100 are stationary, a force causes the inner ring 200 to begin rotating (clockwise and counterclockwise are similar). Regardless of the position of the cage 300 and the overrunning roller 400 in the inner ring raceway, the cage brake 500 brakes the cage 300 at this moment. The cage 300 will control the overrunning roller 400 to lag behind by a small angle before starting to rotate in the same direction as the inner ring 200 (the working direction of the overrunning clutch is determined automatically when the inner ring 200 starts to rotate). Several overrunning rollers 400 in the arc-shaped raceway of the inner ring 200 are already biased towards the end opposite to the rotation direction of the inner ring 200. As the accommodating space decreases, the overrunning rollers 400 will inevitably be in close contact with the arc-shaped raceway of the inner ring 200 and the inner wall of the outer ring 100. At this point, if other influences cause the outer ring 100 to rotate in the same direction as the inner ring 200 and at a higher speed, the overrunning roller 400, under the constraint control of the cage 300, will slip between the inner and outer rings 100, i.e., in an overrunning state. The inner ring 200 will not transmit power to the outer ring 100 and will not perform work. If the rotational speed of the outer ring 100 decreases to less than that of the inner ring 200, the overrunning roller 400 will roll and compress within a smaller space formed between the arc-shaped raceway of the inner ring 200 and the inner wall of the outer ring 100. As the compression intensity increases, the inner ring 200, while applying compression force to the outer ring 100 through the overrunning roller 400, also applies a component force rotating in the same direction. This component force forces the outer ring 100 to rotate synchronously with the inner ring 200 and then stops intensifying the compression. The overrunning roller 400 will then be in a self-locking state. Since self-locking only occurs during the starting process of the inner ring 200 and the rapid descent of the outer ring 100 when its speed approaches that of the inner ring 200, the overtaking roller 400 is not subjected to impact force. Therefore, the two-way overtaking clutch is not significantly affected by speed. When the outer ring 100 is affected by other forces and its rotational speed exceeds that of the inner ring 200, the inner ring 200 and the outer ring 100 will not be stuck together. Instead, the overtaking roller 400 rolls between the arc-shaped raceway of the inner ring 200 and the inner wall of the outer ring 100, and then rolls towards the space in the middle of the arc-shaped raceway of the inner ring 200 to relieve the pressure, thus returning to the overtaking state.

[0087] This invention also provides an automotive power transmission system, the automotive power transmission system including the bidirectional overrunning clutch as described above, wherein:

[0088] The automotive power transmission system also includes an input shaft 501 and an inner ring connecting shaft 502. A bevel gear 503 is fixedly mounted on the inner ring connecting shaft 502. A bevel gear 504 is fixedly mounted on one end of the input shaft 501. The bevel gear 504 meshes with the bevel gear 503 for transmission. Both ends of the inner ring connecting shaft 502 are provided with the bidirectional overrunning clutch, and the end of the inner ring connecting shaft 502 is fixedly connected to the inner ring 200 of the bidirectional overrunning clutch.

[0089] Based on the analysis of the extreme wheel difference ratios that may occur during wheel travel and the unique function of the two-way overrunning clutch in response to the characteristics of the usage scenarios, this invention proposes two limited-slip four-wheel drive methods (all-wheel drive at any time), as detailed in the following description.

[0090] The first method: Based on the fact that the minimum speed of the inner wheel of the rear axle is 2 / 3 of the maximum speed of the steering axle, the speed ratio of the output shaft of the car's transmission to the front and rear drive axles via the transfer case is 3 / 2. The front axle drive shaft uses a traditional differential, freely distributing speed and transmitting power to the left and right wheels. The drive shaft of the rear drive axle (i.e., the inner ring connecting shaft 502) is connected to the left and right wheels respectively via two two-way overrunning clutches. The rear axle drive shaft connects to the inner ring 200 of the two two-way overrunning clutches, and the left and right wheels are respectively connected to the outer ring 100 of the two two-way overrunning clutches. The rear drive axle acts as a backup drive axle. When the car is traveling straight or making a minimum radius turn on a normal road, similar to a front-wheel drive vehicle, the rear drive axle is in an overrunning state, and there is no mechanical conflict or internal loss of engine power consumption.

[0091] When encountering steep slopes or other rough road surfaces, the wheels at both ends of the front drive axle (i.e., the left and right wheels) will slip. If making a minimum radius turn, the inner wheel of the rear drive axle will engage drive as soon as the wheels at both ends of the front drive axle begin to slip, while the outer wheel of the rear drive axle is still overtaking. Even after the inner wheel of the rear drive axle engages drive, there is still a possibility of slippage between the wheels at both ends of the front drive axle and the inner wheel of the rear drive axle. When the slippage rate of the inner wheel of the rear drive axle exceeds 1 / 3, the outer wheel of the rear drive axle engages drive, resulting in a four-wheel drive mode of 4*(2+1+1). If the car is traveling in a straight line and the wheels at both ends of the front drive axle slip, causing the vehicle speed to drop by more than 1 / 3 of its theoretical speed, the wheels at both ends of the rear drive axle engage drive, resulting in a four-wheel drive mode of 4*(2+2).

[0092] The second method: Based on the ratio of the inner wheel speed of the steering axle to the speed of the rear drive axle, 4402.9 / 4402.5 is approximately equal to 1. This makes the speed ratio of the car's transmission output shaft to the front and rear drive axles via the transfer case 9 / 10. The front drive axle is connected to the left and right wheels respectively via two two-way overrunning clutches. The drive shaft of the front drive axle (i.e., the inner ring connecting shaft 502) is connected to the inner rings 200 of the two two-way overrunning clutches, and the left and right wheels are connected to the outer rings 100 of the two two-way overrunning clutches respectively. The front drive axle acts as a backup drive axle.

[0093] The rear drive axle uses a traditional differential to freely distribute speed and transmit power to the left and right wheels. The drive shaft of the rear drive axle travels in a straight line or makes minimal turns on ordinary roads, similar to rear-wheel drive vehicles. The front drive axle is in an overtaking state and there is no mechanical conflict or internal loss of engine power consumption.

[0094] When encountering steep slopes or other rough road surfaces, the wheels at both ends of the rear drive axle (i.e., the left and right wheels) will slip. If making a minimum radius turn, the inner wheel of the front drive axle will engage drive at the very beginning of the slippage of the rear drive axle's wheels, while the outer wheel of the front drive axle is still overtaking. Even after the inner wheel of the front drive axle engages drive, slippage can still occur between the rear drive axle's wheels and the inner wheel of the front drive axle. When the slip ratio exceeds approximately 25% (the ratio of the steering axle's inner wheel speed to its speed is 4402.9 / 5057.3, which equals 0.87 / 1), the outer wheel of the front drive axle engages drive, resulting in a four-wheel drive mode of 4*(2+1+1). If the car is traveling in a straight line, and the slippage of the rear drive axle's wheels causes the slip ratio to exceed 1 / 10, the wheels at both ends of the front drive axle engage drive, resulting in a four-wheel drive mode of 4*(2+2).

[0095] In summary: When a traditional automobile's differential axle is converted into a standby drive axle, power is distributed based on the minimum wheel speed ratio. A two-way overrunning clutch connects the left and right wheels, creating a standby drive axle that automatically engages in driving regardless of forward or reverse motion when the differential axle slips. When the differential axle wheels slip, there is only a slight slippage component, such as a slip ratio of 1 / 3 or 25%, resulting in a 1 / 3 or 25% decrease in vehicle speed. At this point, the differential axle wheels still have good traction, and the vehicle maintains good inertial speed, while the standby drive axle is fully engaged in driving. The engine's power consumption loss due to the slipping wheels is relatively small. Neither the differential axle nor the overrunning drive axle internally loses torque. The overrunning drive axle automatically engages in driving regardless of speed, and most of the engine's power consumption during acceleration can be effectively transferred to the drive wheels with traction. Utilizing the vehicle's speed inertia and generating uninterrupted traction, the vehicle's off-road capability is significantly enhanced. Models with an overdrive axle drive mode have similar off-road capabilities to full-time four-wheel drive models, but with relatively lower fuel consumption, simpler mechanical structure, and no differential lock control or limitations. Overall, they are significantly superior to existing models.

[0096] The assembly sequence of the various components of this invention is as follows:

[0097] Step 1, Inner Ring 200: Its inner sidewall is provided with a first spline groove 201. The inner ring 200 is matched and connected to the inner ring connecting shaft 502 through the first spline groove 201. At the same time, a limiting protrusion 203 is provided on the outer sidewall of one end of the inner ring 200 along the circumferential direction, which can effectively prevent interference between the cage 300 and the outer ring 100. The cage 300 and the first positioning ball 321 and second positioning ball 322, retaining ring 401, fixing ring 402, snap ring 403 and overrunning roller 400 that control the cage 300 are installed at one end. The bearing roller 204, outer ring 100 and outer ring bearing 103 are installed at the other end of the limiting protrusion 203.

[0098] Step 2, Cage 300: The axial ends of the cage 300 are rotatedly fitted with the corresponding parts of the inner ring 200. Under the action of the retaining ring 401, the first locating ball 321, and the second locating ball 322, the cage 300 controls the position of the overrunning roller 400, ensuring it remains away from the center of the arc-shaped raceway on the inner ring 200. A certain radial distance is maintained between the cage 300 and the outer ring 100 to avoid interference.

[0099] Step 3: First positioning ball 321 and second positioning ball 322: The first positioning ball 321 and the second positioning ball 322 are two symmetrically arranged positioning steel balls;

[0100] Step 4, Retaining Ring 401: The retaining ring 401 has axial elastic deformation to ensure axial thrust, and the end face of the retaining ring 401 is provided with a first positioning groove 311 and a second positioning groove 312 to prevent the first positioning ball 321 and the second positioning ball 322 from dislodging. The retaining ring 401 can be synchronously engaged with the two locking protrusions 404 on the fixing ring 402 when the inner ring 200 rotates through the two locking grooves 407 on the fixing ring 402.

[0101] Step 5, Fixing ring 402: The fixing ring 402 achieves synchronous rotation with the inner ring 200 by the cooperation of the mounting protrusion 405 and the mounting groove 205 on the inner ring 200, and the retaining ring 401 positions it.

[0102] Step 6, Snap ring 403: The snap ring 403 is an ohmic snap ring, which holds the retaining ring 402 in place and facilitates assembly;

[0103] Step 7, Overtaking Roller 400: The aforementioned overtaking roller 400 consists of several cylindrical rollers;

[0104] Step 8, Outer ring bearing 103: The outer ring bearing 103 meets industry standard requirements;

[0105] Step 9, Outer Ring 100: The inner wall of one end of the outer ring 100 is rolledly connected to multiple bearing rollers 204, that is, one end of the outer ring 100 is rolledly connected to the inner ring 200 through multiple bearing rollers 204, and one end of the outer ring 100 is also engaged with the inner ring 200 through multiple overrunning rollers 7. At the same time, the other end of the outer ring 100 is connected to the half shaft through the second spline groove 105 (that is, the outer ring is connected to the half shaft 104), and the other end of the outer ring 100 is connected to the outer ring bearing 103.

[0106] Step 10, Outer ring bearing 103: The outer ring bearing 103 meets industry standard requirements;

[0107] Step 11: Install the spare force drive component, assembled from the above-mentioned parts, into the axle housing: similar to existing drive axle assemblies or assemblies.

[0108] Step 12, Cage Brake 500: It is installed on the axle housing; when the inner ring 200 is at low speed and at a stop, the cage brake 500 automatically controls the friction contact at its end to brake the cage 300 according to the speed sensor signal of the inner ring 200. If the speed of the inner ring 200 is greater than 2KM / H, the brake is released.

[0109] Step 13: Connect the outer ring to the half-shaft 104, and use the appropriate structure to connect the wheel hub according to whether it is a rigid bridge or a flexible bridge.

[0110] The bidirectional overrunning clutch provided in this embodiment of the invention has the following characteristics: when the inner ring 200 (input shaft) begins to rotate in a certain direction, the outer ring 100 must rotate in the same direction or exceed speed to be in an overrunning state; when the inner ring 200 (input shaft) is controlled to start rotating in the opposite direction, the outer ring 100 must also rotate in the same direction or exceed speed to be in an overrunning state. Simultaneously, before the inner ring 200 actively rotates, the rotation of the outer ring 100 lags behind the inner ring 200 by a moment, thereby ensuring that the retainer 300 does not jam and remains in an automatically directional controlled state. A constraint positioning device is provided at the connection point between the retainer 300 and the inner ring 200 to prevent the retainer 300 from leading the inner ring 200 due to inertia during rapid vehicle deceleration, thus preventing the inner ring 200 and outer ring 100 from unexpectedly locking themselves.

[0111] Based on the wheel speed ratios required for cornering at the vehicle's limits, the transfer case distributes the power required for the inner cornering wheel of the driven axle to the driven axle. The two ends of the drive shaft are connected to the inner ring 200 of a two-way overrunning clutch, and the wheels at both ends are connected to the outer ring 100 of the two-way overrunning clutch, thus turning the previously driven axle into a backup drive axle. When the vehicle is in motion, the wheels driven by the original free differential do not slip, and the backup drive axle is in an overrunning state. If the wheels driven by the free differential slip to a certain extent, the backup drive axle engages.

[0112] During vehicle operation, there is no mutual torque loss and no energy consumption when overtaking. When the spare drive axle transitions from overtaking to engaging drive due to inertia, no sudden impact occurs. The working state of the spare drive axle automatically adapts to environmental factors without human intervention and is unaffected by speed. The bidirectional overtaking clutch provided in this invention is safe and reliable; simultaneously, the vehicle's power transmission system can continuously transmit power to the wheels with road traction without losing speed or inertia, thereby improving the vehicle's off-road capability.

[0113] Finally, it should be noted that the above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A bidirectional overrunning clutch, characterized in that: The bidirectional overrunning clutch includes an outer ring, an inner ring, and a cage, wherein: The outer ring includes an outer ring body and a connecting part. The connecting part is fixedly disposed at one end of the outer ring body. The outer ring body and the connecting part are both cylindrical in shape. The outer diameter of the outer ring body is larger than the outer diameter of the connecting part, and the inner diameter of the outer ring body is larger than the outer diameter of the connecting part. An outer ring bearing is sleeved on the connecting part, and the outer diameter of the outer ring bearing is larger than the outer diameter of the connecting part. The inner ring is cylindrical in shape and is movably disposed inside the outer ring body. Multiple first spline grooves are evenly arranged along the circumferential direction on the inner sidewall of the inner ring, and multiple limiting grooves are evenly arranged along the circumferential direction on the outer sidewall of the inner ring. The bottom surface of the limiting groove is an arc surface. The retainer includes a retainer body, which is cylindrical in shape. The retainer body is movably disposed inside the outer ring and fitted onto the inner ring. The inner diameter of the retainer body is larger than the outer diameter of the inner ring. The sidewall of the retainer body is uniformly provided with a plurality of positioning grooves along the circumferential direction. The positioning grooves penetrate the sidewall of the retainer body. The positioning grooves correspond one-to-one with the limiting grooves and form corresponding receiving areas. A plurality of overrunning rollers are provided between the retainer body and the inner ring. Each overrunning roller is correspondingly disposed in the corresponding receiving area, and each overrunning roller is rotatably connected to the corresponding receiving area. A fixing part is provided on the outer side wall of the retainer body away from the connecting part along the circumferential direction. The outer diameter of the fixing part is larger than the inner diameter of the outer ring and smaller than the outer diameter of the outer ring. One side of the fixing part abuts against the end of the outer ring away from the connecting part. An arc-shaped first positioning groove and a second positioning groove are provided on the end face of the fixing part away from the outer ring. A first positioning ball and a second positioning ball are respectively movably disposed in the first positioning groove and the second positioning groove. It also includes a constraint positioning device, which is disposed on the inner ring at one end located outside the fixed part, and the constraint positioning device abuts against the first positioning ball and the second positioning ball.

2. The bidirectional overrunning clutch according to claim 1, characterized in that, The outer ring body and the connecting part are integrally formed, and the inner sidewall of the connecting part is evenly provided with a plurality of second spline grooves along the circumferential direction.

3. The bidirectional overrunning clutch according to claim 1, characterized in that, The end of the inner ring away from the connecting part is located outside the outer ring. The outer side wall of the inner ring near the connecting part is provided with a limiting protrusion along the circumferential direction. A plurality of bearing rollers are sleeved on the end of the inner ring near the limiting protrusion. Each bearing roller is located between the limiting protrusion and the inner side wall of the inner ring near the connecting part.

4. The bidirectional overrunning clutch according to any one of claims 1-3, characterized in that, The constraint positioning device includes a retaining ring, a fixing ring, and a retaining spring, wherein: The retaining ring is movably sleeved on the inner ring. A first limiting hole and a second limiting hole are respectively provided on the end face of the retaining ring at positions corresponding to the first positioning slide groove and the second positioning slide groove. The first positioning ball abuts against the first limiting hole, and the second positioning ball abuts against the second limiting hole. A buckling protrusion is provided on the end face of the retaining ring away from the fixed part.

5. The bidirectional overrunning clutch according to claim 4, characterized in that, The fixing ring is sleeved on the inner ring and located outside the retaining ring. The inner sidewall of the fixing ring is provided with a mounting protrusion, and the outer sidewall of one end of the inner ring is provided with a mounting groove. The fixing ring is fixedly connected to the inner ring through the cooperation of the mounting protrusion and the mounting groove. The outer sidewall of the fixing ring extends outward to provide an extension, and the outer end face of the extension is provided with a snap-fit ​​groove. The fixing ring is fixedly connected to the retaining ring through the cooperation of the snap-fit ​​groove and the snap-fit ​​protrusion.

6. The bidirectional overrunning clutch according to claim 5, characterized in that, The retaining ring is fitted into the mounting groove provided on the outer side wall of the inner ring end, and the retaining ring abuts against the outer end face of the fixing ring so that the fixing ring and the inner ring are tightly fitted.

7. The bidirectional overrunning clutch according to claim 6, characterized in that, The number of the buckle protrusions is two, and the two buckle protrusions are symmetrically arranged on the end face of the retaining ring; The number of the buckle grooves is two, and the two buckle grooves and the two buckle protrusions are symmetrically arranged one to one.

8. The bidirectional overrunning clutch according to claim 4, characterized in that, The first positioning groove and the second positioning groove are both formed by the inward recess of the end face of the fixing part away from the outer ring, and the first positioning groove and the second positioning groove are symmetrically arranged along the central axis of the fixing part; The depths at both ends of the first positioning groove are equal and both are greater than the depth at the middle position. The depths at both ends of the second positioning groove are equal and both are greater than the depth at the middle position.

9. A vehicle power transmission system, characterized in that, The vehicle power transmission system includes a bidirectional overrunning clutch as described in any one of claims 1-8, wherein: The automotive power transmission system also includes an input shaft and an inner ring connecting shaft. A bevel gear is fixedly mounted on the inner ring connecting shaft, and a bevel gear is fixedly mounted on one end of the input shaft. The bevel gear meshes with the bevel gear for transmission. Both ends of the inner ring connecting shaft are provided with the bidirectional overrunning clutch, and the end of the inner ring connecting shaft is fixedly connected to the inner ring of the bidirectional overrunning clutch.

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