A transmission with a controllable multi-state overrunning clutch

Abstract

The present invention provides a transmission with a controllable multi-state overrunning clutch, comprising a housing, an actuator disposed within the housing, a push plate, a shift mechanism including at least one controllable multi-state overrunning clutch, a shift rotating plate, a gear transmission mechanism, a baffle, an input shaft, and an output shaft. The present invention features a rational design, a simple structure, and enhanced functionality, significantly improving shifting efficiency. It also provides a certain degree of slippage, resulting in a smoother shifting process. During dynamic shifting, smooth shifting can be achieved without reducing or interrupting power, resulting in low energy consumption and improved transmission life and ride comfort.

Description

Technical Field

[0001] The invention relates to a transmission with a controllable multi-state overrunning clutch. Background Art

[0002] In the field of automotive transmissions, dry clutches and multi-plate wet clutches are widely used. Existing planetary gear transmissions are generally equipped with a low-gear one-way overrunning clutch below the low-gear and reverse gear actuators. The coordinated use of the actuator and the overrunning clutch can effectively control the engagement and disengagement of the clutch during the gear shifting process, avoiding shock or setbacks caused by premature or late engagement and disengagement. However, in order to ensure effective braking under various working conditions, a higher friction coefficient, more friction plates, and higher braking force are required. Therefore, it consumes more energy, has a large volume, and is costly. In addition, under higher friction, more wear debris is generated, which contaminates the lubricating oil and easily causes transmission failure or affects the service life. Summary of the Invention

[0003] The present invention improves the above-mentioned problem. That is, the technical problem to be solved by the present invention is to provide a transmission with a controllable multi-state overrunning clutch, which has an ingenious structure and is easy to use.

[0004] The present invention is constructed as follows: it includes a housing and an actuator arranged in the housing, a push plate, a shift mechanism including at least one controllable multi-state overrunning clutch, a shift rotating plate, a gear transmission mechanism, a baffle, an input shaft and an output shaft.

[0005] Furthermore, the shift mechanism includes a first clutch and a second clutch, the first clutch is a controllable multi-state overrunning clutch, and the second clutch is a multi-plate wet clutch or a controllable multi-state overrunning clutch.

[0006] Furthermore, the actuator, push plate, controllable overrunning clutch, shift rotating plate and baffle of the transmission are arranged in sequence from left to right. The controllable overrunning clutch includes an outer ring, an inner ring, a retaining frame arranged between the outer ring and the inner ring, a roller and a limit device. A plurality of roller holes are provided on the circumference of the retaining frame, and a plurality of grooves matching the roller holes are provided on the outer periphery of the inner ring. Each corresponding groove and roller hole forms a roller space for accommodating the roller.

[0007] Furthermore, the limiting device includes at least one limiting groove arranged on the outer peripheral surface of the inner ring and a rotating groove arranged on the inner side of the retaining frame and corresponding to the limiting groove, a limiting block is arranged inside the space formed by the limiting groove and the rotating groove, a connecting rod is arranged between the limiting block and the push plate, and a return spring is arranged between the limiting groove and the baffle.

[0008] Furthermore, the rotation groove includes a rotation groove front section, a rotation groove middle section and a rotation groove rear section.

[0009] Furthermore, the second clutch includes a clutch drum, a pressure plate is arranged on the right side of the clutch drum, the outer periphery of the pressure plate is slidingly connected to the clutch drum through a spline, a number of compression springs are arranged between the clutch drum and the pressure plate, the two ends of the compression spring respectively abut the clutch drum and the pressure plate, a friction pair is arranged on the right side of the pressure plate, the friction pair includes an outer plate and an inner plate, the outer periphery of the outer plate of the friction pair is slidingly connected to the clutch drum through a spline, a support plate is arranged on the right side of the friction pair, the outer periphery of the support plate is slidingly connected to the clutch drum through a spline, a retaining spring is arranged on the clutch drum on the right side of the support plate, and the retaining spring limits the support plate from moving to the maximum right position.

[0010] Furthermore, the gear transmission mechanism is a planetary gear structure, which includes a sun gear, a ring gear and a planetary carrier assembly. The planetary carrier assembly includes a planetary carrier, planetary wheels, planetary wheel shafts and bearings between the planetary wheels and the planetary wheel shafts. The ring gear is arranged on the outer periphery of the sun gear, and several planetary wheels are evenly distributed between the sun gear and the ring gear. Several planetary wheels are connected to the sun gear and the ring gear through gear meshing. The planetary wheels are rotatably connected to the planetary wheel shafts through bearings, and both ends of the planetary wheel shafts are fixedly connected to the planetary carrier, thereby forming a planetary row.

[0011] Furthermore, the input shaft is fixedly connected or splined to the sun gear, the output shaft is fixedly connected or splined to the planetary carrier, the ring gear is slidingly connected to the support plate via outer peripheral splines, a clutch hub is sleeved on the outer periphery of the input shaft, the inner periphery of the clutch hub is fixedly connected or splined to the input shaft, and the outer periphery of the clutch hub is slidingly connected to the inner plate of the friction pair of the second clutch via splines.

[0012] Furthermore, the rotation direction of the retaining frame is connected to the roller via an elastic body, and the elastic body is arranged in an elastic body groove 9 of the retaining frame.

[0013] Compared with the prior art, the present invention has the following beneficial effects:

[0014] 1. Conventional planetary gear transmissions, if using a conventional clutch, require a one-way overrunning clutch, two multi-plate wet clutches, and two actuators. Furthermore, the braking torque of the brake ring gear is significantly greater than the combined torque of the ring gear and sun gear. Typically, the braking torque of the brake ring gear is more than 1.6 times greater than the combined torque of the ring gear and sun gear. The present invention, however, requires only one actuator, and the actuator's axial thrust is only sufficient to push the clutch drum to a reasonable clearance with the friction pair of the second clutch. That is, typically, the actuator thrust of the present invention is approximately 0.5 times greater than the engagement force of the second clutch. The first clutch requires only one shift plate. As can be seen from the foregoing invention, the change from a one-way overrunning clutch to the controllable multi-mode clutch of the present invention requires minimal changes, minimal additional parts, and only existing technical means and processes are required, resulting in minimal additional cost. Therefore, the present invention offers low cost, low actuation energy consumption, and a compact size, while eliminating one clutch and actuator from the overall transmission assembly.

[0015] 2. The present invention has fewer friction pairs, lower energy consumption in the sliding and grinding process, less torque loss in the separation state, and higher power transmission efficiency.

[0016] 3. The present invention has fewer friction pairs, less wear debris generated during the sliding and grinding process, and lower pollution to the lubricating oil, which is beneficial to prolonging the service life of the transmission.

[0017] 4. The two clutches of the present invention are interlocked and have an anti-foolproof function. The two clutches will not be engaged at the same time due to misoperation. If traditional technology is used, there is a possibility of misoperation causing the two clutches to engage at the same time, causing serious vehicle jerking and even other serious problems. If the two actuators do not control the sliding time of the two clutches reasonably, it is easy to cause the friction pair to burn out.

[0018] 5. In the case of two actuators, in order to better control the two clutches, the shifting process requires more time, which has a certain impact on the smoothness of the shifting. The present invention has only one actuator, which can greatly improve the shifting time and enhance driving comfort.

[0019] 6. The braking torque of the actuator of the present invention mainly relies on the inner and outer rings and rollers. The braking torque capacity of the inner and outer rings and rollers of the same volume is much greater than that of traditional friction pairs. The main function of the shift rotating plate is to control the rotation of the retaining frame, so the driving force of the actuator, the friction coefficient and the number of the shift rotating plates are required to be low, and correspondingly, the force requirements for the shift rotating plates are also low. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a schematic structural diagram of an embodiment of the present invention;

[0021] Figure 2 for Figure 1 Local magnification Figure 1 ;

[0022] Figure 3 for Figure 1 Local magnification Figure 2 ;

[0023] Figure 4 This is a schematic diagram of the inner ring and baffle structure of an embodiment of the present invention;

[0024] Figure 5 Schematic diagram of the structure of the retainer and the shift rotating plate according to the embodiment of the present invention Figure 1 (The rotating groove is divided into two sections);

[0025] Figure 6 Schematic diagram of the structure of the retainer and the shift rotating plate according to the embodiment of the present invention Figure 2 (The rotating groove is divided into two sections);

[0026] Figure 7 This is a schematic diagram of the partial structure of a controllable overrunning clutch according to an embodiment of the present invention;

[0027] Figure 8 This is a schematic diagram of the roller hole and elastic body groove structure of an embodiment of the present invention;

[0028] In the figure: 1-housing, 2-actuator, 3-push plate, 4-shift rotating plate, 5-baffle, 6-input shaft, 7-output shaft, 8-plane bearing, 9-controllable overrunning clutch, 901-inner ring, 902-outer ring, 903-cage, 904-limiting block, 905-connecting rod, 906-return spring, 907-roller, 908-groove, 909-limiting groove, 910-roller hole, 911-rotation groove, 912-rotation groove front section, 913-rotation groove rear section, 914-elastic body groove, 915-rotation groove middle section, 10-pressure plate, 11-clutch drum, 12-compression spring, 13-outer plate, 14-inner plate, 15-circlip, 16-support plate, 17-clutch hub, 18-sun gear, 19-planet gear, 20-planet gear shaft, 21-planet carrier, 22-ring gear. DETAILED DESCRIPTION

[0029] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0030] Example: Refer to the attached Figure 1-8 As shown, a transmission with a controllable multi-state overrunning clutch is provided, comprising a housing 1 and an actuator 2 arranged in the housing, a push plate 3, a shift mechanism including at least one controllable multi-state overrunning clutch, a shift rotating plate 4, a gear transmission mechanism, a baffle 5, an input shaft 6 and an output shaft 7.

[0031] In this embodiment, the shift mechanism includes a first clutch and a second clutch, the first clutch is a controllable multi-state overrunning clutch, and the second clutch is a multi-plate wet clutch; optionally, the second clutch is a controllable multi-state overrunning clutch.

[0032] The above-mentioned first clutch and second clutch share at least one component; or the first clutch and the second clutch each have at least one component, and the two components are fixedly connected and interact through at least one of the components to ensure that the two clutches will not be engaged at the same time, and the transmission shifting is achieved by the interchange of engagement and separation of the two clutches.

[0033] The shift rotating plate is fixedly connected or splined to the cage of the controllable multi-state overrunning clutch. The forward or reverse rotation of the shift rotating plate drives the cage to rotate forward or reverse, thereby controlling the forward or reverse engagement of the controllable overrunning clutch.

[0034] In this embodiment, the actuator, push plate, controllable overrunning clutch 9, shift rotating plate and baffle of the transmission are arranged in sequence from left to right. The controllable overrunning clutch 9 includes an outer ring 902, an inner ring 901, a retaining frame 903 arranged in the cavity between the outer ring and the inner ring, a roller 907 and a limiting device. A plurality of roller holes 910 are provided on the circumference of the retaining frame, and a plurality of grooves 908 matching the roller holes are provided on the outer periphery of the inner ring. Each corresponding groove and roller hole forms a roller space for accommodating the roller.

[0035] There is a roller in each roller hole, and the above-mentioned groove is a V-shaped groove, that is, the inner ring is also a star wheel, and each V-shaped groove corresponds to a roller. In the initial state, the roller is in the middle of the inner bottom surface of the V-shaped groove, and the inclined surfaces on both sides of the V-shaped groove are symmetrically arranged on the left and right; in addition, the inner bottom surface of the V-shaped groove can also be an arc surface; the inclined surfaces on both sides of the above-mentioned groove can also be asymmetrical on the left and right to adapt to the sliding grinding time before engagement and separation in different rotation directions. When only one-way engagement is required, the V-shaped groove can be changed to a wedge-shaped inclined surface.

[0036] Preferably, the rollers in the roller holes are always in contact with the inner ring, and in the separated state the rollers are not in contact with the outer ring.

[0037] The above-mentioned retaining frame rotation direction is connected to the roller through the elastomer, and the elastomer is set in the elastomer groove 914 of the retaining frame; ensuring that each roller can be wedged when the clutch is engaged, and each roller can be at the bottom of the V-shaped groove when returning to the initial position.

[0038] The above-mentioned rollers can also be changed into balls or wedges, and the corresponding roller holes can also be changed into round holes or wedge-shaped holes.

[0039] The retaining frame can adopt any one of the existing technologies that is suitable for the structure of the present invention. Preferably, a retaining frame with an elastomer is used at the part in contact with the circumference of the roller to ensure that each cylinder can be wedged when the clutch is engaged, and each roller can be at the bottom of the V-groove when returning to the initial position.

[0040] In this embodiment, the limiting device includes at least one limiting groove 909 arranged on the outer peripheral surface of the inner ring and a rotating groove 911 arranged on the inner side of the retaining frame and corresponding to the limiting groove. A limiting block 904 is arranged inside the space formed by the limiting groove and the rotating groove, a connecting rod 905 is arranged between the limiting block and the push plate, and a return spring 906 is arranged between the limiting groove and the baffle; one end of the return spring abuts the limiting block, and the other end abuts the baffle.

[0041] Preferably, the radial cross-section of the limiting groove is semicircular.

[0042] The above-mentioned limit block can be a cylinder, a sphere, a round plate, a square plate, etc., preferably a sphere. The radial dimension of the connecting rod is smaller than the radial dimension of the limit block to ensure that the connecting rod does not affect the rotation of the retaining frame. One end of the connecting rod abuts or is fixed to the limit block, and the other end abuts or is fixed to the push plate.

[0043] The above-mentioned rotating groove 911 includes a rotating groove front section 912 and a rotating groove rear section 913; the width of the rotating groove rear section is greater than that of the rotating groove front section; or the rotating groove can also include a rotating groove front section, a rotating groove middle section and a rotating groove rear section; the width of the rotating groove rear section is greater than that of the rotating groove middle section, and the width of the rotating groove middle section is greater than that of the rotating groove front section.

[0044] In the initial position, the retainer is provided with a rotation groove corresponding to the limit groove. The rotation groove can be divided into two or three sections:

[0045] When divided into two sections, the front section of the rotating groove has a larger dimension in the forward direction (direction a), allowing the cage to reverse, allowing forward input overrunning and reverse input coupling to achieve one-way overrunning. The rear section has larger dimensions in both forward and reverse directions, allowing the cage to rotate in both directions and the overrunning clutch to engage in both directions. Dividing the groove into two sections reduces processing difficulty. This is suitable for situations where the actuator does not apply axial pressure and the cage will not reverse. The concave groove slope prevents the cage from rotating to the left due to shaking or vibration.

[0046] When divided into three sections, the front section of the rotation groove has smaller dimensions in the forward (direction a) and reverse (direction b) directions. When the limit block is in the front section of the cage rotation groove, the cage cannot rotate in either direction, allowing the overrunning clutch to overrun in both directions. The middle section of the rotation groove has larger dimensions in the forward direction, allowing the cage to reverse, but forward rotation is restricted. At this time, forward overrunning is input, and reverse rotation is engaged. The rear section of the rotation groove has larger dimensions in both forward and reverse directions, allowing the cage to rotate in both directions, allowing the overrunning clutch to engage in both directions. In addition, in the initial state, the limit block is in the front section of the cage rotation groove, preventing the cage from rotating in either direction, and the controllable polymorphic overrunning clutch is in a two-way overrunning state.

[0047] Optionally, the return spring may not be provided, and the connecting rod is fixedly connected to the push plate. The return of the push plate and the limit block depends on the spring between the clutch pressure plate and the clutch drum to push the clutch drum toward the actuator and the oil film tension when the push plate and the clutch drum rotate relative to each other.

[0048] Optionally, an axial protrusion may be provided on the retaining frame, and a return spring may be provided in both the forward and reverse rotation directions of the protrusion. The spring may limit or pull the retaining frame back to the center, thereby achieving controllable overrunning clutch separation.

[0049] The controllable multi-state overrunning clutch has a multi-state function in which both the input and output ends can be combined in both positive and negative directions, and can also overtake in both positive and negative directions. It can also realize unidirectional overtaking and unidirectional combination during the gear shifting process.

[0050] Optionally, the clutch of some gears may not have all of the above functions.

[0051] In this embodiment, the pressure plate may be fixedly connected to the outer ring of the controllable multi-state overrunning clutch, and the inner ring of the controllable multi-state overrunning clutch may be fixedly connected to the housing.

[0052] In this embodiment, the second clutch includes a clutch drum 11, and a pressure plate 10 is arranged on the right side of the clutch drum. The pressure plate is slidingly connected to the clutch drum through peripheral splines. Several compression springs 12 are arranged between the clutch drum and the pressure plate. The two ends of the compression springs respectively abut the clutch drum and the pressure plate. A friction pair is arranged on the right side of the pressure plate. The friction pair includes an outer plate 13 and an inner plate 14. The outer periphery of the outer plate 13 of the friction pair is slidingly connected to the clutch drum through splines. A support plate 16 is arranged on the right side of the friction pair. The outer periphery of the support plate is slidingly connected to the clutch drum through splines. A retaining spring 15 is arranged on the clutch drum on the right side of the support plate. The retaining spring limits the support plate from moving to the maximum right position.

[0053] Optionally, a support bearing may be provided on the inner circumference of the clutch drum for supporting it on the housing.

[0054] The gear transmission mechanism is a planetary gear structure, which includes a sun gear 18, a ring gear 22 and a planetary carrier assembly. The planetary carrier assembly includes a planetary carrier 21, planetary gears 19, planetary gear shafts and bearings located between the planetary gears and the planetary gear shafts. The ring gear is arranged on the outer periphery of the sun gear, and several planetary gears 19 are evenly distributed between the sun gear and the ring gear. Several planetary gears are connected to the sun gear and the ring gear by gear meshing. The planetary gears are rotatably connected to the planetary gear shaft 20 through bearings. Both ends of the planetary gear shaft are fixedly connected to the planetary carrier to form a planetary carrier assembly, thereby forming a planetary row.

[0055] Optionally, the planetary gear transmission mechanism is composed of two or more planetary gears according to conventional technical means to form one or more Simpson structures, CR-CR structures, Lavinia structures, etc.

[0056] Optionally, the planetary gear is a ring-less Ravina structure consisting of two sun gears and a planet carrier assembly containing two sets of planet gears.

[0057] Optionally, the gear transmission mechanism is a parallel axis gear structure.

[0058] In this embodiment, the input shaft is fixedly connected or splined to the sun gear, the output shaft is fixedly connected or splined to the planetary carrier, the ring gear is slidingly connected to the support plate via an outer peripheral spline, a clutch hub 17 is sleeved on the outer periphery of the input shaft, the inner periphery of the clutch hub is fixedly connected or splined to the input shaft, and the outer periphery of the clutch hub is connected to the inner plate of the friction pair of the second clutch via a spline.

[0059] Optionally, the input shaft is fixedly connected or spline-connected to the ring gear, and the sun gear is spline-slidingly connected to the support plate through an adapter to obtain a smaller first gear ratio.

[0060] Optionally, the transmission includes two interlocking shift mechanisms, each containing a controllable multi-mode overrunning clutch and a multi-plate wet clutch. The input shaft is not directly connected to the sun gear. Instead, two clutch hubs are provided on the input shaft, each splined and slidingly connected to the two clutch inner plates. The two clutch support plates are splined and slidingly connected to the ring gear and sun gear, respectively. In other words, the input shaft is connected to the sun gear and ring gear via two clutches. The two controllable multi-mode overrunning clutch outer rings are fixedly connected to the two controllable multi-mode overrunning clutch pressure plates, respectively. The two controllable multi-mode overrunning clutch inner rings are fixedly connected to the housing. Two actuators and corresponding components are also provided to achieve three gears per planetary gearset.

[0061] Optionally, when the planetary gear structure is other structures mentioned above, the support plate is always in spline sliding connection with the planetary gear component to be braked which is in reverse rotation in the free state, and the inner plate of the clutch is always in spline sliding connection with other planetary gear components involved in the clutch.

[0062] In this embodiment, a push plate is provided on the left side of the clutch drum, and an actuator is provided on the left side of the push plate. The push plate is slidingly connected to the housing through a spline; the actuator can be a pneumatic, hydraulic, manual, electromagnetic or other device that can generate axial thrust on the push plate. Preferably, the actuator is a pneumatic piston device.

[0063] In this embodiment, the shift rotating plate and the baffle are arranged on the right side of the pressure plate, the shift rotating plate is located between the baffle and the pressure plate, the baffle is fixedly connected to the right side of the inner ring, and the contact surface between the right side of the pressure plate and the shift rotating plate is processed according to the requirements of the shift rotating plate pair. The friction coefficient between the shift rotating plate and the pressure plate is greater than the friction coefficient between the shift rotating plate and the baffle, ensuring that the shift rotating plate can rotate relative to the baffle.

[0064] Preferably, the contact surface between the shift rotating plate and the baffle is processed into a smooth surface, a plane bearing is set between the shift rotating plate and the baffle, and the contact surface between the push plate and the clutch drum is processed into a smooth surface and a plane bearing 8 is set between the push plate and the clutch drum.

[0065] Alternatively, the push plate and clutch drum contact surface can be machined to a smooth surface with a low friction coefficient (one surface can be provided with an oil groove), eliminating the need for a flat bearing between them. The shift plate and baffle contact surface can also be machined to a smooth surface with a relatively low friction coefficient (one surface can be provided with an oil groove), eliminating the need for a flat bearing between them. Alternatively, the push plate can be a shift plate, and the corresponding outer ring and push plate contact surface can be machined to the same requirements as a shift plate counterpart.

[0066] In this embodiment, when working:

[0067] 1. In the initial state, the actuator does not apply axial thrust to the push plate. The push plate and the limit block are both in the leftmost position under the action of the return spring. The limit block is also in the smaller part of the forward and reverse directions of the front section of the cage rotation slot. The cage is restricted from rotating. As a result, the first clutch is in a two-way overrunning state, and the second clutch is in a engaged state under the action of the compression spring.

[0068] 2. When the input shaft and the output shaft are not rotating, the actuator applies axial force to the push plate and pushes the push plate to the designed rightmost position. Because the pressure plate is blocked by the baffle through the shift rotating plate and the plane bearing, the moving distance is extremely small. The clutch drum continues to move rightward under the action of the push plate until it contacts the pressure plate. The rightward movement of the clutch drum drives the retaining spring to move rightward, thereby generating a gap between the friction pairs of the second clutch, and the second clutch is in a disengaged state. At this time, the limit block is pushed to the wider rear section of the retaining frame rotation groove, and the retaining frame can rotate in both directions, that is, the first clutch can be engaged in both directions.

[0069] 3. Reversing: At this time, the ring gear is neither braked nor engaged and is in a free state. If the input shaft reverses, it will drive the sun gear to reverse. According to the movement law of planetary gears, the ring gear rotates freely and the direction is forward. The shift rotating plate is driven to rotate forward through the support plate, clutch drum and pressure plate, thereby driving the roller to move to the narrow space between the inner and outer rings of the V-shaped groove in the forward direction through the retaining frame and be wedged. Therefore, the first clutch is in the engaged state and brakes the ring gear through the pressure plate, clutch drum and support plate. The power is output to the output shaft through the planetary carrier, driving the vehicle to reverse. According to the movement law of planetary gears, the sun gear inputs, the ring gear brakes, and the planetary carrier outputs, then the speed ratio is the largest, which is first gear, that is, the vehicle is reversed at the first gear speed ratio at this time.

[0070] 4. First gear forward: When the vehicle is stopped after reversing, if the input shaft rotates forward, it drives the sun gear to rotate forward. According to the movement law of planetary gears, the ring gear now rotates in reverse, and the shift rotating plate is driven to rotate in reverse through the support plate, clutch drum and pressure plate, thereby driving the roller to leave the narrow space between the inner and outer rings in the forward direction of the V-shaped groove, pass through the bottom of the V-shaped groove and then to the high point on the other side, that is, the narrow space between the inner and outer rings on the other side, and be wedged again, so that the first clutch continues to be in the engaged state, and brakes the ring gear through the pressure plate, clutch drum and support plate, so that power is output to the output shaft through the planetary carrier, and the vehicle moves forward at the first gear speed ratio. During this period, there is a short neutral gear, but the time is very short and does not affect normal driving. During this period, the shift rotating plate slips, which helps to alleviate the sudden forward rush of the vehicle when starting with a sudden large throttle.

[0071] During the first gear forward process, if the power input suddenly drops or other circumstances occur, the ring gear will rotate forward briefly. When the ring gear rotates forward, the support plate, clutch drum, pressure plate, and shift rotating plate drive the retaining frame to rotate forward, thereby driving the roller to move to the higher part of the positive inclined surface of the V-shaped groove and re-wedge in the narrow space between the inner ring and the outer ring. The first clutch is re-engaged. When the input power and load return to normal, the first clutch resumes the original wedge direction and the transmission maintains the first gear unchanged. The re-wedge time in the above-mentioned retaining frame rotation process is extremely short and does not affect the vehicle's driving. During this period, the shift rotating plate slides and grinds, which helps to alleviate impact or setbacks.

[0072] First gear power feeding: The transmission is used in new energy vehicles. When power is fed in first gear, the vehicle's driving direction remains forward, the output shaft still rotates forward, the input shaft also keeps rotating forward, and the first clutch remains engaged, that is, the ring gear is still braked. According to the movement law of planetary gears, at this time, the sun rotates forward and speeds up relative to the output shaft. The power transmission route is from the wheel through the output shaft, planetary carrier assembly, sun gear, and input shaft to the drive motor for power generation.

[0073] 5. Shift from first gear to second gear. When driving forward in first gear, remove the axial thrust of the actuator. During the removal process, as the pressure on the clutch drum from the push plate gradually decreases, the clutch drum gradually moves to the left under the action of the compression spring, thereby driving the support plate to gradually press against the second clutch friction pair through the retaining spring. Subsequently, the friction pair engages during the sliding process, and accordingly, the friction pair drives the clutch drum to rotate forward during the sliding process. The forward rotation of the clutch drum drives the pressure plate to rotate forward, thereby driving the outer ring of the controllable overrunning clutch to start rotating forward, and the wedged rollers are released. The outer ring drives the retaining frame to rotate forward through the shift rotating plate. At this time, due to the retreat of the push plate, when the middle section of the sliding groove of the retaining frame is aligned with the limit block, the limit block is released by the return spring. Under the action of , it retreats to the middle section of the cage rotation groove, limiting the cage from continuing to rotate forward, preventing the wedge from being wedged tightly during continued rotation to form a new brake, and the first clutch is in a forward overrunning state. Subsequently, the push plate retreats to the designed leftmost position, and the limit block retreats to the front section of the cage rotation groove. The cage's bidirectional rotation is restricted, and the first clutch is in a bidirectional overrunning state. At the same time, the second clutch is fully engaged, and the sun gear and ring gear are synchronized through the second clutch. According to the motion law of planetary gears, the sun gear and ring gear hold the planetary carrier assembly synchronously, and the speed ratio is 1. At this time, it is second gear, and the power is from the input shaft through the sun gear, planetary carrier assembly, and second clutch, ring gear, planetary carrier assembly, and finally to the output shaft.

[0074] 6. Second gear power feeding. The transmission is used in new energy vehicles. When the second gear power is fed, the vehicle's driving direction remains forward, the output shaft still rotates forward, the second clutch remains engaged, the sun gear and the ring gear still hold the planetary carrier assembly synchronously, the sun gear still rotates forward, and has the same speed as the output shaft. The power feeding power transmission route is opposite to the second gear drive transmission route.

[0075] 7. Shifting from second gear to first gear, in the second gear forward situation, the actuator applies pressure to the push plate and gradually increases it. The push plate pushes the limit block away from the front section of the cage rotation groove and into the middle section through the connecting rod. At the same time, the pressure on the clutch drum by the push plate gradually increases, and the pressure of the clutch drum on the friction pair of the second clutch through the support plate gradually decreases. When the engagement torque of the second clutch is less than the rotation torque of the input shaft, the second clutch separates in the sliding grinding process. In the sliding grinding process of the second clutch, the sun gear acts on the ring gear through the planetary gear to gradually reduce the positive rotation speed of the ring gear. When the ring gear speed drops to 0, And when it starts to reverse, the ring gear drives the shift rotating plate to rotate in the opposite direction through the support plate, clutch drum and pressure plate, thereby driving the retaining frame to rotate in the opposite direction. The retaining frame brings the roller to the high point of the reverse inclined surface of the inner ring V-shaped groove, so that the roller is wedged in the narrow space between the inner ring and the outer ring. The first clutch engages and the ring gear is braked. Subsequently, the actuator continues to apply pressure to the push plate until the limit block is pushed to the position where the rear section of the retaining frame rotating groove can rotate in both left and right directions, thereby locking the ring gear brake. At the same time, the clutch drum moves to the right to the designed limit position, the second clutch is completely disengaged, and the transmission is downgraded to first gear.

[0076] From the above shifting process, it can be seen that the shifting process does not require power interruption or power reduction, and the shifting can be smooth without impact or jerk.

[0077] Unless otherwise stated, for any of the technical solutions disclosed in the present invention, if a numerical range is disclosed, the disclosed numerical range is a preferred numerical range. Any person skilled in the art should understand that the preferred numerical range is merely a numerical range that is representative or has a more obvious technical effect among many feasible numerical values. Due to the large number of numerical values, it is impossible to enumerate them exhaustively. Therefore, the present invention discloses some numerical values ​​to illustrate the technical solutions of the present invention. Moreover, the numerical values ​​listed above should not be construed as limiting the scope of protection of the present invention.

[0078] If words such as "first" and "second" are used in this document to limit components, those skilled in the art should know that the use of "first" and "second" is only for the convenience of description to distinguish between components. Unless otherwise stated, the above words have no special meaning.

[0079] At the same time, if the above-mentioned invention discloses or involves components or structural parts that are fixedly connected to each other, then, unless otherwise stated, the fixed connection can be understood as: a detachable fixed connection (for example, connection using bolts or screws), and can also be understood as: a non-detachable fixed connection (for example, riveting, welding). Of course, the mutual fixed connection can also be replaced by an integrated structure (for example, manufactured by integrated casting process) (except where it is obviously impossible to use an integrated forming process).

[0080] In addition, unless otherwise stated, the terms used in any technical solution disclosed in the present invention to express positional relationships or shapes include states or shapes that are approximate, similar, or close thereto.

[0081] Any component provided by the present invention may be assembled from multiple separate components, or may be a separate component manufactured by an integral molding process.

[0082] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention and not to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the specific implementation methods of the present invention can still be modified or some technical features can be replaced by equivalents without departing from the spirit of the technical solution of the present invention. They should all be included in the scope of the technical solution for protection of the present invention.

Claims

1. A transmission with a controllable multi-state overrunning clutch, characterized in that: The invention comprises a housing and an actuator, a push plate, a shift mechanism including at least one controllable multi-state overrunning clutch, a shift rotating plate, a gear transmission mechanism, a baffle, an input shaft and an output shaft arranged in the housing; The actuator, push plate, controllable overrunning clutch, shift rotating plate and baffle of the transmission are arranged in sequence from left to right. The controllable overrunning clutch includes an outer ring, an inner ring, a cage arranged between the outer ring and the inner ring, a roller and a limit device. The cage is provided with a plurality of roller holes on the circumference, and the outer circumference of the inner ring is provided with a plurality of grooves matching the roller holes. Each corresponding groove and roller hole forms a roller space for accommodating the roller. The limiting device includes at least one limiting groove arranged on the outer peripheral surface of the inner ring and a rotating groove arranged on the inner side of the retaining frame and corresponding to the limiting groove, a limiting block is arranged inside the space formed by the limiting groove and the rotating groove, a connecting rod is arranged between the limiting block and the push plate, and a return spring is arranged between the limiting groove and the baffle.

2. A transmission with a controllable multi-state overrunning clutch according to claim 1, characterized in that: The shift mechanism includes a first clutch and a second clutch, the first clutch is a controllable multi-state overrunning clutch, and the second clutch is a multi-plate wet clutch or a controllable multi-state overrunning clutch.

3. A transmission with a controllable multi-state overrunning clutch according to claim 1, characterized in that: The rotation groove comprises a rotation groove front section, a rotation groove middle section and a rotation groove rear section.

4. A transmission with a controllable multi-state overrunning clutch according to claim 1, characterized in that: The second clutch includes a clutch drum, a pressure plate is arranged on the right side of the clutch drum, the outer periphery of the pressure plate is slidingly connected to the clutch drum through splines, a number of compression springs are arranged between the clutch drum and the pressure plate, the two ends of the compression springs respectively abut the clutch drum and the pressure plate, a friction pair is arranged on the right side of the pressure plate, the friction pair includes an outer plate and an inner plate, the outer periphery of the outer plate of the friction pair is slidingly connected to the clutch drum through splines, a support plate is arranged on the right side of the friction pair, the outer periphery of the support plate is slidingly connected to the clutch drum through splines, a retaining spring is arranged on the clutch drum on the right side of the support plate, and the retaining spring limits the support plate from moving to the maximum right position.

5. The transmission with a controllable multi-state overrunning clutch according to claim 1, characterized in that: The gear transmission mechanism is a planetary gear structure, which includes a sun gear, a ring gear and a planetary carrier assembly. The planetary carrier assembly includes a planetary carrier, planetary gears, planetary gear shafts and bearings between the planetary gears and the planetary gear shafts. The ring gear is arranged on the outer periphery of the sun gear, and several planetary gears are evenly distributed between the sun gear and the ring gear. Several planetary gears are connected to the sun gear and the ring gear by gear meshing. The planetary gears are rotatably connected to the planetary gear shafts through bearings, and both ends of the planetary gear shafts are fixedly connected to the planetary carrier, thereby forming a planetary row.

6. A transmission with a controllable multi-state overrunning clutch according to claim 5, characterized in that: The input shaft is fixedly connected or splined to the sun gear, the output shaft is fixedly connected or splined to the planetary carrier, the ring gear is slidingly connected to the support plate via outer peripheral splines, a clutch hub is sleeved on the outer periphery of the input shaft, the inner periphery of the clutch hub is fixedly connected or splined to the input shaft, and the outer periphery of the clutch hub is slidingly connected to the inner plate of the friction pair of the second clutch via splines.

7. A transmission with a controllable multi-state overrunning clutch according to claim 1, characterized in that: The rotation direction of the retaining frame is connected to the roller through an elastic body, and the elastic body is arranged in an elastic body groove of the retaining frame.

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