Transmission transmission assembly

Abstract

The invention relates to a system and method for a transmission drive assembly. In one example, a transmission assembly includes a first cam device idly coupled with a support shaft and a second cam device idly coupled with the support shaft. The transmission assembly also includes a first one-way clutch coupled to the first cam device and the idle gear, the idle gear rotationally coupled to the transmission device, and a second one-way clutch coupled to the second cam device and the idle gear, the idle gear rotationally coupled to the transmission device.

Description

Related Application Comparison Table

[0001] This application claims priority to U.S. Provisional Application No. 63 / 587,242, filed on October 2, 2023, entitled “Transmission Drive System”, which is incorporated herein by reference in its entirety. Technical Field

[0002] The present disclosure relates to a transmission assembly in a transmission having dual cam drive functionality. Background Art

[0003] Some vehicle transmissions have space constraints that in some cases conflict with performance requirements such as shifting performance. In addition, the inventors have recognized a need to reduce the number of transmission components while retaining multi-speed shifting and park lock functionality. Further, more generally, the inventors have recognized a need to increase the space and energy efficiency of actuators in the transmission, such as clutches and park lock actuators. Summary of the invention

[0004] The inventors have recognized the above challenges and developed a transmission assembly for a transmission to at least partially overcome these challenges. In one example, the transmission assembly includes a first cam device idlingly coupled to a support shaft and a second cam device idlingly coupled to the support shaft. The transmission assembly also includes a first one-way clutch coupled to the first cam device and an idler gear, the idler gear being rotationally coupled to the transmission, and a second one-way clutch coupled to the second cam device and an idler gear, the idler gear being rotationally coupled to the transmission. In addition, in the transmission assembly, the first and second one-way clutches drive the first and second cam devices in opposite rotational directions. In this way, one actuator can drive two cam devices, thereby reducing the number of components in the transmission while achieving the desired transmission function and performance.

[0005] In one example, the first cam device can be a barrel cam connected to a clutch shift fork, and the second cam device can be a camshaft that drives a parking pawl. In this way, the transmission system can provide both shifting and parking lock functions, thereby expanding the functionality of the transmission in a compact, less complex and energy-efficient package.

[0006] It should be understood that the above summary is intended to introduce in a simplified form the concepts that are further described in the detailed description. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is uniquely determined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1is a schematic diagram of a first example of a vehicle with a transmission.

[0008] Figure 2 A schematic diagram of the transmission drive assembly is shown.

[0009] Figures 3A-3C shows an example of a parking lock system that receives Figure 2 The actuation input of the transmission assembly is shown.

[0010] Figure 4 A schematic diagram showing a barrel cam for driving a gear clutch, the cam receiving power from Figure 2 Input to the transmission assembly shown.

[0011] Figure 5 An example of a sprag clutch for an actuating assembly is shown. DETAILED DESCRIPTION

[0012] A dual-function transmission system for a transmission is described herein that improves space utilization and energy efficiency. The dual-function transmission system includes an actuator that rotationally drives a first cam device in one rotational direction and rotationally drives another cam device in an opposite rotational direction. In order to enable the system to independently drive the cam devices, a one-way clutch (e.g., a sprag clutch) is coupled to the cam devices and is configured to rotate freely in opposite rotational directions. Specifically, in one example, the one-way clutch is rotationally coupled to the inner diameter of an idler gear, and the idler gear is rotationally coupled to the actuator. The dual-function actuation system described herein has a reduced number of parts, and therefore is less complex in design and simpler to manufacture than systems using separate actuators.

[0013] See also Figure 1 , the figure shows a vehicle 100. It is understood that Figure 1 The vehicle 100 shown in FIG. 1 is for illustration purposes only and is one non-limiting example of how a vehicle may be configured. Other examples may include Figure 1 changes in the arrangement and positioning of vehicle components described in, and Figure 1 Other parts not shown.

[0014] The vehicle 100 can be a fully electric vehicle (EV) (e.g., a battery electric vehicle (BEV)). In other examples, the vehicle 100 can be a hybrid electric vehicle (HEV) with an internal combustion engine. Furthermore, in other examples, the vehicle 100 can be driven entirely by the internal combustion engine. In such examples, the engine can be rotationally coupled to a gearbox 106, which will be described in greater detail herein. More generally, in various examples, the vehicle 100 can be a passenger vehicle, a commercial vehicle, an on-road vehicle, or an off-road vehicle.

[0015] The vehicle 100 includes a power assembly 102. The power assembly 102 includes a prime mover 104. In the electric vehicle example, the prime mover 104 is a traction motor. However, in other examples, the prime mover may also be an internal combustion engine. It will be appreciated that the traction motor may include a rotor that electromagnetically interacts with a stator to drive a rotor shaft in the rotor to rotate. Continuing with the traction motor as an example, the traction motor may be a multi-phase alternating current (AC) motor, and therefore, in some examples, the traction motor may be electrically coupled to an inverter 110 via an electrical connection (e.g., a multi-phase bus, wires, etc.). The inverter 110 may convert direct current into alternating current, and vice versa. In other examples, the vehicle 100 may omit the inverter 110, and the traction motor may be a DC motor.

[0016] In the example of an electric vehicle, the inverter 110 may be electrically connected to an energy storage device 112 (eg, a traction battery, a capacitor, a combination thereof, etc.) A direct current connection may be formed between the inverter 110 and the energy storage device 112 .

[0017] In some examples, the traction motor may be a motor generator capable of converting electrical energy into mechanical energy and vice versa. Thus, the traction motor may be electrically coupled to the energy storage device 112 (e.g., via the inverter 110) to draw electrical energy from the energy storage device and to generate electrical energy for storage in the energy storage device. In addition, in the case where the vehicle 100 is a HEV vehicle, the energy storage device 112 may be charged by the internal combustion engine under certain operating conditions.

[0018] The prime mover 104 is rotationally coupled (e.g., directly rotationally coupled) to a shaft or other suitable mechanical input member in the transmission 106. The rotational coupling between the prime mover 104 and the transmission 106 may be achieved via a spline interface, a sleeve, a bolted flange, a combination thereof, etc. Thus, the transmission 106 is configured to receive a torque input from the prime mover.

[0019] The transmission 106 includes clutches 116 and 117 for engaging a gear 118. In detail, the clutches may be dog clutches, each of which is configured to engage with one of the gears to change the active gear ratio of the transmission. Thus, the transmission can be switched between different gear ratios. Specifically, Figure 1 Two clutches are described in FIG. Thus, the transmission can be a two-speed transmission, which in one specific example achieves an ideal balance between shifting capability and space efficiency. However, in other examples, the transmission can also be designed as a three-speed, four-speed, five-speed, or six-speed transmission.

[0020] The transmission also includes a parking lock system 120 that is configured to inhibit the transmission from rotating when the vehicle speed is at or near zero. The parking lock system 120 may include a parking cam 122, a parking pawl 124, and a parking gear 126.

[0021] The transmission assembly 128 is used to engage the clutches 117 and 118 and the parking lock system 120. In this way, compared with a transmission in which the clutch and the parking lock system use independent transmission systems, the transmission assembly 128 has a dual purpose, which can improve the compactness of the system, simplify the manufacture of the transmission, and reduce the complexity of the transmission. The transmission assembly 128 includes an actuator 129 (e.g., a motor that can receive electrical energy from an energy storage device). The transmission assembly 128 is Figure 1 , but its structure is more complex and has more components, as shown in Figure 2-5 Detailed description is given in .

[0022] The transmission 106 can transfer torque to the axle 130 through the differential 132. The transmission 106 can be rotationally coupled to the differential 132 through shafts, gears, joints, combinations thereof, etc. Therefore, the differential 132 can be rotationally coupled to the transmission 106 to output torque to the axle shaft 130. In this way, the transmission 106 can transfer the torque output by the prime mover 104 to the drive wheels 134 through the differential 132 and the axle shaft 130, respectively.

[0023] The gearbox 106 may include clutches as described above as well as shafts, gears, bearings, etc., to enable the gearbox to operate with different active and discrete gear ratios. Thus, the gear 118 may mesh with other gears in the transmission gear train.

[0024] The vehicle 100 may also include a non-driven axle 136 and wheels 138. However, in other examples, the axle 136 may be a driven axle, receiving mechanical power from an electric drive and / or an internal combustion engine. In one specific example, the axle 136 may be an electric drive axle. Thus, in some embodiments, the vehicle may be designed to have all-wheel drive capability.

[0025] The vehicle 100 may also include a control system 150, including a controller 152, a sensor 154, and an actuator 156. The controller 152 may be a microcomputer including a microprocessor unit, input / output ports, an executable program, and an electronic storage medium for calibration values ​​(e.g., a read-only memory chip, a random access memory, a survivable memory, and a data bus), etc. In one example, the controller 152 may be a powertrain control module (PCM).

[0026] The controller 152 may receive various signals from sensors 154 that are connected to various areas of the vehicle 100. For example, the sensors 154 may include a clutch position sensor in the transmission 106, a transmission speed sensor, a prime mover sensor for measuring prime mover speed and prime mover temperature, etc., a sensor coupled to the energy storage device 112 for measuring battery charge state and temperature, etc. Figure 1 After receiving the signal from one or more sensors 154, the controller 152 processes the received signal and adjusts the operation of the prime mover and / or the transmission using one or more actuators 156 of the vehicle 100 based on the received signal and instructions stored in the memory of the controller 152.

[0027] Figure 1-3C and Figure 5 A rectangular coordinate system is included for determining the viewing direction. In one example, the Z axis can be a vertical axis (e.g., parallel to the gravity axis), the Y axis can be a longitudinal axis (e.g., a horizontal axis), and / or the X axis can be a lateral axis. However, in other examples, these axes may have other directions.

[0028] Figure 2 An example of an actuator assembly 200 is shown, which may be included in a transmission, such as Figure 1 The transmission 106 described in , in one example, or another suitable transmission, in another example.

[0029] The actuator assembly 200 includes an actuator 202. The actuator 202 may be a motor, such as an electric motor, that provides an efficient rotational input to the system. The actuator may receive electrical energy from an energy storage device, which may have a voltage lower than the traction battery. However, other actuator configurations are also contemplated. The actuator 202 is configured to rotate in opposite directions to achieve dual-function actuation, as described in detail below.

[0030] In the illustrated example, the actuator 202 includes a shaft 204 and a gear 206, and the gear 206 is fixedly connected to or integrally formed with the shaft 204. Therefore, the rotation of the shaft 204 drives the gear 206 to rotate. In addition, in the illustrated example, the gear 206 is engaged with the idler gear 208 to drive its rotation. However, other or alternative mechanical mechanisms may also be used to drive the idler gear 208 to rotate, such as a shaft, a chain, a belt, a joint, a combination thereof, etc.

[0031] One-way clutches 210 and 212 are connected to the idler gear 208. In the illustrated example, the one-way clutches 210 and 212 are connected to the inner surface 214 of the idler gear 208. Therefore, the idler gear 208 may include an internal opening 215. In this way, the space efficiency of the transmission assembly is improved. However, other idler gear and one-way clutch arrangements may also be used. For example, the one-way clutches may be connected to flanges extending from opposite sides of the idler gear. The one-way clutches 210 and 212 may be disposed on opposite axial sides of the body 213 of the idler gear 208. However, other transmission assembly layouts may also be used in other examples.

[0032] In the illustrated example, the one-way clutches 210 and 212 are coaxially arranged. Figure 2 208 and the one-way clutch rotation axis 211 are provided for reference. Specifically, in the illustrated example, the one-way clutches 210 and 212 are connected to the inner diameter 217 of the idler gear 208. It is understood that the outer diameter 219 of the idler gear 208 has teeth 221 that mesh with the teeth 223 of the gear 206. The width 231 of the inside of the idler gear 208 can be greater than the width 233 of the outside of the idler gear. In this way, the one-way clutches 210 and 212 can be effectively embedded in the interior of the idler gear 208.

[0033] The one-way clutches 210 and 212 can be designed into a drive configuration and a freewheel configuration according to the direction of the rotation input. In the drive configuration, torque is transferred from the one-way clutch to the component connected thereto. In contrast, in the freewheel configuration, the one-way clutch and the component connected thereto rotate independently. Figure 5 An example of a one-way clutch in the form of a sprag clutch is shown and described in more detail herein. However, in other examples, other suitable types of one-way clutches may also be used in the transmission system.

[0034] The one-way clutch 210 is connected to a cam device 216. In detail, in the illustrated example, the cam device 216 is a shift barrel cam device. The shift barrel cam device is configured to move the shift fork 220. To induce the shift fork to move, the cam device 216 includes one or more tracks 225. A cam follower 227 extending from the shift fork 220 can cooperate with the one or more tracks 225 to induce the shift fork to move when necessary. In addition, the outer diameter 247 of the cam device 216 can be larger than the outer diameter of the one-way clutch 210.

[0035] The movement of the shift fork 220 will engage or disengage the clutch 222 and the clutch 224 according to the movement of the shift fork. In turn, the clutches 222 and 224 interact with the gears 226 and 228 to change the working gear ratio of the transmission. Figure 4 An exemplary barrel cam arrangement is described in detail and will be discussed in greater detail herein.

[0036] When clutch 222 is engaged and clutch 224 is disengaged, the transmission can operate in the first gear mode. Conversely, when clutch 222 is disengaged and clutch 224 is engaged, the transmission can operate in the second gear mode. The transmission can switch between gear modes based on operating conditions such as vehicle speed and load. In one example, clutches 222 and 224 can be dog clutches or synchronizers.

[0037] The one-way clutch 212 is connected to a cam device 230. In detail, in the illustrated example, the cam device 230 includes a parking camshaft 241 on which a cam 243 is arranged, and the cam is included in the parking lock system 232. The cam 243 is connected to a parking pawl 234. The parking pawl 234 interacts with a parking gear 236, and the parking gear 236 (when engaged) can prevent the transmission components from rotating. In this way, when necessary, the vehicle equipped with the transmission can be kept stationary by the parking lock system 232. However, in other embodiments, the cam devices 216 and 230 can also have other suitable configurations. Figures 3A-3C A detailed example of a parking lock system 232 is shown.

[0038] like Figure 2 As shown, the cam devices 216, 230 are stationarily mounted on a support shaft 238. In the illustrated example, the support shaft 238 is supported at opposite axial ends 240 and 242, thereby mechanically fixing the shaft and preventing the shaft from rotating. However, other suitable mechanisms for mounting the support shaft 238 in the gearbox are also contemplated. Bearings 244 (e.g., roller bearings) are connected to the support shaft 238 and the cam devices 216 and 230, allowing the cam devices to be mounted idle.

[0039] When the idler gear 208 rotates in the opposite direction, the one-way clutches 210 and 212 are in their driving configuration. In detail, when the idler gear 208 rotates in one direction, the one-way clutch 210 is in the driving configuration of the barrel cam and the one-way clutch 212 is in the freewheel configuration, and vice versa. In this way, when the shift cam and the parking cam rotate in opposite directions, one actuator can be used to independently drive the shift cam and the parking cam. Therefore, while achieving the parking lock and shifting functions, the compactness of the system is also improved. In addition, since the one-way clutch has a relative free rotation function, the clutch and the parking system can be driven independently. However, we have also considered other transmission system arrangements.

[0040] Figures 3A-3C The activation sequence of the parking lock system 300 is shown. It is understood that the parking lock system 300 can be Figure 2 The transmission assembly 200 shown is driven. Specifically, Figure 3A The garage lock system 300 is shown in an unlocked state. Figure 3B The garage lock system 300 is shown in a transient state. Figure 3C The garage lock system 300 is shown in a locked state.

[0041] In the illustrated example, the parking lock system 300 includes a parking cam 302, a parking pawl 306, and a parking gear 308 located on a camshaft 304. In addition, in the illustrated example, the parking lock system 300 includes a parking cam 302, a parking pawl 306, and a parking gear 308 located on a camshaft 304. Figure 2 300 ) rotates the parking cam 302 causing the parking pawl 306 to rotate about the pivot 310. Specifically, the rotation of the parking cam 302 in the direction 312 can move the parking pawl 306 downward, and vice versa. In this way, the parking lock system 300 can be engaged and disengaged. The engagement of the parking gear 308 can prevent the rotation of the transmission components. However, other suitable parking system structures can also be used in other examples.

[0042] Figure 4 Different abstract representations of a barrel cam 400 are shown, which may be provided by a device such as Figure 2 The transmission assembly 200 described in the above is actuated by a transmission assembly such as the transmission assembly 200 described in the above. Figure 4 As shown, the cam 400 has a designated rotation range corresponding to different driving states of the barrel cam, as shown at 402. In detail, the barrel cam may have a neutral region from 45° to 90° and from 225° to 275°. In addition, the neutral instantaneous region for moving the shift fork to neutral may be 0° to 45° and 180° to 225°.

[0043] The barrel cam 400 has a first gear range from 315° to 0° and a momentary first gear range that moves the shift fork to a first gear engagement position from 275° to 315°. The barrel cam 400 has a second gear range from 135° to 180° and a momentary second gear range that moves the shift fork to a second gear engagement position from 135° to 180°. In this way, different degrees of rotation of the barrel cam cause the shift fork to move to a neutral position, a first gear position, and a second gear position. In detail, when the barrel cam is in the first gear range, the first gear clutch is engaged and the second gear clutch is disengaged. Conversely, when the barrel cam is in the second gear range, the first gear clutch is disengaged and the second gear clutch is engaged. However, in other examples, the barrel cam can also be designed to have other suitable drive rotation ranges.

[0044] Figure 5An example of a one-way clutch in the form of a sprag clutch 500 is shown. The sprag clutch 500 may be used in any of the actuation systems or combinations of actuation systems described herein. The sprag clutch 500 includes an outer race 502 and a plurality of sprags 504 that selectively engage associated cam arrangements in an actuation assembly embodiment. When the sprag clutch 500 is driven in a first direction, the sprags 504 are contoured to transfer torque from the outer race 502 to the cam arrangement, while when the clutch is driven in an opposite direction, the cam arrangement and the outer race may rotate independently. It will be appreciated that the sprag clutch 500 may be used as Figure 2 The one-way clutch in the actuator assembly 200 is shown.

[0045] Figures 3A-3C and Figure 5 Except for the components depicted schematically, they are generally drawn to scale. However, in other embodiments, these components may have different relative sizes.

[0046] Figure 1-5 An example configuration of relative positioning of various components is shown. However, it is understood that if the elements shown in the figure are in direct contact or directly coupled to each other, then at least in one example, these elements can be referred to as direct contact or direct coupling, respectively. Similarly, at least in one example, elements shown as adjacent or adjacent to each other can be referred to as adjacent or adjacent to each other, respectively. For example, elements that are in face-to-face contact with each other can be referred to as face-to-face contact. Another example is that, at least in one example, elements are placed separately from each other, with only space in the middle and no other elements, which can be referred to as being placed separately from each other. For example, relative to each other, elements displayed above / below each other, relative to both sides of each other, or relative to the left / right side of each other can be referred to as such elements. In addition, as shown in the figure, in at least one example, the topmost element or element point can be referred to as the "top" of the element, and the bottommost element or element point can be referred to as the "bottom" of the element. As used herein, up / down, up / down, up / down can be relative to the vertical axis in the figure to describe the positioning of each element in the figure relative to each other. Therefore, in one example, the element displayed above other elements is vertically positioned above other elements. For another example, the shapes of the elements depicted in the figures may be referred to as having these shapes (e.g., circular, linear, planar, curved, rounded, chamfered, beveled, or similar shapes). In addition, in one example, elements that are coaxial with each other may be referred to as coaxial elements. In addition, at least in one example, elements that are shown to intersect with each other may be referred to as intersecting elements or intersecting with each other. In addition, in one example, elements that are displayed within another element or displayed outside another element may be referred to as intersecting elements. In other examples, elements that are offset from each other may also be referred to as "offset elements". In addition, in some examples, coaxial or parallel elements may also be referred to as "elements".

[0047] The present invention is further described below. In one aspect, the present invention provides an actuator assembly in a transmission, the assembly comprising a first cam device idlingly coupled to a support shaft; a second cam device idlingly coupled to the support shaft; a first one-way clutch coupled to the first cam device and an idler gear, the idler gear being rotationally coupled to an actuator; and a second one-way clutch coupled to the second cam device and the idler gear, the idler gear being rotationally coupled to the actuator; wherein the first and second one-way clutches drive the first and second cam devices in opposite rotational directions. In one example, the first cam device may be a barrel cam connected to a clutch shift fork. In addition, in one example, the clutch shift fork may be configured to drive the first clutch and the second clutch. Further, in one example, the transmission may be a two-speed electric transmission. In one example, the second cam device may be a camshaft that drives a parking pawl. For another example, the first one-way clutch and the second one-way clutch may be a sprag clutch. In one example, the actuator may be an electric motor. In addition, in one example, the first one-way clutch and the second one-way clutch may be positioned radially inward from the idler gear. Additionally, in one example, the transmission assembly may further include a plurality of roller bearings coupled to the support shaft, the first cam gear, and the second cam gear.

[0048] In another aspect, a method for operating an actuator assembly in a transmission is provided, the method comprising rotating an idler gear in a first direction to rotate a first cam device; and rotating the idler gear in a second direction opposite to the first direction to rotate a second cam device; wherein the actuator assembly comprises: a first cam device idlingly connected to a support shaft; a second cam device idlingly connected to a support shaft; a first one-way clutch idlingly connected to the first cam device and the idler gear; and a second one-way clutch idlingly connected to the first cam device and the idler gear. In one example, the rotation of the idler gear in the first direction may drive a first clutch engaged with a first gear. In one example, the method may further comprise further rotating the idler gear in the first direction to rotate the first cam device and drive a second clutch engaged with a second gear. In one example, the rotation of the idler gear in the second direction may drive a parking cam to engage a parking pawl with a parking gear. In one example, the idler gear may rotate in the first direction according to a received shift command. In addition, in one example, the idler gear may rotate in the second direction after receiving a parking lock command.

[0049] In another aspect, an actuator assembly in a transmission is provided, the assembly including a shift cam device idlingly coupled to a support shaft; a parking cam device idlingly coupled to the support shaft; a first one-way clutch idlingly coupled to the shift cam device and an idle gear, the idle gear being idlingly coupled to an actuator; and a second one-way clutch idlingly coupled to the parking cam device and the idle gear, the idle gear being idlingly coupled to the actuator; wherein the first and second one-way clutches drive the shift cam device and the parking cam device in opposite rotational directions. In addition, in one example, the shift cam device may be configured to drive a shift fork to induce engagement of the first clutch and the second clutch according to the degree of rotation of the shift cam device. In one example, the first and second one-way clutches may be sprag clutches, which are positioned radially inward from the idle gear. In one example, the support shaft may be fixed at opposite ends of the support shaft. In addition, in one example, the actuator may be a motor, and the idle gear may be engaged with a gear fixedly connected to the motor shaft.

[0050] In another embodiment, a dual function actuator assembly for a transmission is provided. The dual function actuator assembly includes an actuator motor that drives one or more clutches when rotating in a first direction and drives a parking lock system when rotating in a second direction opposite to the first direction.

[0051] Note that the control and estimation routine examples included herein may be used with a variety of powertrain, transmission, and / or vehicle system configurations. The control methods and routines disclosed herein may be stored as executable instructions in a non-transitory memory and may be executed by a control system including a controller in combination with various sensors, actuators, and other vehicle hardware. In addition, the operations, operations, and / or functions described may be graphically represented as code that is to be programmed into a non-transitory memory of a computer-readable storage medium in a vehicle controller to perform the described operations by executing instructions in a system including various hardware components in combination with an electronic controller. If desired, one or more of the method steps described herein may be omitted.

[0052] Although various embodiments are described above, it should be understood that these embodiments are examples only and not limitations. It is obvious to those familiar with the relevant technology that the disclosed subject matter can be embodied in other specific forms without departing from the spirit of the subject matter. Therefore, the above-mentioned embodiments should be regarded as exemplary and non-restrictive in all aspects. Therefore, these specific examples should not be regarded as restrictive because there can be many changes. For example, the above-mentioned technology can be applied to power systems containing different types of propulsion sources, including different types of motors and engines (such as internal combustion engines). The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of various systems and configurations, as well as other features, functions and / or characteristics disclosed herein.

[0053] The following claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. The claims may refer to "an" element or a "first" element or the equivalent. The claims should be understood to include one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are also deemed to be included in the subject matter of the present disclosure.

Claims

1. Transmission components in the transmission, including: a first cam device, the first cam device being idlingly connected to the support shaft; a second cam device, the second cam device being idlingly connected to the support shaft; a first one-way clutch coupled to the first cam gear and an idler gear rotationally coupled to the actuator; as well as a second one-way clutch coupled to the second cam gear and the idler gear; The first one-way clutch and the second one-way clutch drive the first cam device and the second cam device in opposite rotation directions.

2. The transmission assembly according to claim 1, characterized in that: The first cam device is a barrel cam connected to the clutch shift fork.

3. The transmission assembly according to claim 2, characterized in that: The clutch shift fork drives the first clutch and the second clutch.

4. The transmission assembly according to claim 3, characterized in that: The transmission is a two-speed electric transmission.

5. The transmission assembly according to claim 1, characterized in that: The second cam device is a camshaft for driving the parking pawl.

6. The transmission assembly according to claim 1, characterized in that: The first one-way clutch and the second one-way clutch are sprag clutches.

7. The transmission assembly according to claim 1, characterized in that: The actuator is an electric motor; and / or The actuator is an electric motor, and the idler gear is meshed with a gear fixedly connected to a shaft of the electric motor.

8. The transmission assembly according to claim 1, characterized in that: The first one-way clutch and the second one-way clutch are positioned radially inwardly from the idler gear; and / or Both ends of the support shaft are mechanically fixed.

9. The transmission assembly according to claim 1, characterized in that: Also included is a plurality of roller bearings connected to the support shaft, the first cam gear, and the second cam gear.

10. A method of operating a transmission assembly in a transmission, comprising: rotating the idler gear in a first direction to drive the first cam device to rotate; as well as rotating the idler gear in a second direction opposite to the first direction to drive the second cam device to rotate; The transmission assembly comprises: The first cam device is idlingly connected to the support shaft; The second cam device is idlingly connected to the support shaft; a first one-way clutch coupled to the first cam gear and the idler gear, the idler gear rotationally coupled to an actuator; and A second one-way clutch is coupled to the first cam gear and the idler gear.

11. The method according to claim 10, characterized in that Rotation of the idler gear in the first direction drives a first clutch, which meshes with a first gear.

12. The method according to claim 11, characterized in that Also includes The idler gear is further rotated in the first direction to rotate the first cam gear and drive the second clutch engaged with the second gear.

13. The method according to claim 10, characterized in that The idler gear rotates in the second direction to drive the parking cam and make the parking pawl mesh with the parking gear.

14. The method according to claim 10, characterized in that The idler gear rotates in the first direction after receiving a gear shift command.

15. The method according to claim 10, characterized in that The idler gear rotates in the second direction upon receiving a parking lock command.

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