Overrunning clutch and speed change device

Abstract

The invention discloses an overrun clutch and a speed change device. The overrun clutch comprises an inner cylinder, an outer cylinder, a force transmission gear, a first ring piece, a second ring piece and a limiting module. The force transmission gear is arranged in the inner cylinder in a sleeving mode and provided with outer teeth capable of being meshed with the clamping teeth on the outer cylinder, a matching key matched with the spline on the inner cylinder is arranged on the inner wall of the force transmission gear, and a first tooth-shaped part is arranged on one side of the force transmission gear; the first ring piece is arranged on the first tooth-shaped part in a sleeving manner, and a second tooth-shaped part is arranged on the first ring piece; the second ring piece is arranged in the inner cylinder in a sleeving manner and is provided with matching teeth capable of being meshed with the first tooth-shaped part and the second tooth-shaped part; the limiting module can enable the second ring piece and the outer barrel to be connected together by limiting the second ring piece to rotate clockwise and / or anticlockwise relative to the outer barrel. The technical problem that an existing overrunning clutch can only achieve one-way overrunning and is uncontrollable is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of mechanical transmission, and in particular to an overrunning clutch and a speed changing device. Background Art

[0002] An overrunning clutch is a mechanical transmission component with an overrunning state, which allows for mismatched rotational speeds between two shafts. Existing overrunning clutches only have one-way overrunning: either clockwise or counterclockwise, and are uncontrollable, limiting their applicability. Summary of the Invention

[0003] In view of this, the present invention provides an overrunning clutch for solving the technical problem that the existing overrunning clutch can only overrun in one direction and is uncontrollable.

[0004] In order to solve the above technical problems, the present invention adopts the following technical solution: An overrunning clutch, comprising: The inner cylinder has an outer wall provided with a plurality of splines along its circumference; An outer cylinder is sleeved on the inner cylinder, and the outer cylinder is provided with engaging teeth; a power transmission gear, which is sleeved on the inner cylinder and has external teeth that can mesh with the engaging teeth; a matching key that matches each of the splines is provided on the inner wall of the power transmission gear so that it can rotate with the inner cylinder; the power transmission gear can slide axially along the inner cylinder; the power transmission gear has a first position in which the external teeth are engaged with the engaging teeth and a second position in which the external teeth are disengaged from the engaging teeth during its sliding process; the power transmission gear has a tendency to move toward the first position; when the power transmission gear is in the first position, one of the inner cylinder and the outer cylinder can drive the other to rotate; a first tooth-shaped portion is provided on one side of the power transmission gear along its circumference; a first ring member, sleeved on the first tooth-shaped portion and in contact with the power transmission gear, and capable of rotating relative to the power transmission gear, wherein the first ring member is provided with a second tooth-shaped portion identical to the first tooth-shaped portion; a second ring member, sleeved on the inner cylinder, wherein the end of the second ring member is provided with a mating tooth capable of engaging with both the first tooth-shaped portion and the second tooth-shaped portion, wherein a protrusion is provided on the tooth end of one of the mating teeth, and the protrusion is used to limit the relative rotation angle between the mating tooth and the second tooth-shaped portion; And a limiting module is installed on the outer cylinder and can connect the second ring member to the outer cylinder by limiting the clockwise and / or counterclockwise rotation of the second ring member relative to the outer cylinder. When the limiting module limits the rotation in one direction of clockwise or counterclockwise, the rotation speed of the inner cylinder in this direction exceeds the rotation speed of the outer cylinder, which corresponds to a one-way overrun state. When the limiting module limits the clockwise and counterclockwise rotations and the one-way overrun state, the second ring member is misaligned with the first toothed portion, causing the power transmission gear to move to the second position, thereby causing the inner cylinder and the outer cylinder to rotate separately. When the power transmission gear moves to the second position, the first ring member rotates with the outer cylinder under the action of the protrusion.

[0005] In some embodiments of the overrunning clutch, the overrunning clutch further comprises an elastic component, which is connected to the inner cylinder and located at an end away from the second ring, and the elastic component abuts against the power transmission gear so as to enable the power transmission gear to have a tendency to move toward the first position.

[0006] In some embodiments of the overrunning clutch, the elastic component includes an elastic module and a baffle plate, the baffle plate is sleeved and fixed on the inner cylinder, one end of the elastic module abuts against the power transmission gear, and the other end abuts against the baffle plate.

[0007] In some embodiments of the overrunning clutch, the elastic module includes a connecting seat and a plurality of elastic elements, the connecting seat is fixedly connected to the surface of the power transmission gear, the elastic elements are evenly distributed along the circumferential direction, one end of each elastic element is connected to the connecting seat, and the other end is tilted and connected to the baffle.

[0008] In some embodiments of the overrunning clutch, the thickness of the first tooth-shaped portion along its radial direction is a first thickness, the thickness of the second tooth-shaped portion along its radial direction is a second thickness, the thickness of the mating tooth along its radial direction is a third thickness, and the sum of the first thickness and the second thickness is less than or equal to the third thickness.

[0009] In some embodiments of the overrunning clutch, two oblique grooves are formed on the side wall of the second ring, and both of the oblique grooves have a stop side wall, and the two stop side walls face opposite directions; The outer cylinder is provided with two mounting holes which penetrate the outer cylinder in a radial direction thereof, the two mounting holes being able to correspond one to one with the two inclined grooves, and the inner wall of each mounting hole is provided with an annular boss; The limiting module includes two return springs, two clamping members, two rotation limit dial sleeves, two rotation limit dial rods and two driving springs, the two clamping members having a first end portion and a second end portion opposite to each other in the extension direction, the two clamping members being passed through the mounting holes, one end of each return elastic member being connected to each first end portion in a one-to-one manner, and the other end being connected to each annular boss in a one-to-one manner, the shape of the second end portion matching the shape of the oblique groove, one end of each driving spring being connected to a side of each first end portion away from the second end portion in a one-to-one manner, and the other end being connected to each rotation limit dial sleeve in a one-to-one manner, the two rotation limit dial sleeves being sleeved on the outer cylinder and being able to be slidably connected to the outer side wall of the outer cylinder along the axial direction, the rotation limit dial rods being able to drive each rotation limit dial sleeve to slide in a one-to-one manner, and the sliding of the rotation limit dial sleeve being able to compress the driving spring, thereby causing the second end portion to extend into the oblique groove.

[0010] In some embodiments of the overrunning clutch, the tooth portion of the mating tooth is trapezoidal in shape, the tooth portions of the first tooth portion and the second tooth portion are both rectangular teeth, and the spacing between two adjacent rectangular teeth matches the shape of the mating tooth.

[0011] In some embodiments of the overrunning clutch, the outer cylinder includes an outer ring, an intermediate ring and an inner ring, the engaging teeth are arranged on the inner wall of the outer ring, there is a gap between the intermediate ring and the inner ring, the intermediate ring and the inner ring are connected at one end away from the outer ring through a ring platform, and the second ring member is accommodated in the gap.

[0012] In some embodiments of the overrunning clutch, the thickness of the inner ring along its radial direction is the same as the thickness of the spline, and the inner sidewall of the inner ring is in contact with the outer sidewall of the inner cylinder.

[0013] In order to solve the above technical problems, the present invention adopts the following technical solution: A speed change device, comprising an overrunning clutch according to any one of the preceding embodiments: Implementing the embodiments of the present invention will have at least the following beneficial effects: The above-mentioned overrunning clutch is applied to the speed change device, which can make itself and the speed change device have the technical effect of two-way overrunning. Specifically, the inner cylinder and outer cylinder of the overrunning clutch of the present invention are respectively connected to different inputs or outputs, one for inputting power and the other for outputting power. When the power transmission gear is in the first position, the inner cylinder and the outer cylinder can transmit power through the power transmission gear, and the limiting module can limit the second ring to rotate clockwise and / or counterclockwise relative to the outer cylinder. It is divided into three states, among which the two unidirectional limiting rotations can produce two unidirectional overrunning states. In the two unidirectional overrunning states and at the same time After limiting the clockwise and counterclockwise rotation, once the speeds of the inner cylinder and the outer cylinder are inconsistent, the second ring and the first toothed portion will be misaligned due to the different rotation speeds. The extrusion force generated by the misalignment causes the power transmission gear to move to the second position. After the power transmission gear moves to the second position, it disengages and causes the inner cylinder and the outer cylinder to rotate separately. When the power transmission gear moves to the second position, the protrusion on the second ring can rotate with the first ring. The protrusion is stuck on the first ring, which can maintain the position and prevent the power transmission gear from resetting to the first position in this state. This solves the technical problem that the existing overrunning clutch can only overtake in one direction. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0015] Figure 1 Schematic diagram of the overall structure of a speed change device in one embodiment; Figure 2 2 is a schematic structural diagram of a first transmission mechanism and a second transmission mechanism in one embodiment; Figure 3 is a schematic structural diagram of a second transmission mechanism in one embodiment; Figure 4 for Figure 3 Structural cross-section of the AA section; Figure 5 is a partial structural diagram of a speed change device in one embodiment; Figure 6 for Figure 5 Schematic diagram of the structure of the middle drive module; Figure 7 for Figure 1 A schematic diagram of the structure of the middle clamping element and the elastic element; Figure 8 Schematic diagram of a planar expansion of an annular groove in one embodiment; Figure 9Schematic diagram of a planar expansion of an annular groove in one embodiment; Figure 10 A schematic diagram of the connection principle of a sub-control switch, a high-low gear transfer switch, and four brake modules in one embodiment; Figure 11 Schematic diagram of the overall structure of an overrunning clutch in one embodiment; Figure 12 for Figure 11 Schematic diagram of the explosion structure of the overrunning clutch; Figure 13 for Figure 11 Schematic diagram of the structure of the middle and outer cylinders; Figure 14 for Figure 12 Schematic diagram of further explosion structure of the middle part structure; Figure 15 for Figure 14 Schematic diagram of the connection relationship when the middle power transmission gear is in the first position; Figure 16 for Figure 14 Schematic diagram of the connection relationship when the middle power transmission gear is in the second position; Figure 17 for Figure 12 Schematic diagram of the structure of the medium elastic module; Figure 18 for Figure 12 A schematic structural diagram of the second ring; Figure 19 A schematic diagram of the structure of a restriction module in one embodiment; Figure 20 for Figure 19 Radial cross-section of section B.

[0016] in: 1. Input shaft; 2. First transmission mechanism; 21. First shaft; 22. First auxiliary shaft; 23. First connecting assembly; 24. First power disconnect assembly; 25. First transmission gear; 3. Second transmission mechanism; 31. Second shaft; 32. Second auxiliary shaft; 33. Second connecting assembly; 34. Second power disconnect assembly; 341. Third sun gear; 342. Fourth sun gear; 343. Second planetary carrier; 344. Second brake module; 345. Third planetary gear; 346. Second connecting shaft; 347. Fourth planetary gear; 348. Fourth brake module; 35. Second transmission gear; 4. Output mechanism; 41. Output shaft; 42. Speed ​​change gear; 43. Shift assembly; 5. Shift mechanism; 51. Drive assembly; 511. Drive module; 5111. Operating lever; 5112. Mounting housing; 5113. Drive rod; 5114. Ratchet; 512. Shift drum; 5121. Annular groove; 51211. First reference groove; 51212. First shift groove; 51213. Second reference groove; 51214. Second shift groove; 5122. Clamping groove; 52. Control lever; 521. Protrusion; 53. Clamping element; 54. Elastic element; 55. Elastic assembly; 551. First elastic member; 552. First fixing ring; 553. Second elastic member; 554. Second fixing ring; 6. Sub-control switch; 7. High and low gear conversion switch; 8. Limited transfer parts; 91. Inner cylinder; 911. Spline; 92, outer cylinder; 921, outer ring; 922, intermediate ring; 923, inner ring; 924, mounting hole; 925, annular boss; 926, engaging teeth; 93. Power transmission gear; 931. External teeth; 932. Matching key; 933. First tooth-shaped portion; 94. First ring member; 941. Second toothed portion; 95, second ring; 951, mating teeth; 952, protrusion; 953, inclined groove; 9531, stopper side wall; 96, limit module; 961, return spring; 962, clamp; 963, rotation limit dial sleeve; 964, rotation limit dial lever; 965, drive spring; 97, elastic component; 971, elastic module; 9711, connecting seat; 9712, elastic element; 972, baffle; C: Axial overlap area. DETAILED DESCRIPTION

[0017] To facilitate understanding of the present invention, the present invention will be described more fully below with reference to the accompanying drawings. The accompanying drawings illustrate preferred embodiments of the present invention. However, the present invention may be implemented in many other forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and comprehensive understanding of the present disclosure.

[0018] It should be noted that when an element is referred to as being "fixed to" another element, it may be directly attached to the other element or there may be an intermediate element. When an element is referred to as being "connected to" another element, it may be directly connected to the other element or there may be an intermediate element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only.

[0019] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one skilled in the art to which this invention pertains. The terms used in this specification of the present invention are for the purpose of describing specific embodiments only and are not intended to limit the present invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0020] It should be emphasized and explained here that the various connection methods involved in the present invention can be arbitrary unless specifically stated. For example, the fixed connection can be achieved by bolts and nuts, detachable fixation, welding or one-piece molding, the sliding connection can be achieved through grooves and guide rail structures of various shapes, and the rotating connection can be achieved through hinges, rotating shafts, etc., as long as the existing method can achieve the corresponding connection relationship.

[0021] The transmission is a key component in a vehicle's drivetrain, altering the engine's speed and torque to achieve gear changes. Traditional transmissions require power to be cut off to shift gears, which creates a significant impact.

[0022] At present, vehicle acceleration is an important indicator to measure its maneuverability, and acceleration performance is directly affected by gear shifting technology. Existing vehicles in my country use fixed-axis gear transmissions and multi-speed transmissions with synchronizer shifting. When shifting gears during vehicle acceleration, the main clutch needs to be disconnected, and the power transmission is interrupted, which greatly reduces the vehicle's acceleration performance. In recent years, most of the hydromechanical integrated transmission technology solutions adopted by vehicles have adopted wet clutch shifting solutions because it is difficult to completely cut off the power during gear shifting. During the gear shifting process, the clutch needs to gradually build up oil pressure to avoid excessive gear shifting shock. Generally, gear shift buffering technology is used, which greatly prolongs the gear shifting time. In summary, in order to achieve high maneuverability, future vehicles will need a new type of gear shifting technology that can not interrupt power transmission.

[0023] The following combination Figure 1-20 The overrunning clutch and the speed change device involved in the present invention are further explained.

[0024] In an embodiment of a speed change device with uninterrupted power, the speed change device includes an input shaft, a first transmission mechanism, a second transmission mechanism, an output mechanism, a shift mechanism, and a sub-control switch. The input shaft is used to connect to a power source. The first transmission mechanism includes a first shaft, a first auxiliary shaft, a first connecting assembly, a first power disconnecting assembly, and a plurality of first transmission gears. One end of the first shaft is engaged with the input shaft, and the other end is transmission-connected to the first auxiliary shaft via the first power disconnecting assembly. The output end of the first power disconnecting assembly, which faces away from the first shaft, is transmission-connected to the first auxiliary shaft via the first connecting assembly. Each first transmission gear is mounted on the first auxiliary shaft. The first power disconnecting assembly has an on-state that enables power from the first shaft to be transmitted to the first auxiliary shaft, and a off-state that disconnects the first shaft from the first auxiliary shaft. The first connecting assembly has an overrunning state that enables the rotational speed of the first shaft and the rotational speed of the first auxiliary shaft to be unequal in the on-state. The second transmission mechanism includes a second shaft, a second auxiliary shaft, a second connecting assembly, a second power disconnect assembly, and a plurality of second transmission gears. One end of the second shaft is meshed with the input shaft, and the other end is transmission-connected to the second auxiliary shaft via the second power disconnect assembly. The output end of the second power disconnect assembly, facing away from the second shaft, is transmission-connected to the second auxiliary shaft via a second connecting member. Each second transmission gear is mounted on the second auxiliary shaft. The second power disconnect assembly has an on-state, enabling power from the second shaft to be transmitted to the second auxiliary shaft, and a off-state, disconnecting the second shaft from the second auxiliary shaft. The second connecting member has an overrunning state, enabling the rotational speed of the second shaft and the rotational speed of the second auxiliary shaft to differ in the on-state. The output mechanism includes an output shaft, at least two speed gears, and at least two shift assemblies. Each speed gear is movably mounted on the output shaft, and each shift assembly is slidably mounted on the output shaft. Sliding of the shift assembly along the axial direction of the output shaft secures the adjacent speed gear to the output shaft. Each speed gear meshes with a first transmission gear and a second transmission gear, respectively. The shift mechanism includes a drive assembly and a control rod with the same number of shift assemblies. Each control rod is connected to a corresponding shift assembly. The drive assembly can drive each control rod to move, causing the two shift assemblies to slide simultaneously. This allows one shift assembly to engage with the corresponding speed gear when the other shift assembly is not disengaged from the corresponding speed gear. During a shift, one of the first and second transmission gears engages with the speed gear corresponding to the starting gear, while the other engages with the speed gear corresponding to the target gear. The number of sub-control switches is the same as the speed gear. The sub-control switches are located at both ends of the control rod's movement direction. When driven by the drive assembly, the control rod can trigger the sub-control switches. The sub-control switches are in communication with the power disconnect assembly in the transmission mechanism corresponding to the speed gear engaged by the shift assembly driven by the control rod. When the sub-control switch is triggered, the corresponding power disconnect assembly switches to the on-mode.

[0025] In this embodiment, the transmission device incorporates two transmission mechanisms. During gear shifting, gears can be shifted on two auxiliary shafts within each transmission mechanism. During a gear shift, the shift mechanism drives the shift paddle assembly to engage the target gear before the initial gear is fully disengaged. This ensures uninterrupted power during the shift process, resolving the technical issues of power interruption and significant impact during prior gear shifting. Furthermore, the transmission device of the present invention utilizes a gear transmission with multiple gear ratios, eliminating traditional synchronizer or wet clutch shifting methods. Instead of discrete shifts between gears, it utilizes continuous shifting, eliminating power interruption throughout the entire shift process. This improves the vehicle's acceleration and traction, thereby enhancing both power and economy, as well as shifting smoothness. Furthermore, it is suitable for high-power vehicles.

[0026] The traditional hydromechanical integrated transmission technology solution uses a wet clutch for gear shifting. The wet clutch is large in size, heavy, expensive, and has a short lifespan. It has disadvantages such as displacement torque and low efficiency, which makes the price of the integrated transmission device tens of thousands or even hundreds of thousands, while the transmission efficiency is only about 80%. The present invention adopts an uninterrupted power shifting method. During the shifting process, there is no need to cut off the engine power, and the wet clutch is completely abandoned. It will greatly improve the power density of the vehicle's speed change mechanism, reduce costs, and increase lifespan. In addition, the currently rapidly developing electric drive technology and hybrid power technology both have the problem that the motor characteristics cannot meet the vehicle's driving needs. After adopting the uninterrupted power transmission shifting technology proposed in the present invention, the electric drive can be more adapted to the needs of vehicle use.

[0027] When a vehicle is traveling on a steep slope or an unstructured road, and the driving conditions are very complex, the transmission device of this embodiment can, after being applied to the vehicle, allow the gear to be changed at will during the acceleration or deceleration process of the vehicle, so that the vehicle can obtain more new performance and working conditions. For example, when climbing a slope, the transmission device of this embodiment can be applied to switch to a low gear without interrupting the power, thereby obtaining greater traction, while existing vehicles will have difficulty shifting gears when the power is cut off.

[0028] It's important to emphasize that during use, the power disconnect assembly in the transmission mechanism corresponding to the gear position is always in the on-mode. When switching between the starting and target gear positions and both shift assemblies are engaged with their corresponding speed gears, both the first and second power disconnect assemblies are in the on-mode, meaning they trigger the split-control switch. After the starting gear position is disengaged, the corresponding power disconnect assembly switches to the off-mode, meaning the corresponding control lever deactivates the split-control switch.

[0029] More specifically, the shift assembly includes a shift sleeve and a shift fork, and a synchronizer may be added, which is an existing clutch component that enables the corresponding speed gear to be locked together with the output shaft.

[0030] In an embodiment of a speed change device with uninterrupted power, a first power disconnect assembly includes a first sun gear, a second sun gear, a first planetary carrier, a first brake module, at least two first planetary gears, at least two first connecting shafts, and at least two second planetary gears, wherein the first sun gear is meshed with the first shaft, the second sun gear is meshed with the first auxiliary shaft, the first planetary carrier is located between the first sun gear and the second sun gear, each first planetary gear is evenly meshed with the circumference of the first sun gear, each second planetary gear is evenly meshed with the second sun gear, each first connecting shaft is passed through the first planetary carrier, one end of each first connecting shaft is fixedly connected to the first planetary gear, and the other end is fixedly connected to the second planetary gear. The first brake module is communicatively connected to the corresponding sub-control switch, and the first brake module has a mode for braking the first planetary carrier and a mode for releasing the first planetary carrier. When the first brake module brakes the first planetary carrier, the first planetary carrier is stationary relative to the first shaft. When the first brake module brakes the first planetary carrier, it is in a connection mode, and when the first brake module releases the first planetary carrier, it is in a disconnection mode.

[0031] In this embodiment, specifically, the first brake module is placed outside the first planet carrier, and the first planet carrier is braked and stopped externally. Figure 2 As shown, when the first brake module is in the engaged mode, power from the input shaft passes through the first sun gear, the first planetary gears, and the second planetary gears in sequence before being transferred to the second sun gear. The second sun gear then drives the first auxiliary shaft to rotate, resulting in stable power transmission. This is because after the first planetary carrier is braked, the first connecting shaft connecting the first and second planetary gears is also braked. As a result, the first planetary gear can only rotate under the action of the first sun gear, which in turn drives the second planetary gear to rotate through the first connecting shaft, thereby transferring power to the second sun gear. In the disconnected mode, when the first brake module releases the first planetary carrier, power from the input shaft is transferred to the first sun gear. Because the first planetary carrier is released, the resistance of the first planetary carrier is lower than that of the first auxiliary shaft. Therefore, power is transferred to the side with less resistance, causing the first planetary carrier to idle. Specifically, during idle rotation, the rotation of the first sun gear drives the first planetary gears to orbit around the first sun gear. This rotation of the first planetary carrier drives the second planetary gears to orbit around the second sun gear, without fully initiating the second sun gear's rotation.

[0032] It should be noted that both the first sun gear and the first planetary gears can be spur gears or helical gears.

[0033] In an embodiment of a speed change device with uninterrupted power, the second power disconnect assembly includes a third sun gear, a fourth sun gear, a second planetary carrier, a second brake module, at least two third planetary gears, at least two second connecting shafts, and at least two fourth planetary gears, wherein the third sun gear is meshed with the second shaft, the fourth sun gear is meshed with the second auxiliary shaft, the second planetary carrier is located between the third sun gear and the fourth sun gear, each third planetary gear is evenly meshed with the circumference of the third sun gear, each fourth planetary gear is evenly meshed with the fourth sun gear, each second connecting shaft is passed through the second planetary carrier, one end of each second connecting shaft is fixedly connected to the third planetary gear, and the other end is fixedly connected to the fourth planetary gear. The second brake module is communicatively connected to the corresponding sub-control switch, and the second brake module has a mode for braking the second planetary carrier and a mode for releasing the second planetary carrier. When the second brake module brakes the second planetary carrier, the second planetary carrier is stationary relative to the second shaft. When the second brake module brakes the second planetary carrier, it is in a connection mode, and when the second brake module releases the second planetary carrier, it is in a disconnection mode.

[0034] In combination with the previous embodiment, the structural composition and transmission mode of the second power connecting and disconnecting assembly in this embodiment are exactly the same as those of the first power connecting and disconnecting assembly, and will not be described in detail.

[0035] Combined with the previous embodiment, combined with Figure 2 and Figure 3 There is at least one first transmission gear on the first auxiliary shaft, and at least one second transmission gear on the second auxiliary shaft, which are first gear and second gear respectively. When there are multiple gears, for example, five gears are set, five transmission gears are required accordingly, which are divided into first gear, second gear, third gear, fourth gear and fifth gear. When shifting gears, it is necessary to switch between the first auxiliary shaft and the second auxiliary shaft to achieve uninterrupted power shifting. Therefore, the transmission gears corresponding to the odd-numbered gears are set on one auxiliary shaft, and the transmission gears corresponding to the even-numbered gears are set on another auxiliary shaft, and the six speed gears are meshed with each transmission gear one by one.

[0036] It can be understood that, generally speaking, the speeds of the first, second, third, fourth and fifth gears gradually increase, which is related to the transmission ratio of the corresponding speed teeth and transmission gears. Conversely, the speed of the second gear in sequential shifting can exceed that of the third or even fourth gear. This is intended to illustrate that the speed change device of the present invention is not limited to the speed between gears. The main point is that during the shifting process, the transmission gear on one auxiliary shaft is shifted to another auxiliary shaft, and the transmission gears corresponding to the two adjacent gears are not on the same auxiliary shaft during the shifting process.

[0037] In an embodiment of a non-stop power transmission device, the number of transmission teeth is an even number. The first power disconnect assembly also includes a third brake module, which can replace the first brake module for connection. When the third brake module brakes, the first planetary carrier and the first auxiliary shaft can rotate at the same speed. The second power disconnect assembly also includes a fourth brake module, which can replace the second brake module for connection. When the fourth brake module brakes, the second shaft and the second auxiliary shaft can rotate at the same speed. When the first brake module and the second brake module are both connected to the circuit, it is the first group of gears. When the third brake module and the fourth brake module are both connected to the circuit, it is the second group of gears. The transmission device also includes a high-low gear conversion switch. The high-low gear conversion switch is used to switch the first group of gears or the second group of gears to the circuit.

[0038] In this embodiment, by setting the third brake module and the fourth brake module, the gear positions can be doubled. For example, the two speed gears can be changed from the original two gears to four gears. It can be understood that the high and low gear conversion switch is set to switch between two groups of gears, that is, the first brake module and the third brake module are used when the transition is alternating, and the second brake module and the fourth brake module are used when the transition is alternating. In addition, it can be understood that the number of speed gears corresponds to the number of gear positions, which is also an even number.

[0039] Specifically, taking the third brake module as an example, the first planet carrier can be annular, with the third brake module located within the ring of the first planet carrier and connected to the first shaft. The third brake module can be a drum brake. During braking, the third brake module can lock the first planet carrier and the first shaft, causing the first planet carrier and its planetary gears to lock with the first shaft. This in turn causes the second planetary gears to mesh and, through their teeth, propel the second sun gear to rotate at the same speed and in the same direction as the first shaft, thereby driving the first auxiliary shaft to rotate. This overall rotation is equivalent to the sun gear and planetary gears being locked, thus achieving a transmission ratio of one. Alternatively, the end of the first auxiliary shaft facing the first shaft can be hollow, with the first shaft extending into the first auxiliary shaft, and the third brake module positioned in the gap between the first and auxiliary shafts. The third brake module can also be a drum brake, directly locking the first and auxiliary shafts to achieve a transmission ratio of one. The fourth brake module and the corresponding arrangement between the second planet carrier and the second auxiliary shaft are similarly configured and will not be further described.

[0040] In addition, the even number of speed teeth can be two, four, six gears, etc. When the first brake module and the second brake module brake, the sun gear-planetary gear are linked, and the transmission ratio can be set. When the third brake module and the fourth brake module brake, the first shaft / second shaft and the corresponding auxiliary shaft are connected together to form one shaft. At this time, the transmission ratio is one, thereby achieving doubling of the gear positions.

[0041] In an embodiment of an uninterruptible power transmission device, a drive assembly includes a drive module and a shift drum. The outer wall of the shift drum is circular, and the axial direction of the shift drum is parallel to the control rod. At least two annular grooves are defined on the outer wall of the shift drum. Each control rod has a protrusion that can extend into the annular groove, and the protrusions on a control rod extend into each annular groove in a one-to-one correspondence. The annular groove has a first reference groove, a first shift groove, a second reference groove, and a second shift groove that are sequentially connected along its circumference. When the protrusion slides in the first reference groove and the second reference groove, the control rod remains in place. When the protrusion slides in the first shift groove and the second shift groove, the movement directions of the protrusion are opposite. The shift grooves in one annular groove of two adjacent gear positions have axially overlapping portions with the shift grooves in the other annular groove.

[0042] The shift groove spacing can be divided into a complete circle according to the number of gears. For an even number of gears, the shift grooves overlap at both ends, with the top of the first gear and the bottom of the last gear overlapping. Removing the overlapping portion bisects the entire circle. For an odd number of gears, the top of the first gear and the bottom of the last gear do not overlap, similarly bisecting the entire circle after removing the overlapping portion. Furthermore, the projections move in opposite directions when sliding in the first and second shift grooves, meaning they move left and right along the axis of the shift drum.

[0043] In this embodiment, the driving module can be composed of an existing joystick structure with an automatic rebound function. Figure 8 and Figure 9 The diagrams shown correspond to five and six gear positions, respectively. The circled numbers in the diagram represent the corresponding gear positions, such as first and second gears, and the same applies to other positions. It should be noted that one annular groove corresponds to at most two shift grooves: the first and second shift grooves. These two shift grooves protrude in opposite directions relative to the reference groove, corresponding to the left and right movement of the control lever. When there are only two gear positions, first and second gears, each annular groove may have only one reference groove and one shift groove. The corresponding shift grooves have an axial overlap, representing the overlapping area where the starting and target gears are simultaneously engaged.

[0044] In addition, in combination with the previous embodiment, it should be specially noted here that only when the gear position is an even number, can a second set of gear positions, i.e., auxiliary transmission, be set. The even-numbered gear positions can cooperate with the third brake module and the fourth brake module to realize an actual gear position that is twice the speed gear. As for the odd-numbered gear positions, since the transmission gears of the first gear position and the last gear position are both located on an auxiliary shaft, and the gear switching is performed alternately on the two auxiliary shafts, the odd-numbered gear positions cannot be set with a second set of gear positions.

[0045] Further, specifically, the connection logic of the high and low gear conversion switch, the sub-control switch and the four brake modules is as follows: Figure 10 As shown, Figure 10 The center corresponds to three states. The two contacts at the top correspond to the two auxiliary shafts and their corresponding sub-control switches, which are grouped together. For example, if there are six gears, each corresponds to three sub-control switches. From left to right below are the first brake module, the third brake module, the second brake module, and the fourth brake module. Taking the sixth gear as an example, the left state corresponds to gears one through six, the middle state corresponds to gears six through seven (gear seven corresponds to the next gear after one rotation, and so on). The right state corresponds to gears seven through eight and eight through twelfth.

[0046] Among them, the high and low gear conversion switch can be manually operated. Taking the six gears as an example, when switching from the sixth gear to the seventh gear, first manually trigger the high and low gear shift switch from the left state to the middle state, and then pull the drive module to shift gears.

[0047] Specifically, the driving module is a control component with an automatic rebound function, referring to Figure 5 and Figure 6 As shown, the driving module includes an operating lever, a mounting shell, two driving levers and two ratchets. The operating lever can be rotated forward and backward under the force of the user, and the mounting shell is driven to rotate during the rotation process. The ends of the two driving levers are connected to the operating lever or on the forward and backward movement path of the operating lever. The two ratchets are arranged side by side along the axial direction of the shift drum, and the teeth rotate in opposite directions. The two driving levers correspond to the positions of the two ratchets one by one. The front and rear of the operating lever can respectively act on the corresponding ratchets through the driving levers, thereby driving the shift drum to rotate in one direction, and then reset by the spring.

[0048] In an embodiment of an uninterrupted power transmission device, the drive assembly further includes a rotation limiting member, which is externally disposed on the shift drum and is capable of limiting the number of revolutions of the shift drum.

[0049] In this embodiment, the number of rotations of the shift drum can be limited by the rotation limiter, thereby avoiding excessive rotation of the shift drum. Correspondingly, the limit can be set to one or two circles. One circle corresponds to when the third brake module and the fourth brake module are not set. At this time, the shift drum rotates one circle and passes through all gears. After the third brake module and the fourth brake module are set in the second gear, the gear range is doubled, so the corresponding rotation limiter can limit two circles.

[0050] For the specific structure of the rotation limiter, please refer to the attached Figure 5, it is a non-complete gear structure. If two teeth are set with one groove, it is limited to one circle. If three teeth are set with two grooves, it is limited to two circles. The rotation limiter can limit the rotation stroke under the action of external structural parts. For example, because it is a non-complete gear structure, a hole groove structure can be set in which the circumferential surface can rotate but the teeth are stuck. In addition, friction can be used to limit the rotation limiter itself from rotating under external factors such as gravity. A protruding tooth is provided at the corresponding position of the shift drum. During the rotation process, the tooth can cooperate with the rotation limiter and briefly engage the transmission. The shift drum rotates one circle and the engagement with the rotation limiter can cause the rotation limiter to rotate one tooth position, thereby achieving the purpose of limiting the number of circles.

[0051] In an embodiment of an uninterrupted power transmission device, the outer wall of the shift drum is uniformly circumferentially defined with slots equal in number to the number of shift teeth. The shift mechanism further includes a latching element and an elastic element. The latching element extends into the slots and is capable of limiting rotation of the shift drum when unpowered. The end of the elastic element is connected to the latching element. When the drive assembly drives the shift drum to rotate, the latching element is capable of disengaging from the slots.

[0052] In this embodiment, it can be understood that the elastic element is connected to an external device, such as the inner wall or shell of the corresponding installation chamber of the motor vehicle. The clamping element and the elastic element are used to limit the rotation of the shift drum due to environmental factors such as vibration after shifting, improve accuracy and avoid affecting normal power transmission. The clamping force of the clamping element is relatively small, and the shift drum is generally rotated by the drive assembly. For example, human drive can make the clamping element disengage from the slot.

[0053] Specifically, the shape of the card slot is hemispherical, and the corresponding card connection element is also spherical or bullet-shaped, which is convenient for disengagement.

[0054] In an embodiment of an uninterrupted power transmission device, a shift assembly is sleeved on a control rod. The shift mechanism further includes an elastic assembly, the number of the elastic assemblies being equal to the number of the control rods and being disposed one-to-one on the control rods. The elastic assembly includes a first elastic member, a first fixing ring, a second elastic member, and a second fixing ring. The first fixing ring and the second fixing ring are both fixedly connected to the control rod and are located on opposite sides of a connection between the shift assembly and the control rod. The first elastic member and the second elastic member are both sleeved on the control rod. One end of the first elastic member is connected to the shift assembly and the other end is connected to the first fixing ring. The second elastic member has one end connected to the shift assembly and the other end is connected to the second fixing ring.

[0055] In this embodiment, by providing a first elastic member, a first fixing ring, a second elastic member and a second fixing ring, when the resistance of the shift assembly is large and it is difficult to shift and disconnect the gear immediately when the shift assembly is disengaged, the elastic force of the first elastic member and the second elastic member can be used to make the control rod move relative to the shift assembly. In this way, the sub-control switch can be loosened first to cut off the power source of the auxiliary shaft, and then the shift assembly can be prompted to complete the shifting under the elastic force of the first elastic member and the second elastic member.

[0056] In addition, it should be emphasized here that when shifting gears, two shift assemblies need to move together. Therefore, the transmission gears corresponding to the starting gear and the target gear cannot be controlled by one shift assembly. Taking the first gear, second gear, and third gear as an example, the first gear is shifted to the second gear, and the second gear is shifted to the third gear. At this time, the first gear and the third gear can be controlled by one shift assembly, while the second gear is controlled by another shift assembly and is on another auxiliary shaft.

[0057] In a kind of embodiment of the speed change device of uninterrupted power, the first connecting assembly and / or the second connecting assembly are an overrunning clutch. In the present embodiment, the overrunning clutch can be selected for use as the common overrunning clutch that can be bought on the market.

[0058] The following combination Figure 11-20 The overrunning clutch involved in the present invention is further explained.

[0059] The first connecting assembly and / or the second connecting assembly is an overrunning clutch. Unlike existing overrunning clutches that are only capable of one-way overrunning, in one embodiment of the overrunning clutch, the overrunning clutch comprises an inner cylinder, an outer cylinder, a transmission gear, a first ring, a second ring, and a limiting module. The outer wall of the inner cylinder is provided with a plurality of splines along its circumference. The outer cylinder is sleeved within the inner cylinder and provided with engaging teeth. The transmission gear is sleeved within the inner cylinder and has external teeth that mesh with the engaging teeth. The inner wall of the transmission gear is provided with mating keys that match the splines, allowing it to rotate with the inner cylinder. The transmission gear is capable of sliding axially along the inner cylinder. During its sliding, the transmission gear has a first position in which the external teeth engage with the engaging teeth and a second position in which the external teeth disengage from the engaging teeth. The transmission gear has a tendency to move toward the first position. When in the first position, one of the inner cylinder and the outer cylinder can drive the other to rotate. A first toothed portion is provided on one side of the transmission gear along its circumference. The first ring is fitted over the first toothed portion and abuts the power transmission gear, allowing it to rotate relative to the power transmission gear. The first ring is provided with a second toothed portion identical to the first toothed portion. The second ring is fitted over the inner cylinder. The end of the second ring is provided with mating teeth that can mesh with both the first and second toothed portions. A protrusion is provided on the end of one of the mating teeth to limit the relative rotation angle between the mating tooth and the second toothed portion. The limiting module is installed on the outer cylinder and can connect the second ring member to the outer cylinder by limiting the second ring member from rotating clockwise and / or counterclockwise relative to the outer cylinder. When the limiting module limits the rotation in one direction of clockwise or counterclockwise, the rotation speed of the inner cylinder in this direction exceeds the rotation speed of the outer cylinder, which corresponds to a one-way overrun state. When the limiting module limits the rotation in clockwise and counterclockwise directions and the one-way overrun state, the second ring member is misaligned with the first toothed portion, causing the power transmission gear to move to the second position, thereby causing the inner cylinder and the outer cylinder to rotate separately. When the power transmission gear moves to the second position, the first ring member rotates with the outer cylinder under the action of the protrusion.

[0060] In this embodiment, the inner cylinder and outer cylinder of the overrunning clutch of the present invention are respectively connected to different inputs or outputs, one for inputting power and the other for outputting power. When the power transmission gear is in the first position, the inner cylinder and the outer cylinder can transmit power through the power transmission gear, and the limiting module can limit the second ring member from rotating clockwise and / or counterclockwise relative to the outer cylinder, which is divided into three states, among which two unidirectional rotation restrictions can produce two unidirectional overrunning states. After the two unidirectional overrunning states and the simultaneous restriction of clockwise and counterclockwise rotation, once the speeds of the inner cylinder and the outer cylinder are inconsistent, the second ring member and the first toothed portion will be misaligned due to the different rotation speeds. The extrusion force generated by the misalignment causes the power transmission gear to move to the second position. After the power transmission gear moves to the second position, it disengages and causes the inner cylinder and the outer cylinder to rotate separately. When the power transmission gear moves to the second position, the protrusion on the second ring member can rotate with the first ring member. The protrusion is stuck on the first ring member, which can maintain the position to prevent the power transmission gear from resetting to the first position in this state. This solves the technical problem that the existing overrunning clutch can only overrun in one direction.

[0061] Specifically, the first ring is provided with a second toothed portion that is identical to the first toothed portion. The inner diameter of the first ring matches the outer portion of the first toothed portion, and enables the first ring to rotate on the first toothed portion but not to move axially. If the first toothed portion and the second toothed portion are identical, they can engage with the mating teeth of a second ring to avoid the situation where engagement is not possible. In addition, the function of the protrusion is that when the mating teeth and the second toothed portion are misaligned, the protrusion will abut against the side wall of the second toothed portion so that the mating teeth can continue to drive the first ring to rotate through the second toothed portion. At this time, the rotation between the first ring and the power transmission gear is no longer synchronized. The power transmission gear rotates under the action of the inner cylinder, and the first ring rotates under the action of the outer cylinder. Due to the action of the protrusion, one of the mating teeth always presses against one of the teeth of the second toothed portion, and then the axial restriction of the first ring overcomes the tendency of the power transmission gear to return to the first position. In this way, it can not only enable the second ring to rotate, but also restrict the power transmission gear from returning to the first position, and also avoid the vibration of repeated engagement after the first ring and the second ring are misaligned.

[0062] In addition, the outer cylinder and the inner cylinder are driven by each other through gears, which can reduce frictional heat and transmit greater torque compared to the friction of the existing overrunning clutch.

[0063] It should be noted that this embodiment has four states, namely, the engaged state when the power transmission gear is in the first position, the clockwise overrunning state, the counterclockwise overrunning state and the disengaged state when the power transmission gear is in the second position.

[0064] It can be understood that the inner cylinder and the outer cylinder may have relative displacement due to different rotation speeds, that is, relative clockwise rotation and relative counterclockwise rotation.

[0065] In addition, the power transmission gear has a tendency to move toward the first position. It can be driven by no external components under the action of its own gravity. At this time, the entire overrunning clutch is placed vertically, or it can be under the action of elastic force. For example, in an embodiment of an overrunning clutch, the overrunning clutch also includes an elastic component, which is connected to the inner cylinder and is located at the end away from the second ring. The elastic component abuts against the power transmission gear so that the power transmission gear can have a tendency to move toward the first position.

[0066] In this embodiment, an elastic component is provided so that the power transmission gear has a tendency to move toward the first position under the action of the elastic component. When the power transmission gear moves from the first position to the second position, the elastic component is compressed.

[0067] In an embodiment of the overrunning clutch, the elastic component includes an elastic module and a baffle plate. The baffle plate is sleeved and fixed on the inner cylinder. One end of the elastic module abuts against the power transmission gear, and the other end abuts against the baffle plate.

[0068] In this embodiment, by providing a baffle in the elastic component, the elastic module can be better confined between the power transmission gear and the baffle, with a higher degree of integration. No external components are relied upon to block the elastic module, which is conducive to forming an overall modular design.

[0069] In an embodiment of an overrunning clutch, the elastic module includes a connecting seat and multiple elastic elements. The connecting seat is fixedly connected to the surface of the power transmission gear. The elastic elements are evenly distributed along the circumferential direction. One end of each elastic element is connected to the connecting seat, and the other end is tilted and connected to the baffle.

[0070] In this embodiment, specifically, there may be three or more elastic elements. By providing multiple elastic elements, the elastic force can be made more uniform and stable.

[0071] In an embodiment of an overrunning clutch, the thickness of the first tooth-shaped portion along its radial direction is a first thickness, the thickness of the second tooth-shaped portion along its radial direction is a second thickness, the thickness of the mating tooth along its radial direction is a third thickness, and the sum of the first thickness and the second thickness is less than or equal to the third thickness.

[0072] In this embodiment, by setting the third thickness to be greater than or equal to the sum of the first thickness and the second thickness, the mating teeth can engage with the first tooth-shaped portion and the second tooth-shaped portion at the same time.

[0073] In one embodiment of the overrunning clutch, the second ring member has two oblique grooves formed on its sidewall, each having a stopper sidewall facing in opposite directions. The outer tube has two mounting holes extending radially through the outer tube, the two mounting holes corresponding one-to-one with the two oblique grooves, and an annular boss formed on the inner wall of each mounting hole. The limiting module includes two return springs, two clamping members, two rotation limit dial sleeves, two rotation limit dial rods and two driving springs. The two clamping members have a first end and a second end opposite to each other along the extension direction. The two clamping members are passed through the mounting holes. One end of each return elastic member is connected to each first end in a one-to-one manner, and the other end is connected to each annular boss in a one-to-one manner. The shape of the second end matches the shape of the oblique groove. One end of each driving spring is connected to the side of each first end away from the second end in a one-to-one manner, and the other end is connected to each rotation limit dial sleeve in a one-to-one manner. The two rotation limit dial sleeves are sleeved on the outer cylinder and can be slidably connected to the outer side wall of the outer cylinder along the axial direction. Each rotation limit dial rod can drive each rotation limit dial sleeve to slide in a one-to-one manner. The sliding of the rotation limit dial sleeve can compress the driving spring, thereby causing the second end to extend into the oblique groove.

[0074] In this embodiment, external force can act on one or two rotation limit levers to cause the corresponding rotation limit sleeve to move axially. The axially moving rotation limit sleeve will compress the driving spring to enable the corresponding card to extend into the inclined groove. The cooperation between the card and the inclined groove can limit the one-way rotation, which is specifically achieved by the stop side wall of the inclined groove. The stop side wall of the inclined groove can be arranged radially along the second ring member. When the card hits the stop side wall, it will be stuck, thereby entering a one-way overtaking state. When this direction is stuck, when rotating relative to the other direction, the card will disengage from the inclined groove and hit the side wall of the second ring member. At this time, under the action of the driving spring and the return spring, the card can retract. When the rotation limit sleeve is pushed back to its original position, the card will be reset under the action of the return spring.

[0075] Specifically, a plurality of sliding grooves and slider structures can be evenly distributed along the axial direction of the outer cylinder to facilitate limiting the sliding direction of the rotation limiting sleeve.

[0076] In an embodiment of the overrunning clutch, the tooth portion of the mating tooth is trapezoidal in shape, the tooth portions of the first tooth portion and the second tooth portion are both rectangular teeth, and the spacing between two adjacent rectangular teeth matches the shape of the mating tooth.

[0077] In this embodiment, by setting the first tooth-shaped portion and the second tooth-shaped portion into rectangular teeth, the distance between two adjacent teeth in the rectangular teeth is large, which can accommodate trapezoidal matching teeth, and the trapezoidal matching teeth can facilitate the setting of protrusions at the tooth ends. The protrusions can be small rectangular blocks or rod-shaped structural parts. The setting of the rectangular teeth can also facilitate the axial extension of the side walls, thereby facilitating matching with the protrusions.

[0078] In an embodiment of an overrunning clutch, the outer cylinder includes an outer ring, an intermediate ring and an inner ring, the engaging teeth are arranged on the inner wall of the outer ring, there is a gap between the intermediate ring and the inner ring, the intermediate ring and the inner ring are connected at one end away from the outer ring through a ring platform, and the second ring is accommodated in the gap.

[0079] In this embodiment, the outer cylinder is arranged into a multi-layer structure, and a gap is formed between the middle ring and the inner ring, so that the second ring member can be accommodated in the gap, so that one end of the second ring member can abut against the ring platform and the other end can engage with the first tooth-shaped portion and the second tooth-shaped portion.

[0080] Preferably, balls can be embedded on the ring platform to facilitate the rotation of the second ring.

[0081] In an embodiment of the overrunning clutch, the thickness of the inner ring along its radial direction is the same as the thickness of the spline, and the inner sidewall of the inner ring is in contact with the outer sidewall of the inner cylinder.

[0082] In combination with the previous embodiment, the power transmission gear is sleeved on the spline, so that the first tooth-shaped portion abuts against the radial height of the spline. To this end, by setting the radial thickness of the inner ring to be the same as the thickness of the spline, the second ring can correspond to the first tooth-shaped portion, thereby avoiding collision between the second ring and the spline.

[0083] By applying the overrunning clutch in the above embodiment, the speed change device can have a bidirectional overrunning state, thereby achieving better coordination.

[0084] The technical features of the above embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0085] The above embodiments merely illustrate several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the patent for this invention shall be determined by the appended claims.

Claims

1. An overrunning clutch, characterized in that: The overrunning clutch comprises: The inner cylinder has an outer wall provided with a plurality of splines along its circumference; An outer cylinder is sleeved on the inner cylinder, and the outer cylinder is provided with engaging teeth; a power transmission gear, which is sleeved on the inner cylinder and has external teeth that can mesh with the engaging teeth; a matching key that matches each of the splines is provided on the inner wall of the power transmission gear so that it can rotate with the inner cylinder; the power transmission gear can slide axially along the inner cylinder; the power transmission gear has a first position in which the external teeth are engaged with the engaging teeth and a second position in which the external teeth are disengaged from the engaging teeth during its sliding process; the power transmission gear has a tendency to move toward the first position; when the power transmission gear is in the first position, one of the inner cylinder and the outer cylinder can drive the other to rotate; a first tooth-shaped portion is provided on one side of the power transmission gear along its circumference; a first ring member, sleeved on the first tooth-shaped portion and in contact with the power transmission gear, and capable of rotating relative to the power transmission gear, wherein the first ring member is provided with a second tooth-shaped portion identical to the first tooth-shaped portion; a second ring member, sleeved on the inner cylinder, wherein the end of the second ring member is provided with a mating tooth capable of engaging with both the first tooth-shaped portion and the second tooth-shaped portion, wherein a protrusion is provided on the tooth end of one of the mating teeth, and the protrusion is used to limit the relative rotation angle between the mating tooth and the second tooth-shaped portion; And a limiting module is installed on the outer cylinder and can connect the second ring member to the outer cylinder by limiting the clockwise and / or counterclockwise rotation of the second ring member relative to the outer cylinder. When the limiting module limits the rotation in one direction of clockwise or counterclockwise, the rotation speed of the inner cylinder in this direction exceeds the rotation speed of the outer cylinder, which corresponds to a one-way overrun state. When the limiting module limits the clockwise and counterclockwise rotations and the one-way overrun state, the second ring member is misaligned with the first toothed portion, causing the power transmission gear to move to the second position, thereby causing the inner cylinder and the outer cylinder to rotate separately. When the power transmission gear moves to the second position, the first ring member rotates with the outer cylinder under the action of the protrusion.

2. The overrunning clutch according to claim 1, wherein: The overrunning clutch further comprises an elastic component connected to the inner tube and located at an end away from the second ring member. The elastic component abuts against the power transmission gear to enable the power transmission gear to have a tendency to move toward the first position.

3. The overrunning clutch according to claim 2, wherein: The elastic component includes an elastic module and a baffle plate. The baffle plate is sleeved on and fixed to the inner cylinder. One end of the elastic module abuts against the power transmission gear, and the other end abuts against the baffle plate.

4. The overrunning clutch according to claim 3, wherein: The elastic module includes a connecting seat and multiple elastic elements. The connecting seat is fixedly connected to the surface of the power transmission gear. The elastic elements are evenly distributed along the circumferential direction. One end of each elastic element is connected to the connecting seat, and the other end is tilted and connected to the baffle.

5. The overrunning clutch according to claim 3, wherein: The thickness of the first tooth-shaped portion along its radial direction is a first thickness, the thickness of the second tooth-shaped portion along its radial direction is a second thickness, the thickness of the mating tooth along its radial direction is a third thickness, and the sum of the first thickness and the second thickness is less than or equal to the third thickness.

6. The overrunning clutch according to claim 5, characterized in that: Two oblique grooves are formed on the side wall of the second ring member, and both of the two oblique grooves have stop side walls, and the two stop side walls face opposite to each other; The outer cylinder is provided with two mounting holes which penetrate the outer cylinder in a radial direction thereof, the two mounting holes being able to correspond one to one with the two inclined grooves, and the inner wall of each mounting hole is provided with an annular boss; The limiting module includes two return springs, two clamping members, two rotation limit dial sleeves, two rotation limit dial rods and two driving springs, the two clamping members having a first end portion and a second end portion opposite to each other in the extension direction, the two clamping members being passed through the mounting holes, one end of each return elastic member being connected to each first end portion in a one-to-one manner, and the other end being connected to each annular boss in a one-to-one manner, the shape of the second end portion matching the shape of the oblique groove, one end of each driving spring being connected to a side of each first end portion away from the second end portion in a one-to-one manner, and the other end being connected to each rotation limit dial sleeve in a one-to-one manner, the two rotation limit dial sleeves being sleeved on the outer cylinder and being able to be slidably connected to the outer side wall of the outer cylinder along the axial direction, the rotation limit dial rods being able to drive each rotation limit dial sleeve to slide in a one-to-one manner, and the sliding of the rotation limit dial sleeve being able to compress the driving spring, thereby causing the second end portion to extend into the oblique groove.

7. The overrunning clutch according to claim 1, wherein: The tooth portion of the mating tooth is in a trapezoidal shape, and the tooth portions of the first tooth-shaped portion and the second tooth-shaped portion are both in the shape of rectangular teeth. The spacing between two adjacent rectangular teeth matches the shape of the mating tooth.

8. The overrunning clutch according to claim 1, wherein: The outer cylinder includes an outer ring, an intermediate ring and an inner ring. The engaging teeth are arranged on the inner wall of the outer ring. There is a gap between the intermediate ring and the inner ring. The intermediate ring and the inner ring are connected by a ring platform at one end away from the outer ring. The second ring member is accommodated in the gap.

9. The overrunning clutch according to claim 8, wherein: The thickness of the inner ring along its radial direction is the same as the thickness of the spline, and the inner side wall of the inner ring is in contact with the outer side wall of the inner cylinder.

10. A speed change device, characterized in that: Comprising an overrunning clutch as described in any one of claims 1-9.

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