Power transmission method

Abstract

A power transmission method includes providing a first shaft, a second shaft, and a planetary gear assembly between the first shaft and the second shaft. The planetary gear assembly includes at least a first gear ratio and a second gear ratio. A first coupling assembly associated with a first gear ratio and a second coupling assembly associated with a second gear ratio. The systems and methods determine an input speed of a second gear ratio based on a speed of the second shaft and change a speed of the first shaft relative to the input speed of the second gear ratio, wherein the second coupling assembly operates based on the speed of the first shaft relative to the input speed of the second gear ratio.

Description

Technical Field

[0001] The present invention generally relates to a vehicle powertrain; and more specifically to a powertrain using a shifting system including a one-way clutch. Background Technology

[0002] In the field of automotive technology, vehicle powertrains typically include shifting systems that use multiple friction clutch elements. Automatic transmissions (AT) use wet friction clutches, dual-clutch transmissions (DCT) use both wet and dry friction clutches, and manual transmissions (MT) and automated manual transmissions (AMT) use synchronizers, friction cone clutches, and shift bushings.

[0003] Other shifting mechanisms use the different components described above or combine with mechanical claw clutches, shift sleeves, or sliding sleeves.

[0004] Friction clutches increase resistance, reduce efficiency, and decrease the driving range of electric vehicles. They also generate heat, wear, and contamination that can lead to other failure modes. Friction clutches require hydraulic pressure, fluid, pumps, and hydraulic distribution. This increases weight, complexity, the possibility of leaks, and heat generation.

[0005] Eliminating friction clutches also addresses industrial needs that support sustainability and circular economy goals and objectives. Friction clutches wear out, require replacement, and cannot be reused, recycled, or easily recycled. Furthermore, the inefficiency of friction clutches constitutes a significant source of heat generation.

[0006] Battery electric vehicle drive systems include thermal management issues related to heat generation.

[0007] Existing powertrains often use electric motors and controllable or selectable coupling components, such as one-way clutches. These coupling components can be electromagnetically operated or magnetically controlled. Various types of selectable one-way clutches (including one-way clutches using selector plates, solenoids, and linear actuators) are known. The above are examples of one-way clutches that can be used in the clutch systems disclosed herein. Summary of the Invention

[0008] A powertrain system and method include a first shaft, a second shaft, and a planetary gear assembly between the first and second shafts. The planetary gear assembly includes at least a first gear ratio and a second gear ratio. A first coupling assembly is associated with the first gear ratio, and a second coupling assembly is associated with the second gear ratio. The system and method determine an input speed for the second gear ratio based on the speed of the second shaft and change the speed of the first shaft relative to the input speed of the second gear ratio, wherein the second coupling assembly operates based on the speed of the first shaft relative to the input speed of the second gear ratio.

[0009] Other applications of the invention will become clear from the detailed description provided below. It should be understood that while the detailed description and specific examples illustrate preferred embodiments of the invention, they are intended for illustrative purposes only and are not intended to limit the scope of the invention. Attached Figure Description

[0010] The invention will be more fully understood from the detailed description and accompanying drawings, in which:

[0011] Figure 1 This is a schematic diagram and overview of an example of a powertrain system according to the present invention, including a multi-speed transmission with a shifting system.

[0012] Figure 2 It shows the use of with Figure 1 A schematic cross-sectional view of an example of a shifting system and mechanism used in a powertrain system, the shifting system and mechanism including an actuator located in a position.

[0013] Figure 2A and Figure 2B It shows the use of Figure 2 A sectional view of the actuator position and the locking element position.

[0014] Figure 3 It shows the use of with Figure 1 A schematic cross-sectional view of an example of a shifting system used in a powertrain system, the shifting system including an actuator located in another position.

[0015] Figure 3A and Figure 3B It is shown that it is used for Figure 3 A sectional view of the actuator position and the locking element position.

[0016] Figure 4 It shows the use of with Figure 1 A schematic cross-sectional view of a shifting system used in conjunction with a powertrain system, the shifting system including an actuator located in yet another position.

[0017] Figure 4A and Figure 4B It shows the use of Figure 4 A sectional view of the actuator position and the locking element position.

[0018] Figure 5 It is used for Figures 2-4 A flowchart illustrating an example of the operation method of the shifting system of the power transmission component.

[0019] Figure 6 according to Figure 5 The graph shows how the speed of the method changes over time.

[0020] Figure 7 It is used for Figures 2-4 A flowchart illustrating another operating method of the shifting system of the powertrain components.

[0021] Figure 8 It is based on Figure 7 The graph shows how the speed of the method changes over time.

[0022] Figure 9 It is used for Figures 2-4 A flowchart illustrating an additional example of the operation method of the shifting system of the power transmission components.

[0023] Figure 10 It is based on Figure 9 The graph shows how the speed of the method changes over time.

[0024] Figure 11 It is used for Figures 2-4 A flowchart of another example of the operation method of the shifting system of the power transmission component.

[0025] Figure 12 It is based on Figure 11 The graph shows how the speed of the method changes over time.

[0026] Figure 13 It shows the relationship with Figure 1 A schematic cross-sectional view of another example of a shifting system and mechanism used in conjunction with a powertrain system, the shifting system and mechanism including an actuator located in a position.

[0027] Figure 13A and Figure 13B It is shown that it is used for Figure 13 An exploded cross-sectional view of the actuator position and the locking element position.

[0028] Figure 14 It shows the use of with Figure 1 A schematic cross-sectional view of another example of a shifting system and mechanism used in conjunction with a powertrain system, which includes an actuator located in another position.

[0029] Figure 14A and Figure 14B It is shown that it is used for Figure 14 An exploded cross-sectional view of the actuator position and the locking element position.

[0030] Figure 15 It shows the relationship with Figure 1 A schematic cross-sectional view of another example of a shifting system and mechanism used in conjunction with a powertrain system, the shifting system and mechanism including an actuator located in yet another position.

[0031] Figure 15A and Figure 15B It is shown that it is used for Figure 15 An exploded cross-sectional view of the actuator position and the locking element position.

[0032] Figure 16 It shows the relationship with Figure 1 A schematic cross-sectional view of another example of a shifting system and mechanism used in conjunction with a powertrain system, the shifting system and mechanism including an actuator located in yet another position.

[0033] Figure 16A and Figure 16B It is shown that it is used for Figure 16 An exploded cross-sectional view of the actuator position and the locking element position.

[0034] Figure 17 It shows the use of with Figure 1 A schematic cross-sectional view of another example of a shifting system and mechanism used in conjunction with a powertrain system, the shifting system and mechanism including an actuator located in an additional position.

[0035] Figure 17A and Figure 17B It is shown that it is used for Figure 17 An exploded cross-sectional view of the actuator position and the locking element position.

[0036] Figure 18 It is used for Figures 13-17 A flowchart illustrating an example of the operation method of the shifting system of the power transmission component.

[0037] Figure 19 according to Figure 18 The graph shows how the speed of the method changes over time.

[0038] Figure 20 It is used for Figures 13-17 A flowchart illustrating an example of the operation method of the shifting system of the power transmission component.

[0039] Figure 21 according to Figure 20 The graph shows how the speed of the method changes over time.

[0040] Figure 22 It is used for Figures 13-17 A flowchart illustrating an example of the operation method of the shifting system of the power transmission component.

[0041] Figure 23 It is based on Figure 22 The graph shows how the speed of the method changes over time.

[0042] Figure 24 It is used for Figures 13-17 A flowchart illustrating an example of the operation method of the shifting system of the power transmission component.

[0043] Figure 25 It is based on Figure 24 The graph shows how the speed of the method changes over time.

[0044] Figure 26 It shows the use of with Figure 1 A schematic cross-sectional view of another example of a shifting system and mechanism used in the same powertrain system.

[0045] Figure 27 This is a schematic cross-sectional view showing yet another example of a shifting system and mechanism for use with a powertrain.

[0046] Figure 28 This is a schematic cross-sectional view showing another example of a system and mechanism used in conjunction with a power transmission system.

[0047] Figure 29 This is a schematic cross-sectional view showing another additional example of a system and mechanism used in conjunction with a power transmission system.

[0048] Figure 30 The diagram schematically illustrates the positions and orientations of multiple clutches used in conjunction with a powertrain system.

[0049] Figure 31 This is a schematic diagram and overview of a multi-speed transmission, another example of a power transmission system according to the present invention, which includes a planetary gear system and a shifting system.

[0050] Figure 32 The diagram illustrates an actuator included in one position for use with... Figure 31 A schematic cross-sectional view of an example of a shifting system and mechanism used in a powertrain system.

[0051] Figure 32A and Figure 32B The diagram illustrates the use of Figure 32 A cross-sectional view of the location of the locking element at the actuator position;

[0052] Figure 33 The diagram illustrates the use of... Figure 31 A schematic cross-sectional view of an example of a shifting system and mechanism used in a powertrain system, which includes an actuator in another location.

[0053] Figure 33A and Figure 33B The diagram illustrates the use of Figure 33 A cross-sectional view of the location of the locking element at the actuator position.

[0054] Figure 34 The diagram illustrates the use of... Figure 31 A schematic cross-sectional view of an example of a shifting system and mechanism used in a powertrain system, which includes an actuator in another location.

[0055] Figure 34A and Figure 34B The diagram illustrates the use of Figure 34 A cross-sectional view of the location of the locking element at the actuator position.

[0056] Figure 35 It is used for Figures 31 to 34 A flowchart illustrating an example of the operation method of the shifting system of the power transmission component.

[0057] Figure 36 It is based on Figure 35 The graph shows how the speed of the method changes over time.

[0058] Figure 37 It is used for Figures 31 to 34 A flowchart illustrating an example of the operation method of the shifting system of the power transmission component.

[0059] Figure 38 It is based on Figure 37 The graph shows how the speed of the method changes over time.

[0060] Figure 39 It is used for Figures 31 to 34 A flowchart illustrating an example of the operation method of the shifting system of the power transmission component.

[0061] Figure 40 It is based on Figure 39 The graph shows how the speed of the method changes over time.

[0062] Figure 41 It is used for Figures 31 to 34 A flowchart illustrating an example of the operation method of the shifting system of the power transmission component.

[0063] Figure 42 It is based on Figure 42 The graph shows how the speed of the method changes over time. Detailed Implementation

[0064] The following description of preferred embodiments is merely exemplary in nature and is in no way intended to limit the invention, its application, or its uses.

[0065] Figure 1 An example of a powertrain system or component 10 including a shift system 12 is schematically shown. The powertrain system or component 10 serves as a torque transmission mechanism between corresponding components.

[0066] The powertrain or assembly 10 includes a first shaft or drive shaft 14 and a second shaft or driven shaft 16. The first shaft or drive shaft 14 receives input from a power source (e.g., an electric motor). The second shaft or driven shaft 16 provides output from the powertrain or assembly 10 to a driven member, such as a drive unit associated with one or more wheels. The first shaft 14 and the second shaft 16 rotate at variable speeds. When used in regenerative mode with a hybrid or electric vehicle, torque supplied from the second shaft or driven shaft 16 and from the wheels acts through the powertrain or assembly 10 to provide torque to the first shaft or drive shaft 14 and ultimately to the motor.

[0067] In one example, the powertrain or component 10 includes a first gear ratio 18 and a second gear ratio 20. The shifting system 12 selects between the first gear ratio 18 and the second gear ratio 20 by connecting corresponding gears to a first shaft or drive shaft 14. Selecting different gear ratios alters the speed and torque. It provides two power or torque paths 15a, 15b, one through the first gear ratio 18 and the second through the second gear ratio 20. In one example, the shifting system 12 includes a one-way clutch.

[0068] A one-way clutch creates a mechanical connection. A one-way clutch can be passive. A passive one-way or overrunning clutch always creates a driving connection or engagement, and transmits torque between the components when their relative rotation is in one direction, overruns when their relative rotation is in the opposite direction, and overruns when the relative rotation is in the same direction and the driven component rotates faster than the driving component. A passive one-way or overrunning clutch overruns when the driving or input component rotates slower than the driven or output component. The direction of driving and overrunning in opposite directions depends on the direction of rotation of the driving component.

[0069] An example of a passive one-way clutch or passive strut assembly includes a passive or uncontrolled locking element, such as a strut disposed in a recess in a seat plate. A resilient member or spring continuously biases the strut outward from the recess in the seat plate—the strut is continuously deployed. The one-way clutch is passive because the strut is uncontrolled. The strut is continuously biased outward from the recess and past the side or surface of the first connecting member or seat plate. The resilient member or spring continuously forces the strut away from the recess to a deployment position, where the strut extends out of the recess in the first connecting member or seat plate. In the outward position, the locking element engages a second connecting member, for example, engaging a recess in a slotted plate. The one-way clutch prevents rotation of the second connecting member or slotted plate in one direction of rotation and allows overrunning; that is, the second connecting member or slotted plate can rotate freely in the opposite direction. The one-way clutch passively controls torque in one direction and overruns in the opposite direction.

[0070] A one-way clutch can be a selectable or controllable one-way clutch; the activation or deactivation (deployed or undeployed) state of the one-way clutch can be selected or controlled. A selectable or controllable one-way clutch can also be referred to as an active one-way clutch. A selectable or controllable one-way clutch in its undeployed state allows overrunning in both directions and can function like a passive one-way clutch when deployed. Therefore, a selectable or controllable one-way clutch is active; the state of the deployed or undeployed locking element can be controlled. A selectable or controllable one-way clutch can also be passive, because the locking element can be overrunning when deployed.

[0071] Selectable or controllable one-way clutches typically include a control mechanism or actuator that activates or deactivates the one-way clutch to establish or disengage a drive connection or engagement state between components. A selectable or controllable one-way clutch may include a locking element in combination with an actuator and / or a selector mechanism. The selector mechanism is operable to control the deployment of the locking element. When deployed, the locking element selectively and mechanically engages the associated components. For example, a selectable or controllable one-way clutch is active because the locking element in the recessed plate can move between an undeployed position (the locking element is located in the recess of the recessed plate) and a deployed position (the locking element extends outward from the recess of the recessed plate and crosses or passes over the face or side surface of the recessed plate). In the deployed position, the locking element engages a second coupling member or recessed plate, wherein the one-way clutch is passively locked in one rotational direction and freely rotates or overtakes in the opposite direction. The locking element, actuator, and / or selector add multiple functions to the one-way clutch, including implementing different operating modes. When deactivated, the active one-way clutch does not create a driving connection or engagement between the components and does not transmit torque. When activated, the active one-way clutch creates a driving connection or engagement, transmits torque between the components as they rotate relative to each other in one direction, and overtakes in the same manner as a passive one-way or overrunning clutch. The active one-way clutch can be disengaged and operated passively when in the active position. Even when activated, depending on the relative movement of the components, the active one-way clutch may not actively engage and will not create a driving connection or engagement. However, because it is in the active position, it will engage and transmit torque based on the relative movement of the components.

[0072] A dynamic controllable clutch is a controllable or selectable, active one-way clutch that operates between two rotating parts; for example, a clutch in which both raceways are rotatable. An overrunning dynamic controllable clutch is a controllable or selectable, active one-way clutch that operates between two rotating parts; for example, a clutch in which both raceways are rotatable and, when deployed, can overrun.

[0073] The powertrain or component 10 provides a shifting technology that meets vehicle performance requirements, such as smooth shifting and improved efficiency and range in hybrid or electric vehicles. In one example, the powertrain or component 10 provides a mechanically locking element shifting system, including a passive one-way clutch and an active one-way clutch. Using a one-way clutch as an aid for shifting and downshifting provides a less complex control strategy. Less complex control equates to lower development costs and fewer potential failure modes.

[0074] The powertrain system or component 10 is particularly suitable for use with electric vehicles or electric motors. The system or component 10 utilizes the precise control and efficiency of a variable-speed motor, including the ability to change or vary the motor speed within short time intervals. For example, an electric motor typically used in electric vehicles can switch from 1500 rpm to 2000 rpm in milliseconds. While the powertrain system or component 10 (including the shift system 12) utilizes the operating parameters of an electric motor, it is not limited to use with electric motors.

[0075] Figures 2-4B An example of a shifting system 12 using a coupling mechanism is schematically shown, generally seen at 22 and positioned between the first gear assembly / ratio 18 (first gear node) and the second gear assembly / ratio 20 (second gear node). The coupling mechanism 22 includes a passive one-way clutch or coupling assembly 21 and a first controllable one-way clutch or coupling assembly 23, both operable to connect the first shaft 14 to the second shaft 16 at the first gear assembly / ratio 18. The coupling mechanism 22 also includes a second controllable one-way clutch or coupling assembly 31 and a third controllable one-way clutch or coupling assembly 33, operable to connect the first shaft 14 to the second shaft 16 at the second gear assembly / ratio 20. The gear ratio represents the dimensional relationship between gears. When gears of different sizes mesh, they can rotate at different speeds and deliver different amounts of torque and speed. For example, engaging first gear delivers low speed but high torque.

[0076] The first gear / gear ratio 18 includes two rotating races: a first connecting member in the form of a recessed plate 24 and a second connecting member in the form of a recessed plate 26. The recessed plate 24 is fixedly connected to the first shaft 14 of the power transmission system or assembly 10, and the recessed plate 26 forms part of or is fixedly connected to the gear 28 of the first gear / gear ratio 18. The gear 28 is rotatably supported by a bearing 17 on the first shaft 14 for relative rotation on the shaft 14.

[0077] The recessed plate 24 includes a first set of locking elements 30A and a second set of locking elements 30B for clockwise (“CW”) and counterclockwise (“CCW”) engagement, respectively. During engagement, at least one set of locking elements 30A, 30B contacts the recessed and recessed engagement surfaces of the recessed plate 24 and the recessed plate 26, thereby connecting the recessed plate 24 and the recessed plate 26 together. The recessed plate 24 and the recessed plate 26 connect the first shaft 14 to a gear 28 of a first-gear assembly / transmission ratio 18. The locking elements 30A, 30B transmit torque between the first shaft 14 and the gear 28, which are connected via the connected recessed plate 24 and the recessed plate 26.

[0078] Similar to the first gear assembly / gear ratio 18, the second gear assembly / gear ratio 20 also includes two rotating races, namely a first connecting member in the form of a recessed plate 32 and a second connecting member in the form of a recessed plate 34. The recessed plate 32 is fixedly connected to the first shaft 14 of the power transmission system or assembly 10. The recessed plate 34 forms part of the gear 36 of the second gear assembly / gear ratio 20 or is fixedly connected to the gear of the second gear assembly / gear ratio. The gear 36 is rotatably supported on the first shaft 14 by a bearing 19 for relative rotation on the shaft 14.

[0079] The recessed plate 32 includes a first set of locking elements 38A and a second set of locking elements 38B for clockwise (“CW”) and counterclockwise (“CCW”) engagement, respectively. During engagement, at least one set of these locking elements 38A, 38B contacts the recessed and notched engagement surfaces of the recessed plate 32 and the notched plate 34, thereby connecting the recessed plate 32 and the notched plate 34 together. The recessed plate 32 and the notched plate 34 connect the first shaft 14 to the gear 36 of a second-gear assembly / gear ratio 20. The locking elements 38A, 38B transmit torque between the first shaft 14 and the gear 36, which are connected via the connected recessed plate 32 and the notched plate 34.

[0080] In one example, the coupling mechanism 22 includes an actuator in the form of a linear motor or linear actuator, generally seen at 40. The actuator 40 may be a three-position actuator, wherein the stator 42 has three induction coils 46.

[0081] Actuator 40 includes a stator 42 and a transducer 44. For example, stator 42 is fixed to a housing (not shown). Stator 42 includes an induction coil 46 housed between steel plates 48.

[0082] The converter 30 includes a segmented permanent magnet 50 and a ring of steel plate 52. The converter 44 is connected to and rotates with the first shaft 14 and moves linearly between lateral axial positions. The linear actuator 40 actively controls the operating mode of the shift system 12 by generating an electromagnetic force with the stator 42, which interacts with the converter 44 to cause the converter to slide and move axially back and forth on the first shaft 14.

[0083] Actuator 40 includes a first radially extending actuating or spring plate 54 associated with a first gear assembly / gear ratio 18 and a second radially extending actuating or spring plate 56 associated with a second gear assembly / gear ratio 20. The first spring plate 54 acts on an actuating member shown as spring 58B, and the second spring plate 56 acts on actuating members shown as springs 60A and 60B. In the disclosed example, the first spring plate 54 is associated with a first controllable one-way clutch or coupling assembly 23, and the second spring plate 56 is associated with a second controllable one-way clutch or coupling assembly 31 and a third controllable one-way clutch or coupling assembly 33, wherein axial movement of the converter 44 correspondingly moves the spring plates 54 and 56. The spring plate 54 applies a force to spring 58B, wherein spring 58B acts on locking element 30B. The spring plate 56 applies a force to springs 60A and 60B, wherein springs 60A and 60B act on corresponding locking elements 38A and 38B. In one example, springs 58B, 60A, and 60B are coiled springs received within corresponding channels 62B, 64A, and 64B to provide actuation force to move locking elements 30B, 38A, and 38B between their engaged, deployed, and disengaged / undeployed positions. Other actuators or actuating members besides springs can provide actuation force. Additionally, pressurized fluid can provide actuation force. Besides linear actuators, cam actuators or linear members with shift forks can move spring plates 54 and 56 and the corresponding springs 58B, 60A, and 60B. In this example, the three-position actuator 40 does not act on locking element 30A. Locking element 30A is passive, not actively controlled. Actuation spring 58A in blind hole 62A continuously acts on locking element 30A to bias it away from recess 24A of recess plate 24 to the engaged or deployed position.

[0084] The biasing members or return springs 59, 61A, 61B located below the corresponding locking elements 30B, 38A, 38B are compressed when the locking elements 30B, 38A, 38B are deployed. When the converter 30 moves to reposition the locking elements 30B, 38A, 38B to their undeployed positions, the biasing members or return springs 59, 61A, 61B are biased, applying a force to the locking elements 30B, 38A, 38B to overcome the reduced force of the actuating members or springs 58B, 60A, 60B and move the locking elements 30B, 38A, 38B toward their undeployed positions. Each recess 24B, 34A, 34B has an indentation for receiving its corresponding biasing member or spring 59, 61A, 61B. The biasing members or return springs 59, 61A, 61B generate a force that causes the locking elements 30B, 38A, 38B to pitch downwards to their undeployed positions.

[0085] The shifting system 12 includes a passive clutch or coupling assembly 21 associated with a first gear assembly / gear ratio 18, a first controllable one-way clutch or coupling assembly 23 associated with the first gear assembly / gear ratio 18, and a second controllable one-way clutch or coupling assembly 31 and a third controllable one-way clutch or coupling assembly 33 associated with a second gear assembly / gear ratio 20. The passive clutch or coupling assembly 21 includes a locking element 30A. The locking element 30A transmits torque from a first shaft 14 to a gear 28 in a clockwise direction. The first controllable one-way clutch or coupling assembly 23 includes a locking element 30B. The locking element 30B transmits torque from the first shaft 14 to the gear 28 in a counterclockwise direction. The second controllable one-way clutch or coupling assembly 31 includes a locking element 38A, and the third controllable one-way clutch or coupling assembly 33 includes a locking element 38B. The locking element 38A transmits torque from the first shaft 14 to a gear 36 in a clockwise direction. Locking element 38B transmits torque from first shaft 14 to gear 36 in a counterclockwise direction. As used herein, clockwise rotation of first shaft 14 is associated with positive torque or positive vehicle motion, and counterclockwise rotation of first shaft 14 is associated with reverse torque (both reverse vehicle motion and positive regenerative torque).

[0086] The locking elements 30A and 30B of the passive clutch or coupling assembly 21 and the first controllable one-way clutch or coupling assembly 23 are separate one-way clutch locking elements.

[0087] The passive one-way clutch or coupling assembly 21 includes a passive or uncontrolled locking element, such as locking element 30A, in a recess 24A of a seat plate 24. The locking element 30A associated with the passive one-way clutch and the seat plate 24 are mounted on a first shaft 14, wherein the locking element 30A in the recess 24A of the seat plate 24 rotates together with the first shaft 14. Because the locking element 30A is passive, it continuously biases away from the recess 32A toward the engagement or deployment position and remains so, regardless of the position of the converter 44. The locking element 30A associated with the passive one-way clutch or coupling assembly 21 is passive because it is uncontrolled. Depending on the direction and speed of rotation of the components, the locking element 30A of the passive one-way clutch or coupling assembly 21 either engages or overrides. In one direction, it engages, and in another direction, it overrides. Overriding also occurs when their relative rotation is in the same direction, and the driven member (e.g., recess plate 26) rotates faster than the driving member (recess plate 24). Under overload conditions, the components can rotate freely relative to each other in at least one direction.

[0088] The first controllable one-way clutch or coupling assembly 23 includes a controlled locking element, such as a locking element 30B. The actuator 40 moves the locking element 30B in a recess 24B of the recessed plate 24 of the first controllable one-way clutch or coupling assembly 23 between a disengaged or undeployed position (where the locking element 30B is in the recess 24B) and an engaged or deployed position (where the locking element 30B extends out of the recess 24B). In the engaged or deployed position, the locking element 30B engages in a recess 26B in the recessed plate 26 of the first controllable one-way clutch or coupling assembly 23.

[0089] The locking element 30A, connected to the recessed plate 24 and the notch plate 26, operates as a passive one-way clutch. The passive one-way clutch or coupling assembly 21 is used for first-gear torque. When the first shaft 14 rotates clockwise, the locking element 30A engages, connecting the gear 28 to the first shaft 14 in the clockwise direction, and correspondingly causing the gear 28 to rotate clockwise, thereby imparting motion to the second shaft 16. The first controllable one-way clutch or coupling assembly 23 includes a locking element 30B. The locking element 30A of the passive one-way clutch or coupling assembly 21 transmits torque in the positive direction through a first-gear assembly / gear ratio 18. The locking element 30B of the first controllable one-way clutch or coupling assembly 23 transmits reverse torque and regenerative torque through a first-gear assembly / gear ratio 18.

[0090] The second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 have corresponding controlled locking elements 38A, 38B. For example, the second controllable one-way clutch or coupling assembly 31 includes a locking element 38A, and the third controllable one-way clutch or coupling assembly 33 includes another locking element 38B. The two controllable one-way clutch or coupling assemblies 31, 33 operate similarly. For example, the actuator 40 causes one or both locking members 38A, 38B in the recesses 32A, 32B of the recessed seat plate 32 of the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 to move between a disengaged or undeployed position (where the locking members 38A, 38B are in their corresponding recesses 32A, 32B) and an engaged or deployed position (where the locking elements 38A, 38B extend out of their corresponding recesses 32A, 32B). In the engaged or deployed position, locking elements 38A and 38B engage corresponding recesses 34A and 34B in the recessed plate 34 of the second controllable one-way clutch or coupling assembly 31. Actuator 40 controls the movement of locking members 38A and 38B of the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 between the deployed, engaged, or locked position and the undeployed, disengaged, or unlocked position.

[0091] The second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 are associated with second-gear torque. When the first shaft 14 rotates clockwise, locking element 38A engages, connecting gear 36 to the first shaft 14 in a clockwise direction, and correspondingly causing gear 36 to rotate clockwise, thereby imparting motion to the second shaft 16. When the first shaft 14 rotates counterclockwise, locking element 38B engages, connecting gear 36 to the first shaft 14 in a counterclockwise direction, and correspondingly rotating gear 36 counterclockwise, thereby imparting motion to the second shaft 16. The second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 transmit forward, reverse, and regenerative torque. Forward torque is generated by rotating the first shaft 14 in a clockwise direction, wherein the corresponding gear 36 also rotates in a clockwise direction. Reverse torque is generated by rotating the first shaft 14 in the opposite or counterclockwise direction, wherein the corresponding gear 36 also rotates in a counterclockwise direction.

[0092] Actuator 40 is a three-position actuator that moves between three positions indicated by the letters A, B, and C and acts on the first, second, and third controllable one-way clutches or coupling assemblies 23, 31, and 33. Depending on the selected position, the locking elements 30B, 38A, and 38B of the controllable one-way clutches or coupling assemblies 23, 31, and 33 are engaged / deployed or disengaged / not deployed. The locking element 30A of the passive one-way clutch or coupling assembly 21 is always in the engaged / deployed position.

[0093] like Figure 2 , Figure 2A and Figure 2B As shown, in the first position—position A—associated with the leftmost set of induction coils 46 of the actuator 40, the locking element 30A of the passive one-way clutch or coupling assembly 21 is engaged / deployed and transmits torque to gear 28 in the first or clockwise direction. The locking element 30B of the first controllable one-way clutch or coupling assembly 23 is also engaged / deployed and transmits torque to gear 28 in the counterclockwise direction. The locking elements 38A, 38B of the controllable one-way clutch of the second controllable one-way clutch or coupling assembly 31 are disengaged / not deployed and do not transmit torque to gear 36 in either direction, allowing gear 36 to idle on the first shaft 14. In the first position—position A—torque is transmitted for forward propulsion, regenerative braking, and reverse first gear.

[0094] like Figure 3 , Figure 3A and Figure 3BAs shown, in the second position—position B—associated with the second or intermediate set of induction coils 46 of the actuator 40, the passive one-way clutch or coupling assembly 21 remains deployed, wherein the locking element 30A remains engaged / deployed, and depending on the speed of the motor and the first shaft 14, the locking element 30A can engage the notch 26A on the notch plate 26 and transmit torque in a clockwise or forward direction. The locking element 30B of the first controllable one-way clutch coupling assembly 23 moves to the disengaged / undeployed position and remains in the recess 24B of the recess plate 24, wherein no torque is transmitted in the counterclockwise direction. The locking element 30A of the passive one-way clutch or coupling assembly 21 remains in the overrunning state. Depending on the relative rotational speed of the components, in the second position, the passive one-way clutch or coupling assembly 21 transmits torque in one direction and overruns in the opposite direction; for example, if the gear 28 rotates faster in the clockwise direction than the speed of the first shaft 14. In this second position, the locking elements 38A, 38B of the second controllable one-way clutch or coupling assembly 31 remain disengaged / undeployed, wherein the gear 36 idles relative to the first shaft 14.

[0095] like Figure 4 , Figure 4A and Figure 4B As shown, in the third position—position C—associated with the rightmost set of induction coils 46 of the linear actuator 40, the locking elements 38A, 38B of the controllable one-way clutches of the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 are engaged / deployed and extend out of their corresponding recesses 32A, 32B in the recessed plate 32 and engage the corresponding recesses 34A, 34B in the recessed plate 34, thereby connecting the gear 36 to the first shaft 14. In the third position, the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 transmit torque in both the forward and reverse directions for forward propulsion, regenerative braking, and (if needed or desired) second-gear reverse propulsion. In the third position, the locking element 30A of the passive one-way clutch or coupling assembly 21 is still biased away from the recess 24A of the recess 24; however, it is in a constant overrunning condition. Gear 29 on the second shaft 16 causes gear 28 to rotate at a higher speed than that of the first shaft 14. As long as the locking element 38A of the second controllable one-way clutch or coupling assembly 31 is engaged, gear 28 will always overtake the locking element 30A of the passive one-way clutch or coupling assembly 21. The locking element 30B of the first controllable one-way clutch or coupling assembly 23 is in the disengaged / undeployed position and does not transmit torque.

[0096] The first gear assembly / gear ratio 18 uses a passive one-way clutch or coupling assembly 21 to transmit first gear positive torque, and a first controllable one-way clutch or coupling assembly 23 to transmit first gear regenerative torque and reverse torque. The second gear assembly uses a second controllable one-way clutch or coupling assembly 31 and a third controllable one-way clutch or coupling assembly 33 to transmit second gear positive torque, regenerative torque, or reverse torque. When shifting to second gear, the first controllable one-way clutch or coupling assembly 23 is disengaged; however, the passive one-way clutch or coupling assembly 21 remains open and still operates on positive torque. The second gear shift is then commanded and controlled by activating the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33.

[0097] Figure 5 This is a flowchart illustrating an example of the system and method of the present invention, showing a gear shift from first to second gear, wherein the powertrain system or component 10 shifts from first gear forward torque to second gear forward torque. Figure 6 This is a graph showing the velocity of the relative shaft and gear as a function of time. The attached figure schematically shows the velocity of the first shaft 14 (solid line 150); the velocity of gear 28 (dashed line 152); and the velocity of gear 36 (dotted line 154).

[0098] Figure 5 The method is shown to begin at step 200, where a shift from forward first gear to forward second gear is initiated by a signal or command. Initially, actuator 40 is in a first position—position A. A passive one-way clutch or coupling assembly 21 (including a forward torque transmission locking element 30A) and a controllable one-way clutch or coupling assembly 23 (including a reverse torque transmission locking element 30B) are deployed. Each extends outward from its corresponding recess 24A, 24B of the recess plate 24. Locking elements 30A, 30B transmit forward, reverse, and regenerative torque, respectively. Locking elements 38A, 38B of the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 are not deployed. Each locking element 38A, 38B remains in its corresponding recess 32A, 32B. Locking elements 38A, 38B do not transmit torque from the first shaft 14 to the second gear assembly / gear ratio 20 via gear 36. Because locking element 30A is deployed, it passively engages shaft 14 and gear 28 in the positive direction. Figure 6 As shown, shaft 14 and gear rotate together at the same speeds of 150 and 152, with the solid and dashed lines aligned.

[0099] In step 210, to prepare for a shift, the actuator moves to a second position—position B—repositioning the locking element 30B associated with the reverse torque from the deployed position to the undeployed position. When the shift assembly is ready to shift power from the first gear assembly / gear ratio 18 to the second gear assembly / gear ratio 20, the locking element 30B of the first controllable one-way clutch or coupling assembly 23 associated with the reverse torque disengages or is not deployed, and is placed in the recess 24B of the recessed seat plate 24. In this position, the passive one-way clutch or coupling assembly 21 remains open and transmits torque in the forward direction, while the first controllable one-way clutch or coupling assembly 23 is closed, wherein no torque is transmitted in the reverse or regenerative direction. Reference Figure 6 The corresponding speeds 150 and 152 of shaft 14 and gear 28 are equal, and the solid and dashed lines are consistent because the propulsion torque passes through locking element 30A in the positive direction.

[0100] In step 220, the method determines, if desired, whether the locking element 30B is not deployed. If not, the method returns to step 220. If the locking element 30B is disengaged or not deployed, the method proceeds to step 230.

[0101] In step 230, the system decelerates the speed of the first shaft 14 and synchronizes the speed of the first shaft 14 with the speed of the gear 36 of the second gear assembly / transmission ratio 20. Figure 6 The speed 150 of the first shaft 14 is shown, which is reduced and dispersed at point 156 from the speed 152 of the gear 28 of the first gear assembly / gear ratio 18. The speed 150 of the shaft 14 converges at point 158 ​​and is synchronized at point 158 ​​with the speed 154 of the gear 36 of the second gear assembly / gear ratio 20.

[0102] Figure 6 The speed 150 of shaft 14 is shown as it decelerates and approaches the speed of gear 36. As the speed 150 of the first shaft 14 continues to decelerate, a vehicle propulsion mechanism (e.g., a wheel) connected to the second shaft 16 causes the second shaft 16 to rotate. As the vehicle connected to the second shaft 16 continues in the forward direction, the second shaft 16 operates via a first-gear assembly / transmission ratio 18 (including gear 29) to continue rotating gear 28. The rotational speed of gear 28 gradually decreases as vehicle resistance, friction, and other elements act on the vehicle. In one example of this system, shaft 14 is coupled to and driven by an electric motor. Using an electric motor, the motor speed can be rapidly reduced. For example, the motor speed, and correspondingly the speed 150 of the first shaft 14, can decrease from 2000 RPM to 1500 RPM in less than one second.

[0103] When the first shaft 14 rotates slower than the gear 28, the gear 28 overtakes the first shaft 14, thereby placing the locking element 30A of the passive one-way clutch or coupling assembly 21 in an overrun condition or state. A decrease in the speed 150 of the first shaft 14 automatically disengages the locking element 30A of the passive one-way clutch or coupling assembly 21. When the gear 28 rotates faster than the first shaft 14, it no longer provides positive torque.

[0104] Figure 6 The diagram shows that the speed 150 of the first shaft 14 continues to decelerate until it converges with and synchronizes with the speed 154 of the second gear assembly / gear ratio 20. As shown, the speed 150 of the first shaft 14 decreases until it converges with the speed 154 of the second gear assembly / gear ratio 20 at point 158. At point 158, the speed of the first shaft 14 and the speed of the second gear assembly / gear ratio 20 driven by the second shaft 16 are synchronized, with the first shaft 14 rotating at the same speed as the second gear assembly / gear ratio 20 driven by the gear 37 connected to the second shaft 16. The synchronizing device rotates relative to the rotating components within a predetermined window of rotational speed. In one example, the predetermined window of rotational speed is a difference of ±100 RPM. Although defined as points 156 and 158, they are not discrete points but rather cover a range.

[0105] In step 240, the method determines whether the speed 150 of the first shaft 14 is synchronized with the speed of gear 36 or the second gear assembly / transmission ratio 20. If not, the method returns to step 230. If the speeds are synchronized, the method proceeds to step 250.

[0106] In step 250, once the corresponding speeds 150 and 154 of shaft 14 and gear 36 are synchronized at point 158, the system deploys a locking element associated with the second gear assembly / gear ratio 20. When gear 36 of the second gear assembly / gear ratio 20 is synchronized with the first shaft 14 (both rotating at speeds within a predetermined window), the actuator moves to the third position—position C. Locking elements 38A and 38B of the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 are deployed and engage corresponding notches 34A and 34B in a recessed plate connected to gear 36 or a portion of gear 36 connecting the first shaft 14 and gear 36.

[0107] In step 260, the method determines whether locking elements 38A, 38B associated with the second gear assembly / gear ratio 20 are deployed. If not, the method returns to step 250. If the locking elements are deployed, the method proceeds to step 270.

[0108] In step 270, the system accelerates the first shaft 14 and applies torque to the second gear assembly / gear ratio 20. Figure 6In the middle, the corresponding speeds 150 and 154 of the first shaft 14 and gear 36 are equal because the propulsion torque passes through the locking element 38A in the positive direction, and the solid line and the dotted line are consistent.

[0109] In step 280, once engaged, the second controllable one-way clutch or the controllable clutch of the coupling assembly 31 transmits torque from the motor to the vehicle propulsion mechanism (e.g., wheels) via the first shaft 14, the second gear assembly / gear ratio 20, and the second shaft 16. The system operates with the second gear assembly / gear ratio 20 and in forward, reverse, and regenerative modes.

[0110] Figure 5 and Figure 6 The diagram illustrates a shift from first to second gear for positive torque delivery. Both the passive one-way clutch or coupling assembly 21 and the first controllable one-way clutch or coupling assembly 23 are in the engaged or deployed position. When preparing to shift gears, while still in first gear, the passive one-way clutch or coupling assembly 21 remains engaged, and the first controllable one-way clutch or coupling assembly 23 is disengaged or disengaged. Once the motor speed decreases within a predetermined window, the second and third controllable one-way clutches or coupling assemblies 31 and 33 are engaged or deployed to transmit torque. Synchronization occurs between the vehicle speed and the motor speed. Because the vehicle speed can be monitored, and the motor speed changes rapidly, the motor speed can be controlled to match the predetermined window before actuating one or both of the second and third controllable one-way clutches or coupling assemblies 31 and 33. In the second gear position, the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 are in the engaged or deployed position, wherein the passive one-way clutch coupling assembly 21 is in the deployed position, while the first controllable one-way clutch or coupling assembly 23 is in the disengaged or undeployed position, and the first controllable one-way clutch or coupling assembly 23 is disengaged.

[0111] Figure 7 This is a flowchart of an example of the system and method of the present invention, illustrating downshifting from second gear to first gear, wherein the powertrain system or component 10 shifts from second gear forward torque to first gear forward torque. Figure 8 It is a graph showing the motor speed as a function of time, including the speed of the first shaft 14 (solid line 150), the speed of gear 28 (dashed line 152), and the speed of gear 36 (dotted line 154).

[0112] Figure 7The method is shown to begin at step 300, where downshifting from second gear to first gear is initiated by a signal or command. Initially, actuator 40 is in the third position—position C. Locking elements 38A, 38B of the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 are deployed. Each extends outward from its corresponding recess 32A, 32B of the recessed plate 32. Because locking element 38A is deployed, it connects the first shaft 14 and gear 36 in the positive direction, where they rotate together at the same speeds 150, 154, and the solid and dotted lines are aligned because the propulsion torque passes through locking element 38A in the positive direction. Locking element 30B of the first controllable one-way clutch or coupling assembly 23, associated with the first gear reverse torque, is disengaged or not deployed.

[0113] In step 310, in preparation for downshifting, actuator 40 moves to the second position—position B—and repositions the locking elements 38A, 38B of the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly in the undeployed position. However, because locking element 38A still carries positive torque, it can remain in the deployed position and remain engaged.

[0114] In step 315, the method determines whether locking element 38B is not deployed. If not, the method returns to step 310. If locking element 38B is not deployed, the method proceeds to step 320.

[0115] In step 320, the system reduces the speed of the first shaft 14 to 150 to remove torque and repositions the positive locking element to the undeployed position. Figure 8 The speed 150 of the first shaft 14 is shown to deviate, and at point 160 it begins to drop below the speed of gear 36. Reducing the speed 150 of the first shaft 14 to below the speed 154 of gear 36 removes the positive torque on the locking element 38A, thereby allowing disengagement, wherein the force of the return bias member or spring 61A acts on the locking element 38A, thereby moving the locking element to the undeployed position.

[0116] Step 325 determines whether locking element 38A is not deployed. If not, the method returns to step 320. If locking element 38A is not deployed, the method proceeds to step 330.

[0117] Step 330 accelerates the speed of the first shaft 14 to 150. For example... Figure 8 As shown, the speed 150 of the first shaft 14 accelerates from the low point 162 of speed 150, passes the speed 154 of gear 36, and continues toward the speed 152 of gear 28.

[0118] Step 340 continues to accelerate and increase the speed 150 of the first shaft 14 until it reaches the speed of the gear 28 of the first gear assembly / transmission ratio 18. Figure 8 The speed 150 of the first shaft 14 is shown converging at point 164 to the speed 152 of the gear 28 and synchronizing with it. Once the corresponding speeds 150 and 152 are synchronized, the locking element 30A of the passive one-way clutch or coupling assembly 21 engages, connects, and begins to transmit torque, where the speeds 150 and 152 of the first shaft 14 and the gear 28 are the same, and the solid and dashed lines are aligned.

[0119] In step 345, the method determines whether the locking element 30A is engaged or deployed. If not, the method returns to step 340. If the locking element 30A is engaged or deployed, the method proceeds to steps 350 and 360.

[0120] In step 350, the system operates in forward mode with a first gear ratio 18. The first shaft 14 rotates at the same forward speed as the gear 28 of the first gear ratio 18, and lines 150 and 152 are aligned.

[0121] In step 360, actuator 40 moves to the first position—position A. The system deploys a locking element 30B. (Reference) Figure 8 When both the gear 28 of the first gear assembly / transmission ratio 18 and the first shaft 14 rotate at a speed within a predetermined window after point 164, the system deploys the locking element 30B of the first controllable one-way clutch or coupling assembly 23.

[0122] In step 365, the method determines whether locking element 30B has been deployed. If not, the method returns to step 360. If locking element 30B has been deployed, the method proceeds to step 370.

[0123] In step 370, the system operates in first gear, first gear component / gear ratio 18, in forward, reverse, and regenerative modes. In regenerative mode, the system provides regenerative torque—regenerative braking.

[0124] Figure 7 and Figure 8The diagram illustrates downshifting from second gear to first gear in forward propulsion torque. A locking element 38A associated with the forward torque is held in the engaged or deployed position, extending from a recess 32B. A locking element 38B associated with the reverse and regenerative torque is disengaged or not deployed, placed in and held in the recess 32A of the recess plate 32. The shift continues by accelerating the motor to the speed of the first gear assembly / gear ratio 18 and the corresponding gear 28. When the speed of the first shaft 14 exceeds the speed of the gear 36, the first shaft 14 and the motor overtake the locking element 38B. The motor increases the speed of the first shaft 14 until it catches up with the speed of the first gear assembly / gear ratio 18 and the corresponding gear 28, at which point the forward locking element 30A stops overtaking. Once the locking element 30A engages the gear 28, the shift assembly activates the locking element 30B, moving it to the engaged or deployed position, whereby the locking element 30B provides regenerative torque to the gear 28 and the corresponding first gear assembly / gear ratio 18. The locking element 30B of the first controllable one-way clutch or coupling assembly 23 is engaged or deployed, extends outward from the recess 24A of the recess plate 24, and transmits regenerative torque from the second shaft 16 to the first shaft 14 and accordingly to the motor.

[0125] Refer to the attached diagram. Figure 9 This is a flowchart of an example of the system and method of the present invention, showing a downshift from second gear to first gear, wherein the powertrain system or component 10 downshifts from second gear regenerative torque-regenerative braking to first gear regenerative torque-regenerative braking. Figure 10 It is a graph showing the speed changes over time for the speed of the first shaft 14 (solid line 150), the speed of gear 28 (dashed line 152), and the speed of gear 36 (dotted line 154).

[0126] Figure 9 The method is shown to begin at step 400, where a downshift from second-gear regenerative torque-regenerative braking to first-gear regenerative torque-regenerative braking is initiated via a signal or command. Initially, actuator 40 is in the third position—position C. Locking elements 38A, 38B of the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 are deployed and transmit positive torque and regenerative torque. Figure 10 As shown, because locking elements 38A and 38B are deployed, the speed 150 of shaft 14 and the speed 154 of gear 36 are the same, and the solid line and the dotted line are consistent.

[0127] In step 410, in preparation for shifting, the actuator moves to the second position—position B. Locking elements 38A and 38B are repositioned from their initial deployed positions to their undeployed positions. However, because locking element 38B still carries the reverse torque, it can remain in the deployed position and remain engaged.

[0128] In step 415, the method determines whether locking elements 38A and 38B are not deployed. If not, the method returns to step 410. If locking elements 38A and 38B are not deployed, the method proceeds to step 420.

[0129] In step 420, the system accelerates the speed of the first shaft 14 to 150 to remove torque and repositions the reverse locking element 38B to the undeployed position. Figure 10 The speed 150 of the first shaft 14 is shown accelerating at point 166. Here, the speed 150 of the first shaft 14 deviates from the speed 154 of the gear 36, where the speed of the first shaft 14 begins to increase above the speed of the gear 36 at point 166. Increasing the speed 150 of the first shaft 14 above the speed 154 of the gear 36 removes any reverse torque on the locking element 38B, thereby allowing disengagement. For example, once the torque is removed, the force of the reset bias member or spring 61B acts on the locking element 38B to move it to the undeployed position.

[0130] Step 425 determines whether locking element 38B is not deployed. If not, the method returns to step 420. If locking element 38B is not deployed, the method proceeds to step 430.

[0131] Step 430 accelerates the speed 150 of the first shaft 14 to the speed 152 of the gear 28, wherein the locking element 30A passively engages and connects the first shaft 14 and the gear 28. Figure 10 The speed 150 of the first shaft 14 converges at point 168 to the speed 152 of the gear 28. Once the speed 150 of the first shaft 14 reaches the speed 152 of the gear 28, the locking element 30A of the passive one-way clutch or coupling assembly 21 engages, connecting the two and enabling torque to be transmitted for forward propulsion. Increasing the speed 150 of the first shaft 14 correspondingly increases the speed of the gear 28, and the solid and dashed lines are aligned.

[0132] In step 435, the method determines whether the rotational speeds of the first shaft 14 and the gear 28 are the same. If not, the method returns to step 430. If the speeds match, the method proceeds to step 440.

[0133] In step 440, once the corresponding speeds 150 and 152 of shaft 14 and gear 28 are the same, the system deploys a locking element 30B associated with the reverse gear, and locking element 30A passively engages the first shaft 14 and gear 28. When the speeds 150 and 152 of the first shaft 14 and gear 28 are synchronized, actuator 40 moves to a first position—position A—where the locking element 30B of the first controllable one-way clutch or coupling assembly 23 is deployed and engages a corresponding notch 34B located in a notch plate connected to gear 28 or a portion thereof that connects the first shaft 14 and gear 28.

[0134] In step 445, the method determines whether the locking element 30B associated with the first gear assembly / gear ratio 18 is deployed. If not, the method returns to step 440. If the locking element is deployed, the method proceeds to step 450.

[0135] In step 450, the system applies a negative torque or reverse torque to the first shaft 14. This negative torque or reverse torque is generated by the shaft 16 driving the first gear assembly / gear ratio 18 and correspondingly by the first shaft 14. In step 460, the system operates in first gear regenerative mode.

[0136] Figure 9 and Figure 10The diagram illustrates a downshift from second to first gear, where the powertrain or assembly 10 downshifts from second gear regenerative torque – regenerative braking to first gear regenerative torque – regenerative braking. Initially, locking elements 38A and 38B of the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 are engaged, transmitting both positive and regenerative torque. When the shift assembly is ready to downshift from second to first gear, locking element 38A associated with the positive torque disengages or is not deployed, is placed in and held in the recess 32A of the recessed plate 32. Locking element 38B associated with the reverse and regenerative torque remains in the engaged or deployed position, extending from the recess 32B. The shift continues by accelerating the motor to the speed of the first gear assembly / gear ratio 18 and the corresponding gear 28. When the speed of the first shaft 14 exceeds the speed of the gear 36, the first shaft 14 and the motor overtake locking element 38B. The motor increases the speed of the first shaft 14 until it catches up with the speed of the first gear assembly / ratio 18 and the corresponding gear 28, at which point the forward locking element 30A stops overtaking. After the locking element 30A engages the gear 28, the shift assembly activates the locking element 30B and moves it to an engaged or deployed position, whereby the locking element 30B provides regenerative torque to the gear 28 and the corresponding first gear assembly / ratio 18. The locking element 30B of the first controllable one-way clutch or coupling assembly 23 is engaged or deployed, and the locking element 30B extends outward from the recess 24A of the recessed plate 24, thereby transmitting the regenerative torque from the second shaft 16 to the first shaft 14 and correspondingly to the motor.

[0137] Figure 11 This is a flowchart illustrating an example of the system and method of the present invention, showing a gear shift from first gear to second gear, wherein the power transmission system or component 10 shifts from first gear regenerative torque-regenerative braking to second gear regenerative torque-regenerative braking. Figure 12 It is a graph showing the speed of the first shaft 14 (solid line 150), the speed of gear 28 (dashed line 152), and the speed of gear 36 (dotted line 154) as a function of time.

[0138] Figure 11 The method is shown to begin at step 500, where a shift from first-gear regenerative torque-regenerative braking to second-gear regenerative torque-regenerative braking is initiated by a signal or command. Initially, actuator 40 is in the first position—position A. The forward locking element 30A of the passive one-way clutch or coupling assembly 21 and the reverse torque transmission locking element 30B of the controllable one-way clutch or coupling assembly 23 are deployed and transmit both forward and reverse regenerative torque. Because locking elements 30A and 30B are deployed, the speed 150 of shaft 14 and the speed 152 of gear 28 are the same, and the solid and dashed lines are aligned.

[0139] In step 510, during the shift preparation from first to second gear, the actuator moves to the second position—position B. The locking element 30B is repositioned from its initial deployed position to its undeployed position. However, because the locking element 30B still carries torque, it remains in the deployed position and remains engaged.

[0140] In step 520, the system accelerates the speed 150 of the first shaft 14 to a point 170 higher than the speed 152 of the gear 28, wherein the speed 150 of the first shaft 14 and the speed 152 of the gear 28 deviate, with the speed of the shaft 14 briefly increasing to be higher than the speed of the gear 28. The speed 150 of the shaft 14 briefly exceeds the speed 152 of the gear 28 to remove the torque on the locking element 30B, thereby allowing disengagement. Once the torque is removed, the force of the reset bias member or spring 59B acts on the locking element 30B to move the locking element to the undeployed position.

[0141] Step 525 determines whether locking element 30B is not deployed. If not, the method returns to step 520. If locking element 30B is not deployed, the method proceeds to step 530.

[0142] Step 530 reduces the speed of the first shaft 150 to synchronize with the speed of the gear 36 154. Figure 12 It is shown that the speed 150 of the first shaft 14 decelerates and converges at point 172 to the speed 154 of the gear 36 and synchronizes with the speed 154 of the gear 36.

[0143] In step 535, the method determines whether the speeds of the first shaft 14 and the gear 36 are synchronized. For example, as Figure 12 As shown, speeds 150 and 154 are consistent. If not, the method returns to step 530. If the speeds are synchronized, the method proceeds to step 540.

[0144] In step 540, the actuator moves to the third position—position C. The system deploys locking elements 38A, 38B. When both the gear 36 of the second gear assembly / gear ratio 20 and the first shaft 14 rotate at a speed within a predetermined window (in one example, at the same speed), the locking elements 38A, 38B of the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 are deployed and engage the corresponding notches 34A, 34B in the notch plate 34 (which is connected to the gear 36 or a part of the gear 36), thereby connecting the first shaft to the gear 36.

[0145] Step 545 determines whether the locking elements 38A and 38B associated with the second gear assembly / gear ratio 20 are deployed. If not, the method returns to step 540. If the locking elements are deployed, the method proceeds to step 550.

[0146] In step 550, the system applies a negative torque or reverse torque to shaft 14. This negative torque or reverse torque is generated by shaft 16, which drives the second-gear assembly / gear ratio 20, and correspondingly by the first shaft 14. In step 560, the system operates in second-gear regenerative mode.

[0147] Figure 11 and Figure 12 The diagram illustrates a shift from first to second gear, where the powertrain or assembly 10 shifts from first gear regenerative torque-regenerative braking to second gear regenerative torque-regenerative braking. As shown, the locking element 30A of the passive one-way clutch or coupling assembly 21 and the locking element 30B of the first controlled one-way clutch or coupling assembly 23 are engaged or deployed, extending outward from corresponding recesses 24A, 24B of the recessed plate 24. The locking elements 30A and 30B engage and transmit both positive and regenerative torque. When the shift assembly is ready to shift from first to second gear, the locking element 30A engages and applies a small or brief positive torque, allowing the locking element 30B associated with the reverse or regenerative torque to disengage or remain in the recess 24B of the recessed plate 24. The locking element 30A associated with the positive torque remains engaged or deployed and extends out of the recess 24A. Shifting continues by reducing the speed of the motor and corresponding first shaft 14 to the speed of the second gear assembly / transmission ratio 20 and the corresponding gear 36. When the speed of gear 28 exceeds the speed of the first shaft 14 and the motor, the second shaft 16 and the corresponding first gear assembly / transmission ratio 18, including gear 28, overtake the locking element 30A. The motor reduces the speed of the first shaft 14 until it catches up with the speed of the second gear assembly / transmission ratio 20 and the corresponding gear 36. As the motor speed decreases, gear 28 and the corresponding first gear assembly / transmission ratio 18 overtake the forward locking element 30A. At this point, the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 are engaged or deployed to transmit forward, regenerative, and reverse torque using the second gear assembly / transmission ratio 20. The first gear assembly / transmission ratio 18 does not transmit torque even if the locking element 30A of the passive one-way clutch or coupling assembly 21 remains engaged / deployed. As long as the first shaft 14 is engaged with the second gear assembly / transmission ratio 20, gear 28 continuously overtakes the locking element 30A.

[0148] Figures 13-17 Another example of a powertrain or component 10 is shown, which has a shifting system 12 using a five-position cam actuator, generally seen at 110.

[0149] A five-position cam actuator 110 is operable to move corresponding active locking elements 30A, 30B, 38A, 38B between an engaged / deployed position and a disengaged / undeployed position. The cam actuator 110 includes a cam portion or cam wheel 112 rotatably mounted about a shaft 14. A drive motor 118 and a drive gear 120 operate to move or rotate the cam wheel 112. The cam wheel 112 includes a cam profile comprising a plurality of cam lobes or protrusions 114 on opposing side surfaces 113, 115. The cam lobes or protrusions 114 have cam surfaces 114A, 114B, 114C, 114D that act on corresponding transducers 116A, 116B, 116C, 116D, thereby causing the transducers to slide and move axially back and forth on the first shaft 14. The side surfaces 113, 115 of the cam wheel 112 form a flat or neutral cam surface 114E. Axial movement of converters 116A, 116B, 116C, and 116D causes movement of spring plates 54A, 54B, 56A, and 56B, and corresponding locking elements. Movement of cam wheel 112 correspondingly moves or positions cam surfaces 114A, 114B, 114C, 114D, and 114E to position converter portions 116A, 116B, 116C, and 116D. Cam surfaces 114A, 114B, and 114E on the first side or left side 113 of cam wheel 112 control the operation of the first and second active or controllable clutches or assemblies 121 and 123, and correspondingly control the position of locking elements 30A and 30B between the engaged / deployed position and the disengaged / undeployed position. The cam surfaces 114C, 114D, 114E on the second or right side 115 of the cam wheel 112 control the operation of the third active or controllable clutch or assembly 131 and the fourth active or controllable clutch or assembly 133, and correspondingly control the position of the locking elements 38A, 38B between the engaged / deployed position and the disengaged / undeployed position. Figures 13 to 17 Exemplary cam surfaces 114A, 114B, 114C, and 114D are shown. It should be understood that when the cam wheel 112 rotates, the cam surfaces 114A, 114B, 114C, and 114D engage and move the transducer portions 116A, 116B, 116C, and 116D. Although shown as four separate transducer portions 116A, 116B, 116C, and 116D, two transducer portions (one on each side of the cam wheel 112) may also be used, wherein the actuating members or springs 58A, 58B, 60A, and 60B vary in length.

[0150] The position of the cam wheel 112 controls the deployment or non-deployment of the corresponding locking elements 30A, 30B, 38A, and 38B via the corresponding active or controllable clutch assemblies 121, 123, 132, and 133. The positions of the locking elements associated with the cam actuator 110 are as follows: Position A—Locking element 30A, cam surface 114A, and locking elements 30B and cam surface 114B are deployed, and two locking elements 38A and 38B are not deployed, cam surface 114E; Position B—Locking element 30A is deployed, cam surface 114A, and locking element 30B is not deployed, cam surface 114E, and locking elements 38A and 38B are not deployed, cam surface 114E; Position C—Locking element... Position D—Locking element 38A is deployed, cam surface 114C, and locking element 38B is not deployed, cam surface 114E, and locking elements 30A and 30B are not deployed, cam surface 114E; Position D—Locking element 38A is deployed, cam surface 114C, and locking element 38B is deployed, cam surface 14D, and locking elements 30A and 30B are not deployed, cam surface 114E; and Position E—Locking elements 30A, 30B, 38A, and 38B are all not deployed, cam surface 114E.

[0151] The powertrain or component 10 provides the following system modes based on the position of actuator 110. Position A provides first-gear forward, reverse, and regenerative torque. Position B provides first-gear forward torque and overtakes when gear 28 rotates faster than the first shaft 14. Position C provides second-gear forward torque and overtakes when gear 36 rotates faster than the first shaft. Position D provides second-gear forward, reverse, and regenerative torque. Position E provides a neutral position. Figures 13-17 As shown, a neutral position (position E) is illustrated between positions A and D, above position A, and below position D. Although adjacent positions B and C are shown, cam surfaces 114A and 114C can be circumferentially spaced apart on the cam wheel 112, thereby providing an additional neutral position between them. Providing an additional neutral position (position E) between positions B and C makes it possible to approach the neutral position (position E) from any of the four positions (positions A, B, C, and D). Although a five-position cam actuator is shown, other cam actuators may also be used. For example, three-position and four-position cam actuators are also contemplated.

[0152] Figure 18 This is a flowchart of the system and method of the present invention, illustrating the use of a five-position, five-mode cam actuation mechanism 110 to shift from first gear to second gear. As shown, the powertrain system or component 10 shifts from first gear forward torque to second gear forward torque. Figure 19This is a graph showing the velocity of the relative shaft and gear as a function of time. The attached figure schematically shows the velocity of the first shaft 14 (solid line 150); the velocity of gear 28 (dashed line 152); and the velocity of gear 36 (dotted line 154).

[0153] Figure 18 The method is shown to begin at step 600, where a forward shift from first gear to second gear is initiated by a signal or command. Initially, actuator 110 is in a first position—position A. Locking elements 30A, 30B of the one-way clutches or coupling assemblies 121, 123 are controllable elements and are deployed. Each locking element extends outward from a corresponding recess 24A, 24B of the recessed plate 24 and engages a corresponding recess 26A, 26B in the recessed plate 26, which is connected to gear 28 or a portion thereof. Locking elements 30A, 30B transmit forward, reverse, and regenerative torque, respectively. Locking elements 38A, 38B of the one-way clutches or coupling assemblies 131, 133 are controllable elements and are not deployed. Each locking element 38A, 38B remains in its corresponding recess 32A, 32B. Locking elements 38A, 38B do not transmit torque from the first shaft 14 through gear 36 to the second gear assembly / gear ratio 20. Figure 19 As shown, because locking elements 30A and 30B are deployed, they connect shaft 14 and gear 28 in the forward and reverse directions, wherein shaft 14 and gear 28 rotate together and at speeds 150 and 152.

[0154] In step 610, to prepare for a shift, actuator 110 rotates to a second position—position B. Locking element 30B, associated with the reverse torque, is repositioned from the deployed position to the undeployed position. When the shift assembly is ready to shift power from the first gear assembly / gear ratio 18 to the second gear assembly / gear ratio 20, locking element 30B of the second controllable one-way clutch or coupling assembly 123, associated with the reverse torque, disengages or is not deployed, and is placed in the recess 24B of the recessed seat plate 24. In position B, locking element 30A of the first controllable one-way clutch or coupling assembly 121 remains deployed and transmits torque in the positive direction. The second controllable one-way clutch or coupling assembly 123 is closed, and no torque is transmitted in the reverse or regenerative direction. Figure 19 It is shown that the speeds 150 and 152 of shaft 14 and gear 28 remain the same, and lines 150 and 152 are aligned because the propulsion torque travels from shaft 14 to gear 28 in the positive direction through locking element 30A.

[0155] Step 620 reduces the speed 150 of the first shaft 14 to a speed 154 lower than that of the gear 36 of the second gear assembly / transmission ratio 20. Figure 19The speed 150 of the first shaft 14 is shown, which decelerates and deviates from the speed 152 of the gear 28 of the first gear assembly / gear ratio 18 at point 174.

[0156] In step 625, the method determines, if desired, whether locking element 30B is not deployed. If not, the method returns to step 610. If locking element 30B is disengaged or not deployed, the method proceeds to step 620. Whether locking element 30B is engaged or deployed can be determined by applying a negative torque to the first shaft 14, wherein speed and torque sensors monitor corresponding parameters of the components. In one example, the speed sensor monitors the speed 150 of shaft 14 and the speed 152 of gear 28. If the corresponding speeds 150 and 152 remain the same when the speed 150 of shaft 14 decreases, locking element 30B can still be engaged.

[0157] Step 630 continues to reduce the speed 150 of the first shaft 14 to below the speed 154 of gear 36, which is the second gear assembly / gear ratio 20. The speed 150 of the first shaft 14 continues to decrease until it drops below the speed 154 of gear 36, and... Figure 19 The example shown reaches point 176. The following indicates speeds less than gear 36. In one example, the following indicates amounts greater than 50 RPM. For example, the speed of the first shaft 154 is at least 50 RPM less than the speed of gear 36 150.

[0158] In step 635, if desired, the method determines whether the speed 150 of the first shaft 14 is lower than the speed 154 of the gear 36 of the second gear assembly / gear ratio 20. If not, the method returns to step 620. If the speed is lower, the method proceeds to step 630. Again, the speed sensor monitors the speed 150 of the shaft 14 and the speed 154 of the gear 36.

[0159] In step 640, actuator 110 moves to a third position—position C—where the system deploys the locking element 38A of the controllable one-way clutch or coupling assembly 131 for positive thrust torque in second gear, and repositions the locking element 30A of the controllable one-way clutch or coupling assembly 121 for positive thrust torque in first gear to an undeployed position. Figure 19 As shown, the speed 150 of shaft 14 is lower than the speeds 152 and 154 of gears 28 and 36. Because speed 150 is lower than speed 152 of gear 28, gear 28 rotates faster than shaft 14, therefore there is no positive torque on locking element 30A; it is in an overrunning state and can be repositioned to an undeployed state. Similarly, because speed 150 of shaft 14 is lower than speed 154 of gear 36, gear 36 rotates faster than shaft 14, therefore there is no positive torque on locking element 38A; it can be deployed and is in an overrunning state.

[0160] Step 650 accelerates the speed 150 of the first shaft 14 to the speed 154 of the second gear assembly / gear ratio 20 gear 36. Figure 19 The diagram illustrates how the speed 150 of the first shaft 14 increases at point 178, reaches, and eventually becomes equal to the speed 154 of the gear 36 in the second gear assembly / gear ratio 20. Because the locking element 38A is deployed, once the speed 150 of the first shaft 14 reaches or equals the speed 154 of the gear 36 at point 178, the locking element 38A automatically engages the shaft 14 with the second gear assembly / gear ratio 20 by engaging a corresponding notch 34A in a notch plate 34 connected to the gear 36 or a portion thereof. The locking element 38A functions passively because it passively engages and begins to transmit torque between the first shaft 14 and the gear 36, which rotates at the same speed as the first shaft 14. Figure 19 As shown, the speeds 150 and 154 of shaft 14 and gear 36 are consistent. Although shown as discrete points 174, 176, and 178, they are not necessarily discrete points, but can cover a range.

[0161] In step 655, the method determines, if desired, whether locking element 38A is engaged or deployed. If not, the method returns to step 650. If locking element 38A is engaged or deployed, the method proceeds to steps 660 and 670. Whether locking element 38A is engaged or deployed can be determined by applying a positive torque or a forward torque to the first shaft 14, wherein speed and torque sensors monitor the corresponding parameters of the components.

[0162] In step 660, the system operates in forward mode with a second gear assembly / gear ratio 20. The first shaft 14 rotates at the same forward speed as the gear 36 of the second gear assembly / gear ratio 20, and the speeds 150 and 154 are consistent.

[0163] In step 670, actuator 110 moves to the fourth position—position D—where the system deploys the second-gear locking element 38B. Sometime after point 178, after locking element 38A connects the first shaft 14 and gear 36 and transmits positive torque between the first shaft 14 and gear 36, the system deploys the locking element 38B of the fourth controllable one-way clutch or coupling assembly 133.

[0164] In step 675, the method determines, if desired, whether locking element 38B is deployed. If not, the method returns to step 670. If locking element 38B is deployed, the method proceeds to step 680. Whether locking element 38B is engaged or deployed can be determined by applying negative or reverse torque to the first shaft 14, wherein speed and torque sensors monitor the corresponding parameters of the components.

[0165] In step 680, the system operates in second gear, with the second gear component / gear ratio 20 in forward, reverse, and regenerative modes. In regenerative mode, the system provides regenerative torque—regenerative braking.

[0166] The continued movement of the cam actuator 110 also includes a fifth position—position E, in which all four locking elements 30A, 30B, 38A, 38B are disengaged / not deployed, and the system idles in both forward and reverse directions.

[0167] Figure 20 The flowchart illustrates another example of the system and method of the present invention, showing a downshift from second gear to first gear using a five-position, five-mode cam actuation mechanism 110. As shown, the powertrain system or component 10 downshifts from second gear forward torque to first gear forward torque. Figure 21 It is a graph showing the motor speed as a function of time, including the speed of the first shaft 14 (solid line 150), the speed of gear 28 (dashed line 152), and the speed of gear 36 (dotted line 154).

[0168] Figure 20 The method is shown to begin at step 700, where downshifting from second gear forward to first gear forward is initiated by a signal or command. Initially, the actuator is in the fourth position—position D. Locking elements 38A, 38B of the controllable one-way clutches or coupling assemblies 31, 33 are deployed. Each locking element extends outward from its corresponding recess 32A, 32B on the recessed seat plate 32. Locking elements 30A, 30B of the controllable one-way clutches or coupling assemblies 21, 23 are not deployed. Each locking element 30A, 30B remains in its corresponding recess 24A, 24B. Figure 21 As shown, the first shaft and gear 36 rotate together at the same speeds 150 and 154. Locking elements 30A and 30B do not transmit torque from the first shaft 14 to the first gear assembly / gear ratio 18 via gear 28.

[0169] In step 710, to prepare for downshifting, actuator 110 rotates and moves to a third position—position C—where the system repositions the locking element 38B of the fourth controllable one-way clutch or coupling assembly 133 in the undeployed position. Because the locking element 38A of the third controllable one-way clutch or coupling assembly 131 is still deployed, the locking element engages the first shaft 14 and gear 36 in the positive direction. However, because the locking element 38A still carries positive torque, it remains in the deployed position and remains engaged. Speeds 150 and 154 remain consistent because torque passes through the locking element 38B in the positive direction.

[0170] Step 715: If desired, determine whether locking element 38B is not deployed. If not, the method returns to step 710. If locking element 38B is not deployed, the method proceeds to step 720. Whether locking element 38B is engaged or deployed can be determined by applying a negative or reverse torque to the first shaft 14, wherein speed and torque sensors monitor the corresponding parameters of the components. In one example, temporarily, briefly, or intermittently, the speed 150 of the first shaft 14 is reduced to below the speed 154 of the gear 36. Speed ​​sensors monitor the speed 150 of shaft 14 and the speed 154 of gear 36. If the corresponding speeds 150 and 154 remain the same as the speed 150 of shaft 14 decreases, locking element 38B can still be engaged.

[0171] In step 720, actuator 110 moves to the second position—position B, in which the system repositions the locking element 38A of the third controllable one-way clutch or coupling assembly 133 to the undeployed position and deploys the locking element 30A of the second controllable one-way clutch or coupling assembly 121.

[0172] In step 730, both decelerate, and then the speed of the first shaft 14 is accelerated to 154, which is higher than the speed of the second gear assembly / gear ratio 20 of the gear 36. Figure 21 The diagram shows the first shaft 14 at speed 150 decreasing slightly below the speed 154 of the second gear assembly / gear ratio 20 at point 180 and then accelerating above speed 154. This deceleration lasts for a short period or briefly, during which the positive locking element 38A disengages. Reducing the speed 150 of the first shaft 14 eliminates torque, thereby allowing the positive locking element 38A to be repositioned to the undeployed position. For example, once the torque is removed, the force of the reset bias member or spring 61B acts on the locking element 38A to move the locking element to the undeployed position.

[0173] Step 735: If desired, determine whether locking element 38A is not deployed. If not, the method returns to step 720. If locking element 38A is not deployed, the method proceeds to step 730. Whether locking element 38A is engaged or deployed can be determined by applying a positive torque or a forward torque to the first shaft 14, wherein speed and torque sensors monitor the corresponding parameters of the components. In one example, the speed sensor monitors the speed 150 of shaft 14 and the speed 154 of gear 36. If the corresponding speeds 150 and 154 remain the same when the speed 150 of shaft 14 increases, locking element 38A can still be engaged.

[0174] Step 740 continues to accelerate the speed of the first shaft 14 to 150. Figure 21The speed 150 of the first shaft 14 is shown to accelerate from point 180, exceeding the speed 150 of the first shaft 14 and the speed 154 of gear 36. Because the speed 150 is lower than the speed 152 of gear 28, gear 28 rotates faster than shaft 14 and there is no positive torque on the deployed locking element 30A; the locking element is in an overrunning state. Step 740 continues to accelerate the speed 150 of the first shaft 14 to the speed 152 of gear 28 to engage the first shaft 14 and gear 28. Figure 21 The diagram shows that the speed 150 of the first shaft 14 converges at point 182 to the speed 152 of the gear 28 and reaches that speed. Once the speed 150 of the first shaft 14 reaches the speed 152 of the gear 28, the deployed locking element 30A of the first one-way clutch or coupling assembly 121 engages the notch 26A to passively connect the shaft 14 to the gear 28 and transmit torque. With the first shaft 14 connected to the gear 28, the gear 28 rotates at the same speed as the first shaft 14. Speeds 150 and 152 are equal, and the solid and dashed lines are aligned.

[0175] In step 745, the method determines, if desired, whether the locking element 30A is engaged or deployed. If not, the method returns to step 730. If the locking element 30A is engaged or deployed, the method proceeds to steps 740 and 750. This determination may include applying a positive torque or forward torque to the first shaft 14, wherein speed and torque sensors monitor corresponding parameters of the components.

[0176] In step 750, the system operates in forward mode with a first-gear component / gear ratio of 18. For example... Figure 21 As shown, the first shaft 14 rotates at the same positive speed as the gear 28 of the first gear assembly / transmission ratio 18, and lines 150 and 152 are aligned.

[0177] In step 760, actuator 110 moves to a first position—position A—where, once the corresponding speeds 150 and 152 of shaft 14 and gear 28 are synchronized, the system deploys a locking element 30B associated with the reverse gear. The locking element 30B of the second controllable one-way clutch or coupling assembly 123 is deployed and engages a corresponding notch 34B in a recessed plate connected to gear 28 or a portion thereof, thereby connecting the first shaft 14 and gear 28.

[0178] In step 765, the method determines, if desired, whether the locking element 30B associated with the first gear assembly / gear ratio 18 is deployed. If not, the method returns to step 750. If the locking element is deployed, the method proceeds to step 760. This determination may include applying a negative torque or a reverse torque to the first shaft 14. In step 760, the system operates in first gear regenerative mode.

[0179] Refer to the attached diagram. Figure 22 This is a flowchart of an example of the system and method of the present invention, showing downshifting from second gear to first gear, wherein the powertrain system or component 10 downshifts from second gear regenerative torque-regenerative braking to first gear regenerative torque-regenerative braking. Figure 23 It is a graph showing the speed changes over time for the first shaft 14 (solid line 150), the gear 28 (dashed line 152), and the gear 36 (dotted line 154).

[0180] Figure 22 The method is shown to begin at step 800, where a downshift from second-gear regenerative torque-regenerative braking to first-gear regenerative torque-regenerative braking is initiated via a signal or command. Initially, actuator 110 is in the fourth position—position D. Locking elements 38A, 38B of the second controllable one-way clutch or coupling assembly 131 and the third controllable one-way clutch or coupling assembly 133 are deployed and transmit positive torque and regenerative torque. Figure 23 As shown, because locking elements 38A and 38B are deployed, the speed 150 of shaft 14 and the speed 154 of gear 36 are the same, and the solid line and the dotted line are consistent.

[0181] In step 810, in preparation for downshifting, actuator 110 rotates and moves to a second position—position B—around position C. In position B, the two locking elements 38A and 38B are repositioned from their initial deployed positions to their undeployed positions, and locking element 30A, associated with the positive torque, is repositioned from its undeployed position to its deployed position. However, because locking element 38B still carries the reverse torque, it can remain in its deployed position and remain engaged.

[0182] In step 820, the system accelerates the speed of the first shaft 14 to 150 to remove torque and repositions the reverse locking element 38B to the undeployed position. Figure 23 The speed 150 of the first shaft 14 is shown to accelerate to a speed 154 above second gear at point 184. Increasing the speed 150 of the first shaft 14 removes the positive torque and allows the reverse locking element 38B to disengage. For example, once the torque is removed, the force of the reset bias member or spring 61B acts on the locking element 38B to move the locking element to the undeployed position.

[0183] In step 825, the method determines whether the locking element 38B is not deployed. If not, the method returns to step 820. If the locking element 38B is not deployed, the method proceeds to step 830. Whether the locking element 38B is engaged or deployed can be determined by applying a negative or reverse torque to the first shaft 14, wherein speed and torque sensors monitor the corresponding parameters of the components.

[0184] Step 830 accelerates the speed 150 of the first shaft 14 to the speed 152 of the gear 28, wherein the locking element 30A passively engages and connects the first shaft 14 and the gear 28. Figure 23 The speed 150 of the first shaft is shown converging at point 188 to the speed 152 of the gear 28. Once the speed 150 of the first shaft 14 reaches the speed 152 of the gear 28, the locking element 30A of the passive one-way clutch or coupling assembly 21 engages, connecting the first shaft and the gear, and enabling torque to be transmitted for forward propulsion. Increasing the speed 150 of the first shaft 14 correspondingly increases the speed of the gear 28, and the solid and dashed lines are aligned.

[0185] In step 835, the method determines whether the rotational speeds of the first shaft 14 and the gear 28 are the same. If not, the method returns to step 840. If the speeds match, the method proceeds to step 850.

[0186] In step 840, actuator 110 moves to a first position—position A—where, once the corresponding speeds 150 and 152 of shaft 14 and gear 28 are synchronized, the system deploys a locking element 30B associated with the first gear in reverse, wherein locking element 30A passively engages the first shaft 14 and gear 28. When the speeds 150 and 152 of the first shaft 14 and gear 28 are the same or synchronized, actuator 110 moves to the first position—position A, and deploys the locking element 30B of the first controllable one-way clutch or coupling assembly 23. Figure 23 As shown, the speed of shaft 14 increases slightly and briefly upward, providing positive torque and enabling locking element 30B to engage the corresponding notch 34B in the notch plate, which is connected to gear 28 or a portion thereof, thereby connecting the first shaft 14 and gear 28.

[0187] In step 845, the method determines whether the locking element 30B associated with the first gear assembly / gear ratio 18 is deployed. If not, the method returns to step 840. If the locking element is deployed, the method proceeds to step 850.

[0188] In step 850, the system applies a negative torque or a reverse torque to the first shaft 14. The second shaft 16 drives the first gear assembly / gear ratio 18, and correspondingly, the first shaft 14 generates a negative torque or a reverse torque.

[0189] In step 860, the system operates in a first-gear regeneration mode.

[0190] Figure 24 This is a flowchart illustrating an example of the system and method of the present invention, showing a gear shift from first gear to second gear, wherein the powertrain system or component 10 shifts from first gear regenerative torque-regenerative braking to second gear regenerative torque-regenerative braking. Figure 25It is a graph showing the speed changes over time for the speed of the first shaft 14 (solid line 150), the speed of gear 28 (dashed line 152), and the speed of gear 36 (dotted line 154).

[0191] Figure 24 The method is shown to begin at step 900, where a shift from first gear regenerative torque-regenerative braking to second gear regenerative torque-regenerative braking is initiated by a signal or command. Initially, actuator 110 is in a first position—position A. The forward locking element 30A of the first one-way clutch or coupling assembly 121 and the reverse torque transmission locking element 30B of the controllable one-way clutch or coupling assembly 123 are deployed and transmit forward and reverse regenerative torque. The locking elements 38A, 38B of the one-way clutches or coupling assemblies 131, 133 are not deployed. Each locking element 38A, 38B remains in its corresponding recess 32A, 32B. The locking elements 38A, 38B do not transmit torque from the first shaft 14 to the second gear assembly / gear ratio 20 via gear 36. Because the locking elements 30A, 30B are deployed, the speed 150 of shaft 14 and the speed 152 of gear 28 are the same, and the solid and dashed lines are aligned.

[0192] In step 910, in preparation for shifting from first gear to second gear, the actuator moves to a second position—position B. The locking element 30B is repositioned from its initial deployed position to its undeployed position. In position B, the locking element 30A of the first controllable one-way clutch or coupling assembly 121 remains deployed and is capable of transmitting torque in the positive direction. However, because the locking element 30B still carries torque, it remains in the deployed position and remains engaged.

[0193] In step 920, the system accelerates the speed 150 of the first shaft 14 to a point 192 that is higher than the speed 152 of the gear 28, wherein the speed 150 of the first shaft 14 and the speed 152 of the gear 28 deviate, and the speed of the shaft 14 increases to be higher than the speed of the gear 28 for a short period of time. The speed 150 of the shaft 14 briefly exceeds the speed 152 of the gear 28 to remove the torque on the locking element 30B, thereby allowing disengagement. Once the torque is removed, the force of the reset bias member or spring 59B acts on the locking element 30B to move the locking element to the undeployed position.

[0194] Step 925 determines whether locking element 30B has not been deployed. If not, the method returns to step 920. If locking element 30B has not been deployed, the method proceeds to step 930.

[0195] Step 930 reduces the speed 150 of the first shaft 14 from the speed 152 of gear 28 to a speed 154 below that of gear 36, which is below the second gear assembly / gear ratio 20. The speed 150 of the first shaft 14 continues to decrease from point 192 until it drops below the speed 154 of gear 36, and... Figure 25 The example shown reaches point 194. The following indicates speeds less than gear 36. As mentioned above, the following indicates amounts greater than 50 RPM. For example, the speed 154 of the first shaft 14 is at least 50 RPM less than the speed 150 of gear 36. Although currently deployed, there is no torque on locking element 30A and the locking element will overshoot.

[0196] In step 935, the method determines whether the speed of the first shaft 14 is lower than the speed of the gear 36. If not, the method returns to step 530. If the speed is lower, the method proceeds to step 940.

[0197] In step 940, actuator 110 moves to a third position—position C—whereby the system deploys the locking element 38A of the controllable one-way clutch or coupling assembly 131 for positive torque propulsion in second gear, and repositions the locking element 30A of the controllable one-way clutch or coupling assembly 121 for positive torque propulsion in first gear to an undeployed state. Figure 25 As shown, at point 194, the speed 150 of shaft 14 is lower than the speeds 152 and 154 of gears 28 and 36. Because speed 150 is lower than speed 152 of gear 28, gear 28 rotates faster than shaft 14, therefore there is no positive torque on locking element 30A; the locking element is in an overrunning state and can be repositioned to an undeployed state. Similarly, because speed 150 of shaft 14 is lower than speed 154 of gear 36, gear 36 rotates faster than shaft 14, therefore there is no positive torque on locking element 38A; the locking element can be deployed and is in an overrunning state.

[0198] Step 950 accelerates the speed 150 of the first shaft 14 to the speed 154 of the second gear assembly / gear ratio 20 gear 36. Figure 25The diagram shows the speed 150 of the first shaft 14 increasing at point 196, reaching and synchronizing with the speed 154 of the gear 36 in the second gear assembly / gear ratio 20. Because the locking element 38A is deployed, once the speed 150 of the first shaft 14 reaches or equals the speed 154 of the gear 36 at point 196, the locking element 38A automatically engages the shaft 14 with the second gear assembly / gear ratio 20 by engaging a corresponding notch 34A in a notch plate connected to the gear 36 or a portion thereof. The locking element 38A functions passively because it passively connects the first shaft 14 to the gear 36 and begins to transmit torque between the first shaft and the gear 36, which rotates at the same speed as the first shaft 14. Figure 25 As shown, the speeds 150 and 154 of shaft 14 and gear 36 are consistent. Although shown as discrete points 192, 194, and 196, they are not necessarily discrete points, but can cover a range.

[0199] In step 955, the method determines, if desired, whether the locking element 38A is engaged or deployed. If not, the method returns to either step 940 or step 950. If the locking element 38A is engaged or deployed, the method proceeds to step 960. Whether the locking element 38A is engaged or deployed can be determined by applying a positive torque or a forward torque to the first shaft 14, wherein speed and torque sensors monitor the corresponding parameters of the components.

[0200] In step 960, actuator 110 moves to the fourth position—position D—where the system deploys the second-gear locking element 38B. Sometime after point 196, after locking element 38A connects the first shaft 14 to gear 36 and transmits positive torque between the first shaft and the gear, the system deploys the locking element 38B of the fourth controllable one-way clutch or coupling assembly 133.

[0201] In step 965, the method determines, if desired, whether locking element 38B is deployed. If not, the method returns to step 960. If locking element 38B is deployed, the method proceeds to step 970. Whether locking element 38B is engaged or deployed can be determined by applying negative or reverse torque to the first shaft 14, wherein speed and torque sensors monitor the corresponding parameters of the components.

[0202] In step 970, the system operates in second gear, second gear component / gear ratio 20, in forward, reverse, and regenerative modes. In regenerative mode, the system provides regenerative torque—regenerative braking.

[0203] If desired, the cam actuator 110 moves to the fifth position—position E—where all four locking elements 30A, 30B, 38A, and 38B are disengaged / not deployed. In position E, the powertrain or assembly 10 idles in both forward and reverse directions. Because the powertrain or assembly 10 uses controllable one-way clutches or coupling assemblies 121, 123, 131, and 133, the powertrain or assembly 10 includes an additional mode in which all clutches are closed, locking elements 30A, 30B, 38A, and 38B are all in the disengaged position, no torque is transmitted, and the corresponding components idle relative to each other.

[0204] Figure 26 Another additional example of the powertrain or component 10 is shown, including a shifting system 12 with a five-position actuator 80, which is shown as a linear actuator using a stator 82 and a converter 84. The powertrain or component 10 provides the following system modes based on the position of the actuator 80: Position A provides first-gear forward, reverse, and regenerative torque. Position B provides first-gear forward torque and overtakes when gear 28 rotates faster than the first shaft 14. Position C provides a neutral position. Position D provides second-gear forward torque and overtakes when gear 36 rotates faster than the first shaft. Position E provides second-gear forward, reverse, and regenerative torque. Similar to the cam actuator 110, a first active or controllable clutch or component 121 and a second active or controllable clutch or component 123 act on locking elements 30A, 30B, and a third active or controllable clutch or component 131 and a fourth active or controllable clutch or component 133 act on locking elements 38A, 38B.

[0205] The position of the actuator controls the deployment or non-deployment of the corresponding locking elements 30A, 30B, 38A, and 38B via the corresponding active or controllable clutch assemblies 121, 123, 132, and 133. The positions of the locking elements associated with the actuator 80 correspond to the following actuator 80 positions: Position A—both locking elements 30A and 30B are deployed, and both locking elements 38A and 38B are not deployed; Position B—locking element 30A is deployed, and locking elements 30B, 38A, and 38B are not deployed; Position C—all locking elements 30A, 30B, 38A, and 38B are not deployed; Position D—locking elements 30A, 30B, and 38B are not deployed, and locking element 38A is deployed; and Position E—locking elements 30A and 30B are not deployed, and locking elements 38A and 38B are deployed.

[0206] The difference between the linear actuator 80 and the cam actuator 110 is that the neutral position in the linear actuator 80 is located between position B and position C. The neutral position, position E, of the cam actuator 11 can be located at either end of the cam profile or in the middle of the cam profile.

[0207] Figure 27 Another example of an additional example of a powertrain or component 10 is shown, comprising a shift system 12 with a four-position actuator 70, shown as a linear actuator using a stator 72 and a converter 74. The actuator moves between four positions indicated by the letters AD. The fourth position—position D, located between positions B and C—is an additional neutral position. In the neutral position, the coupling mechanism 22 idles in both the forward and reverse directions. The coupling system differs from the coupling system used by the three-position actuator 40 in that the one-way clutches or coupling assemblies 21 and 23 controlling the deployment of locking elements 30A and 30B are both active controllable elements. The locking elements 38A and 38B of the second controllable one-way clutch or coupling assembly 31 and the third controllable one-way clutch or coupling assembly 33 are also active controllable elements. The forward torque locking element 30A is made active, rather than passive, to provide the shift system 12 with a neutral or idle position in both the forward and reverse directions. In the first position—position A—two locking elements 30A and 30B are engaged / deployed, while locking elements 38A and 38B are disengaged / not deployed. In the second position—position B—locking element 30A remains engaged / deployed, while locking element 30B is now disengaged / not deployed, and locking elements 38A and 38B remain disengaged / not deployed. In the second position—position B, when gear 28 rotates faster than the first shaft 14, locking element 30A transmits torque and overtakes, allowing gliding in the forward direction in first gear. In the third position—position C—locking elements 30A and 30B are disengaged / not deployed, and locking elements 38A and 38B are engaged / deployed to provide two gears of forward, reverse, and regenerative torque. In the fourth position—position D—all four locking elements 30A, 30B, 38A, and 38B are disengaged / not deployed, and the system idles in both forward and reverse directions.

[0208] Another example of a powertrain system or component 10 includes a shift system 12 having a four-position actuator without a neutral position. Similar to the foregoing example, in the first position—position A—two locking elements 30A and 30B are engaged / deployed, while locking elements 38A and 38B are disengaged / not deployed. In the second position—position B—locking element 30A remains engaged / deployed, locking element 30B is now disengaged / not deployed, and locking elements 38A and 38B remain disengaged / not deployed. In the second position—position B, when gear 28 rotates faster than the first shaft 14, locking element 30A transmits torque and overtakes, allowing coasting in first gear in the forward direction. In the third position—position C—locking elements 30A and 30B are disengaged / not deployed, and locking elements 38A and 38B are engaged / deployed to provide second-gear forward, reverse, and regenerative torque. In the fourth position—position D—locking element 38A is engaged / deployed, and locking element 38B is disengaged / not deployed. In the fourth position—position D, when the gear 36 on the first shaft 14 rotates faster than the first shaft 14, the locking element 30A transmits torque and overtakes, allowing gliding in the positive direction in second gear.

[0209] Figure 28 Another example of a powertrain or assembly 10 having a shift system 12 using a three-position linear actuator 40 is illustrated. The linear actuator includes a stator and a transducer operable to move linearly in the direction of the longitudinal axis of the first shaft 14. The linear actuator is operable to move corresponding active locking elements 30B, 38A, 38B between an engaged / deployed position and a disengaged / undeployed position. Locking element 30A is held in the engaged / deployed position and is a passive locking element. As shown, locking elements 38A, 38B extend radially from recesses 32A, 32B, where locking elements 38A and recesses 32A are shown for illustrative purposes. The linear actuator 40 includes a plunger 88 or other cam mechanism that moves axially in the direction of the longitudinal axis of the first shaft 14 and engages locking elements 38A, 38B to move locking elements 38A, 38B in a radial direction transverse to the longitudinal axis of the first shaft 14. Although the locking elements 30A and 30B are shown in a planar configuration and move in the direction of the longitudinal axis of the first shaft, one or both locking elements may also be positioned radially.

[0210] Figure 29The diagram illustrates a powertrain or assembly 10 with a shifting system 12 that uses a three-position actuator with a combination of a one-way clutch and a claw clutch. The one-way clutch 90 may include a wedge-type one-way clutch or a roller-type one-way clutch 92 between gear 94 and a first shaft 14. Gear 94 transmits torque in one direction and idles in the opposite direction via the wedge-type or roller-type one-way clutch 92. An actuator 96 (e.g., a linear actuator 98 having a stator 100 and a converter 102) acts on or moves the claw clutch 104 to engage gears 94, 106 and connect gears 94, 106 to the first shaft 14. In operation, a forward torque is provided via the wedge-type or roller-type one-way clutch 92, while a reverse torque is provided when the claw clutch 104 moves to the left and engages gear 94 to the first shaft 14. When the claw clutch 104 moves to the right and engages the gear 106 with the first shaft 14, it provides two gears of forward and reverse torque.

[0211] Various types of actuators can be used with shifting systems, including linear actuators, cam actuators, or linear actuators with shift forks.

[0212] Figure 30The positions of the connecting components 21, 23, 31, and 33 relative to the first gear / gear ratio 18 and the second gear / gear ratio 20 are schematically shown to be variable. In the aforementioned example, connecting components 21, 23, 31, and 33 are combined and positioned at position K on shaft 14 between gears 28 and 36. The combined connecting components 21, 23, 31, and 33 can also be positioned at position S on shaft 16 between transmission 29 and transmission 37. It is also conceivable that connecting components 21, 23, 31, and 33 can be separated from connecting components 21 and 23 on the input shaft or the first shaft 14 and connecting components 31 and 33 on the output shaft or the second shaft. For example, components 21 and 23 associated with the first gear / gear ratio 18 can be located at positions J, K, R, and S, and connecting components 31 and 33 associated with the second gear / gear ratio 20 can be located at positions K, L, S, and T. Furthermore, the first controllable one-way clutch or coupling assembly 21 may be located on the first shaft 14, while the second controllable one-way clutch or coupling assembly 23 may be located on the second shaft 16. The third controllable one-way clutch or coupling assembly 31 may be located on the first shaft 14, and the fourth controllable one-way clutch or coupling assembly 33 may be located on the second shaft 16. Additionally, individual locking elements 30A, 30B, 38A, 38B, and their associated one-way clutch assemblies may be individually and independently placed in different locations. In another example, locking element 30A and its associated one-way clutch assembly are at position J, locking element 30B and its associated one-way clutch assembly are at position S, locking element 38A and its associated one-way clutch assembly are at position K, and locking element 38B and its associated one-way clutch assembly are at position L. These are examples of multiple placements or arrangements of the one-way clutch or coupling assemblies 21, 23, 31, 33.

[0213] In one example, the shifting system 12 of the powertrain or component 10 uses a locking element or a strut-based passive one-way clutch with a first-gear node combined with a locking element or a strut-based clutch for a second-gear node, without using a friction clutch. In another example, the component utilizes a one-way clutch in a multi-speed transmission that uses only a mechanical locking element for shifting. For example, one-way clutch technology includes a roller one-way clutch or a wedge one-way clutch combined with a claw clutch.

[0214] The shifting system 12 of the powertrain or component 10 uses a passive locking element to enable shifting from first gear. The passive locking element provides overrun, allowing overrun while torque is transmitted from the input member in the positive direction. The system uses an active one-way clutch to disengage the locking element of the second clutch used with second gear. The system includes an actuator that engages and disengages the locking element of the second clutch.

[0215] The shifting system includes a passive clutch and a controllable clutch. The passive clutch has a passive locking element operable to engage the input member in first gear. The controllable clutch has a controllable locking element operable to engage the input member in second gear. The above is an illustrative example of locking element conditions for vehicle shifting modes (including shifting or downshifting) based on the shifting system 12 of the powertrain or component 10. Other locking element conditions for shifting modes, including various forward or reverse vehicle movement directions and combinations of forward and regenerative torque, are possible. An example is shifting from first gear with propulsive torque to second gear with regenerative torque.

[0216] As shown in the figure, the shifting system 12 may include various types of actuators, including linear actuators, cam actuators, and shift fork actuators. The actuators may also be dynamically controllable actuators or controllable mechanical diode actuators using a selector plate. The actuators may be multi-position actuators with, for example, three, four, and five positions. Furthermore, a wedge-type one-way clutch or a roller one-way clutch may be used in conjunction with a claw clutch, a dynamically controllable clutch, or a controllable mechanical diode actuator. Additionally, the locking element may extend radially or planarly.

[0217] Figure 31 , Figure 32-32B , Figure 33-33B and Figure 34-34B Another example of a powertrain system or assembly is illustrated, generally shown at 1010. The powertrain system or drive assembly 1010 includes an input shaft or first shaft 1012 (e.g., a drive member connected to an electric motor or traction motor) and an output shaft or second shaft 1014 (e.g., a driven member connected to a wheel). The powertrain system or drive assembly 1010 includes a planetary gear system or gear set, generally shown at 1016. An electric motor (not shown) drives the input shaft or first shaft 1012. The planetary gear set 1016 includes a sun gear 1018, a ring gear 1020, and planetary gears 1022 between the sun gear 1018 and the ring gear 1020. A planet carrier 1024 holds the planetary gears 1022 at a predetermined radius from the centerline or axis of rotation 1026 of the sun gear 1018 while allowing the planetary gears 1022 to rotate. The planetary gears 1022 mesh with the sun gear 1018 and the ring gear 1020. The sun gear 1018 of the planetary gear set 1016 is connected to or linked to the input shaft or the first shaft 1012. The planet carrier 1024 of the planetary gear set 1016 is connected to or linked to the output shaft or the second shaft 1014.

[0218] The input shaft or first shaft 1012 rotates together with the sun gear 1018. The output shaft or second shaft 1014 rotates together with the planet carrier 1024, wherein the planet carrier 1024 rotates independently of the input shaft or first shaft 1012 and drives the output shaft or second shaft 1014.

[0219] In this example, a component 1021, supported by a bearing 1023, rotates about an axis 1026 on an output shaft 1014. Component 1021 is fixed to a ring gear 1020. An actuator 1064, supported on component 1021, operates to connect component 1021 and the corresponding ring gear 1020 to a grounding portion 1032 via a ground plane 1033 (e.g., a drive housing or gearbox). The ground plane 1033 may be a notched plate. The actuator 1064 also operates to connect component 1021 and the corresponding ring gear 1020 to the planetary carrier 1024 / output shaft 1014 via an output / planetary carrier plate 1025 connected to the planetary carrier 1024 / output shaft 1014. The output / planetary carrier plate 1025 may be a notched plate.

[0220] The powertrain system or component 1010 includes a power path or torque path 1028 that extends from the input shaft or first shaft 1012 through the sun gear 1018, through the planetary gears 1022 and the planet carrier 1024 to the output shaft or second shaft 1014. The powertrain system or component 1010 includes a "gear" or gear ratio, such as first gear or a first gear ratio, and a torque reaction path 1029 originates from a first coupling assembly or mechanism (generally seen at 1034) that connects component 1021 and the corresponding ring gear 1020 to the grounding portion 1032. In one example, the first gear ratio is a reduction gear, such as a 3:1 gear ratio. The powertrain or drive assembly 1010 also includes a second gear or a two-gear ratio, with a torque reaction path 1030 originating from a second coupling assembly or mechanism (generally shown as 1036) that connects member 1021 and the corresponding ring gear 1020 to planetary carrier 1024 / output shaft or second shaft 1014. In one example, the second gear ratio is a direct drive or a 1:1 ratio. The first and second gear ratios share a common input (i.e., input member or first shaft 1012) and a common output (i.e., output shaft or second shaft 1014).

[0221] In one example, the system or component 1010 connects the input shaft or first shaft 1012 to the output shaft or second shaft 1014 via a first gear ratio (ring gear 1020 and grounding part 1032) or a second gear ratio (ring gear 1020 and planetary carrier 1024).

[0222] In the first gear ratio, the first connecting assembly or mechanism 1034 connects or links the gear ring 1020 to the grounding part 1032, and the second connecting assembly or mechanism 1036 disconnects or breaks the connection between the gear ring 1020 and the planet carrier 1024, wherein the gear ring 1020 remains stationary, and the planet carrier 1024 rotates relative to the gear ring 1020. In the second gear ratio, the first connecting assembly or mechanism 1034 disconnects or breaks the connection between the gear ring 1020 and the grounding part 1032. The second connecting assembly or mechanism 1036 connects or links the gear ring 1020 to the planet carrier 1024, wherein the gear ring 1020 and the planet carrier 1024 rotate together and rotate freely relative to the stationary member or the grounding part 1032.

[0223] System or component 1010 connects the input shaft or first shaft 1012 to the output shaft or second shaft 1014 via a first gear ratio (ring gear 1020 and grounding portion 1032) or a second gear ratio (ring gear 1020 and planetary carrier 1024). As used herein, grounding portion 1032 is a stationary component, such as a housing, casing, or other component that does not move relative to the planetary gear set 1016.

[0224] In this example, the first coupling assembly or mechanism 1034 includes a passive one-way clutch or coupling assembly 1038 and a controllable one-way clutch or coupling assembly 1040, each operable to engage / disengage and connect / disconnect with the gear ring 1020 and grounding portion 1032 in opposite rotational directions. The passive one-way clutch or coupling assembly 1038 includes a plurality of struts or locking elements 1042 operable to engage / disengage and connect / disconnect with the gear ring 1020 via member 1021 and grounding portion 1032 in one rotational direction (e.g., clockwise). The controllable one-way clutch or coupling assembly 1040 includes a plurality of struts or locking elements 1044 operable to engage / disengage and connect / disconnect with the gear ring 1020 via member 1021 and grounding portion 1032 in opposite rotational directions (e.g., counterclockwise). The first coupling assembly or mechanism 1034 includes a recessed seat plate 1048 and a notch plate 1050. The recessed seat plate 1048 is connected to the gear ring 1020 via a member 1021, and the notch plate 1050 is connected to a grounding portion 1032 (e.g., a transmission housing or outer casing) via a member 1033. Locking elements 1042, 1044 associated with the first coupling assembly or mechanism 1034 are located in the recessed seat plate 1048. The first coupling assembly or mechanism 1034 uses two one-way clutches to transmit torque in two rotational directions. The first one-way clutch and the second one-way clutch or coupling assembly 1038, 1040 of the first coupling assembly or mechanism 1034 enable forward and reverse torque transmission, wherein the passive one-way clutch or coupling assembly 1038 controls torque transmission in the rotational direction, and the controllable one-way clutch or coupling assembly 1040 controls torque transmission in the second rotational direction. For example, the first rotational direction (clockwise) may correspond to forward drive torque, and the second rotational direction (counterclockwise) may correspond to reverse drive torque.

[0225] The second coupling assembly or mechanism 1036 includes a pair of controllable one-way clutches or coupling assemblies 1052, 1054 with controllable, deployable locking elements, wherein the activation or deactivation of the clutches can be selected or controlled. The second coupling assembly or mechanism 1036 includes a first set of support or locking elements 1056 and a second set of support or locking elements 1058. The first set of support or locking elements 1056 is operable to engage / disengage and connect / disconnect with the planet carrier 1024 and the ring gear 1020 in one rotational direction (e.g., clockwise), and the second set of support or locking elements 1058 is operable to engage / disengage and connect / disconnect with the planet carrier 1024 and the ring gear 1020 in the opposite rotational direction (e.g., counterclockwise). The second coupling assembly or mechanism 1036 includes a recessed seat plate 1060 and a recessed plate 1062. A recessed plate 1060 is connected to the ring gear 1020, and a recessed plate 1062 is connected to the planet carrier plate 1025 and ultimately to the planet carrier 1024 / output member 1014. Locking elements 1056, 1058 associated with the second coupling assembly or mechanism 1036 are located in the recessed plate 1060. The second coupling assembly or mechanism 1036 selectively engages or connects the ring gear 1020 to the planet carrier 1024. A controllable one-way clutch or coupling assembly 1052, 1054 of the second coupling assembly or mechanism 1036 functions between two rotating components that rotate together; for example, it functions between the planet carrier 1024 and the ring gear 1020, thereby creating a direct drive or a 1:1 gear ratio between the input shaft or first shaft 1012 and the output shaft or second shaft 1014. Other examples of creating a direct drive include engaging the sun gear 1018 and the ring gear 1020 or the sun gear 1018 and the planet carrier.

[0226] In one example, the first coupling assembly or mechanism 1034 and the second coupling assembly or mechanism 1036 include actuators in the form of linear motors or linear actuators, generally seen at 1064. Actuator 1064 includes a stator 1066 and a transducer 1068. For example, the stator 1066 is fixed in position within a housing (not shown). The stator 1066 includes induction coils 1070 housed between a plurality of steel plates 1072.

[0227] The shifter 1068 includes a segmented permanent magnet 1074 and an annular ring of steel plate 1076. The shifter 1068 is connected to and rotates with component 1021, and moves linearly between multiple lateral axial positions. A linear actuator 1064 actively controls the operating mode of the shifting system by generating electromagnetic force using a stator 1066 that interacts with the shifter 1068, thereby causing the shifter 1068 to slide and move axially back and forth on component 1021.

[0228] Actuator 1064 is operable to move corresponding locking elements 1044, 1056, 1058 between an engaged / deployed position and a disengaged or non-deployed position. In one example, converter 1068 includes a first radially extending actuating member or spring plate 1082 associated with a first gear ratio and a second radially extending actuating member or spring plate 1084 associated with a second gear ratio. The first spring plate 1082 acts on the actuating member, shown as spring 1086B, and the second spring plate 1084 acts on the actuating member, shown as springs 1088A, 1088B. In one example, springs 1086B, 1088A, 1088B are coiled springs received within corresponding channels 1090B, 1092A, 1092B to provide actuating force to move locking elements 1044, 1056, 1058 between their disengaged / non-deployed and engaged / deployed positions. The biasing member or spring 1094A in the recess or blind hole 1095A continuously acts on the locking element 1042 to bias it away from the recess 1048A of the recess plate 1048 to reach the engaged or deployed position. These locking elements 1042, 1044, 1056, and 1058 may also be referred to as torque transmission elements.

[0229] Recess 1048B has an inner recess or blind hole 1095B for receiving a biasing member or spring 1094B. Recesses 1060A and 1060B each have inner recesses 1097A and 1097B for receiving biasing members or springs 1096A and 1096B. These biasing members or springs 1094B, 1096A, and 1096B are positioned below the corresponding locking elements 1044, 1056, and 1058 and act continuously on the corresponding locking elements 1044, 1056, and 1058 to bias them inward or push them to an undeployed position. In another example, biasing members or springs 1094B, 1096A, 1096B are positioned below the respective locking elements 1044, 1056, 1058 and act continuously on the respective locking elements 1042, 1044, 1056, 1058 to bias them outward or push them to the deployment position or a combination thereof.

[0230] Figure 35 This is a flowchart illustrating an example of an inventive system and method of a powertrain system or component according to the present invention. The flowchart shows upshifting from first gear to second gear, wherein the powertrain system or component 1010 shifts from first gear forward torque to second gear forward torque. Figure 36This is a graph illustrating the change in relative shaft speed over time. The graph schematically illustrates the speed of the input (first shaft 1012 and sun gear 1018) (solid line 1180); the input speed of the first gear ratio (dashed line 1182)—the speed of the input shaft or the first shaft 1012 and sun gear 1018—resulting in a specific or known output speed at the output shaft or second shaft 1014; and the input speed of the second gear ratio (dashed line 1184)—the speed of the input shaft or the first shaft 1012 and sun gear 1018—resulting in a specific or known output speed at the output shaft or second shaft 1014. A change in the input speed 1180 of the sun gear 1018 results in a corresponding change in the speed at the output member or second shaft 1014 in the first gear ratio. When the ring gear 1020 is connected to the ground 1032 and the output passes through the planetary carrier 1024—the gear ratio can be changed, with a specific input providing a specific output. A change in the input speed 1180 of the sun gear 1018 results in a corresponding change in the speed at the output component or second shaft 1014 in second gear. When the ring gear 1020 is engaged with the planet carrier 1024 and the output passes through the planet carrier 1024, a specific input provides a specific output. Because the speed of the output shaft or second shaft 1014 is known or measurable, the corresponding input speed 1182 for first gear and the corresponding input speed 1184 for second gear can be known through calculation.

[0231] In one example, system or component 1010 includes one or more sensors for sensing the speed of output shaft or second shaft 1014. The sensors may sense the speed of output shaft or second shaft 1014 directly or indirectly. System 1010 includes a controller for controlling system operation, which may also be part of a higher-order control unit. The controller may include a microprocessor and a computer-readable storage medium. The controller may also include software programs residing in a computer-readable storage medium (i.e., memory). The controller receives and processes inputs from sensors such as input shaft or motor speed sensors and output shaft or wheel speed sensors. The controller uses known first and second gear ratios to determine (e.g., calculate) the input speed 1182 for the first gear ratio and the input speed 1184 for the second gear ratio based on the output shaft speed. The calculation may be continuous in finite or discrete time or within a specific window. The corresponding input speed 1182 for the first gear ratio and the corresponding input speed 1184 for the second gear ratio are then used with the speed of the input shaft or first shaft 1012, as explained herein.

[0232] Figure 35The method is shown to begin at step 1200, where a shift from first gear forward to second gear forward is initiated via a signal or command. Initially, actuator 1064 is in a first position—position A—as associated with the leftmost set of induction coils 1070 of actuator 1064, see [link to diagram]. Figures 32-32B A passive one-way clutch or coupling assembly 1038 (including a forward torque transmission locking element 1042) and a controllable one-way clutch or coupling assembly 1040 (including a reverse torque transmission locking element 1044) are deployed. Each extends outward from its corresponding recess 1048A, 1048B of the recessed seat plate 1048. Locking elements 1042, 1044 connect the gear ring 1020 to the ground portion 1032 (first gear ratio) and can transmit forward, reverse, and regenerative torque. Locking elements 1056, 1058 of the controllable one-way clutch or coupling assemblies 1052, 1054 of the second coupling assembly or mechanism 1036 are not deployed. Each locking element 1056, 1058 is held in its corresponding recess 1060A, 1060B. Locking elements 1056 and 1058 transmit torque from the first shaft 1012 or the sun gear 1018 without the combination of the gear ring 1020 and the planetary carrier 1024 (second gear ratio). Because locking element 1042 is deployed, it connects the gear ring 1020 to the grounding portion 1032 in the positive direction. Figure 36 In this configuration, the speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 causes the planetary carrier 1024 to rotate at a relative speed (e.g., a 3:1 gear ratio). Although speeds 1180 and 1182 are shown as coincident, this is for illustrative purposes only. A predetermined or specific input speed 1180 produces a predetermined or specific output speed at the output shaft or second shaft 1014. The solid and dashed lines are coincident because the propulsion torque passes through the locking element 1042 in the positive direction.

[0233] In step 1210, in preparation for shifting, the actuator moves to a second position—position B—as associated with a set of induction coils 1070 in the middle of the linear actuator 1064, see [link to relevant documentation]. Figures 33-33B Actuator 1064 is used to reposition the locking element 1044, associated with the reverse torque of the first gear ratio, from the deployed position to the undeployed position. When the shift assembly is ready to upshift from the first gear ratio to the second gear ratio, the locking element 1044 of the controllable one-way clutch or coupling assembly 1040, associated with the reverse torque, is disengaged or not deployed and is placed in the recess 1048B of the recessed seat plate 1048. The passive one-way clutch or coupling assembly 1038 remains open and transmits torque in the forward direction, while the controllable one-way clutch or coupling assembly 1040 is closed, wherein no torque is transmitted in the reverse or regenerative direction.

[0234] In step 1220, the method determines, if desired, whether the locking element 1044 is not deployed. If it is not deployed, the method returns to step 1210. If the locking element 1044 is disengaged or not deployed, the method proceeds to step 1230. Whether the locking element 1044 is disengaged or not deployed can be determined by monitoring the relevant parameters of the component using speed, position, and torque sensors.

[0235] In step 1230, the system reduces the speed of the first shaft 1012 and the sun gear 1018 and synchronizes the speed of the input member or the first shaft 1012 with the input speed 1184 of the second gear ratio.

[0236] Figure 36 The speed 1180 of the input member or first shaft 1012 is shown, which decelerates and deviates from the input speed 1182 of the first gear ratio at point 1185. As the speed 1180 of the first shaft 1012 and the sun gear 1018 continues to decelerate, a vehicle propulsion mechanism connected to the output member or second shaft 1014 (e.g., a wheel) causes the output shaft or second shaft 1014 to rotate. As the vehicle continues in the forward direction, the output shaft or second shaft 1014 and the planetary carrier 1024 continue to rotate. The rotational rate of the planetary carrier 1024 gradually decreases as vehicle resistance, friction, and other elements act on the vehicle. In one example of this system, the input member or first shaft 1012 is coupled to and driven by a variable-speed motor. For example, an electric motor provides the advantages of precise control and efficiency, including the ability to change or adjust the motor speed in a short time. With an electric motor, the motor speed can be reduced rapidly. For example, the motor speed and the corresponding speed 1180 of the input component or the first shaft 1012 can be reduced from 2000 RPM to 1500 RPM in less than one second.

[0237] Because the input shaft 1012 is connected to the motor, the input speed 1180 of the input shaft 1012 can rotate slower than the input speed 1182 of the first gear ratio determined by the speed of the output shaft or the second shaft 1014 connected to the planetary carrier 1024. When the first shaft 1012 rotates slower than the planetary carrier 1024, the ring gear 1020 begins to rotate and the first locking element 1042 of the controllable one-way clutch or coupling assembly 1038 overtakes. When in the disengaged or undeployed position, the locking element 1044 no longer holds torque, thereby allowing the ring gear 1020 to accelerate in the same direction as the sun gear 1018.

[0238] Because the ring gear 1020 is initially at a non-rotating speed, the planet carrier 1024 rotates faster than the ring gear 1020. For example, the ring gear 1020 and its associated recess plate 1048 are initially stationary, while the planet carrier 1024 and its associated recess plate 1062, connected to the output member or the second shaft 1014, rotate. Reducing or lowering the input speed 1180 or speed of the first shaft 1012 and the sun gear 1018 accelerates the speed of the ring gear 1020 toward the second gear ratio, the speed 1184 of the second shaft 1014 and the planet carrier 1024.

[0239] Figure 36 The speed 1180 of the input component or first shaft 1012 is shown to continue decelerating until it converges to and synchronizes with the input speed 1184 of the second gear ratio. Because the planetary carrier 1024 rotates at the output speed of the output shaft or second shaft 1014 based on, for example, the wheel speed, and the input speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 rotates at the speed of an electric motor, the ring gear 1020 rotates at the speed required to maintain balance in the second gear ratio. The synchronizing device rotates relative to the rotating components within a predetermined window of rotational speed. In one example, the predetermined window of rotational speed is a speed difference between components of 200 RPM or less. In another example, the speed difference can be between 50 RPM and 100 RPM. In yet another example, the speed difference is equal to or less than 50 RPM. Although shown as point 1186, this is for illustrative purposes only, as point 1186 typically encompasses a range.

[0240] In step 1240, the method determines whether the speed 1180 of the input component or the first shaft 1012 is synchronized with the input speed 1184 of the second gear ratio. If not, the method returns to step 1230. If the speeds are synchronized, the method proceeds to step 1250.

[0241] In step 1250, the actuator moves to a third position—position C—associated with the rightmost set of induction coils 1070 of the linear actuator 1064, see [link to relevant documentation]. Figures 34 to 34B Once the corresponding speeds 1180 and 1184 of the input component or the first shaft 1012 are synchronized at point 1186 with the input speed 1184 of the second gear ratio, the actuator activates to deploy the locking elements 1056 and 1058 of the second gear ratio. Once deployed, the locking elements 1056 and 1058 engage with the notch 1062 portion of the planetary carrier 1024 and the ring gear 1020, and the input speed 1184 of the second gear ratio is equal to the speed 1180 of the first shaft 1012 and the sun gear 1018. In some cases, once the locking element 1056 engages, the speed of the motor or the sun gear 1018 may fluctuate slightly or change.

[0242] If the speed 1180 of the input member or the first shaft 1012 drops below the second gear input speed 1184 before the second gear ratio locking elements 1056 and 1058 are deployed, the locking element 1058 associated with the reverse or regenerative mode will engage first. Once the reverse or regenerative mode locking element 1058 is engaged, the motor speed increases to the speed of the planetary carrier 1024. Once the locking element 1058 is engaged, the speed of the motor or the sun gear 1018 may fluctuate or change slightly.

[0243] Although the controllable one-way clutch of the second coupling assembly or mechanism 1036 or the locking elements 1056, 1058 of the coupling assembly 1052, 1054 are deployed and engage the corresponding notches 1062A, 1062B in the notch plate 1062 at point 1186, the notch plate 1062 is connected to the planet carrier 1024 or a part of the planet carrier 1024, no torque or at most minimum torque is transmitted from the first shaft 1012 to the planet carrier 1024 / ring gear 1020 combination during the power upshift from first gear to second gear. Figure 36 The diagram shows the speed 1180 of the first shaft 1012 decreasing from point 1185 to point 186, where the speed 1180 of the first shaft 1012 is synchronized with the input speed of the second gear ratio. The synchronizing device rotates relative to the rotating component within a predetermined window of rotational speed. In one example, the predetermined window of rotational speed is a difference of ±100 RPM. Although labeled as points 1185 and 1186, they may not be discrete points but rather cover a range.

[0244] In step 1260, if desired, the method determines whether locking elements 1056, 1058 associated with the second gear ratio are deployed. If not, the method returns to step 1250. If the locking elements are deployed, the method proceeds to step 1270. Whether locking elements 1056, 1058 are engaged or deployed can be determined by speed, position, and torque sensors monitoring the corresponding parameters of the components.

[0245] In step 1270, the system or component 1010 accelerates the input shaft or first shaft 1012, reacts the torque, and provides torque through a second gear ratio via the coupled planetary carrier 1024 and ring gear 1020. Figure 36 In the middle, the corresponding speeds 1180 and 1184 of the input shaft or the first shaft 1012 are equal to the input of the second gear ratio because the propulsion torque passes through the locking element 1056 in the positive direction, and the solid and dashed lines 1180 and 1184 are consistent because the sun gear 1018, the ring gear 1020 and the planet carrier 1024 all rotate together at the same speed.

[0246] In step 1280, once engaged, the controllable one-way clutch or coupling assemblies 1052, 1054 of the second coupling assembly or mechanism 1036 transmits torque from the motor to the vehicle propulsion mechanism (e.g., wheels) via the input shaft or first shaft 1012, the second gear ratio, and the output shaft or second shaft 1014. The system operates in a second gear ratio in forward, reverse, and regenerative modes.

[0247] Figure 35 and Figure 36 The illustration shows the forward propulsion torque shifting from first gear to second gear. The passive one-way clutch or coupling assembly 1038 and the controllable one-way clutch or coupling assembly 1040 of the first coupling assembly or mechanism 1034 are both in the engaged or deployed position. When preparing to shift gears, while still in first gear, the passive one-way clutch or coupling assembly 1038 remains in the engaged position, and the controllable one-way clutch or coupling assembly 1040 is placed in the disengaged or undeployed position, meaning the controllable one-way clutch or coupling assembly 1040 is in the closed position. Once the motor speed decreases within a predetermined window, the controllable one-way clutches or coupling assemblies 1052 and 1054 of the second coupling assembly or mechanism 1036 are moved to the deployed position, in which one of the locking elements 1056 and 1058 of the controllable one-way clutches or coupling assemblies 1052 and 1054 is engaged. The engagement of the locking elements 1056 and 1058 occurs based on both vehicle speed and motor speed. In the second gear position, the controllable one-way clutch or coupling assembly 1052, 1054 is in the engaged or deployed position, while the first coupling assembly or mechanism 1038 is in the deployed position, and the controllable one-way clutch or coupling assembly 1040 is in the disengaged or undeployed position, and the controllable one-way clutch or coupling assembly 1040 is in the closed position.

[0248] Figure 37 This is a flowchart illustrating an example of the inventive system and method of the present invention, showing a downshift from second gear to first gear, wherein the powertrain system or component 1010 shifts from second gear forward torque to first gear forward torque. Figure 38This is a graph showing the speed change over time relative to the shaft and gear speeds. The graph schematically illustrates the speed of the input (first shaft 1012 and sun gear 1018) (solid line 1180); the input speed of the first gear ratio (dashed line 1182)—the speed of the input shaft or the first shaft 1012 and sun gear 1018—resulting in a specific or known output speed at the output shaft or second shaft 1014; and the input speed of the second gear ratio (dashed line 1184)—the speed of the input shaft or the first shaft 1012 and sun gear 1018—resulting in a specific or known output speed at the output shaft or second shaft 1014. When the ring gear 1020 is engaged with the grounding part 1032 and the output passes through the planetary carrier 1024, a change in the input speed 1180 of the sun gear 1018 results in a corresponding change in the speed at the output member or second shaft 1014 at the first gear ratio—however, the gear ratio can vary, and a specific input provides a specific output. When the ring gear 1020 is connected to the planet carrier 1024 and the output passes through the planet carrier 1024, the change in the input speed 1180 of the sun gear 1018 results in a corresponding change in the speed at the output member or the second shaft 1014 at the second gear ratio—a specific input provides a specific output. Because the speed of the output shaft or the second shaft 1014 is known or measurable, the corresponding input speeds 1182 and 1184 for the first and second gear ratios are also known.

[0249] Figure 37 The method is shown to begin at step 1300, where downshifting from second gear forward to first gear forward is initiated by a signal or command. Initially, actuator 1064 is in a third position—position C—associated with the rightmost set of induction coils 1070 of actuator 1064. Locking elements 1056, 1058 of the controllable one-way clutch or coupling assemblies 1052, 1054 of the second coupling assembly or mechanism 1036 are deployed. Each extends outward from its corresponding recess 1060A, 1060B of the recess plate 1060. The locking elements 1056, 1058 of the second coupling assembly or mechanism 1036, which connect the ring gear 1020 to the planetary carrier 1024, can transmit forward, reverse, and regenerative torque. The locking element 1044 of the first coupling assembly or mechanism 1034 is not deployed. Locking element 1044 is held in its corresponding recess 1050B. Locking element 1044 does not react to torque from the input shaft or first shaft 1012 via the gear ring 1020 and grounding portion 1032 (first gear ratio). Because locking element 1056 is deployed, it connects the gear ring 1020 and planetary carrier 1024 in the positive direction. Figure 38In the diagram, the speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 causes the planet carrier 1024 to rotate at a relative speed, for example, a 1:1 gear ratio. Although speeds 1180 and 1184 are shown as coincident, this is for illustrative purposes only, where a predetermined or specific input speed 1180 produces a predetermined or specific output speed at the output shaft or second shaft 1014 coupled to the planet carrier 1024. The solid and dashed lines are coincident because the propulsion torque passes through the locking element 1056 in the positive direction.

[0250] In step 1310, when the shift assembly is ready to downshift from second gear to first gear, the actuator 1064 moves to the second position—position B—and functions to reposition the controllable one-way clutch of the second coupling assembly or mechanism 1036 or the locking elements 1056, 1058 of the coupling assemblies 1052, 1054 in the undeployed position.

[0251] In step 1315, the method determines, if desired, whether the locking element 1058 is not deployed. If it is not deployed, the method returns to step 1310. If the locking element 1058 is not deployed, the method proceeds to step 1320. Whether the locking element 1058 is disengaged or not deployed can be determined by speed, position, and torque sensors that monitor relevant parameters of the component.

[0252] Because the locking element 1056 still carries the positive torque, it can remain in the deployed position and remain engaged. In step 1320, the system reduces the speed 1180 of the input shaft or first shaft 1012 and sun gear 1018 to remove the torque and reposition the positive locking element 1056 to the undeployed position. Figure 38 The speed 1180 of the input shaft or first shaft 1012 is shown to deviate from point 1188 to an input speed 1184 below the second gear ratio. Reducing the speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 to an input speed 1184 below the second gear ratio removes the reaction torque on the locking element 1056, thereby allowing disengagement, and the force of the biasing member or spring 1096A acts on the locking element 1056, thereby moving it to the undeployed position.

[0253] Step 1325 determines whether locking element 1056 is not deployed. If it is not deployed, the method returns to step 1320. If locking element 1056 is not deployed, the method proceeds to step 1330. Whether locking element 1056 is disengaged or not deployed can be determined by monitoring the speed, position, and torque sensors of the component.

[0254] Step 1330 accelerates the speed 1180 of the input axis or the first axis 1012. For example... Figure 38 As shown, the speed 1180 of the input shaft or first shaft 1012 accelerates from a low point 1189 and passes through the input speed 1184 of the second gear ratio. Because the planetary carrier 1024 rotates at the output speed of the output shaft or second shaft 1014 based on, for example, the wheel speed, the planetary carrier 1024 remains relatively constant during gear shifts.

[0255] Step 1340 continues acceleration and increases the speed 1180 of the input axis or the first axis 1012. See also Figure 38 As the speed 1180 of the input shaft or first shaft 1012 increases and approaches the input speed 1182 of the first gear ratio, the speed of the gear ring 1020 decreases. The speed of the gear ring 1020 and the speed of the locking element 1042 decrease until the relative rotational speeds between the gear ring 1020 and the ground portion 1032 are synchronized. For example, at point 1190, the rotational speeds of the gear ring 1020 relative to the ground portion 1032 are synchronized, wherein the one-way clutch of the first coupling assembly or mechanism 1034 or the locking element 1042 of the coupling assembly 1038 engages with the notch 1050A in the notch plate 1050 of the ground portion 1032. When the speeds of the gear ring 1020 are synchronized, the locking element 1042 stops overtaking and engages, thereby connecting the gear ring 1020 to the ground portion 1032 and keeping the gear ring 1020 stationary.

[0256] When the first one-way clutch or coupling assembly 1038 engages, connects, and begins to transmit torque, the propulsive torque passes in the positive direction through the locking element 1042. In forward mode, the system provides travel torque and propulsion through a first gear ratio. Figure 38 It is shown that the speed 1180 of the input shaft or the first shaft 1012 is the same as the input speed 1182 of the first gear ratio, wherein lines 1180 and 1182 are consistent.

[0257] In step 1345, the method determines, if desired, whether the locking element 1042 is engaged or deployed. If not, the method returns to step 1340. If the locking element 1042 is engaged or deployed, the method proceeds to steps 1350 and 1360. Whether the locking element 1042 is engaged or deployed can be determined by speed, position, and torque sensors that monitor relevant parameters of the component.

[0258] In step 1360, if desired, actuator 1064 moves to a first position—position A. Actuator 1064 is used to deploy a first-gear reverse locking element 1044 of the controllable one-way clutch or coupling assembly 1040 of the first coupling assembly or mechanism 1034.

[0259] In step 1365, the method determines whether the locking element 1044 is deployed. If not, the method returns to step 1360. If the locking element 1044 is deployed, the method proceeds to step 1370. Whether the locking element 1044 is disengaged or not deployed can be determined by monitoring the corresponding parameters of the component using speed, position, and torque sensors.

[0260] In steps 1350 and 1370, the system operates in first gear, first gear ratio, forward, reverse, and regenerative modes. In regenerative mode, the system provides regenerative torque—regenerative braking.

[0261] Figure 37 and Figure 38 The diagram illustrates downshifting from second to first gear in forward propulsion torque. Initially, the system moves the locking elements 1056, 1058 of the second coupling assembly or mechanism 1036 to an undeployed position. However, the locking element 1056 of the second coupling assembly or mechanism 1036 associated with forward torque can remain in the engaged or deployed position due to the forward torque extending from the recess 1060A. The locking element 1058 associated with reverse and regenerative torque disengages from the engaged or undeployed position, is placed in and held in the recess 1060B of the recess plate 1060. The locking element 1042, when deployed, extends beyond and does not engage the recess 1050A in the recess plate 1050 attached to the ground portion 1032. The shift continues by initially slowing the motor to remove the forward torque on the locking element 1056 and then accelerating the speed 1180 of the input shaft or first shaft 1014. The motor increases the rotational speed 1180 on the input shaft or first shaft 1012 until the gear ring 1020 slows down to the engagement speed of the locking element 1042. At this point, the locking element 1042 no longer overshoots and engages the notch 1050A in the engagement notch plate 1050, which is connected to the grounding portion 1032, where the gear ring 1020 stops rotating. The locking element 1042 of the one-way clutch or coupling assembly 1038 transmits the positive torque from the input shaft or first shaft 1012 and the corresponding motor output to the second shaft 1014 via a first gear ratio. Because the locking element 1042 overshoots, it engages the notch 1050A and reacts with torque when the corresponding speeds are synchronized. Once the locking element 1042 is engaged, the shift assembly can activate the locking element 1044, thereby moving the locking element 1044 to the engaged or deployed position, whereby the locking element 1044 provides regenerative torque capability to the first gear ratio. The locking element 1044 is engaged or deployed, extends outward from the recess 1048B of the recess plate 1048, and transmits reverse or regenerative torque.

[0262] See attached diagram. Figure 39The flowchart is an example of an inventive system and method of the present invention, illustrating a downshift from second gear to first gear, wherein the powertrain system or component 1010 downshifts from second gear regenerative torque-regenerative braking to first gear regenerative torque-regenerative braking. Figure 40 This is a graph showing the speed variation of the relative shaft and gear speeds over time. The graph schematically illustrates the speed of the input (first shaft 1012 and sun gear 1018) (solid line 1180); the input speed of the first gear ratio (dashed line 1182)—the speed of the input shaft or the first shaft 1012 and sun gear 1018—resulting in a specific or known output speed at the output shaft or second shaft 1014; and the input speed of the second gear ratio (dashed line 1184)—the speed of the input shaft or the first shaft 1012 and sun gear 1018—resulting in a specific or known output speed at the output shaft or second shaft 1014. When the ring gear 1020 is engaged with the grounding part 1032 and the output passes through the planetary carrier 1024, the change in the input speed 1180 of the sun gear 1018 results in a corresponding change in the speed at the output member or second shaft 1014 at the first gear ratio—however, the gear ratio can vary, and a specific input provides a specific output. When the ring gear 1020 is engaged with the planetary carrier 1024 and the output passes through the planetary carrier 1024, the change in the input speed 1180 of the sun gear 1018 results in a corresponding change in the speed at the output member or the second shaft 1014 in the second gear ratio—a specific input provides a specific output. Because the speed of the output shaft or the second shaft 1014 is known or measurable, the corresponding input speeds 1182 and 1184 for the first and second gear ratios are also known.

[0263] Figure 39 The method is shown to begin at step 1400, where downshifting from second-gear regenerative torque (regenerative braking) to first-gear regenerative torque (regenerative braking) is initiated via a signal or command. Initially, actuator 1064 is in the third position—position C. The controllable one-way clutch of the second coupling assembly or mechanism 1036 or the locking elements 1056, 1058 of the coupling assemblies 1052, 1054 are deployed and can transmit positive torque or regenerative torque. Figure 40 As shown, because locking elements 1056 and 1058 are deployed, the speed 1180 of the input shaft or first shaft 1012 and sun gear 1018 is the same as the input speed 1184 of the second gear ratio. The solid and dashed lines are consistent because the regenerative torque passes through the locking element 1058 in the positive direction.

[0264] In step 1410, in preparation for shifting, the actuator moves to the second position—position B. Actuator 1064 acts on locking elements 1056 and 1058 to reposition them from their initial deployed position to their undeployed position. The passive one-way clutch of the second coupling assembly or mechanism 1034 or the locking element 1042 of the coupling assembly 1038 remains deployed and overridden.

[0265] In step 1415, the method determines whether the locking element 1056 is not deployed. If not, the method returns to step 1410. If the locking element 1056 is not deployed, the method proceeds to step 1420. Whether the locking element 1056 is disengaged or not deployed can be determined by speed, position, and torque sensors that monitor relevant parameters of the component.

[0266] Because the reverse locking element 1058 can still bear torque, it can remain in the deployed position and remain engaged. In step 1420, the system accelerates the input shaft or first shaft 1012 at speed 1180 to remove the torque and reposition the locking element 1058 to the undeployed position. Figure 40 The speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 is shown accelerating at point 1192. Here, the speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 deviates from the input speed 1184 of the second gear ratio, whereby the speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 increases to a level higher than the input speed 1184 of the second gear ratio at point 1192. Increasing the speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 removes the torque on the locking element 1058, thereby allowing disengagement. For example, once the torque is removed, the force of the biasing member or spring 1096B acts on the locking element 1058 to move it to the undeployed position.

[0267] Step 1425 determines whether the locking element 1058 of the second coupling assembly or mechanism 1036 is not deployed. If not, the method returns to step 1420. If the locking element 1058 is not deployed, the method proceeds to step 1430. Whether the locking element 1058 is disengaged or not deployed can be determined by speed, position, and torque sensors that monitor relevant parameters of the components.

[0268] In step 1430, the system continues to accelerate the speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 and correspondingly slow down the speed of the gear ring 1020. The locking element 1042 of the first coupling assembly or mechanism 1034 extends beyond and does not engage the notch 1050 attached to the ground portion 1032 during deployment. Figure 40The diagram shows the speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 increasing until it is synchronized with the input speed 1182 of the first gear ratio at point 1194. If the speed 1180 of the input shaft or first shaft 1012 exceeds the speed of the input speed 1182 of the first gear ratio, the locking element 1042 no longer exceeds and engages the notch 1050A in the notch 1050, which is connected to the grounding portion 1032 or a portion thereof. If the locking element 1042 is engaged, and if torque is applied by the motor, the speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 is equal to the input speed 1182 of the first gear ratio at point 1194. Increasing the speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 correspondingly increases the input speed 1182 of the first gear ratio.

[0269] In step 1435, the method determines whether the rotational speed of the input shaft or first shaft 1012 and the sun gear 1018 is synchronized with the input speed 1182 of the first gear ratio. If not, the method returns to step 1430. If the speeds are synchronized, the method proceeds to step 1440.

[0270] In step 1440, once the corresponding speeds of the input shaft or first shaft 1012 and the sun gear 1018, and the input speed 1182 of the first gear ratio, are synchronized, the system deploys a locking element 1044 associated with the reverse of the first gear. When speeds 1180 and 1182 are synchronized, actuator 1064 moves to a first position—position A—where actuator 1064 is used to deploy the locking element 1044 of the first controllable one-way clutch or coupling assembly 1040, which engages a corresponding notch 1050B in a recessed plate 1050 connected to or part of a housing or grounding portion 1032.

[0271] When engaged, the second one-way clutch or coupling assembly 1040 enables the transmission of torque for regeneration, wherein the input speed 1182, which reduces the gear ratio by one gear, correspondingly reduces the speed 1180 of the input shaft or the first shaft 1012. The solid and dashed lines are aligned because the regenerated torque passes through the locking element 1044 in the positive direction.

[0272] Step 1445 determines whether the locking element 1044 of the first coupling assembly or mechanism 1034 is deployed. If not, the method returns to step 1440. If the locking element 1044 is deployed, the method proceeds to step 1450. Whether the locking element 1044 is engaged or deployed can be determined by monitoring the speed, position, and torque sensors of the corresponding parameters of these components.

[0273] In step 1450, the system applies negative torque or reverse torque to the input shaft or first shaft 1012. This negative torque or regenerative torque is generated by the output shaft or second shaft 1014 driving a first gear ratio and correspondingly by the input shaft or first shaft 1012. In step 1460, the system operates in first gear regenerative mode.

[0274] In another example, in step 1430, the rotational speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 increases until a synchronization point is reached, at which point the deployed locking element 1044 engages the notch 1050B in the notch plate 1050. In step 1440, when this synchronization point is reached, the system deploys the locking element 1044. Because the locking element 1044 is at its synchronization point, it engages once deployed in step 1440. The synchronization point of the reverse or regenerative locking element 1044 is less than or below the speed at which the forward locking element 1042 will engage. Therefore, the reverse or regenerative locking element 1044 is deployed and engaged at a rotational speed 1180 of the input shaft or first shaft 1012, which is below the input speed 1182 of a gear ratio. As the rotational speed 1180 of the input shaft or first shaft 1012 increases, the reverse or regenerative locking element 1044 is deployed only after its synchronization point is reached and before the forward locking element 1042 engages, wherein the second one-way clutch or coupling assembly 1040 enables the transmission of torque for regeneration. Thereafter, the input speed 1182, which reduces the gear ratio by one, correspondingly reduces the speed 1180 of the input shaft or first shaft 1012. Once the locking element 1044 engages, the solid and dashed lines are aligned because the regenerative torque passes through the locking element 1044 in the forward direction.

[0275] Figure 39 and Figure 40The diagram illustrates downshifting from second to first gear, where the powertrain or assembly 1010 downshifts from second gear regenerative torque – regenerative braking to first gear regenerative torque – regenerative braking. Initially, the locking elements 1056, 1058 of the controllable one-way clutch or coupling assemblies 1052, 1054 of the second coupling assembly or mechanism 1036 are engaged and can transmit positive torque or regenerative torque. When the shift assembly is ready to downshift from second to first gear, the locking element 1056 associated with positive torque disengages or is not deployed, is placed in and held in the recess 1060A of the recess plate 1060. The actuator 1064 is used to move the locking element 1058 associated with reverse and regenerative torque to the disengaged or undeployed position. However, due to torque load, it can remain in the engaged or deployed position, extending from the recess 1060B. These locking elements 1042 of the passive one-way clutch or coupling assembly 1038 extend beyond this position. Shifting continues by accelerating the input shaft or first shaft 1012 and sun gear 1018 and removing the load from the locking element 1058, which moves to a disengaged or undeployed position. The motor increases the speed 1180 of the input shaft or first shaft 1012 and sun gear 1018 until the rotational speed 1180 of the input shaft or first shaft 1012 and sun gear 1018 is synchronized with the input speed 1182 of the first gear ratio. Once the speeds are synchronized, the system repositions the controllable one-way clutch of the first coupling assembly or mechanism 1034 or the locking element 1044 of the coupling assembly 1040 to the deployed position. The locking element 1044 transmits regenerative torque from the output shaft or second shaft 1014 to the input shaft or first shaft 1012 and correspondingly to the motor via the first gear ratio.

[0276] Figure 41 This is a flowchart illustrating an example of the inventive system and method of the present invention, showing a shift from first gear to second gear, wherein the powertrain system or component 1010 shifts from first gear regenerative torque-regenerative braking to second gear regenerative torque-regenerative braking. Figure 42This is a graph showing the speed change over time relative to the shaft and gear speeds. The graph schematically illustrates the speed of the input (first shaft 1012 and sun gear 1018) (solid line 1180); the input speed of the first gear ratio (dashed line 1182)—the speed of the input shaft or the first shaft 1012 and sun gear 1018—resulting in a specific or known output speed at the output shaft or second shaft 1014; and the input speed of the second gear ratio (dashed line 1184)—the speed of the input shaft or the first shaft 1012 and sun gear 1018—resulting in a specific or known output speed at the output shaft or second shaft 1014. When the ring gear 1020 is engaged with the grounding part 1032 and the output passes through the planetary carrier 1024, a change in the input speed 1180 of the sun gear 1018 results in a corresponding change in the speed at the output member or second shaft 1014 at the first gear ratio—however, the gear ratio can vary, and a specific input provides a specific output. When the ring gear 1020 is connected to the planet carrier 1024 and the output passes through the planet carrier 1024, the change in the input speed 1180 of the sun gear 1018 results in a corresponding change in the speed at the output member or the second shaft 1014 at the second gear ratio—a specific input provides a specific output. Because the speed of the output shaft or the second shaft 1014 is known or measurable, the corresponding input speeds 1182 and 1184 for the first and second gear ratios are also known.

[0277] Figure 41 The method is shown to begin at step 1500, where an upshift from first-gear regenerative torque – regenerative braking to second-gear regenerative torque – regenerative braking is initiated via a signal or command. Initially, actuator 1064 is in a first position – position A. A forward torque locking element 1042 of a passive one-way clutch or coupling assembly 1038 and a reverse torque locking element 1044 of a controllable one-way clutch or coupling assembly 1040 are deployed and can transmit forward, reverse, and regenerative torque. Because locking elements 1042, 1044 are deployed, the speed 1180 of the input shaft or first shaft 1012 in first gear ratio is relative to and consistent with the speed 1182 of the output shaft or second shaft 1014. The solid and dashed lines are aligned because the regenerative torque passes through locking element 1044 in the forward direction and the input and output gear ratios are based on the gear assembly.

[0278] In step 1510, during the upshift preparation from first to second gear, the actuator moves to a second position—position B. Actuator 1064 acts on the locking element 1044 of the controllable one-way clutch or assembly 1040 associated with the first gear ratio 1028 to move or reposition them from their initial deployed position to an undeployed position. However, because the locking element 1044 still carries torque, it can remain in the deployed position and remain engaged.

[0279] In step 1520, the system briefly accelerates the speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018. This acceleration removes the torque on the locking element 1044. Figure 42 The speed 1180 of the input shaft or first shaft 1012 is shown to be higher than the input speed 1182 of the gear ratio that allows disengagement at point 1195. Once the torque is removed, the force of the bias member or spring 1094B acts on the locking element 1044 to move it to the undeployed position.

[0280] Step 1525 determines whether locking element 1044 is not deployed. If not, the method returns to step 1520. If locking element 1044 is not deployed, the method proceeds to step 1530. Whether locking element 1044 is disengaged or not deployed can be determined by monitoring the speed, position, and torque sensors of the component.

[0281] Step 1530 reduces the speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 towards the input speed 1184 of the second gear ratio. The motor reduces the rotational speed 1180 of the input shaft or first shaft 1012, where the rotational speed 1180 converges at point 1196 to the input speed 1184 of the second gear ratio and is synchronized with it. Reducing the rotational speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 increases the speed of the ring gear 1020 and synchronizes the rotational speeds of the ring gear 1020 and the planetary carrier 1024.

[0282] In step 1535, the method determines whether the speed 1180 of the input shaft or the first shaft 1012 is synchronized with the input speed 1184 of the second gear ratio. For example, as Figure 42 As shown, speeds 1180 and 1184 are consistent. If not, the method returns to step 1530. If the speeds are synchronized, the method proceeds to step 1540.

[0283] In step 1540, the actuator moves to a third position—position C—and is used to deploy locking elements 1056, 1058. When the input shaft or first shaft 1012 and the sun gear 1018 and the second gear ratio input speed 1184 rotate synchronously at a predetermined window of rotational speed, in one example, at the same speed, the locking elements 1056, 1058 of the second and third controllable one-way clutches or coupling assemblies 1052, 1054 are deployed and engage corresponding notches 1062A, 1062B in the notch 1062, which is connected to the input shaft or first shaft 1012 or a portion thereof.

[0284] Step 1545 determines whether the locking elements 1056 and 1058 associated with the second gear ratio are deployed. If not, the method returns to step 1540. If the locking elements are deployed, the method proceeds to step 1550.

[0285] In step 1550, the system applies a negative torque or reverse torque to the input shaft or first shaft 1012. This negative torque or reverse torque is generated by the output shaft or second shaft 1014 driving the second gear ratio and the corresponding input shaft or first shaft 1012. In step 1560, the system operates in second-gear regenerative mode. Figure 41 The solid line 1180 and the dashed line 1184 are shown to be aligned because the regenerative torque passes through the locking element 1058 in the positive direction.

[0286] Figure 41 and Figure 42 This illustrates a shift from first to second gear, where the powertrain or assembly 1010 shifts from first gear regenerative torque-regenerative braking to second gear regenerative torque-regenerative braking. Initially, the locking element 1042 of the passive one-way clutch or coupling assembly 1038 and the locking element 1044 of the controllable one-way clutch or coupling assembly 1040 are engaged or deployed, extending outward from corresponding recesses 1048A, 1048B of the recessed plate 1048, where the locking elements 1042, 1044 are engaged and can transmit forward, reverse, and regenerative torque. In preparation for a shift, the actuator 1064 moves the locking element 1044, associated with the second gear reverse and regenerative torque, to an undeployed, unengaged position. When the shift assembly is ready to shift from a first gear ratio to a second gear ratio, the locking element 1044, associated with the regenerative torque, can remain engaged or deployed and extend out of the recess 1048B because it still carries torque. Shifting continues by briefly accelerating the motor and correspondingly the input shaft or first shaft 1012. As the motor speed increases, the torque on locking element 1044 decreases, allowing it to move to an undeployed position. The motor then reduces the rotational speed 1180 of the input shaft or first shaft 1012 until the input speed 1180 of the input shaft or first shaft 1012 and the sun gear 1018 is synchronized with the input speed 1184 of the second gear ratio. Shifting continues by deploying locking elements 1056, 1058 associated with the forward, reverse, and regenerative torque of the second gear. Locking element 1058 engages with notch 1062B in notch plate 1062 and transmits regenerative torque from the output shaft or second shaft 1014 to the input shaft or first shaft 1012 and the motor via the second gear ratio. The controllable one-way clutch or coupling assembly 1052, 1054 of the second coupling assembly or mechanism 1036 is engaged or deployed and transmits forward, regenerative, and reverse torque using the second gear ratio.

[0287] Figure 35 and Figure 36Additional embodiments of the method shown include repositioning the reverse locking element 1044 to an earlier, undeployed position. For example, while still decelerating shaft 1012 or before initiating upshift (step 1200). In one example, steps 1210 (repositioning the first gear reverse locking element to an undeployed position) and 1220 (determining whether the first gear reverse locking element is undeployed) may occur before step 1200 (initiating upshift). In this example, at the start of upshift 1200, the system decelerates the shaft and synchronizes it with second gear (step 1230). Because the forward locking element 1042 is passive, the deceleration 1180 causes the locking element 1042 to overtake at point 1185, where at point 1186, the speed 1180 decreases to speed 1184 and synchronizes with it.

[0288] exist Figure 35 and Figure 36 In a further example of the method shown, instead of actuator 1064, a three-position actuator is used. Actuator 1064 can be a multi-position actuator, such as similar to... Figures 13-17 The multi-position cam actuator shown or similar Figures 26-27 The multi-position linear actuator shown is an example. The multi-position actuator independently operates and controls the deployment (deployed state, e.g., deployed or not deployed) of the first-position forward and reverse locking elements 1042, 1044, wherein the forward and reverse locking elements 1042, 1044 are controlled and can be actuated independently of each other. The multi-position actuator also independently operates and controls the deployment (deployed state, e.g., deployed or not deployed) of the second-position forward and reverse locking elements 1056, 1058, wherein the forward and reverse locking elements 1056, 1058 can be actuated independently of each other. Figure 18 and Figure 19 The method shown is similar; using independently actuated forward and reverse locking elements 1056, 1058, the input speed 1180 can be reduced to an input speed 1184 below the second gear ratio, and then the forward locking element 1056 is deployed while the reverse locking element 1058 remains undeployed. After the forward locking element 1056 is deployed, the speed 1180 is then increased, wherein the forward locking element 1056 engages the notch 1062A and transmits torque from the motor to the second gear ratio, with lines 1180, 1184 aligned. Once aligned, the second gear reverse locking element 1058 is then deployed to obtain a second gear reverse and regenerative mode, or it can remain undeployed to allow a coasting mode.

[0289] exist Figure 41 and Figure 42Another example of the method and system illustrated herein includes the use of a multi-position actuator and independent operation of the forward and reverse locking elements 1056, 1058, wherein, as the speed 1180 of the shaft 1012 decreases in step 1030, the second-gear reverse locking element 1058 is deployed. The second-gear forward locking element 1056 remains undeployed. After the second-gear reverse locking element is deployed, if the second-gear reverse locking element 1058 is overtaken, the speed 1180 of the input shaft 1012 continues to decrease until the speed is sufficiently reduced such that the reverse locking element 1058 engages the notch 1062B, thereby transmitting or applying negative torque to the input shaft 1012 and placing the system in a second-gear reverse or regenerative mode. Thereafter, the second-gear forward locking element 1056 can be deployed to apply positive torque as needed.

[0290] Although locking elements 1042, 1044, 1056, and 1058 are shown in a planar configuration, thereby moving in the direction of the longitudinal axis of the first shaft, one or more locking elements may also be radially positioned or oriented, with the locking elements moving in the radial direction relative to the longitudinal axis of the first shaft.

[0291] In another example, the locking element 1042 of coupling assembly 1038 may be a controllable locking element operatively similar to the locking element 1044 of coupling assembly 1040. Actuator 1064 controls locking elements 1042 and 1044, both of which are actively controllable elements. In this example, the locking elements 1056 and 1058 of the second controllable one-way clutch or coupling assembly 1052 and the third controllable one-way clutch or coupling assembly 1054 are also actively controllable elements. Independently controlling each of the locking elements 1042, 1044, 1056, and 1058 provides additional advantages, such as the ability of locking element 1042 to be moved to an undeployed position before the shift begins, where there will be no positive load on the forward locking element 1042 during the unloading of the reverse locking element 1044. This reduces the risk of the driver experiencing forward acceleration. Another example includes engaging first gear in reverse overdrive before applying first gear regenerative torque during a second-to-first gear regenerative downshift. This allows all four controllable locking elements 1042, 1044, 1056, and 1058 to provide a variety of control strategies and locking element configurations.

[0292] Similar to the previous examples, the use of multi-position actuators and individually or independently controllable locking elements enables multiple shift modes involving different vehicle movement directions (forward or reverse) and combinations of positive torque and regenerative torque. The above are merely exemplary. They are not intended to include all the different shifting scenarios achievable using this invention, including, for example, shifting between multiple gear ratios, including bypassing gear ratios and shifting directly from first to third gear. Furthermore, shifting between various power-on and power-off conditions is also envisioned (e.g., power-on in first gear to power-off in second gear).

[0293] Using separately actuated forward and reverse locking elements in both first and second gear ratios allows control of locking element engagement, thereby utilizing speed-controlled engagement to shorten or reduce torque interruption time or momentary or intermediate positions between shift configurations, causing momentary zeroing of torque—a hysteresis that occurs during the initial drop in torque at the start of a shift.

[0294] The description of this invention is merely exemplary in nature. Therefore, variations that do not depart from the spirit and scope of this invention are intended to be within its scope. These variations should not be considered as deviations from the spirit and scope of this invention.

Claims

1. A power transmission method, comprising: A first shaft is provided, which is capable of rotating at a variable speed; A second shaft is provided, which is capable of rotating at a variable speed; A planetary gear assembly is provided between the first shaft and the second shaft, the planetary gear assembly including at least one gear ratio and a second gear ratio; The first gear ratio has a torque reaction path; The second gear ratio has a torque reaction path; A first coupling assembly including a torque transmission locking element is provided, which positions the first coupling assembly in the torque reaction path of the first gear ratio; A second coupling assembly including a torque transmission locking element is provided, which positions the second coupling assembly in the torque reaction path of the second gear ratio; The input speed for the second gear ratio is determined based on the speed of the second shaft; as well as The speed of the first shaft relative to the second gear ratio is changed, wherein the torque transmission locking element of the second coupling assembly is deployed based on the speed of the first shaft relative to the second gear ratio.

2. The power transmission method according to claim 1, wherein: The step of changing the speed of the first shaft includes: reducing the speed of the first shaft until the speed of the first shaft is lower than the input speed of the second gear ratio; and After the speed of the first shaft is lower than the input speed of the second gear ratio, the torque transmission locking element of the second coupling assembly is moved to the deployment position.

3. The power transmission method according to claim 1, wherein: The step of changing the speed of the first shaft includes: reducing the speed of the first shaft until the speed of the first shaft is synchronized with the input speed of the second gear ratio; and Once the speed of the first shaft is synchronized with the input speed of the second gear ratio, the torque transmission locking element of the second coupling assembly is moved to the deployment position.

4. The power transmission method according to claim 2, wherein: The step of changing the speed of the first shaft includes: increasing the speed of the first shaft to engage the torque transmission locking element of the second coupling assembly.

5. The power transmission method according to claim 1, comprising: The input speed for the first gear ratio is determined based on the speed of the second shaft; Reduce the speed of the first shaft until the speed of the first shaft is lower than the input speed of the first gear ratio and the input speed of the second gear ratio; Position the torque transmission locking element of the second connecting component in the undeployed position; as well as The speed of the first shaft is increased to the input speed of the first gear ratio to engage the torque transmission locking element of the first coupling assembly.

6. The power transmission method according to claim 5, comprising: When the torque transmission locking element of the first coupling component engages and transmits torque, torque is not transmitted through the torque transmission locking element of the second coupling component.

7. The power transmission method according to claim 1, comprising: When the torque transmission locking element of the second coupling component is deployed, torque is not transmitted through the torque transmission locking element of the first coupling component.

8. The power transmission method according to claim 1, wherein: The first coupling component includes a forward torque transmission locking element and a reverse torque transmission locking element; The input speed for the first gear ratio is determined based on the speed of the second shaft; Change the speed of the first shaft to synchronize the speed of the first shaft with the input speed of the first gear ratio; as well as Move the reverse torque transmission locking element of the first coupling component to the deployment position.

9. The power transmission method according to claim 1, wherein: The second coupling component includes a forward torque transmission locking element and a reverse torque transmission locking element; Change the speed of the first shaft to synchronize the speed of the first shaft with the input speed of the second gear ratio; as well as Move the reverse torque transmission locking element of the second coupling component to the deployment position.

10. The power transmission method according to claim 1, comprising: A variable speed motor connected to the first shaft is provided; The input speed for the first gear ratio is determined based on the speed of the second shaft; as well as The variable speed motor is used to change the speed of the first shaft and synchronize the speed of the first shaft with one of the input speeds of the first gear ratio and the second gear ratio.

11. A power transmission method, comprising: An input component is provided, which is capable of rotating at a variable speed; An output component is provided, which is capable of rotating at a variable speed; A planetary gear assembly is provided, the planetary gear assembly including at least one gear ratio and a second gear ratio between the input member and the output member; The first gear ratio has a first torque reaction path, and the second gear ratio has a second torque reaction path; A first one-way clutch including a positive torque transmission locking element is provided, and the first one-way clutch is positioned in the first torque reaction path; A second one-way clutch including a positive torque transmission locking element is provided, and the second one-way clutch is positioned in the second torque reaction path; Deploy the positive torque transmission locking element of the first one-way clutch; The reaction torque is transmitted in the first torque reaction path, thereby generating the corresponding propulsion torque to the output component; Reduce the speed of the input component until the speed of the input component is synchronized with the input speed of the second gear ratio; After the speed of the input component is synchronized with the input speed of the second gear ratio, the positive torque transmission locking element of the second one-way clutch is deployed; as well as The reaction torque is transmitted in the second torque reaction path, thereby generating the corresponding propulsion torque to the output component.

12. The power transmission method according to claim 11, wherein: The step of transmitting reaction torque in the second torque reaction path to generate a corresponding propulsion torque to the output member includes: increasing the speed of the input member to engage the positive torque transmission locking element of the second one-way clutch and transmitting torque in the second torque reaction path.

13. The power transmission method according to claim 11, comprising the following steps: When the positive torque transmission locking element of the second one-way clutch transmits torque in the second torque reaction path, it does not transmit torque through the first torque reaction path.

14. The power transmission method according to claim 11, comprising: Provides a third one-way clutch including a reverse torque transmission locking element, and positions the third one-way clutch in the first torque reaction path; A fourth one-way clutch is provided, including a reverse torque transmission locking element, and the fourth one-way clutch is positioned in the second torque reaction path; Deploy the reverse torque transmission locking element of the fourth one-way clutch; as well as The reaction torque is transmitted in the second torque reaction path, thereby generating a corresponding regenerative torque from the output member to the input member.

15. The power transmission method according to claim 11, comprising: A variable-speed motor is provided to be connected to the input component; The input speed of the first gear ratio; The input speed of the second gear ratio; as well as The variable speed motor is used to change the speed of the input component and to synchronize the speed of the input component with one of the input speeds of the first gear ratio and the second gear ratio.

16. A power transmission method, comprising: An input component is provided, which is capable of rotating at a variable speed; An output component is provided, which is capable of rotating at a variable speed; A planetary gear assembly is provided, the planetary gear assembly including at least one gear ratio and a second gear ratio between the input member and the output member; The first gear ratio has a first torque reaction path, and the second gear ratio has a second torque reaction path; A first one-way clutch including a positive torque transmission locking element is provided, and the first one-way clutch is positioned in the first torque reaction path; A second one-way clutch including a positive torque transmission locking element is provided, and the second one-way clutch is positioned in the second torque reaction path; Deploy the positive torque transmission locking element of the second one-way clutch; The reaction torque is transmitted in the second torque reaction path, thereby generating a corresponding propulsion torque to the output component; Deploy the positive torque transmission locking element of the first one-way clutch; Move the positive torque transmission locking element of the second one-way clutch to the undeployed position; After the positive torque transmission locking element of the second one-way clutch is in the undeployed position, the speed of the input component is increased to engage the positive torque transmission locking element of the first one-way clutch; as well as The reaction torque is transmitted in the first torque reaction path, thereby generating the corresponding propulsion torque to the output component.

17. The power transmission method according to claim 16, comprising the following steps: The speed of the input component is reduced to below the input speed of the second gear ratio, so that the positive torque transmission locking element of the second one-way clutch can be moved to the undeployed position.

18. The power transmission method according to claim 16, wherein: The step of deploying the positive torque transmission locking element of the first one-way clutch includes: moving the positive torque transmission locking element of the first one-way clutch from a non-deployed position to a deployed position.

19. The power transmission method according to claim 16, comprising: Provides a third one-way clutch including a reverse torque transmission locking element, and positions the third one-way clutch in the first torque reaction path; Deploy the reverse torque transmission locking element of the third one-way clutch; as well as The reaction torque is transmitted in the first torque reaction path, thereby generating a corresponding regenerative torque to the input component.

20. The power transmission method according to claim 16, comprising: A variable-speed motor is provided to be connected to the input component; The input speed of the first gear ratio; The input speed of the second gear ratio; as well as The variable speed motor is used to change the speed of the input component and to synchronize the speed of the input component with one of the input speeds of the first gear ratio and the second gear ratio.

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