Clutch, transmission system and vehicle
By controlling the motion of the coupling between the cam and the ring seat, the problem of torque release required by existing controllable overrunning clutches is solved, enabling transmission state switching without torque release, thus improving the convenience of transmission control and the smoothness of equipment operation.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-23
- Publication Date
- 2026-07-21
Smart Images
Figure CN121520316B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to transmission devices, and more particularly to a clutch. Furthermore, this invention also relates to a transmission system having the clutch and a vehicle including the transmission system. Background Technology
[0002] An overrunning clutch, commonly known as a "one-way clutch," is a mechanical transmission device that transmits torque in one direction. Typically, in the direction of power transmission, when the speed of the driving component (input shaft) is higher than that of the driven component (output shaft), the clutch engages, allowing power to be transmitted from the driving component to the driven component; when the speed of the driving component is lower than that of the driven component or rotates in the opposite direction, the clutch automatically disengages. Due to its unique performance, overrunning clutches are widely used in engine starting systems, industrial transmission systems, dual power source switching, and aerospace and other fields and applications.
[0003] Depending on the transmission mechanism, overrunning clutches mainly include wedge-type overrunning clutches and roller-type overrunning clutches. Essentially, both achieve wedging or self-locking by squeezing wedging elements such as "wedges" or "rollers" into a gradually narrowing space, thereby enabling unidirectional torque transmission from the driving component to the driven component. For different application scenarios, the traditional overrunning clutch's main advantages—unidirectional transmission, automatic engagement, and overrunning coasting—are no longer sufficient to meet various transmission needs. Therefore, in recent years, overrunning clutches with controllable engagement and transmission direction (e.g., via shift forks) have emerged, facilitating the active switching between "engaged" and "disengaged" states, or achieving "bidirectional locking." This is beneficial for enabling the coordinated operation of different power sources and the switching control of different transmission forms in vehicles such as hybrid and pure electric vehicles.
[0004] However, existing controllable overrunning clutches change the engagement state by moving rollers. When switching to the disengaged state, the overrunning clutch needs to be in a torque-disengaged state first, such as by reducing the speed of the power source such as the engine or motor, to release the self-locking of the rollers, so that the rollers can be moved to the disengaged position, which is inconvenient to use. Summary of the Invention
[0005] The purpose of this invention is to overcome the problem that existing controllable overrunning clutches require disengagement control in a torque-reduced state, and to provide a clutch that does not require torque reduction when switching from an engaged state to a disengaged state, which can easily change the engaged state and is beneficial to the smooth operation of related mechanical equipment.
[0006] To achieve the above objectives, the present invention provides a clutch comprising a nested cam member and an annular seat member. A wedge-shaped groove is formed on the outer / inner periphery of the cam member, and a wedge-tightening element is installed within the wedge groove. An annular contact surface is formed on the inner / outer periphery of the annular seat member opposite to the cam member. The cam member is fitted with a engaging member that can be controlled to move between an engaged position and a disengaged position and has a working surface. When the engaging member is in the engaged position, the wedge-tightening element can be pressed between the annular contact surface and the working surface as the cam member or the annular seat member rotates in the driving direction, thereby drivingly engaging the annular seat member and the cam member in the driving direction. The engaging member can be controlled such that the working surface moves away from the opening side of the wedge-shaped groove facing the annular contact surface, moving from the engaged position to the disengaged position or from the disengaged position to the engaged position, thereby maintaining the annular seat member and the cam member in either driving disengagement or driving engagement.
[0007] Preferably, the cam member is configured as an inner star wheel formed on the power input shaft, and a plurality of wedge-shaped grooves are formed on the outer periphery of the inner star wheel in a circumferentially distributed manner; the ring seat member is configured to at least partially encircle the outer ring on the inner star wheel in a rotatable manner, and the annular contact surface is formed on the inner periphery of the ring encircling the inner star wheel.
[0008] Preferably, hydraulic passages are formed in the power input shaft and the inner star wheel to drive the coupling member to the engagement position by the hydraulic pressure in the hydraulic passages.
[0009] Preferably, at one end of the hydraulic passage facing the wedge-shaped groove, the inner star wheel is also slidably mounted with a top pin that abuts against the engagement member. This top pin is capable of receiving hydraulic pressure from the hydraulic passage to drive the engagement member toward the engagement position.
[0010] Preferably, a return spring that acts elastically on the coupling is installed inside the inner star wheel. The return spring is configured to allow the coupling to return from the engaged position to the disengaged position when pressure is released in the hydraulic passage.
[0011] Preferably, the coupling is mounted to the inner star wheel in a swingable manner and can be controlled to swing between the engagement position and the disengagement position.
[0012] Preferably, the coupling has a swing shaft and a drive portion and a reset portion extending on both sides of the swing shaft, the working surface is formed in the drive portion, and a reset spring is installed in the inner star wheel that acts elastically on the reset portion to cause the coupling to swing around the swing shaft to the separation position.
[0013] Preferably, the drive unit is connected to a shoulder extending into the wedge groove, wherein when the engagement member is in the separated position, the shoulder stops on the side of the wedge clamping element facing the narrow end of the wedge groove.
[0014] Preferably, the wedge clamping element is a roller, and a preload spring is installed in the wedge groove, which elastically abuts against the roller at the narrow end of the wedge groove. Alternatively, a plurality of wedge grooves arranged in opposite directions are formed on the outer / inner periphery of the cam member, so that the wedge clamping element provided in the wedge groove is selectively controlled by the corresponding engaging member to drively engage the ring seat member with the cam member in different rotational directions or to drively separate the ring seat member from the cam member.
[0015] Preferably, the cam member is equipped with a retaining ring for defining the axial position of the wedge element and a retaining ring retaining spring that is locked to the retaining ring on the side opposite to the wedge element.
[0016] A second aspect of the present invention provides a transmission system having the above-described clutch.
[0017] A third aspect of the present invention provides a vehicle including the aforementioned clutch or transmission system.
[0018] Through the above technical solution, the clutch of the present invention can move from the engaged position to the disengaged position or from the disengaged position to the engaged position by controlling the orientation of the working surface of the engaging member away from the wedge groove or towards the opening side of the annular contact surface. In the disengaged position, the ring seat member and the cam member remain disengaged in transmission, or in the engaged position, the ring seat member and the cam member are engaged in transmission, thus achieving switching between the engaged and disengaged states. During this process, since there is no need to directly operate the self-locking "roller" or other wedging elements, it is not affected by the current engagement state of the clutch. Only the movement of the engaging member needs to be controlled to change the engagement state, which facilitates more convenient transmission control and smooth operation of related mechanical equipment. Attached Figure Description
[0019] Figure 1 This is an exploded view of a clutch according to a preferred embodiment of the present invention; Figure 2 yes Figure 1 A cross-sectional view of the clutch in the transmission section; Figure 3 yes Figure 1 Side sectional view of the clutch; Figure 4 yes Figure 1 A three-dimensional view of the inner star wheel of the clutch (integrated with the power input shaft); Figure 5 yes Figure 4 A top view of the inner star wheel; Figure 6 yes Figure 5 AA section view of the inner star wheel; Figure 7 yes Figure 4 Main view of the inner star wheel; Figure 8 yes Figure 7 BB cross-sectional view of the inner star wheel; Figure 9 yes Figure 1 A perspective view of one of the engagement parts of the clutch. Figure 10 This is a cross-sectional view of a transmission system according to a preferred embodiment of the present invention, wherein two overrunning clutches are provided; Figure 11 yes Figure 10 One of the transmission cross-sectional views of the overrunning clutch.
[0020] Explanation of reference numerals in the attached figures 1-Power input shaft; 1a-Hydraulic oil passage; 1b-Annular oil groove; 1c-Plug; 2-Inner star wheel; 21-Wedge groove; 22-Protrusion; 23-Swing shaft mounting groove; 24-Reset part receiving groove; 25-Notch; 26-Reset spring mounting groove; 3-Outer ring; 31-Annular contact surface; 41-Forward engagement roller; 42-Reverse engagement roller; 5-Preload spring; 6-Connecting part; 61-Swing shaft; 62-Drive part; 62a-Working surface; 63-Reset part; 64-Shoulder; 7-Top pin; 8-Reset spring; 9-Bearing; 10-Bearing retaining ring; 11-Retaining ring; 12-Retaining ring retaining ring. Detailed Implementation
[0021] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.
[0022] In this invention, unless otherwise stated, directional terms such as "upper," "lower," "left," and "right" generally refer to the upper, lower, left, and right as shown in the accompanying drawings; "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.
[0023] Reference Figures 1 to 3 , Figure 10 and Figure 11As shown, one aspect of the present invention provides a clutch configured as an overrunning clutch, comprising a nested cam member and a ring seat member. One of the cam member and the ring seat member serves as the driving member, and can be fixedly connected or integrally formed onto a power input shaft 1 to receive rotational power from a power source such as an engine or drive motor. The other of the cam member and the ring seat member serves as the driven member, and can be engaged or disengaged from the driving member via wedging elements such as rollers (forward engagement rollers 41, reverse engagement rollers 42) as described later. Typically, in the form where the cam member is the driving member and the ring seat member is the driven member, the clutch engages when the rotational speed of the cam member is higher than that of the ring seat member, allowing power to be transmitted from the cam member to the ring seat member; when the rotational speed of the cam member is lower than that of the ring seat member, the clutch automatically disengages.
[0024] As mentioned earlier, depending on the transmission mechanism, the wedging element of the overrunning clutch can be a "wedge" or a "roller." Wedging or self-locking is achieved by squeezing this wedging element into a gradually narrowing space, thereby realizing the unidirectional transmission of torque from the cam component to the ring seat component. Furthermore, based on the relative positional relationship between the cam component and the ring seat component, overrunning clutches are divided into inner star wheel type overrunning clutches and outer star wheel type overrunning clutches. The "star wheel" refers to a component with a wedge-shaped groove on its outer or inner circumference, i.e., the cam component; while the outer ring (or "outer ring") surrounding the star wheel or the inner ring (or "inner ring") nested within the star wheel serves as the ring seat component, and its inner or outer circumferential surface provides an annular contact surface that confines the wedging element within the wedge-shaped space. Therefore, the inner star wheel type overrunning clutch has an inner star wheel 2 as the cam component and an outer ring 3 as the ring seat component, such as... Figures 2 to 5 and Figures 10 to 11 As shown, the outer star wheel type overrunning clutch has an outer star wheel as a cam element and an inner ring as a ring seat element. Based on this, the clutch of the present invention can be an inner star wheel type overrunning clutch or an outer star wheel type overrunning clutch, and its wedging element can be in the form of a roller or a wedge block with a brace. The cam element can be the inner star wheel of the inner star wheel type overrunning clutch or the outer star wheel of the outer star wheel type overrunning clutch, and the ring seat element can be the outer ring of the inner star wheel type overrunning clutch or the inner ring of the outer star wheel type overrunning clutch.
[0025] To facilitate a clearer explanation of the clutch of the present invention in conjunction with the embodiments shown in the accompanying drawings, the following detailed description will primarily focus on the composition, structure, and working principle of an internal star wheel type overrunning clutch utilizing rollers as wedge clamping elements. It should be understood that, without creating a technical conflict, these descriptions are equally applicable to external star wheel type overrunning clutches or overrunning clutches using wedge blocks as wedge clamping elements, and these also fall within the scope of protection of the present invention.
[0026] like Figures 1 to 3As shown, a clutch according to a preferred embodiment of the present invention includes an inner star wheel 2 as a ring seat member and an outer ring 3 as a ring seat member, wherein a wedge-shaped groove 21 is formed on the outer periphery of the inner star wheel 2 (see...). Figure 4 and Figure 7 The wedge groove 21 may be fitted with rollers as wedge clamping elements, namely the forward engagement roller 41 or the reverse engagement roller 42, which will be described in detail later; an annular contact surface 31 is formed on the inner periphery of the outer ring 3, which surrounds the inner star wheel 2 to confine the rollers within the wedge-shaped space of the wedge groove 21.
[0027] The inner star wheel 2 is also equipped with a connecting member 6 that can be controlled to move between an engaged position and a disengaged position, such as... Figure 9 As shown, the coupling 6 has a working surface 62a for contacting the roller. It is understood that, although... Figure 9 The joint 6 shown in the viewpoint Figure 2 The engagement member 6 corresponds to the one used to contact the reverse engagement roller 42. However, since the wedge groove, engagement member, and roller used for forward and reverse transmission control can have completely identical structures, different rotational direction transmission engagement control can be achieved simply by reversing their arrangement. Figure 9 The connecting piece 6 shown can also be used in conjunction with the forward-engaging roller 41.
[0028] like Figure 2 As shown, when the engagement member 6 is in the engagement position, similar to a conventional overrunning clutch, the rollers are pressed between the annular contact surface 31 of the outer ring 3 and the working surface 62a of the engagement member 6 as the inner star wheel 2 rotates in the driving direction. This drives the outer ring 3 to engage the inner star wheel 2 in the driving direction, and the rotational power of the inner star wheel 2 is transmitted to the outer ring 3 through the rollers. When the rotational speed of the outer ring 3 exceeds the rotational speed of the inner star wheel 2, the rollers move towards the wide end of the wedge groove 21, automatically achieving overrunning disengagement. Typically, a preload spring 5 can be installed in the wedge groove 21, elastically abutting against the rollers towards the narrow end of the wedge groove 21, to eliminate free travel during engagement, especially during the transition from overrunning to engagement, effectively reducing or avoiding engagement impact.
[0029] The engaging member 6 can be controlled so that its working surface 62a is away from the opening side of the wedge groove 21 facing the annular contact surface 31, so as to move from the engaging position to the disengaged position, realizing the switch from the engaging state to the disengaged state. As a result, the roller cannot simultaneously engage with the annular contact surface 31 of the outer ring 3 and the working surface 62a of the engaging member 6, so that the outer ring 3 and the inner star wheel 2 remain in transmission disengagement. In this process, since there is no need to directly operate the wedging elements such as the "roller" in the self-locking state, it is not affected by the current engagement state of the clutch. There is no need to unload the torque. Only the movement of the engaging member 6 needs to be controlled to change the engagement state, which is conducive to more convenient transmission control and smooth operation of related mechanical equipment.
[0030] Figures 4 to 8 An inner star wheel 2 in a clutch of a preferred embodiment is shown, which is integrally formed on the power input shaft 1. (Combined) Figure 3 As shown, the outer ring 3 can be rotatably mounted to the inner star wheel 2 via a bearing 9 (such as a deep groove ball bearing), and the axial position of the bearing 9 is defined on one side by a bearing retainer 10. The bearing 9, wedge groove 21, annular contact surface 31, and rollers are disposed at different axial positions on the inner star wheel 2 and the outer ring 3, and can be configured to have a small axial gap between them for a compact structure. On the side of the wedge groove 21 away from the bearing 9, a retaining ring 11 for defining the axial position of the rollers and a retaining ring retainer 12 for locking the retaining ring 11 can be mounted on the inner star wheel 2 or the power input shaft 1.
[0031] exist Figure 10 In another preferred embodiment shown, the outer ring 3 also integrally forms a transmission gear (not marked), which is rotatably supported on the power input shaft 1 by a bearing 9 (such as a needle roller bearing) mounted on the inner ring of the transmission gear. A retaining ring 11 and a retaining ring snap ring 12 for defining its axial position can be mounted on one side of the transmission gear. Similarly, the rollers on the inner star wheel 2 can have their axial position defined by the retaining ring 11 mounted on the power input shaft 1.
[0032] In other embodiments, the outer ring 3 can be integrally formed or fixedly connected to the power input shaft 1, so that the outer ring 3 acts as the active member receiving power, while the inner star wheel 2 is configured to have a transmission gear to act as the driven member outputting power outward.
[0033] It is understood that in the above different embodiments, the inner star wheel 2 (or outer ring 3) and the power input shaft 1, and the outer ring 3 (or inner star wheel 2) and the transmission gear can be formed or fixedly connected as one unit, or they can be engaged in circumferential transmission through splines or other means, which can also realize the transmission of rotational power.
[0034] The engaging member 6, mounted on the inner star wheel 2, can be driven in various ways to move between its engaged and disengaged positions, such as by using an electromagnetic drive mechanism. In the illustrated preferred embodiment, the engaging member 6 is hydraulically driven to stably hold it in the engaged position, ensuring reliable transmission. Specifically, hydraulic passages 1a can be formed within the power input shaft 1 and the inner star wheel 2, thereby applying a thrust to the engaging member 6 through the hydraulic pressure within these passages 1a, moving it from the disengaged position to the engaged position, and enabling it to maintain roller self-locking in the engaged position.
[0035] Since the power input shaft 1 needs to receive rotational power, an annular oil groove 1b can be formed on the outer circumferential surface of the power input shaft 1 to facilitate the supply of hydraulic oil to the hydraulic oil passage 1a and maintain appropriate hydraulic pressure. An oil inlet hole communicating with the hydraulic oil passage 1a is formed on the bottom wall of the annular oil groove 1b. Thus, the power input shaft 1 can be rotatably supported on the base and hydraulic oil can be supplied to the annular oil groove 1b through the oil passage within the base, thereby providing hydraulic pressure to the hydraulic oil passage 1a. (See details below.) Figure 2 , Figure 3 , Figure 10 and Figure 11 As shown, the portion of the hydraulic passage 1a extending within the power input shaft 1 can be parallel to or relative to the central axis of the power input shaft 1, so as to facilitate machining. For this purpose, the hydraulic passage 1a can extend through to the axial end of the power input shaft 1 and be closed at the axial end using a plug 1c. The portion of the hydraulic passage 1a extending within the inner star wheel 2 can be offset or inclined in the radial direction or relative to the radial direction, as long as it is suitable for using the hydraulic pressure therein to drive the coupling 6 to the engagement position.
[0036] In a preferred embodiment, a top pin 7 may be provided at one end of the hydraulic oil passage 1a facing the wedge-shaped groove 21. The top pin 7 is slidably mounted to the hydraulic oil passage 1a and abuts against the coupling member 6 at one end. Thus, the top pin 7 can receive the hydraulic pressure in the hydraulic oil passage 1a and transmit it to the coupling member 6 to drive the coupling member 6 to move to the engagement position. By providing a top pin 7 that is slidably mounted to the hydraulic oil passage 1a, hydraulic oil leakage that may occur when the coupling member 6 moves to different positions can be avoided.
[0037] In the preferred embodiment described above, the hydraulic pressure within the hydraulic passage 1a drives the coupling 6 and holds it in a position that allows the rollers to self-lock. Therefore, the maximum transmittable torque can be controlled by adjusting the hydraulic pressure within the hydraulic passage 1a. When the coupling 6 is in the engaged position, if the positive pressure required to maintain the rollers' self-locking (applied to the rollers by the working surface 62a) is greater than the current hydraulic pressure, the rollers cannot maintain self-locking. Consequently, the rotation of the inner star wheel 2 will cause relative movement of the rollers, resulting in the inability to transmit torque. By increasing the hydraulic pressure within the hydraulic passage 1a, the positive pressure applied to the rollers by the coupling 6 increases, thereby maintaining the rollers' self-locking and transmitting a larger torque, achieving controllability of the maximum transmittable torque.
[0038] Furthermore, in the form described above where the coupling member 6 is driven by hydraulic means, the coupling member 6 can be driven by the same drive mechanism to move from the engaged position to the disengaged position, and from the disengaged position to the engaged position. In a preferred embodiment, to avoid complicating the drive mechanism, the coupling member 6 can be driven by a return spring 8 to return to its disengaged position. For example, a return spring 8 that elastically acts on the coupling member 6 can be installed inside the inner star wheel 2. When the hydraulic oil passage 1a is depressurized, the return spring 8 causes the coupling member 6 to return from the engaged position to the disengaged position, thereby releasing the engagement between the inner star wheel and the outer ring.
[0039] Based on the above, the clutch of the present invention switches the engagement state by controlling the movement of the engagement member, thereby avoiding direct manipulation of the wedge clamping element, and thus eliminating the need for torque release when switching from the engagement state to the disengagement state. The movement of the engagement member changes the position and / or orientation of its working surface; that is, the present invention utilizes the movement of the engagement member between different positions to change the wedge-shaped space, with the working surface of the engagement member interacting with the wedge clamping element as part of the bottom wall of the wedge-shaped space. For this purpose, a notch 25 for accommodating the engagement member 6 can be formed on the bottom wall of the wedge groove 21 (see [link to relevant documentation]). Figure 4 When the coupling member 6 moves to the engagement position, its working surface 62a can be flush with the bottom wall of the wedge groove 21 to "complete" the wedge groove; however, when the coupling member 6 moves to the disengagement position, the wedge groove becomes "incomplete" and is insufficient to work together with the annular contact surface 31 of the ring seat to enable the wedge clamping element to self-lock, thereby maintaining the transmission separation between the ring seat and the cam. It is understood that achieving the self-locking of the wedge clamping element using the working surface 62a of the coupling member 6 and the annular contact surface 31 of the ring seat does not require the working surface 62a of the coupling member 6 to be flush with the bottom wall of the wedge groove 21 when in the engagement position, as long as the wedge angle between the working surface 62a and the annular contact surface 31 meets the self-locking condition of the wedge clamping element.
[0040] From another perspective, during the movement of the engagement member 6, the wedge angle between its working surface 62a and the annular contact surface 31 changes, thereby altering the transmission state of the clutch. Since the movement of the engagement member 6 causes its working surface 62a to face or move away from the opening side of the wedge groove 21, if the working surface 62a moves radially without conflicting with the torque transmission direction, the transmission state can be changed at any time without unloading torque.
[0041] Based on the above principle, the engagement member 6 can be controllably installed into the inner star wheel 2 in various suitable ways to switch the transmission state of the clutch by means of movement, oscillation, etc. In the preferred embodiment shown in the figure, the engagement member 6 is installed into the inner star wheel 2 in an oscillating manner and can be controlled to oscillate between the engaged position and the disengaged position.
[0042] Figure 9 The structure of a coupling member 6 used in a clutch according to a preferred embodiment is shown. In this preferred embodiment, the coupling member 6 is formed with a swing shaft 61 and a drive portion 62 and a reset portion 63 extending on both sides of the swing shaft 61, respectively. Accordingly, as shown... Figure 2 , Figure 4 and Figure 7 As shown, the inner star wheel 2 can be used for the swing shaft mounting groove 23 that mates with the swing shaft 61, as well as the reset part receiving groove 24 for accommodating the reset part 63 and the notch 25 for accommodating the drive part 62. The swing shaft mounting groove 23 is formed with an arc-shaped profile so that the engaging member 6 can be driven to swing around its swing shaft 61. The reset part receiving groove 24 provides space for the reset part 63 to move during the swing of the engaging member 6, and the reset part 63 can be elastically acted on by the reset spring 8 provided in the reset spring mounting groove 26, so that after depressurization in the hydraulic oil passage 1a, the engaging member 6 can automatically reset and swing around its swing shaft 61 to the separation position.
[0043] Furthermore, the drive portion 62 of the coupling 6 may be connected with a (integral-formed) shoulder 64 extending into the wedge groove 21. When the coupling 6 is in the separated position, the shoulder 64 stops the roller on the side facing the narrow end of the wedge groove 21. Thus, when the coupling 6 is in the separated position due to depressurization in the hydraulic passage 1a, the shoulder restricts the movement of the roller toward the narrow end of the wedge groove 21, thereby reducing or avoiding unnecessary wear on the roller.
[0044] Reference Figure 2 or Figure 11As shown, in a preferred embodiment, a plurality of protrusions 22 are formed on the outer periphery of the inner star wheel 2, located between adjacent wedge-shaped grooves 21. The wedge-shaped grooves 21 located on both sides of each protrusion 22 are arranged in opposite directions to each other, so that the rollers provided in the wedge-shaped grooves 21 are selectively controlled by the corresponding coupling members 6 to either drive the outer ring 3 to the inner star wheel 2 in different rotational directions or to keep the outer ring 3 and the inner star wheel 2 in a drive-free manner. For easy distinction, Figure 2 The rollers in the clutch are labeled as forward engagement roller 41 and reverse engagement roller 42, respectively, and their corresponding wedge grooves 21 are arranged in opposite directions. Thus, the clutch can be switched to multiple operating states, such as bidirectional engagement, bidirectional disengagement, forward engagement, and reverse engagement. Since the forward and reverse engagement and disengagement can be controlled relatively independently, and different wedge grooves and rollers are used for transmission, structural and control complexity is prevented, resulting in high reliability and avoiding excessive wear of the rollers.
[0045] The working principle of the clutch of the present invention will be illustrated below with reference to the preferred embodiments shown in the figures: like Figure 2 As shown, by applying appropriate hydraulic pressure to all hydraulic passages 1a, the top pin 7 is driven to push outward, and each engagement member 6 is driven to swing to the engagement position, thereby forming a wedge-shaped space between its working surface 62a and the annular contact surface 31 of the outer ring 3. Under the action of the preload spring 5, the forward engagement roller 41 and the reverse engagement roller 42 enter the wedge-shaped space between the engagement member 6 and the outer ring 3, and simultaneously contact the working surface 62a of the engagement member 6 and the annular contact surface 31 of the outer ring 3, satisfying the self-locking condition. Therefore, both can transmit rotational torque, and the clutch is in a bidirectional engagement state.
[0046] By depressurizing all hydraulic oil passages 1a, each engagement component 6 swings to its disengaged position under the action of the return spring 8, causing its working surface 62a to rotate relative to the annular contact surface 31 by a certain angle (e.g., 10°). At this time, the wedge angle between the working surface 62a and the annular contact surface 31 increases, failing to meet the self-locking condition of the rollers. Thus, although the forward engagement roller 41 and the reverse engagement roller 42 are still elastically pressed towards the narrow end of the wedge groove 21 by the preload spring 5, the shoulder 64 of the engagement component 6 stops its movement, preventing it from simultaneously contacting the working surface 62a of the engagement component 6 and the annular contact surface 31 of the outer ring 3. This cuts off the torque transmission between the inner star wheel 2 and the outer ring 3, and also prevents the rollers from being excessively worn. At this time, the clutch is in a bidirectional disengaged state, and cannot transmit rotational torque in either the forward or reverse direction.
[0047] When the hydraulic passage 1a corresponding to the forward engagement roller 41 is pressed and the hydraulic passage 1a corresponding to the reverse engagement roller 42 is depressurized, the clutch is forward engaged. The rotational torque of the inner star wheel 2 can be transmitted to the outer ring 3 through the forward engagement roller 41, thereby driving the outer ring 3 to rotate forward until the speed of the outer ring 3 exceeds the speed of the inner star wheel 2, entering the overrunning condition. Conversely, when the hydraulic passage 1a corresponding to the reverse engagement roller 42 is pressed and the hydraulic passage 1a corresponding to the forward engagement roller 41 is depressurized, the clutch is reverse engaged. The rotational torque of the inner star wheel 2 can be transmitted to the outer ring 3 through the reverse engagement roller 42, thereby driving the outer ring 3 to rotate in the reverse direction until the speed of the outer ring 3 exceeds the speed of the inner star wheel 2, entering the overrunning condition.
[0048] Figure 10 and Figure 11 The diagram illustrates one form of a transmission system using the aforementioned clutches, wherein two overrunning clutches are provided on the power input shaft 1, which are hydraulically controlled to switch between different engaged or disengaged states, so as to transmit power through a transmission gear integrally formed with the outer ring 3, thereby achieving power transmission in different gears and directions.
[0049] Another aspect of the present invention provides a transmission system having the above-mentioned clutch, such as an electric drive transmission system for a vehicle, wherein the power input shaft 1 can be driveably connected to a drive motor to receive travel power.
[0050] Furthermore, the present invention also provides a vehicle including the clutch or transmission system.
[0051] The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings; however, the present invention is not limited thereto. Within the scope of the inventive concept, various simple modifications can be made to the technical solutions of the present invention, including combinations of various specific technical features in any suitable manner. To avoid unnecessary repetition, the present invention will not describe the various possible combinations separately. However, these simple modifications and combinations should also be considered as the content disclosed in the present invention and are all within the protection scope of the present invention.
Claims
1. A clutch comprising a nested cam member and an annular seat member, wherein a wedge-shaped groove (21) is formed on the outer / inner periphery of the cam member, a wedge-tightening element is installed in the wedge-shaped groove (21), and an annular contact surface (31) is formed on the inner / outer periphery of the annular seat member opposite to the cam member, characterized in that, The cam is fitted with an engagement member (6) that can be controlled to move between an engagement position and a disengagement position and has a working surface (62a). When the engagement member (6) is in the engagement position, the wedge element can be pressed between the annular contact surface (31) and the working surface (62a) as the cam member or the ring seat member rotates in the driving direction, so as to drive engagement of the ring seat member and the cam member in the driving direction; The engagement member (6) can be controlled such that the working surface (62a) moves away from or towards the opening side of the wedge groove (21) facing the annular contact surface (31) to move from the engagement position to the disengagement position or from the disengagement position to the engagement position, and such that the annular seat member and the cam member remain in drive disengagement or drive engagement. The cam member is configured as an inner star wheel (2) formed on the power input shaft (1), and a plurality of wedge-shaped grooves (21) distributed circumferentially are formed on the outer periphery of the inner star wheel (2). The engaging member (6) is mounted to the inner star wheel (2) in a swingable manner and can be controlled to swing between the engaging position and the disengaging position. The ring seat member is configured to at least partially encircle the outer ring (3) on the inner star wheel (2) in a rotatable manner, and the annular contact surface (31) is formed on the inner periphery of the ring encircling the inner star wheel (2). The coupling (6) is formed with a swing shaft (61) and a drive part (62) and a reset part (63) extending on both sides of the swing shaft (61), respectively. The working surface (62a) is formed in the drive part (62). A reset spring (8) is installed in the inner star wheel (2) and acts elastically on the reset part (63) to make the coupling (6) swing about the swing shaft (61) to the separation position. The drive part (62) is connected to a shoulder (64) extending into the wedge groove (21). When the coupling (6) is in the separation position, the shoulder (64) stops on the narrow end of the wedge clamping element facing the wedge groove (21).
2. The clutch according to claim 1, characterized in that, Hydraulic passages (1a) are formed in the power input shaft (1) and the inner star wheel (2) so that the coupling member (6) can be driven to the engagement position by the hydraulic pressure in the hydraulic passage (1a).
3. The clutch according to claim 2, characterized in that, At one end of the hydraulic passage (1a) facing the wedge groove (21), the inner star wheel (2) is also slidably mounted with a top pin (7) abutting against the engagement member (6), which is capable of receiving hydraulic pressure from the hydraulic passage (1a) to drive the engagement member (6) to the engagement position.
4. The clutch according to claim 2, characterized in that, The inner star wheel (2) is equipped with a return spring (8) that acts elastically on the coupling (6). The return spring (8) is configured to allow the coupling (6) to return from the engagement position to the disengagement position when the hydraulic oil passage (1a) is depressurized.
5. The clutch according to claim 1, characterized in that, The wedge clamping element is a roller (41, 42), and a preload spring (5) is installed in the wedge groove (21) with its narrow end elastically abutting against the roller (41, 42). Alternatively, a plurality of wedge grooves (21) are formed on the outer / inner periphery of the cam member, arranged in opposite directions, so that the wedge clamping element provided in the wedge groove (21) is selectively controlled by the corresponding engaging member (6) to drive the ring seat member to the cam member in different rotational directions or to keep the ring seat member and the cam member in a drive separation.
6. The clutch according to claim 1, characterized in that, The cam is equipped with a retaining ring (11) for defining the axial position of the wedge element and a retaining ring retaining spring (12) that is locked to the retaining ring (11) on the side opposite to the wedge element.
7. A transmission system, characterized in that, It has a clutch according to any one of claims 1 to 6.
8. A vehicle, characterized in that, Includes the clutch according to any one of claims 1 to 6 or the transmission system according to claim 7.
Citation Information
Patent Citations
Wedge block type overrunning clutch
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