Clutch with regenerative capability

Abstract

Techniques for implementing a clutch are provided herein. In some embodiments, the clutch includes a drive plate configured to be coupled to a first shaft. The drive plate includes a first plurality of pawl elements and a first plurality of dimples. The clutch includes a transfer plate configured to be coupled to the second shaft, the transfer plate including a second plurality of dimples and a second plurality of pawl elements. In certain embodiments, the first plurality of dimples is configured to receive the second plurality of pawl elements, and the second plurality of dimples is configured to receive the first plurality of pawl elements. In some embodiments, the disclosed clutch is implemented with a differential of a vehicle. In other embodiments, the disclosed clutch is implemented in a half axle assembly of a vehicle.

Description

Cross-reference to related applications

[0001] This application claims the benefit of U.S. Provisional Patent Application No. 63 / 722,748, filed November 20, 2024, the disclosure of which is incorporated herein by reference in its entirety.

[0002] introduction

[0003] This disclosure relates to clutches, and more particularly to one-way clutches with regenerative capability. Summary of the Invention

[0004] Vehicles, particularly electric vehicles, engage and disengage certain drivetrain components from other drivetrain components. For example, disengaging a drivetrain component reduces the rotational load on the entire drivetrain. This helps conserve energy stored in the electric vehicle's battery. However, the disengagement and re-engagement of drivetrain components rotating at different speeds can result in excessive noise, vibration, and ride roughness, degrading the user experience. Furthermore, excessive noise, vibration, and ride roughness increase wear on certain components, shortening their lifespan. To address these issues, this paper discloses a clutch that allows some drivetrain components to rotate freely in one direction while engaging in the opposite direction. In some embodiments, the clutch is implemented to reduce the rotational difference between two or more drivetrain components. For example, the control system is configured to control the clutch actuator based on instructions stored in a non-transitory computer-readable medium.

[0005] In some embodiments, the clutch includes a drive plate coupled to a first shaft. The drive plate includes a first plurality of pawl elements and a first plurality of recesses. The clutch also includes a transmission plate coupled to a second shaft, the transmission plate including a second plurality of recesses and a second plurality of pawl elements. In some embodiments, the first plurality of recesses are configured to receive the second plurality of pawl elements, and the second plurality of recesses are configured to receive the first plurality of pawl elements.

[0006] In some embodiments, the drive plate includes an outer diameter surface. A first plurality of pawl elements are positioned along the outer diameter surface. The transfer plate includes a groove extending along a direction from a first surface of the transfer plate to a second concave surface of the transfer plate. The groove includes an inner diameter surface, a second plurality of recesses are positioned along the inner diameter surface, and the first plurality of pawl elements are radially extendable and actuable to engage the second plurality of recesses.

[0007] In some embodiments, a first plurality of recesses are located on the surface of the drive plate, and a second plurality of pawl elements are located on the second recessed surface and are capable of extending axially toward the first plurality of recesses.

[0008] In some embodiments, the clutch includes at least one first actuator operatively connected to at least one of the first plurality of pawl elements and at least one second actuator operatively connected to at least one of the second plurality of pawl elements. In some embodiments, actuating the at least one first actuator causes at least one of the first plurality of pawl elements to extend and engage a corresponding recess in the second plurality of recesses.

[0009] In some embodiments, actuating at least one second actuator causes at least one of the second plurality of pawl elements to extend and engage a corresponding recess in the first plurality of recesses. In some embodiments, at least one first actuator is actuated when the first shaft rotates in a first direction. In some embodiments, at least one second actuator is actuated when the second shaft rotates in a second direction opposite to the first direction. In some embodiments, the first shaft is a first half-shaft, and the second shaft is a second half-shaft. In such embodiments, the first and second half-shafts are the output shafts of a differential.

[0010] In some embodiments, a differential is implemented. Such an example differential includes a differential housing that includes a first plurality of pawl elements and a first plurality of recesses. The differential may also include at least one star gear rotatably attached to the differential housing. The differential may further include a first output gear coupled to a first shaft that engages the at least one star gear. The differential may also include a second output gear coupled to a second shaft that engages the at least one star gear. The differential may further include an output gear that includes a second plurality of recesses and a second plurality of pawl elements. In some embodiments, the first plurality of recesses are configured to receive the second plurality of pawl elements, and the second plurality of recesses are configured to receive the first plurality of pawl elements.

[0011] In some embodiments, the differential housing includes an outer diameter surface. A first plurality of pawl elements are positioned along the outer diameter surface. The ring gear includes a groove extending along a direction from a first face of the ring gear to a second concave face of the ring gear. The groove includes an inner diameter surface. A second plurality of recesses are positioned along the inner diameter surface. The first plurality of pawl elements are radially extendable and actuable to engage the second plurality of recesses.

[0012] In some embodiments, a first plurality of recesses are located on the surface of the differential housing, and a second plurality of pawl elements are located on the second recessed surface and are capable of extending axially toward the first plurality of recesses.

[0013] In some embodiments, at least one first actuator is operatively connected to at least one of a first plurality of pawl elements, and at least one second actuator is operatively connected to at least one of a second plurality of pawl elements.

[0014] In some embodiments, actuating at least one first actuator causes a corresponding first pawl element among a first plurality of pawl elements to extend and engage a corresponding recess among a second plurality of recesses.

[0015] In some embodiments, actuating at least one second actuator causes a corresponding at least one second pawl element of the second plurality of pawl elements to extend and engage a corresponding recess of the first plurality of recesses. In some embodiments, at least one first actuator is actuated when the first shaft rotates in a first direction. In some embodiments, at least one second actuator is actuated when the second shaft rotates in a second direction opposite to the first direction.

[0016] In some embodiments, the disclosed systems and methods engage one of a first plurality of pawl elements with one of a second plurality of recesses, the first plurality of pawl elements being located in a drive plate and the second plurality of recesses being located on a transfer plate. The disclosed systems and methods may further include engaging one of the second plurality of pawl elements with one of the first plurality of recesses, the second plurality of pawl elements being located in a transfer plate and the first plurality of recesses being located on a drive plate. In some embodiments, the first plurality of recesses are configured to receive the second plurality of pawl elements, and the second plurality of recesses are configured to receive the first plurality of pawl elements.

[0017] In some embodiments, the drive plate includes an outer diameter surface, and a first plurality of pawl elements are positioned along the outer diameter surface. The transfer plate includes a groove extending along a direction from a first surface of the transfer plate to a second concave surface of the transfer plate. The groove includes an inner diameter surface, and a second plurality of recesses are positioned along the inner diameter surface. The first plurality of pawl elements are radially extendable and actuated to engage the second plurality of recesses.

[0018] In some embodiments, at least one first actuator is operatively connected to at least one of a first plurality of pawl elements. At least one second actuator is operatively connected to at least one of a second plurality of pawl elements. In some embodiments, at least one first actuator is actuated when the first shaft rotates in a first direction, and at least one second actuator is actuated when the second shaft rotates in a second direction opposite to the first direction.

[0019] In some embodiments, the clutch assembly includes a one-way clutch having a drive plate coupled to a first shaft, the drive plate including a plurality of pawl elements. The clutch assembly also includes a transmission plate coupled to a second shaft; the transmission plate includes a plurality of recesses configured to receive the pawl elements. The clutch assembly also includes a friction clutch operable between an engaged state and a disengaged state. When engaged, the friction clutch transmits rotational force between the first and second shafts, and when disengaged, the friction clutch does not transmit rotational force between the first and second shafts.

[0020] In some embodiments, the drive plate includes an outer diameter surface. A plurality of pawl elements are positioned along the outer diameter surface. The transfer plate includes a groove extending along a direction from a first surface of the transfer plate to a second concave surface of the transfer plate. The groove includes an inner diameter surface. A plurality of recesses are positioned along the inner diameter surface. A plurality of first pawl elements are radially extendable and actuated to engage the plurality of recesses.

[0021] In some embodiments, the friction clutch is operable in a partially engaged state between an engaged state and a disengaged state. In some embodiments, the clutch may further include at least one actuator operatively connected to at least one of a plurality of pawl elements. In some embodiments, actuation of the at least one actuator causes at least one of the plurality of pawl elements to extend and engage a corresponding recess in a plurality of recesses. In some embodiments, at least one actuator is actuated when the first shaft rotates in a first direction. In some embodiments, the friction clutch operates in the engaged state when the shaft rotates in the first direction. In some embodiments, the friction clutch operates in the engaged state when the second shaft rotates in a second direction opposite to the first direction.

[0022] In some embodiments, a side axle assembly is disclosed, including a drive plate coupled to a first axle connected to the output of a vehicle's differential, the drive plate including a plurality of pawl elements. The side axle assembly includes a transmission plate coupled to a second axle connected to the vehicle's wheel output axle, the transmission plate including a plurality of recesses configured to receive the pawl elements. The side axle assembly includes a friction clutch operable between an engaged state and a disengaged state. When engaged, the friction clutch transmits rotational force between the first and second axles, and when disengaged, the friction clutch does not transmit rotational force between the first and second axles.

[0023] In some embodiments, the drive plate includes an outer diameter surface, and a plurality of pawl elements are positioned along the outer diameter surface. The transfer plate includes a groove extending along a direction from a first surface of the transfer plate to a second concave surface of the transfer plate, and the groove includes an inner diameter surface. A plurality of recesses are positioned along the inner diameter surface, and a plurality of pawl elements are radially extendable and actuated to engage the plurality of recesses.

[0024] In some embodiments, the friction clutch is operable in a partially engaged state between an engaged state and a disengaged state. In some embodiments, the side shaft further includes at least one actuator operatively connected to at least one of a plurality of pawl elements. In some embodiments, actuating the at least one actuator causes at least one of the plurality of pawl elements to extend and engage a corresponding recess among a plurality of recesses. In some embodiments, at least one actuator is actuated when the first shaft rotates in a first direction. In some embodiments, the friction clutch operates in the engaged state when the shaft rotates in the first direction. In some embodiments, the friction clutch operates in the engaged state when the second shaft rotates in a second direction opposite to the first direction.

[0025] In some embodiments, the disclosed systems and methods include engaging a plurality of pawl elements with a plurality of recesses located in a drive plate coupled to a first shaft and the plurality of recesses located in a transmission plate coupled to a second shaft. The disclosed systems and methods may further include operating a friction clutch between an engaged state and a disengaged state. When engaged, the friction clutch transmits rotational force between the first and second shafts, and when disengaged, the friction clutch does not transmit rotational force between the first and second shafts.

[0026] In some embodiments, the drive plate includes an outer diameter surface, and a plurality of pawl elements are positioned along the outer diameter surface. The transfer plate includes a groove extending along a direction from a first surface of the transfer plate to a second concave surface of the transfer plate. The groove includes an inner diameter surface, and a plurality of recesses are positioned along the inner diameter surface. The plurality of pawl elements are radially extendable and actuated to engage the plurality of recesses.

[0027] The disclosed system and method may further include detecting the rotational speed of a first axis, detecting the rotational speed of a second axis, determining a rotational speed difference by comparing the rotational speed of the first axis with the rotational speed of the second axis, comparing the rotational speed difference with a rotational speed threshold, and

[0028] Based on the determination that the rotational speed difference is higher than the rotational speed threshold, the friction clutch is gradually engaged.

[0029] The disclosed systems and methods may also include adjusting the rotational speed of an electric generator of a vehicle based on determining that a rotational speed difference is higher than a rotational speed threshold. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The above and other objects and advantages of the present disclosure will be apparent from the following detailed description when considered in conjunction with the accompanying drawings, in which:

[0031] Figure 1 An exemplary cross-sectional view of a clutch according to an embodiment of the present disclosure is depicted;

[0032] Figure 2 An exemplary cross-sectional view of a differential according to an embodiment of the present disclosure is depicted;

[0033] Figure 3 An exemplary cross-sectional view of a clutch implementing a one-way clutch and a friction clutch according to an embodiment of the present disclosure is depicted;

[0034] Figure 4 An exemplary cross-sectional view of a side shaft assembly implementing a differential, a one-way clutch, and a friction clutch according to an embodiment of the present disclosure is depicted;

[0035] Figure 5 An exemplary process for implementing a clutch according to an embodiment of the present disclosure is depicted;

[0036] Figure 6 A block diagram of an exemplary system for managing a clutch according to an embodiment of the present disclosure is depicted; and

[0037] Figure 7 An exemplary process for managing a clutch system according to an embodiment of the present disclosure is depicted. DETAILED DESCRIPTION

[0038] The present disclosure relates to clutch assemblies configured to be capable of regeneration. For example, some clutch assemblies of the present disclosure allow torque to be transmitted in either rotational direction between a rotating shaft or component when engaged. For example, since the torque transmitted when a vehicle accelerates in the forward direction may be greater than the torque transmitted when moving in the reverse direction, and also greater than the torque transmission during regeneration, the clutch mechanism may be constructed and arranged differently. In another example, since different types of clutches can engage and disengage with corresponding characteristics (e.g., vibration, shudder, damping), a mechanical clutch may be used together with a friction clutch to assist in controlling engagement and disengagement. For example, a clutch assembly may include two clutches, at least one of which may be a one-way clutch.

[0039] As Figure 1As illustrated, the clutch assembly 100 includes a first shaft 105 and a second shaft 110. A drive plate 120 is connected to the first shaft 105 such that when the first shaft 105 rotates, the drive plate 120 also rotates. A transmission plate 130 is connected to the second shaft 110 such that when the second shaft 110 rotates, the transmission plate 130 also rotates. Enlarged view 101 illustrates an enlarged view of the pawl element 125 and the recess 150.

[0040] As shown, the drive plate 120 includes one or more pawl elements, exemplified by pawl element 125. In some embodiments, the transfer plate 130 includes a plurality of recesses, exemplified by recess 150, each recess configured to receive pawl element 125. Although a single pawl element 125 may be illustrated, the transfer plate 130 may include any number of pawl elements without departing from the contemplated embodiments. The transfer plate 130 includes recess 150. In such embodiments, recess 150 and / or pawl element 125 may be configured such that pawl element 125 engages with recess 150. For example, pawl element 125 engages with a geometrically specialized (e.g., mating or fitting) recess 150 on the transfer plate 130 by passive pivoting (e.g., via spring force provided by spring 126). Such engagement may occur, for example, when the rotational speed of the drive plate 120 is greater than the rotational speed of the transfer plate 130. Alternatively, the pawl element 125 may actively engage with the recess 150 via an actuator (not shown). Although a single recess 150 is illustrated, the transfer plate 130 may include any number of recesses without departing from the contemplated embodiment. Furthermore, although the drive plate 120 may be illustrated and described as having a number of pawl elements matching the number of recesses included in the transfer plate 130, the number of pawl elements may differ from the number of recesses without departing from the contemplated embodiment.

[0041] As shown, the pawl element 125 can be configured to extend radially from the drive plate 120 into a recess 150 in the transfer plate 130. In such embodiments, the pawl element 125 engages the recess 150, thereby locking the rotational movement of the drive plate 120 and the transfer plate 130. In some embodiments, the pawl element 125, the recess 150, or both can be configured such that the pawl element 125 partially or completely disengages when the rotational speed of the transfer plate 130 (e.g., along the azimuth direction 196) is greater than the rotational speed of the drive plate 120.

[0042] In some embodiments, the transfer plate 130 includes a pawl element 135 extending into and engaging with a recess 155 in the drive plate 120. In some embodiments, the pawl element 135 may include a spring-loaded and geometrically specialized strut element arranged and / or retained in the transfer plate 130. The pawl element 135 may be passively actuated, for example by using a spring force provided by a spring 145. Alternatively, the pawl element 135 may be actively actuated, for example by an actuator 140. In some embodiments, the pawl element 135, the recess 155, or both may be configured such that the pawl element 135 partially or completely disengages when the rotational speed of the transfer plate 130 is greater than the rotational speed of the drive plate 120. Although the actuator 140 may be illustrated and described as including a spring 145, the actuator may use or include any techniques for actuating the pawl element 135 without departing from the contemplated embodiments.

[0043] In some embodiments, the pawl element 135 and / or actuator 140 may be configured to maintain one or more parameters. For example, the clutch assembly 100 may be configured to maintain or limit the rotational speed of the first shaft 105 and / or the second shaft 110. In such an example embodiment, the clutch assembly 100 may be configured to limit the rotational speed of the second shaft 110 to a predetermined speed. In such embodiments, the pawl element 135 and / or actuator 140 may be configured such that the pawl element 135 partially or completely disengages when the second shaft 110 and / or the transmission plate 130 reaches the predetermined rotational speed. Alternatively, the pawl element 135 and / or actuator 140 may be configured to partially disengage by reducing engagement as the rotational speed increases to closer to a defined maximum rotational speed. In embodiments including a motor, such a motor may be engaged to reduce the relative rotational speed between the second shaft 110 and the first shaft 105 to within a threshold value.

[0044] In some embodiments, the clutch assembly 100 may be configured to maintain or limit the torque transmitted between the first shaft 105 and the second shaft 110. In some such embodiments, the clutch assembly 100 may be configured to limit the torque borne by the second shaft 110 to a predetermined torque. In such embodiments, pawl element 125, pawl element 135, actuator 140, or combinations thereof may be configured such that pawl element 135 and / or pawl element 125 partially or completely disengage when the first shaft 105 and / or the second shaft 110 reaches a defined torque load. Alternatively, pawl element 125, pawl element 135, actuator 140, or combinations thereof may be configured to partially disengage by reducing engagement as the torque borne by the first shaft 105 and / or the second shaft 110 increases to closer to a defined maximum torque load.

[0045] In some implementations, the first shaft 105 is the output shaft of the electric generator or other suitable powertrain component of the electric vehicle. Figure 1 (Not shown in the diagram). The second shaft 110 may be an output shaft or other suitable power transmission component that provides rotational motion to the wheels of a vehicle. In some embodiments, the first shaft 105 and the second shaft 110 rotate about axis 195. A drive plate 120 is fixed or otherwise attached to the first shaft 105 such that the drive plate 120 rotates together with the first shaft 105. In such an embodiment, the drive plate 120 has the same rotational speed as the first shaft 105. Additionally, a transmission plate 130 may be attached or otherwise fixed to the second shaft 110, and in such an embodiment, the transmission plate 130 rotates at the same rotational speed as the second shaft 110 rotates about axis 195.

[0046] In some embodiments, when the first shaft 105 is subjected to rotational speeds from an electric generator or drive unit (not shown), for example, a pawl element 125 engages with a recess 150, thereby securing the drive plate 120 to the transmission plate 130, whereby the transmission plate 130 and the second shaft 110 rotate at the same speeds as the first shaft 105 and the drive plate 120. In some such embodiments, the rotational motion of the vehicle's electric generator can be transmitted to one or more wheels of the electric vehicle (e.g., to move the vehicle). This configuration may be referred to as a propulsion mode / state, for example. In this way, the power generated at the vehicle's electric generator is transmitted to the vehicle's wheels, thereby moving the vehicle.

[0047] In some embodiments, when the second shaft 110 is subjected to the rotational speed from the rotation of the vehicle wheels (not shown), for example, the pawl element 135 engages with the recess 155, thereby securing the transmission plate 130 to the drive plate 120, thereby causing the drive plate 120 and the first shaft 105 to rotate at the same rotational speed as the second shaft 110 and the transmission plate 130. In such an embodiment, the rotational motion of one or more wheels of the vehicle is transmitted to the electric generator of the electric vehicle, thereby allowing the electric generator to generate electricity. This configuration can be referred to as a regenerative mode / state. In this way, the clutch assembly 100 enables the electric vehicle to use the momentum of the vehicle to generate electricity.

[0048] In some implementations, one or more parameters considered in determining whether to engage or disengage pawl element 125, pawl element 135, or both may depend on other factors. For example, the defined maximum rotational speed, maximum torque, or both experienced may depend on the direction of rotation (e.g., different maximum rotational speeds and / or torques for different directions of rotation), operating mode (e.g., propulsion versus regenerative; or when the vehicle is operating in "sport mode" versus "economy mode"), vehicle direction of travel (e.g., forward or reverse), conditions experienced by the vehicle (e.g., high / low radial / tangential acceleration (i.e., the vehicle is turning or cornering)), vehicle operating conditions (e.g., dry or wet road surface), vehicle accelerator and / or brake positioning / application (e.g., the clutch assembly 100 may operate in its regenerative state when the vehicle's accelerator pedal is not engaged and / or when the brakes are applied), any other parameters related to the operation of clutch 100, or any combination thereof.

[0049] In one exemplary example, drive plate 120 may include a radially outward-facing surface 127 (e.g., an outer diameter surface), and a plurality of pawl elements (e.g., including pawl element 125) are positioned along the radially outward-facing surface 127. Transfer plate 130 may include a groove 138 extending in a direction from the first surface 137 to a concave surface 139. For example, groove 138 may include the first surface 137 and the concave surface 139 (e.g., a radially inward-facing surface or an inner diameter surface), with a plurality of recesses arranged in the concave surface. A plurality of pawl elements may extend in a radial direction 197 and be actuated to engage the plurality of recesses.

[0050] In an exemplary example, drive plate 120 may be coupled to a first shaft 105 and include a first plurality of pawl elements (e.g., including pawl element 125) and a first plurality of recesses (e.g., including recess 155). Pass plate 130 may be coupled to a second shaft 110 and include a second plurality of recesses (e.g., including recess 150) and a second plurality of pawl elements (including pawl element 135). For example, the first plurality of recesses are configured to receive the second plurality of pawl elements, and the second plurality of recesses are configured to receive the first plurality of pawl elements. As shown, the first plurality of recesses (e.g., including recess 155) are arranged on a surface 121 of drive plate 120, which may face pass plate 130. For illustration, the first plurality of pawl elements may be arranged at a larger diameter (e.g., more radially outward from the axis of rotation) to reduce the force load for a given total torque. Similarly, the second plurality of pawl elements, which can be used for smaller expected loads (e.g., reversing movement or regeneration), may be arranged radially inward, closer to the axis of rotation.

[0051] Figure 2A cross-sectional view of a differential 200 according to some embodiments of the present disclosure is shown. As shown, the differential 200 includes a left half-shaft 205 and a right half-shaft 210. An output gear 270 is attached or otherwise secured to the left half-shaft 205. Similarly, an output gear 275 is attached or otherwise secured to the right half-shaft 210. The differential 200 also includes a star gear 260 secured to and configured to rotate about a shaft 261. In some embodiments, a ring gear 230 may be (directly or indirectly) connected to a motor or electric generator (not shown). The differential 200 further includes a differential housing 220 (also referred to as a differential nest, differential case, or differential cage). A differential cover 280 surrounds some or all of the components of the differential 200. Although the left half-shaft 205 and the right half-shaft 210 may be referred to as "left" and "right," such designations are for illustrative purposes only, and embodiments are contemplated to include other half-shaft configurations unrelated to directional markings.

[0052] In some embodiments, the ring gear 230 includes features of a transmission plate, for example, as described above. Figure 1 The transfer plate 130 under discussion. For example, the ring gear 230 may include pawl elements 235, each pawl element engaging a corresponding recess in recess 255. In some embodiments, the pawl elements 235 may be passively or actively actuated. For example, the pawl elements 235 may be passively actuated (e.g., using a spring 236 or a strut). Alternatively or otherwise, the pawl elements 235 may be actively actuated by one or more actuators in actuator 240.

[0053] In some embodiments, the differential housing 220 includes features of a drive plate or otherwise serves as a drive plate, for example, as per [reference to...]. Figure 1 The drive plate 120 under discussion. For example, the differential housing 220 may include a pawl element 225 that engages with a recess 250. In some embodiments, the pawl element 225 may be passively or actively actuated. For example, the pawl element 235 may be passively actuated using, for example, a spring or strut. Alternatively or otherwise, the pawl element 235 may be actively actuated by one or more actuators (not shown).

[0054] In some implementations, the differential 200 can be implemented in a vehicle (such as an electric vehicle), for example, to transmit power from an electric motor to two or more wheels of the vehicle. In such implementations, an electric generator or drive unit is (directly or indirectly) connected to and provides rotational power to the ring gear 230, and can receive rotational motion from the wheels to generate electricity. In such example implementations, the electric vehicle may be able to operate in either a propulsion mode or a regenerative mode.

[0055] When operating in push mode, the electric generator provides rotational power to the ring gear 230. In push mode, the pawl element 225 engages with the recess 250, causing the differential housing 220 to rotate together with the ring gear 230. The differential housing 220 is powered via the star gear 260, which in turn rotates the output gears 270 and 275. Since the output gear 270 is attached or otherwise secured to the left half-shaft 205, and the output gear 275 is attached or otherwise secured to the right half-shaft 210, the left and right half-shafts 205 and 210 rotate together with the output gears 270 and 275. The left half-shaft 205 may be (directly or indirectly) connected to, for example, the left wheel of a vehicle, and the right half-shaft 210 may be (directly or indirectly) connected to, for example, the right wheel of a vehicle. In such exemplary embodiments, power is transmitted from an electric generator in an electric vehicle and distributed between the left and right wheels (e.g., the rear wheels in a rear-wheel drive vehicle, the front wheels in a front-wheel drive vehicle, or all four wheels in an all-wheel drive vehicle).

[0056] When operating in regenerative mode, the electric generator receives rotational power from the vehicle's wheels. In regenerative mode, the left half-shaft 205 may (e.g., directly or indirectly) be connected to, for example, the left wheel of the vehicle, and the right half-shaft 210 may (e.g., directly or indirectly) be connected to, for example, the right wheel of the vehicle. Output gear 270 is attached or otherwise secured to the left half-shaft 205, and output gear 275 is attached or otherwise secured to the right half-shaft 210, so that the left and right half-shafts 205 and 210 rotate together with output gears 270 and 275. A differential housing 220 is connected to a star gear 260 (e.g., via shaft 261), which then rotates the output gears 270 and 275. A pawl element 235 engages with a recess 255, thereby causing the star gear 260 and differential housing 220 to rotate together with the output gears 270 and 275. In such exemplary embodiments, rotational power is transmitted from the wheels (not shown) of the electric vehicle to a ring gear 230. The rotational power is then transmitted to an electric generator, which in turn generates electricity from this rotational motion. In this way, the differential 200 facilitates the vehicle's regenerative mode by transmitting power from the wheels to the electric generator.

[0057] For example, differential 200 alters the engagement, rotational speed, or both of half-shafts 205 and 210 relative to the rotational speed from the electric generator. In such example embodiments, and when operating in propulsion mode, pawl element 225 engages recess 250. As shown, pawl element 225 is located on the outer periphery of differential housing 220. Because this location is further from the axis of rotation of differential housing 220, the forces (e.g., shear and bending forces) experienced by pawl element 225 and recess 250 are minimized. In some embodiments, pawl element 225 is configured such that when the rotational speed of differential housing 220 exceeds the rotational speed of ring gear 230, pawl element 225 disengages from recess 250, thereby allowing differential housing 220 and half-shafts 205, 210 to rotate freely. In such implementations, the differential 200 ensures that the electric generator applies rotational power to the wheels only when the input rotational speed (e.g., the rotational speed of the ring gear 230) is greater than the rotational speed of the half-shafts 205, 210.

[0058] Conversely, when operating in regenerative mode, pawl element 235 engages recess 255. As shown, pawl element 235 is located closer to the axis of rotation 295 than pawl element 225. In some embodiments, pawl element 235 and / or recess 255 are configured such that pawl element 235 disengages from recess 255 when the rotational speed of ring gear 230 exceeds the rotational speed of differential housing 220. This configuration allows ring gear 230 to rotate freely when the rotational speed of ring gear 230 exceeds the rotational speed of differential housing 220.

[0059] In some embodiments, the pawl element 235 and / or the recess 255 can be configured such that the engagement between the pawl element 235 and the recess 255 is variable. For example, the pawl element 235 can be configured such that it can gradually engage the recess 255 between no engagement and full / complete engagement. Such embodiments allow the pawl element 235 to gradually engage the recess 255, such that the rotational speed difference between the differential housing 220 and the ring gear 230 can be gradually reduced. In some embodiments, the rotational speed difference decreases until the rotational speed of the ring gear 230 matches the rotational speed of the differential housing 220. In other embodiments, the rotational speed difference between the differential housing 220 and the ring gear 230 can be gradually reduced until a determined rotational speed of the differential housing 220 and / or the ring gear 230 is reached. Such embodiments minimize noise, vibration, and / or roughness associated with engagement, while allowing the differential 200 to regulate the applied rotational forces and / or the rotational speeds of various components.

[0060] Some example implementations disclosed herein and referenced Figure 3The clutch 300 includes a first shaft 305 and a second shaft 310. The clutch 300 further includes a friction clutch assembly 335 and a one-way clutch 320. In some embodiments, the one-way clutch 320 includes pawl elements (not shown) having corresponding recesses in the transmission plate 330. Example pawl elements are discussed herein, for example, as per [reference to...]. Figure 1 The pawl element 125 discussed and as per... Figure 2 The pawl element 225 under discussion. As shown, a friction clutch assembly 335 and a one-way clutch 320 transmit rotational motion between a first shaft 305 and a second shaft 310. The friction clutch assembly 335 may include an actuator 337 or otherwise mechanically engage with an actuator. Examples of actuators 337 include hydraulic actuators, clutch forks, electric linear actuators, or rotary worm gear actuators, which may be configured to engage and disengage the friction clutch assembly 335, thereby engaging and disengaging the first shaft 305 and the transmission plate 330. In some embodiments, the actuator 337 is configured to actuate the friction clutch assembly 335 gradually or continuously between full disengagement and full engagement. In some embodiments, the one-way clutch 320 may be passively engaged by, for example, a spring or strut configured to engage the pawl element of the one-way clutch 320 with a recess in the transmission plate 330. In other embodiments, the one-way clutch 320 is actively engaged by, for example, an actuator (not shown) configured to engage the pawl element of the one-way clutch 320 with a recess in the transmission plate 330.

[0061] In an example embodiment, the first shaft 305 is provided with rotational motion by, for example, an electric generator (not shown). The rotational motion is transmitted to a one-way clutch 320, which in turn transmits the rotational motion to a transmission plate 330. The transmission plate 330 is attached or otherwise secured to the second shaft 310, thereby causing the second shaft 310 to rotate.

[0062] In some example embodiments, the second shaft 310 rotates via, for example, the wheels of a vehicle. This rotation is transmitted to a transmission plate 330. A friction clutch assembly 335 transmits rotational motion to the first shaft 305. In some embodiments, the friction clutch assembly 335 is engaged incrementally (e.g., using an actuator 337) until the rotational speed of the first shaft 305 matches the rotational speed of the second shaft 310. In other embodiments, the friction clutch assembly 335 is engaged incrementally until the rotational speed of the first shaft 305 reaches a confirmed or determined amount. In other embodiments, the friction clutch assembly 335 is engaged incrementally until the torque experienced by the first shaft 305 reaches a confirmed or determined amount. By incrementally engaging and / or disengaging the friction clutch assembly 335, the clutch 300 minimizes the noise, vibration, and / or roughness associated with engaging the first shaft 305 with the second shaft 310.

[0063] Figure 4 An exemplary cross-sectional view is depicted of a side shaft assembly implementing a differential, a one-way clutch, and a friction clutch according to an embodiment of this disclosure. Some exemplary embodiments of this disclosure are also described below, with reference to… Figure 4 The side axle assembly 400 includes a differential 450 and a clutch 455. This document discusses example features of the differential 450, for example, regarding... Figure 2 The differential 200 is discussed in this paper. Example features of the clutch 455 are discussed, for example, regarding... Figure 3 The clutch 300 discussed features. As shown, the differential 450 includes a ring gear 407 and an output gear 475. The output gear 475 is connected to a first shaft 405. A second shaft 410 is connected to or otherwise secured to a transmission plate 430. The side shaft assembly 400 further includes a friction clutch assembly 435 and a one-way clutch 420. The one-way clutch 420 and the friction clutch assembly 435 are configured to transmit rotational motion between the first shaft 405 and the second shaft 410. The friction clutch assembly 435 is actuated by an actuator 440. The side shaft assembly 400 also includes a support 480 (e.g., optionally with corresponding bearings), bearings 485 and 490. The second shaft 410 may be directly or indirectly connected to a vehicle wheel (not shown). In some embodiments, the ring gear 407 is directly or indirectly connected to an electric generator (not shown). In some embodiments, the friction clutch assembly 435 is made of a material with a high coefficient of friction. In other embodiments, the friction clutch assembly 435 may be configured to introduce a certain amount of slip tolerance.

[0064] In some embodiments, the side axle assembly 400 operates in various modes, such as propulsion mode and regeneration mode. In propulsion mode, the side axle assembly 400 transmits rotational power from an electric generator (not shown), which is connected to and rotates a ring gear 407. The side axle assembly 400 transmits rotational power from the ring gear 407 to a second shaft 410. The second shaft 410 can in turn be connected to a wheel (not shown) of the vehicle. In propulsion mode, the ring gear 407 rotates an output gear 475, thereby rotating the first shaft 405. A one-way clutch 420 is configured to transmit rotational power from the first shaft 405 to a transfer plate 430. In some embodiments, the one-way clutch 420 includes a pawl element (not shown) that engages with a recess (not shown) in the transfer plate 430. Example pawl elements are discussed herein, for example, as per [reference to...]. Figure 1 The first pawl element 125 under discussion, as per [the relevant information] Figure 2 The first pawl element 225 discussed and as per... Figure 3 The clutch 300 is discussed. Additionally, this article discusses example recesses, such as those related to... Figure 1 The pit 155 discussed, such as regarding Figure 2 The first pit 255 discussed and as about Figure 3 The clutch 300 is under discussion.

[0065] In regenerative mode, the side axle assembly 400 transmits rotational motion from the second shaft 410 to the ring gear 407. In an example embodiment, the second shaft 410 is connected to the vehicle's wheels (not shown). During braking, the second shaft 410 carries rotational power from the wheels. This rotational power is transmitted to the transmission plate 430. The actuator 440 actuates the friction clutch assembly 435, causing the rotational power to be transmitted from the transmission plate 430 to the first shaft 405. The first shaft 405, in turn, rotates the output gear 475, which in turn rotates the ring gear 407. Since the ring gear 407 is connected to an electric generator (not shown), this rotation enables the electric generator to generate electricity. In some embodiments, the friction clutch assembly 435 is used only during regenerative mode or when the vehicle is moving backward (i.e., reversing). In some embodiments, the friction clutch assembly 435 may be used to smoothly engage and disengage a one-way clutch (e.g., one-way clutch 420).

[0066] In some implementations, when switching from propulsion mode to regenerative mode, actuator 440 may gradually or continuously engage and disengage friction clutch assembly 435, such that the difference in rotational speed between first shaft 405 and second shaft 410 gradually / continuously decreases until first shaft 405 and second shaft 410 rotate at the same rate or within a threshold. This gradual or continuous engagement and disengagement may be based on other factors, such as the torque load borne by first shaft 405, second shaft 410, one-way clutch 420, and / or friction clutch assembly 435.

[0067] Figure 5 An exemplary process 500 for implementing a clutch according to an embodiment of the present disclosure is described. For example, process 500 can be performed by... Figure 6 This is achieved by vehicle 601 or aspects thereof. In some embodiments, process 500 illustrates an example process for engaging the clutch. In some embodiments, process 500 is performed for the clutch, which is a component of an electric vehicle.

[0068] At step 505, process 500 begins. Process 500 may begin when the vehicle is started (e.g., turned on). In some embodiments, process 500 begins based on input, such as a user selecting an optional element within the vehicle (e.g., a button or switch). In some embodiments, process 500 begins based on suitable factors, such as road and / or driving conditions, the vehicle's charge level, or any other factors applicable to vehicle operation.

[0069] At step 510, process 500 determines whether to enable propulsion mode, regeneration mode, or parking mode. The determination at step 510 can be based on one or more factors. For example, at step 510, the system can determine which mode to operate in based on user input. In such an example, the user (e.g., the driver) depresses the vehicle's accelerator, causing the system to operate in propulsion mode. In some examples, the system operates in regeneration mode based on the user of the vehicle (e.g., the driver) releasing the accelerator and / or depressing the vehicle's brake pedal. In other embodiments, the system determines the operating mode at step 510 based on one or more vehicle parameters. For example, the system can determine the operating mode based on wheel speed, vehicle speed, motor speed, lateral or longitudinal acceleration / deceleration of the vehicle (as determined by various sensors including wheel speed sensors, accelerometers, or GPS sensors), or any combination thereof. At step 510, the system can determine whether to enable parking mode based, for example, the user selecting a parking selector. If the system determines to operate in propulsion mode, process 500 proceeds to step 530. If the system determines to operate in regeneration mode, process 500 proceeds to step 520. If the system determines that it is operating in parking mode, process 500 proceeds to step 550, in which the system exits process 500.

[0070] At step 520, process 500 engages the regenerating ratchet element or friction clutch. In embodiments, engaging the regenerating ratchet element includes the system engaging one or more actuators to gradually or continuously engage the regenerating ratchet element. Example regenerating ratchet elements are discussed herein, for example, as per [reference to...]. Figure 1 The second pawl element 135 under discussion and as per... Figure 2 The second pawl element 235 is discussed. In embodiments implementing a friction clutch, the system can engage one or more actuators to actuate the friction clutch incrementally or continuously. Example friction clutches are discussed herein, such as those mentioned above. Figure 3 The friction clutch assembly 335 discussed and as per... Figure 4 The friction clutch assembly 435 is under discussion.

[0071] At step 530, the system determines whether one or more parameters are within a threshold. For example, the system may consider the relative rotational speed of the wheel compared to the electric generator. In some embodiments, the system may consider the first axle (e.g., as per [reference to...]). Figure 1 The first axis 105 under discussion, as about Figure 2 The left half-axis 205 discussed, as about Figure 3 The first axis 305 under discussion and / or as per the discussion of Figure 4 The first axis 405 discussed) and the second axis (e.g., as about Figure 1 The second axis 110 under discussion, as about Figure 2 The right half-axis 210 discussed, as about Figure 3 The second axis 310 under discussion and / or as per the discussion of Figure 4 The relative rotational speed of the second shaft 410 under discussion. In some embodiments, the system may take into account the amount of torque experienced by one or more components of the vehicle's drivetrain. This document, for example, relates to... Figures 1 to 4 Example parameters are discussed. If the system determines that the relevant parameter is within the threshold, the system proceeds to step 540. If the system determines that the parameter is not within the threshold, the system proceeds to step 535. Process 500 may optionally adjust the threshold, for example, based on user input or automatically.

[0072] At step 535, the system adjusts, for example, the differential speed between the first and second shafts. In some embodiments, the system adjusts one or more actuators that alter the engagement / disengagement of a propulsion pawl element or friction clutch. Example actuators are discussed herein, such as those mentioned above. Figure 1 The actuator 140 discussed, such as regarding Figure 2 The actuator 240 discussed and as per... Figure 4 The actuator 425 is discussed. In other embodiments, the system adjusts the rotational speed of the electric generator to reduce the difference in rotational speeds to within a threshold. At the end of step 535, the system returns to step 530, in which the system determines whether the relative rotational speeds are within the threshold.

[0073] At point 540, the system engages the pawl element. Engaging the pawl element of the clutch enables the clutch to transmit rotational power from the electric generator to the vehicle's wheels. The characteristics of the pawl element and example techniques for engaging the pawl element are discussed herein, for example, regarding... Figure 1 The pawl element 125 discussed, as per [the relevant information] Figure 2 The pawl element 225 discussed, as per [the relevant information] Figure 3 The one-way clutch discussed and such as regarding Figure 4 The one-way clutch under discussion is addressed here. At the end of step 540, the system returns to step 510, where the system determines whether it is operating in propulsion mode, regeneration mode, or parking mode. Optionally, at the end of step 540, the system proceeds to step 550, in which the system exits process 500.

[0074] Figure 6 A block diagram of an exemplary vehicle system for managing a clutch is depicted according to an embodiment of the present disclosure. Figure 6A block diagram of an exemplary vehicle 601 according to some embodiments of the present disclosure is shown, having a control system 650 for controlling one or more drive units 610, clutch systems 620 and 630. Vehicle 601 includes a battery pack 670 configured to power drive units 610, control system 650, actuators 621 and 631, and any other suitable corresponding devices. Vehicle 601 includes clutch systems 620 and 630, each clutch system configured to engage drive unit 610 and output unit 680 to transmit torque (e.g., in one or both directions). In another example, clutch systems 620 and 630 may include… Figures 1 to 4 Any exemplary components and arrangements.

[0075] In some embodiments, the control system 650 may include processing equipment (e.g., control circuitry 651), a memory 652, power management components, and any other suitable components for controlling one or more drive units 610, clutch systems 620, clutch systems 630, battery packs 670, or combinations thereof. For example, control circuitry 651 may control the phase of current flowing to the motors of one or more drive units 610 (e.g., the amount and direction of the current) (e.g., using power stored in battery pack 670). In some embodiments, drive unit 610 may include an electric motor, a gearbox, a differential (e.g., where the electric motor can drive two wheels on a drive axle, such as…), Figure 4(as shown), drive shaft, clutch (e.g., separate from clutch systems 620 and 630), or any combination thereof. In another example, for one or more clutch systems 620 and 630, control circuitry 651 may control clutch operation (e.g., using an electromagnetically actuated clutch). In another example, control circuitry 651 may control differential operation in a dual drive unit (e.g., using an electromagnetically actuated differential). In some embodiments, control circuitry 651 is configured to actuate and deactivate one or more clutch actuators 621 and 631 (e.g., a first clutch actuator and a second clutch actuator), differential actuators (e.g., the differential actuator of output unit 680), or combinations thereof. For example, control circuitry 651 may provide control signals (e.g., communication, electricity, or both) to one or more actuators 621 and 631. In another example, the control signal can be binary (e.g., an on / off application of DC voltage), analog (e.g., the control signal can be proportional to a voltage range, pulse width modulation, or pulse density modulation), oscillatory (e.g., and AC signals or other oscillating signals), any other suitable waveform or shape (e.g., square wave, sawtooth wave, triangle wave, rectified sine wave), or any combination thereof. In some embodiments, one or both of actuators 621 and 631 are spring-loaded or otherwise biased into an engaged or disengaged state, and the application of electrical, hydraulic, or pneumatic power can cause a change in state (e.g., from engaged to disengaged, or from disengaged to engaged).

[0076] In some embodiments, control circuitry 651 may include one or more sensors from sensor 640, one or more sensor interfaces (e.g., for sensors included as part of one or more drive units 610 or clutch systems 620 or 630), corresponding wiring, corresponding signal conditioning components, any other suitable components for sensing the state of the drive units, or any combination thereof. For example, it may include position sensors (e.g., encoders or other suitable sensors) to sense the position (e.g., axial position, such as engaged or disengaged position) of one or more displacement components (e.g., pins, thrust plates, or other suitable components). In another example, control circuitry 651 may include speed sensors (e.g., rotary encoders), current sensors, voltage sensors, temperature sensors, any other suitable sensors, or any combination thereof. In some embodiments, control circuitry 651 may be implemented by a central controller, multiple distributed control systems, embedded systems, or any combination thereof. For example, control circuitry 651 may be implemented at least in part by an electronic control unit (ECU). In another example, vehicle 601 may include a power electronics system controlled by the ECU and configured to manage current flowing to one or more motors, one or more engines, or combinations thereof in one or more drive units 610.

[0077] Output unit 680 may include a second component or part that can engage with drive unit 610 using clutch system 620 or 630. For example, one or both of clutch systems 620 and 630 may be configured to transmit torque to one or more wheels, axles, differentials, or any other suitable rotating parts of output unit 680.

[0078] For example, some embodiments of this disclosure use or include a control system 650 to implement some or all of the features discussed herein. As shown, the control system 650 includes control circuitry 651 coupled to sensors 640, actuators 621 and 631, motors (e.g., the motor of drive unit 610), interfaces, and any other suitable components to control one or more vehicle systems or subsystems. In some embodiments, control circuitry 651 monitors sensor signals (e.g., sensor signals from sensor 640), generates control signals, executes computer-readable instructions (e.g., computer-readable instructions stored in memory 652), receives inputs, or combinations thereof. In some embodiments, control circuitry 651 provides power and / or data connectivity to one or more vehicle systems or subsystems.

[0079] In some embodiments, the control system 650 includes communication circuitry for communicating with other systems. In some embodiments, the communication circuitry includes any or any combination of an antenna, receiver, transceiver, transceiver circuitry, or other circuitry, and may be configured to access the Internet, a local area network, a wide area network, a Bluetooth-enabled device, a near field communication (NFC)-enabled device, a Wi-Fi-enabled device, a cellular (e.g., 2G / 3G / 4G / 5G)-enabled device, or any other suitable device using any suitable protocol. In some embodiments, the communication circuitry is used to communicate with an accessory or another system (e.g., another vehicle, server, or user equipment (e.g., a smartphone)). In some embodiments, the control circuitry receives input from a user equipment not connected to a cellular network. In some embodiments, the control system 650 includes input / output (I / O) circuitry (e.g., an I / O path) to receive input and / or transmit output. In some embodiments, the I / O circuitry receives input from and / or transmits output to at least one of an actuator, user interface, sensor, or communication circuitry. In some embodiments, the control circuitry communicates with devices via the I / O circuitry. In some implementations, the I / O circuitry includes or replaces communication circuitry. In some implementations, vehicle 601 can communicate with and control one or more vehicle systems.

[0080] In some embodiments, the control system 650 includes a storage device (such as an electronic storage device) provided as part of or communicatively coupled to the control circuitry 651. As used herein, the phrase "electronic storage device" or "storage device" should be understood to mean any device used for storing electronic data, computer software, or firmware, such as random access memory, read-only memory, hard disk drive, optical disc drive, digital video disc (DVD) recorder, optical disc (CD) recorder, Blu-ray disc (BD) recorder, Blu-ray 3D disc recorder, digital video recorder (DVR, sometimes called personal video recorder, or PVR), solid-state device, quantum storage device, game controller, game media, or any other suitable fixed or removable storage device, and / or any combination thereof. The storage device can be used to store the various types of content described herein as well as sensor data as described below. In some embodiments, non-volatile memory is also used (e.g., to boot boot routines and other instructions). In some embodiments, cloud-based storage devices or server-based storage devices are used to supplement or replace the storage device. In some embodiments, the storage device includes a non-transitory memory with non-transitory instructions that, when executed, enable an application to control aspects of an accessory and / or performance characteristics of a vehicle. For example, as shown, control system 650 includes memory 652 comprising a non-transitory medium for storing computer instructions. In one example, control circuitry and I / O circuitry are part of a computer with non-transitory memory. In some embodiments, instructions are provided by control circuitry via I / O circuitry and / or communication circuitry.

[0081] In some embodiments, vehicle 601 includes a power delivery system, such as a system having controllable electrical contacts for providing power. In some embodiments, the power source includes a battery pack 670 (e.g., also referred to as an energy storage system (ESS)), which may include multiple battery cells, a housing, and power electronics (e.g., a DC-DC converter, a switch, an alternator). Battery pack 670 may be configured to provide power to drive unit 610, which may include a motor, gears, bearings, hubs, shafts, gearbox housings, any other suitable components, or any combination thereof. For example, each drive unit may include an inverter, an electric motor, and a gearbox for providing torque to the respective wheel or drive shaft of the electric vehicle via half-shafts and constant velocity (CV) universal joints.

[0082] For illustration, vehicle 601 includes a propulsion system (e.g., a drive mechanism that may include one or more drive units 610) to drive the movement of the vehicle. In some embodiments, the propulsion system includes one or more electric motors to rotate the wheels of the vehicle. In some embodiments, the electric motors are coupled to drive axles coupled to the wheels. In some embodiments, the electric motors directly drive the rotation of the wheels. In some embodiments, the propulsion system includes a combustion engine (e.g., using natural gas, diesel, or a fuel cell) to rotate the wheels of the vehicle. In some embodiments, the propulsion system generates torque to rotate the wheels. One or more sets of clutch systems 620 and 630 (e.g., one set for each drive motor, wheel, or drive axle) may be included to transmit power between the propulsion system and the output.

[0083] Sensor 640 can generate different types of data that can be stored in memory 652. In some embodiments, sensor 640 senses characteristics of the environment surrounding vehicle 601 or information about the environment. In some embodiments, sensor 640 senses characteristics of vehicle 601 or information about its condition or state. In some embodiments, sensor 640 senses any of the following: speed, rate, acceleration, position, angle, orientation, displacement, vibration, temperature, or weight of the vehicle or vehicle parts, components, or subsystems. In some embodiments, sensor 640 senses the gear position (e.g., park, reverse, drive) or emergency / parking braking state (e.g., engaged or disengaged). In some embodiments, control circuitry 651 adjusts vehicle parameters associated with the characteristics to regulate vehicle performance or the vehicle's condition or state. In some embodiments, sensor 640 is configured to sense characteristics of the vehicle's translation system. In some embodiments, translation characteristics include any of the following: accelerator and / or brake pedal position, steering wheel position, wheel position, wheel rotation direction, wheel torque, propulsion system output (e.g., engine torque), or estimated driving range of vehicle 601. In some embodiments, control circuitry 651 adjusts vehicle parameters associated with translational characteristics. In some embodiments, translational vehicle parameters include any of steering, braking, or acceleration sensitivity or responsiveness. In some embodiments, translational vehicle parameters include any of a threshold or limit for steering, braking, or acceleration. In some embodiments, translational vehicle parameters include any of a threshold or limit for vehicle range or vehicle state of charge. In some embodiments, translational vehicle parameters include gear position or emergency / parking brake status. In some embodiments, sensor 640 is configured to sense characteristics of the vehicle's suspension, such as stiffness or height. In some embodiments, control circuitry 651 adjusts vehicle parameters associated with suspension characteristics. In some embodiments, suspension vehicle parameters include any of spring stiffness, damping coefficient, tire stiffness, or vehicle height (e.g., ground clearance or center of gravity). In some embodiments, control circuitry 651 changes suspension vehicle parameters by adjusting either the damping coefficient of the suspension system or the vehicle height.

[0084] In some embodiments, sensor 640 is configured to sense characteristics of the electrical system of vehicle 601. In some embodiments, the electrical characteristics include any one of current, voltage, resistance, or temperature. In some embodiments, the electrical system includes a propulsion system. In some examples, the electrical characteristics include the current state of charge, battery capacity, or battery charging rate. In some embodiments, control circuitry 651 regulates vehicle parameters associated with the electrical characteristics. In some embodiments, the electric vehicle parameters include any one of current, voltage, or resistance. In some embodiments, the electric vehicle parameters include any one of a threshold or limit for voltage or current. In some embodiments, the electric vehicle parameters include any one of a threshold or limit for charging rate.

[0085] In some implementations, sensor 640 includes any of the following: a current sensor, a voltage sensor, a temperature sensor, an odometer, an encoder, a global positioning system (GPS) receiver, a position sensor, a current sensor, a voltage sensor, a temperature sensor, a proximity sensor (e.g., a radar sensor, a lidar sensor, an ultrasonic sensor, an infrared sensor, a light sensor, a Hall sensor), a pressure sensor, a load sensor, an accelerometer, a gyroscope (or a gyroscope sensor), an inertial measurement unit, a tag and reader (e.g., a radio frequency identification (RFID), an NFC beacon, or a Bluetooth beacon), or a camera.

[0086] In some embodiments, control circuitry 651 uses one or more sensors from sensor 640 to detect whether an accessory is attached and / or aspects or properties of the accessory. In some embodiments, a proximity sensor or camera is used to detect the presence of an accessory. In some embodiments, control circuitry 651 accesses a vehicle database and accessory characteristics (e.g., via I / O circuitry) to detect whether an accessory is attached. In some embodiments, the database includes entries for different accessory types. In some embodiments, entries indicate any of the conditions used to identify the accessory type (e.g., sensor values), aspects or properties of the accessory type, and controllable elements for the accessory type. In some embodiments, control circuitry 651 compares sensor data with data in the database to identify the presence of an accessory. In some embodiments, control circuitry 651 accesses the database to determine aspects or properties of the accessory. In some examples, these aspects include the size, weight, and other properties of the accessory. In some examples, these aspects include the presence of controllable elements that can be controlled by control circuitry 651, such as those described herein.

[0087] In one exemplary example, control circuitry 651 may be configured to adjust translational vehicle parameters by regulating limits of acceleration (e.g., and deceleration) and setting a maximum speed to account for the weight of the attachment and the drag exerted by it. In some embodiments, control circuitry 651 alters translational vehicle parameters by setting or confirming a gear position (e.g., shifting to or holding in park) or an emergency / parking braking state (e.g., engaging a gear) to allow the use of attachments (e.g., a campervan shell). In some embodiments, control circuitry 651 alters translational vehicle parameters by adjusting vehicle range to account for a reduction in range imparted by the attachment.

[0088] In one exemplary example, the drive system may include a first drive unit and an optional second drive unit (e.g., two instances of drive unit 610), each drive unit including one or more clutch assemblies (e.g., clutch system 620, clutch system 630, or both) and a differential assembly (e.g., the differential assembly of output unit 680). In some embodiments, in addition to including drive units (e.g., a single drive unit or a dual drive unit), the system may also include a processing device configured to activate and deactivate one or more clutch assemblies to transmit torque, manage motor operation, manage regeneration (e.g., using the motor as a generator), perform any other control functions, or any combination thereof. Activating and deactivating a clutch assembly may refer to fully or partially increasing or decreasing the engagement of elements of the clutch assembly (e.g., using control signals generated by control circuitry 651). For example, activating a clutch assembly may include engaging clutch elements of one or both of clutch systems 620 and 630, and transmitting a certain amount of torque between the input and output shafts. For example, one of the sensors in sensor 640 can detect shaft speed (e.g., output shaft speed measured by an encoder) or output torque (e.g., output shaft torque or motor torque). In some embodiments, vehicle 601 may include an accelerator pedal configured to indicate a desired speed (e.g., by a user pressing it), and if the speed parameter is higher than a threshold, control circuitry 651 can receive a signal from the accelerator pedal, determine the speed parameter based on the signal, and activate one or more clutch assemblies (clutch systems 620 and 630), one or more motors, or combinations thereof. For example, if the user “presses” the accelerator pedal (e.g., more than 50% of the required amount), control circuitry 651 can activate the clutch assemblies and differential assemblies to lock the output shafts of the drive shafts together. In some embodiments, control circuitry 651 can activate and deactivate the clutches based on road conditions (e.g., icy roads, puddles, strong winds), drive mode (e.g., off-road mode, sport mode, or traction mode), any other suitable criteria, or any combination thereof.

[0089] In an exemplary example, the driving unit 610 may correspond to Figure 1 The drive plate 120 and output unit 680 can correspond to the transmission plate 330, the clutch system 620 can correspond to the one-way clutch 320, and the clutch system 630 can correspond to... Figure 3 The friction clutch assembly 335. In another exemplary example, the drive unit 610 may correspond to the differential 450, the output unit 680 may correspond to the transmission plate 430 and the second shaft 410, the clutch system 620 may correspond to the one-way clutch 420, and the clutch system 630 may correspond to... Figure 4 Friction clutch assembly 435.

[0090] Figure 7 This is a flowchart of an exemplary process 700 for managing a clutch system according to some embodiments of this disclosure. In some embodiments, process 700 may be combined with... Figure 5 The process overlaps with or otherwise includes the process.

[0091] Step 702 includes installing a clutch assembly configured to transmit torque. Step 1802 may include installing a first clutch assembly and a second clutch assembly, for example, between a wheel and a motor, a wheel and a drive shaft, a drive shaft and a differential, a wheel and a differential, two shafts, or any other suitable interface between rotating parts. The first clutch assembly may include a one-way clutch configured for a propulsion mode or a regenerative mode. The second clutch may include, for example, a one-way clutch configured for a regenerative mode or a propulsion mode, or a friction clutch with controllable engagement characteristics.

[0092] Step 704 includes operating one or more motors of the vehicle. For example, the vehicle may include one motor, two motors, four motors, or any other suitable number of motors, and a corresponding motor controller (e.g., having a DC-AC converter) configured to control power transmission and torque transmission.

[0093] Step 706 includes determining the management of torque transmission. For example, control system 650 or its control circuitry 651 may determine that power or torque will be transmitted between two rotating components (e.g., a first shaft and a second shaft), and one or more clutches will be engaged or disengaged to manage the transmission (e.g., allow or disallow transmission). In another example, control system 650 may determine that torque will be supplemented by another motor, torque will be applied to a shaft that is otherwise freely rotating, or torque will be transmitted between two rotating components. Step 706 may be performed based on input from the user, determinations by control circuitry 651, or a combination thereof.

[0094] Step 708 includes receiving one or more sensor signals. For example, step 708 may include receiving sensor signals from one or more sensors configured to detect the rotational speed of a corresponding shaft. In another example, the sensor signals may correspond to current, power, force, torque, speed, any other suitable parameter, any variation thereof, or any combination thereof.

[0095] Steps 710 and 712 involve engaging or disengaging a first actuator of the first clutch to manage torque transmission. For example, at step 710, the first actuator may apply an axial force to a clutch element (e.g., a thrust plate) to cause axial movement of the clutch element. The first actuator may be configured to apply sufficient force to overcome spring forces, overcome frictional forces, achieve desired displacement dynamics (e.g., velocity, acceleration, or their distribution), any other suitable performance, or any combination thereof. Step 712 may include disengaging the first clutch assembly, for example, by deactivating the first actuator. In some embodiments, a return spring may be configured to return the clutch element to the disengaged position when the first actuator is not actuated. For example, when the system determines that torque is no longer being transmitted, the control system 650 may disengage the clutch by deactivating the first actuator.

[0096] Steps 720 and 722 involve engaging or disengaging a second actuator of the second clutch to manage torque transmission. For example, at step 720, the second actuator may apply a force to a clutch element (e.g., a thrust plate) to move the clutch element. The second actuator may be configured to apply sufficient force to overcome spring forces, overcome frictional forces, achieve desired displacement dynamics (e.g., velocity, acceleration, or their distribution), any other suitable performance, or any combination thereof. Step 722 may include disengaging the second clutch assembly, for example, by deactivating the first actuator. In some embodiments, a return spring may be configured to return the clutch element to the disengaged position when the second actuator is not actuated. For example, when the system determines that torque is no longer being transmitted, the control system 650 may disengage the second clutch by deactivating the second actuator.

[0097] In one exemplary example, step 710 may include engaging a plurality of pawl elements (e.g., a plurality of pawl elements of a first clutch element) with a plurality of recesses (e.g., a plurality of recesses of a second clutch element). For example, the plurality of pawl elements (e.g., pawl element 125) may be located in a drive plate (e.g., drive plate 120) coupled to a first shaft (e.g., first shaft 105), and the plurality of recesses (e.g., a plurality of recesses 150) may be located in a transmission plate (e.g., transmission plate 130) coupled to a second shaft (e.g., second shaft 110). Further steps 720 and 722 may include operating a friction clutch (e.g., friction clutch assembly 335 or friction clutch assembly 435) between an engaged state and a disengaged state. For example, when in the engaged state, the friction clutch transmits rotational force between the first and second shafts (e.g., at step 720). In another example, when in the disengaged state, the friction clutch does not need to transmit rotational force between the first and second shafts (e.g., at step 722).

[0098] In another exemplary example, the two sensors in sensor 640 can be configured to detect the rotational speed of the first shaft and the rotational speed of the second shaft, and the corresponding sensor signals can be transmitted to control system 650 (e.g., which can receive the signals at step 708). At step 706, control system 650 can determine a rotational speed difference by comparing the rotational speed of the first shaft with the rotational speed of the second shaft, and then compare the rotational speed difference with a rotational speed threshold. For example, based on determining that the rotational speed difference is higher than the rotational speed threshold, control system 650 can progressively engage a friction clutch (e.g., clutch system 630). In some embodiments, at step 706, control system 650 can adjust the rotational speed of the vehicle's electric generator (e.g., drive unit 610 of vehicle 601) based on determining that the rotational speed difference is higher than the rotational speed threshold.

[0099] The processes discussed herein are intended to be illustrative and not restrictive. For example, the steps of the processes discussed herein may be omitted, modified, combined, and / or rearranged, and any additional steps may be performed without departing from the scope of the invention. More generally, the disclosure above is intended to be illustrative and not restrictive. Only the appended claims are intended to set the boundaries regarding the scope of the invention. Furthermore, it should be noted that the features and limitations described in any embodiment can be applied to any other embodiment herein, and flowcharts or examples associated with one embodiment can be combined with any other embodiment in a suitable manner, performed in a different order, or performed in parallel. Moreover, the systems and methods described herein can be performed in real time. It should also be noted that the systems and / or methods described above can be applied to or used according to other systems and / or methods.

Claims

1. A clutch, the clutch comprising: A drive plate configured to be coupled to a first shaft, the drive plate including a first plurality of pawl elements and a first plurality of recesses; and A transfer plate, configured to be coupled to a second shaft, the transfer plate including a second plurality of recesses and a second plurality of pawl elements, wherein: The first plurality of recesses are configured to receive the second plurality of pawl elements; and The second plurality of recesses are configured to receive the first plurality of pawl elements.

2. The clutch according to claim 1, wherein: The drive plate includes an outer diameter surface; The first plurality of pawl elements are positioned along the outer diameter surface; The transfer plate includes a groove extending in a direction from a first surface of the transfer plate to a second concave surface of the transfer plate; The groove includes an inner diameter surface; The second plurality of recesses are positioned along the inner diameter surface; and The first plurality of pawl elements are capable of extending in a radial direction and can be actuated to engage the second plurality of recesses.

3. The clutch according to claim 2, wherein: The first plurality of recesses are located on the surface of the drive plate; and The second plurality of pawl elements are located on the second concave surface and are capable of extending axially toward the first plurality of recesses.

4. The clutch according to claim 1, further comprising: At least one first actuator, the at least one first actuator being operatively connected to at least one of the first plurality of pawl elements; and At least one second actuator, the at least one second actuator being operatively connected to at least one of the second plurality of pawl elements.

5. The clutch of claim 4, wherein the at least one first actuator is actuated to extend and engage a corresponding recess in the second plurality of recesses.

6. The clutch of claim 4, wherein the at least one second actuator is actuated to extend and engage a corresponding recess in the first plurality of recesses.

7. The clutch according to claim 5, wherein actuating the at least one first actuator transmits rotational force from the drive plate to the transmission plate.

8. The clutch according to claim 6, wherein actuating the at least one second actuator transmits rotational force from the transmission plate to the drive plate.

9. The clutch according to claim 1, wherein: The first axis is the first half-axis; and The second shaft is the second half-shaft, wherein the first half-shaft and the second half-shaft are the output shafts of the differential.

10. A differential, comprising: A differential housing, the differential housing including a first plurality of pawl elements and a first plurality of recesses; At least one star gear, the at least one star gear being rotatably attached to the differential housing; A first output gear, the first output gear being configured to be connected to a first shaft, the first output gear engaging the at least one star gear; A second output gear is configured to be connected to a second shaft, and the second output gear engages the at least one star gear. and A ring gear, the ring gear including a second plurality of recesses and a second plurality of pawl elements, wherein: The first plurality of recesses are configured to receive the second plurality of pawl elements; and The second plurality of recesses are configured to receive the first plurality of pawl elements.

11. The differential according to claim 10, wherein: The differential housing includes an outer diameter surface; The first plurality of pawl elements are positioned along the outer diameter surface; The ring gear includes a groove extending in a direction from a first face of the ring gear to a second concave face of the ring gear; The groove includes an inner diameter surface; The second plurality of recesses are positioned along the inner diameter surface; and The first plurality of pawl elements are capable of extending in a radial direction and can be actuated to engage the second plurality of recesses.

12. The differential according to claim 11, wherein: The first plurality of recesses are located on the surface of the differential housing; and The second plurality of pawl elements are located on the second concave surface and are capable of extending axially toward the first plurality of recesses.

13. The differential according to claim 10, further comprising: At least one first actuator, the at least one first actuator being operatively connected to at least one of the first plurality of pawl elements; and At least one second actuator, the at least one second actuator being operatively connected to at least one of the second plurality of pawl elements.

14. The differential of claim 13, wherein the at least one first actuator is actuated to extend and engage a corresponding recess in the second plurality of recesses.

15. The differential of claim 13, wherein the at least one second actuator is actuated to extend and engage a corresponding recess in the first plurality of recesses.

16. The differential of claim 14, wherein actuating the at least one first actuator transmits rotational force from the differential housing to the ring gear.

17. The differential of claim 15, wherein actuating the at least one second actuator transmits rotational force from the ring gear to the differential housing.

18. A method, the method comprising: One of the first plurality of pawl elements engages with one of the second plurality of recesses, the first plurality of pawl elements being located in the drive plate and the second plurality of recesses being located on the transfer plate; as well as One of the second plurality of pawl elements engages with one of the first plurality of recesses, the second plurality of pawl elements being located in the transfer plate, and the first plurality of recesses being located on the drive plate, wherein: The first plurality of recesses are configured to receive the second plurality of pawl elements; and The second plurality of recesses are configured to receive the first plurality of pawl elements.

19. The method of claim 18, wherein: The drive plate includes an outer diameter surface; The first plurality of pawl elements are positioned along the outer diameter surface; The transfer plate includes a groove extending in a direction from a first surface of the transfer plate to a second concave surface of the transfer plate; The groove includes an inner diameter surface; The second plurality of recesses are positioned along the inner diameter surface; and The first plurality of pawl elements are capable of extending in a radial direction and can be actuated to engage the second plurality of recesses.

20. The method of claim 18, wherein: At least one first actuator is operatively connected to at least one of the first plurality of pawl elements; At least one second actuator is operatively connected to at least one of the second plurality of pawl elements; The at least one first actuator is actuable to transmit rotational force from the drive plate to the transfer plate; and The at least one second actuator is actuated to transfer rotational force from the transmission plate to the drive plate.

21. A clutch assembly, comprising: A one-way clutch, comprising: (i) a drive plate configured to be coupled to a first shaft; and (ii) a transmission plate configured to be coupled to a second shaft; and A friction clutch, operable between an engaged state and a disengaged state, wherein: When in the engaged state, the friction clutch is configured to transmit rotational force between the first shaft and the second shaft; and When in the disengaged state, the friction clutch does not transmit rotational force between the first shaft and the second shaft.

22. The clutch according to claim 21, wherein: The drive plate includes a plurality of pawl elements positioned along a radially outward-facing surface; The transfer plate includes a groove, and the groove includes a radially inwardly facing surface; The transfer plate includes a plurality of recesses positioned along the radially inward-facing surface; and The plurality of pawl elements are capable of extending in the radial direction and can be actuated to engage the plurality of recesses.

23. The clutch assembly of claim 21, wherein the friction clutch is operable in a partially engaged state.

24. The clutch assembly of claim 21, wherein the drive plate includes a plurality of pawl elements, and the clutch assembly further includes at least one actuator operatively connected to at least one of the plurality of pawl elements.

25. The clutch according to claim 24, wherein: The transfer plate includes multiple recesses; and The at least one actuator is actuated to extend and engage a corresponding recess among the plurality of pawl elements.

26. The clutch assembly of claim 25, wherein actuation of the at least one actuator transmits rotational force from the first shaft to the second shaft.

27. The clutch assembly of claim 26, wherein the friction clutch is operable to be in the engaged state when the second shaft rotates in the first direction.

28. The clutch assembly of claim 26, wherein operating the friction clutch in the engaged state transmits rotational force from the second shaft to the first shaft.

29. A component comprising: A one-way clutch, comprising: (i) a drive plate configured to be coupled to a first shaft connected to the output end of a vehicle's differential; and (ii) a transmission plate configured to be coupled to a second shaft connected to the wheel output shaft of the vehicle; and A friction clutch, operable between an engaged state and a disengaged state, wherein: When in the engaged state, the friction clutch is configured to transmit rotational force between the first shaft and the second shaft; and When in the disengaged state, the friction clutch does not transmit rotational force between the first shaft and the second shaft.

30. The component of claim 29, wherein: The drive plate includes an outer diameter surface; The drive plate includes a plurality of pawl elements positioned along the outer diameter surface; The transfer plate includes a groove extending in a direction from a first surface of the transfer plate to a second concave surface of the transfer plate; The groove includes an inner diameter surface; The transfer plate includes a plurality of recesses positioned along the inner diameter surface; and The first plurality of pawl elements are capable of extending in a radial direction and can be actuated to engage the plurality of recesses.

31. The assembly of claim 29, wherein the friction clutch is operable in a partially engaged state between the engaged state and the disengaged state.

32. The assembly of claim 29, wherein the drive plate comprises a plurality of pawl elements, and the assembly further comprises at least one actuator operatively connected to at least one of the plurality of pawl elements.

33. The component of claim 32, wherein: The drive board includes multiple pawl elements; The transfer plate includes multiple recesses; and The at least one actuator is actuated to extend and engage a corresponding recess among the plurality of pawl elements.

34. The component of claim 33, wherein actuating the at least one actuator transmits rotational force from the drive plate to the transfer plate.

35. The assembly of claim 34, wherein the friction clutch operates in the engaged state when the first shaft rotates in a first direction.

36. The assembly of claim 34, wherein operating the friction clutch in the engaged state transmits rotational force from the transmission plate to the drive plate.

37. A method for operating the side axle of a vehicle, the method comprising: Multiple pawl elements are engaged with multiple recesses, the multiple pawl elements being located in a drive plate connected to a first shaft, and the multiple recesses being located in a transmission plate connected to a second shaft; as well as The friction clutch operates between the engaged and disengaged states, wherein: When in the engaged state, the friction clutch transmits rotational force between the first shaft and the second shaft; and When in the disengaged state, the friction clutch does not transmit rotational force between the first shaft and the second shaft.

38. The method of claim 37, wherein: The drive plate includes an outer diameter surface; The plurality of pawl elements are positioned along the outer diameter surface; The transfer plate includes a groove extending in a direction from a first surface of the transfer plate to a second concave surface of the transfer plate; The groove includes an inner diameter surface; The plurality of recesses are positioned along the inner diameter surface; and The first plurality of pawl elements are capable of extending in a radial direction and can be actuated to engage the plurality of recesses.

39. The method of claim 37, further comprising: Receive a first sensor signal from a first sensor configured to detect the rotational speed of the first shaft; Receive a second sensor signal from a second sensor configured to detect the rotational speed of the second axis; The rotational speed difference is determined by comparing the rotational speed of the first axis with the rotational speed of the second axis; The rotational speed difference is compared with a rotational speed threshold. as well as Based on the determination that the rotational speed difference is higher than the rotational speed threshold, the friction clutch is gradually engaged.

40. The method of claim 39, further comprising adjusting the rotational speed of the vehicle's electric generator based on determining that the rotational speed difference is higher than the rotational speed threshold.

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