Transmission for vehicle

Abstract

The utility model relates to a transmission for a vehicle, which comprises an input end, an output end and an output end, a first gear ratio; a second gear ratio; a first dynamically controllable clutch operable in an engaged state, a disengaged state, and a one-way clutch state; a second dynamically controllable clutch operable in an engaged state, a disengaged state, and a one-way clutch state; an output terminal; and a controller including instructions stored in a non-transitory memory executable by the controller to adjust a state of the first dynamically controllable clutch and the second dynamically controllable clutch to selectively engage the first gear ratio and the second gear ratio to provide torque transfer from the input to the output of the transmission system.

Description

Technical Field

[0001] The present description generally relates to transmissions that utilize one or more dynamic one-way clutches to reduce clutch drag and / or reduce the precision required of a clutch controller. Background Art

[0002] The EV's two-speed automatic transmission can be used to improve hill-climbing capabilities, while also enabling top speed and 0-60 mph targets to be achieved with the smaller electric motor.

[0003] Friction clutches can be used to transmit torque at only one speed, or one or two friction clutches can be used to transmit torque at both speeds. However, the disadvantage of using two friction clutches is that the drag of the separating clutches leads to inefficiencies, such as loss of torque and rotational energy.

[0004] In other attempts to address clutch drag, many transmissions use a friction clutch in only one gear ratio, typically in a gear with a smaller gear ratio (e.g., second gear). To reduce clutch drag, the second friction clutch may be replaced with a dog clutch or a dog clutch and a one-way clutch. However, both of these solutions require the use of a high-precision control device. Without high-precision control, the dog clutch or the dog clutch and the one-way clutch may not close or engage before the input and output of the dog clutch and / or the one-way clutch are synchronized (e.g., equalized). When synchronized (e.g., equalized), the input and output rotate at approximately the same speed, or the speed difference is below a speed threshold. At higher speeds relative to the speed of the internal combustion engine (ICE), the clutch dogs may synchronize within a smaller threshold range, and degradation may occur outside the threshold range. If the input and output of the dog clutch and / or the one-way clutch are not synchronized, the dog clutch and / or the one-way clutch, their respective inputs and outputs, and other functions of the transmission may be degraded. Utility Model Content

[0005] The inventors have recognized the potential problems with such systems. Therefore, the inventors have developed a transmission system for a vehicle, the system comprising an input configured to couple with a prime mover of the vehicle; a first gear ratio; a second gear ratio; a first dynamically controllable clutch (first DCC) operable in an engaged state, a disengaged state, and a one-way clutch state; a second dynamically controllable clutch (second DCC) operable in an engaged state, a disengaged state, and a one-way clutch state; an output; and a controller including instructions stored in a non-transitory memory, the instructions being executable by the controller to adjust the states of the first DCC and the second DCC to selectively engage the first gear ratio and the second gear ratio to provide torque transfer from the input to the output of the transmission system.

[0006] The proposed solution includes using at least two electromagnetically operated dynamically controllable one-way coupling devices (e.g., one-way dynamically controllable clutches, which may be referred to as DCCs) to achieve shifting between two available gears and a reduction group formed by the gears. One example includes a transmission using a two-speed automatic transmission. The transmission may utilize at least two one-way dynamically controllable clutches and two gear sets. The gear set may be composed of a pair of gears. The gear sets achieve two gear ratios by meshing. There is at least a first gear set and a second gear set. The first gear set and the second gear set may be drivingly connected to at least two shafts. The first shaft may be selectively coupled to the first gear set via a first dynamically one-way controllable clutch. A second shaft parallel to the first shaft may be selectively coupled to the second gear set via a second dynamically one-way controllable clutch, opposite to the first gear set. The two gear sets are driven by the input end of the transmission, which is mechanically connected to an electric motor, which is connected to the driven wheels of the vehicle as the output end of the transmission.

[0007] The use of a dynamically controllable one-way clutch may increase tolerances and thus reduce the control precision of one-way clutch lockup, upshifts, and downshifts in a two-speed transmission. The use of a dynamically controllable one-way clutch reduces the inefficiencies in the transfer of rotational energy and reduces clutch drag compared to the use of friction clutches when shifting between reduction groups of different gear ratios in a two-speed transmission. In addition, a dynamically controllable one-way clutch may be more tolerant of changes in temperature and heat energy than a friction clutch.

[0008] It should be understood that the above summary is intended to introduce in a simplified form the concepts that are further described in the detailed description. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is uniquely determined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 A schematic diagram of the transmission portion of the drivetrain is shown;

[0010] Figure 2 A schematic diagram of the transmission is shown, the axle on which the transmission rests, and the electric machine with the torque flows acting on the transmission;

[0011] Figure 3A An embodiment of a one-way dynamic clutch and its components is shown;

[0012] Figure 3B An embodiment of a one-way dynamic clutch assembly and connected to a transmission is shown;

[0013] Figure 4A table showing the different modes of the dynamic clutch when locked, one-way and open;

[0014] Figure 5 A schematic diagram showing the engagement of the components of the dynamically controllable clutch in different modes;

[0015] Figure 6 A flow chart of a method for shifting a pair of dynamically controllable clutches between different modes is shown. DETAILED DESCRIPTION

[0016] The transmission described below may be an automatic transmission. The transmission may be at least a two-speed transmission and may include at least two reduction devices. Each reduction device may drive and couple at least two shafts. For example, when the components are driven and coupled, the torque of the first component may drive the second component, and vice versa. The reducer may be a gear set. Each reduction gear set may have a transmission ratio with a different effective distance, so that each reduction gear set may produce different speed and torque outputs for the transmission. Each reduction gear set may be selectively coupled to at least one shaft through a disconnect device (such as a clutch). When selectively coupled, a component may be coupled and decoupled, for example, the disconnect device may be closed to couple and open to decouple the first and second components selectively coupled. There may be at least two disconnect devices, such as two clutches, one for each reduction gear set. Each disconnect device may be a one-way clutch, such as a dynamically controllable one-way coupling device, also known as a dynamically controllable clutch (dynamic controllable clutch, referred to as DCC). The disconnect device may be used to increase the speed of the output element, such as the revolutions per minute (RPM), to the same speed as the rotating element. The DCC may absorb changes in kinetic energy of the non-rotating element. The rotating element may be an input element and the stationary element may be an output element.

[0017] A one-way clutch may have multiple locking modes. As a DCC clutch, a one-way clutch may have three different states that can be controlled by electromechanical means. These discrete states can be incorporated into modes that allow torque to be transferred or disengaged from the input to the output. Each DCC clutch may have three discrete states: a first state, a second state, and a third state. The discrete states may include a fully locked state, a one-way (single-way) clutch state, and a fully open state. The first state may be a fully locked state, the second state may be a one-way clutch state, and the third state may be a fully open state. The fully locked state may be an engaged state, in which the clutch may be engaged so that the input and output of the clutch may rotate in the same direction, and torque may be transferred by rotation in a first direction or a second direction, wherein the first direction is opposite to the second direction. The fully open state may be a disengaged state, in which the clutch is fully disengaged, in which the input and output of the clutch may rotate freely, and torque may not be transferred by rotation in the first direction or the second direction. The one-way clutch state may be a partially engaged state, wherein the input and output can rotate together in a first direction but not in a second direction, and the input and output can transmit torque when rotating in the first direction but not in the second direction. A fully locked state may also be referred to herein as a fully engaged state or an engaged state. A fully open state may also be referred to as a fully disengaged state or a disengaged state.

[0018] The first one-way clutch can be used in conjunction with the second one-way clutch, both of which can be DCC clutches. The first one-way clutch can be used to engage with one reduction gear (such as the first reduction gear). The second one-way clutch can be used to engage with another set of reduction gears (such as the second reduction gear). To switch from the first reduction gear to engagement with the second reduction gear, the first one-way clutch of the first reduction gear can be disengaged and the second one-way clutch of the second reduction gear can be partially engaged in a one-way (one-way or OWC) mode. When the input shaft and the output shaft are adjusted to approximately the same speed, the second one-way clutch can be fully engaged in a locked mode. The engagement of the first one-way clutch and the second one-way clutch can be coordinated by multiple microcontrollers in the control system.

[0019] Figure 1 A schematic diagram showing the gearbox portion of the drivetrain, including components such as the battery, power inverter, and electric machines acting on the gearbox. Figure 1 The vehicle in the vehicle can be a hybrid or an electric vehicle with an electric machine. Figure 1 The transmission of the vehicle shown may include a differential. Figure 2 Shows Figure 1Schematic diagram of the components of a gearbox, including a gearbox input and a gearbox output. The gearbox can be a two-speed gearbox, with at least two reduction gearboxes with different gear ratios, outputting different speeds and torques. The reduction groups can be coupled by two one-way clutches, which can be DCC clutches. Figure 2 A plurality of controls for engaging and disengaging the first one-way clutch and the second one-way clutch are shown. Figure 3A A cross-sectional view of a one-way dynamically controllable clutch is shown. Figure 3B The one-way dynamically controllable clutch assembly is shown and connected to Figure 2 Cross-sectional view of the gearbox. Figure 3A-3B The one-way dynamic clutch can be used as Figure 2 The one-way clutch in the schematic diagram can operate in the engaged state or the one-way clutch state. Figure 4 Different mode tables of the dynamic clutch are shown, such as during a locked mode, a one-way (one-way) clutch (OWC) mode, and an open mode. Figure 5 A schematic diagram showing the engagement of various components between the clutch input and output in different modes of a dynamically controllable clutch. Figure 5 Shown in Figure 4 How to adjust the first locking element and the second locking element in the locking mode, one-way clutch (OWC) mode and open mode. Figure 6 A schematic diagram showing the engagement of the components of the dynamically controllable clutch in different modes. Figure 6 A flow chart of a method for switching a pair of dynamically controllable clutches between different modes to shift gears is shown. Figure 6 The method shows the closing of the first clutch opening and the opening of the second clutch during the gear shifting process. Figure 6 The method can be applied to upshift or downshift.

[0020] Figure 1-2 and Figure 4-5 Example configuration diagram showing the relative positions of components. Figure 3A-3B Configuration example showing approximate locations. Figure 3A-3B Approximately shown to scale, but other relative dimensions may be used. As used herein, unless otherwise indicated, the term "approximately" should be understood as a range of plus or minus five percent.

[0021] also, Figure 1-5An example configuration of relative positioning of various elements is shown. If the elements shown in the figure are in direct contact or directly coupled to each other, then at least in one example, these elements can be referred to as direct contact or direct coupling, respectively. Similarly, at least in one example, the elements shown as adjacent or adjacent to each other can be adjacent or adjacent to each other, respectively. For example, elements that are in face-to-face contact with each other can be referred to as face-to-face contact elements. Another example is that, at least in one example, the elements are placed separately from each other, with only space in the middle and no other elements, which can be referred to as being placed separately from each other. For example, relative to each other, the elements displayed above / below each other, relative to both sides of each other, or relative to the left / right side of each other can be referred to as such elements. In addition, as shown in the figure, in at least one example, the topmost element or element point can be referred to as the "top" of the element, and the bottommost element or element point can be referred to as the "bottom" of the element. The top / bottom, upper / lower, upper / lower used in this article can be relative to the vertical axis in the figure to describe the positioning of each element in the figure relative to each other. Therefore, in one example, the element displayed above other elements is vertically positioned above other elements. For another example, the shapes of elements depicted in the figures may be referred to as having these shapes (e.g., circular, straight, flat, curved, rounded, chamfered, beveled, or the like). Also, in at least one example, elements shown intersecting one another may be referred to as intersecting elements or intersecting one another. Also, in one example, elements that appear within another element or appear outside another element may also be referred to as intersecting elements.

[0022] Please see Figure 1 , an example schematic diagram of a power system 100 is shown, which is part of a vehicle 102. The power system 100 is composed of a battery 110, a traction motor 112, an inverter 116, and a transmission system 120. The transmission system 120 includes a transmission device 122 and components connected to the transmission device 122. The components of the power system 100 can be electrically coupled through a plurality of electrical interfaces 106. The electrical interface 106 can be represented by a thick line between two parallel thin lines. The components of the power system 100 can be drive coupled through a plurality of torsional interfaces 108. The torsional interface 108 can provide mechanical energy through torque and is represented by two parallel lines.

[0023] The battery 110 provides energy to the components of the power system 100 in the form of electrical energy. The battery 110 may be a high voltage (HV) battery. The battery 110 may provide electrical power to the traction motor 112. The traction motor 112 may act as a prime mover to provide mechanical power to the transmission 122 and the power system 100. The traction motor 112 may also act as a generator to generate electrical energy for other components in the power system 100. The inverter 116 may convert direct current (DC) from the battery 110 into alternating current (AC) for use by the traction motor 112. Conditions such as the energy from the battery 110, the power and rotation of the traction motor 112, and the frequency of the AC in the inverter 116 may be controlled by a controller. The controller may receive data from a plurality of sensors and change the conditions of the battery 110, the traction motor 112, the inverter 116, and the transmission system 120.

[0024] The transmission system 120 distributes mechanical energy from the traction motor 112 to drive the first wheel 132 and the second wheel 134 to propel the vehicle 102 in a certain direction. The transmission system 120 may be composed of a transmission 122 and other components, such as a transmission control unit (TCU) 124, a hydraulic shift system, an electronic pump, and a differential. The differential may be an electronic limited slip differential (eLSD). The transmission 122 may increase the torque or speed provided by the traction motor 112 to the first wheel 132 and the second wheel 134. The transmission 122 distributes mechanical energy to the first wheel 132 and the second wheel 134 through the differential. The differential may be installed in the transmission 122. Alternatively, the differential may be separated from the transmission 122 but connected to the transmission 122 in a transmission connection. The TCU of the transmission 122 may change the settings of the transmission system 120 according to the internal conditions of the transmission system 120 recorded by a plurality of sensors or instructions from the operator or user of the vehicle 102. The TCU of the transmission 122 may communicate with the controller to receive commands from an operator or user of the vehicle 102 and / or to change settings of components external to the transmission system 120 , such as the traction motor 112 .

[0025] The traction motor 112 can distribute torque to the transmission 122 via the motor torque output 142. The motor torque output 142 can be a torsion interface 108. The transmission 122 distributes the mechanical energy of the transmission to a first torque output 144 to the first wheel 132 and a second torque output 146 to the second wheel 134. The torque distributed by the first torque output 144 and the second torque output 146 may be approximately the same, for example, when the vehicle 102 moves linearly forward or backward along the longitudinal axis. For example, when the vehicle 102 turns, the torque distributed by the first torque output 144 and the second torque output 146 may be different.

[0026] The TCU 124 may be communicatively coupled to the transmission 122 and components and functions of the transmission 122. The TCU 124 may be communicatively coupled to the components via a plurality of communicatively coupled couplers 152. Each communicatively coupled coupler 152 may be represented by a dashed line. When communicatively coupled, the TCU 124 may receive data signals from components such as sensors. Similarly, when communicatively coupled, the TCU 124 may send command signals to components such as actuators. The TCU 124 may be communicatively coupled to other components in the transmission 120 and other components outside of the transmission 120. The TCU 124 may be communicatively coupled to other components and functions of the vehicle 102 control system.

[0027] Please see Figure 2 , a schematic diagram of a drive motor system 200 is shown, which is part of the vehicle 102. The drive motor system 200 is composed of the traction motor 112, the transmission 122, and the first and second wheels 132, 134.

[0028] The traction motor 112 provides rotational energy to the transmission 122 through torque. The rotational energy can be transmitted through the transmission 122 through the first torque flow 204 and the second torque flow 206. The first and second torque flows 204, 206 can be distributed to the first torque output end 144 and the first wheel 132, and the second torque output end 146 and the second wheel 134 through the differential 210. The differential 210 can be a component of the transmission 122 and a part of the axle 208. The differential 210 can be an electronic differential, such as an eLSD. The differential 210 can be drivingly coupled to the first wheel 132 through the first torque output 144, and drivingly coupled to the second wheel 134 through the second torque output 146.

[0029] At least two shafts formed by the axle 208 may be drivingly connected to the differential 210. The first shaft of the axle may be the first torque output 144. The second shaft of the axle may be the second torque output 146.

[0030] The transmission 122 forms a plurality of reduction groups. For example, the transmission 122 may be composed of at least a first reduction group 212, a second reduction group 214, and a third reduction group 216, wherein each reduction group is surrounded by a box composed of dashed lines. The ratios of the first reduction group 212, the second reduction group 214, and the third reduction group 216 may be different. The first reduction group 212 may be a first ratio. The second reduction group 214 may be a second ratio. The first reduction group 212 and the second reduction group 214 may be supported, bridged, and drivenly coupled by the first shaft 222 and the second shaft 224. The third reduction group 216 may be connected to the differential 210 as a third transmission ratio and a final transmission ratio. The third reduction group 216 may cross the second shaft 224 and the differential 210 and be supported by them.

[0031] Compared with the second reduction gear unit 214, the first reduction gear unit 212 can produce different output speeds and torques to the shaft (such as the second shaft 224). In one configuration example, the first reduction gear unit 212 can be a first transmission ratio, and the second reduction gear unit 214 can be a second transmission ratio. In this example, the effective diameter of the second reduction gear unit 214 is greater than the effective diameter of the first reduction gear unit 212. Compared with the first reduction gear unit 212, the second reduction gear unit 214 can transmit a larger torque and a lower speed to the second shaft 224. However, it is understood that the arrangement of the transmission ratio with a larger and smaller effective diameter is not limited. In another example embodiment, the effective diameter and ratio of the first reduction gear unit 212 can be greater than the second reduction gear unit 214.

[0032] The first shaft 222 can serve as an input shaft of the first and second reduction gear units 212, 214. The first shaft 222 can be formed by a motor shaft 221 or driven coupled to a motor shaft 221, wherein the motor shaft 221 is an output end of the traction motor 112 or is driven coupled to an output end of the traction motor 112. For example, the motor shaft 221 can be rotatably coupled to the first shaft 222, so that the motor shaft 221 and the first shaft 222 can rotate as a single shaft. The coupling between the motor shaft 221 and the first shaft 222 can be represented by a line 223. The second shaft 224 can serve as an output end of the first and second reduction gear units 212, 214, such as an output shaft. The second shaft 224 can be an output end of a transmission, and can output torque to a wheel of the vehicle, such as the first wheel 132 or the second wheel 134 of the vehicle 102.

[0033] The transmission 122 has at least two clutches. At least two clutches of the transmission are dynamically controllable clutches (DCC), including a first DCC and a second DCC. The transmission 122 may have at least one dynamically selectable one-way clutch, wherein at least the first DCC or the second DCC is a selectable one-way clutch. In addition, both the first DCC and the second DCC may be selectable one-way clutches. The transmission 122 has two clutches, namely a first one-way clutch 220 and a second one-way clutch 236. The first and second one-way clutches 220, 236 may be dynamically selectable one-way clutches, wherein the first one-way clutch 220 may be a first DCC, and the second one-way clutch 236 may be a second DCC. The first one-way clutch 220 may be a component of the first reduction gear assembly 212, and the second one-way clutch 236 may be a component of the second reduction gear assembly 214.

[0034] The first one-way clutch 220 can drive-couple the second shaft 224 to the first reduction gear set 212. When in the meshed state, the first one-way clutch 220 can selectively drive-couple the second shaft 224 to the first reduction gear set 212. When in the meshed state, the first one-way clutch 220 can rigidly couple the second shaft 224 to the complementary rotating element of the first reduction gear set 212. When drivingly coupled with the second shaft 224, the first reduction gear set 212 can transfer torque between the first shaft 222 and the second shaft 224. When selectively coupled by the first one-way clutch 220, the first input end and the first output end can be rotationally coupled to transfer torque. For example, the input end of the first one-way clutch 220 can drive and rotationally couple the second shaft 224. In this example, the output end of the first one-way clutch 220 can be driven and rotationally coupled with the complementary rotating element of the first reduction gear 212.

[0035] The second one-way clutch 236 may drive-couple the first shaft 222 to the second reduction gear assembly 214. When in an engaged state, the second one-way clutch 236 may selectively drive-couple the first shaft 222 to the second reduction gear assembly 214. When in an engaged state, the second one-way clutch 236 may rigidly couple the first shaft 222 to a complementary rotating element of the second reduction gear assembly 214. When drive-coupled with the first shaft 222, the second reduction gear assembly 214 may transmit torque between the first shaft 222 and the second shaft 224. If the second one-way clutch 236 does not selectively drive-couple the first reduction gear assembly 212 to the first shaft 222, torque may not be transmitted to the second shaft 224 through the second reduction gear assembly 214. If the second one-way clutch 236 does not selectively drive-couple the second reduction gear assembly 214 to the first shaft 222, torque may not be transmitted to the second shaft 224 through the second reduction gear assembly 214. The second one-way clutch 236 may have a second input end and a second output end. For the second one-way clutch 236, the second input and the second output can be selectively coupled so that the second input moves toward and is rotationally coupled to the second output when engaged. When selectively coupled by the second one-way clutch 236, the second input and the second output can be rotationally coupled to transmit torque. For example, the input of the second one-way clutch 236 can be driven and rotationally coupled to the first shaft 222. In this example, the output of the second one-way clutch 236 can be driven and rotationally coupled to a complementary rotating element of the second reduction gear 214.

[0036] In the example of the transmission motor system 200, the transmission 122 can be in at least two modes: a first gear (herein referred to as the first gear) or a second gear (herein referred to as the second gear). The first gear and the second gear can also be referred to as the first speed and the second speed, respectively. In one example, the transmission 122 can engage a reducer group with a higher gear ratio than the first gear when in the second gear. In one example, in the first gear, the first reduction group 212 can drive the coupling of the first and second shafts 222, 224. In the first gear, the first one-way clutch 220 can selectively connect the second shaft 224 with the first reduction group 212. When selectively coupled by the first one-way clutch 220, the complementary rotating elements of the first reduction group 212 can drive rigid coupling with the second shaft 224. When the first one-way clutch 220 drives the coupling of the second shaft 224 and the first reduction group 212, the rotational energy and torque of the traction motor 112 can follow the first torque flow 204. In the second gear, the second reduction device 214 can drive the coupling of the first and second shafts 222, 224. When selectively coupled via the second one-way clutch 236 , the complementary rotating elements of the second reduction gear set 214 may be rigidly coupled to the first shaft 222 . When the second one-way clutch 236 drivingly couples the first shaft 222 and the second reduction gear set 214 , the rotational energy and torque of the traction motor 112 may follow the second torque flow 206 .

[0037] The first reducer group 212 and the second reducer group 214 may be composed of at least two reducers (such as gears) respectively. At least one reducer of the first reducer group 212 may be a complementary rotating element, which can be selectively, drivingly and rigidly coupled to the second shaft 224 through the first one-way clutch 220. At least one reducer of the second reducer group 214 may be a complementary rotating element, which can be selectively, drivingly and rigidly coupled to the first shaft 222 through the second one-way clutch 236. The first reduction group 212 may be composed of a first gear 226 and a second gear 234, wherein the first gear 226 and the second gear 234 may be meshed. The second reduction group 214 may be composed of a third gear 242 and a fourth gear 244, wherein the third gear 242 and the fourth gear 244 may be meshed. In an example of a configuration, the third reduction group 216 may be composed of a fifth gear 272 and a sixth gear 274, wherein the fifth gear 272 and the sixth gear 274 may be meshed.

[0038] The first gear 226 and the third gear 242 may be drivingly connected to the first shaft 222. The second gear 234 and the fourth gear 244 may be drivingly connected to the second shaft 224. The second gear 234 may be a complementary rotating element of the first reduction group 212, wherein the second gear 234 may be selectively coupled to the second shaft 224 via the first one-way clutch 220. The third gear 242 may be a complementary rotating element of the second reduction group 214, wherein the third gear 242 may be selectively coupled to the first shaft 222 via the second one-way clutch 236. The first gear 226 and the third gear 242 may serve as driven gears of the first reduction group 212 and the second reduction group 214, respectively. The second gear 234 and the fourth gear 244 may serve as driving gears of the first reduction group 212 and the second reduction group 214, respectively. The fifth gear 272 may serve as a driving gear and a first gear of the third reduction group 216. The fifth gear 272 may be drivingly connected to the second shaft 224. The sixth gear 274 may be drivingly connected to the differential 210.

[0039] The engagement of the first one-way clutch 220 and the second one-way clutch 236 can be controlled by a control system 252. The control system 252 can be composed of multiple controllers. For example, the first one-way clutch 220 can be controlled by and communicatively coupled to the first controller 254. The second one-way clutch 236 can be controlled by and communicatively coupled to the second controller 256. The communicatively coupled can be represented by multiple dashed lines 258. The first controller 254 and the second controller 256 can be microcontrollers. The first controller 254 and the second controller 256 can be communicatively coupled so that when the other clutch receives an engagement signal, the first one-way clutch 220 or the second one-way clutch 236 can be disengaged. The control system 252 can be communicatively coupled to multiple sensors 260. One of the sensors 260 can be represented by a black rectangle. The sensor 260 can be a speed sensor that can measure the speed of the complementary component. Components whose conditions (e.g., speed) can be monitored by sensor 260 and are complementary to sensor 260 include traction motor 112, wherein one or more sensors 260 can monitor the output and / or rotor speed of traction motor 112; first shaft 222; second shaft 224; first one-way clutch 220; second one-way clutch 236; and / or third gear 242.

[0040] The first and second one-way clutches 220, 236 may be dynamically controllable clutches (DCC). As a first example of a DCC clutch, the first and second one-way clutches 220, 236 may be controlled to at least three states, including a fully engaged state, a one-way (single-way) clutch state, and a fully disengaged state. In the fully engaged state, the first and second one-way clutches 220, 236 may have their respective input and output rotationally coupled. When fully engaged, the input and output of the first and / or second one-way clutches 220, 236 may be driven in the same direction, and when the input and output are driven to rotate in a first direction or a second direction, wherein the first direction is opposite to the second direction, the torque between the two. During the fully disengaged / opened state of the first and / or second one-way clutches 220, 236, the respective input and output of the clutches may be completely disengaged. When fully disengaged, the input and output of the first and / or second one-way clutches 220, 236 may rotate freely, and torque is not transmitted between the input and output through rotation in the first direction or the second direction. The fully disengaged state may also be referred to as a fully disengaged state. During the one-way clutch state of the first and second one-way clutches 220, 236, the respective input and output ends may be in a partially engaged state, wherein the respective input and output ends may rotate together in a first direction, but not in a second direction. For the first and second one-way clutches 220, 236 in the one-way clutch state, torque may be transmitted between the input and output ends when rotating in the first direction, but torque may not be transmitted between the input and output ends when rotating in the second direction.

[0041] As DCC clutches, the first and second one-way clutches 220, 236 can be electromagnetically operated. The electromagnetic actuators unique to each of the first and second one-way clutches 220, 236 can change the state of the first and second one-way clutches 220, 236 between the first state, the second state and the third state. The electromagnetic actuators of the first and second one-way clutches 220, 236 are electrically coupled and powered by a full-bridge inverter. A full-bridge inverter is a topology of an H-bridge inverter that can be used to convert direct current into alternating current. The circuit of the full-bridge inverter may include four diodes and four switches. The first and second controllers 254, 256 and the control system 252 are full-bridge controllers and full-bridge control systems, respectively. As full-bridge controllers, the first and second controllers 254, 256 can operate two switches of the full-bridge inverter. The first controller 254 can simultaneously operate two of the four switches so that the full-bridge inverter supplies power to the actuator of the first one-way clutch 220. The second controller 256 can operate two of the four switches to power the actuator of the second one-way clutch 236. Changing the current conditions through the full-bridge inverters specific to the first and second one-way clutches 220 , 236 may change the state of the first and second one-way clutches 220 , 236 , respectively.

[0042] For example, the first controller 254 can engage the first one-way clutch 220 to drive the second shaft 224 to the first reduction gear assembly 212. The first controller 254 can communicate with the second controller 256 to separate the second one-way clutch 236 to a fully separated state. The second controller 256 can send a signal to separate the second one-way clutch 236 from the second reduction ratio in a controlled manner. At the same time, the first controller 254 can send a signal to change the position of the first one-way clutch 220 so that it is in a one-way clutch state with the second shaft 224. When the first and second shafts 222, 224 are adjusted to the same speed, the first one-way clutch 220 can be controlled to a fully engaged state. If the second controller 256 engages the second one-way clutch 236 to drive the first shaft 222 to the second reduction gear assembly 214, the second controller 256 can communicate with the first controller 254 and complete the above sequence in a reverse manner.

[0043] As DCC clutches, the first and second one-way clutches 220, 236 can be in a one-way clutch state during the speed synchronization phase of the gear shift. The one-way clutch state is a partially engaged state. In the one-way clutch state, the first and second one-way clutches 220, 236 can be passively engaged to prevent overspeed matching. The automatic passive mechanical alignment improves the locking tolerance of the first and second one-way clutches 220, 236 compared to the dog clutch, which has a lower alignment and locking tolerance to avoid tooth-to-tooth engagement. Compared to the dog clutch, the engagement of the first and second one-way clutches 220, 236 increases the ease of control and allows more positive speed matching, thereby achieving fast and reliable gear shifts such as upshifts and downshifts.

[0044] Alternatively, a single controller may be used to play the roles of the first controller 254 and the second controller 256. The single controller may be a TCU, such as Figure 1 124 in the TCU. In addition, the number of controllers may not be limited, and multiple controllers may be used in conjunction with the first controller 254 and the second controller 256 to engage and disengage the first and second one-way clutches 220, 236, respectively. A TCU (such as TCU 124) may be part of the control system 252, or the TCU may include the control system 252. The first controller 254 and the second controller 256 may be communicatively connected to the TCU. Alternatively, the first controller 254 and the second controller 256 may be part of the TCU.

[0045] The first and second torque flows 204, 206 can start from the output end of the traction motor 112 and be transmitted to the first speed reducer 212 or the second speed reducer 214, respectively. The output end of the traction motor 112 can be or can be rotationally coupled to the motor shaft 221. The motor shaft 221 can be formed by the first shaft 222 or be transmission-connected to the first shaft 222. The first and second torque flows 204, 206 can be transmitted to the first and second speed reducer sets 212, 214 via the first shaft 222.

[0046] When the first one-way clutch 220 is engaged (e.g., locked) with the second gear 234, a first torque flow 204 may be generated. The first one-way clutch 220 may be engaged in a fully engaged state or in a one-way clutch state. The first one-way clutch 220 may be locked and coupled with the second gear 234, thereby drivingly coupling the second shaft 224 with the second gear 234. The torque transferred from the first gear 226 to the second gear 234 may then be transferred to the second shaft 224 and drive it to rotate.

[0047] The second torque flow 206 may occur when the second one-way clutch 236 is engaged (e.g., locked) with the third gear 242. The second one-way clutch 236 may be engaged in a fully engaged state or in a one-way clutch state. The second one-way clutch 236 may be locked and coupled with the third gear 242. The third gear 242 may be forced to rotate and transfer torque to the fourth gear 244 and drive it to rotate. The fourth gear 244 may force and drive the second shaft 224 to rotate.

[0048] The first torque flow 204 can transfer torque to the first reduction device 212 and affect its rotation. The first torque flow 204 can drive the first gear 226 to rotate through the rotation of the first shaft 222. The first gear 226 can serve as a driving gear to transfer torque to the second gear 234. The second gear 234 can serve as a driven gear of the first reduction gear set 212. The second gear 234 can be connected and locked with the first one-way clutch 220. The first torque flow 204 continues to flow through the second shaft 224 through the second gear 234 and the output end of the first one-way clutch 220. The second shaft 224 can transfer torque and rotate the fourth gear 244 and the fifth gear 272. When the first shaft 222 is not connected to the second one-way clutch 236, the third gear 242 and the fourth gear 244 can rotate freely around the first shaft 222 and the second shaft 224, respectively. The first shaft 222 can also rotate freely without transferring rotational energy to the third gear 242.

[0049] The second torque flow 206 can transmit torque to and affect the second reduction device 214 through the first shaft 222 and the second one-way clutch 236. The first shaft 222 can be connected to the third gear 242 through the second one-way clutch 236. The second torque flow 206 can force the first and third gears 226, 242 to rotate. The third gear 242 can be connected to the fourth gear 244 and drive the fourth gear 244. When the fourth gear 244 is driven, the second torque flow 206 can transfer rotational energy from the third gear 242 to the fourth gear 244. The fourth gear 244 can transfer rotational energy to drive the second shaft 224 to rotate. Similarly, the first gear 226 can force the second gear 234 to rotate. The second gear 234 can be decoupled from the first one-way clutch 220 and the second shaft 224, wherein the first and second gears 226, 234 can rotate freely without transmitting torque to the second shaft 224. Under the action of the torque transmitted by the fourth gear 244, the second shaft 224 can also rotate freely without transmitting rotational energy to the second gear 234.

[0050] The first and second torque flows 204, 206 may transmit rotational energy from the second shaft 224 to the third reduction device 216. The rotational energy may first be transmitted from the second shaft 224 to the fifth gear 272. The first and second torque flows 204, 206 may transmit rotational energy between the fifth gear 272 and the sixth gear 274, wherein the fifth gear 272 drives the sixth gear 274. The sixth gear 274 may be drivingly connected to the differential 210 and transmit the rotational energy of the first and second torque flows 204, 206 to the differential 210. The differential 210 may distribute the torque from the first torque flow 204 and the second torque flow 206 to the first and second wheels 132, 134 of the vehicle 102. The first and / or second torque flows 204, 206 may be divided from the differential 210 into a first torque output 144 for the first wheel 132 and a second torque output 146 for the second wheel 134.

[0051] The gearbox motor system 200 can use various selectable one-way clutches, such as the first or second one-way clutch 220, 236. For example, the first and / or second one-way clutch 220, 236 can be a three-position one-way clutch with three discrete modes. After being configured as a three-position one-way clutch, the first and / or second one-way clutch 220, 236 can be in a locked mode, a partially locked mode, and an open mode. The locked mode, the partially locked mode, and the open mode can correspond to the above-mentioned locked state, the one-way clutch state, and the fully open state, respectively. When in the locked mode, the first and second one-way clutches 220, 236 can be in an engaged state. The partially locked mode can be a one-way clutch mode, in which the first and second one-way clutches 220, 236 can be in a one-way clutch state. The engaged state can be a fully engaged state. The fully open state can be a fully disengaged state. When in the locked mode, the first and second one-way clutches 220, 236 can be in a locked state. The partially locked mode can be a one-way clutch mode, in which the first and second one-way clutches 220, 236 can be in a one-way clutch state. When in the open mode, the first and second one-way clutches 220 , 236 may be in a disengaged state.

[0052] The first one-way clutch 220 and the second one-way clutch 236 act as DCC clutches to implement upshift and downshift operations in the transmission motor system 200. For an example configuration of the transmission motor system 200, during downshifting, the first one-way clutch 220 can be engaged and the second one-way clutch 236 can be disengaged to shift to a lower gear. During upshifting, the first one-way clutch 220 can be disengaged and the second one-way clutch 236 can be engaged to shift into a higher gear. In the low gear, the first shaft 222 and the second shaft 224 are connected by a reduction gear group with a transmission ratio lower than the transmission ratio of the high gear. In the higher gear, the first shaft 222 and the second shaft 224 can be connected by a reduction gear group with a higher transmission ratio than the transmission ratio of the lower gear.

[0053] For example, for the first setting, the transmission motor system 200 can be in a first low gear, wherein the first reduction gear 212 is selected to transmit rotational energy to drive the second shaft 224. During an upshift operation, the transmission 122 can be in a first gear, wherein the first reduction gear group 212 can drive-couple the first and second shafts 222, 224. The transition from engaging the first reduction gear group 212 to engaging the second reduction gear group 214 can achieve an upshift. In this example, the first one-way clutch 220 can be driven coupled to the second shaft 224 and in a fully locked / engaged state, while the second one-way clutch 236 can be in a fully open / disengaged state. When performing an upshift, the first one-way clutch 220 can be controlled by the control system 252 to a fully open / disengaged state, and the second one-way clutch 236 can be controlled by the control system 252 to a one-way clutch state. The input moving device (such as the traction motor 112) can be controlled to slow down the rotation speed of the output end of the moving device. The slowing down of the speed of the output end of the moving device can slow down the speed of the transmission input shaft (such as the first shaft 222) to a calculated speed. The calculated speed of the transmission input shaft and / or the first shaft 222 may be equal to the rotational speed of the second reduction device 214 and the output shaft (e.g., the second shaft 224). The process of equalizing the rotational speed of the input end with the rotational speed of the second reduction device 214 and the output end may synchronize the second one-way clutch 236 with the first shaft 222. During the synchronization process, the speed difference between the second input end and the second output end of the second one-way clutch 236 may be reduced to zero or reduced to below a first threshold of speed. In an example embodiment, the second input end of the second one-way clutch 236 may be rotated and physically coupled to the first shaft 222. Similarly, the second output of the second one-way clutch 236 may be rotated and physically coupled to the third gear 242. For example, the first speed of the rotor of the traction motor 112 and the first shaft 222 may be slowed down so that the speed of the second input end of the second one-way clutch 236 is approximately equal to the second speed of the second reduction device 214 at the second output end of the second one-way clutch 236. In this example, the second speed may be the speed of the third gear 242, wherein the third gear 242 includes or drives the second output end coupled to the second one-way clutch 236. After synchronization, the control system 252 may convert the second one-way clutch 236 into a fully locked / engaged state with the first shaft 222.

[0054] As another example, for the second configuration, the transmission motor system 200 may be in a second higher gear, wherein the second reduction gear 214 is selected to transfer rotational energy to drive the second shaft 224. During a downshift operation, the vehicle may be in a second gear, wherein the second reduction gear 214 may drive-couple the first shaft 222 and the second shaft 224. The transition from engaging the second reduction gear group 214 to engaging the first reduction gear group 212 may implement a downshift. In this example, the second one-way clutch 236 may be drive-coupled to the first shaft 222 and in a fully locked / engaged state. When performing a downshift, the second one-way clutch 236 may be controlled to a fully open / disengaged state, and the first one-way clutch 220 may be controlled to a one-way clutch state. The input drive device (e.g., traction motor 112) may be controlled to increase the rotational speed of the output of the drive device. Accelerating the rotational speed of the output of the transmission device may accelerate the input shaft of the transmission (e.g., first shaft 222) to a calculated speed. The calculated speed of the transmission input shaft and / or the first shaft 222 may be equal to the speed of the first reduction gear 212 and the output shaft (e.g., the second shaft 224). The process of equalizing the speed of the input end with the speed of the first reduction gear 212 and the output end may synchronize the first one-way clutch 220 with the second shaft 224. During the synchronization process, the speed difference between the input end and the output end of the first one-way clutch 220 may be reduced to zero, or reduced to below a first threshold of speed. In an example embodiment, the first output from the first one-way clutch 220 may be rotated and physically coupled to the second shaft 224. Similarly, the first input end of the first one-way clutch 220 may be rotated and physically coupled to the second gear 234. During the synchronization process, the speed difference between the first input end and the first output end of the first one-way clutch 220 may be reduced to zero or reduced to below a second threshold of speed. The second speed threshold of the first one-way clutch 220 may be substantially the same as the first speed threshold of the second one-way clutch 236. For example, the third speed of the rotor of the traction motor 112 and the first shaft 222 can be slowed down so that the speed of the input is approximately equal to the fourth speed of the output of the first reduction group 212 and the first output of the first one-way clutch 220. In this example, the fourth speed can be the speed of the second shaft 224, where the second shaft 224 is the first output end of the first one-way clutch 220. After synchronization, the control system 252 can transition the first one-way clutch 220 to a fully locked / engaged state with the second shaft 224.

[0055] As another example, the first and second one-way clutches 220, 236 may be used as part of a hill hold function. As a DCC clutch, at least one of the first or second one-way clutches may be controlled to a one-way clutch state, while the other one-way clutch may be controlled to a fully locked / engaged state when a controller of the control system 252 receives a hill hold function initiation request. The hill hold function may enable a vehicle (such as the vehicle 102) using the transmission 120 to move forward while preventing the vehicle from rolling backward on a slope. The hill hold function may reduce energy loss because the traction motor 112 or other transmission device may not have to provide holding torque to the transmission 122 at zero torque to prevent movement during operation on a slope (such as idling). In addition, when the first and second one-way clutches 220, 236 are engaged using the hill hold function, the parking brake may not be engaged on a slope.

[0056] As another example, the first and second one-way clutches 220, 236 can be engaged as part of the parking lock function when the controller of the control system 252 receives a request for the parking lock function. In order to act as a parking lock or parking brake for the transmission 122, both the first and second one-way clutches 220, 236 can be in a fully locked / engaged state.

[0057] For another example of a DCC clutch, the first and / or second one-way clutches 220, 236 can be controlled to two states, including a fully engaged state and a one-way clutch state. The first and / or second one-way clutches 220, 236 can be two-position one-way clutches with two discrete modes. In this example, the first and / or second one-way clutches 220, 236 can operate in a locked mode and a partially locked mode. When a two-position clutch is used, the first one-way clutch 220 and the second one-way clutch 236 are arranged to rotate so that when the second one-way clutch 236 is in a fully engaged state, the first one-way clutch 220 will not rotate to lock in the one-way clutch state, and vice versa.

[0058] For comparison Figure 3A -B, a set of reference axes 301 is provided. The reference axes 301 represent the y-axis, the x-axis, and the z-axis. In one example, the z-axis may be parallel to the direction of gravity, and the XY plane may be parallel to the horizontal plane where the dynamically controllable clutch 302 is located. When referring to the direction, the positive direction may refer to the direction of the arrows of the y-axis, the x-axis, and the z-axis, and the negative direction may refer to the opposite direction of the arrows of the y-axis, the x-axis, and the z-axis. Filled circles may represent arrows and axes facing the view or facing the view. Unfilled circles may represent arrows and axes facing the opposite direction or negative direction of the view.

[0059] Please see Figure 3A, a cross-sectional view and cross-sectional view 300 of a dynamically controllable clutch 302 and a gear 312 are shown. The dynamically controllable clutch 302 can be a selectable one-way clutch, such as the first and / or second one-way clutches 220, 236. The gear 312 can be and act as the second gear 234 or the third gear 242. The dynamically controllable clutch 302 can radially surround and be centered on the longitudinal axis 304. The dynamically controllable clutch 302 shown in view 300 is an embodiment.

[0060] The clutch 302 can act as a linear motor, consisting of a stator 306 and a translation system 308. The stator 306 can be stationary, while the translation system 308 can move approximately linearly. The translation system 308 can translate or slide axially relative to the longitudinal axis 304.

[0061] The stator 306 may include a wire coil (e.g., a copper wire coil) and a plate (e.g., a steel plate) that can be used to generate an electromagnetic force to cause the translation system 308 to move axially relative to the shaft 304. The translation system 308 may include at least one magnet assembly 310 that is translated by the electromagnetic force generated by the stator 306. The magnet assembly 310 can be composed of a single magnet or a plurality of magnets. The single magnet or plurality of magnets that make up the magnet assembly 310 can be permanent magnets. The electromagnetic force of the stator can push the magnet assembly 310 and other components of the translation system 308 toward the gear 312 in a first direction or pull them away from the gear 312 in a second direction.

[0062] The dynamically controllable clutch 302 may be comprised of a coupling ring 314, a sliding sleeve 316, a friction plate 320, a magnet assembly 310, and a translator 324. The components of the stator 306 may be encapsulated by and formed within the coupling ring 314. The sliding sleeve 316, the friction plate 320, the magnet assembly 310, and the encoder 324 may constitute an encoder system 308. The coupling ring 314 may secure the dynamically controllable clutch 302 to a transmission body, such as the transmission 122 or another portion of a transmission block. A plurality of fasteners 318 may be surrounded by the material of the friction plate 320 and connected to the gear 312. The fasteners 318 may secure a control element 319 to the friction plate 320. The control element 319 may be axially positioned relative to the longitudinal axis 304, between the friction plate 320 and the gear 312.

[0063] The coupling ring 314 can provide support for the magnet assembly 310 and can be radially disposed relative to the longitudinal axis 304. The coupling ring 314 can have an extension portion 315. The extension portion 315 can have a plurality of grooves, recesses, and other features that can be used to couple or secure to another component, such as a bracket.

[0064] The magnet assembly 310 can be disposed radially around the translator 324 relative to the longitudinal axis 304. The magnet assembly 310 can be disposed axially between the first plate 322a and the second plate 322b relative to the longitudinal axis 304. The first plate 322a and the second plate 322b can help fix the magnet assembly 310 on the translator 324 to prevent the magnet from axially moving relative to the longitudinal axis 304 and separating from the translator 324. The coupling ring 314, the sliding sleeve 316, the magnet assembly 310 and the translator 324 can be aligned so that the coupling ring 314, the sliding sleeve 316, the magnet assembly 310 and the translator 324 can be approximately centered around the longitudinal axis 304.

[0065] The first passage 312a can be formed by the gear 312 and located at a central position of the gear 312. When the gear 312 is approximately centered about the longitudinal axis 304, the first passage 312a can be approximately centered about the longitudinal axis 304. The first passage 312a can have an inner surface 312b, which can be radially smooth relative to the longitudinal axis 304. A plurality of first teeth 312c can be formed by the gear 312 or coupled to the gear 312. The plurality of teeth 312c can be radially distributed around the periphery of the gear 312. Similarly, a plurality of cavities 312d can be radially arranged relative to the longitudinal axis 304, surrounded by the material of the gear 312 between the inner surface 312b and the first teeth 312c. The first teeth 312c can mesh with the teeth of another gear, thereby drivingly coupling the gear 312 to the other gear. The first passage 312a can be a first diameter 312e. The first diameter 312e can serve as the inner diameter of the gear 312. The cavity 312 d may be open to the friction plate 320 and the control element 319 , and may be closest to the friction plate 320 and the control element 319 in terms of axial position relative to the longitudinal axis 304 .

[0066] The second channel 320a can be formed by the friction plate 320 and located at a central position of the friction plate 320. When the friction plate 320 is approximately centered about the longitudinal axis 304, the second channel 320a can be approximately centered about the longitudinal axis 304. A plurality of second teeth 320b can be located around the inner surface of the second channel 320a. The second teeth 320b can be complementary to a plurality of notches or grooves on the shaft, such as with reference to Figure 3B The second passage 320a may have a second diameter 320d. The second diameter 320d may be used as the inner diameter of the friction plate 320.

[0067] The third channel 324a can be formed by the translator 324 and located at a central position of the translator 324. When the translator 324 is approximately centered about the longitudinal axis 304, the third channel 324a can be approximately centered about the longitudinal axis 304. A plurality of third teeth 324b can be located around the inner surface of the second channel 320a. The third teeth 324b can be complementary to a plurality of notches or grooves on the shaft, such as with reference to Figure 3BThe third channel 324a may be a third diameter 324d. The third diameter 324d may be an inner diameter of the translator 324.

[0068] The ring 326 can be positioned approximately radially around the translator 324 relative to the longitudinal axis 304. The first plate 322a can partially surround the ring 326 and be radially disposed relative to the longitudinal axis 304. The ring 326 can cooperate with the groove 328 in the translator 324 and be positioned radially around the groove 328. The ring 326 can interface with the surfaces of the first plate 322a and the converter 324. When the ring 326 is inserted into the groove 328, the translator 324 and the first plate 322a can be fixed together. The ring 326 can prevent the translator 324 from being unhooked or misaligned relative to the magnet assembly 310, the first plate 322a, and the second plate 322b. A ring similar in function and size to the ring 326 can be partially enclosed and radially disposed within the second plate 322b relative to the longitudinal axis 304.

[0069] The translator 324, the first plate 322a, the second plate 322b, and the magnet assembly 310 can move axially relative to the longitudinal axis 304, thereby moving the sliding sleeve 316. When the components of the sliding sleeve 316 are pressed against the friction plate 320, the dynamically controllable clutch 302 can be said to be locked on the gear 312. When locked, the friction plate 320 and the translator 324 can be drivingly connected to the gear 312 and can rotate with the gear 312.

[0070] The friction plate 320 and the translator 324 may be encircled and coupled to the drive shaft, for example, as shown in FIG. Figure 2 The first shaft 222 or the second shaft 224, the drive shaft can be substantially parallel to the longitudinal axis 304. When locked with the friction plate 320, the torque of the gear 312 can be transmitted to the shaft through the friction plate 320 and the translator 324.

[0071] Go to Figure 3B , a cross-sectional side view 330 of a dynamically controllable clutch 302 and a gear 312 in a clutch housing 332 is shown. The clutch housing 332 may be part of a transmission block, such as a transmission block that surrounds the transmission system 120 and / or the transmission 122. The clutch housing 332 surrounds the dynamically controllable clutch 302 and the gear 312. The clutch housing 332 may form a housing and a fastening surface for the clutch 302. The clutch 302 may be positioned radially around an axis 333 relative to the longitudinal axis 304. The first channel 312a, the second channel 320a, and the third channel 324a may be radially arranged around the axis 333 relative to the longitudinal axis 304. The second and third diameters 320d, 324d may be larger than and surround the diameter 333a of the axis 333.

[0072] The coupling ring 314 can be coupled to the clutch housing 332, thereby coupling the dynamically controllable clutch 302 to the clutch housing 332. An extension 315 of the coupling ring 314 can extend to the outside of the clutch housing through a channel. The central axis of the channel is generally parallel to the longitudinal axis 304. The extension 315 can abut against an outer surface 336 of the clutch housing 332. The extension 315 can have a plurality of attachments 338 to help secure the coupling ring 314 to the clutch housing 332. The attachments 338 can be complementary to a plurality of holes in the outer surface 336. When the attachments 338 are aligned and inserted into the complementary holes on the outer surface 336, the extension 315 can be connected to the clutch housing 332.

[0073] The sliding sleeve 316 may be pressed against the friction plate 320 by a plurality of springs 334. The sliding sleeve 316 may be in surface contact and abut against the friction plate 320. The circular clip 340 may be in surface-sharing contact with the friction plate 320. The clip 340 may be located between the sliding sleeve 316 and the friction plate 320 relative to the longitudinal axis 304. The clip 340 may be connected to the gear 312 via a groove 341. The groove 341 may extend radially relative to the longitudinal axis into the material of the gear 312. The clip 340 may remain connected to the gear 312 and cannot translate in the direction of the longitudinal axis 304. When the sliding sleeve 316 is against the friction plate 320, the clip 340 may prevent the sliding sleeve 316 from rotating or misaligning. When misaligned with the friction plate 320, the sliding sleeve 316 may not be approximately located at the center and radial direction of the longitudinal axis 304.

[0074] The seat 342 may extend from the connecting ring 314 in a radial direction of the longitudinal axis 304. The seat 342 may mate with a groove 344 that extends into the material of the clutch housing 332 in a radial direction relative to the longitudinal axis 304.

[0075] The coupling ring 314 can have a plurality of bottom surfaces 335 extending radially toward the longitudinal axis 304. At least one base 335 can be radially located around the magnet assembly 310 and axially located between the first and second plates 322a, 322b relative to the longitudinal axis 304. The base 335 can prevent the magnet assembly 310 and other components of the translation system 308 from axially moving relative to the longitudinal axis 304 without the force generated by the stator 306.

[0076] The friction plate 320 can serve as the input end of the locking mechanism of the dynamically controllable clutch 302, and the gear 312 can serve as the output end. Multiple locking elements (such as struts) can be hingedly connected to the friction plate 320. The spring 334 presses the locking element toward the friction plate 320 through the axial translation of the sliding sleeve 316 relative to the shaft 304. Each cavity 312d can match the locking element and the opening in the control element 319. Under the pressure of the spring 334, each locking element can pass through the opening in the control element 319 and enter the cavity 312d. Pressing the locking element into the cavity 312d can lock the gear 312 and the friction plate 320, and drive the shaft 333 to the gear 312. Alternatively, pressing a portion of the locking element into the cavity 312d can put the gear 312 and the friction plate 320 into the OWC mode. In this example, the cavity 312d can have two types of locking elements, so that the dynamically controllable clutch 302 can be engaged in two or three discrete locking states. The locking mechanism of the locking element can be Figure 4 The schematic diagram shown further illustrates.

[0077] Ring 346 can be disposed radially around translator 324 relative to longitudinal axis 304. Sliding sleeve 316 can have an edge 347 that can be inserted axially relative to longitudinal axis 304 between ring 346 and shoulder 348. Shoulder 348 can be formed and extend radially from translator 324 relative to longitudinal axis 304. Ring 346 can be used to secure sliding sleeve 316 to translator 324.

[0078] Ring 382 may be radially disposed relative to longitudinal axis 304, surrounding and engaging groove 384. Groove 384 may be radially disposed relative to longitudinal axis 304, surrounding shaft 333 and formed by shaft 333. Ring 382 may interface with surface 386 of friction plate 320. Ring 382 may help secure friction plate 320 to shaft 333. Portions of the friction plate may extend into groove 384 and groove 388 of shaft 333. Groove 388 may be fluidly connected to channel 390. Channel 390 may serve as a passage for lubricant to flow between clutch housing 332 and bearing 392. Bearing 392 may support gear 312 and allow it to rotate freely about shaft 333. Bearing 392 may be radially disposed relative to longitudinal axis 304 between gear 312 and shaft 333, wherein surface 312b may maintain surface common contact with bearing 392. Reference Figure 3A , diameter 312e can be larger than diameter 394. Diameter 394 can be the outer diameter of bearing 392.

[0079] Figure 4A schematic diagram of a clutch engagement table 450 is shown. The columns of the clutch engagement column show example operating modes of a dynamically controllable clutch. Example modes described in the clutch engagement table 450 include a fully locked mode 452, a one-way clutch (OWC) mode 454, and an open mode 456.

[0080] One column 453 shows the degree of movement and torque transfer in the locked mode 452. The degree of movement and torque transfer in the one-way clutch mode 454 is shown in the second column 455. The third column 457 shows the degree of movement and torque transfer in the open mode 456. The first row 458 shows the output state of the dynamically controllable clutch 302, and the second row 460 shows the input state of the dynamically controllable clutch 302. These modes may also be referred to as states in the clutch engagement table 450. The open mode 456 may also be referred to as a fully open mode because the OWC mode 454 is partially open.

[0081] The direction of the torque may be indicated by an arrow. As shown in the marker 462, the arrow indicates that the torque may be transmitted in a first direction 464 or a second direction 466. In the example marker 462, the first direction 464 indicates a counterclockwise direction of movement and the second direction 466 indicates a clockwise direction of movement. However, in other examples, the first direction 464 may be clockwise and the second direction 466 may be counterclockwise. The second table 470 shows that if the arrow is darkened, such as in the first row 472, the torque may be transmitted. The second table 470 shows that if the arrow is shaded lighter, such as the arrow in the second row 474, the torque may not be transmitted.

[0082] The locked mode 452 may be a first and second embodiment of the first and second one-way clutches 220, 236. Figure 2 The locking mode 452 can be a closed mode and an engaged mode, in which the dynamically controllable clutch 302 is in an engaged state so as to rotationally couple the input and output ends of the dynamically controllable clutch 302. In the locking mode 452, the dynamically controllable clutch 302 can be in a fully locked / engaged state. Figure 2 OWC mode 454 may be a partially locked mode of the first and second embodiments of the first and second one-way clutches 220, 236. In OWC mode, the dynamically controllable clutch 302 may be in a one-way clutch state. Open mode 456 may be an open mode and may be used as a reference. Figure 24. The first embodiment of the first and second one-way clutches 220, 236 are described in a neutral mode. In the open mode 456, the dynamically controllable clutch 302 can be in a fully open / disengaged state. In one example of the first embodiment, the dynamically controllable clutch 302 can be engaged in the locked mode 452, the OWC mode 454, and the open mode 456. In one example of the second embodiment, the dynamically controllable clutch 302 can be engaged in the locked mode 452 and the OWC mode 454. For example, the second embodiment of the dynamically controllable clutch 302 can be used with the first and / or second one-way clutches 220, 236, wherein the first and second one-way clutches 220, 236 are configured to rotate in opposite directions as part of a transmission system.

[0083] The table 450 shows that in the locked mode 452, the OWC mode 454, and the open mode 456, torque may be transmitted to the input in counterclockwise and clockwise directions relative to the center axis of the dynamically controllable clutch 302. In the fully locked mode 452, torque may be transmitted to the output in the first direction 464 or the second direction 466. For an example embodiment of the dynamically controllable clutch 302, when in the OWC mode 454, torque may be transmitted in the first direction 464, but not in the second direction 466. In the open mode 456, torque may not be transmitted to the output in the first direction 464 or the second direction 466.

[0084] Please see Figure 5 , Figure 5 A schematic diagram of an example engagement mechanism 500 for locking a dynamically controllable clutch (DCC) 502 is shown. The dynamically controllable clutch 502 may be Figure 2 The first and / or second one-way clutch 220, 236 in the embodiment of the present invention. The dynamically controllable clutch 502 may be Figure 3A-3B Schematic diagram 500 shows the engagement of the dynamically controllable clutch 502 in the locked mode 452 , the OWC mode 454 , and the open mode 456 .

[0085] The dynamically controllable clutch 502 may include an output terminal 512, an input terminal 514, and a plurality of coils, which are conductive, for example, can carry current, and are also referred to herein as electrical coils. In one embodiment, there may be three coils, namely, a first coil 516, a second coil 518, and a third coil 520. In another embodiment, at least one coil may be the first coil 516, the second coil 518, or the third coil 520. The input terminal 514 may be located between the output terminal 512 and the coils.

[0086] The input 514 and / or the output 512 may rotate in the first direction 464 or the second direction 466. The output 512 may rotate with the input 514 when driven coupled to the input 514. When in the locked mode 452, the output 512 and the input 514 may be locked, e.g., driven coupled and move together in the first direction 464 or the second direction 466. When in the OWC mode 454, the output 512 and the input 514 may be locked, e.g., driven coupled and move in the second direction 466. However, the output 512 and the input 514 may be uncoupled and move independently in the first direction 464. When in the open mode 456, the output 512 and the input 514 may be unlocked, e.g., move independently of each other in the first direction 464 or the second direction 466.

[0087] A plurality of holes may pass through the input end 514 and the coils, such as the first coil 516, the second coil 518, and the third coil 520. There may be holes in the form of a first hole 532 and a second hole 534. There may be a plurality of first and second holes 532, 534. Each first hole 532 may receive a first spring 536. Each second hole 534 may receive a second spring 538. The first and second springs 536, 538 may be reference Figure 3A-3B The dynamically controllable clutch 502 may have at least one first spring 536 and a second spring 538. However, the dynamically controllable clutch 502 may have a plurality of first springs 536 and a plurality of second springs 538.

[0088] The dynamically controllable clutch 502 may have two types of locking elements in the form of at least one first locking element 542 and at least one second locking element 544. The dynamically controllable clutch 502 may have at least one first locking element 542 and one second locking element 544. However, the dynamically controllable clutch 502 may have a plurality of first locking elements 542 and second locking elements 544. The first locking element 542 and the second locking element 544 may be struts, as shown in the schematic diagram 500. The first locking element 542 may be a first strut as a forward strut. The second locking element 544 may be a second strut as a reverse strut. The first and second locking elements 542, 544 may be respectively connected in an articulated manner to the input end 514.

[0089] Each first spring 536 can be pressed against one of the first locking elements 542 and make surface-sharing contact therewith. Each second spring 538 can be pressed against one of the second locking elements 544 and make surface-sharing contact therewith. Each first locking element 542 can be rotated toward the first cavity 546 and partially surrounded by the first cavity 546. Each second locking element 544 can be hinged toward the second cavity 548 and partially surrounded by the second cavity 548. The first spring 536 can pivotally bias the first locking element 542 outwardly so as to lock the first locking element 542 with the first cavity 546. The second spring 538 can pivotally bias the second locking element 544 outwardly so as to lock the second locking element 544 with the second cavity 548. The first and second cavities 546, 548 can be reference Figure 3A-3B Example variations of cavity 312d.

[0090] The first spring 536 may be spring-connected or engaged with the first base 552. The second spring 538 may be elastically connected to the second base 554. The first spring 536 and the first base 552 may be axially translated relative to the first centerline 556 of the first hole 532. The second spring 538 and the second base 554 may be axially translated relative to the second centerline 558 of the second hole 534. In one embodiment, the first base 552 and the second base 554 may be iron-based or electromagnetic-based, so that the current passing through the first coil 516, the second coil 518, and the third coil 520 may axially drive the first base 552 and / or the second base 554 along the first centerline 556 and / or the second centerline 558, respectively. Multiple currents, where the magnitude of the current is different, the first coil 516, the second coil 518, and the third coil 520 may drive the first base 552 and / or the second base 554 to different positions. In this example, the first coil 516, the second coil 518, and the third coil 520 may act as a solenoid. In one embodiment, a single coil, such as the first coil 516, the second coil 518, or the third coil 520, is used to engage the dynamically controllable clutch in the locked mode 452 or the OWC mode 454, but not in the open mode 456. However, it is understood that the mechanism for extending the springs and their respective bases may not be limited. Other actuation methods may also be used to translate the first and second springs 536, 538 to press against the first and second locking elements 542, 544, respectively.

[0091] For example, in the locking mode 452, the first and second springs 536, 538 can translate in the direction of the first and second locking elements 542, 544 and press against the first and second locking elements 542, 544, respectively. The first condition of the current through the coils (such as the first coil 516, the second coil 518, and the third coil 520) can extend the first locking element 542 and the second locking element 544 through the force of the coils acting on the first base 552 and the second base 554, respectively. In addition, or as an alternative, the first condition of the current through the coils (such as the first coil 516, the second coil 518, and the third coil 520) can prevent the first locking element 542 and the second locking element 544 from retracting through the force of the coils acting on the first base 552 and the second base 554, respectively. The first and second locking elements 542, 544 can be rotated by the first and second springs 536, 538, and are partially surrounded by the first and second cavities 546, 548, respectively. The first and second locking elements 542, 544 can be in contact with and surface-shared contact with the surfaces of the first and second cavities 546, 548, respectively. First locking element 542 can prevent input 514 from moving in second direction 466 independently of output 512, thereby transferring torque between input 514 and output 512. Second locking element 544 can prevent input 514 from moving in first direction 464 independently of output 512, thereby transferring torque between input 514 and output 512.

[0092] As another example, in the OWC mode 454, the first spring 536 can translate to the first locking element 542 and press against the first locking element 542; however, the second spring 538 can translate away or remain in place so that the second spring 538 does not press against the second locking element 544. The second condition of current passing through the coils (such as the first coil 516, the second coil 518, and the third coil 520) can retract the second locking element 544, but not the first locking element 542, by the forces of the coils acting on the second base 554 and the first base 552, respectively. Additionally or alternatively, the second condition of current passing through the coils (such as the first coil 516, the second coil 518, and the third coil 520) can extend the first locking element 542, but not the second locking element 544, by the forces generated by the coils acting on the first base 552 and the second base 554, respectively. The first locking element 542 can be rotated by the first spring 536 to be partially surrounded by the first cavity 546. Each first locking element 542 may interface with and share contact with a surface of the first cavity 546. The second locking element 544 may not rotate and remain retracted into the input end 514. The first locking element 542 may prevent the input end 514 from moving independently of the output end 512 in the first direction 464. When the input end 514 rotates in the second direction 466, the first locking element 542 may be pressed downwardly into the input end 514 by the output end 512. Similarly, when the output end 512 rotates in the first direction 464, the first locking element 542 may be pressed downwardly into the input end 514 by the output end 512.

[0093] As another example, in the open mode 456, the first and second springs 536, 538 can translate apart and not press against the first and second locking elements 542, 544, respectively. The first and second locking elements 542, 544 can be retracted into the input end 514. A third condition of current passing through the coils (e.g., the first coil 516, the second coil 518, and the third coil 520) can retract the first locking element 542 and the second locking element 544 by the forces of the coils acting on the first base 552 and the second base 554, respectively. Additionally or alternatively, a third condition of current passing through the coils (e.g., the first coil 516, the second coil 518, and the third coil 520) can prevent the first locking element 542 and the second locking element 544 from extending by the forces of the coils acting on the first base 552 and the second base 554, respectively. The input end 514 can freely move in the first direction 464 or the second direction 466. The output end 512 can also freely move in the first direction 464 or the second direction 466.

[0094] For example, vehicles and transmissions, such as Figure 1The vehicle 102, the transmission system 120 and the transmission 120 using the dynamically controllable clutch 502 may have a parking lock function, and the DCC clutch of the transmission 122 may be closed and in an engaged state when the vehicle 102 is parked or not running. When running under the parking lock function, the vehicle 102 can be powered off, and the DCC clutch including the dynamically controllable clutch 502 can be closed and kept in a closed state without a power source. In this example, when in the locking mode 452, the dynamically controllable clutch 502 can be powered off, and during the first condition, the current through the first coil 516, the second coil 518 and the third coil 520 is zero. The first current condition of the locking mode 452 and the engaged state of the dynamically controllable clutch 502 may occur when the current is less than the first current threshold. The second current condition of the OWC mode 454 and the one-way clutch state may occur in the current range between the first threshold current and the second threshold current. The third current condition of the open mode 456 and the disengaged state may occur when the current is greater than the second threshold. The first threshold current may be less than the second threshold current.

[0095] The transitions between the locked mode 452 , the OWC mode 454 , and the open mode 456 may not be gradual, but may be step-wise or discontinuous transitions, and the transitions may occur when the current conditions through the coil change.

[0096] Please see Figure 6 , a method 600 of shifting between two gear sets or other reduction groups is shown by at least one pair of clutches, wherein each clutch in the pair of clutches is specific to each reduction group. The pair of clutches includes a first clutch and a second clutch, wherein the first clutch is a first DCC and the second clutch is a second DCC. For method 600, the first DCC is disengaged and the second DCC is disengaged, wherein each DCC is specific to a pair of separate gear sets or other reduction groups, which are drivingly coupled to at least two shafts, wherein the gear ratios of each gear set or reduction group are different. Method 600 can be used Figure 1-2 The transmission system 120 and the transmission device 122 in the embodiment of the present invention. The two independent gear sets or reduction sets can be Figure 2 The first reduction group 212 and the second reduction group 214 in the two shafts may include a first shaft 222 and a second shaft 224. The first DCC and the second DCC may be respectively Figure 2 The DCC clutch of method 600 may be Figure 3A-3B The dynamically controllable clutch 302 and / or Figure 5 The first and second DCC clutches of method 600 can both be switched between modes, such as Figure 4-5The fully locked mode 452, OWC mode 454 and open mode 456 in the method 600. The first and second DCC clutches of the method 600 can both be and include at least Figure 5 The components of the dynamically controllable clutch 502. The control system and one or more controllers, such as Figure 2 The control system 252 and the first controller 254 and / or the second controller 256 in the embodiment may include instructions for executing the method 600 .

[0097] Method 600 begins at 602. At 602, operating conditions are determined so that a control system, comprised of a controller or controllers, can adjust vehicle conditions for subsequent steps of method 600. Operating conditions may be recorded by a plurality of sensors, such as Figure 2 The operating conditions may include rotational speed and rotational acceleration of a rotating element that may affect clutch engagement. In particular, the rotational speed and rotational acceleration of the input and output of the first clutch and the second clutch may be recorded. A controller operating method 600 may estimate the speed difference (delta speed) and rotational acceleration between the input and output of the first clutch and the second clutch. In a further step, the speed difference and rotational acceleration may be continuously monitored while synchronizing the input and output to the speed of the clutch. Multiple sensors, such as Figure 2 Sensor 260 in the apparatus may continuously monitor rotational speed and rotational acceleration data and transmit it to the controller and control system used by method 600.

[0098] At 604, an instruction is received to switch to transmitting torque through a second reduction gear group, which can rotatably couple the first and second shafts of the two shafts. There may be two reduction gear groups that drive and couple the first shaft to the second shaft, wherein the first reduction gear group and the second reduction gear group drive and couple the first shaft to the second shaft. The first reduction gear group can be a first gear group, and the second reduction gear group can be a second gear group. The first reduction gear group is complementary to the first clutch, and the first clutch can rotate and selectively couple the first shaft. The first reduction gear group is complementary to the first clutch, wherein the first clutch is a DCC. Similarly, the second reduction gear group is complementary to the second clutch, wherein the second clutch is a DCC. To switch between the first reduction gear group and the second reduction gear group, it is necessary to open the first clutch and close the second reduction gear group, so that the first reduction gear group will not drive and couple the first shaft and the second shaft, and the second reduction gear group will drive and couple the first shaft and the second shaft. Method 600 enters 606, where method 600 determines the state of the first clutch: whether the first clutch is open or closed. If it is in a disengaged state, such as the open mode 456, the first clutch can be opened at 606. If it is in an engaged state or a one-way clutch state, such as Figure 4If the first clutch is in the locked mode 452 or the OWC mode 454, the first clutch can be closed. If the first clutch is in the open state (606 is "no"), the method 600 can enter 620.

[0099] Returning to 606, if the first clutch is in the closed state (602 is "yes"), method 600 may proceed to 612, in which the first clutch is changed to the open state. 612 includes multiple sub-steps, among which 614 changes the current to a first state through the clutch coil of the first clutch. When the current is changed to the first state, the force generated by the coil may pull and change the positioning of components such as the spring and base of the first clutch, thereby physically coupling the locking element of the first clutch. Method 600 continues to 616, and the spring and base are retracted to a first position or a set of first positions by the coil. After the spring and base are retracted, method 600 may continue to 618, at which time the first locking element and the second locking element of the first clutch are retracted. When retracted, neither the first locking element or the second locking element is in contact with the output end of the first clutch, so the output end may not be rotationally coupled to the input end of the first clutch. For example, the first locking element and the second locking element may be Figure 5 After 618 , the method 600 completes 612 and the first clutch can be opened, transitioning from a fully locked / engaged state or OWC state to an open state. After 612 , the method 600 proceeds to 620 .

[0100] At 620, method 600 determines the state of the second clutch: whether the second clutch is open or closed. If in a disengaged state, such as during the open mode 456, the second clutch may be open at 620. If in an engaged state or a one-way clutch state, such as the locked mode 452 or the OWC mode 454, the second clutch may be closed. If the second clutch is closed ("yes" of 620), method 600 may end. If the second clutch is in an open state ("no" of 620), method 600 may proceed to 622, at which time the second clutch is in a closed state.

[0101] 622 includes multiple sub-steps, such as 624. At the beginning of 622, the current of the coil may be in a first state, so that multiple all locking elements and their respective components are retracted in the second clutch, just like the first clutch after opening. At 624, the current of the coil may be changed to a second state through the clutch coil of the second clutch. When the current is changed to the second state, the force generated by the coil may pull components such as springs and bases of certain locking elements. In the second case, the current passing through the coil may generate a force that selectively pulls components. The second state is different from the first state. The second state is a midway state between the first state and the third state. In this state, some elements that may be affected by the coil and the pulling force may stretch, while other elements will not stretch. For example, the current in the second state may generate a pulling force that pulls the first set of bases and the first set of springs, but does not pull the second set of bases and the second set of springs. The first set of bases and springs may be Figure 4 One or more of the first base 552 and the first spring 536 in the second set of bases and springs may be Figure 4 After 624, method 600 proceeds to 626, where the components acting under the first condition by the coil are translated and extended toward the respective components. For example, the first set of bases and the first set of springs may be translated toward the first set of components at 626. The first set of locking components may include Figure 4 After 626, method 600 continues to 628, where the plurality of first locking components are extended. The extension of the first locking components may be driven by respective springs and bases under the second current condition, wherein the springs may contact the first locking components. For example, a first set of bases and a first set of springs may extend the plurality of first components, which are complementary to the first set of bases and the first set of springs. At 628, the plurality of second locking components are not extended because the respective springs and bases of the second locking components are not driven by the second current condition. The second locking components may include Figure 4One or more second locking elements 544 in. At 630, the first locking element is fully extended and the second clutch enters the OWC state. In the OWC state of 630, the first locking element can contact the output end of the second clutch, and when the input end rotates in a specific direction, the output end is rotated and coupled to the input end of the second clutch. Method 600 continues to 632, during which the speed between the input end and the output end of the second clutch is balanced. The speed balance between the input end and the output end of the second clutch can be additionally or alternately referred to as synchronization or synchronization of the second clutch. During the balancing period, the control system and each controller can adjust the speed between the input and output, wherein the controller can increase or decrease the speed of the motor of the input or output. Similarly, during the speed adjustment process, the control system and each controller can monitor the speed of the motor of the input and output end through sensors. When the speed difference (delta speed) between the input and output reaches about 0 or below the speed threshold at 632, the speed of the second clutch is balanced, and method 600 continues to 634.

[0102] At 634, the current of the coil may be changed to a third state through the clutch coil of the second clutch. The third state is different from the second state and the first state. When the current changes to the third state, the force generated by the coil may pull on components such as springs and bases of the locking components. In the third case, all components that may be affected and pulled by the coil may be stretched or stretched. In the third case, the current passing through the coil may generate a force, and all bases and springs that are complementary to the first and second elements are subjected to tension. For example, in the third case, the current may continue to generate a pulling force on the first group of bases and the first group of springs, thereby keeping the first locking element extended. In addition, the current under the third condition may generate a force complementary to the second element, pulling the second group of bases and the second group of springs. After 634, the method 600 continues to 636, at which time the elements acted by the coil under the third condition are translated and extended toward the respective locking elements. For example, the second group of bases and the second group of springs may be translated toward the second group of components at 636. After 636, the method 600 continues to 638, where the second locking component is extended. Extension of the second locking assembly may be driven by respective springs and bases driven by a third current condition, and the springs may contact and push the second locking assembly. For example, the second set of bases and the second set of springs may extend the second locking assembly to be complementary to the second set of bases and the second set of springs. At 640, the second locking member is fully extended and the second clutch enters a fully locked / engaged state. In the fully locked / engaged state of 640, when the output end or the input end rotates, the first and second locking assemblies may contact the output end of the second clutch, thereby coupling the output end rotation to the input end. After 640, method 600 may exit 622 and end.

[0103] It is understood that under certain conditions, some sub-steps of 622 for closing the second clutch are optional. For example, if the second clutch is closed but in a one-way clutch state, 624, 626, 628, and 630 in 622 may be skipped because the second clutch is in the OWC state at 630. In this example, the second clutch may be in the OWC state when the vehicle is operating using the hill hold function, at which time the first clutch may be closed and the second clutch is in the OWC state.

[0104] Method 600 can be used for downshifting or upshifting. For example, if the transmission ratio of the first reduction group selectively coupled by the first clutch is higher than the transmission ratio of the reduction group selectively coupled by the second clutch, method 600 can downshift. For another example, if the transmission ratio of the first reduction group selectively coupled by the first clutch is higher than the transmission ratio of the reduction group selectively coupled by the second clutch, method 600 can upshift. In addition, method 600 can also be completed when the first clutch and the second clutch described in method 600 have opposite effects. For example, the second clutch can be opened at 612 instead of the first clutch. Similarly, the first clutch can be closed at 622 instead of the second clutch.

[0105] Therefore, a two-speed transmission is disclosed herein, which may include at least two reduction gear groups, each of which includes a dynamically controllable clutch. Each reduction gear can drive and couple at least two shafts, wherein the first reduction gear can be selectively coupled to the first shaft through a first DCC, and the second reduction gear can be selectively coupled to the second shaft through a second DCC. The first and second DCCs can be dynamically controlled to switch between multiple discrete states, wherein at least one or two of the first and / or second DCCs are dynamic one-way clutches. Each reduction gear group can have a ratio of different effective distances, so that each reduction gear group can produce different speed and torque outputs for the transmission. The one-way clutch can be used to increase the speed of the output element, that is, the speed per minute (RPM), to the same speed as the rotating element. As dynamic clutches, the first and second DCCs can absorb changes in kinetic energy of non-rotating elements. The rotating element can be an input element and the stationary element can be an output element.

[0106] In another formulation, the present disclosure includes a transmission system for a vehicle, the system comprising: an input end configured to couple with a prime mover of the vehicle; a first gear ratio; a second gear ratio; a first dynamically controllable clutch (DCC); a second dynamically controllable clutch (DCC); an output end; and a controller, the controller including instructions stored in a non-volatile memory, which can be executed by the controller to achieve the following purposes: when operating in a second gear, the first dynamically controllable clutch is in an open mode, and torque is transmitted from the input end to the output end through the second dynamically controllable clutch and the second gear ratio, wherein the first dynamically controllable clutch is in a fully disengaged state in the open mode, and the second dynamically controllable clutch is in an engaged state in the second gear, and transitioning from the second gear operation to the first gear operation, wherein the transition includes: transitioning the first dynamically controllable clutch from the open mode to the one-way clutch (OWC) mode, and then transitioning the first dynamically controllable clutch from the one-way clutch mode to the locked mode.

[0107] For example, each DCC may have three discrete states: a first state, a second state, and a third state. The discrete states may include a fully locked / engaged state, a one-way clutch (OWC) state, and a fully open / disengaged state. In another example, a DCC may have two discrete states. In another example, the discrete states may include a fully locked / engaged state and a one-way clutch (OWC) state.

[0108] Please note that the control and estimation routine examples included herein can be used in various electric machine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in a non-transitory memory and can be executed by a control system that includes a controller combined with various sensors, actuators and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Therefore, the various actions, operations and / or functions illustrated can be performed in the order shown, can be performed in parallel, or omitted in some cases. Similarly, the processing order is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is only for ease of illustration and description. One or more of the illustrated actions, operations and / or functions can be repeatedly performed, depending on the specific strategy being used. In addition, the described actions, operations and / or functions can graphically represent the code to be programmed into the non-transitory memory of a computer-readable storage medium in an engine control system, wherein the described actions are implemented by executing instructions in a system including various engine hardware components combined with an electronic controller.

[0109] It is understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments are not restrictive, as there may be many variations. In addition, unless expressly stated to the contrary, the terms "first", "second", "third", etc. do not represent any order, position, quantity, or importance, but are merely labels used to distinguish one element from another. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of various systems and configurations, as well as other features, functions, and / or characteristics disclosed herein. The term "approximately" as used herein refers to plus or minus five percent of a range, unless otherwise specified.

[0110] The following claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. The claims may refer to "an" element or a "first" element or the equivalent. The claims should be understood to include one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are also deemed to be included in the subject matter of the present disclosure.

Claims

1. A transmission for a vehicle, characterized in that: include: An input terminal for connecting the vehicle's prime mover; First gear ratio; Second gear ratio; a first dynamically controllable clutch (DCC) operable in an engaged state, a disengaged state, and a one-way clutch state; a second dynamically controllable clutch (DCC) operable in an engaged state, a disengaged state, and a one-way clutch state; Output terminal; as well as A controller including instructions stored in a non-transitory memory, the instructions being executable by the controller to The states of the first and second dynamically controllable clutches are adjusted to selectively engage the first and second gear ratios to achieve torque transfer from an input to an output of the transmission.

2. The transmission of claim 1, wherein the controller further comprises the following instructions: The vehicle is operated at a first speed, wherein the first dynamically controllable clutch is in an open mode and the second dynamically controllable clutch is in a closed mode, in which the first dynamically controllable clutch does not couple the first shaft to the first gear ratio, in which the second dynamically controllable clutch couples the second shaft to the second gear ratio, and in which the first dynamically controllable clutch is in a disengaged state and in which the second dynamically controllable clutch is in an engaged state.

3. The transmission of claim 2, wherein the controller further comprises the following instructions: The second dynamically controllable clutch is transitioned from a closed mode to an open mode, wherein the second dynamically controllable clutch is transitioned from an engaged state to a disengaged state, wherein the second dynamically controllable clutch decouples the second shaft from the second gear ratio in the open mode.

4. The transmission of claim 3, wherein the controller further comprises the following instructions: The first dynamically controllable clutch is transitioned from an open mode to a closed mode, wherein the first dynamically controllable clutch is first transitioned from a disengaged state to a one-way clutch state, and then the first dynamically controllable clutch is transitioned from the one-way clutch state to an engaged state, wherein in the closed mode, the first dynamically controllable clutch couples the first shaft to the first gear ratio. The transmission of claim 4 , wherein the first gear ratio is higher than the second gear ratio.

6. The transmission of claim 4, wherein the transmission is a two-speed transmission, the transmission being placed in a first speed when the first dynamically controllable clutch is switched to a closed mode and the second dynamically controllable clutch is switched to an open mode, and the transmission being placed in a second speed when the first dynamically controllable clutch is switched to an open mode and the second clutch is switched to a closed mode.

7. The transmission of claim 1, wherein the controller receives a request to operate a parking lock function, and in response to executing the instruction, the controller switches the first dynamically controllable clutch and the second dynamically controllable clutch to an engaged state when the vehicle is parked.

8. The transmission of claim 1, wherein the controller further receives a request to operate a hill hold function, and the controller responds by executing an instruction to transition at least one of the first dynamically controllable clutch or the second dynamically controllable clutch to an engaged state, and to transition at least one of the first dynamically controllable clutch or the second dynamically controllable clutch to a one-way clutch state.

9. The transmission of claim 1, wherein the first dynamically controllable clutch and the second dynamically controllable clutch are selectable one-way clutches.

10. The transmission according to claim 1, wherein the first dynamically controllable clutch or the second dynamically controllable clutch is converted between an engaged state, a disengaged state and a one-way clutch state by driving one or more locking elements, wherein the locking elements are struts and are pivoted when driven.

11. A transmission according to claim 10, wherein the first dynamically controllable clutch and the second dynamically controllable clutch each include at least one first locking element and at least one second locking element, wherein the first locking element and the second locking element are retracted during a disengaged state, and when transitioning from the disengaged state to a one-way clutch state, the first locking element is extended while the second locking element remains retracted, and when transitioning from the one-way clutch state to an engaged state, the second locking element is extended. 12 . The transmission of claim 1 , wherein the first dynamically controllable clutch and the second dynamically controllable clutch are electromagnetically operated.

13. The transmission of claim 11, wherein the first dynamically controllable clutch and the second dynamically controllable clutch are switched between different states using a plurality of conductive coils and electric currents, wherein the electric current is in an engaged state in a first condition, the electric current is in a disengaged state in a second condition, and the electric current is in a one-way clutch state in a third condition.

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