Overrunning clutch and variator

Abstract

The utility model discloses a kind of overrunning clutch and speed changer. Overrunning clutch includes inner tube, outer tube, power transmission gear, first ring piece, second ring piece and restriction module;Power transmission gear is sleeved in inner tube and has the outer tooth that can be engaged with the clamping tooth on outer tube, matching key that is matched with the spline on inner tube is equipped on power transmission gear inner wall, and power transmission gear side is equipped with first tooth profile part;First ring piece is sleeved in first tooth profile part, and second tooth profile part is equipped on first ring piece;Second ring piece is sleeved in inner tube and is equipped with the matching tooth that can be engaged with first tooth profile part and second tooth profile part;Restriction module can be by limiting second ring piece clockwise and / or counterclockwise rotation relative to outer tube to make second ring piece and outer tube be connected together. The utility model solves the technical problem that existing overrunning clutch can only one-way overrun and is uncontrollable.

Description

Technical Field

[0001] This utility model relates to the technical field of mechanical transmission, and in particular to an overrunning clutch and a speed change device. Background Technology

[0002] An overrunning clutch is a mechanical transmission component with an overrunning state, which allows two shafts to rotate at different speeds. Existing overrunning clutches only have a unidirectional overrunning state, meaning they only have clockwise or counterclockwise overrunning states, and these states are uncontrollable, resulting in limited applicability. Utility Model Content

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

[0004] To solve the above-mentioned technical problems, the first technical solution adopted by this utility model is as follows:

[0005] An overrunning clutch, the overrunning clutch comprising:

[0006] The inner cylinder has multiple splines on its outer side wall along its circumference;

[0007] An outer cylinder is fitted onto the inner cylinder, and the outer cylinder is provided with snap-fit ​​teeth;

[0008] A power transmission gear is sleeved on the inner cylinder and has external teeth that can mesh with the snap-fit ​​teeth. The inner wall of the power transmission gear is provided with mating keys that match each spline so that it can rotate with the inner cylinder. The power transmission gear can slide along the axial direction of the inner cylinder. During its sliding process, the power transmission gear has a first position where the external teeth mesh with the snap-fit ​​teeth and a second position where the external teeth disengage from the snap-fit ​​teeth. The power transmission gear has a tendency to move towards the first position. When the power transmission gear is in the first position, one of the inner cylinder and the outer cylinder can drive the other to rotate. A first toothed portion is provided on one side of the power transmission gear along its circumference.

[0009] A first ring is sleeved on the first toothed portion and abuts against the power transmission gear, and is rotatable relative to the power transmission gear. The first ring has a second toothed portion that is the same as the first toothed portion.

[0010] The second ring is sleeved on the inner cylinder. The end of the second ring is provided with a mating tooth that can mesh with both the first toothed portion and the second toothed portion. One of the mating teeth has a protrusion on its tooth tip. The protrusion is used to limit the relative rotation angle between the mating tooth and the second toothed portion.

[0011] A limiting module is installed on the outer cylinder and can connect the second ring member to the outer cylinder by limiting the second ring member to rotate clockwise and / or counterclockwise relative to the outer cylinder. When the limiting module limits the rotation in one direction (clockwise or counterclockwise), the rotation speed of the inner cylinder in that direction exceeds the rotation speed of the outer cylinder, which corresponds to a one-way overrun state. When the limiting module limits the rotation in both clockwise and counterclockwise directions and the one-way overrun state, the second ring member is misaligned with the first toothed portion, causing the power transmission gear to move to the second position, thereby causing the inner cylinder and the outer cylinder to rotate respectively. When the power transmission gear moves to the second position, the first ring member rotates with the outer cylinder under the action of the protrusion.

[0012] In some embodiments of the overrunning clutch, the overrunning clutch further includes a spring assembly connected to the inner cylinder and located at an end away from the second ring member, the spring assembly abutting against the power transmission gear to enable the power transmission gear to have a tendency to move toward the first position.

[0013] In some embodiments of the overrunning clutch, the elastic assembly includes an elastic module and a baffle plate, the baffle plate being sleeved and fixed to the inner cylinder, one end of the elastic module abutting against the power transmission gear, and the other end abutting against the baffle plate.

[0014] In some embodiments of the overrunning clutch, the elastic module includes a connecting seat and a plurality of elastic elements. The connecting seat is fixedly connected to the surface of the power transmission gear. Each of the elastic elements is evenly distributed along the circumferential direction. One end of each elastic element is connected to the connecting seat, and the other end is raised and connected to the baffle.

[0015] In some embodiments of the overrunning clutch, the thickness of the first toothed portion along its radial direction is a first thickness, the thickness of the second toothed portion along its radial direction is a second thickness, and the thickness of the mating tooth along its radial direction is a third thickness, wherein the sum of the first thickness and the second thickness is less than or equal to the third thickness.

[0016] In some embodiments of the overrunning clutch, two inclined grooves are formed on the side wall of the second ring member, and both inclined grooves have stop side walls, with the two stop side walls facing opposite directions.

[0017] The outer cylinder has two mounting holes that penetrate the outer cylinder radially. The two mounting holes can correspond one-to-one with the two inclined slots. The inner wall of each mounting hole is provided with an annular boss.

[0018] The limiting module includes two return springs, two locking pieces, two rotation limiting sleeves, two rotation limiting levers, and two drive springs. The two locking pieces have a first end and a second end opposite to each other along the extension direction. The two locking pieces pass through the mounting hole. One end of each return spring is connected to the first end, and the other end is connected to the annular boss. The shape of the second end matches the shape of the inclined groove. One end of each drive spring is connected to the side of each first end away from the second end, and the other end is connected to the rotation limiting sleeve. The two rotation limiting sleeves are sleeved on the outer cylinder and can slide axially to the outer side wall of the outer cylinder. Each rotation limiting lever can drive the rotation limiting sleeve to slide. The sliding of the rotation limiting sleeve can compress the drive spring, thereby causing the second end to extend into the inclined groove.

[0019] In some embodiments of the overrunning clutch, the tooth shape of the mating teeth is trapezoidal, and the tooth shapes of the first tooth portion and the second tooth portion are both rectangular teeth, with the spacing between two adjacent rectangular teeth matching the shape of the mating teeth.

[0020] In some embodiments of the overrunning clutch, the outer cylinder includes an outer ring, an intermediate ring, and an inner ring. The engaging teeth are disposed on the inner wall of the outer ring. There is a gap between the intermediate ring and the inner ring. The ends of the intermediate ring and the inner ring away from the outer ring are connected by a ring platform. The second ring member is received within the gap.

[0021] In some embodiments of the overrunning clutch, the inner ring has the same radial thickness as the spline, and the inner wall of the inner ring is fitted to the outer wall of the inner cylinder.

[0022] To solve the above-mentioned technical problems, the second technical solution adopted by this utility model is as follows:

[0023] A transmission device comprising, as described in any of the preceding embodiments, an overrunning clutch:

[0024] Implementing the embodiments of this utility model will have at least the following beneficial effects:

[0025] The aforementioned overrunning clutch, when applied to a transmission device, enables both itself and the transmission device to achieve a bidirectional overrunning effect. Specifically, the inner and outer cylinders of this overrunning clutch are respectively connected to different inputs or outputs; one is used to input power, and the other can be used to output power. When the transmission gear is in the first position, the inner and outer cylinders can transmit power through the transmission gear. The limiting module can limit the second ring to rotate clockwise and / or counterclockwise relative to the outer cylinder, resulting in three states. Two unidirectional limiting rotations can generate two unidirectional overrunning states. In the two unidirectional overrunning states and simultaneously... After the time limit is rotated clockwise and counterclockwise, if the inner and outer cylinders are not at the same speed, the second ring and the first toothed part will be misaligned due to the different rotation speeds. The squeezing force generated by the misalignment causes the transmission gear to move to the second position. After the transmission gear moves to the second position, it disengages, allowing the inner and outer cylinders to rotate independently. When the transmission gear moves to the second position, the protrusion on the second ring can rotate the first ring. The protrusion is stuck on the first ring, which can maintain the position and prevent the transmission gear from resetting to the first position in this state. This solves the technical problem that the existing overrunning clutch can only overrun in one direction. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the overall structure of the transmission device in one embodiment;

[0028] Figure 2 This is a schematic diagram of the structure of the first transmission mechanism and the second transmission mechanism in one embodiment;

[0029] Figure 3 This is a schematic diagram of the structure of the second transmission mechanism in one embodiment;

[0030] Figure 4 for Figure 3 Cross-sectional view of section AA in the middle;

[0031] Figure 5 This is a partial structural schematic diagram of the transmission device in one embodiment;

[0032] Figure 6 for Figure 5 A schematic diagram of the structure of the drive module;

[0033] Figure 7 for Figure 1Schematic diagram of the structure of the connecting element and the elastic element;

[0034] Figure 8 This is a planar unfolded schematic diagram of the annular groove in one embodiment;

[0035] Figure 9 This is a planar unfolded schematic diagram of the annular groove in one embodiment;

[0036] Figure 10 This is a schematic diagram illustrating the connection principle of the control switch, high / low gear selector switch, and four braking modules in one embodiment.

[0037] Figure 11 This is a schematic diagram of the overall structure of the overrunning clutch in one embodiment;

[0038] Figure 12 for Figure 11 A schematic diagram of the exploded structure of the overrunning clutch;

[0039] Figure 13 for Figure 11 Schematic diagram of the structure of the inner and outer cylinders;

[0040] Figure 14 for Figure 12 Further exploded structural diagram of the middle section;

[0041] Figure 15 for Figure 14 A schematic diagram of the connection relationship when the power transmission gear is in the first position;

[0042] Figure 16 for Figure 14 A schematic diagram of the connection relationship when the power transmission gear is in the second position;

[0043] Figure 17 for Figure 12 Schematic diagram of the structure of the elasticity module;

[0044] Figure 18 for Figure 12 Schematic diagram of the structure of the second ring component;

[0045] Figure 19 This is a schematic diagram of the structure of the limiting module in one embodiment;

[0046] Figure 20 for Figure 19 Radial cross-sectional view of section B.

[0047] in:

[0048] 1. Input axis;

[0049] 2. First transmission mechanism; 21. First shaft; 22. First auxiliary shaft; 23. First connecting assembly; 24. First power disconnection assembly; 25. First transmission gear;

[0050] 3. Second transmission mechanism; 31. Second shaft; 32. Second auxiliary shaft; 33. Second connecting assembly; 34. Second power disconnect assembly; 341. Third sun gear; 342. Fourth sun gear; 343. Second planetary carrier; 344. Second braking module; 345. Third planetary gear; 346. Second connecting shaft; 347. Fourth planetary gear; 348. Fourth braking module; 35. Second transmission gear;

[0051] 4. Output mechanism; 41. Output shaft; 42. Gearbox; 43. Gear shift assembly;

[0052] 5. Gear shifting mechanism; 51. Drive assembly; 511. Drive module; 5111. Control lever; 5112. Mounting housing; 5113. Drive rod; 5114. Ratchet; 512. Gear shift drum; 5121. Annular groove; 51211. First reference groove; 51212. First gear shift groove; 51213. Second reference groove; 51214. Second gear shift groove; 5122. Slot; 52. Control lever; 521. Protrusion; 53. Snap-fit ​​element; 54. Elastic element; 55. Elastic assembly; 551. First elastic element; 552. First retaining ring; 553. Second elastic element; 554. Second retaining ring;

[0053] 6. Individual control switches;

[0054] 7. High / low range selector switch;

[0055] 8. Limited to transfers;

[0056] 91. Inner cylinder; 911. Spline;

[0057] 92. Outer cylinder; 921. Outer ring; 922. Intermediate ring; 923. Inner ring; 924. Mounting hole; 925. Annular boss; 926. Snap-fit ​​teeth;

[0058] 93. Power transmission gear; 931. External tooth; 932. Matching key; 933. First tooth profile;

[0059] 94. First ring component; 941. Second toothed portion;

[0060] 95. Second ring component; 951. Mating tooth; 952. Protrusion; 953. Inclined groove; 9531. Stop sidewall;

[0061] 96. Limiting module; 961. Return spring; 962. Locking device; 963. Rotation limiting sleeve; 964. Rotation limiting lever; 965. Drive spring;

[0062] 97. Elastic assembly; 971. Elastic module; 9711. Connecting seat; 9712. Elastic element; 972. Baffle plate;

[0063] C: Axial overlap region. Detailed Implementation

[0064] To facilitate understanding of this utility model, a more complete description will be given below with reference to the accompanying drawings. The drawings illustrate preferred embodiments of this utility model. However, this utility model can be implemented in many other different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the disclosure of this utility model.

[0065] It should be noted that when a component is said to be "fixed to" another component, it can be directly attached to the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0066] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0067] It should be emphasized and explained that the various connection methods involved in this utility model can be arbitrary unless otherwise specified. For example, fixed connection can be achieved by bolts and nuts for detachable fixing, welding or integral molding, etc. Sliding connection can be achieved by groove-like or guide rail-like structures of various shapes, and rotating connection can be achieved by hinges, shafts, etc. Any existing method that can achieve the corresponding connection relationship is acceptable.

[0068] The transmission is a key component of a vehicle's drivetrain, its main function being to change the engine's speed and torque to shift gears. Traditional transmissions require cutting off power when shifting between gears, resulting in a significant shock.

[0069] Currently, vehicle acceleration is a crucial indicator of its maneuverability, and acceleration performance is directly affected by gear shifting technology. Existing vehicles in my country use fixed-axis gearboxes and multi-speed transmissions with synchronized shifting. During acceleration, shifting gears requires disengaging the main clutch, interrupting power transmission and significantly reducing acceleration performance. In recent years, vehicles have adopted hydraulic-mechanical integrated transmission technologies, but since power cannot be completely severed during shifts, most employ wet clutch shifting schemes. During shifting, the clutch needs to gradually build up hydraulic pressure to avoid excessive shift shock, generally using shift buffering technology, which greatly increases shift time. In conclusion, future vehicles need a new type of gear shifting technology that can maintain uninterrupted power transmission to achieve high maneuverability.

[0070] The following is combined with Figure 1-20 The following is a further explanation of the overrunning clutch and transmission device involved in this utility model.

[0071] In an embodiment of an uninterrupted power transmission device, the transmission device includes an input shaft, a first transmission mechanism, a second transmission mechanism, an output mechanism, a shifting mechanism, and a control switch. The input shaft is used to connect to a power source. The first transmission mechanism includes a first shaft, a first auxiliary shaft, a first connecting assembly, a first power disconnection assembly, and a plurality of first transmission gears. One end of the first shaft meshes with the input shaft, and the other end is connected to the first auxiliary shaft via the first power disconnection assembly. The output end of the first power disconnection assembly, away from the first shaft, is connected to the first auxiliary shaft via the first connecting assembly. Each first transmission gear is mounted on the first auxiliary shaft. The first power disconnection assembly has an on mode that allows power from the first shaft to be transmitted to the first auxiliary shaft, and an off mode that disconnects the first shaft and the first auxiliary shaft. The first connecting assembly has an overrunning state, enabling the rotational speed of the first shaft and the rotational speed of the first auxiliary shaft to be unequal in the on mode. The second transmission mechanism includes a second shaft, a second auxiliary shaft, a second connecting assembly, a second power disconnection assembly, and several second transmission gears. One end of the second shaft meshes with the input shaft, and the other end is connected to the second auxiliary shaft via the second power disconnection assembly. The output end of the second power disconnection assembly, away from the second shaft, is connected to the second auxiliary shaft via a second connector. Each second transmission gear is mounted on the second auxiliary shaft. The second power disconnection assembly has an on-state that allows power from the second shaft to be transmitted to the second auxiliary shaft, and an off-state that disconnects the second shaft from the second auxiliary shaft. The second connector has an overrunning state, allowing the rotational speed of the second shaft and the rotational speed of the second auxiliary shaft to be unequal in the on-state. The output mechanism includes an output shaft, at least two gear shifting teeth, and at least two shifting assemblies. Each gear shifting tooth is movably mounted on the output shaft, and each shifting assembly is slidably mounted on the output shaft. The sliding of the shifting assembly along the axial direction of the output shaft allows the adjacent gear shifting tooth to be fixed to the output shaft. Each gear shifting tooth meshes with a corresponding first transmission gear and a corresponding second transmission gear. The shifting mechanism includes a drive assembly and a number of control levers matching the number of shift gears. Each control lever is connected to a shift gear in a one-to-one correspondence. The drive assembly can move the control levers to make two shift gears slide simultaneously, so that when one shift gear is not disengaged from the corresponding gear, the other shift gear engages with the corresponding gear. During shifting, one of the first and second transmission gears engages with the gear corresponding to the starting gear, and the other engages with the gear corresponding to the target gear. The number of individual control switches is the same as the number of shift gears. The individual control switches are located at both ends of the control lever's movement direction. The control lever, driven by the drive assembly, can trigger the individual control switches. The individual control switches are communicatively connected to the power disconnection components in the transmission mechanism corresponding to the shift gears engaged by the shift gears driven by the control lever. When an individual control switch is triggered, the corresponding power disconnection component switches to the on mode.

[0072] In this embodiment, the transmission device is equipped with two transmission mechanisms. During gear shifting, shifting can be performed on two auxiliary shafts in the two transmission mechanisms. When shifting, the shifting mechanism drives the shifting component to engage the target gear before the starting gear is fully disengaged. This ensures uninterrupted power during gear shifting, thus solving the technical problems of power interruption and large impact in existing gear shifting methods. In addition, the transmission device of this utility model adopts gear transmission with multiple transmission ratios, abandoning the traditional synchronizer or wet clutch shifting method, improving the discrete changes between gears to continuous changes. There is no interruption of power during the entire gear shifting process, which can improve the vehicle's acceleration performance and traction, thereby improving the vehicle's power and economy, as well as the smoothness of gear shifting, and can meet the needs of high-power vehicles.

[0073] Traditional hydraulic-mechanical integrated transmission technology uses wet clutches for gear shifting. Wet clutches are large, heavy, expensive, and have a short lifespan, suffering from drawbacks such as excessive torque and low efficiency. This results in integrated transmission systems costing tens or even hundreds of thousands of yuan, with a transmission efficiency of only around 80%. This invention, however, employs a continuous power transmission shifting method, eliminating the need to cut off engine power during gear shifts. This completely eliminates the wet clutch, significantly increasing the power density of the vehicle's transmission mechanism, reducing costs, and extending its lifespan. Furthermore, current rapidly developing electric drive and hybrid technologies suffer from the problem that the characteristics of the electric motor cannot meet the demands of vehicle operation. By adopting the continuous power transmission shifting technology proposed in this invention, electric drive can be better adapted to vehicle usage requirements.

[0074] When a vehicle is driving on a steep slope or on an unstructured road, and the driving conditions are very complex, the transmission device of this embodiment can be applied to the vehicle to allow for arbitrary gear shifting during acceleration or deceleration, enabling the vehicle to obtain more new performance and operating conditions. For example, when climbing a slope, the transmission device of this embodiment can be used to switch to a lower gear without interrupting power, thereby obtaining greater traction. In contrast, existing cars would be difficult to shift gears when power is cut off.

[0075] It is particularly important to emphasize that during use, the power disconnection component in the transmission mechanism corresponding to the gear position is always in the on mode. When switching between the starting gear and the target gear and both corresponding shift components are engaged with the corresponding transmission gears, both the first and second power disconnection components are in the on mode, meaning they both trigger the sub-control switch. After disengaging from the starting gear, the corresponding power disconnection component switches to the off mode, meaning the corresponding control lever releases the triggering of the sub-control switch.

[0076] More specifically, the shift assembly includes a shift sleeve and a shift fork, and a synchronizer can also be added to the existing clutch components, enabling the corresponding shift gear to engage with the output shaft.

[0077] In an embodiment of an uninterrupted power transmission device, the first power disconnection assembly includes a first sun gear, a second sun gear, a first planetary carrier, a first braking module, at least two first planetary gears, at least two first connecting shafts, and at least two second planetary gears. The first sun gear meshes with a first shaft, the second sun gear meshes with a first auxiliary shaft, the first planetary carrier is located between the first and second sun gears, each first planetary gear is evenly distributed and meshes with the periphery of the first sun gear, and each second planetary gear is evenly distributed and meshes with the second sun gear. Each first connecting shaft passes through the first planetary carrier, with one end of each first connecting shaft fixedly connected to a first planetary gear and the other end fixedly connected to a second planetary gear. The first braking module is communicatively connected to a corresponding sub-control switch. The first braking module has modes of braking the first planetary carrier and releasing the first planetary carrier. When the first braking module brakes the first planetary carrier, the first planetary carrier is stationary relative to the first shaft. The braking of the first planetary carrier by the first braking module is the connection mode, and the release of the first planetary carrier by the first braking module is the disconnection mode.

[0078] In this embodiment, specifically, the first braking module is externally mounted to the first planetary carrier, braking the first planetary carrier externally. (Refer to the attached diagram.) Figure 2 As shown, when the first braking module is in the on mode, the power transmitted from the input shaft passes sequentially through the first sun gear, the first planetary gear, and the second planetary gear before being transmitted to the second sun gear. The second sun gear then drives the first auxiliary shaft to rotate, forming a stable power transmission. This is because after the first planetary carrier is braked, the first connecting shaft used to connect the first and second planetary gears is also braked. Thus, the first planetary gear can only rotate under the action of the first sun gear, and through the first connecting shaft, it drives the second planetary gear to rotate, thereby transmitting power to the second sun gear. In the off-connection mode when the first braking module releases the first planetary carrier, the power input from the input shaft is transmitted to the first sun gear. Since the first planetary carrier is released, its resistance is smaller than that of the first auxiliary shaft. Therefore, the power is transmitted to the side with less resistance, causing the first planetary carrier to idle. Specifically, the rotation of the first sun gear drives the first planetary gear to revolve around the first sun gear. Thus, the rotation of the first planetary carrier drives the second planetary gear to revolve around the second sun gear, without completely driving the second sun gear to rotate.

[0079] It should be noted that both the first sun gear and the first planetary gear can be either spur gears or helical gears.

[0080] In an embodiment of an uninterrupted power transmission device, the second power disconnection assembly includes a third sun gear, a fourth sun gear, a second planetary carrier, a second braking module, at least two third planetary gears, at least two second connecting shafts, and at least two fourth planetary gears. The third sun gear meshes with a second shaft, and the fourth sun gear meshes with a second auxiliary shaft. The second planetary carrier is located between the third and fourth sun gears. Each third planetary gear is evenly distributed and meshes with the periphery of the third sun gear, and each fourth planetary gear is evenly distributed and meshes with the fourth sun gear. Each second connecting shaft passes through the second planetary carrier, with one end of each second connecting shaft fixedly connected to a third planetary gear and the other end fixedly connected to a fourth planetary gear. The second braking module is communicatively connected to a corresponding sub-control switch. The second braking module has modes for braking the second planetary carrier and releasing the second planetary carrier. When the second braking module brakes the second planetary carrier, the second planetary carrier is stationary relative to the second shaft. The braking of the second planetary carrier by the second braking module is the connection mode, and the release of the second planetary carrier by the second braking module is the disconnection mode.

[0081] Based on the previous embodiments, the structure and transmission mode of the second power disconnection component in this embodiment are exactly the same as those of the first power disconnection component, and will not be described again.

[0082] In conjunction with the preceding embodiments, Figure 2 and Figure 3 There is at least one first transmission gear on the first auxiliary shaft and at least one second transmission gear on the second auxiliary shaft, which are the first gear and the second gear, respectively. When there are multiple gears, such as five gears, five transmission gears are required, which are the first gear, the second gear, the third gear, the fourth gear and the fifth gear. When shifting gears, it is necessary to switch between the first auxiliary shaft and the second auxiliary shaft to achieve uninterrupted power shifting. Therefore, the transmission gears corresponding to odd-numbered gears are set on one auxiliary shaft, and the transmission gears corresponding to even-numbered gears are set on another auxiliary shaft. The six gear shifting teeth mesh one-to-one with each of the transmission gears.

[0083] Understandably, in general, the speed of first, second, third, fourth, and fifth gears gradually increases, which is related to the transmission ratio of the corresponding gear and transmission gear. However, unconventionally, the speed of second gear in the sequential gear shift can exceed that of third or even fourth gear. This is to illustrate that the gear shifting device of this utility model is not limited by the speed between gears. The main point is that during the gear shifting process, the transmission gear on one auxiliary shaft is changed to another auxiliary shaft, and during the shifting process, the transmission gears corresponding to two adjacent gears are not on the same auxiliary shaft.

[0084] In one embodiment of an uninterrupted power transmission device, the number of gears is even. The first power disconnection assembly further includes a third braking module, which can replace the first braking module in operation. When the third braking module brakes, it enables the first planetary carrier and the first auxiliary shaft to rotate at the same speed. The second power disconnection assembly further includes a fourth braking module, which can replace the second braking module in operation. When the fourth braking module brakes, it enables the second shaft and the second auxiliary shaft to rotate at the same speed. When both the first and second braking modules are connected to the circuit, it is the first gear group; when both the third and fourth braking modules are connected to the circuit, it is the second gear group. The transmission device also includes a high / low gear selector switch, which is used to switch between the first gear group and the second gear group connected to the circuit.

[0085] In this embodiment, by setting a third braking module and a fourth braking module, the number of gears can be doubled. For example, the two gears can be changed from two gears to four gears. It can be understood that the high-low gear switching switch is set to switch between two sets of gears, that is, it is used when the first braking module and the third braking module alternate, and when the second braking module and the fourth braking module alternate. In addition, it can be understood that the number of gears corresponds to an even number of gears.

[0086] Specifically, taking the third braking module as an example, the first planetary carrier can be a ring structure, and the third braking module is located inside the ring of the first planetary carrier and connected to the first shaft. The third braking module can be a drum brake. During braking, the third braking module can lock the first planetary carrier and the first shaft, causing the first planetary carrier, its planetary gears, and the first shaft to lock. This causes the second planetary gear to mesh and drive the second sun gear to rotate at the same speed and in the same direction as the first shaft, thereby driving the first auxiliary shaft to rotate. The overall rotation is equivalent to the sun gear and planetary gears rotating in a locked state, thus achieving a transmission ratio of one. Alternatively, the end of the first auxiliary shaft facing the first shaft can be hollow, with the first shaft extending into the first auxiliary shaft. The third braking module is then positioned in the gap between the first shaft and the first auxiliary shaft. The third braking module can also be a drum brake, directly locking the first shaft and the first auxiliary shaft to achieve a transmission ratio of one. The fourth braking module and its corresponding second planetary carrier and second auxiliary shaft are configured similarly and will not be described further.

[0087] In addition, the number of gears can be even, such as two, four, or six. When the first and second braking modules brake, the linkage between the sun gear and the planetary gears is used, and the transmission ratio can be set. When the third and fourth braking modules brake, the first shaft / second shaft and the corresponding auxiliary shaft are connected together to form a single shaft, at which point the transmission ratio is one, thus achieving the doubling of gears.

[0088] In an embodiment of an uninterrupted power transmission device, the drive assembly includes a drive module and a shift drum. The outer wall surface of the shift drum is circular, and the axial direction of the shift drum is parallel to the control lever. At least two annular grooves are formed on the outer wall of the shift drum. Each control lever has a protrusion that can extend into the annular groove, with each protrusion on a control lever corresponding to one of the annular grooves. The annular grooves have a first reference groove, a first shift groove, a second reference groove, and a second shift groove that are sequentially connected along their circumference. When the protrusion slides in the first and second reference grooves, the control lever remains in its original position, and the movement directions of the protrusion sliding in the first and second shift grooves are opposite. The shift grooves in one annular groove and the shift grooves in the other annular groove of two adjacent gears have axially overlapping portions.

[0089] Regarding the interval length of the shift grooves, a complete circumference can be divided sequentially according to the number of gears. With an even number of gears, the beginning and end of each shift groove overlap; the head of the first gear and the tail of the last gear coincide, and after removing the overlapping parts, the entire circumference is evenly divided. With an odd number of gears, the head of the first gear and the tail of the last gear do not overlap, and again, after removing the overlapping parts, the entire circumference is evenly divided. Furthermore, the protrusions slide in opposite directions in the first and second shift grooves, meaning the protrusions move left and right along the axial direction of the shift drum.

[0090] In this embodiment, the drive module can be composed of an existing joystick structure with automatic rebound function. The unfolded shape of the annular groove in the shift drum can be referenced... Figure 8 and Figure 9 As shown, the diagrams correspond to five and six gear positions, respectively. The circled numbers on the diagram represent the corresponding gears, such as first gear, second gear, and so on. It should be noted that one annular groove corresponds to at most two shift grooves, namely the first shift groove and the second shift groove, and the two shift grooves protrude in opposite directions relative to the reference groove, corresponding to the left and right movement of the control lever. When there are only two gears, namely first gear and second gear, each annular groove can have only one reference groove and one shift groove. There is an axial overlap area between the corresponding shift grooves, that is, the overlapping area where the starting gear and the target gear are engaged simultaneously.

[0091] In addition, in conjunction with the previous embodiments, it should be specifically noted that a second set of gears, i.e., an auxiliary gear shifter, can only be set when there is an even number of gears. Even-numbered gears can work with the third and fourth braking modules to achieve an actual number of gears that is twice the number of gears. However, for odd-numbered gears, since the transmission gears of the first and last gears are located on the same auxiliary shaft, and gear shifting is performed alternately on the two auxiliary shafts, a second set of gears cannot be set for odd-numbered gears.

[0092] Furthermore, specifically, the connection logic of the high / low gear selector switch, the sub-control switch, and the four braking modules is as follows: Figure 10 As shown, Figure 10 The middle section corresponds to three states. The top section has two contacts, corresponding to the two auxiliary shafts and their respective individual control switches. These are grouped together; for example, with six gears, each corresponds to one of the three individual control switches. Below, from left to right, are the first braking module, the third braking module, the second braking module, and the fourth braking module. Taking six gears as an example, the left side corresponds to gears one through six, the middle section corresponds to gears six through seven (gear seven corresponds to the gear passed after one full rotation, and so on), and the right side corresponds to gears seven through eight and gears eight through twelve.

[0093] The high / low gear selector switch can be operated manually. Taking a six-gear system as an example, to switch from the sixth gear to the seventh gear, first manually trigger the high / low gear selector switch from the left side to the middle side, and then turn the drive module to switch gears.

[0094] Specifically, the drive module is a control component with an automatic springback function, as shown in the reference. Figure 5 and Figure 6 As shown, the drive module includes a joystick, a mounting housing, two drive rods, and two ratchet wheels. The joystick can rotate back and forth under the force of the user, which in turn drives the mounting housing to rotate. The ends of the two drive rods are connected to the joystick or are on the joystick's back and forth movement path. The two ratchet wheels are arranged side by side along the axial direction of the shift drum, and the teeth rotate in opposite directions. The two drive rods correspond one-to-one with the positions of the two ratchet wheels. The back and forth movement of the joystick can respectively act on the corresponding ratchet wheels through the drive rods, thereby driving the shift drum to rotate in one of the directions, and then return to its original position through a spring.

[0095] In one embodiment of an uninterrupted power transmission device, the drive assembly further includes a rotation limiter external to the shift drum and capable of limiting the number of rotations of the shift drum.

[0096] In this embodiment, the rotation limiter can limit the number of rotations of the shift drum, thereby preventing excessive rotation of the shift drum. Correspondingly, the limit can be set to one or two rotations. One rotation corresponds to the case where the third and fourth braking modules are not set. At this time, the shift drum rotates one rotation to pass through all gears. After the third and fourth braking modules are set for the second gear, the number of gears is doubled, so the rotation limiter can limit the rotation to two rotations.

[0097] For specific details regarding the transfer-limited component structure, please refer to the attached document. Figure 5It is a non-complete gear structure. Setting two teeth with one corresponding slot limits the rotation to one revolution, and setting three teeth with two corresponding slots limits the rotation to two revolutions. The rotation limiter can limit the rotation stroke under the action of external structural components. For example, since it is a non-complete gear structure, it can be set with a hole and groove structure that allows the circumferential surface to rotate but the teeth are stuck. In addition, friction can also be used to limit the rotation limiter from rotating on its own under external factors such as gravity. There is a protruding tooth on the corresponding position of the shift drum. During the rotation, this tooth can cooperate with the rotation limiter and engage briefly. The engagement between the shift drum and the rotation limiter can cause the rotation limiter to rotate one tooth position, thereby achieving the purpose of limiting the number of revolutions.

[0098] In one embodiment of an uninterrupted power transmission device, the outer wall of the shift drum is uniformly provided with slots in the circumferential direction, the number of which is the same as the number of shift teeth. The shifting mechanism also includes a locking element and an elastic element. The locking element extends into the slots and can limit the rotation of the shift drum when there is no power drive. The end of the elastic element is connected to the locking element. When the drive assembly drives the shift drum to rotate, it can cause the locking element to disengage from the slots.

[0099] In this embodiment, it can be understood that the elastic element is connected to an external device, such as the inner wall or shell of the corresponding mounting chamber of a motor vehicle. The locking element and the elastic element are used to limit the rotation of the shift drum caused by environmental factors such as vibration after shifting gears, so as to improve accuracy and avoid affecting normal power transmission. The locking force of the locking element is small. The shift drum is generally rotated under the drive of the drive assembly. For example, manual drive can make the locking element disengage from the slot.

[0100] Specifically, the slot is hemispherical in shape, and the corresponding locking element is also spherical or bullet-shaped, making it easy to remove.

[0101] In one embodiment of a continuously variable transmission, a shift assembly is sleeved on a control lever. The shifting mechanism also includes elastic components, the number of which is the same as the number of control levers, and each elastic component is correspondingly disposed on the control lever. Each elastic component includes a first elastic element, a first fixed ring, a second elastic element, and a second fixed ring. The first and second fixed rings are both fixedly connected to the control lever and are located on opposite sides of the connection between the shift assembly and the control lever. Both the first and second elastic elements are sleeved on the control lever. One end of the first elastic element is connected to the shift assembly, and the other end is connected to the first fixed ring. One end of the second elastic element is connected to the shift assembly, and the other end is connected to the second fixed ring.

[0102] In this embodiment, by setting a first elastic element, a first fixed ring, a second elastic element, and a second fixed ring, when the resistance of the shifting assembly is high and it is difficult to disengage the shifting assembly immediately, the elastic force of the first and second elastic elements can cause the control lever to move relative to the shifting assembly. In this way, the sub-control switch can be released first to cut off the power source of the auxiliary shaft, and then the shifting assembly can be prompted to complete the shifting under the elastic force of the first and second elastic elements.

[0103] In addition, it is important to emphasize that two shifting components need to move together when shifting gears. Therefore, the transmission gears corresponding to the starting gear and the target gear cannot be controlled by a single shifting component. Taking first gear, second gear, and third gear as an example, shifting from first gear to second gear and from second gear to third gear, first gear and third gear can be controlled by one shifting component, while second gear is controlled by another shifting component on another auxiliary shaft.

[0104] In an embodiment of an uninterrupted power transmission device, the first connecting component and / or the second connecting component is an overrunning clutch. In this embodiment, the overrunning clutch can be a commercially available, commonly used overrunning clutch.

[0105] The following is combined with Figure 11-20 The overrunning clutch involved in this utility model will be further explained and described.

[0106] The first connecting component and / or the second connecting component is an overrunning clutch. Unlike existing overrunning clutches that can only overrun in one direction, specifically, in one embodiment of an overrunning clutch, the overrunning clutch includes an inner cylinder, an outer cylinder, a power transmission gear, a first ring member, a second ring member, and a restraining module. The outer wall of the inner cylinder has multiple splines along its circumference. The outer cylinder is fitted onto the inner cylinder and has engaging teeth. The power transmission gear is fitted onto the inner cylinder and has external teeth capable of meshing with the engaging teeth. The inner wall of the power transmission gear has mating keys that match each spline, allowing it to rotate with the inner cylinder. The power transmission gear can slide axially along the inner cylinder. During its sliding process, the power transmission gear has a first position where the external teeth engage with the engaging teeth, and a second position where the external teeth disengage from the engaging teeth. The power transmission gear has a tendency to move towards the first position. When the power transmission gear is in the first position, one of the inner and outer cylinders can drive the other to rotate. One side of the power transmission gear has a first toothed portion along its circumference. The first ring is fitted onto the first toothed portion and abuts against the power transmission gear, and is rotatable relative to the power transmission gear. The first ring has a second toothed portion identical to the first toothed portion. The second ring is fitted onto the inner cylinder, and the end of the second ring has a mating tooth that can mesh with both the first and second toothed portions. One of the mating teeth has a protrusion on its tip, which limits the relative rotation angle between the mating tooth and the second toothed portion. The limiting module is installed on the outer cylinder and can connect the second ring to the outer cylinder by limiting the second ring to rotate clockwise and / or counterclockwise relative to the outer cylinder. When the limiting module limits the rotation in one direction, the inner cylinder's rotation speed in that direction exceeds the outer cylinder's rotation speed, which corresponds to a one-way overrun state. When the limiting module limits the rotation in both clockwise and counterclockwise directions and the one-way overrun state, the second ring is misaligned with the first toothed part, causing the power transmission gear to move to the second position, thereby causing the inner and outer cylinders to rotate independently. When the power transmission gear moves to the second position, the first ring rotates with the outer cylinder under the action of the protrusion.

[0107] In this embodiment, the inner and outer cylinders of the overrunning clutch of this invention are respectively connected to different inputs or outputs, one for inputting power and the other for outputting power. When the transmission gear is in the first position, the inner and outer cylinders can transmit power through the transmission gear. The limiting module can limit the second ring to rotate clockwise and / or counterclockwise relative to the outer cylinder, which is divided into three states. Among them, two unidirectional limiting rotations can generate two unidirectional overrunning states. After the two unidirectional overrunning states and the simultaneous limiting of clockwise and counterclockwise rotations, if the speeds of the inner and outer cylinders are inconsistent, the second ring and the first toothed part will be misaligned due to different rotation speeds. The squeezing force generated by the misalignment causes the transmission gear to move to the second position. After the transmission gear moves to the second position, it disengages, causing the inner and outer cylinders to rotate independently. When the transmission gear moves to the second position, the protrusion on the second ring can rotate the first ring. The protrusion is stuck on the first ring, which can maintain the position and prevent the transmission gear from resetting to the first position in this state. This solves the technical problem that the existing overrunning clutch can only overrun in one direction.

[0108] Specifically, the first ring member has a second toothed portion identical to the first toothed portion. The inner diameter of the first ring member matches the outer diameter of the first toothed portion, allowing the first ring member to rotate on the first toothed portion but not move axially. Since the first and second toothed portions are identical, they can mesh with a mating tooth of the second ring member, preventing misalignment. Additionally, the protrusion acts as abutment against the side wall of the second toothed portion when the mating tooth and the second toothed portion are misaligned, allowing the mating tooth to continue driving the first ring member to rotate through the second toothed portion. At this point, the rotation between the first ring member and the transmission gear is no longer synchronized. The transmission gear rotates under the action of the inner cylinder, while the first ring member rotates under the action of the outer cylinder. Due to the action of the protrusion, one tooth of the mating tooth always presses against one tooth of the second toothed portion. Furthermore, the axial restraint of the first ring member overcomes the tendency of the transmission gear to return to the first position. Thus, it enables the second ring member to rotate, restricts the transmission gear from returning to the first position, and prevents vibration caused by repeated meshing after the first and second ring members are misaligned.

[0109] In addition, the interaction between the outer and inner cylinders is achieved through gears, which reduces frictional heat generation compared to the friction of existing overrunning clutches and allows for the transmission of greater torque.

[0110] It should be noted that there are four states in this embodiment: the engagement state when the power transmission gear is in the first position, the clockwise overtaking state, the counterclockwise overtaking state, and the disengagement state when the power transmission gear is in the second position.

[0111] It is understandable that the inner and outer cylinders may have different rotational speeds, resulting in relative displacement, i.e., relative clockwise rotation and relative counterclockwise rotation.

[0112] In addition, the transmission gear has a tendency to move toward the first position. It can be driven by its own gravity without external parts, in which case the entire overrunning clutch is placed vertically, or it can be driven by elastic force. For example, in one embodiment of the overrunning clutch, the overrunning clutch also includes an elastic component connected to the inner cylinder and located at the end away from the second ring. The elastic component abuts against the transmission gear so that the transmission gear has a tendency to move toward the first position.

[0113] In this embodiment, by setting an elastic component, the force transmission gear can be made to move towards the first position under the action of the elastic component. During the process of the force transmission gear moving from the first position to the second position, the elastic component is compressed.

[0114] In one embodiment of an overrunning clutch, the elastic assembly includes an elastic module and a baffle plate, the baffle plate being sleeved and fixed to the inner cylinder, one end of the elastic module abutting against the power transmission gear, and the other end abutting against the baffle plate.

[0115] In this embodiment, by setting a baffle in the elastic component, the elastic module can be better confined between the force transmission gear and the baffle, resulting in a higher degree of integration. It does not rely on external parts to block the elastic module, which is conducive to forming an overall modular design.

[0116] In one embodiment of an overrunning clutch, the elastic module includes a connecting seat and a plurality of elastic elements. The connecting seat is fixedly connected to the surface of the power transmission gear, and each elastic element is evenly distributed along the circumferential direction. One end of each elastic element is connected to the connecting seat, and the other end is raised and connected to the baffle plate.

[0117] In this embodiment, specifically, there can be three or more elastic elements. By setting multiple elastic elements, the elastic force can be made more uniform and stable.

[0118] In one embodiment of an overrunning clutch, the thickness of the first toothed portion along its radial direction is a first thickness, the thickness of the second toothed portion along its radial direction is a second thickness, and the thickness of the mating tooth along its radial direction is a third thickness, wherein the sum of the first thickness and the second thickness is less than or equal to the third thickness.

[0119] In this embodiment, by setting the third thickness to be greater than or equal to the sum of the first thickness and the second thickness, the mating teeth can simultaneously engage the first toothed portion and the second toothed portion.

[0120] In one embodiment of the overrunning clutch, two inclined grooves are formed on the side wall of the second ring member, each inclined groove having a stop sidewall, the two stop sidewalls facing opposite directions. Two mounting holes are formed on the outer cylinder, extending radially through the outer cylinder, the two mounting holes corresponding one-to-one with the two inclined grooves, and the inner wall of each mounting hole is provided with an annular boss. The limiting module includes two return springs, two locking pieces, two rotation limiting sleeves, two rotation limiting levers, and two drive springs. The two locking pieces have a first end and a second end opposite to each other along the extension direction. The two locking pieces pass through the mounting holes. One end of each return spring is connected to each of the first ends, and the other end is connected to each of the annular bosses. The shape of the second end matches the shape of the inclined groove. One end of each drive spring is connected to the side of each first end away from the second end, and the other end is connected to each of the rotation limiting sleeves. The two rotation limiting sleeves are sleeved on the outer cylinder and can slide axially to the outer side wall of the outer cylinder. Each rotation limiting lever can drive each rotation limiting sleeve to slide. The sliding of the rotation limiting sleeve can compress the drive spring, thereby causing the second end to extend into the inclined groove.

[0121] In this embodiment, external force can be applied to one or two rotation limiting levers to cause the corresponding rotation limiting sleeve to move axially. The axially moving rotation limiting sleeve will compress the drive spring, allowing the corresponding locking piece to extend into the inclined groove. The cooperation between the locking piece and the inclined groove can restrict unidirectional rotation, specifically through the stop sidewall of the inclined groove. The stop sidewall of the inclined groove can be arranged radially along the second ring. When the locking piece abuts against the stop sidewall, it will be locked, thus entering a unidirectional overrunning state. When it is locked in this direction, when rotating relative to the other direction, the locking piece will disengage from the inclined groove and abut against the sidewall of the second ring. At this time, under the action of the drive spring and the return spring, the locking piece can retract. When the rotation limiting sleeve is moved back to its original position, the locking piece will be reset under the action of the return spring.

[0122] Specifically, multiple grooves and slider structures evenly distributed along the axial direction of the outer cylinder can be provided on the side wall of the outer cylinder to facilitate limiting the sliding direction of the rotation limiting sleeve.

[0123] In one embodiment of an overrunning clutch, the teeth of the mating teeth are trapezoidal, and the teeth of the first and second tooth sections are both rectangular. The spacing between two adjacent rectangular teeth matches the shape of the mating teeth.

[0124] In this embodiment, by setting the first toothed portion and the second toothed portion as rectangular teeth, the spacing between two adjacent teeth in the rectangular teeth is large, which can accommodate the trapezoidal mating teeth. The trapezoidal mating teeth can easily have protrusions set at the tooth ends. The protrusions can be small rectangular blocks or rod-shaped structural components. The setting of the rectangular teeth can also facilitate the sidewalls to extend axially, thereby facilitating matching with the protrusions.

[0125] In one embodiment of an overrunning clutch, the outer cylinder includes an outer ring, an intermediate ring, and an inner ring. Engaging teeth are provided on the inner wall of the outer ring. There is a gap between the intermediate ring and the inner ring. The ends of the intermediate ring and the inner ring away from the outer ring are connected by a ring platform. A second ring member is received within the gap.

[0126] In this embodiment, by setting the outer cylinder to a multi-layered structure and forming a gap between the middle ring and the inner ring, the second ring can be accommodated in the gap, so that one end of the second ring can abut against the ring platform and the other end can engage with the first toothed portion and the second toothed portion.

[0127] Preferably, ball bearings can be embedded in the ring platform to facilitate the rotation of the second ring.

[0128] In one embodiment of the overrunning clutch, the inner ring has the same radial thickness as the spline, and the inner sidewall of the inner ring is fitted to the outer sidewall of the inner cylinder.

[0129] In conjunction with the previous embodiments, the power transmission gear is sleeved on the spline, so that the first toothed portion abuts against the radial height of the spline. To this end, by setting the radial thickness of the inner ring to be the same as the thickness of the spline, the second ring can correspond to the first toothed portion, thus avoiding collision between the second ring and the spline.

[0130] By applying the overrunning clutch in the above embodiments, the transmission device can have a bidirectional overrunning state, allowing for better coordination.

[0131] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0132] The above embodiments only illustrate several implementation methods of this utility model, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. An overrunning clutch, characterized in that, The overrunning clutch includes: The inner cylinder has multiple splines on its outer side wall along its circumference; An outer cylinder is fitted onto the inner cylinder, and the outer cylinder is provided with snap-fit ​​teeth; A power transmission gear is sleeved on the inner cylinder and has external teeth that can mesh with the snap-fit ​​teeth. The inner wall of the power transmission gear is provided with mating keys that match each spline so that it can rotate with the inner cylinder. The power transmission gear can slide along the axial direction of the inner cylinder. During its sliding process, the power transmission gear has a first position where the external teeth mesh with the snap-fit ​​teeth and a second position where the external teeth disengage from the snap-fit ​​teeth. The power transmission gear has a tendency to move towards the first position. When the power transmission gear is in the first position, one of the inner cylinder and the outer cylinder can drive the other to rotate. A first toothed portion is provided on one side of the power transmission gear along its circumference. A first ring is sleeved on the first toothed portion and abuts against the power transmission gear, and is rotatable relative to the power transmission gear. The first ring has a second toothed portion that is the same as the first toothed portion. The second ring is sleeved on the inner cylinder. The end of the second ring is provided with a mating tooth that can mesh with both the first toothed portion and the second toothed portion. One of the mating teeth has a protrusion on its tooth tip. The protrusion is used to limit the relative rotation angle between the mating tooth and the second toothed portion. A limiting module is installed on the outer cylinder and can connect the second ring member to the outer cylinder by limiting the second ring member to rotate clockwise and / or counterclockwise relative to the outer cylinder. When the limiting module limits the rotation in one direction (clockwise or counterclockwise), the rotation speed of the inner cylinder in that direction exceeds the rotation speed of the outer cylinder, which corresponds to a one-way overrun state. When the limiting module limits the rotation in both clockwise and counterclockwise directions and the one-way overrun state, the second ring member is misaligned with the first toothed portion, causing the power transmission gear to move to the second position, thereby causing the inner cylinder and the outer cylinder to rotate respectively. When the power transmission gear moves to the second position, the first ring member rotates with the outer cylinder under the action of the protrusion.

2. The overrunning clutch as described in claim 1, characterized in that, The overrunning clutch further includes a spring assembly connected to the inner cylinder and located at the end away from the second ring member. The spring assembly abuts against the power transmission gear to enable the power transmission gear to have a tendency to move toward the first position.

3. The overrunning clutch as described in claim 2, characterized in that, The elastic component includes an elastic module and a baffle plate. The baffle plate is sleeved and fixed to the inner cylinder. One end of the elastic module abuts against the force transmission gear, and the other end abuts against the baffle plate.

4. The overrunning clutch as described in claim 3, characterized in that, The elastic module includes a connecting seat and multiple elastic elements. The connecting seat is fixedly connected to the surface of the force transmission gear. Each elastic element is evenly distributed along the circumferential direction. One end of each elastic element is connected to the connecting seat, and the other end is raised and connected to the baffle.

5. The overrunning clutch as described in claim 3, characterized in that, The thickness of the first toothed portion along its radial direction is a first thickness, the thickness of the second toothed portion along its radial direction is a second thickness, and the thickness of the mating tooth along its radial direction is a third thickness. The sum of the first thickness and the second thickness is less than or equal to the third thickness.

6. The overrunning clutch as described in claim 5, characterized in that, The second ring has two inclined grooves on its side wall, and both inclined grooves have stop side walls, with the two stop side walls facing away from each other. The outer cylinder has two mounting holes that penetrate the outer cylinder radially. The two mounting holes can correspond one-to-one with the two inclined slots. The inner wall of each mounting hole is provided with an annular boss. The limiting module includes two return springs, two locking pieces, two rotation limiting sleeves, two rotation limiting levers, and two drive springs. The two locking pieces have a first end and a second end opposite to each other along the extension direction. The two locking pieces pass through the mounting hole. One end of each return spring is connected to the first end, and the other end is connected to the annular boss. The shape of the second end matches the shape of the inclined groove. One end of each drive spring is connected to the side of each first end away from the second end, and the other end is connected to the rotation limiting sleeve. The two rotation limiting sleeves are sleeved on the outer cylinder and can slide axially to the outer side wall of the outer cylinder. Each rotation limiting lever can drive the rotation limiting sleeve to slide. The sliding of the rotation limiting sleeve can compress the drive spring, thereby causing the second end to extend into the inclined groove.

7. The overrunning clutch as described in claim 1, characterized in that, The teeth of the mating teeth are trapezoidal in shape, and the teeth of the first tooth and the second tooth are both rectangular. The spacing between two adjacent rectangular teeth matches the shape of the mating teeth.

8. The overrunning clutch as described in claim 1, characterized in that, The outer cylinder includes an outer ring, a middle ring, and an inner ring. The snap-fit ​​teeth are provided on the inner wall of the outer ring. There is a gap between the middle ring and the inner ring. The ends of the middle ring and the inner ring away from the outer ring are connected by a ring platform. The second ring is received in the gap.

9. The overrunning clutch as described in claim 8, characterized in that, The thickness of the inner ring along its radial direction is the same as the thickness of the spline, and the inner sidewall of the inner ring is attached to the outer sidewall of the inner cylinder.

10. A speed-changing device, characterized in that, Including the overrunning clutch as described in any one of claims 1-9.

Images