SWITCHING SYSTEM AND METHOD FOR POWER TRANSMISSION ASSEMBLY

Abstract

A system and a method for a power transmission system are disclosed, comprising a first shaft, a second shaft, and a gear assembly between the first and second shafts. The gear assembly comprises a first gear and a second gear. A first coupling mechanism selectively couples the first shaft to the second shaft via the first gear. A second coupling mechanism selectively couples the first shaft to the second shaft via the second gear, the second coupling mechanism comprising a ratcheting locking element movable between an extended and a retracted position.

Description

CROSS-REFERENCE TO RELATED REGISTRATIONS The present application claims priority from provisional US application No. 63 / 737,889, filed on December 23, 2024. The disclosure content of the aforementioned application is incorporated herein by reference. BACKGROUND OF THE INVENTION 1. Field of the invention The invention relates generally to a vehicle drivetrain and in particular to a drivetrain with a shifting system comprising a freewheel clutch. 2. Description of the state of the art In the field of automotive engineering, vehicle powertrains typically include shifting systems that use multiple friction clutch elements. Automatic transmissions (AT) use wet friction clutches, dual-clutch transmissions (DCT) use wet and dry friction clutches, and manual transmissions (SG) as well as automated manual transmissions (ASG) use synchronizers, friction cone clutches, and a shift sleeve. Other switching mechanisms use various of the aforementioned elements or in combination with a mechanical claw coupling, shift sleeve or sliding sleeve. Friction clutches cause additional frictional resistance, reduce efficiency, and shorten the range of electric vehicles. They also generate heat, wear, and contamination, which can lead to further failure mechanisms. Friction clutches require hydraulic systems, fluids, pumps, and hydraulic distribution. This increases weight, complexity, the likelihood of leaks, and generates heat. Avoiding friction clutches also addresses the industry's need to support sustainability and circular economy goals and regulations. Friction clutches wear out, must be replaced, and cannot be reused, repurposed, or easily recycled. Furthermore, the inefficiencies associated with friction clutches represent a significant source of heat generation. Drive systems of battery electric vehicles exhibit thermal management problems in connection with heat generation. Conventional drive trains often use electric motors and controllable or switchable clutch assemblies, such as one-way clutches. These clutch assemblies can be electromagnetically actuated and magnetically controlled. Various types of switchable freewheel clutches are known, including those with a switching disc, an electromagnet, and a linear actuator. The examples mentioned above represent one-way clutches that can be used in the clutch system disclosed herein. SUMMARY OF THE INVENTION A power transmission system is disclosed, comprising a first shaft, a second shaft, and a gear assembly between the first and second shafts. The gear assembly comprises a first gear and a second gear. A first coupling mechanism selectively couples the first and second shafts via the first gear. A second coupling mechanism selectively couples the first and second shafts via the second gear, the second coupling mechanism comprising a ratcheting locking element movable between an extended and a retracted position. Further applications of the present invention will become apparent from the detailed description given below.It is understood that the detailed description and the specific examples, while representing the preferred embodiment of the invention, serve only for illustration and are not intended to limit the scope of protection of the invention. BRIEF DESCRIPTION OF THE DRAWINGS The present invention will become more fully understood with reference to the detailed description and the accompanying drawings, as listed below. Fig. 1 shows a schematic representation and overview of a multi-speed transmission comprising a shifting system according to an example of the power transmission system of the present invention. Fig. 2 shows a schematic cross-sectional view illustrating an example of a shifting system and mechanism for use with the power transmission system from Fig. 1, with an actuator in a specific position. Figs. 2A and 2B show cross-sectional views illustrating locking element positions for the position of the actuator from Fig. 2. Fig. 3 shows a schematic cross-sectional view illustrating an example of the shifting system for use with the power transmission system from Fig. 1, with an actuator in another position. Figs. 3A and 2BFigure 3B shows cross-sectional views illustrating the locking element positions for the actuator position shown in Figure 3. Figure 4 shows a schematic cross-sectional view illustrating the switching system for use with the power transmission system shown in Figure 1, with the actuator in an even further position. Figures 4A and 4B show cross-sectional views illustrating the locking element positions for the actuator position shown in Figure 4. Figure 5 shows a flowchart for an example of an operating procedure for a switching system for a power transmission assembly according to Figures 2-4. Figure 6 shows a speed-time diagram according to the procedure shown in Figure 5. Figure 7 shows a flowchart for an example of another operating procedure for a switching system for a power transmission assembly from Figures 2-4. Figure 8 shows a speed-time diagram according to the procedure shown in Figure 7.Figure 9 shows a flowchart for another example of an operating procedure for a switching system for a power transmission assembly from Figures 2-4. Figure 10 shows a speed-time diagram according to the procedure from Figure 9. Figure 11 shows a flowchart for another example of an operating procedure for a switching system for a power transmission assembly from Figures 2-4. Figure 12 shows a speed-time diagram according to the procedure from Figure 11. Figure 13 shows a schematic representation and overview of a multi-speed transmission comprising a planetary gear system and a switching system according to another example of the power transmission system of the present invention. Figure 14 shows a schematic cross-sectional view representing an example of a switching system and mechanism for use with the power transmission system from Figure 13, with an actuator in a specific position. Figures 14A and 14B are shown in Figure 14A.Figure 14B shows cross-sectional views illustrating the locking element positions for the actuator position shown in Figure 14. Figure 15 shows a schematic cross-sectional view illustrating an example of a switching system and mechanism for use with the power transmission system shown in Figure 13, with an actuator in another position. Figures 15A and 15B show cross-sectional views illustrating the locking element positions for the actuator position shown in Figure 15. Figure 16 shows a flowchart for an example of an operating procedure for a switching system for a power transmission assembly shown in Figures 13-15. Figure 17 shows a speed-time diagram according to the procedure shown in Figure 16. Figure 18 shows a flowchart for an example of an operating procedure for a switching system for a power transmission assembly shown in Figures 13-15. Figure 19 shows a speed-time diagram according to the procedure shown in Figure 18.Figure 20 shows a flowchart for an example of an operating procedure for a switching system for a power transmission assembly from Figures 13-15. Figure 21 shows a speed-time diagram according to the procedure from Figure 20. Figure 22 shows a flowchart for an example of an operating procedure for a switching system for a power transmission assembly from Figures 13-15. Figure 23 shows a speed-time diagram according to the procedure from Figure 22. DETAILED DESCRIPTION OF PREFERRED EXECUTION FORMS The following description of the preferred embodiment(s) serves only for illustration and is in no way intended to limit the invention, its application or its use. Fig. 1 schematically shows an example of a power transmission system or power transmission assembly 10, including a switching system 12. The power transmission system or power transmission assembly 10 functions as a torque transmission mechanism between the respective components. The power transmission system or power transmission assembly 10 comprises a first shaft or driving shaft 14 and a second shaft or driven shaft 16. The first shaft or driving shaft 14, also referred to as the drive shaft, receives power from a power source, for example, an electric motor. The second shaft or driven shaft 16, also referred to as the output shaft, provides output from the power transmission system or power transmission assembly 10 to a driven element, for example, a drive component associated with one or more vehicle wheels. Both the first and second shafts 14, 16 rotate at variable speeds.When used in recuperation mode in a hybrid or electric vehicle, torque supplied by the second shaft or driven shaft 16 from a vehicle wheel acts via the power transmission system or power transmission assembly 10, so that torque is provided for the first shaft or driving shaft 14 and ultimately the motor. According to an example, the power transmission system or assembly 10 comprises a first gear assembly for 1st gear / first gear ratio 18, and a second gear assembly for 2nd gear / second gear ratio 20. The first gear assembly / first gear ratio 18 comprises gears 28, 29 between the first shaft 14 and the second shaft 16. The second gear assembly / second gear ratio 20 comprises gears 36, 37 between the first shaft 14 and the second shaft 16. The shifting system 12 couples the first shaft 14 to the second shaft 16 selectively via either the first gear assembly / first gear ratio 18 or via the second gear assembly / second gear ratio 20.Selecting different gear ratios changes the rotational speed and torque. Two power or torque transmission paths 15a, 15b are provided: one via the first gear assembly / first gear ratio 18, and a second via the second gear assembly / second gear ratio 20. According to one embodiment, the shifting system comprises 12 one-way clutches. A one-way coupling establishes a mechanical connection. A one-way coupling can be passive. A passive one-way or freewheel coupling establishes a driven connection or engaged state and transmits torque between components when their relative rotation is in one direction. It freewheels when the relative rotation is in the opposite direction and freewheels when their relative rotation is in the same direction and the driven element rotates faster than the driven element. The passive one-way or freewheel coupling freewheels when the driving element rotates slower than the driven element. The direction of the drive and freewheel in the opposite direction depends on the direction of rotation of the driving element. An example of a passive one-way coupling or passive strut assembly includes a passive or uncontrolled locking element, for example, a strut located in the pocket of a pocket plate. An elastic element or spring permanently pushes the strut out of the pocket formed in the pocket plate—the strut is permanently extended. The one-way coupling is passive because the strut is not controlled. The strut is permanently biased out of the pocket and extends beyond a side face or surface of the first coupling element, i.e., the pocket plate. The elastic element or spring permanently pushes the strut out of the pocket into an extended position, in which the strut extends beyond the pocket formed in the first coupling element or the pocket plate.In the outward-facing position, the locking element engages with the second coupling element, for example, a notch in a notched plate. The one-way clutch prevents rotation of the second coupling element or the notched plate in one direction and allows freewheeling, i.e., free rotation of the second coupling element, i.e., the notched plate, in the opposite direction. The one-way clutch passively controls the torque in one direction and operates in the opposite direction during freewheeling. A one-way clutch can be a switchable, i.e., controllable, one-way clutch; the state of the one-way clutch, activated or deactivated, i.e., extended or retracted, can be selected or controlled. A switchable, i.e., controllable, one-way clutch can also be called an active one-way clutch. A switchable or controllable one-way clutch in a retracted state allows freewheeling in both directions, and in the extended state, it can function like a passive one-way clutch. A switchable or controllable one-way clutch is therefore active: the state of the locking element, extended or retracted, can be controlled. A switchable or controllable one-way clutch can also be passive because, when extended, the locking element can be overridden in freewheeling mode. A switchable, or controllable, one-way coupling typically includes a control mechanism or actuator that activates or deactivates the coupling to enable or disable a drive connection, i.e., a coupled state between components. A switchable or controllable one-way coupling may include locking elements in combination with an actuator and / or switching mechanism. The switching mechanism controls the extension of the locking element. In the extended state, the locking element selectively couples the associated components mechanically.For example, a switchable or controllable one-way clutch is active because the locking element housed in the pocket plate can be moved between a non-extended position, in which the locking element is located in the pocket of the pocket plate, and an extended position, in which the locking element extends out of the pocket of the pocket plate and beyond its side or surface. In the extended position, the locking element engages with the second coupling element, i.e., the notched plate, whereby the one-way clutch passively locks in one direction of rotation and rotates freely in the opposite direction, i.e., operates in freewheel mode. The locking elements, the actuator, and / or the switching element add several functions to the one-way clutch, including the implementation of different operating modes.In the deactivated state, the active one-way clutch does not establish a drive connection, i.e., no coupled state, between the components and transmits no torque. In the activated state, the active one-way clutch establishes a drive connection or a coupled state, thus transmitting torque between components when their relative rotation occurs in one direction, and operates in the same way as the passive one-way or freewheel clutch in freewheel mode. An active one-way clutch cannot engage when in the activated position and can operate passively. Even when the active one-way clutch is in the activated state, it does not need to actively engage, depending on the relative motion of the components, and will not establish a drive connection, i.e., a coupled state.However, because it is in an activated position, it will engage and transmit torque depending on the relative movement of the components. A dynamically controlled clutch is a controllable or switchable active one-way clutch that acts between two rotating components, for example, a clutch in which both races can rotate. A dynamically controlled clutch with freewheel is a controllable or switchable active one-way clutch that acts between two rotating components, for example, a clutch in which both races can rotate, and which can operate in freewheel mode when in the extended position. The power transmission system or power transmission assembly 10 provides a shifting technology that meets the performance requirements of a vehicle, such as smooth gear changes and improved efficiency and range in hybrid or electric vehicles. According to one embodiment, the power transmission system or power transmission assembly 10 provides a shifting system with mechanical locking elements, comprising a passive one-way clutch and an active one-way clutch. The use of the one-way clutches as a transition aid during upshifting and downshifting enables less complex control strategies. Less complex controls mean lower development costs and fewer potential failure modes. The power transmission system or assembly 10 is particularly suitable for use with an electric vehicle or an electric motor. The system or assembly 10 utilizes the precise controllability and efficiency of a variable-speed motor, including the ability to change or vary the motor speed within a short time. For example, an electric motor, such as those typically used in electric vehicles, can change its speed from 1500 rpm to 2000 rpm within milliseconds. Although the power transmission system or assembly 10, including the switching system 12, advantageously utilizes the operating parameters of an electric motor, it is not limited to use with an electric motor. Figures 2-4B schematically show an example of the shifting system 12, which utilizes a coupling mechanism, generally designated 22, arranged between the first gear assembly / first gear ratio 18 (1st gear node) and the second gear assembly / second gear ratio 20 (2nd gear node). The coupling mechanism 22 comprises a passive one-way clutch or clutch assembly 21 and a first controllable one-way clutch or clutch assembly 23, both of which serve to connect the first shaft 14 to the second shaft 16 via the first gear ratio 18. The coupling mechanism 22 further comprises a second and a third controllable one-way clutch or clutch assembly 31, 33, which serve to connect the first shaft 14 to the second shaft 16 via the second gear ratio 20.Gear ratios represent the relationship between the gears in terms of their size. When gears of different sizes mesh, they can rotate at different speeds and deliver different torque and speed values. For example, engaging first gear results in a low speed but high torque. The first gear assembly / first gear ratio 18 comprises two rotating races, namely a first coupling element in the form of a pocket plate 24 and a second coupling element in the form of a grooved plate 26. The pocket plate 24 is fixedly connected to the first shaft 14 of the power transmission system or power transmission assembly 10, and the grooved plate 26 is part of, or fixedly connected to, a gear 28 of the first gear assembly / first gear ratio 18. The gear 28 is rotatably mounted on the first shaft 14 via a bearing 17 to allow relative rotation with respect to the shaft 14. The pocket plate 24 comprises a first and a second set of locking elements 30A, 30B for the engagement direction clockwise (“UZ”) and counterclockwise (“GUZ”), respectively. During engagement, at least one set of the locking elements 30A, 30B engages the pocket and notch contact surfaces of the pocket plate 24 and the notch plate 26, respectively, thus connecting the pocket plate 24 and the notch plate 26 to each other. The pocket plate 24 and the notch plate 26 connect the first shaft 14 to the gear 28 of the first gear assembly / first gear ratio 18. The locking elements 30A, 30B transmit torque between the first shaft 14 and the gear 28, which are connected to each other via the connected pocket plate 24 and notch plate 26. Analogous to the first gear assembly / first gear ratio 18, the second gear assembly / second gear ratio 20 also comprises two rotating bearing rings, namely a first coupling element in the form of a pocket plate 32 and a second coupling element in the form of a grooved plate 34. The pocket plate 32 is fixedly connected to the first shaft 14 of the power transmission system or power transmission assembly 10. The grooved plate 34 is part of the gear 36 of the second gear assembly / second gear ratio 20 or is fixedly connected to it. The gear 36 is rotatably mounted on the first shaft 14 via a bearing 19 to allow relative rotation with respect to the shaft 14. The pocket plate 32 comprises a first and a second set of locking elements 38A, 38B for the engagement direction clockwise (“UZ”) and counterclockwise (“GUZ”), respectively. During engagement, at least one set of the locking elements 38A, 38B engages the pocket and notch contact surfaces of the pocket plate 32 and the notch plate 34, thus connecting the pocket plate 32 and the notch plate 34 to each other. The pocket plate 32 and the notch plate 34 connect the first shaft 14 to the gear 36 of the second gear assembly / the second gear ratio 20. The locking elements 38A, 38B transmit torque between the first shaft 14 and the gear 36, which are connected to each other via the connected pocket plate 32 and notch plate 34. According to one embodiment, the locking elements 30B, 38A are locking elements that "ratchet" or operate in a "ratcheting state" and can be referred to as ratcheting locking elements. For the purposes of this disclosure, "ratcheting" or "ratcheting" means that the relative rotational movement or relative speed between the locking element and the associated notched plate is large enough that the locking element cannot penetrate deeply enough into a notch to engage and stop the relative rotational movement between the pocket plate and the notched plate. The relative rotational movement between the locking element—which is at least partially received in the pocket plate—and the notched plate—which has notches into which the locking element can engage—occurs in a direction that would normally allow the locking element to protrude into the notch, engage therein, and stop the relative rotational movement in that direction.Instead of engaging in a notch, the locking element springs out of the notch, thus allowing the relative motion to continue. The term "ratcheting" can also be used to describe a clutch or locking element in a ratcheting state. For example, the clutch ratchets, the locking element ratchets, or it is a ratcheting locking element. The "ratcheting" of a locking element is enabled by different configurations, shapes, or designs of the locking element or the pocket. For example, a structure or configuration of the locking element, the notch of the notch plate, and / or a combination thereof in the clutch assembly prevents an extended locking element from engaging in the notch plate until a predetermined speed range is reached.Above a predetermined speed range, the locking element ratchets, meaning it does not protrude into the notch, does not engage in the notch, and does not stop the relative rotation in the direction of engagement. Below or within the predetermined speed range, the locking element engages in a notch of the notched plate to stop or prevent the relative rotation between the pocket plate and the notched plate in the direction of engagement. Fig. 2 shows an example of a structure or configuration of the locking element and / or a notch in the notch plate of the coupling assembly or coupling mechanism that prevents an extended locking element from engaging until a predetermined speed range is reached. The locking element 38A has an engagement end 38C and a top surface 38D that defines a ramp surface 38E. In one example, the ramp surface 38E of the locking element 38A has a convex shape, and in another example, it has an ellipsoidal shape. The ramp surface 38E serves to press the locking element 38A into an engagement position without butt-butting the notch plate 34 when the relative speed in the same direction of rotation, i.e., the direction of engagement, is above a predetermined speed range, at which point the locking element 38A ratchets.The engagement end 38C of the locking element 38A does not come into contact with a notch 34A of the notch plate 34 above the specified speed range and does not stop or prevent the relative rotation between the pocket plate and the notch plate in the same direction of rotation, i.e. the direction of engagement. Fig. 2 shows an example of a notch 34A with a ramp surface 34D located immediately adjacent to the load-bearing shoulder 34C. In one example, the ramp surface 34D has a convex shape, and in another example, it has an ellipsoidal shape. The ramp surface 34D of each notch serves to press a respective locking element 38A into the position shown in Fig. 2B. More precisely, the ramp surfaces 34D and 38E form cam surfaces that prevent a respective locking element 38A from protruding into, tilting, or falling into the notch 34A, causing the locking element 38A to ratchet. The engagement end 38C of the locking element 38A does not come into contact with the load-bearing shoulder 34C of the notch 34A of the notch plate 34 and does not stop or prevent the relative rotation between the pocket plate and the notch plate in the same direction of rotation, i.e. the direction of engagement, above the specified speed range. Examples of locking elements that "ratchet" are set forth in US patents Nos. 8,844,693 and 11,793,801. Their entire disclosure is hereby expressly incorporated by reference. According to one example, the coupling mechanism 22 includes an actuator in the form of a linear motor or linear actuator, generally designated 40. The actuator 40 can be a three-position actuator, in which case the stator 42 has three induction coils 46. The actuator 40 comprises a stator 42 and a translator 44. For example, the stator 42 is fixedly attached to a housing (not shown). The stator 42 includes induction coils 46 which are mounted between steel plates 48. The translator 44 comprises an annular ring of segmented permanent magnets 50 and steel plates 52. The translator 44 is connected to the first shaft 14 and rotates with it, also moving linearly between lateral and axial positions. The linear actuator 40 actively controls an operating mode of the switching system 12 by generating an electromagnetic force via the stator 42, which interacts with the translator 44 and causes it to slide axially back and forth on the first shaft 14. The actuator 40 comprises a first radially extending actuating or spring plate 54, which is associated with the first gear assembly / first gear ratio 18, and a second radially extending actuating or spring plate 56, which is associated with the second gear assembly / second gear ratio 20. The first spring plate 54 acts on an actuating element, which is represented as spring 58B, and the second spring plate 56 acts on actuating elements, which are represented as springs 60A, 60B. In the disclosed example, the first spring plate 54 is associated with the first controllable one-way clutch or clutch assembly 23, and the second spring plate 56 is associated with the second and third controllable one-way clutches or clutch assemblies 31, 33, with the spring plates 54, 56 being moved accordingly by the axial movement of the translator 44.Spring plate 54 exerts a force on spring 58B, which in turn acts on locking element 30B. Spring plate 56 exerts a force on springs 60A and 60B, which in turn act on their respective locking elements 38A and 38B. For example, springs 58B, 60A, and 60B are coil springs mounted in their respective passages 62B, 64A, and 64B to provide an actuating force that moves the locking elements 30B, 38A, and 38B between their engaged (extended) and disengaged (retracted) positions. Actuating forces can be provided not only by springs but also by other actuators or actuating elements. They can also be provided by pressurized fluid. In addition to a linear actuator, the spring plates 54, 56 and the corresponding springs 58B, 60A, 60B can also be moved by a cam actuator or a linear component with a switching fork.In the present example, the actuator with three positions 40 does not act on the locking element 30A. The locking element 30A is passive; it is not actively controlled. A preload element or a spring 55A in a blind hole 57A acts continuously on the locking element 30A and pushes it out of the pocket 24A of the pocket plate 24 into a retracted, i.e., extended, position. Each pocket 24B, 32A, 32B has an internal recess or blind hole 57B, 59A, 59B for receiving the preload elements or springs 55B, 61A, 61B. The preload elements or springs 55B, 61A, 61B are arranged under the respective locking elements 30B, 38A, 38B and act continuously on the respective locking elements 30B, 38A, 38B to push them outwards into an extended position. When the translator 44 is moved to bring the locking elements 30B, 38A, 38B into a retracted position, the actuating elements or springs 58B, 60A, 60B exert a force on the locking elements 30B, 38A, 38B which exceeds the force of the preloading elements or springs 55B, 61A, 61B and moves the locking elements 30B, 38A, 38B inwards into their retracted position. The actuating elements or springs 58B, 60A, 60B generate a force that causes the locking elements 30B, 38A, 38B to tilt downwards into a retracted position. The shifting system 12 comprises the passive one-way clutch or clutch assembly 21, which is associated with the first transmission assembly / first gear ratio 18; a first controllable one-way clutch or clutch assembly 23, which is also associated with the first transmission assembly / first gear ratio 18; and a second and a third controllable one-way clutch or clutch assembly 31, 33, which are associated with the second transmission assembly / second gear ratio 20. The passive clutch or clutch assembly 21 comprises the locking element 30A. The locking element 30A transmits torque from the first shaft 14 to the gear 28 in a clockwise direction. The first controllable one-way clutch or clutch assembly 23 comprises the locking element 30B. The locking element 30B transmits torque from the first shaft 14 to the gear 28 in a counterclockwise direction.The second controllable one-way clutch or clutch assembly 31 comprises the locking elements 38A, and the third controllable one-way clutch or clutch assembly 33 comprises the locking elements 38B. The locking element 38A transmits torque from the first shaft 14 to the gear 36 in a clockwise direction. The locking element 38B transmits torque from the first shaft 14 to the gear 36 in a counterclockwise direction. For the purposes of this disclosure, clockwise rotation of the first shaft 14 is associated with a forward torque or forward movement of the vehicle, and counterclockwise rotation of the first shaft 14 is associated with a reverse torque, both during reverse movement of the vehicle and as recuperation torque in forward motion. The locking elements 30A, 30B of the passive coupling or coupling assembly 21 and of the first controllable one-way coupling or coupling assembly 23 are separate locking elements of a one-way coupling.The passive one-way coupling or coupling assembly 21 comprises a passive or uncontrolled locking element, for example, the locking element 30A, in a pocket 24A of the pocket plate 24. The locking element 30A and the pocket plate 24 associated with the passive one-way coupling are mounted on the first shaft 14, with the locking element 30A rotating in the pocket 24A of the pocket plate 24 together with the first shaft 14. Since the locking element 30A is passive, it is continuously biased out of the pocket 32A into the engaged, i.e., extended, position and remains there regardless of the position of the translator 44. The locking element 30A associated with the passive one-way coupling or coupling assembly 21 is passive because it is not controlled.Depending on the direction and rotational speed of the components, the locking element 30A of the passive one-way coupling or coupling assembly 21 either engages or operates in freewheel mode. It engages in one direction and operates in freewheel mode in the other. It also operates in freewheel mode when the relative rotation is in the same direction and the driven element, for example, the notched plate 26, rotates faster than the driving element, the pocket plate 24. In a freewheel state, the components can rotate freely relative to each other in at least one direction. The first controllable one-way coupling or coupling assembly 23 comprises a controlled locking element, for example, the locking element 30B. The actuator 40 moves the locking element 30B into the pocket 24B of the pocket plate 24 of the first controllable one-way coupling or coupling assembly 23, into a decoupled, i.e., not extended, position. In an engaged, i.e., extended, position, the locking element 30B is located in the pocket 24B and extends out of the pocket 24B. The locking element 30B engages in a notch 26B in the notch plate 26 of the first controllable one-way coupling or coupling assembly 23. The locking element 30A, coupled to the pocket plate 24 and the notched plate 26, acts as a passive one-way clutch. The passive one-way clutch or clutch assembly 21 is used for torque in first gear. When the first shaft 14 rotates clockwise, the locking element 30A engages, coupling the gear 28 to the first shaft 14 in a clockwise direction and rotating the gear 28 clockwise, which causes the second shaft 16 to move. The first controllable one-way clutch or clutch assembly 23 includes the locking element 30B. The locking element 30A of the passive one-way clutch or clutch assembly 21 transmits torque via the first transmission assembly / first gear ratio 18 in the forward direction. The locking element 30B of the first controlled one-way clutch or clutch assembly 23 transmits reverse torque and recuperation torque via the first gear assembly / first gear ratio 18. The second and third controllable one-way couplings or coupling assemblies 31, 33 each have controlled locking elements 38A, 38B. For example, the second controllable one-way coupling or coupling assembly 31 includes locking element 38A, and the third controllable one-way coupling or coupling assembly 33 includes the other locking element 38B. Both controllable one-way couplings or coupling assemblies 31, 33 operate similarly. For example, the actuator 40 moves one or both of the locking elements 38A, 38B in the pockets 32A, 32B of the pocket plate 32 of the second and third controllable one-way coupling or coupling assembly 31, 33 between an engaged, i.e. extended position, in which the locking element 38A, 38B extends out of its respective pocket 32A, 32B, and a disengaged, i.e., not extended position, in which the locking element 38A, 38B is in the respective pocket 32A, 32B.In the engaged, i.e., extended position, the locking element 38A, 38B engages in a corresponding notch 34A, 34B in the notch plate 34 of the second controllable one-way coupling or coupling assembly 31. The actuator 40 controls the movement of the locking elements 38A, 38B of the second and the third controllable one-way coupling or coupling assembly 31, 33 between an extended, i.e., engaged or locked position and a non-extended, i.e., disengaged or unlocked position. The second and third controllable one-way clutches or clutch assemblies 31 and 33 are assigned to the torque for second gear. When the first shaft 14 rotates clockwise, the locking element 38A engages, coupling the gear 36 to the first shaft 14 in a clockwise direction and rotating the gear 36 clockwise, which causes the second shaft 16 to move. When the first shaft 14 rotates counterclockwise, the locking element 38B engages, coupling the gear 36 to the first shaft 14 in a counterclockwise direction and rotating the gear 36 counterclockwise, which causes the second shaft 16 to move. The second and third controllable one-way clutches or clutch assemblies 31 and 33 transmit forward, reverse, and recuperation torque. Forward torque is generated when the first shaft 14 is rotated clockwise, with the corresponding gear 36 also rotating clockwise.Reverse torque is generated when the first shaft 14 is rotated in the opposite direction, i.e. counterclockwise, whereby the corresponding gear 36 also rotates counterclockwise. Actuator 40 is a three-position actuator that moves between three positions, represented by the letters A, B, and C, and acts on the first, second, and third controllable one-way couplings or coupling assemblies 23, 31, 33. Depending on the selected position, the locking elements 30B, 38A, 38B of the controllable one-way couplings of the first, second, and third controllable one-way couplings or coupling assemblies 23, 31, 33 are engaged / extended or disengaged / disengaged. The locking element 30A of the passive one-way coupling or coupling assembly 21 is always in an engaged / extended position. As shown in Figs. 2, 2A, and 2B, when the actuator 40 is in the third position, position C, which corresponds to the outermost right set of induction coils 46 of the actuator 40, the locking element 30A of the passive one-way clutch or clutch assembly 21 is engaged / extended and transmits torque in the first direction, or clockwise, to the gear 28. The locking element 30B of the first controllable one-way clutch or clutch assembly 23 is also engaged / extended and transmits torque in the counterclockwise direction to the gear 28. The locking elements 38A, 38B of the controllable one-way clutches of the second controllable one-way clutches or clutch assemblies 31, 33 are not engaged / extended and transmit no torque in any direction to the gear 36; the gear 36 runs freely on the first shaft 14.In the third position, i.e., position C, torque is transmitted for forward drive, recuperative braking and for reverse driving in 1st gear. As shown in Figs. 3, 3A, and 3B, when the actuator 40 is in the second position, position B, which corresponds to the second or middle set of induction coils 46 of the actuator 40, the passive one-way clutch or clutch assembly 21 remains extended, with the locking element 30A remaining engaged / extended. Depending on the speed of the motor and the first shaft 14, it can engage in the notch 26A of the notch plate 26 and transmit torque in a clockwise, i.e., forward, direction. The locking element 30B of the first controllable one-way clutch or clutch assembly 23 moves into a disengaged, i.e., not extended, position and remains in the pocket 24B of the pocket plate 24, transmitting no torque in the counterclockwise direction. The locking element 30A of the passive one-way clutch or clutch assembly 21 remains in a freewheeling state.Depending on the relative rotational speed of the components, the passive one-way clutch or clutch assembly 21 transmits torque in one direction in the second position and runs freely in the opposite direction, for example, when the gear 28 rotates clockwise faster than the rotational speed of the first shaft 14. In the second position, the locking elements 38A, 38B of the second controllable one-way clutch or clutch assembly 31, 33 remain disengaged / unextended, with the gear 36 running freely relative to the first shaft 14. As shown in Fig. 4, Fig. 4A and Fig. 4B, when the actuator 40 is in the first position, position A, which is assigned to the outermost left set of induction coils 46 of the linear drive 40, i.e. in the first position, position A, the locking elements 38A, 38B of the controllable one-way couplings of the second and the third controllable one-way coupling or coupling assembly 31, 33 are engaged / extended and extend out of their respective pockets 32A, 32B in the pocket plate 32 and engage in corresponding notches 34A, 34B in the notch plate 34, thereby coupling the gear 36 to the first shaft 14. In the first position, the second and third controllable one-way clutches or clutch assembly 31, 33 transmit torque in both forward and reverse directions, for forward drive, for recuperative braking and, if required or desired, for reverse drive in 2nd gear.In the first position, the locking element 30A of the passive one-way clutch or clutch assembly 21 remains preloaded out of the pocket 24A of the pocket plate 24; however, it is in a permanent freewheeling state. The gear 29 on the second shaft 16 rotates the gear 28 at a higher speed than the speed of the first shaft 14. As long as the locking element 38A of the second controllable one-way clutch or clutch assembly 31 is engaged, the gear 28 will always override the locking element 30A of the passive one-way clutch or clutch assembly 21 in freewheeling mode. The locking element 30B of the first controllable one-way clutch or clutch assembly 23 is in the disengaged, i.e., not extended, position and transmits no torque. The first transmission assembly / gear ratio 18 uses the passive one-way clutch or clutch assembly 21 to transmit forward torque in 1st gear, and the first controllable one-way clutch or clutch assembly 23 to transmit recuperative and reverse torque in 1st gear. The second transmission assembly uses the second and third controllable one-way clutches or clutch assemblies 31 and 33 to transmit forward torque, recuperative torque, or reverse torque in 2nd gear. When shifting into 2nd gear, the first controllable one-way clutch or clutch assembly 23 is deactivated; however, the passive one-way clutch or clutch assembly 21 remains engaged and continues to receive forward torque. The shift into 2nd gear is controlled and managed by engaging the second and third controllable one-way clutches or clutch assemblies 31 and 33. The actuator 40 shown in Figures 2-4B is an example of a three-position actuator. The actuator 40 has three positions A, B, and C. In the following example, the actuator 40 uses only two of these positions, position A and position C. Position B can also be used to vary the operating modes. Position B can be a neutral position or another mode. According to one embodiment, the actuator can be a multi-position actuator, having, for example, three, four, or five positions. Multi-position actuators allow for multiple clutch engagement modes. Fig. 5 shows a flowchart of an embodiment of the system and method according to the invention, illustrating an upshift from 1st gear to 2nd gear, wherein the power transmission system or power transmission assembly 10 shifts from forward drive torque in 1st gear to forward drive torque in 2nd gear. Fig. 6 is a speed-time diagram illustrating the relative speeds of the shaft and gears. The drawing schematically shows the speed of the first shaft 14 as solid line 150, the speed of gear 28 as dashed line 152, and the speed of gear 36 as dotted line 154. Fig. 5 shows that the process begins in step 200 with a signal or command to initiate an upshift from 1st gear forward to 2nd gear forward. Initially, the actuator 40 is in its third position, position C. The passive one-way clutch or clutch assembly 21 with the forward torque-transmitting locking element 30A and the controllable one-way clutch or clutch assembly 23 with the reverse torque-transmitting locking element 30B are extended. They each extend from their respective pockets 24A, 24B of the pocket plate 24. The locking elements 30A, 30B transmit forward and reverse torque, respectively, as well as recuperation torque. The locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 are not extended. The locking elements 38A, 38B remain in their respective pockets 32A, 32B.The locking elements 38A, 38B do not transmit any torque from the first shaft 14 via the gear 36 to the second gear assembly / the second gear ratio 20. Because the locking element 30A is extended, it passively couples the shaft 14 to the gear 28 in the forward direction. As shown in Fig. 6, the shaft 14 and the gear 28 rotate together at the same speed; the solid and dashed lines 150, 152 coincide because the drive torque acts in the forward direction via the locking element 30A. In step 210, the actuator moves to its first position, position A, in preparation for the shifting operation. It returns the locking elements 30B, which are assigned to the reverse torque for the first transmission assembly / first gear ratio 18, from their extended position to a retracted position and extends the locking elements 38A, 38B of the second transmission assembly / second gear ratio 20. When the shifting assembly prepares for the upshift operation under load from the first transmission assembly / first gear ratio 18 to the second transmission assembly / second gear ratio 20, the locking element 30B of the first controllable one-way clutch or clutch assembly 23, which is assigned to the reverse torque, is disengaged / moved to the retracted state, i.e., placed in the pocket 24B of the pocket plate 24.In this position, the passive one-way coupling or coupling assembly 21 remains active and transmits torque in the forward direction, while the first controllable one-way coupling or coupling assembly 23 is deactivated, so that no torque is transmitted in the reverse or recuperation direction. In step 220, the procedure optionally determines whether the locking elements 30B are in the retracted state. If not, the procedure returns to step 210. If the locking elements 30B are in the decoupled, i.e., retracted, state, the procedure continues with step 230. Whether the locking elements 30B are engaged, i.e., extended, can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 230, the system reduces the rotational speed of the first shaft 14. Although the locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 are extended here in step 210, the extension can also occur in an unspecified sequence. For example, the locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 can also be extended at the beginning of or during the braking of the first shaft 14, instead of before the braking of the first shaft 14. The extension of the locking elements 38A, 38B, which are assigned to the second gear assembly / the second gear ratio 20, can occur before, during, or after the initial braking of the rotational speed of the first shaft 14. The extension can also occur before or simultaneously with the return of the locking elements 38B to the retracted position. The reverse locking element 38B can be extended without engaging the associated notched plate because the locking element 38B operates in freewheel mode. The forward locking element 38A can be extended without engaging the associated notched plate because the locking element 38A ratchets. The relative rotational movement between the locking element 38A and the notched plate 34 is large enough that the locking element cannot penetrate deeply enough into a notch 34A to engage and stop the relative rotational movement between the pocket plate 32 and the notched plate 34. Instead of engaging in a notch 34A, the locking element 38A disengages from the notch 34A, allowing the relative movement to continue. Fig. 6 shows that from point 156, the rotational speed 150 of the first shaft 14 decreases and differs from the rotational speed 152 of the gear 28 of the first transmission assembly / first gear ratio 18. While the rotational speed 150 of the first shaft 14 continues to decrease, the second shaft 16 is rotated by a drive mechanism of the vehicle connected to the second shaft 16, for example, by the vehicle wheels. As the vehicle connected to the second shaft 16 continues to move forward, the second shaft 16 acts via the first assembly / first gear ratio 18, including the gear 29, so that the rotation of the gear 28 continues. The rotational speed of the gear 28 gradually decreases due to vehicle resistance, friction, and other factors acting on the vehicle. In one embodiment of the present system, the shaft 14 is coupled to and driven by an electric motor.In an electric motor, the motor speed can be reduced very quickly. For example, the motor speed, and consequently the speed of the first shaft 14, can be reduced from 2000 to 1500 rpm in less than one second. When the first shaft 14 rotates slower than the gear 28, the gear 28 overtakes the first shaft 14, thereby placing the locking element 30A of the passive one-way clutch or clutch assembly 21 into a freewheeling state. When the speed 150 of the first shaft 14 decreases, the locking element 30A of the passive one-way clutch or clutch assembly 21 is automatically disengaged. It no longer transmits forward torque because the gear 28 rotates faster than the first shaft 14. If the first shaft 14 rotates in the same direction as the gear 36, but faster—for example, if the pocket plate 32 and the notched plate 34 rotate forward—the extended locking element 38A, i.e., the forward torque-transmitting element, will ratchet, meaning it will be in a ratchet state. Instead of engaging, the extended locking element 38A will jump out of or over the notch 34A in the notched plate 34, which is connected to or forms part of the gear 36, and will not transmit any torque from the first shaft 14 to the gear 36. If the first shaft 14 rotates in the same direction—for example, if the pocket plate 32 and the notched plate 34 rotate forward—the extended locking element 38B, i.e., the reverse torque-transmitting element, will be in a freewheeling state and will not transmit any torque from the first shaft 14 to the gear 36. Fig. 6 shows that the ratcheting state of the locking element 38A continues while the rotational speed 150 of the first shaft 14 decreases until the rotational speed of the first shaft 14 reaches point 158, at which point the extended locking element 38A leaves the ratcheting state and engages in the notch 34A in the notched plate 34, which is connected to or forms part of the gear 36. This causes the extended locking element 38A to disengage from the ratcheting state and engage in a corresponding notch 34A in the notched plate 34. The engagement occurs at a predetermined speed difference between the rotational speed 150 of the first shaft 14 and the rotational speed 154 of the gear 36 of the second gear assembly / second gear ratio 20. A predetermined speed difference exists when relative components, for example, the locking element and the notched plate, move within a predetermined speed range relative to each other.According to one embodiment, a predefined speed range consists of a speed difference in the same direction of rotation between components of 200 rpm or less. According to another example, the speed difference can be between 50 rpm and 100 rpm. According to yet another example, the speed difference is 50 rpm or less. Although shown as point 158, this is for illustrative purposes only, as point 158 ​​typically covers a range. When the locking element 38A engages at point 158 ​​in the notched plate 34, i.e., a part of the gear 36, the motor speed 150 drops very quickly to the speed of the second gear 36 at point 159. Since the speed 154 of the second gear 36 is initially controlled by the inertia of the system, the motor speed typically decreases to the speed of the second gear 36. In some cases, a slight speed pulse or a small increase in the speed of the second gear 36 may occur after the locking element 38A engages. Although the locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 are extended and engage in the respective notches 34A, 34B in the notched plate connected to or forming part of the gear 36 at point 158, thus coupling the first shaft 14 to the gear 36, no torque or at most minimal torque is transmitted from the first shaft 14 to the gear 36 during the initial extension during an upshift under load from 1st gear to 2nd gear. Fig. 6 shows that the rotational speed 150 of the first shaft 14 decreases from point 158 ​​to point 159, with the rotational speed 150 of the first shaft synchronizing with the rotational speed of the gear 36 or the second transmission assembly / the second gear ratio 20. Synchronization means that components rotating relative to each other rotate within a predetermined speed range.According to one embodiment, a specified speed range means a difference of ±100 rpm. Although defined as points 156 and 159, these do not necessarily represent discrete points, but can encompass a range. The ratchet limit speed, i.e., the speed at which the locking element 38A no longer ratchets but engages at point 158, is reached when the difference in the relative rotational movement between the speed 150 of the first shaft 14 and the speed 154 of the second gear 36 lies within the specified speed range. This ensures a smooth transition or shifting process and / or prevents or reduces jerking or a shifting process perceived as harsh. For example, the shifting process is smoother and the jerking is less pronounced the smaller the difference in the relative rotational movement or the speed at which the ratcheting locking element 38A engages in the notch 34A. After the locking element 38A engages, the speed 150 of the first shaft 14 continues to decrease from point 158 ​​to point 159, from the point of engagement 158 ​​to the point of synchronization 159.Since the locking element 38A is already engaged at the synchronization point 159, the first shaft 14 can be subjected to drive torque, which is then transferred to the second gear 36 with minimal transition phase or minimal transition profile, for example by fine or precise motor control, in order to gradually reduce the speed 150 of the first shaft 14 in order to match it with the speed of the gear 36. In step 240, the procedure optionally determines whether the locking elements 38A, 38B assigned to the second transmission assembly / second transmission ratio 20 are extended. If not extended, the procedure returns to step 210. If the locking elements 38A, 38B are extended, the procedure continues with step 245. Whether the locking elements 38A, 38B are engaged, i.e., extended, can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 245, the procedure determines whether the rotational speed 150 of the first shaft is synchronized with the rotational speed of the gear 36 of the second gear assembly / second gear ratio 20. If not synchronized, the procedure returns to step 230. If synchronized, the procedure continues with step 250. In step 250, the system accelerates the first shaft 14 and provides torque via the second gear assembly / second gear ratio 20. In Fig. 6, the respective rotational speeds 150, 154 of the first shaft 14 and the gear 36 are the same because the drive torque acts in the forward direction via the locking element 38A, and the solid and dotted lines 150, 154 coincide. In step 260, once coupled, the controllable clutches of the second controllable one-way clutch or clutch assembly 31 transmit torque from the motor via the first shaft 14, the second transmission assembly / second gear ratio 20, and the second shaft 16 to the vehicle's drive mechanism, for example, the vehicle wheel. The system operates in the second transmission assembly / gear ratio for 2nd gear, 20, and functions in forward, reverse, and recuperation modes. Figures 5 and 6 illustrate an upshift from 1st to 2nd gear for forward drive torque. The passive one-way clutch or clutch assembly 21 and the first controllable one-way clutch or clutch assembly 23 are both in an engaged, i.e., extended, position. In preparation for the shift, still in 1st gear, the passive one-way clutch or clutch assembly 21 remains in an engaged position, and the first controllable one-way clutch or clutch assembly 23 is moved into a disengaged, i.e., not extended, position; thus, the first controllable one-way clutch or clutch assembly 23 is deactivated.After the clutch assembly 23 is moved into the retracted position, or while the clutch assembly 23 is being moved into a retracted position, the clutch assemblies 31 and 33 are moved into an extended position, with clutch assembly 31 ratcheting and clutch assembly 33 freewheeling. The engagement of the locking element 38A is based on the vehicle speed and the engine speed. Since the vehicle speed can be monitored and the engine speed changes rapidly, it is possible to control the engine speed to control the engagement and torque transmission of the clutch assemblies 31 and 33. On the 2nd-Gear nodes, the second and third controllable one-way couplings or coupling assemblies 31, 33 are in a coupled, i.e. extended, position, with the passive one-way coupling or coupling assembly 21 being in an extended position, and with the first controllable one-way coupling or coupling assembly 23 being in a disengaged, i.e., not extended, position, the first controllable one-way coupling or coupling assembly 23 is therefore deactivated. Fig. 7 shows a flowchart of an embodiment of the system and method according to the invention, illustrating a downshift from 2nd gear to 1st gear, wherein the power transmission system or power transmission assembly 10 shifts from forward drive torque in 2nd gear to forward drive torque in 1st gear. Fig. 8 shows a speed-time diagram in which the speed of the first shaft 14 is represented as a solid line 150, the speed of the gear 28 as a dashed line 152, and the speed of the gear 36 as a dotted line 154. Fig. 7 shows that the process begins in step 300 with a signal or command to initiate a downshift from 2nd gear forward to 1st gear forward. Initially, the actuator 40 is in the first position, position A. The locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 are extended. They each extend from their respective recesses 32A, 32B of the recess plate 32. Since the locking element 38A is extended, it couples the first shaft 14 with the gear 36 in the forward direction, and they rotate together at the same speed. The solid and dotted lines 150, 154 therefore coincide because the drive torque acts in the forward direction via the locking element 38A. The locking element 30B of the first controllable one-way clutch or clutch assembly 23, which is assigned to the reverse torque in 1st gear, is not engaged, i.e., not extended. In step 310, in preparation for the downshift, the actuator 40 moves to the third position, position C, and returns the locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 to a non-extended position. However, since locking element 38A continues to transmit forward torque, it can remain in an extended position and engaged. In step 310, the system also extends the locking elements 30B for first gear in reverse of the first controllable one-way clutch or clutch assembly 23, which includes a ratcheting locking element 30B. The locking element 30B is extended at the same time as the locking elements 38A, 38B associated with the second and third clutch assemblies 31, 33 are returned to the non-extended position.Due to the sufficiently high relative speed between shaft 14 and the speed 152 of the first gear 28, which is above the specified speed range, causing the locking element 30B to ratchet, it will initially not engage in the notches 26B of the notched plate 26 coupled to the first gear 28. The locking element 30B for reverse 1 can operate in both ratchet and freewheel modes. In step 315, the procedure optionally determines whether the locking elements 38B are in the retracted state. If not, the procedure returns to step 310. If the locking elements 38B are in the retracted state, the procedure continues with step 320. Whether the locking elements 38B are in the decoupled, i.e., retracted, state can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 320, the system reduces the rotational speed 150 of the first shaft 14 to eliminate torque and return the forward locking element 38A to a retracted position. Fig. 8 shows that from point 160 onwards, the rotational speed 150 of the first shaft 14 deviates from and falls below the rotational speed 154 of the gear 36. By reducing the rotational speed 150 of the first shaft 14 below the rotational speed 154 of the gear 36, the forward torque acting on the locking element 38A is eliminated, thus enabling decoupling. The force of the actuating element or spring 60A then acts on the locking element 38A and moves it to the retracted position. In step 325, it is determined whether the locking elements 38A are in the retracted state. If not, the procedure returns to step 320. If the locking elements 38A are in the retracted state, the procedure continues with step 330. Whether the locking elements 38A are decoupled, i.e., not extended, can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 330, the rotational speed 150 of the first shaft 14 is accelerated. As shown in Fig. 8, the rotational speed 150 of the first shaft 14 accelerates from a low point 162 of the rotational speed 150, exceeds the rotational speed 154 of the gear 36 and continues to rise towards the rotational speed 152 of the gear 28. In step 330, the acceleration continues and the rotational speed of the first shaft 14 is increased by 150 until it reaches the specified rotational speed range in which the locking element 30B engages. Referring to Fig. 8, as the rotational speed 150 of the first shaft 14 continues to increase, the rotational speeds 150, 152 of the first shaft 14 and the associated locking elements 30B of the gear 28 of the first transmission assembly / first gear ratio 18 reach a relative rotational speed within the predetermined speed range, for example at point 163, whereby the locking element 30B of the first controllable one-way clutch or clutch assembly 23 engages in the notch 26B of the notched plate 26 connected to the gear 28. The difference in the relative rotational movement between the rotational speed 150 of the first shaft 14 and the rotational speed 152 of the first gear 28 is predetermined in such a way as to enable a smooth transition and to avoid or reduce the occurrence of a jerk or a shifting process perceived as harsh. After the locking element 30B engages, the rotational speed 150 of the first shaft 14 increases further from point 163 to point 164, from the point of engagement 163 to the point of synchronization 164. Since the locking element 30B engages at the point of engagement 163, the rotational speed of the first shaft 14 increases very rapidly. This means that torque is applied by the rotational speed 152 of the first gear 28, so that the rotational speed 150 of the first shaft 14 very quickly synchronizes with the rotational speed 152 of the first gear 28. A slight pulse or a decrease in the rotational speed 152 of the first gear 28 may occur while the respective rotational speeds 150 and 152 are synchronizing.Since the respective speeds 150 and 152 are now synchronized, the locking element 30A of the passive one-way coupling or coupling arrangement 21 engages, couples and begins to transmit torque, while the speed 150 of the first shaft 14 increases, with the speeds 150, 152 of the first shaft 14 and the gear 28 being equal, the solid and the dashed line therefore coincide, since the drive torque acts in the forward direction via the locking element 30A. By using the ratcheting locking element 30B, the need to gradually decrease the acceleration of the speed 150 of the first shaft 14 as it reaches the speed 152 of the first gear 28 is reduced to achieve a smooth shifting process. This allows the motor speed and, consequently, the speed 150 of the first shaft 14 to be increased without the need for a transition phase or transition profile, such as fine motor control, to gradually decrease the acceleration of the speed 150 of the first shaft 14 to match the respective speeds 150 and 152 and reduce jerking or harsh shifting. Synchronization is achieved based on the engagement of the locking element 30B for the first gear.reverse gear, after which the locking element 30A of the passive one-way clutch or clutch arrangement 21 engages, couples and begins to transmit torque, with the rotational speeds 150, 152 of the first shaft 14 and the gear 28 being equal, i.e. the solid and the dashed lines coincide, since the drive torque acts in the forward direction via the locking element 30A. In step 335, the procedure optionally determines whether the locking elements 30B are engaged, i.e., extended. If not extended, the procedure returns to step 310. If the locking elements 30B are engaged, i.e., extended, the procedure continues with step 340. Whether the locking elements 30B are engaged, i.e., extended, can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 340, the system accelerates the rotational speed of the first shaft 14, increases it further, and passively engages the locking elements 30A to provide forward torque and drive via the first gear assembly / first gear ratio 18 in forward mode. Fig. 8 shows that the first shaft 14 rotates forward at the same speed as the gear 28 of the first gear assembly / first gear ratio 18, and that lines 150 and 152 coincide. In step 345, the procedure optionally determines whether the locking elements 30A are engaged, i.e., extended. If not extended, the procedure returns to step 340. Whether the locking elements 30A are engaged, i.e., extended, can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 350, the system operates in 1st gear; the first transmission assembly / first gear ratio 18 operates in forward, reverse, and recuperation modes. In recuperation mode, the system provides recuperation torque through regenerative braking. Figures 7 and 8 illustrate a downshift from 2nd gear to 1st gear under forward drive torque. First, the system moves the locking element 30B into an extended position and moves the locking elements 38A and 38B into a retracted position. However, the locking element 38A, associated with the forward torque, remains in an engaged, i.e., extended, position due to the forward torque and extends out of the pocket 32A. The locking element 38B, associated with the reverse and recuperation torque, is disengaged, i.e., moved into the retracted position within the pocket 32B of the pocket plate 32, and remains there. The locking element 30B, although in the extended state, ratchets and does not engage with the notched plate 26 connected to the gear 28.The shifting process continues as the motor accelerates to the speed of the first gear assembly / first gear ratio 18 and the corresponding gear 28. The first shaft 14 and the motor overrun the locking element 30A in freewheel mode, as the speed 150 of the first shaft 14 exceeds that of the gear 28, and the locking element 30B continues to ratchet. The motor increases the speed 150 of the first shaft 14 until it reaches the predetermined speed range for the locking element 30B, at which point the locking element 30B stops ratcheting, engages in a notch 26B in the notch plate 26, and the speed of the first gear assembly / first gear ratio 18 and the corresponding gear 28 is synchronized with the speed of the first shaft 14.Once synchronization is achieved, the forward locking element 30A ceases to run in freewheel mode and engages with the gear 28, providing forward torque to the gear 28 and, accordingly, to the first gear assembly / first gear ratio 18. The locking element 30B of the first controllable one-way clutch or clutch assembly 23 is also engaged, i.e., extended, protruding from the pocket 24A of the pocket plate 24 and transmitting recuperation torque from the second shaft 16 to the first shaft 14 and, accordingly, to the motor. Referring to the drawings, Fig. 9 shows a flowchart of an embodiment of the system and method according to the invention, illustrating a downshift from 2nd gear to 1st gear, in which the power transmission system or power transmission assembly 10 downshifts from recuperation torque, i.e., recuperative braking in 2nd gear, to recuperation torque, recuperative braking, in 1st gear. Fig. 10 is a speed-time diagram, showing the speed of the first shaft 14 as a solid line 150, the speed of the gear 28 as a dashed line 152, and the speed of the gear 36 as a dotted line 154. Fig. 9 shows that the process begins in step 400 with a signal or command to initiate a downshift from recuperation torque / recuperative braking in 2nd gear to recuperation torque / recuperative braking in 1st gear. Initially, the actuator 40 is in the first position, position A. The locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 are extended and can transmit either forward or recuperation torque. As shown in Fig. 10, the rotational speed 150 of the shaft 14 and the rotational speed 154 of the gear 36 are the same because the locking elements 38A, 38B are extended, and the solid line and the dotted line coincide because the recuperation torque acts in the forward direction via the locking element 38B. In step 410, the actuator moves to the third position, position C, in preparation for the switching operation. The locking elements 38A and 38B are returned from their initially extended position to a retracted position, and the locking elements 30B of the first controllable one-way clutch or clutch assembly 23 are extended. Initially, the locking elements 30B ratchet but do not engage because the speed difference between the gear 28 and the first shaft 14 is above the specified speed range. However, since the locking element 38B continues to transmit torque, it can remain in an extended position and engaged. In step 415, the procedure optionally determines whether the locking elements 38A are in the retracted state. If not, the procedure returns to step 410. If the locking elements 38A are in the retracted state, the procedure continues with step 420. Whether the locking elements 38A are in the decoupled, i.e., retracted, state can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 420, the system accelerates the rotational speed of the first shaft 14 to 150 rpm to counteract torque and move the reverse locking elements 38B into a non-extended position. The extension of the locking elements 30B, which are associated with the first gear assembly / first gear ratio 18, can occur before, during, or after the initial acceleration of the rotational speed of the first shaft 14. Fig. 10 shows that the rotational speed 150 of the first shaft 14 is accelerated at point 166. This causes the rotational speed 150 of the first shaft 14 and the rotational speed 154 of the gear 36 to diverge, with the rotational speed of the first shaft 14 increasing beyond the rotational speed of the gear 36 from point 166 onwards. By increasing the rotational speed 150 of the first shaft 14 beyond the rotational speed 154 of the gear 36, any reverse torque acting on the locking element 38B is canceled, thus enabling decoupling. For example, once the torque is canceled, the force of the return element or the return spring 61B acts on the locking element 38B to move it into the retracted position. Step 425 determines whether the locking elements 38B are in the retracted state. If not, the procedure returns to step 420. If the locking elements 38B are in the retracted state, the procedure continues with step 430. Whether the locking elements 38B are in the decoupled, i.e., retracted, state can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 430, the system further accelerates the rotational speed 150 of the first shaft 14 until it reaches the rotational speed 152 of the gear 28. Although the locking element 30B is extended, it ratchets and does not engage in the notched plate 26 attached to the gear 28. The motor increases the rotational speed 150 of the first shaft 14 until, at point 167, it reaches the predetermined speed range for the locking element 30B. At this point, the locking element 30B stops ratcheting and engages in a notch 26B in the notched plate 26, which is connected to or forms part of the gear 28, thus coupling the first shaft 14 to the gear 28. By coupling the locking element 30B, the rotational speed of the first gear assembly / first gear ratio 18 and the corresponding gear 28 is synchronized with the rotational speed of the first shaft 14. Fig.Figure 10 shows that the rotational speed 150 of the first shaft is accelerated towards the rotational speed 152 of the gear 28 and reaches point 167, where the locking element 30B engages. Once engaged, the rotational speed 152 of the gear 28 synchronizes very quickly with the rotational speed 150 of the first shaft 14 at point 168, at which point the locking element 30B engages and couples the first shaft 14 to the gear 28. In the engaged state, the one-way clutch or clutch assembly 23 enables torque transmission for recuperation, whereby as the rotational speed of the gear 28 decreases, the rotational speed of the first shaft 14 also decreases accordingly, and the solid line and the dashed line coincide because the recuperation torque acts in the forward direction via the locking element 30B. In step 435, it is optionally determined whether the locking elements 30B are extended. If not extended, the procedure returns to step 420. If the locking elements 30B are extended, the procedure continues with step 440. Whether the locking elements 30B are engaged, i.e., extended, can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 440, the first shaft 14 is subjected to a negative or reverse torque by the system. This negative or reverse torque results from the fact that shaft 16 drives the first gear assembly / first gear ratio 18 and, consequently, the first shaft 14. In step 450, the system operates in recuperation mode in 1st gear. Figures 9 and 10 illustrate a downshift from 2nd gear to 1st gear, in which the power transmission system or power transmission assembly 10 downshifts from recuperation torque (i.e., regenerative braking) in 2nd gear to recuperation torque (regenerative braking) in 1st gear. Initially, the locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 are engaged and can transmit forward or recuperation torque, respectively. While the shift mechanism prepares the downshift from 2nd gear to 1st gear, the locking element 38A, which is associated with the forward torque, is moved into the disengaged or retracted state, into the pocket 32A of the pocket plate 32, and remains there. The locking element 38B, which is assigned to the reverse and recuperation torque, remains in a retracted, i.e. extended position and extends out of the pocket 32B.The locking element 30B is returned to an extended position and initially ratchets. The shifting process continues as the motor accelerates to the speed of the first gear assembly / first gear ratio 18 and the corresponding gear 28. The first shaft 14 and the motor overrun the locking element 30B in freewheeling mode, as the speed of the first shaft 14 exceeds that of the gear 36. The motor increases the speed of the first shaft 14 until the locking element 30B reaches the point of engagement, 167, stops ratcheting, and engages in a notch 26B in the notched plate 26, which is connected to the first gear assembly / first gear ratio 18 and the corresponding gear 28, at which point the gear 28 and the first shaft 14 synchronize their speeds.Once the locking element 30B engages in the gear 28, it provides recuperative torque to the gear 28 and, accordingly, to the first gear assembly / gear ratio 18. The locking element 30B of the first controllable one-way clutch or clutch assembly 23 is engaged, i.e., extended, and the locking element 30B extends out of the pocket 24A of the pocket plate 24, engages in a notch 26B in the notch plate 26, and transmits recuperative torque from the second shaft 16 to the first shaft 14 and, accordingly, to the motor. Fig. 11 shows a flowchart of an embodiment of the system and method according to the invention, illustrating an upshift from 1st gear to 2nd gear, wherein the power transmission system or power transmission assembly 10 shifts from recuperation torque, i.e., regenerative braking, in 1st gear to recuperation torque, regenerative braking, in 2nd gear. Fig. 12 is a speed-time diagram, which represents the speed of the first shaft 14 as a solid line 150, the speed of the gear 28 as a dashed line 152, and the speed of the gear 36 as a dotted line 154. Fig. 11 shows that the process begins in step 500 with a signal or command to initiate an upshift from recuperative torque, i.e., recuperative braking, in 1st gear to recuperative torque, recuperative braking, in 2nd gear. Initially, the actuator 40 is in its third position, position C. The forward-locking elements 30A of the passive one-way clutch or clutch assembly 21 and the reverse-torque-transmitting locking element 30B of the controllable one-way clutch or clutch assembly 23 are extended and can transmit recuperative torque forwards and backwards. Since the locking elements 30A and 30B are extended, the rotational speed 150 of the shaft 14 and the rotational speed 152 of the gear 28 are the same, and the solid line and the dashed line coincide because the recuperative torque acts in the forward direction via the locking element 30B. In step 510, the actuator moves to its first position, position A, in preparation for the upshift from 1st to 2nd gear. The locking elements 30B are moved from their initially extended position back to a closed position. However, because locking element 30B still transmits torque, it can remain in an extended position and engaged. The locking elements 38A and 38B, which are assigned to the forward and reverse torque in 2nd gear, are extended, with locking elements 38A ratcheting and locking elements 38B freewheeling. In step 520, the system accelerates the rotational speed 150 of the first shaft 14 to a point 170 above the rotational speed 152 of the gear 28, whereby the rotational speed 150 of the first shaft 14 deviates from the rotational speed 152 of the gear 28 by briefly exceeding the rotational speed of the shaft 14. At point 170, the rotational speed 150 of the shaft 14 exceeds the rotational speed 152 of the gear 28 to release the torque applied to the locking element 30B, thus enabling decoupling. Once the torque is released, the force of the return element or return spring 55B acts on the locking element 30B to move it into a non-extended position. Step 525 determines whether the locking elements 30B are in the retracted state. If not, the procedure returns to step 520. If the locking elements 30B are in the retracted state, the procedure continues with step 530. Whether the locking elements 30B are in the decoupled, i.e., retracted, state can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 530, the system reduces the rotational speed 150 of the first shaft 14 towards the rotational speed 154 of the second gear 36. The extended locking element 38A ratchets and does not engage in the notched plate 34 attached to the gear 36, and the extended locking element 38B runs freely over the notches 34B formed in the notched plate 34. The motor reduces the rotational speed 150 of the first shaft 14 until it reaches the predetermined speed range for the locking element 38A, at which point the locking element 38A no longer ratchets and engages in a notch 34A in the notched plate 34, synchronizing the rotational speed of the second gear assembly / second gear ratio 20 and the corresponding gear 36 with the rotational speed of the first shaft 14. Fig.Figure 12 shows that the rotational speed 150 of the first shaft 14 is reduced to the speed 154 of the gear 36 and reaches point 171, where the locking element 38A engages. Once engaged, the rotational speed 154 of the gear 36 synchronizes very quickly with the rotational speed 150 of the first shaft 14 at point 172. There may be a slight impulse or a small increase in the rotational speed 154 of the second gear 36 while the corresponding rotational speeds 150 and 154 synchronize. With further deceleration of the motor, the locking element 38B engages, coupling the first shaft 14 to the gear 36 and thus enabling torque transmission for recuperation. The solid line and the dotted line coincide because the recuperation torque acts in the forward direction via the locking element 38B.The extension of the locking elements 38A, 38B, which are assigned to the second gear assembly / the second gear ratio 20, can take place before, during or after the initial deceleration of the rotational speed of the first shaft 14. Step 535 determines whether the locking elements 38A and 38B, which are assigned to the second transmission assembly / second transmission ratio 20, are extended. If not extended, the procedure returns to step 530. If the locking elements are extended, the procedure continues with step 540. Whether the locking elements 38A and 38B are engaged, i.e., extended, can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 540, the first shaft 14 is subjected to a negative or reverse torque by the system. This negative or reverse torque results from the fact that shaft 16 drives the second gear assembly / second gear ratio 20 and, consequently, the first shaft 14. In step 550, the system operates in recuperation mode in second gear. Figures 11 and 12 illustrate an upshift from 1st gear to 2nd gear, whereby the power transmission system or power transmission assembly 10 shifts from recuperation torque, i.e., regenerative braking, in 1st gear to recuperation torque, i.e., regenerative braking, in 2nd gear. As shown, both the locking element 30A of the passive one-way clutch or clutch assembly 21 and the locking element 30B of the first controllable one-way clutch or clutch assembly 23 are engaged, i.e., extended, and thus protrude from their respective pockets 24A, 24B of the pocket plate 24, with the locking elements 30A, 30B being engaged and able to transmit forward torque and recuperation torque, respectively. In preparation for the shifting process, the locking elements 38A and 38B, which are assigned to the 2nd gear forward and reverse, are also extended, with the locking elements 38A ratcheting and the locking elements 38B running in freewheel mode.While the shifting system is being prepared to shift from 1st to 2nd gear, the locking element 30A engages and transmits or increases a slight forward torque, allowing the locking element 30B, associated with the reverse or recuperation torque, to disengage, move into the retracted position, and remain in pocket 24B of the pocket plate 24. The locking element 30A, associated with the forward torque, remains engaged (extended) and extends out of pocket 24A. The shifting process continues as the motor, and consequently the first shaft 14, decelerates towards the rotational speed of the second gear assembly / second gear ratio 20 and the corresponding gear 36. As the motor speed decreases, the gear 28, and consequently the first gear assembly / first gear ratio 18, disengage from the forward locking element 30A while freewheeling.The second shaft 16 and, accordingly, the first gear assembly / first gear ratio 18 with gear 28 overrun the locking element 30A in freewheel mode because the speed of gear 28 exceeds that of the first shaft 14 and the motor. The motor reduces the speed of the first shaft 14 until it reaches the point of engagement for the locking element 38A. The rotational speeds of the first shaft 14 and the gear 36 relative to each other are then such that the locking element 38A engages in the notched plate 34 and the corresponding gear 36, which are assigned to the second gear assembly / the second gear ratio 20, and the rotational speed 150 of the first shaft 14 is synchronized with the rotational speed 154 of the gear 36. Shortly thereafter, the locking element 38B engages in a notch 34 and transmits recuperation torque from the second shaft 16 to the first shaft 14 and accordingly to the motor.The second and third controllable freewheel clutches or clutch assemblies 31, 33 are engaged, i.e., extended, to transmit forward, recuperation, and reverse torque via the second transmission assembly / second gear ratio 20. The first transmission assembly / first gear ratio 18 does not transmit any torque, even though the locking element 30A of the passive freewheel clutch or clutch assembly 21 remains engaged / extended. The gear 28 continues to override the locking element 30A in freewheel mode as long as the first shaft 14 is engaged with the second transmission assembly / second gear ratio 20. Figures 13, 14-14B, and 15-15B depict a power transmission system or power transmission assembly 610 according to a further embodiment of the present invention. The power transmission system or drive assembly 610 comprises a drive shaft or first shaft 612, for example, a drive element connected to an electric or traction motor, and an output shaft or second shaft 614, for example, a driven element connected to a vehicle wheel. The power transmission system or drive assembly 610 comprises a planetary gear system or a planetary gear set, generally shown at 616. An electric motor (not shown) drives the drive shaft or first shaft 612. The planetary gear set 616 comprises a sun gear 618, a ring gear 620, and planet gears 622 between the sun gear 618 and the ring gear 620.A planet carrier 624 holds the planet gears 622 at a predetermined radius from the centerline or axis of rotation 626 of the sun gear 618 and allows the planet gears 622 to rotate. The planet gears 622 are meshed with the sun gear 618 and the ring gear 620. The sun gear 618 of the planetary gear assembly 616 is coupled or connected to the input shaft or first shaft 612. The planet carrier 624 of the planetary gear set 616 is coupled or connected to the output shaft or second shaft 614. The input shaft or first shaft 612 and the sun gear 618 rotate together. The output shaft or second shaft 614 and the planet carrier 624 rotate together, the planet carrier 624 rotating independently of the input shaft or first shaft 612 and driving the output shaft or second shaft 614. In the present embodiment, an element 621, held by bearing 623, rotates about the axis 626 on the output shaft 614. The element 621 is locked to the ring gear 620. An actuator 664 attached to the element 621 serves to couple the element 621 and the ring gear 622 to mass 632 via the mass plate 633 connected to mass 632. In this context, mass 632 refers to a stationary component, for example, an enclosure, a housing, or another component that does not move relative to the components of the planetary gear set 616. The actuator 664 also serves to couple the element 621 and the ring gear 622 to the planet carrier 624 / the output shaft 614 via the output / planet carrier plate 625, which is connected to the planet carrier 624 / the output shaft 614. The output / planet carrier plate 625 can be a slotted plate. The power transmission system or power transmission assembly 610 comprises a power or torque transmission path 628, which extends from the input shaft or first shaft 612 through the sun gear 618, through planet gears 622 and the planet carrier 624 to the output shaft or second shaft 614. The power transmission system or power transmission assembly 610 comprises a first gear ratio, wherein the torque reception path 629 results from a first coupling assembly or a first coupling mechanism, generally designated 634, via which the element 621 and, correspondingly, the ring gear 620 with mass 632 are coupled. According to one embodiment, the first gear ratio is a reduction, for example, a gear ratio of 3:1.The power transmission system or drive assembly 610 comprises a second gear ratio, wherein the torque reception path 630 results from a second coupling assembly or coupling mechanism, generally designated 636, through which the element 621 is coupled to the planet carrier 624 / output shaft or second shaft 614. In the present embodiment, the second gear ratio is a direct drive or a 1:1 ratio. The first gear ratio and the second gear ratio have a common drive, the drive element or first shaft 612, and a common output, the output shaft or second shaft 614. The system or assembly 610 connects the drive shaft or first shaft 612 to the output shaft or second shaft 614 either via the first gear ratio, the ring gear 620 and mass 632, or via the second gear ratio, the ring gear 620 and the planet carrier 624. In the first gear ratio, the first coupling arrangement or coupling mechanism 634 couples or connects the ring gear 620 to mass 632, and the second coupling arrangement or coupling mechanism 636 decouples or disconnects the ring gear 620 from the planet carrier 624, the ring gear 620 remaining stationary and the planet carrier 624 rotating relative to the ring gear 620. In the second gear ratio, the first coupling arrangement or coupling mechanism 634 decouples or disconnects the ring gear 620 from mass 632. The second coupling arrangement or coupling mechanism 636 couples or connects the ring gear 620 to the planet carrier 624, the ring gear 620 and the planet carrier 624 rotating together freely with respect to the stationary element or mass 632. In the present embodiment, the first coupling arrangement or coupling mechanism 634 comprises a passive one-way coupling or coupling assembly 638 and a controllable one-way coupling or coupling assembly 640, each of which can be actuated to couple / uncouple and connect / disconnect the ring gear 620 and mass 632 in opposite directions of rotation. The passive one-way coupling or coupling assembly 638 comprises struts or locking elements 642 that can be actuated to couple / uncouple and connect / disconnect the ring gear 620 and mass 632 via the element 621 in one direction of rotation, for example, clockwise. The controllable one-way coupling or coupling assembly 640 comprises struts or locking elements 644 which can be actuated to couple / uncouple and connect / disconnect the ring gear 620 and mass 632 via the element 621 in the opposite direction of rotation, for example counterclockwise.The first coupling arrangement or coupling mechanism 634 comprises a pocket plate 648 and a notched plate 650. The pocket plate 648 is connected to the ring gear 620 via the element 621, and the notched plate 650 is connected to mass 632, for example, the gear housing or gearbox casing, via the element or mass plate 633. The locking elements 642, 644 associated with the first coupling arrangement or coupling mechanism 634 are located in the pocket plate 648. The first coupling arrangement or coupling mechanism 634 uses two one-way couplings to transmit torque in both directions of rotation.The first and second one-way couplings, i.e., the coupling assemblies 638, 640 of the first coupling arrangement or the first coupling mechanism 634, enable both forward and reverse torque, wherein the passive one-way coupling or coupling assembly 638 controls the torque transmission in one direction of rotation and the controllable one-way coupling or coupling assembly 640 controls the torque transmission in a second direction of rotation. For example, the first direction of rotation, clockwise, corresponds to the forward drive torque, and the second direction of rotation, counterclockwise, corresponds to the reverse drive torque. The second coupling arrangement or second coupling mechanism 636 comprises two controllable one-way couplings or coupling assemblies 652, 654 with controllable, extendable locking elements, wherein the state of the coupling, engaged or disengaged, can be switched, i.e., controlled. The second coupling arrangement or second coupling mechanism 636 comprises a first group of struts or locking elements 656 that serve to couple / disengage and connect / disengage the planet carrier 624 and the ring gear 620 in one direction of rotation, for example, clockwise, and a second group of struts or locking elements 658 that serve to couple / disengage and connect / disengage the planet carrier 624 and the ring gear 620 in the opposite direction of rotation, for example, counterclockwise.The second coupling arrangement or second coupling mechanism 636 comprises a pocket plate 660 and a notched plate 662. The pocket plate 660 is connected to the ring gear 620, and the notched plate 662 is connected to the planet carrier plate 625 and ultimately to the planet carrier 624 / output shaft 614. The locking elements 656, 658 belonging to the second coupling arrangement or second coupling mechanism 636 are arranged in the pocket plate 660. The second coupling arrangement or second coupling mechanism 636 selectively couples or connects the ring gear 620 to the planet carrier 624.The controllable one-way couplings or coupling assemblies 652, 654 of the second coupling arrangement or the second coupling mechanism 636 act between two rotating components; they rotate together, generating, for example, a direct drive between the planet carrier 624 and the ring gear 620, or a 1:1 transmission ratio between the input shaft or first shaft 612 and the output shaft or second shaft 614. Further examples of generating a direct drive include coupling the sun gear 618 with the ring gear 620 or the sun gear 618 with the planet carrier 624. According to one example, the locking elements 656, 644 are locking elements that "ratchet" or operate in a "ratcheting state"; they can be referred to as ratcheting locking elements. According to one example, the first and second coupling arrangements or the first and second coupling mechanisms 634, 636 comprise an actuator in the form of a linear motor or linear actuator, generally shown at 664. The actuator 664 comprises a stator 666 and a translator 668. The stator 666 is, for example, fixedly mounted on a housing (not shown). The stator 666 includes induction coils 670, which are mounted between steel plates 672. The translator 668 comprises an annular ring of segmented permanent magnets 674 and steel plates 676. The translator 668 is connected to the element 621, which is coupled to the ring gear 620, and rotates together with it, moving linearly between lateral and axial positions. The linear actuator 664 actively controls an operating mode of the switching system by generating an electromagnetic force via the stator 666, which interacts with the translator 668, causing the translator 668 to be displaced axially on the element 621 connected to the ring gear 620, moving back and forth. The actuator 664 serves to move the respective locking elements 644, 656, 658 between an engaged, i.e., extended, position and a disengaged, i.e., not extended, position. According to one embodiment, the translator 668 comprises a first radially extending actuating or spring plate 682, which is associated with the first gear ratio, and a second radially extending actuating or spring plate 684, which is associated with the second gear ratio, i.e., the torque reception path 630. The first spring plate 682 acts on an actuating element, which is represented as spring 686B, and the second spring plate 684 acts on actuating elements, which are represented as springs 688A, 688B.In one example, the springs 686B, 688A, 688B are designed as coil springs, which are received in the respective through-holes 690B, 692A, 692B to provide an actuating force to move the locking elements 644, 656, 658 between their engaged (i.e., extended) positions and their disengaged (i.e., not extended) positions. A preload element or spring 694A acts continuously on the locking element 642 in an inner recess or blind hole 695A to preload it out of the pocket 648A of the pocket plate 648 into an engaged (i.e., extended) position. Pocket 648B has an internal recess or blind hole 695B for receiving a preload element or spring 694B. Pockets 660A and 660B each have an internal recess 697A and 697B, respectively, for receiving preload elements or springs 696A and 696B. The preload elements or springs 694A, 694B, 696A, and 696B are each arranged under the corresponding locking elements 642, 644, 656, and 658, respectively, and act continuously on the respective locking elements 642, 644, 656, and 658 to preload or push them outwards into an extended position. Fig. 16 shows a flowchart illustrating an embodiment of the system and method of the power transmission system or power transmission assembly according to the invention, depicting an upshift from 1st gear to 2nd gear, wherein the power transmission system or power transmission assembly 610 shifts from a forward drive torque in 1st gear to a forward drive torque in 2nd gear. Fig. 17 shows a speed-time diagram illustrating relative shaft speeds.The drawing schematically shows the rotational speed of the input or first shaft 612 and the sun gear 618 as a solid line 180; the input speed of the first gear ratio, i.e., the rotational speed of the input or first shaft 612 and the sun gear 618 that results in a specific or known output speed at the output or second shaft 614, as a dashed line 182; and the input speed of the second gear ratio, i.e., the rotational speed of the input or first shaft 612 and the sun gear 618 that results in a specific or known output speed at the output or second shaft 614, as a dotted line 184. A change in the input speed 180 of the sun gear 618 causes a corresponding change in the rotational speed at the output element or the second shaft 614 in the first gear ratio.When the ring gear 620 is coupled to mass 632 and the output is via the planet carrier 624, the gear ratio can change, with a specific input providing a specific output. A change in the input speed 180 of the sun gear 618 causes a corresponding change in the speed of the output element or the second shaft 614 in the second gear ratio. Since the speed of the output or second shaft 614 is known or can be measured, the respective input speeds 182, 184 of the first and second gear ratios can be determined by calculation. Fig. 16 shows that the process begins in step 700 with a signal or command to initiate an upshift from first forward gear to second forward gear. Initially, the actuator 664 is in the third position, position C, which corresponds to the outermost right set of induction coils 670 of the actuator 664, see Figs. 14-14B. The passive one-way clutch or clutch assembly 638 with the locking element 642 transmitting the forward torque and the controllable one-way clutch or clutch assembly 640 with the locking element 644 transmitting the reverse torque are extended. The locking elements each protrude from their respective pockets 648A, 648B of the pocket plate 648. The locking elements 642, 644 couple the ring gear 620 to mass 632 and can transmit forward, reverse, and recuperation torque.The locking elements 656, 658 of the controllable one-way couplings or coupling assemblies 652, 654 of the second coupling arrangement or the second coupling mechanism 636 are not extended. Each locking element 656, 658 remains in its respective pocket 660A, 660B. The locking elements 656, 658 do not transmit any torque from the first shaft 612 or the sun gear 618 via the combination of ring gear 620 and planet carrier 624, i.e., via the second gear ratio. Since the locking element 642 is extended, it couples the ring gear 620 with mass 632 in the forward direction. In Fig. 17, the rotational speed 180 of the drive or first shaft 612 and the sun gear 618 causes the planet carrier 624 to rotate at a relative speed, for example, in a ratio of 3:1. Although the rotational speeds 180 and 182 are shown together, this is only for illustrative purposes.A predetermined or specific input speed 180 results in a predetermined or specific output speed at the output or second shaft 614. The solid and dashed lines coincide because the driving torque acts in the forward direction via the locking element 642. In step 710, the actuator is moved to its first position, position A, in preparation for the shifting operation. This position corresponds to the outermost left set of induction coils 670 of the linear actuator 664 (see Figs. 15-15B). The actuator 664 causes the locking elements 644 associated with the reverse torque of the first gear ratio to move from the extended position to a retracted position, and the locking elements 656, 658 of the second gear ratio to extend. While the shifting arrangement prepares for the upshift operation under load from the first gear ratio to the second gear ratio, the locking element 644 associated with the reverse torque of the controllable one-way clutch or clutch assembly 640 is disengaged, i.e., moved to the retracted state, and thus positioned in the pocket 648B of the pocket plate 648.The passive one-way clutch or clutch assembly 638 remains activated and transmits torque in the forward direction, while the controllable one-way clutch or clutch assembly 640 is deactivated, with no torque being transmitted in the reverse or recuperation direction. In step 220, the procedure optionally determines whether the locking elements 644 are in the retracted state. If not, the procedure returns to step 710. If the locking elements 644 are in the decoupled, i.e., retracted, state, the procedure continues with step 730. Whether the locking elements 644 are in the decoupled, i.e., retracted, state can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 730, the system reduces the rotational speed of the first shaft 612 and the sun gear 618. This step can be performed before the locking elements 656, 658 of the second gear ratio are extended. The steps need not be performed in a specific order. According to one embodiment, the locking elements 656, 658 of the controllable one-way clutches or clutch assemblies 652, 654 are extended at the beginning of or during the braking of the first shaft 612 and the sun gear 618, instead of before the braking of the first shaft 612 and the sun gear 618. The extension of the locking elements 656, 658 associated with the second gear ratio can occur before, during, or after the initial reduction in the rotational speed of the first shaft 612 and the sun gear 618. The forward locking element 656 can be extended without engaging in a notch 662A in the corresponding notch plate 662 because the locking element 656 ratchets. The relative rotational movement between the locking element 656 and the notch plate 662 is above the specified rotational speed range, so the locking element is unable to penetrate sufficiently deep into the notch 662A to engage and stop the relative rotational movement between the pocket plate 660 and the notch plate 662. Instead of engaging in the notch 662A, the locking element 656 springs out of the notch 662A, thus allowing continued relative movement. The locking element 658 can be extended without engaging in a corresponding notch 662B in the notch plate 662 because the locking element 658 operates in freewheel mode. Fig. 17 shows that from point 185 onwards, the rotational speed 180 of the drive element or first shaft 612 decreases and deviates from the drive speed 182 of the first gear ratio. While the rotational speed 180 of the first shaft 612 and the sun gear 618 continues to decrease, the output or second shaft 614 is rotated by a vehicle drive mechanism connected to the output element or second shaft 614, for example, the vehicle wheels. As the vehicle continues to move forward, the output or second shaft 614 and the planet carrier 624 continue to rotate. The rotational speed of the planet carrier 624 gradually decreases due to vehicle resistance, friction, and other influences on the vehicle. According to one embodiment of the present system, the drive element, i.e., the first shaft 612, is coupled to and driven by an electric motor.In an electric motor, the motor speed can be reduced very quickly. For example, the motor speed, and consequently the speed 180 of the drive element or the first shaft 612, can be reduced from 2000 rpm to 1500 rpm in less than one second. Since the drive shaft 612 is coupled to the motor, it can rotate more slowly than the input speed 182 of the first gear ratio, which is determined by the speed of the output or second shaft 614 connected to the planet carrier 624. As the first shaft 612 slows down, the planet gears 622 of the planet carrier 624 cause the ring gear 620 to rotate, and the first locking element 642 of the controllable one-way clutch or clutch assembly 638 runs in freewheel mode. When the locking element 644 is in the disengaged, i.e., not extended, position, it no longer transmits any torque, and the ring gear 620 rotates in the same direction as the sun gear 618. Since the ring gear 620 initially has no rotational speed, the planet carrier 624 rotates faster than the ring gear 620. For example, the ring gear 620, as well as the associated pocket plate 660 and the extended locking element 656, are initially stationary, while the planet carrier 624, coupled to the output element, i.e. the second shaft 614, and the associated notched plate 662 rotate. A reduction or decrease in the drive speed 180 or the speed of the first shaft 612 and the sun gear 618 causes the speed of the ring gear 620 to accelerate towards the speed 184 of the second gear ratio, i.e., the second shaft 614 and the planet carrier 624. Since the ring gear 620 rotates at a lower speed, but in the same direction as the planet carrier 624, the pocket plate 660 belonging to the ring gear 620 rotates more slowly than the notched plate 662 belonging to the planet carrier 624.The forward torque-transmitting element 656 is ratcheting, i.e., it is in a ratcheting state. Instead of engaging, the extended locking element 656 jumps out of the notch 662A of the notched plate 662, which is connected to or forms part of the planet carrier 624, thus running over it, and does not transmit any torque from the first shaft 612 to the ring gear 620. The extended reverse torque-transmitting element 658 is in a freewheeling state and does not transmit any torque from the first shaft 612. Fig. 17 shows that the ratcheting state of the locking element 656 continues while the rotational speed 180 of the first shaft 612 continues to slow down until it reaches point 186, at which point the extended locking element 656 ceases to ratchet and engages in the notch 662A of the notched plate 662, which is connected to or forms part of the planet carrier 624. Point 186, at which the extended locking element 656 no longer ratchets and engages in a corresponding notch 662A of the notched plate 662, lies within a predetermined speed range between the rotational speed 180 of the drive or first shaft 612 and the rotational speed 184 of the second gear ratio. According to one embodiment, the predetermined speed range represents a speed difference between the components of 200 rpm or less.According to another example, the speed difference can be between 50 rpm and 100 rpm. According to yet another example, the speed difference is 50 rpm or less. Although shown as point 186, this is for illustrative purposes only, as point 186 typically covers a range. When the locking element 656 engages in the notched plate section 662 of the planet carrier 624 at point 186, the rotational speed of the ring gear 620 increases very rapidly to the speed 180 of the first shaft 612 and the sun gear 618. Since the rotational speed 184 of the second gear assembly is initially determined by the inertia of the system before the locking element 656 engages, the rotational speed of the ring gear 620 increases with the engagement of the locking element 656, after which the motor speed is reduced to the speed of the combination of planet carrier 624 and ring gear 620. In some cases, the engagement of the locking element 656 may result in a slight impulse or a slight change in the rotational speed of the motor or the sun gear 618. Although the locking elements 656, 658 of the controllable one-way clutches or clutch assemblies 652, 654 of the second coupling arrangement or the second coupling mechanism 636 are extended and engage at point 186 in respective notches 662A, 662B in the notched plate 662, which is connected to or part of the planet carrier 624, no torque or at most minimal torque is transmitted from the first shaft 612 to the combination of planet carrier 624 and ring gear 620 during the initial extension during a loaded upshift from 1st gear to 2nd gear. Fig. 17 shows that the rotational speed 180 of the first shaft 612 decreases from point 186 to point 187, with the rotational speed 180 of the first shaft 612 being synchronized with the input speed of the second gear ratio. Synchronization means that elements rotating relative to each other rotate within a predetermined speed range.For example, a given speed range represents a difference of ± 100 rpm. Although shown as points 185, 186, 187, these can also encompass a range instead of discrete points. The ratchet limit speed, i.e., the speed at which the locking element 656 stops ratcheting and instead engages at point 186, and the difference in the relative rotational movement between the speed of the ring gear 620 and the speed of the planet carrier 624 or the second shaft 614, lie within the specified speed range to enable a smooth transition or shifting process and / or to avoid or reduce the occurrence of a jerk or a shifting process perceived as harsh. For example, the smaller the difference in the relative rotational movement or the speed at which the ratcheting locking element 656 engages in the notch 662A, the smoother the shifting process will be, or the less of a jerk will occur. After the locking element 656 engages, the speed 180 of the drive or first shaft 612 continues to decrease from the point of engagement 186 to the point of synchronization 187.Since the locking element 656 is already engaged at the synchronization point 187, the first shaft 612 can be subjected to a drive torque, which is then transmitted by the sun gear 618 to the combination of planet carrier 624 and ring gear 620 and finally to the output or second shaft 614 coupled to the planet carrier 624, with a minimal transition phase or minimal transition profile, without requiring fine motor control to gradually reduce the speed 180 of the drive or first shaft 612 in order to increase the speed of the ring gear 620 and align it with that of the planet carrier 624. In step 740, the procedure optionally determines whether the locking elements 656 and 658, which are associated with the second gear ratio, are extended. If not extended, the procedure returns to step 710. If the locking elements are extended, the procedure continues with step 750. Whether the locking elements 656 and 658 are engaged, i.e., extended, can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 750, the system or assembly 610 accelerates the drive or first shaft 612, transmits torque via the coupled planet carrier 624 and the ring gear 620, and provides torque via the second gear ratio. In Fig. 17, the respective rotational speeds 180, 184 of the drive or first shaft 612 and the drive of the second gear ratio are the same because the drive torque acts in the forward direction via the locking element 656. The solid and dotted lines 180, 184 coincide because the sun gear 618, the ring gear 620, and the planet carrier 624 all rotate together at the same speed. In step 760, once coupled, the controllable one-way couplings or coupling assemblies 652, 654 of the second coupling arrangement or second coupling mechanism 636 transmit torque from the motor via the drive or first shaft 612, the second gear ratio, and the output or second shaft 614 to the vehicle drive mechanism, for example, the vehicle wheel. The system operates in the second gear ratio in forward, reverse, and recuperation modes. Figures 16 and 17 illustrate an upshift from 1st gear to 2nd gear for forward drive torque. The passive one-way clutch or clutch assembly 638 and the controllable one-way clutch or clutch assembly 640 of the first coupling arrangement or first coupling mechanism 634 are both in a coupled, i.e., extended, position. In preparation for the shift, still at the 1st gear node, the passive one-way clutch or clutch assembly 638 remains in an engaged position, and the controllable one-way clutch or clutch assembly 640 is moved into a disengaged, i.e., not extended, position; thus, the controllable one-way clutch or clutch assembly 640 is deactivated.After the coupling assembly 640 is moved into the retracted position, or while the coupling assembly 640 is being moved into a retracted position, the controllable one-way couplings or coupling assemblies 652, 654 of the second coupling arrangement or the second coupling mechanism 636 are moved into an extended position, with the locking element 656 of the controllable one-way coupling or coupling assembly 652 ratcheting and the locking element 658 of the controllable coupling or coupling assembly 654 freewheeling. The engagement of the locking element 656 is based on the vehicle speed and the engine speed. On the 2nd-Gear nodes, the controllable one-way couplings or coupling assemblies 652, 654 are in a retracted, i.e. extended, position, wherein the first coupling arrangement or first coupling mechanism 638 is in an extended position, and wherein the controllable one-way coupling or coupling assembly 640 is in a disengaged, i.e., not extended, position, the controllable one-way coupling or coupling assembly 640 is therefore deactivated. Fig. 18 shows a flowchart of an embodiment of the system and method according to the invention, illustrating a downshift from 2nd gear to 1st gear, wherein the power transmission system or power transmission assembly 610 switches from forward drive torque in 2nd gear to forward drive torque in 1st gear. Fig. 19 shows a speed-time diagram representing relative shaft and transmission speeds.The drawing schematically shows the rotational speed of the input or first shaft 612 and the sun gear 618 as a solid line 180; the input speed of the first gear ratio, i.e., the rotational speed of the input or first shaft 612 and the sun gear 618 that results in a specific or known output speed at the output or second shaft 614, as a dashed line 182; and the input speed of the second gear ratio, i.e., the rotational speed of the input or first shaft 612 and the sun gear 618 that results in a specific or known output speed at the output or second shaft 614, as a dotted line 184. A change in the input speed 180 of the sun gear 618 leads to a corresponding change in the rotational speed at the output element, i.e., the second shaft 614, in the first gear ratio.When the ring gear 620 is coupled to mass 632 and the output is via the planet carrier 624, whereby the gear ratio can change, a specific input results in a specific output. A change in the input speed 180 of the sun gear 618 leads to a corresponding change in the speed of the output element, i.e., the second shaft 614 in the second gear ratio, when the ring gear 620 is coupled to the planet carrier 624 and the output is via the planet carrier 624, whereby a specific input delivers a specific output. Since the speed of the output or second shaft 614 is known or can be measured, the respective input speeds 182, 184 of the first and second gear ratios can be determined by calculation. Fig. 18 shows that the process begins in step 800 with a signal or command to initiate a downshift from 2nd gear forward to 1st gear forward. Initially, the actuator 664 is in the first position, position A, which is associated with the outermost left set of induction coils 670 of the actuator 664. The locking elements 656, 658 of the controllable one-way clutches or clutch assemblies 652, 654 of the second coupling arrangement or second coupling mechanism 636 are extended. They protrude from their respective pockets 660A, 660B of the pocket plate 660. The locking elements 656, 658 of the second coupling arrangement or second coupling mechanism 636 couple the ring gear 620 to the planet carrier 624 and can transmit either forward, reverse, or recuperation torque. The locking elements 644 of the first coupling arrangement or the first coupling mechanism 634 are not extended.The locking elements 644 remain in their respective pockets 648B. The locking elements 644 do not receive any torque from the drive or first shaft 612 via the combination of ring gear 620 and mass 632, i.e., the first gear ratio. Since the locking element 656 is extended, it couples the ring gear 620 to the planet carrier 624 in the forward direction. In Fig. 19, the planet carrier 624 is rotated at a relative speed, for example, in a gear ratio of 1:1, by the rotational speed 180 of the drive or first shaft 612 and the sun gear 618. Although the rotational speeds 180 and 184 are shown to coincide, this is for illustrative purposes only. A predetermined or specific output speed 180 results in a predetermined or specific output speed at the output or second shaft 614, which is coupled to the planet carrier 624.The solid and dashed lines coincide because the driving torque acts in the forward direction via the locking element 656. In step 810, in preparation for the downshift operation under load, the actuator 664 moves from the second gear ratio to the first gear ratio into the third position, position C, and returns the locking elements 656, 658 of the controllable one-way clutches or clutch assemblies 652, 654 of the second coupling arrangement or the second coupling mechanism 636 to a non-extended position. It then extends the locking elements 644 for 1st gear of the controllable one-way clutch or clutch assembly 640 of the first coupling arrangement or the first coupling mechanism 634 in reverse. Since the locking element 656 still transmits forward torque, it can remain in an extended position and still engaged. The locking element 644 for reverse first gear can be extended without engaging in a notch 650B in the corresponding notch plate 650 because the locking element 644 ratchets. The relative rotational movement between the locking element 644 and the stationary notch plate 650 is above the specified speed range, so the locking element 644 cannot penetrate deep enough into the notch 650B to engage and stop the relative rotational movement between the pocket plate 648 and the notch plate 650. Instead of engaging in the notch 650B, the locking element 644 ratchets, pops out of the notch 650B, and thus continues to allow relative movement. The forward locking element 642 does not engage in a corresponding notch 650A because the locking element 642 is freewheeling. According to the present example, the locking element 644 for 1st gear can both ratchet and operate in freewheel mode. In step 815, the procedure optionally determines whether the locking elements 658 are in the retracted state. If not, the procedure returns to step 810. If the locking elements 658 are in the retracted state, the procedure continues with step 820. Whether the locking elements 658 are in the decoupled, i.e., retracted, state can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 820, the system reduces the rotational speed 180 of the drive or first shaft 612 and the sun gear 618 to eliminate torque and return the forward locking elements 656 to a retracted position. Fig. 19 shows that from point 188 onwards, the rotational speed 180 of the drive or first shaft 612 deviates from and falls below the drive speed 184 of the second gear ratio. By reducing the rotational speed 180 of the drive or first shaft 612 and the sun gear 618 below the drive speed 184 of the second gear ratio, the torque acting on the locking element 656 is eliminated, thus enabling decoupling. The force of the actuating element or spring 688A then acts on the locking element 656 and moves it to the retracted position. In step 825, it is determined whether the locking elements 656 are in the retracted state. If not, the procedure returns to step 820. If the locking elements 656 are in the retracted state, the procedure continues with step 830. Whether the locking elements 656 are in the decoupled, i.e., retracted, state can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 830, the rotational speed 180 of the drive or first shaft 612 is accelerated. As shown in Fig. 19, the rotational speed 180 of the drive or first shaft 612 accelerates from a low point 189 and exceeds the input speed 184 of the second gear ratio. Since the planetary gear carrier 624 rotates at the output speed of the output or second shaft 614, for example based on the rotational speed of the vehicle wheel, it remains relatively constant during the shifting process. In step 835, the procedure optionally determines whether the locking elements 644 are engaged, i.e., extended. If not extended, the procedure returns to step 810. If the locking elements 644 are engaged, i.e., extended, the procedure continues with steps 840 and 860. Whether the locking elements 644 are engaged, i.e., extended, can be determined by speed, position, and torque sensors that monitor the respective parameters of the elements. Referring to Fig. 19, as the rotational speed 180 of the drive or first shaft 612 increases and approaches the drive speed 182 of the first gear ratio, the rotational speed of the ring gear 620 decreases. The rotational speed of the ring gear 620 and that of the locking elements 644 decreases until a relative rotational speed between the ring gear 620 and mass 632 is reached within the predetermined rotational speed range. For example, when one element is stationary and the other is rotating, the rotational speed of the ring gear 620 relative to mass 632 is within the predetermined rotational speed range at point 190, with the locking element 644 of the controllable one-way clutch or clutch assembly 640 of the first coupling arrangement or first coupling mechanism 634 engaging in the notch 650B of the notched plate 650, which is connected to mass 632.When the rotational speed of the ring gear 620 reaches or falls within the specified rotational speed range, the locking element 644 stops ratcheting and engages, coupling the ring gear 620 to mass 632 and holding the ring gear 620 stationary. The difference in the relative rotational motion between mass 632 and the rotational speed of the ring gear 620 is specified in such a way as to enable a smooth transition and to avoid or reduce the occurrence of jerking or a shifting process that is perceived as harsh. After the locking element 644 engages, the rotational speed 180 of the drive or first shaft 612 increases from the point of engagement 190 to the point of synchronization 191. Because the locking element 644 engages at the point of engagement 190, the rotational speed 180 of the drive or first shaft 612 increases very rapidly, and the drive speed 182 of the first gear ratio synchronizes very quickly with the rotational speed 180 of the drive or first shaft 612. There may be a slight pulse or a slight decrease in the drive speed 182 of the first gear ratio while the respective speeds 180 and 182 synchronize. The locking element 642 of the one-way clutch or clutch assembly 638 ceases to freewheel and engages, coupling and beginning to receive torque, while the rotational speed 180 of the drive or first shaft 612 increases.The rotational speeds 180 and 182 are the same; the solid and dashed lines coincide because the driving torque acts in the forward direction via the locking element 642. By using the ratchet locking element 644, the need to gradually reduce the acceleration of the speed 180 of the drive or first shaft 612 while it reaches a speed necessary to synchronize the speed of the ring gear 620 and the mass 632 to achieve a smooth shifting operation is reduced. This allows the motor speed and, consequently, the speed 180 of the drive or first shaft 612 to be increased without the need for a transition phase or transition profile, i.e., without the use of fine motor control to gradually increase the speed 180 of the drive or first shaft 612 to align the corresponding speeds 180 and 182 and reduce jerking or harsh shifting.Synchronization occurs based on the engagement of the locking element 644 for first reverse gear, after which the locking element 642 of the one-way clutch or clutch assembly 638 ceases to freewheel and engages, coupling and beginning to transmit torque. The speeds 180, 182 of the input or first shaft 612 and the output or second shaft 614 are proportional, and the solid and dashed lines coincide because the driving torque in the forward direction acts via the locking element 642. By using the ratchet locking element 644, the speed 180 of the input or first shaft 612 and the sun gear 618 is synchronized with the speed 182 of the first gear ratio to achieve smooth shifting. Synchronization occurs based on the engagement of the locking element 644 for first reverse gear. In step 840, the first one-way coupling or coupling assembly 638 engages, connects, and begins to transmit torque. The solid and dashed lines coincide because the driving torque acts in the forward direction via the locking element 642. The system provides forward torque and drive via the first gear ratio in forward mode. Fig. 19 shows that the speed 180 of the drive or first shaft 612 is equal to the drive speed 182 of the first gear ratio, at which point lines 180 and 182 coincide. In steps 850 and 860, the system operates in 1st gear, the first gear ratio, in forward, reverse, and recuperation modes. In recuperation mode, the system delivers recuperated torque via regenerative braking. Figures 18 and 19 illustrate a downshift from 2nd gear to 1st gear under forward drive torque. First, the system moves the locking elements 644 of the first coupling arrangement or the first coupling mechanism 636 into an extended position and moves the locking elements 656, 658 of the second coupling arrangement or the second coupling mechanism 636 into a retracted position. However, the locking element 656 of the second coupling arrangement or the second coupling mechanism 636, which is associated with the forward torque, remains in an engaged, i.e., extended, position due to the forward torque, extending out of the pocket 660A. The locking element 658, which is associated with the reverse and recuperation torque, is disengaged, i.e., moved into the retracted state within the pocket 660B of the pocket plate 660, and remains there.The locking element 644, although extended, ratchets and does not engage in the notch 650B in the notch plate 650, which is connected to ground 632. The locking element 642, although extended, runs freely and does not engage in the notch 650A in the notch plate 650, which is connected to ground 632. The switching process continues by first decelerating the motor to cancel the forward torque acting on the locking element 656, and then accelerating the speed 180 of the drive or first shaft 612. The motor increases the speed 180 of the drive or first shaft 612 until the ring gear 620 and the locking element 644 reach or fall within the predetermined speed range. At this point, the locking element 644 stops ratcheting, it engages in the notch 650B of the notch plate 650, which is connected to mass 632, and the ring gear 620 stops rotating.As soon as the ring gear 620 stops rotating, the forward locking element 642 ceases to run in freewheel mode and engages with the ring gear 620. The locking element 642 of the controllable one-way clutch or clutch assembly 640 transmits forward torque from the drive or first shaft 612 and, corresponding to the motor output, to the second shaft 614 via the first gear ratio. Referring to the drawings, Fig. 20 shows a flowchart of an embodiment of the system and method according to the invention, illustrating a downshift from 2nd gear to 1st gear, wherein the power transmission system or power transmission assembly 610 downshifts from 2nd gear (recuperation torque, i.e., regenerative braking) to 1st gear (recuperation torque, regenerative braking). Fig. 21 is a speed-time diagram showing relative shaft and transmission speeds.The drawing schematically shows the rotational speed of the input or first shaft 612 and the sun gear 618 as a solid line 180; the input speed of the first gear ratio, i.e., the rotational speed of the input or first shaft 612 and the sun gear 618 that results in a specific or known output speed at the output or second shaft 614, as a dashed line 182; and the input speed of the second gear ratio, i.e., the rotational speed of the input or first shaft 612 and the sun gear 618 that results in a specific or known output speed at the output or second shaft 614, as a dotted line 184. A change in the input speed 180 of the sun gear 618 leads to a corresponding change in the rotational speed at the output element, i.e., the second shaft 614, in the first gear ratio.When the ring gear 620 is coupled to mass 632 and the output is via the planet carrier 624, whereby the gear ratio can change, a specific input provides a specific output. A change in the input speed 180 of the sun gear 618 leads to a corresponding change in the speed of the output element or the second shaft 614 in the second gear ratio, when the ring gear 620 is coupled to the planet carrier 624 and the output is via the planet carrier 624, a specific input provides a specific output. Since the speed of the output or second shaft 614 is known or can be measured, the respective input speeds 182, 184 of the first and second gear ratios can be determined by calculation. Fig. 20 shows that the process begins in step 900 with a signal or command to initiate a downshift from recuperation torque, i.e., regenerative braking, in 2nd gear to recuperation torque, regenerative braking, in 1st gear. Initially, the actuator 664 is in the first position, position A. The locking elements 656, 658 of the controllable one-way clutches or clutch assemblies 652, 654 of the second coupling arrangement or the second coupling mechanism 636 are extended and can transmit either forward or recuperation torque. As shown in Fig. 21, the rotational speed 180 of the drive or first shaft 612 and the sun gear 618 and the rotational speed 184 of the second gear ratio are the same; the solid line and the dotted line coincide because the recuperation torque acts in the forward direction via the locking element 658. In step 910, the actuator moves to the third position, position C, in preparation for the switching operation. The locking elements 656 and 658 are returned from their initially extended position to a retracted position. The locking elements 644 of the controllable one-way clutch or clutch assembly 640 of the first coupling arrangement or first coupling mechanism 634 are extended. The locking elements 642 of the passive one-way clutch or clutch assembly 638 of the first coupling arrangement or first coupling mechanism remain extended. Due to the speed difference between the ring gear 620 and mass 632, the locking elements 644 ratchet and do not engage, and the locking elements 642 run in freewheel mode. In step 915, the procedure determines whether the locking elements 656 are in the retracted state. If not, the procedure returns to step 910. If the locking elements 656 are in the retracted state, the procedure continues with step 920. Whether the locking elements 656 are in the disengaged, i.e., not extended, state can be determined by speed, position, and torque sensors that monitor the respective parameters of the components. Because the reverse locking elements 658 are still transmitting torque, they will likely remain in an extended position and continue to engage. In step 920, the system accelerates the rotational speed 180 of the drive or first shaft 612 to release the torque and return the locking elements 658 to a retracted position. Fig. 21 shows that the rotational speed 180 of the drive or first shaft 612 and the sun gear 618 is accelerated at point 192. During this acceleration, the rotational speed 180 of the drive or first shaft 612 and the sun gear 618 deviates from the input speed 184 of the second gear ratio, with the rotational speed 180 of the drive or first shaft 612 and the sun gear 618 exceeding the input speed 184 of the second gear ratio at point 192.Increasing the rotational speed 180 of the drive or first shaft 612 and the sun gear 618 eliminates the torque on the locking element 658, thus enabling decoupling. For example, once the torque is eliminated, the force of the actuating element or the spring 688B acts on the locking element 658 to move it into the non-extended position. In step 925, it is determined whether the locking elements 658 of the second coupling arrangement or the second coupling mechanism 636 are in the retracted state. If not in the retracted state, the procedure returns to step 920. If the locking elements 658 are in the retracted state, the procedure continues with step 930. Whether the locking elements 658 are in the decoupled, i.e., retracted, state can be determined by means of speed, position, and torque sensors that monitor the respective parameters of the components. In step 930, the system further accelerates the rotational speed 180 of the drive or first shaft 612 and the sun gear 618 and correspondingly reduces the rotational speed of the ring gear 620. The locking element 644 of the first coupling arrangement or the first coupling mechanism 634, although extended, ratchets but does not engage in the notched plate 650, which is attached to mass 632. Fig. 21 shows that the rotational speed 180 of the drive or first shaft 612 and the sun gear 618 increases until it reaches point 193, i.e., the predetermined rotational speed range, at which point the locking element 644 no longer ratchets but engages in a notch 650B of the notched plate 650, which is connected to or forms part of mass 632. As soon as the locking element 644 engages, the speed 180 of the drive or first shaft 612 and the sun gear 618 is synchronized with the drive speed 182 of the first gear ratio, at point 194.In the coupled state, the second one-way clutch or clutch assembly 640 enables torque transmission for recuperation, whereby a reduction in the drive speed 182 of the first gear ratio also correspondingly reduces the speed 180 of the drive or first shaft 612. The solid line and the dashed line coincide because the recuperation torque acts in the forward direction via the locking element 644. In step 935, it is determined whether the locking elements 644 of the first coupling arrangement or the first coupling mechanism 634 are extended. If not extended, the procedure returns to step 910. If the locking elements 644 are extended, the procedure continues with step 940. Whether the locking elements 644 are engaged, i.e., extended, can be determined by speed, position, and torque sensors that monitor the respective parameters of the elements. In step 940, the system applies a negative or reverse torque to the drive or first shaft 612. This negative or reverse torque results from the fact that the output or second shaft 614 drives the first gear ratio and, accordingly, the drive or first shaft 612. In step 950, the system operates in recuperation mode in first gear. Figures 20 and 21 illustrate a downshift from 2nd gear to 1st gear, whereby the power transmission system or power transmission assembly 610 downshifts from recuperation torque / recuperative braking in 2nd gear to recuperation torque / recuperative braking in 1st gear. Initially, the locking elements 656, 658 of the controllable one-way clutches or clutch assemblies 652, 654 of the second coupling arrangement or second coupling mechanism 636 are engaged and can transmit either forward torque or recuperation torque. While the shift assembly prepares the downshift from 2nd gear to 1st gear, the locking element 656, which is associated with the forward torque, is moved into the decoupled, i.e., not extended, state, into the pocket 660A of the pocket plate 660, and remains there.The locking element 658, which is associated with the reverse and recuperation torque, is also moved into a decoupled, i.e., not extended, position. Due to the application of torque, it can remain in an engaged, i.e., extended, position, extending from the pocket 660B. The locking elements 644 of the controllable one-way clutch or clutch assembly 640 of the first coupling arrangement or first coupling mechanism 634 are moved into an extended position. The locking elements 642 of the passive one-way clutch or clutch assembly 638 run in freewheel mode, and the locking elements 644 of the controllable one-way clutch or clutch assembly 640 initially ratchet.The switching process continues by accelerating the drive or first shaft 612 and the sun gear 618 and releasing the force on the locking element 658, whereby the locking element 658 moves into the decoupled, i.e., not extended, position. The extended locking element 644 initially ratchets with respect to the notch 650A of the notch plate 650, which is connected to or part of mass 632, since the rotational speed of the ring gear 620 relative to mass 632 exceeds the predetermined rotational speed range. The motor increases the speed 180 of the drive or first shaft 612 and the sun gear 618 until the locking element 644 reaches the point of engagement, stops ratcheting and engages in a notch 650B of the notched plate 650 connected to mass 632, whereby the speed of the ring gear 620 is synchronized with that of mass 632, so that the ring gear 620 is now stationary.The locking element 644 transmits recuperative torque from the output or second shaft 614 to the input or first shaft 612 and accordingly to the motor via the first gear ratio. Fig. 22 shows a flowchart of an embodiment of the system and method according to the invention, illustrating an upshift from 1st gear to 2nd gear, wherein the power transmission system or power transmission assembly 610 shifts from recuperation torque, i.e., recuperative braking, in 1st gear to recuperation torque, recuperative braking, in 2nd gear. Fig. 23 is a speed-time diagram showing relative shaft and transmission speeds.The drawing schematically shows the rotational speed of the input or first shaft 612 and the sun gear 618 as a solid line 180; the input speed of the first gear ratio, i.e., the rotational speed of the input or first shaft 612 and the sun gear 618 that results in a specific or known output speed at the output or second shaft 614, as a dashed line 182; and the input speed of the second gear ratio, i.e., the rotational speed of the input or first shaft 612 and the sun gear 618 that results in a specific or known output speed at the output or second shaft 614, as a dotted line 184. A change in the input speed 180 of the sun gear 618 leads to a corresponding change in the rotational speed at the output element, i.e., the second shaft 614, in the first gear ratio.When the ring gear 620 is coupled to mass 632 and the output is via the planet carrier 624, whereby the gear ratio can change, a specific input results in a specific output. A change in the input speed 180 of the sun gear 618 leads to a corresponding change in the speed of the output element, i.e., the second shaft 614 in the second gear ratio, when the ring gear 620 is coupled to the planet carrier 624 and the output is via the planet carrier 624; thus, a specific input delivers a specific output. Since the speed of the output or second shaft 614 is known or can be measured, the respective input speeds 182, 184 of the first and second gear ratios can be determined by calculation. Fig. 22 shows that the process begins in step 1000 with a signal or command to initiate an upshift from recuperation torque, i.e., recuperative braking, in 1st gear to recuperation torque, recuperative braking, in 2nd gear. Initially, the actuator 664 is in its third position, position C. The locking elements 642 for forward torque of the passive one-way clutch or clutch assembly 638, as well as the locking element 644 for reverse torque transmission of the controllable one-way clutch or clutch assembly 640, are extended and can transmit forward, reverse, and recuperative torque. Since the locking elements 642 and 644 are extended, the rotational speed 180 of the input or first shaft 612 and the rotational speed 182 of the output shaft or second shaft 614 are in the first gear ratio relative to each other and remain identical.The solid line and the dashed line coincide because the recuperation torque acts in the forward direction via the locking element 644 and the ratio of drive to output is determined by the gearbox assembly. In step 1010, the actuator moves to its first position, position A, in preparation for the upshift from 1st to 2nd gear. The locking elements 644 of the controllable one-way clutch or assembly 640, which are assigned to the first gear ratio, i.e., the torque reduction path 629, are returned from their initially extended position to a non-extended position. The locking elements 656 and 658, which are assigned to the second gear ratio, the torque reception path 630, are extended, with the locking elements 656 ratcheting and the locking elements 658 freewheeling. In step 1020, the system briefly accelerates the rotational speed 180 of the drive or first shaft 612 and the sun gear 618. This acceleration of the rotational speed of the drive or first shaft 612 and the sun gear 618 releases the torque applied to the locking element 644. Fig. 23 shows that at point 195, the rotational speed 180 of the drive or first shaft 612 increases slightly above the drive speed 182 of the first gear ratio, thus disengaging the locking element 644. Once the torque is released, the force of the return element or the return spring 686B acts on the locking element 644 to move it into a disengaged position. Step 1025 determines whether the locking elements 644 are in the retracted state. If not, the procedure returns to step 1020. If the locking elements 644 are in the retracted state, the procedure continues with step 1030. Whether the locking elements 644 are in the decoupled, i.e., retracted, state can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 1030, the rotational speed 180 of the drive or first shaft 612 and the sun gear 618 is reduced towards the input speed 184 of the second gear ratio. The extended locking element 656 ratchets and does not engage in the notch 662A of the notched plate 662 attached to the planet carrier 624, and the extended locking element 658 passes over the notch 662B of the notched plate 662 connected to the planet carrier 624 in freewheeling mode. The motor reduces the rotational speed 180 of the drive or first shaft 612 until the rotational speed of the locking element 656 and the drive or first shaft are within the specified speed range.By slowing down the rotational speed 180 of the drive or first shaft 612 and the sun gear 618, the rotational speed of the ring gear 620 increases until the point at which the locking element 656 no longer ratchets and engages in the notched plate 662 of the planet carrier 624, thus synchronizing the rotational speed of the ring gear 620 and the planet carrier 624. Fig. 23 shows that the rotational speed 180 of the drive or first shaft 612 decreases in the direction of the drive speed 184 of the second gear ratio and reaches point 196, at which the locking element 656 engages. Once engaged, the drive speed 184 of the second gear ratio and the rotational speed 180 of the drive or first shaft 612 quickly synchronize at point 197. Further deceleration causes the locking element 658 to couple the planet carrier 624 with the ring gear 620, thus enabling torque transmission for recuperation. The solid line and the dashed line 180, 184 coincide because the recuperation torque acts in the forward direction via the locking element 658. Step 1035 determines whether the locking elements 656 and 658, which are associated with the second gear ratio, are extended. If not extended, the procedure returns to step 1010. If the locking elements are extended, the procedure continues with step 1040. Whether the locking elements 656 and 658 are engaged, i.e., extended, can be determined using speed, position, and torque sensors that monitor the respective parameters of the components. In step 1040, the first shaft 612 is subjected to a negative or reverse torque by the system. This negative or reverse torque results from the fact that the output or second shaft 614 drives the second gear ratio and, accordingly, the input or first shaft 612. In step 1050, the system operates in recuperation mode in second gear. Figures 22 and 23 illustrate an upshift from 1st gear to 2nd gear, whereby the power transmission system or power transmission assembly 610 shifts from recuperation torque, i.e., regenerative braking, in 1st gear to recuperation torque, regenerative braking, in 2nd gear. Initially, both the locking element 642 of the passive one-way clutch or clutch assembly 638 and the locking element 644 of the controllable one-way clutch or clutch assembly 640 are engaged, i.e., extended, and protrude from their respective pockets 648A, 648B of the pocket plate 648, whereby the locking elements 642, 644 can transmit forward torque, reverse torque, and recuperation torque. In preparation for the shifting process, the locking elements 644, which are assigned to the reverse and recuperation torque in 1st gear, are moved into a non-extended, i.e.The decoupled position is moved, and the locking elements 656, 658, which are assigned to the forward, reverse, and recuperation torque in 2nd gear, are extended, with the locking elements 656 ratcheting and the locking elements 658 freewheeling. When the shift mechanism is prepared to shift up from the transmission with the first gear ratio to the second gear ratio, the locking element 644, assigned to the recuperation torque, remains in the engaged, i.e., extended, position, as it is still transmitting torque, and extends from the pocket 648B. The shifting process continues with a brief acceleration of the engine and, consequently, the speed of the drive or first shaft 612. As the engine speed increases, the torque acting on the locking element 644 decreases, allowing it to return to its retracted position.The motor then reduces the speed 180 of the drive or first shaft 612 until it reaches the point of engagement of the locking element 656, whereby the relative drive speeds 180, 184 of the drive or first shaft 612 and the sun gear 618 and the drive speed 184 of the second gear ratio are adjusted to such an extent that the locking element 656 engages in the notched plate 662 connected with the planet carrier 624 and synchronizes the speed of the ring gear 620 and the planet carrier 624, whereby the speed 180 of the drive or first shaft 612 and the sun gear 618 is synchronized with the drive speed 184 of the second gear ratio.After further deceleration, the locking element 658 engages in a notch 662B in the notch plate 662 and transmits recuperation torque from the output or second shaft 614 via the second gear ratio to the input or first shaft 612 and the motor. The controllable one-way clutches or clutch assemblies 652, 654 of the second coupling arrangement or the second coupling mechanism 636 are engaged, i.e., extended, and can transmit forward, recuperation, and reverse torque using the second gear ratio. The use of ratcheting locking elements 644, 656 provides a system and method that enables a reduction in switching time. The ratcheting locking elements 644, 656 ratchet in one coupling direction. The locking elements ratchet above a predetermined speed range of adjacent components, for example, a notched plate and a pocket plate. The motor brakes the drive or first shaft 612.When the motor decelerates the drive or first shaft 612, for example when components rotating relative to each other fall within the specified speed range, the respective ratcheting locking element 644, 656 engages and synchronizes the rotation of the components rotating relative to each other. By using ratcheting locking elements 644, 656, the switching time is reduced, as there is no need to wait until the motor speed is matched with the rotational speed of components rotating relative to each other before the locking element is extended. In the preceding example, the locking elements 30A, 642 of the power transmission system or power transmission assemblies 10, 610 are passive; they are permanently extended and are part of the first coupling assemblies or coupling mechanisms 21, 638. However, the first coupling assemblies or coupling mechanisms 21, 638 can also comprise a controllable one-way coupling with a controllable locking element, similar to the controllable locking elements 30B, 644 used in the coupling assemblies 23, 640. The torque-transmitting, i.e., locking, elements of both embodiments can be configured in any combination as "apply-on" or "apply-off," normally engaged or normally disengaged, and actively controlled or passive. Furthermore, the actuators 40, 664 are shown in the two embodiments as three-position actuators. Each actuator 40, 664 has three positions A, B, and C. In the preceding examples, only two of the positions are used, namely position A and position C. It should be understood that position B can also be used to vary the operating modes. For example, position B can represent a neutral position or another mode. The actuators can be multi-position actuators, for example, with three, four, and five positions. Multi-position actuators allow for multiple coupling modes. The first coupling arrangement or coupling mechanism 634 can have a coupling mode of 0 / 1 or 1 / 1 for the ring gear 620 to mass 632, depending on the actuator position. Here, 0 means that the strut, i.e., the locking element, is not extended, and 1 means that the strut or locking element is extended. For example, 0 / 1 indicates that the locking element 644 is not extended and the locking element 642 is extended, and 1 / 1 indicates that both locking elements 644 and 642 are extended. As shown, the actuator 664 controls the first coupling arrangement or coupling mechanism 634 and the second coupling arrangement or coupling mechanism 636. Analogous to the first coupling arrangement or coupling mechanism 634, the second coupling arrangement or coupling mechanism 636 can also have multiple modes, for example, modes 0 / 0 and 1 / 1. The used orThe required modes may also differ from these and / or may include a larger or smaller number of modes, for example up to four modes for the first coupling arrangement or first coupling mechanism 634 and up to four modes for the second coupling arrangement or second coupling mechanism 636. For the purposes of this application, the term "coupling arrangement" is to be interpreted as including clutches or brakes. It also includes coupling arrangements in which one of the plates is drivenly connected to a torque-supplying element of a transmission, drive machine, or motor, and the other plate is connected to another torque-supplying element or, in the case of a brake, is fixed to mass. For example, the first coupling arrangement or coupling mechanism 634 may comprise a controllable mechanical diode (CMD) coupling, which is a controllable or switchable one-way coupling that acts between a stationary and a rotating component, wherein, for example, one bearing ring is stationary and the other can rotate. The second coupling arrangement or coupling mechanism 636 may comprise a dynamically controllable clutch (DCC).: Dynamically Controllable Clutch) which refers to a controllable or switchable one-way clutch that acts between two rotating components, for example, both running rings rotating. The first and second coupling arrangements or coupling mechanisms 634 and 636 can operate independently of one another. For example, each can have its own actuating system. While a linear actuator is used for the first coupling arrangement or coupling mechanism 634, the actuating system can also include one or more electromagnets attached to ground, for example, to a gearbox housing. Each electromagnet acts on a locking element to move the locking element into an extended or retracted position. In the preceding examples, the locking elements 30B, 38A of the power transmission system or power transmission assembly 10 and the locking elements 644, 656 of the power transmission system or power transmission assembly 610 have features for limiting the speed at which they engage, ratchet, or have ratchet features. According to another example, the locking elements 644, 656 of the power transmission system or power transmission assembly 610 may ratchet, have ratchet features, or not. According to this example, the extension of a locking element is controlled by the rotational speed of the drive or shaft 612, with non-ratcheting locking elements extending when the relative rotating components are synchronized, i.e., rotating within a predetermined rotational speed range. According to one example, relative rotating components are considered synchronized if the predetermined rotational speed range includes a difference of ± 100 rpm.For example, if the locking element 656 of the third, controllable one-way clutch or clutch assembly 652 does not ratchet, i.e., does not exhibit ratchet characteristics, the locking element 656 should not be extended until the rotational speeds of the relative rotating components, namely the ring gear 620 and the planet carrier 624, are synchronized. This typically requires accurate and precise motor and speed control. Sometimes, the extension of the locking element depends on a freewheeling condition between the rotational speeds of the relative rotating components. In this case, the locking element is extended during a freewheeling condition, and subsequently, torque is applied, causing the locking element to engage in a notch of the notched plate to complete the shifting operation.If the locking element 644 of the second, controllable one-way clutch or clutch assembly 640 did not ratchet, i.e., if it did not exhibit any ratchet characteristics, the locking element 644 could only be extended once the rotational speeds of the relative rotating components, namely the ring gear 620 and the mass 632, were synchronized. Since the mass 632 is stationary, i.e., does not rotate, the rotational speed 180 of the drive element, i.e., the first shaft 612, would have to be controlled relative to the rotational speed 184 of the second gear ratio in order to control and reduce the rotational speed of the ring gear 620 until it is stationary or nearly stationary before the locking element 644 is extended.Since the speed 184 of the second gear ratio can vary, controlling the drive speed 180 to maintain the specified range or window typically requires accurate and precise motor and speed control, which can take additional time to complete a shift operation. The power transmission system or power transmission assemblies 10, 610 can include several types of actuators, including linear actuators, cam actuators, rotary disc actuators, and rotary fork actuators. The actuators can also be dynamically controlled actuators or mechanical diode control actuators, with or without a rotary disc. The actuators can be multi-position actuators, for example, with three, four, or five positions. Furthermore, spanning or roller one-way couplings can be used in combination with jaw couplings, dynamically controlled couplings, or mechanical diode control actuators. Additionally, the locking elements can extend radially or planarly. While in the present embodiments the power transmission system or power transmission assemblies 10, 610 are depicted as reduction and planetary gear systems, other or alternative gear assemblies can also be used. Further examples of gear assemblies include one-piece, multi-piece gear systems and / or architectures with multiple planetary gear sets, in particular those with overdrive or reverse gear. Gear systems with more than two gears or gear ratios are also possible, together with a combination of planetary gear sets and reduction shafts. Furthermore, although the locking elements are shown to move axially, they can also move radially with respect to the axis of rotation. The torque-transmitting elements, i.e., the locking elements, can be planar, radial, or a combination of both orientations. While two ratcheting locking elements are disclosed in the present embodiments, all four locking elements could also be designed as ratcheting locking elements. According to another example, the system could also use only a single ratcheting locking element. The number of ratcheting locking elements can vary depending on the recuperation operation, reverse operation, and the use of multiple gearboxes, including planetary gearboxes and reduction gearboxes. The preceding examples, which demonstrate the use of ratcheting locking elements, serve only for illustration. They are not intended to encompass all the different shifting scenarios that can be realized with the present invention, including, for example, shifting operations between several gear ratios, even skipping a gear ratio, when shifting directly from 1st to 3rd gear. Furthermore, shifting between different load states is also possible, for example, from 1st gear under load (power on) to 2nd gear under deceleration (power off). The expression "from A and from B" used here is to be understood as a logical "A or B," employing a non-exclusive logical OR, and not as "at least one A and also one B." For example, depending on the specific situation, a torque-transmitting element can transmit torque in both directions: from the first shaft to the second shaft or from the second shaft to the first shaft. It should be understood that the torque-transmitting element can transmit torque in both directions, but this does not mean that the torque is transmitted in both directions simultaneously. For example, depending on different operating parameters, a torque-transmitting element can transmit reverse torque or recuperation torque, or it can transmit reverse torque and recuperation torque at different times. The indefinite articles “a” and “an”, as used in the description and in the claims, are to be understood as “at least one” and are not to be limited to “only one”, unless expressly stated otherwise. The term "no" used here means none at all, hardly anything, or very little. To give an example, "no torque" means an insignificant or negligible amount of torque that does not measurably affect the desired function and is not considered significant by a person skilled in the art in the relevant field. The description of the invention is purely illustrative. Variations that do not deviate from the core of the invention are therefore considered to be within the scope of protection of the invention. Such variations are not to be understood as a deviation from the inventive idea or from the scope of protection of the invention. In summary, a system and a method for a power transmission system are disclosed, comprising a first shaft, a second shaft, and a gear assembly between the first and second shafts. The gear assembly includes a first gear and a second gear. A first coupling mechanism selectively couples the first shaft to the second shaft via the first gear. A second coupling mechanism selectively couples the first shaft to the second shaft via the second gear, the second coupling mechanism comprising a ratcheting locking element that is movable between an extended and a retracted position. QUOTES INCLUDED IN THE DESCRIPTION This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature US 63 / 737,889

[0001] US 8,844,693

[0030] US 11,793,801

[0030]

Claims

Power transmission system (10; 610), comprising: a first shaft (14; 612), a second shaft (16; 614), a first gear assembly (18; 620, 632) between the first shaft and the second shaft, a second gear assembly (20; 620, 624) between the first shaft and the second shaft, a first coupling mechanism (21, 23; 634) that selectively couples the first shaft (14; 612) to the second shaft (16; 614) via the first gear assembly, the first coupling mechanism comprising a locking element (30A; 642), and a second coupling mechanism (31, 33; 636) that selectively couples the first shaft (14; 612) to the second shaft (16; 614) via the second gear assembly, the second coupling mechanism comprising a ratcheting element includes a locking element (38A; 656) that is movable between an extended position and a retracted position. Power transmission system (10; 610) according to claim 1, comprising: an actuator (40; 664) which serves to move the ratcheting locking element (38A; 656) of the second coupling mechanism (21, 23; 636) between the extended position and the retracted position. Power transmission system (10; 610) according to claim 1 or 2, wherein: the first coupling mechanism (21, 23; 634) comprises a ratcheting locking element (30B; 644) that is movable between an extended and a retracted position, and comprises an actuator (40; 664) that serves to move the ratcheting locking element (30B; 644) of the first coupling mechanism (21, 23; 634) between the extended position and the retracted position. Power transmission system (10; 610) according to one of the preceding claims, wherein: the locking element (30A; 642) of the first coupling mechanism is a passive locking element and the ratcheting locking element (38A; 656) of the second coupling mechanism is a controllable locking element. Power transmission system (10; 610) according to one of the preceding claims, comprising: a torque path (15a, 15b; 628) extending from the first shaft (14; 612) to the second shaft (16; 614) via a gear set, wherein the locking element (30A; 642) of the first coupling mechanism (21, 23; 634) transmits torque from the first shaft (14; 612) to the second shaft (16; 614) along the torque path, and wherein the ratcheting locking element (38A; 656) of the second coupling mechanism (31, 33; 636) transmits torque from the first shaft (14; 612) to the second shaft (16; 614) along the torque path. Power transmission system (10; 610) according to one of the preceding claims, wherein: the first shaft (14; 612) rotates in a first direction and in a second direction, the first coupling mechanism (21, 23; 634) comprises a first one-way coupling (21; 638) associated with the first direction of rotation, wherein the first one-way coupling of the first coupling mechanism comprises the locking element (30A; 642) of the first coupling mechanism, the first coupling mechanism (21, 23; 634) comprises a second one-way coupling (23; 640) associated with the second direction of rotation, wherein the second one-way coupling (23; 640) of the first coupling mechanism comprises a controllable ratcheting locking element (30B; 644), the second coupling mechanism (31, 33; 636) comprises a first one-way coupling (31; 652) associated with the first direction of rotation, wherein the first one-way coupling of the second coupling mechanism the ratcheting locking element (38A;656) of the second coupling mechanism comprises, the second coupling mechanism (31, 33; 636) comprises a second one-way coupling (33; 654) which is associated with the second direction of rotation, and the second one-way coupling (33; 654) of the second coupling mechanism comprises a controllable locking element (38B; 658). Power transmission system (10; 610) according to claim 6, wherein the locking element (30A; 642) of the first one-way coupling (21; 638) of the first coupling mechanism (21, 23; 634) is controllable. Power transmission system (10; 610) according to claim 6, wherein the locking element (30A; 642) of the first one-way coupling (21; 638) of the first coupling mechanism (21, 23; 634) is passive. Power transmission system (10; 610) according to one of the preceding claims, wherein: the first coupling mechanism (21, 23; 634) comprises a one-way coupling (21; 638) associated with a first direction of rotation of the first shaft (14; 612), and a controllable one-way coupling (23; 640) associated with a second direction of rotation of the first shaft (14; 612), and the second coupling mechanism (31, 33; 636) comprises a first switchable one-way coupling (31; 652) associated with the first direction of rotation of the first shaft (14; 612), and a second switchable one-way coupling (33; 654) associated with the second direction of rotation of the first shaft (14; 612). Power transmission system (10; 610) according to one of the preceding claims, wherein: the first shaft (14; 612) rotates in a first direction and in a second direction, the second shaft (16; 614) rotates in the first direction and in the second direction, and the second shaft rotates in the direction of the first shaft.A method for power transmission comprising: providing a first shaft (14; 612), wherein the first shaft is rotatable at variable speed; providing a second shaft (16; 614), wherein the second shaft is rotatable at variable speed; providing a gear assembly, wherein the gear assembly comprises at least a first gear ratio (18; 629) and a second gear ratio (20; 630); providing a first one-way clutch (21; 638) associated with the first gear ratio (18; 629), wherein the first one-way clutch associated with the first gear ratio comprises a torque-transmitting locking element (30A; 642); providing a first one-way clutch (31; 652) associated with the second gear ratio (20; 630), wherein the first one-way clutch associated with the second gear ratio comprises a torque-transmitting locking element (38A;656) includes, extending the torque-transmitting locking element (30A; 642) of the first one-way clutch (21; 638) associated with the first gear ratio (18; 629) and enabling the transmission of torque from the first shaft (14; 612) to the second shaft (16; 614) in the first gear ratio, extending (210; 510; 710; 1010) the torque-transmitting locking element (38A; 656) of the first one-way clutch (31; 652) associated with the second gear ratio (20; 630) when the speed of the first shaft and the speed of the second gear ratio are not within a predetermined speed range, and changing (250, 530, 750, 1030) the speed of the first shaft (14; 612) to adjust the speed of the first shaft and the speed to bring the second gear ratio (20; 630) into the specified speed range, whereby the torque-transmitting locking element (38A;656) the first one-way clutch (31; 652) associated with the second gear ratio (20; 630) engages and enables the transmission of torque from the first shaft (14; 612) to the second shaft (16; 614) in the second gear ratio.; Method for power transmission according to claim 11, wherein the torque-transmitting locking element (38A; 656) of the first one-way clutch (31; 652) associated with the second gear ratio (20; 630) is a ratcheting locking element. A method for power transmission according to one of claims 11 to 12, comprising: applying torque (250; 750) from the second gear ratio (20; 630) to the first shaft (14; 612) via the torque-transmitting locking element (38A; 656) of the first one-way clutch (31; 652) associated with the second gear ratio, wherein the rotational speed of the first shaft (14; 612) is reduced to the rotational speed of the second gear ratio. A method for power transmission according to one of claims 11 to 13, comprising: no transmission of torque via the torque-transmitting element (38A; 656) of the first one-way clutch (31; 652) associated with the second gear ratio (20; 630) when the torque-transmitting element of the first one-way clutch associated with the second gear ratio is extended and the rotational speed of the first shaft (14; 612) and the rotational speed of the second gear ratio (20; 630) are not within the specified rotational speed range. A method for power transmission according to any one of claims 11 to 14, comprising: providing a second one-way clutch (23; 640) associated with the first gear ratio (18; 629), wherein the second one-way clutch (23; 640) associated with the first gear ratio comprises a torque-transmitting locking element (30B; 644), and extending (310; 410; 810; 910) the torque-transmitting locking element (30B; 644) of the second one-way clutch (23; 640) associated with the first gear ratio (18; 629) and enabling the transmission of torque from the second shaft (16; 614) to the first shaft (14; 612) in the first gear ratio and from the first shaft (14; 612) to the second shaft (16; 614) in the first gear ratio. A method for power transmission according to any one of claims 11 to 15, comprising: providing a second one-way clutch (33; 654) associated with the second gear ratio (20; 630), wherein the second one-way clutch (33; 654) associated with the second gear ratio comprises a torque-transmitting locking element (38B; 658), and extending (210; 510; 710; 1010) the torque-transmitting locking element (38B; 658) of the second one-way clutch (33; 654) associated with the second gear ratio (20; 630) and enabling the transmission of torque from the second shaft (16; 614) to the first shaft (14; 612) in the second gear ratio and from the first shaft (14; 612) to the second shaft (16; 614) in the second gear ratio. A power transmission method comprising: providing a first shaft (14; 612), wherein the first shaft is rotatable at variable speed; providing a second shaft (16; 614), wherein the second shaft is rotatable at variable speed; providing a gear assembly, wherein the gear assembly comprises at least a first gear ratio (18; 629) and a second gear ratio (20; 630); providing a first one-way clutch (21; 638) associated with the first gear ratio (18; 629), wherein the first one-way clutch (21; 638) associated with the first gear ratio comprises a torque-transmitting locking element (30A; 642); and a second one-way clutch (23; 640) associated with the first gear ratio (18; 629), wherein the second one-way clutch (23; 640) associated with the first gear ratio comprises a torque-transmitting locking element (30A; 642). transferring element (30B;644) comprises, providing a first one-way clutch (31; 652) associated with the second gear ratio (20; 630), wherein the first one-way clutch (31; 652) associated with the second gear ratio comprises a torque-transmitting locking element (38A; 656), enabling the transmission of torque from the first shaft (14; 612) to the second shaft (16; 614) via the second gear ratio (20; 630), wherein the torque-transmitting locking element (38A; 656) of the first one-way clutch (31; 652) associated with the second gear ratio is in an extended position, extending (310; 410; 810; 910) the torque-transmitting locking element (30B; 644) of the second one-way clutch associated with the first gear ratio (18; 629). (23;640), before the rotational speed of the first shaft and the rotational speed of the first gear ratio are within a predetermined rotational speed window, moving (310; 410; 810; 910) the torque-transmitting locking element (38B; 658) of the second one-way clutch (33; 654) associated with the second gear ratio into a non-extended position, and after the torque-transmitting locking element (38A; 656) of the first one-way clutch (31; 652) associated with the second gear ratio is in the non-extended position, changing (330; 430; 830; 930) the rotational speed of the first shaft (14; 612) to engage the torque-transmitting locking element (30B; 644) of the second one-way clutch (23; 640) associated with the first gear ratio (18; 629), wherein the torque-transmitting element (30B; 644) the second one-way clutch (23; ) associated with the first gear ratio (18; 629;640) transmits torque from the first gear ratio to the first shaft (14; 612) via the first gear ratio (18; 629).; Method according to one of claims 11 to 17, wherein the torque-transmitting locking element (30B; 644) of the second one-way clutch (23; 640) associated with the first gear ratio (18; 629) is a ratcheting locking element. A method for power transmission according to any one of claims 11 to 18, comprising: increasing (340; 840) the rotational speed of the first shaft (14; 612) to engage the torque-transmitting locking element (30A; 642) of the first one-way clutch (21; 638) associated with the first gear ratio (18; 629) in order to transmit torque from the first shaft (14; 612) to the second shaft (16; 614) via the first gear ratio (18; 629). A method for power transmission according to any one of claims 11 to 19, comprising: applying torque (940) from the first gear ratio (18; 629) to the first shaft (14; 612) via the torque-transmitting locking element (30B; 644) of the second one-way clutch (23; 640) associated with the first gear ratio, wherein the rotational speed of the first shaft (14; 612) is increased to the rotational speed of the first gear ratio (18; 629). A method for power transmission according to any one of claims 11 to 20, comprising: increasing (340; 840) the rotational speed of the first shaft (14; 612) in order to passively engage the torque-transmitting locking element (30A; 642) of the first one-way clutch (21; 638) associated with the first gear ratio (18; 629) and to transmit torque from the first shaft (14; 612) to the second shaft (16; 614) in the first gear ratio (18; 629). A method for power transmission according to one of claims 11 to 21, comprising: reducing (320; 820) the rotational speed of the first shaft (14; 612) until the rotational speed of the first shaft is below the rotational speed of the second gear ratio (20; 630) in order to decouple the torque-transmitting locking element (38A; 656) of the first one-way clutch (31; 652) associated with the second gear ratio (20; 630). Method for power transmission according to one of claims 11 to 22, wherein the torque-transmitting locking element (30B; 644) of the second one-way clutch (23; 640) associated with the first gear ratio (18; 629) enables the transmission of torque from the second shaft (16; 614) to the first shaft (14; 612) in the first gear ratio (18; 629) and also from the first shaft to the second shaft in the first gear ratio (18; 629). A method for power transmission according to any one of claims 11 to 23, comprising: providing a second one-way clutch (33; 654) associated with the second gear ratio (20; 630), wherein the second one-way clutch associated with the second gear ratio comprises a torque-transmitting locking element (38B; 658), and extending (210; 510; 710; 1010) the torque-transmitting locking element (38B; 658) of the second one-way clutch (33; 654) associated with the second gear ratio and enabling the transmission of torque from the second shaft (16; 614) to the first shaft (14; 612) in the second gear ratio (20; 630) and from the first shaft (14; 612) to the second shaft (16; 614) in the second gear ratio (20; 630).

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