Switching system for a power transmission unit

Abstract

Power transmission system and device comprising: a first shaft, wherein the first shaft is rotatable at a variable speed; a second shaft, wherein the second shaft is rotatable at a variable speed; a first gear assembly between the first shaft and the second shaft, wherein the first gear assembly has a gear rotatably mounted on the first shaft; a second gear assembly between the first shaft and the second shaft, wherein the second gear assembly has a gear rotatably mounted on the first shaft; a first coupling assembly that selectively couples the gear of the first transmission assembly to the first shaft, wherein the first coupling assembly comprises a notched disc, a pocket disc and a locking element in an inserted position; a second coupling assembly that selectively couples the gear of the second transmission assembly to the first shaft, the second coupling assembly comprising a notched disc, a pocket disc and a locking element that is movable between an engaged and a disengaged position; and the use of the locking element of the second clutch assembly is based on the rotational speed of the first shaft.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention

[0001] The invention relates generally to a vehicle powertrain and, more particularly, to a powertrain having a shifting system with a one-way clutch. 2. Description of the state of the art

[0002] In automotive engineering, vehicle powertrains typically comprise shift systems with multiple friction clutch elements. Automatic transmissions (AT) utilize wet friction clutches, dual-clutch transmissions (DCTs) employ wet and dry friction clutches, and manual transmissions (MTs) and automated manual transmissions (AMTs) employ synchronizers, friction cone clutches, and a shift sleeve.

[0003] Other switching mechanisms use various elements of the above or in combination with a mechanical claw clutch, a switching ring or a sliding sleeve.

[0004] Friction clutches increase drag, reduce efficiency, and reduce the range of electric vehicles. They also generate heat, wear, and contamination, which can lead to further failures. Friction clutches require hydraulics, fluids, pumps, and hydraulic manifolds. This increases weight, complexity, the potential for leaks, and generates heat.

[0005] The elimination of friction clutches also meets the industry's need to support sustainability and circular economy goals and targets. Friction clutches wear out, require replacement, and cannot be reused, reused, or easily recycled. Furthermore, inefficient friction clutches represent a significant source of heat generation.

[0006] In drive systems for battery-powered electric vehicles, the question of thermal management arises in connection with heat generation.

[0007] State-of-the-art powertrains often utilize electric motors and controllable or selectable clutch assemblies, such as one-way clutches. These clutches can be electromagnetically actuated and magnetically controlled. Various types of selectable one-way clutches are known, including a dial, a solenoid, and a linear actuator. The above are examples of one-way clutches that can be used in the clutch system described here. PRESENTATION OF THE INVENTION

[0008] A power transmission system and apparatus comprising first and second shafts, first and second gear assemblies between the first and second shafts, and first and second clutch assemblies. The first clutch assembly couples the first shaft to the first gear assembly, and the second clutch assembly couples the first shaft to the second gear assembly. The speed of the first shaft varies, with engagement of a locking element of the second clutch assembly based on the speed of the first shaft.

[0009] Further areas of applicability of the present invention will become apparent from the detailed description below. It should be noted that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are for purposes of illustration only and are not intended to limit the scope of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The present invention will be better understood from the detailed description and the accompanying drawings: Fig. 1 is a schematic diagram and overview of a multi-speed transmission including a shifting system according to an example of the power transmission system of the present invention. Fig. 2 is a schematic cross-sectional view showing an example of a switching system and a mechanism for use with the power transmission system of Fig. 1, including an actuator in one position. Fig. 2A and Fig. 2B are exploded cross-sectional views showing the positions of the locking elements for the actuation position of Fig. 2 show. Fig. 3 is a schematic cross-sectional view showing an example of the switching system for use with the power transmission system of Fig. 1, including an actuator in a different position. Fig. 3A and Fig. 3B are exploded and cross-sectional views showing the positions of the locking elements in the actuating position of Fig. Show 3. Fig. Figure 4 is a schematic cross-sectional view showing the switching system for use with the power transmission system of Fig. 1 shows, including the actuator in another position. Fig. 4A and Fig. 4B are exploded cross-sectional views showing the positions of the locking elements for the actuation position of Fig. Show 4. Fig. 5 is a flowchart of an example method of operating a switching system for a power transmission assembly of the Fig. 2-4. Fig. Figure 6 is a graph of speed versus time according to the method of Fig. 5. Fig. 7 is a flowchart of an example of another operating method of a switching system for a power transmission unit of the Fig. 2-4. Fig. Figure 8 is a graph of speed versus time according to the method of Fig. 7. Fig. 9 is a flow diagram of another example of a method of operating a switching system for a power transmission assembly of the Fig. 2-4. Fig. 10 is a graph of speed versus time according to the method of Fig. 9. Fig. 11 is a flow diagram of another example of a method of operating a switching system for a power transmission assembly of the Fig. 2-4. Fig. Figure 12 is a graph of speed versus time according to the method of Fig. 11. Fig. 13 is a schematic cross-sectional view showing another example of a switching system and a mechanism for use with the power transmission system of Fig. 1, including an actuator in one position. Fig. 13A and Fig. 13B are exploded cross-sectional views showing the positions of the locking elements for the actuating position of Fig. Show 13. Fig. 14 is a schematic cross-sectional view showing another example of a switching system and a mechanism for use with the power transmission system of Fig. 1 shows, including the actuator in a different position. Fig. 14A and Fig. 14B are exploded cross-sectional views showing the positions of the locking elements for the actuating position of Fig. Show 14. Fig. 15 is a schematic cross-sectional view showing another example of a switching system and a mechanism for use with the power transmission system of Fig. 1, including an actuator in yet another position. Fig. 15A and Fig. 15B are exploded cross-sectional views showing the positions of the locking elements for the actuating position of Fig. Show 15. Fig. 16 is a schematic cross-sectional view showing another example of a switching system and mechanism for use with the power transmission system of Fig. 1, including an actuator in another position. Fig. 16A and Fig. 16B are exploded and cross-sectional views showing the positions of the locking elements in the actuating position of Fig. Show 16. Fig. 17 is a schematic cross-sectional view showing another example of a switching system and a mechanism for use with the power transmission system of Fig. 1, including an actuator in an additional position. Fig. 17A and Fig. 17B are exploded cross-sectional views showing the positions of the locking elements for the actuating position of Fig. Show 17. Fig. 18 is a flowchart of an example method of operating a shifting system for a power transmission assembly of the Fig. 13-17. Fig. 19 is a graph of speed versus time according to the method of Fig. 18. Fig. 20 is a flow diagram of an example method of operating a switching system for a power transmission assembly of the Fig. 13-17. Fig. Figure 21 is a graph of speed versus time according to the method of Fig. 20. Fig. 22 is a flow diagram of an example method of operating a switching system for a power transmission assembly of the Fig. 13-17. Fig. 23 is a graph of speed versus time according to the method of Fig. 22. Fig. 24 is a flowchart of an example method of operating a shifting system for a power transmission assembly of the Fig. 13-17. Fig. Figure 25 is a graph of speed versus time according to the method of Fig. 24. Fig. 26 is a schematic cross-sectional view showing another example of a switching system and a mechanism for use with the power transmission system of Fig. 1 shows. Fig. 27 is a schematic cross-sectional view showing another example of a switching system and a mechanism for use with the power transmission system. Fig. 28 is a schematic cross-sectional view showing another example of a system and mechanism for use with the power transmission system. Fig. 29 is a schematic cross-sectional view showing another example of a system and mechanism for use with the power transmission system. Fig. 30 schematically shows several clutch positions and their positioning for use with the power transmission system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] The following description of the preferred embodiment(s) is merely exemplary and is in no way intended to limit the invention, its application, or its uses.

[0012] Fig. 1 schematically shows an example of a power transmission system or assembly 10, including a switching system 12. The power transmission system or assembly 10 acts as a torque transmission mechanism between the respective components.

[0013] The powertrain system or assembly 10 includes a first or drive shaft 14 and a second or driven shaft 16. The first or drive shaft 14 is powered by a power source, for example, an electric motor. The second or driven shaft 16 provides output from the powertrain system or assembly 10 to a driven member, for example, a drive unit associated with one or more vehicle wheels. Both the first and second shafts 14, 16 rotate at variable speeds. When a hybrid or electric vehicle is operating in regenerative mode, torque supplied by the second or driven shaft 16 from a vehicle wheel acts through the powertrain system or assembly 10 to supply torque to the first or drive shaft 14 and ultimately to the engine.

[0014] In one example, the powertrain system or assembly 10 includes a first gear assembly / ratio 18 and a second gear assembly / ratio 20. The shifting system 12 selects either the first gear assembly / ratio 18 or the second gear assembly / ratio 20 by connecting a corresponding gear to the first or input shaft 14. By selecting the different ratios, the speed and torque are changed. Two power or torque paths 15a, 15b are available, one through the first gear assembly / ratio 18 and a second through the second gear assembly / ratio 20. In one example, the shifting system 12 includes one-way clutches.

[0015] A one-way clutch establishes a mechanical connection. A one-way clutch can be passive. A passive one-way or overrunning clutch always establishes a driving connection or engaged condition and transfers torque between components when their relative rotation is in one direction, overrunning when the relative rotation is in the opposite direction, and overrunning when their relative rotation is in the same direction and the driven component is rotating faster than the driving component. The passive one-way or overrunning clutch overruns when the driving or input element rotates slower than the driven or input element. The driving and overrunning directions in the opposite direction depend on the direction of rotation of the driving element.

[0016] An example of a passive one-way clutch or passive strut assembly includes a passive or uncontrolled locking member, for example, a strut disposed within the pocket of a pocket disc. A resilient member or spring continuously urges the strut outward from the pocket of the pocket disc—the strut is continuously deployed. The one-way clutch is passive because the strut is uncontrolled. The strut is constantly biased out of the pocket and beyond a side face or surface of the first clutch member or pocket disc. The resilient member or spring continuously urges the strut out of the pocket into a deployed position where the strut extends out of the pocket in the first clutch member or pocket disc. In the deployed position, the locking member engages the second clutch member, for example, a notch in a notched disc.The one-way clutch prevents rotation of the second clutch element or the notched disc in one direction and allows overtaking, meaning the second clutch element or the notched disc rotates freely in the opposite direction. The one-way clutch passively controls torque in one direction and allows overtaking in the opposite direction.

[0017] A one-way clutch can be a selectable or controllable one-way clutch; the state of the one-way clutch—activated or deactivated, engaged or not engaged—can be selected or controlled. A selectable or controllable one-way clutch can also be called an active one-way clutch. A selectable or controllable one-way clutch in an unengaged state allows overtaking in both directions and can function like a passive one-way clutch when engaged. A selectable or controllable one-way clutch is therefore active; the state of the locking element, engaged or not engaged, can be controlled. A selectable or controllable one-way clutch can also be passive, since the locking element can be overtaken when engaged.

[0018] A selectable or controllable one-way clutch typically includes a control mechanism or actuator that activates or deactivates the one-way clutch to enable or disable a driving connection or engaged condition between components. A selectable or controllable one-way clutch may include locking elements in combination with an actuator and / or a selection mechanism. The selection mechanism controls the deployment of the locking element. When deployed, the locking element selectively mechanically couples the associated components. For example, a selectable or controllable one-way clutch is active because the locking element in the pocket disc can move between an unloaded position—the locking element in the pocket of the pocket disc—and a deployed position—the locking element extending outward from the pocket of the pocket disc and beyond or above the end or side surface of the pocket disc.In the engaged position, the locking element engages the second clutch element or the notched disc, leaving the one-way clutch passively locked in one direction of rotation and free to rotate or overrun in the opposite direction. The locking elements, actuator, and / or selector provide the one-way clutch with several functions, including implementing the various operating modes. In the deactivated state, the active one-way clutch does not establish a driving connection or engaged state between the components and does not transmit torque. In the activated state, the active one-way clutch establishes a driving connection or engaged state, transmits torque between the components when their relative rotation is in one direction, and overruns in the same manner as the passive one-way or overrunning clutch. An active one-way clutch is not designed to lock and can operate passively when placed in an activated position.Even when the active one-way clutch is activated, it may not actively engage and establish a drive connection or an engaged state depending on the relative movement of the components. However, because it is in an activated position, it engages and transmits torque based on the relative movement of the components.

[0019] A dynamically controllable clutch is a controllable or selectable, active one-way clutch that acts between two rotating components, for example, one in which both races are rotatable. A dynamically controllable overrunning clutch is a controllable or selectable active one-way clutch that acts between two rotating components, for example, one in which both races are rotatable, and which can overrun when engaged.

[0020] The powertrain system or assembly 10 provides a shifting technology that meets vehicle performance requirements, such as smooth shifting and improved efficiency and range of hybrid or electric vehicles. In one example, the powertrain system or assembly 10 provides a mechanical locking element shifting system that includes a passive one-way clutch and an active one-way clutch. The use of one-way clutches as a transition aid for upshifting and downshifting enables less complex control strategies. Less complex controls mean lower development costs and fewer potential failure modes.

[0021] 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 control and efficiency advantages of a variable-speed motor, including the ability to change or vary the motor speed in a short period of time. For example, a typical electric vehicle electric motor can switch from 1500 rpm to 2000 rpm within milliseconds. While the power transmission system or assembly 10, including the switching system 12, utilizes the operating parameters of an electric motor, it is not limited to use with an electric motor.

[0022] Fig. 2-4B schematically illustrate an example of the shifting system 12 utilizing a clutch mechanism, generally indicated at 22, disposed between the first gear assembly / ratio 18 (first gear node) and the second gear assembly / ratio 20 (second gear node). The clutch mechanism 22 includes 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 at the first gear assembly / ratio 18. The clutch mechanism 22 further includes second and third controllable one-way clutch or clutch assemblies 31, 33, which connect the first shaft 14 to the second shaft 16 at the second gear assembly / ratio 20. The gear ratio indicates the size relationship of the gears to one another.When gears of different sizes mesh, they can rotate at different speeds and deliver different torques and speeds. For example, engaging the first gear delivers a low speed but high torque.

[0023] The first gear assembly / ratio 18 comprises two rotating races, i.e., a first coupling element in the form of a pocket disc 24 and a second coupling element in the form of a notched disc 26. The pocket disc 24 is fixedly connected to the first shaft 14 of the power transmission system or assembly 10, and the notched disc 26 is part of, or fixedly connected to, a gear 28 of the first gear assembly / ratio 18. The gear 28 is rotatably mounted in a bearing 17 on the first shaft 14 so that it can rotate relative to the shaft 14.

[0024] The pocket disc 24 includes first and second sets of locking elements 30A, 30B for clockwise ("CW") and counterclockwise ("CCW") engagement, respectively. During engagement, at least one set of the locking elements 30A, 30B contacts the pocket and notch engagement surfaces of the pocket and notch discs 24, 26, interconnecting the pocket and notch discs 24, 26. The pocket and notch discs 24, 26 interconnect the first shaft 14 and the gear 28 of the first gear assembly / transmission 18. The locking elements 30A, 30B transmit torque between the first shaft 14 and the gear 28, which are connected via the interconnected pocket and notch discs 24, 26.

[0025] Similar to the first gear assembly / ratio 18, the second gear assembly / ratio 20 also includes two rotating races, i.e., a first coupling element in the form of a pocket disc 32 and a second coupling element in the form of a notched disc 34. The pocket disc 32 is fixedly connected to the first shaft 14 of the power transmission system or assembly 10. The notched disc 34 is part of, or fixedly connected to, a gear 36 of the second gear assembly / ratio 20. The gear 36 is rotatably mounted on the first shaft 14 via a bearing 19 so that it can rotate relative to the shaft 14.

[0026] The pocket disc 32 includes first and second sets of locking elements 38A, 38B for clockwise ("CW") and counterclockwise ("CCW") engagement, respectively. During engagement, at least one of the sets of locking elements 38A, 38B contacts the pocket and notch engagement surfaces of the pocket and notch discs 32, 34 and interconnects the pocket and notch discs 32, 34. The pocket and notch discs 32, 34 interconnect the first shaft 14 and the gear 36 of the second gear assembly / transmission 20. The locking elements 38A, 38B transmit torque between the first shaft 14 and the gear 36, which are connected via the interconnected pocket and notch discs 32, 34.

[0027] In one example, the clutch mechanism 22 includes an actuator in the form of a linear motor or linear actuator, generally designated 40. The actuator 40 may be a three-position actuator, with the stator 42 having three induction coils 46.

[0028] The actuator 40 includes a stator 42 and a translator 44. The stator 42 is attached, for example, to a housing (not shown). The stator 42 includes induction coils 46 housed between steel discs 48.

[0029] The translator 30 comprises an annular ring of segmented permanent magnets 50 and steel discs 52. The translator 44 is connected to the first shaft 14, rotates with it, and moves linearly between lateral, axial positions. The linear actuator 40 actively controls an operating mode of the switching system 12 by generating an electromagnetic force with the stator 42, which acts on the translator 44 and causes it to slide and reciprocate on the first shaft 14.

[0030] The actuator 40 includes a first, radially extending actuating or spring disk 54 connected to the first gear assembly / ratio 18, and a second, radially extending actuating or spring disk 56 connected to the second gear assembly / ratio 20. The first spring disk 54 acts on an actuating element, shown as a spring 58B, and the second spring disk 56 acts on actuating elements, shown as springs 60A, 60B. In the illustrated example, the first spring disk 54 is associated with the first controllable one-way clutch or clutch assembly 23, and the second spring disk 56 is associated with the second and third controllable one-way clutch or clutch assemblies 31, 33, with axial movement of the translator 44 moving the spring disks 54, 56 accordingly. The spring washer 54 exerts a force on the spring 58B, whereby the spring 58B acts on the locking element 30B.The spring washer 56 exerts a force on the springs 60A, 60B, with the springs 60A, 60B acting on the respective locking elements 38A, 38B. In one example, the springs 58B, 60A, 60B are coil springs received in the respective passages 62B, 64A, 64B to create an actuating force that moves the locking elements 30B, 38A, 38B between their engaged, deployed, and disengaged, non-deployed positions. In addition to springs, other actuators or actuating elements can provide the actuating forces. A pressurized fluid can also provide the actuating forces. In addition to a linear actuator, a cam actuator or a linear element with a shift fork can also move the spring washers 54, 56 and the corresponding springs 58B, 60A, 60B. In this example, the three-position actuator 40 does not act on the locking element 30A. The locking element 30A is passive and is not actively controlled.An actuating spring 58A in a blind bore 62A continuously acts on the locking element 30A to urge it out of the pocket 24A of the pocket disc 24 into an engaged or inserted position.

[0031] Biasing members or return springs 59, 61A, 61B located beneath the respective locking members 30B, 38A, 38B are compressed when the locking members 30B, 38A, 38B are deployed. When the translator 30 moves to move the locking members 30B, 38A, 38B to an unloaded position, the biasing members or return springs 59, 61A, 61B exert a force on the locking members 30B, 38A, 38B that overcomes the reduced force of the actuating members or springs 58B, 60A, 60B and moves the locking members 30B, 38A, 38B to their unloaded position. Each pocket 24B, 34A, 34B has an internal recess for receiving its respective biasing elements or springs 59, 61A, 61B. The biasing elements or return springs 59, 61A, 61B generate a force that causes the locking elements 30B, 38A, 38B to tilt downward into an unloaded position.

[0032] The shifting system 12 includes the passive clutch or clutch assembly 21 connected to the first gear assembly / ratio 18, a first controllable one-way clutch or clutch assembly 23 connected to the first gear assembly / ratio 18, and second and third controllable one-way clutch or clutch assemblies 31, 33 connected to the second gear assembly / ratio 20. The passive clutch or clutch assembly 21 includes 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 includes 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 orClutch assembly 33 includes locking elements 38B. Locking element 38A transmits torque from first shaft 14 to gear 36 in a clockwise direction. Locking element 38B transmits torque from first shaft 14 to gear 36 in a counterclockwise direction. As used herein, clockwise rotation of first shaft 14 is associated with forward torque, or forward movement of the vehicle, and counterclockwise rotation of first shaft 14 is associated with reverse torque, both reverse movement of the vehicle and forward regeneration torque.

[0033] The locking elements 30A, 30B of the passive clutch or clutch assembly 21 and the first controllable one-way clutch or clutch assembly 23 are separate locking elements for one-way clutches.

[0034] The passive one-way clutch or clutch assembly 21 includes a passive or uncontrolled locking element, for example, the locking element 30A, in a pocket 24A of the pocket disc 24. The locking element 30A and the pocket disc 24 associated with the passive one-way clutch are mounted on the first shaft 14, with the locking element 30A rotating in the pocket 24A of the pocket disc 24 with the first shaft 14. Because the locking element 30A is passive, the locking element 30A is continuously biased out of the pocket 32A toward the engaged or deployed position and remains in that position regardless of the position of the translator 44. The locking element 30A connected to the passive one-way clutch or clutch assembly 21 is passive because the locking element 30A is not controlled. Depending on the direction of rotation and speed of the components, the locking element 30A of the passive one-way clutch or clutch assembly 21 either engages or overruns.In one direction, it engages, in the other, it overruns. It also overruns the pocket pulley 24 if the relative rotation is in the same direction and the driven element, for example, the notched pulley 26, rotates faster than the drive element. In the overrunning state, the components can rotate freely relative to each other in at least one direction.

[0035] The first controllable one-way clutch or clutch assembly 23 includes a controlled locking element, for example, the locking element 30B. The actuator 40 moves the locking element 30B within the pocket 24B of the pocket disc 24 of the first controllable one-way clutch or clutch assembly 23 between a disengaged or non-engaged position, in which the locking element 30B is located within the pocket 24B, and an engaged or engaged position, in which the locking element 30B protrudes from the pocket 24B. In the engaged or engaged position, the locking element 30B engages a notch 26B in the notched disc 26 of the first controllable one-way clutch or clutch assembly 23.

[0036] The locking element 30A, coupled to the pocket disc 24 and the notched disc 26, acts as a passive one-way clutch. The passive one-way clutch or clutch assembly 21 is used for torque from the first gear. When the first shaft 14 rotates clockwise, the locking element 30A engages and couples the gear 28 clockwise to the first shaft 14 and correspondingly rotates the gear 28 clockwise, thereby driving the second shaft 16. 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 through the first gear assembly / ratio 18 in the forward direction. The locking element 30B of the first controlled one-way clutch or clutch assembly 23 transmits the reverse torque and the regenerative torque via the first gear assembly / transmission 18.

[0037] The second and third controllable one-way clutches or clutch assemblies 31, 33 each have controlled locking elements 38A, 38B. For example, the second controllable one-way clutch or clutch assembly 31 includes the locking element 38A, and the third controllable one-way clutch or clutch assembly 33 includes the other locking element 38B. Both controllable one-way clutches or clutch assemblies 31, 33 function similarly. For example, the actuator 40 moves one or both of the locking elements 38A, 38B in the pockets 32A, 32B of the pocket disc 32 of the second and third controllable one-way clutches or clutch assemblies 31, 33 between a disengaged or unengaged position in which the locking element 38A, 38B is located in its respective pocket 32A, 32B, and an engaged or engaged position in which the locking element 38A, 38B extends out of its respective pocket 32A, 32B.In the engaged or seated position, the locking element 38A, 38B engages a corresponding notch 34A, 34B in the notched disc 34 of the second controllable one-way clutch or clutch assembly 31. The actuator 40 controls the movement of the locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 between an engaged, or locked position and an unengaged, disengaged, or unlocked position.

[0038] The second and third controllable one-way clutches or clutch assemblies 31, 33 are connected to the torque of the second transmission. When the first shaft 14 rotates clockwise, the locking element 38A engages and couples the gear 36 to the first shaft 14 clockwise and rotates the gear 36 clockwise accordingly, thereby transmitting motion to the second shaft 16. When the first shaft 14 rotates counterclockwise, the locking element 38B engages and couples the gear 36 to the first shaft 14 counterclockwise and rotates the gear 36 counterclockwise accordingly, thereby imparting motion to the second shaft 16. The second and third controllable one-way clutches or clutch assemblies 31, 33 transmit forward torque, reverse torque, and regenerative torque.The forward torque results from the clockwise rotation of the first shaft 14, whereby the corresponding gear 36 is also rotated clockwise. The reverse torque results from the opposite or counterclockwise rotation of the first shaft 14, whereby the corresponding gear 36 is also rotated counterclockwise.

[0039] The 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 clutches or clutch assemblies 23, 31, 33. Depending on the selected position, the locking elements 30B, 38A, 38B of the controllable one-way clutches of the first, second, and third controllable one-way clutches or clutch assemblies 23, 31, 33 are engaged / applied or disengaged / unapplied. The locking element 30A of the passive one-way clutch or clutch assembly 21 is always in an engaged / applied position.

[0040] As in the Fig. 2, Fig. 2A and Fig. 2B, the locking element 30A of the passive one-way clutch or clutch assembly 21 is engaged / seized in the first position - Position A - of the actuator 40, which is associated with the leftmost set of induction coils 46 of the actuator 40, 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 / seized and transmits torque in a 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 are disengaged / seized and do not transmit torque in one direction or the other to the gear 36, the gear 36 freewheels on the first shaft 14. In the first position - Position A - the torque for forward propulsion, the regenerative Brakes and first reverse gear transferred.

[0041] As in the Fig. 3, Fig. 3A and Fig. 3B, in the second position - Position B - of the actuator 40, which is connected to the second or middle set of induction coils 46 of the actuator 40, the passive one-way clutch or clutch assembly 21 remains engaged, with the locking element 30A remaining engaged and capable of engaging the notch 26A of the notched disc 26 and transmitting clockwise or forward torque depending on the speed of the engine and the first shaft 14. The locking element 30B of the first controllable one-way clutch assembly 23 moves to a disengaged / unengaged position and remains in the pocket 24B of the pocketed disc 24, transmitting no counterclockwise torque. The locking element 30A of the passive one-way clutch or clutch assembly 21 remains in an overrunning state. Depending on the relative speed of the components, the passive one-way clutch or clutch assembly 21 transmitsClutch assembly 21 in the second position transmits torque in one direction and overruns in the opposite direction, for example when gear 28 rotates clockwise faster than first shaft 14. In the second position, the locking elements 38A, 38B of the second controllable one-way clutch or clutch assembly 31 remain disengaged / not engaged, with gear 36 freewheeling with respect to first shaft 14.

[0042] As in Fig. 4, Fig. 4A and Fig. 4B, the locking elements 38A, 38B of the controllable one-way clutches of the second and third controllable one-way clutch or clutch assemblies 31, 33 are engaged / seated and protrude from their respective pockets 32A, 32B in the pocket disc 32 and engage corresponding notches 34A, 34B in the notched disc 34, thereby coupling the gear 36 to the first shaft 14 with the actuator 40 in the third position - Position C - associated with the rightmost set of induction coils 46 of the linear actuator 40, in the third position - Position C. In the third position, the second and third controllable one-way clutches or clutch assemblies 31, 33 transmit torque in both the forward and reverse directions for forward propulsion, regenerative braking, and, if required or desired, propulsion for the second reverse gear. In the third position, the locking element 30A of the passive one-way clutch orClutch assembly 21 is still biased out of pocket 24A of pocket 24; however, it is in a constant overrunning condition. Gear 29 on second shaft 16 rotates gear 28 at a higher speed than that of first shaft 14. As long as locking element 38A of second controllable one-way clutch or assembly 31 is engaged, gear 28 always overruns locking element 30A of passive one-way clutch or clutch assembly 21. Locking element 30B of first controllable one-way clutch or assembly 23 is in the disengaged / unengaged position and transmits no torque.

[0043] The first transmission assembly / ratio 18 uses the passive one-way clutch or clutch assembly 21 to transmit the first gear forward torque and the first controllable one-way clutch or clutch assembly 23 to transmit the first gear regenerative torque and reverse torque. The second transmission assembly uses the second and third controllable one-way clutch or clutch assemblies 31, 33 to transmit the second gear forward torque, the regenerative torque, or the reverse torque. When shifting into second gear, the first controllable one-way clutch or clutch assembly 23 is disengaged; however, the passive one-way clutch or clutch assembly 21 remains engaged and continues to respond to the forward torque. The second gear shift is then commanded and controlled by activation of the second and third controllable one-way clutches or clutch assemblies 31, 33.

[0044] Fig. 5 is a flow diagram of an example of the system and method of the present invention showing a first gear to second gear upshift wherein the powertrain system or assembly 10 shifts from first gear forward drive torque to second gear forward drive torque. Fig. Figure 6 is a speed-versus-time graph showing the relative shaft and gear speeds. The drawing schematically shows the speed (solid line 150) of the first shaft 14, the speed (dashed line 152) of gear 28, and the speed (dotted line 154) of gear 36.

[0045] Fig. Figure 5 shows that the method begins in step 200 with a signal or command to initiate an upshift from first forward gear to second forward gear. Initially, the actuator 40 is in the first position—position A. The passive one-way clutch or clutch assembly 21, including the locking element 30A transmitting forward torque, and the controllable one-way clutch or clutch assembly 23, including the locking element 30B transmitting reverse torque, are deployed. They each extend outwardly from their respective pockets 24A, 24B of the pocket disc 24. The locking elements 30A, 30B transmit forward torque, reverse torque, and regenerative torque, respectively. The locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 are not deployed. Each locking element 38A, 38B remains in its respective pocket 32A, 32B.The locking elements 38A, 38B do not transmit torque from the first shaft 14 via the gear 36 to the second gear assembly / ratio 20. Because the locking element 30A is engaged, it passively couples the shaft 14 and the gear 28 in the forward direction. As shown in FIG. Fig. As shown in Figure 6, the shaft 14 and the gear rotate together at the same speeds 150, 152, the solid and dashed lines match.

[0046] In step 210, the actuator moves to the second position—position B—to prepare for the shift and positions the locking elements 30B associated with the reverse torque from the engaged position to a disengaged position. As the shift unit prepares to upshift from the first gear assembly / ratio 18 to the second gear assembly / ratio 20, the locking element 30B of the first controllable one-way clutch or clutch unit 23 associated with the reverse torque is disengaged or de-engaged and disposed in the pocket 24B of the pocketed disc 24. In this position, the passive one-way clutch or clutch assembly 21 remains engaged and transmits torque in the forward direction, while the first controllable one-way clutch or clutch assembly 23 is disengaged, with no torque being transmitted in the reverse or regeneration direction. Fig. 6, the respective speeds 150, 152 of the shaft 14 and the gear 28 are equal, and the solid and dashed lines continue to coincide because the drive torque acts in the forward direction through the locking element 30A.

[0047] In step 220, if desired, it is determined whether the locking elements 30B are not engaged. If not, the method returns to step 220. If the locking elements 30B are released or not engaged, the method continues to step 230.

[0048] In step 230, the system slows down the speed of the first shaft 14 and synchronizes the speed of the first shaft 14 with the speed of the gear 36 of the second transmission assembly / ratio 20. Fig. Figure 6 shows that the speed 150 of the first shaft 14 slows down and diverges from the speed 152 of the gear 28 of the first gear assembly / ratio 18 at point 156. The speed 150 of the shaft 14 converges and synchronizes with the speed 154 of the gear 36 of the second gear assembly / ratio 20 at point 158.

[0049] Fig. 6 shows that the speed 150 of shaft 14 decreases and approaches the speed of gear 36. As the speed 150 of the first shaft 14 continues to slow, a vehicle drive mechanism connected to the second shaft 16, such as the vehicle's wheels, rotates the second shaft 16. As the vehicle connected to the second shaft 16 continues to move forward, the second shaft 16, through the first gear assembly / ratio 18, including gear 29, acts to further rotate the gear 28. The speed of gear 28 gradually slows as the vehicle's aerodynamic drag, friction, and other elements act on the vehicle. In one example of the present system, shaft 14 is connected to and driven by an electric motor. With an electric motor, the motor speed can be quickly reduced.For example, the engine speed and accordingly the speed 150 of the first shaft 14 can drop from 2000 to 1500 rpm in less than one second.

[0050] When the first shaft 14 rotates slower than the gear 28, the gear 28 overruns the first shaft 14 and places the locking element 30A of the passive one-way clutch or clutch assembly 21 in an overrun condition. By reducing the speed 150 of the first shaft 14, the locking element 30A of the passive one-way clutch or clutch assembly 21 is automatically disengaged. It no longer provides forward torque because the gear 28 rotates faster than the first shaft 14.

[0051] Fig. 6 shows that the speed 150 of the first shaft 14 continues to decrease until it converges and synchronizes with the speed 154 of the gear 36 of the second gear assembly / ratio 20. As shown, the speed 150 of the first shaft 14 decreases until it converges with the speed 154 of the gear 36 of the second gear assembly / ratio 20 at point 158. At point 158, the speed of the first shaft 14 and the speed of the gear 36 of the second gear assembly / ratio 20 driven by the second shaft 16 synchronize, with the first shaft 14 rotating at the same speed as the gear 36 of the second gear assembly / ratio 20 driven by the gear 37 connected to the second shaft 16. Synchronization means that the relatively rotating components rotate within a predetermined speed window.In one example, a specified speed window is a difference of ± 100 rpm. Although points 156 and 158 are defined as such, they are not individual points; rather, they encompass a range.

[0052] In step 240, it is determined whether the speed 150 of the first shaft 14 is synchronized with the speed of the gear 36 or the second gear assembly / ratio 20. If not, the method returns to step 230. If the respective speeds are synchronized, the method continues with step 250.

[0053] In step 250, the system deploys the locking elements associated with the second gear assembly / ratio 20 once the respective speeds 150, 154 of the shaft 14 and the gear 36 are synchronized at point 158. When the gear 36 of the second gear assembly / ratio 20 and the first shaft 14 are synchronized and both rotating at speeds within the predetermined window, the actuator moves to the third position - position C. The locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 are inserted and engage the respective notches 34A, 34B in the notched disk associated with or forming part of the gear 36 coupling the first shaft 14 and the gear 36.

[0054] In step 260, the method determines whether the locking elements 38A, 38B associated with the second transmission assembly / ratio 20 are engaged. If not, the method returns to step 250. If the locking elements are engaged, the method continues to step 270.

[0055] In step 270, the system accelerates the first shaft 14 and applies torque to the second gear assembly / transmission 20. In Fig. 6, the respective rotational speeds 150, 154 of the first shaft 14 and the gear 36 are equal because the drive torque through the locking element 38A acts in the forward direction and the solid and dashed lines coincide.

[0056] In step 280, after engagement, the controllable clutches of the second controllable one-way clutch or clutch assembly 31 transfer the torque from the engine to the vehicle's drive mechanism, for example, the vehicle wheel, via the first shaft 14, the second gear assembly / ratio 20, and the second shaft 16. The system operates in the second gear assembly / ratio 20 and operates in forward, reverse, and regeneration modes.

[0057] Fig. 5 and Fig. 6 illustrates an upshift from first gear to second 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 or engaged position. In preparation for the shift, the passive one-way clutch or clutch assembly 21 remains in an engaged position while still in the first transmission node, and the first controllable one-way clutch or clutch assembly 23 is placed in a disengaged or non-engaged position; the first controllable one-way clutch or clutch assembly 23 is disengaged. Once the engine speed falls within the predetermined window, the second and third controllable one-way clutches or clutch assemblies 31, 33 are engaged or engaged to transmit torque.Synchronization occurs between the vehicle speed and the engine speed. Because the vehicle speed can be monitored and the engine speed changes rapidly, it is possible to control the engine speed to fit within the predetermined window before one or both of the second and third controllable one-way clutches or clutch assemblies 31, 33 are actuated. In the second transmission node, the second and third controllable one-way clutches or clutch assemblies 31, 33 are in an engaged or deployed position, with the passive one-way clutch assembly 21 in an engaged position and the first controllable one-way clutch or clutch assembly 23 in a disengaged or non-engaged position, the first controllable one-way clutch or clutch assembly 23 being off.

[0058] Fig. 7 is a flow diagram of an example of the system and method of the present invention showing a second gear to first gear downshift wherein the powertrain system or assembly 10 shifts from second gear forward drive torque to first gear forward drive torque. Fig. Figure 8 is a graph of engine speed versus time showing the speed (solid line 150) of the first shaft 14, the speed (dashed line 152) of the gear 28, and the speed (dotted line 154) of the gear 36.

[0059] Fig. Figure 7 shows that the method begins in step 300 with a signal or command to initiate a downshift from second forward gear to first forward gear. Initially, the actuator 40 is in the third position - position C. The locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 are deployed. They each extend outwardly from their respective pockets 32A, 32B of the pocket disc 32. Because the locking element 38A is deployed, it couples the first shaft 14 and the gear 36 in a forward direction, rotating together at the same speed 150, 154, and the solid and dashed lines coincide because the drive torque through the locking element 38A is in a forward direction. The locking element 30B of the first controllable one-way clutch or clutch assembly 23, which is connected to the reverse torque of the first transmission, is disengaged or not activated.

[0060] In step 310, the actuator 40 moves to the second position—position B—in preparation for the downshift, positioning the locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31 in a disengaged position. However, since the locking element 38A is still transmitting forward torque, it may remain in an engaged position and continue to be engaged.

[0061] In step 315, the method determines whether the locking elements 38B are not inserted. If not, the method returns to step 310. If the locking elements 38B are not inserted, the method continues to step 320.

[0062] In step 320, the system slows the speed 150 of the first shaft 14 to stop applying torque and place the forward locking elements in a non-engaged position. Fig. 8 shows that the speed 150 of the first shaft 14 drops below the speed of the gear 36 starting at point 160. By reducing the speed 150 of the first shaft 14 below the speed 154 of the gear 36, the forward torque on the locking element 38A is no longer applied, allowing disengagement, with the force of the return biasing element or spring 61A acting on the locking element 38A and moving it to the disengaged position.

[0063] In step 325, it is determined whether the locking elements 38A are not inserted. If not, the method returns to step 320. If the locking elements 38A are not inserted, the method continues to step 330.

[0064] Step 330 accelerates the speed 150 of the first shaft 14. As in Fig. 8, the speed 150 of the first shaft 14 accelerates from a low point 162 of the speed 150, passes the speed 154 of the gear 36 and continues to move towards the speed 152 of the gear 28.

[0065] In step 340, the acceleration continues and the speed 150 of the first shaft 14 is increased until it reaches the speed of the gear 28 of the first gear assembly / transmission 18. Fig. Figure 8 shows how the speed 150 of the first shaft 14 converges and synchronizes with the speed 152 of the gear 28 at point 164. Once the respective speeds 150, 152 synchronize, the locking element 30A of the passive one-way clutch or clutch assembly 21 engages, connects, and begins transmitting torque, with the speeds 150, 152 of the first shaft 14 and the gear 28 being equal and the solid and dashed lines matching.

[0066] In step 345, it is determined whether the locking elements 30A are engaged or deployed. If not, the method returns to step 340. If the locking elements 30A are engaged or deployed, the method continues to step 350 and step 360.

[0067] In step 350, the system operates in forward mode in the first gear assembly / ratio 18. The first shaft 14 rotates at the same forward speed as the gear 28 of the first gear assembly / ratio 18, and lines 150 and 152 coincide.

[0068] In step 360, the actuator 40 moves to the first position - position A. The system deploys the first transmission locking element 30B. As in Fig. 8, the system deploys the locking elements 30B of the first controllable one-way clutch or clutch assembly 23 when the gear 28 of the first gear assembly / transmission 18 and the first shaft 14 are both rotating at speeds within the predetermined window according to point 164.

[0069] In step 365, the method determines whether the locking element 30B is inserted. If not, the method returns to step 360. If the locking element 30B is inserted, the method continues to step 370.

[0070] In step 370, the system operates in first gear, first gear assembly / ratio 18, in forward, reverse, and regeneration modes. In regeneration mode, the system provides regenerative torque and regenerative braking.

[0071] Fig. 7 and Fig. 8 illustrate a downshift from second gear to first gear with forward torque. The locking element 38A, associated with forward torque, remains in an engaged or deployed position and protrudes from pocket 32B. The locking element 38B, associated with reverse and regenerative torque, is disengaged or not engaged, is inserted into pocket 32A of pocket disc 32, and remains therein. The shift continues by accelerating the engine to the speed of the first gear assembly / ratio 18 and the corresponding gear 28. The first shaft 14 and the engine overrun the locking element 38B when the speed of the first shaft 14 exceeds that of the gear 36. The motor increases the speed of the first shaft 14 until it reaches the speed of the first gear assembly / ratio 18 and the corresponding gear 28, whereupon the forward locking element 30A no longer overruns.Once the locking element 30A engages the gear 28, the shift unit activates the locking element 30B and places it in an engaged or deployed position, whereby the locking element 30B exerts regenerative torque on the gear 28 and, accordingly, on the first gear assembly / ratio 18. The locking element 30B of the first controllable one-way clutch or clutch assembly 23 is engaged or deployed, extends outwardly from the pocket 24A of the pocket disc 24, and transfers regenerative torque from the second shaft 16 to the first shaft 14 and, accordingly, to the engine.

[0072] With reference to the drawings, Fig. 9 is a flow diagram of an example of the system and method according to the invention showing a second gear downshift to a first gear, wherein the powertrain system or assembly 10 downshifts from a second gear regenerative torque-regenerative braking to a first gear regenerative torque-regenerative braking. Fig. 10 is a speed versus time graph showing the speed (solid line 150) of the first shaft 14, the speed (dashed line 152) of the gear 28, and the speed (dotted line 154) of the gear 36.

[0073] Fig. Figure 9 shows that the method begins in step 400 with a signal or command to initiate a downshift from the second gear regenerative torque-regenerative braking to the first gear regenerative torque-regenerative braking. Initially, the actuator 40 is in the third position—position C. The locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 are engaged and transmitting forward torque and regenerative 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, and the solid line and the dashed line converge because the locking elements 38A, 38B are inserted.

[0074] In step 410, the actuator moves to the second position—position B—to prepare for the shifting operation. The locking elements 38A, 38B are moved from the initial deployed position to a non-deployed position. However, because the locking element 38B still has back-torque, it can remain in a deployed position and continue to be engaged.

[0075] In step 415, the method determines whether the locking elements 38A, 38B are not inserted. If not, the method returns to step 410. If the locking elements 38A, 38B are not inserted, the method continues to step 420.

[0076] In step 420, the system accelerates the speed 150 of the first shaft 14 to release the torque and move the reverse locking elements 38B to an unengaged position. Fig. 10 shows that the speed 150 of the first shaft 14 accelerates to point 166. The speed 150 of the first shaft 14 and the speed 154 of the gear 36 diverge, with the speed of the first shaft 14 increasing above the speed of the gear 36 from point 166. By increasing the speed 150 of the first shaft 14 above the speed 154 of the gear 36, any back torque is no longer applied to the locking element 38B, thus allowing disengagement. For example, once the torque is no longer applied, the force of the return bias element or spring 61B acts on the locking element 38B to move it to the disengaged position.

[0077] In step 425, it is determined whether the locking elements 38B are not inserted. If not, the method returns to step 420. If the locking elements 38B are not inserted, the method continues with step 430.

[0078] Step 430 accelerates the speed 150 of the first shaft 14 to the speed 152 of the gear 28, with the locking element 30A passively engaging and coupling the first shaft 14 and the gear 28. Fig. Figure 10 shows that the speed 150 of the first shaft converges to the speed 152 of gear 28 at point 168. Once the speed 150 of the first shaft 14 reaches the speed 152 of gear 28, the locking element 30A of the passive one-way clutch or clutch assembly 21 engages, coupling the two and enabling torque transmission for forward drive. As the speed 150 of the first shaft 14 increases, the speed of gear 28 increases accordingly, and the solid and dashed lines coincide.

[0079] In step 435, it is determined whether the rotational speeds of the first shaft 14 and the gear 28 are the same. If not, the method returns to step 430. If the rotational speeds are the same, the method continues with step 440.

[0080] In step 440, the system deploys the locking elements 30B associated with the first reverse gear once the respective speeds 150, 152 of the shaft 14 and the gear 28 are equal, and the locking element 30A passively couples the first shaft 14 and the gear 28. When the speeds 150, 152 of the first shaft 14 and the gear 28 are synchronized, the actuator 40 moves to the first position A, in which the locking elements 30B of the first controllable one-way clutch or clutch assembly 23 are deployed and engage corresponding notches 34B in the notched disk connected to or forming part of the gear 28 that couples the first shaft 14 and the gear 28.

[0081] In step 445, the method determines whether the locking elements 30B associated with the first transmission assembly / ratio 18 are engaged. If not, the method returns to step 440. If the locking elements are engaged, the method continues to step 450.

[0082] In step 450, the system applies a negative or reverse torque to the first shaft 14. The negative or reverse torque emanating from the shaft 16 drives the first gear assembly / ratio 18 and, accordingly, the first shaft 14. In step 460, the system operates in first gear regeneration mode.

[0083] Fig. 9 and Fig. 10 illustrate a downshift from second gear to first gear, wherein the powertrain system or assembly 10 downshifts from the regenerative torque-regenerative braking of second gear to the regenerative torque-regenerative braking of first gear. Initially, the locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 are engaged and transmit forward torque and regenerative torque. As the shift unit prepares to downshift from second gear to first gear, the locking element 38A associated with forward torque is disengaged or de-engaged, is placed in the pocket 32A of the pocket disc 32, and remains therein. The locking element 38B associated with reverse torque and regenerative torque remains in an engaged or engaged position and protrudes from the pocket 32B.The shifting process continues by accelerating the motor to the speed of the first gear assembly / ratio 18 and the corresponding gear 28. The first shaft 14 and the motor overrun the locking element 38B when the speed of the first shaft 14 exceeds that of the gear 36. The motor increases the speed of the first shaft 14 until it reaches the speed of the first gear assembly / ratio 18 and the corresponding gear 28, at which time the forward locking element 30A no longer overruns. After the locking element 30A engages the gear 28, the shift unit activates the locking element 30B and moves it to an engaged or seated position, whereby the locking element 30B applies regenerative torque to the gear 28 and, accordingly, to the first gear assembly / ratio 18. The locking element 30B of the first controllable one-way clutch orClutch assembly 23 is engaged or deployed, and locking member 30B extends outwardly from pocket 24A of pocket disc 24 and transmits regenerative torque from second shaft 16 to first shaft 14 and accordingly to the engine.

[0084] Fig. 11 is a flow diagram of an example of the system and method of the present invention illustrating a first gear to second gear upshift wherein the powertrain system or assembly 10 upshifts from first gear regenerative torque and braking to second gear regenerative torque and braking. Fig. 12 is a speed versus time graph showing the speed (solid line 150) of the first shaft 14, the speed (dashed line 152) of the gear 28, and the speed (dotted line 154) of the gear 36.

[0085] Fig. 11 shows that the method begins in step 500 with a signal or command to initiate an upshift from first gear regenerative torque-regenerative braking to second gear regenerative torque-regenerative braking. Initially, the actuator 40 is in the first position—position A. 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 engaged and transmit both the forward and reverse regenerative torque. Because the locking elements 30A, 30B are activated, the speed 150 of the shaft 14 and the speed 152 of the gear 28 are equal, and the solid and dashed lines coincide.

[0086] In step 510, the actuator moves to the second position—position B—in preparation for the upshift from first gear to second gear. The locking elements 30B are moved from the initial deployed position to a non-deployed position. However, because the locking element 30B is still transmitting torque, it can remain in the deployed position and continue to be engaged.

[0087] In step 520, the system accelerates the speed 150 of the first shaft 14 to a point 170 above the speed 152 of the gear 28, where the speed 150 of the first shaft 14 and the speed 152 of the gear 28 diverge, and the speed of the shaft 14 increases above the speed of the gear 28 for a brief time. The speed 150 of the shaft 14 jumps above the speed 152 of the gear 28 to stop applying torque to the locking element 30B and enable disengagement. The force of the return biasing element or spring 59B acts on the locking element 30B once torque is no longer applied to move it to an unengaged position.

[0088] In step 525, it is determined whether the locking elements 30B are not inserted. If not, the method returns to step 520. If the locking elements 30B are not inserted, the method continues with step 530.

[0089] Step 530 slows down the speed 150 of the first shaft to synchronize it with the speed 154 of gear 36. Fig. Figure 12 shows how the speed 150 of the first shaft 14 slows down, approaches the speed 154 of the gear 36 and synchronizes with it at point 172.

[0090] In step 535, the method determines whether the speeds of the first shaft 14 and the gear 36 are synchronized. As in Fig. For example, as shown in Figure 12, the speeds 150 and 154 match. If not, the method returns to step 530. If the speeds are synchronized, the method continues with step 540.

[0091] In step 540, the actuator moves to the third position - position C. The system deploys the locking elements 38A, 38B. When the gear 36 of the second gear assembly / ratio 20 and the first shaft 14 rotate at speeds within the predetermined window, in one example at the same speed, the locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 are deployed and engage the respective notches 34A, 34B in the notched disk 34 connected to or forming part of the gear 36, thereby coupling the first shaft to the gear 36.

[0092] In step 545, it is determined whether the locking elements 38A, 38B associated with the second transmission assembly / ratio 20 are engaged. If not, the method returns to step 540. If the locking elements are engaged, the method proceeds to step 550.

[0093] In step 550, the system applies a negative or reverse torque to shaft 14. The negative or reverse torque emanating from shaft 16 drives the second gear assembly / transmission 20 and, accordingly, the first shaft 14. In step 560, the system operates in the second gear regeneration mode.

[0094] Fig. 11 and Fig. 12 illustrates a first-gear to second-gear upshift, with the powertrain system or assembly 10 upshifting from the regenerative torque-regenerative braking of the first gear to the regenerative torque-regenerative braking of the second gear. As illustrated, both the locking member 30A of the passive one-way clutch or clutch assembly 21 and the locking member 30B of the first controlled one-way clutch or clutch assembly 23 are engaged or deployed and extend outwardly from the respective pockets 24A, 24B of the pocketed disc 24, with the locking members 30A, 30B engaging and transmitting the forward torque and the regenerative torque.As the shift unit prepares to upshift from first gear to second gear, the locking element 30A engages and applies a slight forward torque, allowing the locking element 30B, associated with the reverse torque or the regenerative torque, to disengage or not disengage, and move into and remain in the pocket 24B of the pocketed disc 24. The locking element 30A associated with the forward torque remains engaged or deployed and moves out of the pocket 24A. The shifting operation continues by decelerating the engine and, accordingly, the first shaft 14 to the speed of the second gear assembly / ratio 20 and the corresponding gear 36. The second shaft 16 and the corresponding first gear assembly / ratio 18, including the gear 28, overtake the locking element 30A when the speed of the gear 28 exceeds that of the first shaft 14 and the engine.The engine reduces the speed of the first shaft 14 until it reaches the speed of the second gear assembly / ratio 20 and the corresponding gear 36, while the engine speed slows the gear 28 and, accordingly, the first gear assembly / ratio 18 overtakes the forward locking element. At this point, the second and third controllable one-way clutches or assemblies 31, 33 are engaged or deployed to transmit the forward, regenerative, and reverse torque using the second gear assembly / ratio 20. The first gear assembly / ratio 18 does not transmit any torque, although the locking element 30A of the passive one-way clutch or clutch assembly 21 remains engaged / engaged. The gear 28 continuously overtakes the locking element 30A as long as the first shaft 14 is coupled to the second gear assembly / ratio 20.

[0095] Fig. 13 through 17 show another example of a power transmission system or assembly 10 having a switching system 12 that utilizes a five-position cam actuator (generally seen at 110).

[0096] The five-position cam actuator 110 serves to move the respective active locking elements 30A, 30B, 38A, 38B between an engaged / deployed position and a disengaged / deployed position. The cam actuator 110 includes a cam sector or cam gear 112 rotatably mounted about the shaft 14. A drive motor 118 and a drive gear 120 provide movement or rotation of the cam gear 112. The cam gear 112 includes a cam profile with a plurality of cam lobes or projections 114 on opposite side surfaces 113, 115. The cams or projections 114 have cam surfaces 114A, 114B, 114C, 114D that act on the respective translators 116A, 116B, 116C, 116D, causing the translators to slide axially on the first shaft 14, moving back and forth. The side surfaces 113, 115 of the cam gear 112 form flat or neutral cam surfaces 114E.The axial movement of the translators 116A, 116B, 116C, 116D moves the spring washers 54A, 54B, 56A, 56B and the corresponding locking elements. The movement of the cam gear 112 moves or positions the cam surfaces 114A, 114B, 114C, 114D, 114E accordingly to position the translator sections 116A, 116B, 116C, 116D. The cam surfaces 114A, 114B, 114E on the first or left side 113 of the cam wheel 112 control the operation of the first and second active or controllable clutches or assemblies 121, 123 and accordingly the position of the locking elements 30A, 30B between an engaged / seized position and a disengaged / unseized position.The cam surfaces 114C, 114D, 114E on the second or right side 115 of the cam gear 112 control the operation of the third and fourth active or controllable clutches or assemblies 131, 133 and, accordingly, the position of the locking elements 38A, 38B between an engaged / seized position and a disengaged / unseized position. Fig. 13-17 show exemplary cam surfaces 114A, 114B, 114C, 114D. It should be understood that the cam surfaces 114A, 114B, 114C, 114D engage and move the translator sections 116A, 116B, 116C, 116D upon rotation of the cam gear 112. Although illustrated as four individual translator sections 116A, 116B, 116C, 116D, two translator sections could be used, one on each side of the cam gear 112, with the actuators or springs 58A, 58B, 60A, 60B varying in length.

[0097] The position of the cam gear 112 controls, via the respective active or controllable clutch assemblies 121, 123, 132, 133, the positions of the respective locking elements 30A, 30B, 38A, 38B, whether they are engaged or disengaged. The positions of the locking elements connected to the cam actuator 110 are as follows: Position A - locking elements 30A, cam surface 114A, and locking elements 30B, cam surface 114B, are engaged and both locking elements 38A, 38B are disengaged, cam surface 114E; Position B - locking element 30A is engaged, cam surface 114A, and locking element 30B is disengaged, cam surface 114E, and locking elements 38A, 38B are disengaged, cam surface 114E; Position C - the locking elements 38A are engaged, cam surface 114C, and the locking elements 38B are not engaged, cam surface 114E, and the locking elements 30A, 30B are not engaged, cam surface 114E;Position D - the locking elements 38A are engaged, the cam surface 114C and the locking elements 38B are engaged, the cam surface 114D, and the locking elements 30A, 30B are not engaged, the cam surface 114E; and Position E - the locking elements 30A, 30B, 38A, 38B are all not engaged, the cam surfaces 114E.;

[0098] The power transmission system or assembly 10 offers the following system modes depending on the position of the actuator 110. Position A provides a first forward and reverse gear, and regenerative torque. Position B provides a first forward torque and overruns when the gear 28 rotates faster than the first shaft 14. Position C provides a second forward torque and overruns when the gear 36 rotates faster than the first shaft. Position D provides a second forward torque, reverse torque, and regenerative torque. Position E provides a neutral position. As shown in the Fig. 13 to 17, the neutral position E is located between positions A and D, above position A and below position D. The cam surfaces 114A and 114C, shown adjacent positions B and C, may be circumferentially spaced on the cam gear 112 to provide an additional neutral position between them. The additional neutral position E between positions B and C allows access to the neutral position E from any of the four positions A, B, C, and D. Although a five-position cam actuator is shown here, other cam actuators may be used. For example, a three-position cam actuator and a four-position cam actuator are also contemplated.

[0099] Fig. 18 is a flowchart of the system and method of the present invention illustrating a first-gear to second-gear upshift using the five-position, five-mode cam actuation mechanism 110. As illustrated, the powertrain system or assembly 10 upshifts from first-gear forward drive torque to second-gear forward drive torque. Fig. Figure 19 is a graph showing the relative shaft and gear speeds over time. The drawing schematically shows the speed (solid line 150) of the first shaft 14, the speed (dashed line 152) of gear 28, and the speed (dotted line 154) of gear 36.

[0100] Fig. Figure 18 shows that the method begins in step 600 with a signal or command to initiate an upshift from first gear forward to second gear forward. Initially, the actuator 110 is in the first position—position A. The locking elements 30A, 30B of the one-way clutches or clutch assemblies 121, 123 are controllable elements and are deployed. Each extends outwardly from its respective pocket 24A, 24B of the pocketed disc 24 and engages the respective notches 26A, 26B in the notched disc 26, which is connected to or is part of the gear 28. The locking elements 30A, 30B transmit forward torque, reverse torque, and regenerative torque, respectively. The locking elements 38A, 38B of the one-way clutches or clutch assemblies 131, 133 are controllable elements and are not deployed. Each locking element 38A, 38B remains in its respective pocket 32A, 32B.The locking elements 38A, 38B do not transmit torque from the first shaft 14 via the gear 36 to the second gear assembly / ratio 20. As shown in . Fig. 19, the locking elements 30A, 30B couple the shaft 14 and the gear 28 in the forward and reverse directions, the shaft 14 and the gear 28 rotating together and the speeds 150, 152 matching since they are inserted.

[0101] In step 610, the actuator 110 rotates to the second position—position B—in preparation for the upshift. The locking elements 30B associated with the reverse torque are returned from the engaged position to a disengaged position. As the shift unit prepares to upshift from the first gear assembly / ratio 18 to the second gear assembly / ratio 20, the locking element 30B of the second controllable one-way clutch or clutch unit 123 associated with the reverse torque is disengaged or undisengaged and disposed in the pocket 24B of the pocketed disc 24. In position B, the locking element 30A of the first controllable one-way clutch or clutch assembly 121 remains engaged, transmitting torque in the forward direction. The second controllable one-way clutch or clutch assembly 123 is disengaged, and no torque is transmitted in the reverse or regeneration direction. Fig. 19 shows that the speeds 150, 152 of the shaft 14 and the gear 28 remain the same and the lines 150 and 152 coincide because the drive torque in the forward direction is transmitted from the shaft 14 to the gear 28 through the locking element 30A.

[0102] Step 620 slows the speed 150 of the first shaft 14 below the speed 154 of the gear 36 of the second gear assembly / ratio 20. Fig. 19 shows how the speed 150 of the first shaft 14 is slowed down and deviates from the speed 152 of the gear 28 of the first gear assembly / ratio 18 at point 174.

[0103] In step 625, if desired, it is determined whether the locking elements 30B are not engaged. If not, the method returns to step 610. If the locking elements 30B are disengaged or not engaged, the method continues to step 620. Whether the locking elements 30B are engaged or engaged may be determined by applying a negative torque to the first shaft 14, with speed and torque sensors monitoring the respective parameters of the components. In one example, the speed sensors monitor the speed 150 of the shaft 14 and the speed 152 of the gear 28. If the respective speeds 150 and 152 remain the same while the speed 150 of the shaft 14 decreases, the locking elements 30B may still be engaged.

[0104] In step 630, the speed 150 of the first shaft 14 is further reduced below the speed 154 of the gear 36 of the second gear assembly / transmission 20. The speed 150 of the first shaft 14 continues to slow down until it falls below the speed 154 of the gear 36 and in the Fig. In the example shown in Figure 19, point 176 is reached. Below means less than the speed of gear 36. In one example, below means an amount greater than 50 rpm. For example, the speed 154 of the first shaft is at least 50 rpm lower than the speed 150 of gear 36.

[0105] In step 635, if desired, it is determined whether the speed 150 of the first shaft 14 is less than the speed 154 of the gear 36 of the second transmission assembly / ratio 20. If not, the method returns to step 620. If the speed is less than this, the method proceeds to step 630. Again, speed sensors monitor the speed 150 of the shaft 14 and the speed 154 of the gear 36.

[0106] In step 640, the actuator 110 moves to the third position—position C, in which the system extends the locking elements 38A of the controllable one-way clutch or clutch assembly 131 used for the forward drive torque in the second transmission node and returns the locking elements 30A of the controllable one-way clutch or clutch assembly 121 used for the forward drive torque in the first gear to the unengaged position. As in Fig. 19, the speed 150 of the shaft 14 is less than the speed 152, 154 of the gears 28, 36. Because the speed 150 is less than the speed 152 of the gear 28, the gear 28 rotates faster than the shaft 14, so that no forward torque acts on the locking element 30A; it is in the overrunning state and can be repositioned so that it is not engaged. Because the speed 150 of the shaft 14 is less than the speed 154 of the gear 36, the gear 36 rotates faster than the shaft 14, so that no forward torque acts on the locking element 38A; it can be engaged and is in an overrunning state.

[0107] Step 650 accelerates the speed 150 of the first shaft 14 to the speed 154 of the gear 36 of the second gear assembly / ratio 20. Fig. Figure 19 shows how the speed 150 of the first shaft 14 increases, reaching the speed 154 of the gear 36 of the second gear assembly / ratio 20, and finally becoming equal at point 178. Because the locking elements 38A are engaged, once the speed 150 of the first shaft 14 reaches or equals the speed 154 of the gear 36 at point 178, the locking elements 38A automatically couple the shaft 14 to the second gear assembly / ratio 20 by engaging corresponding notches 34A in the notched disk 34, which is connected to or is part of the gear 36. The locking element 38A functions passively because it passively connects the first shaft 14 and the gear 36 and begins to transmit torque, with the gear 36 rotating at the same speed as the first shaft 14. As shown in Fig. As shown in Figure 19, the rotational speeds 150, 154 of shaft 14 and gear 36 coincide. Although they are shown as discrete points 174, 176, 178, they are not necessarily discrete points, but may encompass a range.

[0108] In step 655, if desired, it is determined whether the locking elements 38A are engaged or seated. If not, the method returns to step 650. If the locking elements 38A are engaged or seated, the method continues to step 660 and step 670. Whether the locking elements 38A are engaged or seated can be determined by applying a positive or forward torque to the first shaft 14, with speed and torque sensors monitoring the respective component parameters.

[0109] In step 660, the system operates in forward mode in the second gear assembly / ratio 20. The first shaft 14 rotates at the same forward speed as the gear 36 of the second gear assembly / ratio 20, and the speeds 150, 154 match.

[0110] In step 670, the actuator 110 moves to the fourth position—position D, in which the system extends the second transmission locking element 38B. Some time after point 178, after the locking element 38A has connected the first shaft 14 to the gear 36 and transmitted forward torque, the system deploys the locking element 38B of the fourth controllable one-way clutch or clutch assembly 133.

[0111] In step 675, if desired, it is determined whether the locking element 38B is engaged. If not, the method returns to step 670. If the locking element 38B is engaged, the method continues to step 680. Whether the locking elements 38B are engaged or engaged can be determined by applying a negative or reverse torque to the first shaft 14, with speed and torque sensors monitoring the respective component parameters.

[0112] In step 680, the system operates in second gear, second transmission assembly / ratio 20, in forward, reverse, and regeneration modes. In regeneration mode, the system provides regenerative torque / regenerative braking.

[0113] With continued movement of the cam actuator 110, the cam actuator 110 also moves to a fifth position - position E, in which all four locking elements 30A, 30B, 38A, 38B are disengaged / unengaged and the system freewheels in both forward and reverse gears.

[0114] Fig. 20 is a flowchart of another example of the system and method of the present invention, illustrating a second gear to first gear downshift using the five-position, five-mode cam actuation mechanism 110. As illustrated, the powertrain system or assembly 10 downshifts from second gear forward drive torque to first gear forward drive torque. Fig. 21 is a graph of engine speed versus time showing the speed (solid line 150) of the first shaft 14, the speed (dashed line 152) of the gear 28, and the speed (dotted line 154) of the gear 36.

[0115] Fig. Figure 20 shows that the method begins in step 700 with a signal or command to initiate a downshift from second forward gear to first forward gear. Initially, the actuator is in the fourth position—position D. The locking elements 38A, 38B of the controllable one-way clutches or clutch assemblies 31, 33 are deployed. They each extend outwardly from their respective pocket 32A, 32B of the pocket disc 32. The locking elements 30A, 30B of the controllable one-way clutches or clutch assemblies 21, 23 are not deployed. Each locking element 30A, 30B remains in its respective pocket 24A, 24B. As shown in Fig. 21, the first shaft and the gear 36 rotate together at the same speed 150, 154. The locking elements 30A, 30B do not transmit any torque from the first shaft 14 via the gear 28 to the first gear assembly / ratio 18.

[0116] In step 710, the actuator 110 rotates in preparation for the downshift and moves to the third position—position C—where the system places the locking elements 38B of the fourth controllable one-way clutch or clutch assembly 133 in a disengaged position. Since the locking element 38A of the third controllable one-way clutch or clutch assembly 131 is still engaged, it couples the first shaft 14 and the gear 36 in a forward direction. However, since the locking element 38A is still transmitting forward torque, it remains in an engaged position. The speeds 150, 154 continue to match because the torque is acting in the forward direction through the locking element 38B.

[0117] In step 715, if desired, it is determined whether the locking elements 38B are not engaged. If not, the method returns to step 710. If the locking elements 38B are not engaged, the method continues to step 720. Whether the locking elements 38B are engaged or engaged may be determined by applying a negative or reverse torque to the first shaft 14, with speed and torque sensors monitoring the respective component parameters. In one example, the speed 150 of the first shaft 14 briefly decreases below the speed 154 of the gear 36. Speed ​​sensors monitor the speed 150 of the shaft 14 and the speed 154 of the gear 36. If the respective speeds 150 and 154 remain the same while the speed 150 of the shaft 14 decreases, the locking elements 38B may still be engaged.

[0118] In step 720, the actuator 110 moves to the second position - position B, in which the system moves the locking elements 38A of the third controllable one-way clutch or clutch assembly 133 to an unengaged position and extends the locking elements 30A of the second controllable one-way clutch or clutch assembly 121.

[0119] In step 730, the rotational speed 150 of the first shaft 14 is first slowed down and then accelerated above the rotational speed 154 of the gear 36 of the second transmission assembly / ratio 20. Fig. Figure 21 shows how the speed 150 of the first shaft 14 drops slightly below the speed 154 of the gear 36 of the second gear assembly / ratio 20 at point 180 and then accelerates to a speed above the speed 154. The deceleration occurs for a brief time or moment during which the forward locking elements 38A disengage. By decelerating the speed 150 of the first shaft 14, the torque is removed so that the forward locking elements 38A can be returned to an unengaged position. For example, once the torque is removed, the force of the return biasing element or spring 61B acts on the locking element 38A to move it to the unengaged position.

[0120] In step 735, if desired, it is determined whether the locking elements 38A are not engaged. If not, the method returns to step 720. If the locking elements 38A are not engaged, the method continues to step 730. Whether the locking elements 38A are engaged or engaged may be determined by applying a positive or forward torque to the first shaft 14, with speed and torque sensors monitoring the respective component parameters. In one example, the speed sensors monitor the speed 150 of the shaft 14 and the speed 154 of the gear 36. If the respective speeds 150 and 154 remain the same while the speed 150 of the shaft 14 increases, the locking elements 38A may still be engaged.

[0121] In step 740, the rotational speed 150 of the first shaft 14 is further accelerated. Fig. Figure 21 shows that, starting at point 180, the speed 150 of the first shaft 14 is accelerated beyond the speed 150 of the first shaft 14 and the speed 154 of the gear 36. Since the speed 150 is below the speed 152 of the gear 28, the gear 28 rotates faster than the shaft 14, and the engaged locking member 30A is not subjected to forward torque; it is in an overrunning state. In step 740, the speed 150 of the first shaft 14 is further accelerated to the speed 152 of the gear 28 to couple the first shaft 14 and the gear 28. Fig. Figure 21 shows how the speed 150 of the first shaft 14 converges to the speed 152 of the gear 28, reaching it at point 182. As soon as the speed 150 of the first shaft 14 reaches the speed 152 of the gear 28, the pre-engaged locking element 30A of the first one-way clutch or clutch assembly 121 engages the notch 26A to passively couple the shaft 14 to the gear 28 and transmit torque. When the first shaft 14 is connected to the gear 28, the gear 28 rotates at the same speed as the first shaft 14. The speeds 150, 152 are equal, and the solid and dashed lines coincide.

[0122] In step 745, if desired, it is determined whether the locking elements 30A are engaged or deployed. If not, the method returns to step 730. If the locking elements 30A are engaged or deployed, the method continues to step 740 and step 750. The determination may include applying a positive or forward torque to the first shaft 14, with speed and torque sensors monitoring the respective component parameters.

[0123] In step 750, the system operates in the first gear assembly / ratio 18 in forward mode. As in Fig. 21, the first shaft 14 rotates at the same forward speed as the gear 28 of the first gear assembly / ratio 18, and the lines 150 and 152 coincide.

[0124] In step 760, the actuator 110 moves to the first position—position A—where the system engages the locking elements 30B associated with the first reverse gear once the respective speeds 150, 152 of the shaft 14 and the gear 28 are synchronized. The locking elements 30B of the second controllable one-way clutch or clutch assembly 123 are engaged and engage corresponding notches 34B in the notched disk connected to or forming part of the gear 28 and coupling the first shaft 14 and the gear 28.

[0125] In step 765, if desired, it is determined whether the locking elements 30B associated with the first transmission assembly / ratio 18 are engaged. If not, the method returns to step 750. If the locking elements are engaged, the method continues to step 760. The determination may include applying a negative or reverse torque to the first shaft 14. In step 760, the system operates in the first mode to regenerate the transmission.

[0126] Fig. 22 is a flow diagram of an example of the system and method of the present invention showing a second gear to first gear downshift wherein the powertrain system or assembly 10 downshifts from regenerative torque-regenerative braking to regenerative torque-regenerative braking. Fig. 23 is a speed versus time graph showing the speed (solid line 150) of the first shaft 14, the speed (dashed line 152) of the gear 28, and the speed (dotted line 154) of the gear 36.

[0127] Fig. Figure 22 shows that the method begins in step 800 with a signal or command to initiate a downshift from second regenerative torque braking to first regenerative torque braking. Initially, the actuator 110 is in the fourth position—position D. The locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 131, 133 are engaged and transmitting forward torque and regenerative torque. As shown in Fig. 23, the speed 150 of the shaft 14 and the speed 154 of the gear 36 are the same and the solid line and the dashed line coincide because the locking elements 38A, 38B are inserted.

[0128] In step 810, in preparation for the downshift, actuator 110 rotates and moves to the second position—position B, bypassing position C. In position B, both locking elements 38A, 38B are repositioned from the initial engaged position to an unengaged position, and the locking elements 30A associated with forward torque are repositioned from the unengaged position to an engaged position. However, since locking element 38B is still exerting reverse torque, it may remain in the engaged position.

[0129] In step 820, the system accelerates the speed 150 of the first shaft 14 to reduce torque and place the reverse locking elements 38B in an unengaged position. Fig. Figure 23 shows that the speed 150 of the first shaft 14 increases from point 184 above the second gear speed 154. Increasing the speed 150 of the first shaft 14 disengages the forward torque and allows the disengagement of the backstop elements 38B. For example, once the torque is removed, the force of the return biasing element or spring 61B acts on the locking element 38B to move it to the disengaged position.

[0130] In step 825, the method determines whether the locking elements 38B are not engaged. If not, the method returns to step 820. If the locking elements 38B are not engaged, the method continues to step 830. Whether the locking elements 38B are engaged or engaged can be determined by applying a negative or reverse torque to the first shaft 14, with speed and torque sensors monitoring the respective component parameters.

[0131] In step 830, the speed 150 of the first shaft 14 is accelerated to the speed 152 of the gear 28, with the locking element 30A passively engaging and coupling the first shaft 14 and the gear 28. Fig. Figure 23 shows that the speed 150 of the first shaft 14 converges to the speed 152 of the gear 28 at point 188. Once the speed 150 of the first shaft 14 reaches the speed 152 of the gear 28, the locking element 30A of the passive one-way clutch or clutch assembly 21 engages, coupling the two and enabling torque transmission for forward drive. As the speed 150 of the first shaft 14 increases, the speed of the gear 28 increases accordingly, and the solid and dashed lines coincide.

[0132] In step 835, the method determines whether the speeds of the first shaft 14 and the gear 28 are the same. If not, the method returns to step 840. If the speeds are the same, the method continues to step 850.

[0133] In step 840, the actuator 110 moves to the first position—position A—where the system extends the locking elements 30B associated with the first reverse gear once the respective speeds 150, 152 of the shaft 14 and the gear 28 are synchronized, with the locking element 30A passively coupling the first shaft 14 and the gear 28. When the speeds 150, 152 of the first shaft 14 and the gear 28 are equal or synchronized, the actuator 110 moves to the first position—position A—and the locking elements 30B of the first controllable one-way clutch or clutch assembly 23 are deployed. As shown in Fig. 23, the speed of the shaft 14 increases slightly, jumps upward, creates a forward torque, and allows the locking elements 30B to engage the corresponding notches 34B in the notched disk associated with or forming part of the gear 28 connecting the first shaft 14 and the gear 28.

[0134] In step 845, the method determines whether the locking elements 30B associated with the first transmission assembly / ratio 18 are engaged. If not, the method returns to step 840. If the locking elements are engaged, the method continues to step 850.

[0135] In step 850, the system applies a negative or reverse torque to the first shaft 14. The negative or reverse torque resulting from the second shaft 16 drives the first gear assembly / transmission 18 and, accordingly, the first shaft 14.

[0136] In step 860, the system operates in first gear regeneration mode.

[0137] Fig. 24 is a flow diagram of an example of the system and method of the present invention illustrating a first gear to second gear upshift wherein the powertrain system or assembly 10 upshifts from first gear regenerative torque-regenerative braking to second gear regenerative torque-regenerative braking. Fig. 25 is a speed versus time graph showing the speed (solid line 150) of the first shaft 14, the speed (dashed line 152) of the gear 28, and the speed (dotted line 154) of the gear 36.

[0138] Fig. Figure 24 shows that the method begins in step 900 with a signal or command to initiate an upshift from first gear regenerative torque-regenerative braking to second gear regenerative torque-regenerative braking. Initially, the actuator 110 is in the first position—position A. The forward locking elements 30A of the first one-way clutch or clutch assembly 121 and the reverse torque-transmitting locking element 30B of the controllable one-way clutch or clutch assembly 123 are engaged and transmit both forward and reverse regenerative torque. The locking elements 38A, 38B of the single-acting clutches or clutch assemblies 131, 133 are not actuated. Each locking element 38A, 38B remains in its respective pocket 32A, 32B. The locking elements 38A, 38B do not transmit any torque from the first shaft 14 through the gear 36 to the second gear assembly / ratio 20.Since the locking elements 30A, 30B are inserted, the speed 150 of the shaft 14 and the speed 152 of the gear 28 are the same and the solid line and the dashed lines coincide.

[0139] In step 910, the actuator moves to the second position—position B—in preparation for the upshift from first gear to second gear. The locking elements 30B are moved from the initial engaged position to a disengaged position. In position B, the locking element 30A of the first controllable one-way clutch or clutch assembly 121 remains engaged and capable of transmitting torque in the forward direction. However, because the locking element 30B is still transmitting torque, it can remain in an engaged position and still be engaged.

[0140] In step 920, the system accelerates the speed 150 of the first shaft 14 to a point 192 above the speed 152 of the gear 28, where the speed 150 of the first shaft 14 and the speed 152 of the gear 28 diverge, and the speed of the shaft 14 rises above the speed of the gear 28 for a brief time. The speed 150 of the shaft 14 jumps above the speed 152 of the gear 28 to stop applying torque to the locking element 30B and enable disengagement. The force of the return biasing element or spring 59B acts on the locking element 30B once torque is no longer applied to move it to a disengaged position.

[0141] In step 925, it is determined whether the locking elements 30B are not inserted. If not, the method returns to step 920. If the locking elements 30B are not inserted, the method continues to step 930.

[0142] In step 930, the speed 150 of the first shaft 14 is slowed from the speed 152 of the gear 28 to below the speed 154 of the gear 36 of the second gear assembly / transmission 20. The speed 150 of the first shaft 14 continues to slow from point 192 until it falls below the speed 154 of the gear 36 and in the Fig. 25, the point 194 is reached. Below means less than the speed of the gear 36. As explained above, below means an amount greater than 50 rpm. For example, the speed 154 of the first shaft 14 is at least 50 rpm less than the speed 150 of the gear 36. Although the locking element 30A is currently engaged, there is no torque, and it will overrun.

[0143] In step 935, it is determined whether the speed of the first shaft 14 is below the speed of the gear 36. If not, the method returns to step 530. If the speed is below, the method proceeds to step 940.

[0144] In step 940, the actuator 110 moves to the third position—position C, in which the system engages the locking elements 38A of the controllable one-way clutch or clutch assembly 131 used for forward drive torque in the second gear and returns the locking elements 30A of the controllable one-way clutch or clutch assembly 121 used for forward drive torque in the first gear to the disengaged position. As in Fig. 25, the speed 150 of shaft 14 at point 194 is less than the speed 152, 154 of gears 28, 36. Because the speed 150 is less than the speed 152 of gear 28, gear 28 rotates faster than shaft 14, so no forward torque acts on locking element 30A; it is in an overrunning state and can be repositioned so that it is not engaged. Because the speed 150 of shaft 14 is less than the speed 154 of gear 36, gear 36 rotates faster than shaft 14, so no forward torque acts on locking element 38A; it can be engaged and is in an overrunning state.

[0145] Step 950 accelerates the speed 150 of the first shaft 14 to the speed 154 of the gear 36 of the second gear assembly / ratio 20. Fig. Figure 25 shows how the speed 150 of the first shaft 14 increases, reaching the speed 154 of the gear 36 of the second gear assembly / ratio 20 and synchronizing therewith at point 196. Because the locking elements 38A are engaged, once the speed 150 of the first shaft 14 reaches or equals the speed 154 of the gear 36 at point 196, the locking elements 38A automatically couple the shaft 14 to the second gear assembly / ratio 20 by engaging the corresponding notches 34A in the notched disk associated with, or forming part of, the gear 36. The locking element 38A functions passively because it passively connects the first shaft 14 and the gear 36 and begins to transmit torque, with the gear 36 rotating at the same speed as the first shaft 14. As shown in Fig. As shown in Figure 25, the rotational speeds 150, 154 of shaft 14 and gear 36 coincide. The points shown as discrete points 192, 194, 196 are not necessarily discrete points, but may encompass a range.

[0146] In step 955, if desired, it is determined whether the locking elements 38A are engaged or seated. If not, the method returns to one of steps 940 or 950. If the locking elements 38A are engaged or seated, the method continues to step 960. Whether the locking elements 38A are engaged or seated can be determined by applying a positive or forward torque to the first shaft 14, with speed and torque sensors monitoring the respective component parameters.

[0147] In step 960, the actuator 110 moves to the fourth position—position D, in which the system deploys the second transmission locking element 38B. Some time after point 196, after the locking element 38A has connected the first shaft 14 to the gear 36 and transmitted forward torque, the system deploys the locking elements 38B of the fourth controllable one-way clutch or clutch assembly 133.

[0148] In step 965, if desired, it is determined whether the locking element 38B is engaged. If not, the method returns to step 960. If the locking element 38B is engaged, the method continues to step 970. Whether the locking elements 38B are engaged or engaged can be determined by applying a negative or reverse torque to the first shaft 14, with speed and torque sensors monitoring the respective component parameters.

[0149] In step 970, the system operates in second gear, second transmission assembly / ratio 20, in forward, reverse, and regeneration modes. In regeneration mode, the system provides regenerative torque and regenerative braking.

[0150] If desired, the cam actuator 110 moves to the fifth position—position E—in which all four locking elements 30A, 30B, 38A, 38B are disengaged / unengaged. In position E, the power transmission system or assembly 10 freewheels both forward and reverse. Since the power transmission system or assembly 10 utilizes controllable one-way clutches or clutch assemblies 121, 123, 131, 133, the power transmission system or assembly 10 includes an additional mode in which all clutches are disengaged, the locking elements 30A, 30B, 38A, 38B are all in a disengaged position, no torque is transmitted, and the respective components freewheel with respect to each other.

[0151] Fig. 26 shows another example of the power transfer system or assembly 10 with the shift system 12 having a five-position actuator 80 shown as a linear actuator with a stator 82 and a translator 84. The power transfer system or assembly 10 provides the following system modes depending on the position of the actuator 80. Position A provides first gear forward torque, reverse torque, and regenerative torque. Position B provides first gear forward torque and overruns when gear 28 rotates faster than first shaft 14. Position C provides a neutral position. Position D provides second gear forward torque and overruns when gear 36 rotates faster than the first shaft. Position E provides second gear forward torque, reverse torque, and regenerative torque.Like the cam actuator 110, the first and second active or controllable clutches or assemblies 121, 123 act on the locking elements 30A, 30B and the third and fourth active or controllable clutches or assemblies 131, 133 act on the locking elements 38A, 38B.

[0152] The position of the actuator controls, via the respective active or controllable clutch assemblies 121, 123, 132, 133, the position of the respective locking elements 30A, 30B, 38A, 38B, which are engaged or disengaged. The positions of the locking elements associated with the actuator 80 correspond to the positions of the actuator 80 as follows: Position A - both locking elements 30A, 30B are engaged and both locking elements 38A, 38B are disengaged; Position B - locking element 30A is engaged and locking elements 30B, 38A, 38B are disengaged; Position C - the locking elements 30A, 30B, 38A, 38B are all disengaged; Position D - the locking elements 30A, 30B, 38B are disengaged and the locking elements 38A are engaged. and position E - the locking elements 30A, 30B are not inserted and the locking elements 38A, 38B are inserted.

[0153] The linear actuator 80 differs from the cam actuator 110 in that the neutral position of the linear actuator 80 is between position B and position C. The neutral position E of the cam actuator 11 can be at either end of the cam profile or in the middle.

[0154] Fig. Figure 27 shows another example of an additional example of the power transmission system or assembly 10, including the shifting system 12 with a four-position actuator 70, depicted as a linear actuator with a stator 72 and a translator 74. The actuator moves between four positions, represented by the letters AD. The fourth position—position D—is located between positions B and C and is an additional, neutral position. In the neutral position, the clutch mechanism 22 is free-wheeling in both forward and reverse directions. The clutch system differs from that of the three-position actuator 40 in that the one-way clutches or clutch assemblies 21, 23, which control the deployment of the locking elements 30A, 30B, are both active, controllable elements. The locking elements 38A, 38B of the second and third controllable one-way clutches or clutch assemblies 31, 33 are both active, controllable elements.When the forward torque locking element 30A is active rather than passive, the shift system 12 has a neutral or freewheel position in both the forward and reverse directions. In the first position—position A—both locking elements 30A, 30B are engaged / used, while the locking elements 38A, 38B are disengaged / unengaged. In the second position—position B—the locking element 30A remains engaged / used, with the locking element 30B now disengaged / unengaged and the locking elements 38A, 38B remaining disengaged / unengaged. In the second position—position B—the locking element 30A transmits torque and overruns, allowing forward rolling in first gear when the gear 28 rotates faster than the first shaft 14.In the third position – Position C – the locking elements 30A, 30B are disengaged / not engaged, and the locking elements 38A, 38B are engaged / engaged to provide forward torque, reverse torque, and regenerative torque in second gear. In the fourth position – Position D – all four locking elements 30A, 30B, 38A, 38B are disengaged / not engaged, and the system has a freewheeling action in both forward and reverse gears.

[0155] Another example of the power transmission system or power transmission unit 10 includes the shift system 12, which has a four-position actuator with no neutral position. As in the previous example, in the first position—position A—both locking elements 30A, 30B are engaged, while locking elements 38A, 38B are disengaged. In the second position—position B—locking element 30A remains engaged, locking element 30B is now disengaged, and locking elements 38A, 38B remain disengaged. In the second position—position B—locking element 30A transmits torque and overruns, allowing forward coasting in first gear when gear 28 rotates faster than first shaft 14.In the third position - Position C - the locking elements 30A, 30B are disengaged / unengaged and the locking elements 38A, 38B are engaged / engaged to provide forward torque, reverse torque, and regenerative torque in second gear. In the fourth position - Position D - the locking element 38A is engaged / engaged and the locking element 38B is disengaged / unengaged. In the fourth position - Position D - the locking element 30A transmits torque and overruns, allowing forward rolling in second gear when the gear 36 on the first shaft 14 rotates faster than the first shaft 14.

[0156] Fig. 28 shows another example of a power transmission system or assembly 10 with a shifting system 12 that utilizes a three-position linear actuator 40. The linear actuator includes a stator and a translator that move linearly along the longitudinal axis of the first shaft 14. The linear actuator moves the respective active locking elements 30B, 38A, 38B between an engaged / deployed position and a disengaged / undeployed position. The locking element 30A remains in an engaged / deployed position and is a passive locking element. As shown, the locking elements 38A, 38B extend radially out of the pockets 32A, 32B, with the locking element 38A and pocket 32A shown for illustrative purposes.The linear actuator 40 includes a plunger 88 or other cam mechanism that moves axially along the longitudinal axis of the first shaft 14 and engages the locking elements 38A, 38B to move the locking elements 38A, 38B in a radial direction transverse to the direction of the longitudinal axis of the first shaft 14. While the locking elements 30A, 30B are shown in a planar configuration and moving along the longitudinal axis of the first shaft, one or both could also be positioned radially.

[0157] Fig. Figure 29 shows the power transmission system or assembly 10 with a shift system 12 employing a three-position actuator with a combination one-way clutch and dog clutch. The one-way clutch 90 may include a sprag or roller one-way clutch 92 between the gear 94 and the first shaft 14. The gear 94 transmits torque in one direction via the sprag or roller one-way clutch 92 and has a freewheeling action in the opposite direction. An actuator 96, for example, a linear actuator 98 with a stator 100 and a translator 102, acts on or engages a dog clutch 104 with the gears 94, 106 and connects them to the first shaft 14. In operation, first gear forward torque is provided via the one-way roller clutch 92, while first gear reverse torque is provided when the dog clutch 104 moves to the left and couples the gear 94 to the first shaft 14.The second gear forward and reverse torque is generated when the dog clutch 104 moves to the right and couples the gear 106 to the first shaft 14.

[0158] Different types of actuators can be used for the switching system, including a linear actuator, a cam actuator, or a linear actuator with a shift fork.

[0159] Fig.Figure 30 schematically shows that the arrangement of the clutch assemblies 21, 23, 31, 33 can vary with respect to the first gear assembly / ratio 18 and the second gear assembly / ratio 20. In the previous examples, the clutch assemblies 21, 23, 31, 33 are combined and arranged at position K on the shaft 14 between the gear 28 and the gear 36. The combined clutch assemblies 21, 23, 31, 33 can also be arranged in position S on the shaft 16 between the gear 29 and the gear 37. It is also conceivable for the clutch assemblies 21, 23, 31, 33 to be separate, with the clutch assemblies 21, 23 being located on the input shaft or first shaft 14 and the clutch assemblies 31, 33 being located on the output shaft or second shaft.For example, the assemblies 21, 23 associated with the first gear assembly / ratio 18 may be located at positions J, K, R, and S, and the clutch assemblies 31, 33 associated with the second gear assembly / ratio 20 may be located at positions K, L, S, and T. Furthermore, the first controllable one-way clutch or clutch assembly 21 may be located on the first shaft 14, while the second controllable one-way clutch or clutch assembly 23 is located on the second shaft 16. The third controllable one-way clutch or clutch assembly 31 may be located on the first shaft 14, and the fourth controllable one-way clutch or clutch assembly 33 may be located on the second shaft 16. Furthermore, the individual locking elements 30A, 30B, 38A, 38B and their associated one-way clutch assemblies may be individually separated and arranged independently of one another at different positions.In another example, the locking element 30A and the associated one-way clutch assembly are located at position J, the locking element 30B and the associated one-way clutch assembly are located at position S, the locking element 38A and the associated one-way clutch assembly are located at position K, and the locking element 38B and the associated one-way clutch assembly are located at position L. The above explanations are examples of the several possible placements and arrangements of the one-way clutches or clutch assemblies 21, 23, 31, 33.

[0160] In one example, the shifting system 12 of the powertrain system or assembly 10 uses a passive one-way clutch with a locking element or strut for the first transmission node in combination with a locking element or strut clutch for the second transmission node, without the use of friction clutches. In another example, the assembly uses a one-way clutch in a multi-speed transmission that shifts only mechanical locking elements. One-way clutch technologies include, for example, roller or sprag one-way clutches in combination with dog clutches.

[0161] The shift system 12 of the powertrain system or assembly 10 uses a passive locking element to enable shifting from a first gear. The passive locking element provides overtaking, transferring torque from an input element in a forward direction while permitting overtaking. The system uses an active one-way clutch to disengage a locking element of a second clutch used with a second gear. The system includes an actuator that engages and disengages the locking element of the second clutch.

[0162] The shift system includes a passive clutch having a passive locking element connecting an input member to a first gear, and a controllable clutch having a controllable locking element connecting the input member to a second gear. The foregoing are illustrative examples of locking element conditions based on vehicle shift patterns, including upshifts or downshifts, of the shift system 12 of the powertrain system or assembly 10. Other locking element states are feasible for shift patterns involving various vehicle directions of movement, either forward or reverse, and combinations of forward torque and regenerative torque. One example is upshifting from first gear drive torque to second gear regenerative torque.

[0163] As illustrated, the shift system 12 may include several types of actuators, including linear actuators, cam actuators, and shift fork actuators. The actuators may also be dynamically controllable actuators or controllable mechanical diode actuators using dials. The actuators may be multi-position actuators, for example, having three, four, or five positions. Furthermore, freewheel or roller one-way clutches with dog clutches, dynamically controllable clutches, or controllable mechanical diode actuators may be used. Furthermore, the locking elements may extend radially or planarly.

[0164] In summary, a power transmission system and apparatus are disclosed, including first and second shafts, first and second gear assemblies between the first and second shafts, and first and second clutch assemblies. The first clutch assembly couples the first shaft to the first gear assembly, and the second clutch assembly couples the first shaft to the second gear assembly. The speed of the first shaft varies, with engagement of a locking element of the second clutch assembly based on the speed of the first shaft.

[0165] The description of the invention is merely exemplary in nature. Therefore, variations that do not depart from the gist of the invention are to be considered within the scope of the invention. Such variations are not to be considered a departure from the gist and scope of the invention.

Claims

[1] Power transmission system and device, comprising: a first shaft, the first shaft being rotatable at a variable speed; a second shaft, the second shaft being rotatable at a variable speed; a first gear assembly between the first shaft and the second shaft, the first gear assembly including a gear rotatably mounted on the first shaft; a second gear assembly between the first shaft and the second shaft, the second gear assembly including a gear rotatably mounted on the first shaft; a first clutch assembly selectively coupling the gear of the first transmission assembly to the first shaft, the first clutch assembly including a notched disc, a pocket disc, and a locking member in an engaged position; a second clutch assembly selectively coupling the gear of the second transmission assembly to the first shaft, the second clutch assembly including a notched disc, a pocket disc, and a locking member movable between an engaged and an unengaged position; and wherein the engagement of the locking element of the second clutch assembly is based on the speed of the first shaft. [2] A power transmission system and device according to claim 1, wherein: the speed of the first shaft is reduced until the speed of the first shaft is below the speed of the gear of the second gear assembly rotatably mounted on the first shaft; and the locking element of the second clutch assembly moves into an engaged position after the speed of the first shaft is below the speed of the gear of the second transmission assembly rotatably mounted on the first shaft. [3] A power transmission system and device according to claim 1 or 2, wherein: the rotational speed of the first shaft increases to passively connect the locking element of the second clutch assembly and the gear of the second transmission assembly rotatably mounted on the first shaft. [4] A power transmission system and apparatus according to any preceding claim, wherein the first clutch assembly comprises a passive one-way clutch. [5] A power transmission system and apparatus according to any preceding claim, wherein the second clutch assembly comprises a controllable one-way clutch. [6] A power transmission system and device according to any one of the preceding claims, wherein: the speed of the first shaft is reduced until the speed of the first shaft is below the speed of the gear of the second transmission assembly rotatably mounted on the first shaft, and then increased to passively connect the locking element of the first clutch assembly and the gear of the first transmission assembly rotatably mounted on the first shaft. [7] A power transmission system and device according to any one of the preceding claims, wherein: the rotational speed of the first shaft passively separates the locking element of the second clutch assembly from the gear of the second transmission assembly rotatably mounted on the first shaft. [8] A power transmission system and device according to any one of the preceding claims, wherein: the system does not transmit power through the first transmission assembly when the locking element of the second clutch assembly couples the gear of the second transmission assembly to the first shaft. [9] A power transmission system and device according to any one of the preceding claims, wherein: the system does not transmit power through the second transmission assembly when the locking element of the second clutch assembly decouples the gear of the second transmission assembly from the first shaft; and transmits power via the first transmission assembly. [10] Power transmission system and device according to one of the preceding claims, comprising: a variable speed motor that varies the speed of the first shaft.

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