Electronic, high-efficiency vehicular transmission, overrunning, non-friction coupling and control assembly and switchable linear actuator device for use therein
An electronic, high-efficiency vehicular transmission, an overrunning, non-friction coupling and control assembly and switchable linear actuator device for use in the assembly and the transmission are provided. The device controls the operating mode of at least one non-friction coupling assembly. The device has a plurality of magnetic sources which produce corresponding magnetic fields to create a net translational force. The net translational force comprises a first translational force caused by energization of at least one electromagnetic source and a magnetic latching force based upon linear position of a permanent magnet source along an axis.
1. An electronic, high-efficiency, vehicular transmission comprising:
first and second input shafts and a transmission output shaft;
a first group of forward gears supported on the first input shaft for rotation therewith;
a second group of forward gears supported on the second input shaft for rotation therewith;
a third group of forward gears which correspond to the first and second groups of forward gears and which connect with the output shaft;
an electric motor having an output shaft connecting with the input shafts for changing angular velocity of the input shafts in response to an electrical signal during a shift to obtain a desired transmission ratio;
a non-friction, controllable, first coupling assembly having a first coupling state for coupling the electric motor to the first input shaft and a second coupling state for coupling the electric motor to the second input shaft, the first coupling assembly being non-hydraulically controlled to change state; and
at least one non-friction, controllable, second coupling assembly, each second coupling assembly having a first coupling state for coupling an input target gear on one of the input shafts to an output target gear on the transmission output shaft and a second coupling state for uncoupling the target gears, each second coupling assembly being non-hydraulically controlled.
2. The transmission as claimed in claim 1 , wherein the motor synchronizes shifts between transmission ratios.
3. The transmission as claimed in claim 1 , wherein the transmission has a creep mode and wherein the motor provides torque during the creep mode.
4. The transmission as claimed in claim 1 , wherein the transmission has a reverse mode and wherein the motor provides torque in the reverse mode.
5. The transmission as claimed in claim 1 , wherein the transmission has a launch mode and wherein the motor provides torque in the launch mode.
6. The transmission as claimed in claim 1 , wherein the motor is utilized in idle-off operations in response to a control signal.
7. The transmission as claimed in claim 1 , further comprising a non-friction, controllable, third coupling assembly connecting with the transmission output shaft and having a first coupling state for allowing forward vehicular movement and a second coupling state for grounding reverse vehicular movement.
8. The transmission claimed in claim 1 , wherein the motor is utilized for regenerative braking in response to a control signal.
9. The transmission as claimed in claim 1 , wherein the motor is utilized in a torque boost operation.
10. The transmission as claimed in claim 1 , wherein the transmission is an electronically-controlled, dual clutch transmission.
11. The transmission as claimed in claim 1 , further comprising a synchronizing shaft coupled to the output shaft of the motor.
12. The transmission as claimed in claim 11 , further comprising a gear train coupling the output shaft of the motor to the synchronizing shaft.