Inertia sliding transmission structure

Abstract

The invention relates to the technical field of power transmission, and discloses an inertial sliding transmission structure, an output unit in the inertial sliding transmission structure can drive the output unit to move through a switching type clutch mechanism, and the output unit reversely transmits to a driving unit, so that when the output unit performs inertial motion, the output unit can drive the driving unit to move. Kinetic energy cannot be consumed by a driving unit, kinetic energy consumption during inertial motion is reduced, and when the device is applied to a vehicle, the energy-saving effect is better, and the cruising ability is improved; besides, when the inertial sliding transmission structure is applied to a plurality of wheels of a vehicle, the movement speed of the output unit connected with the outer wheel is allowed to be higher than the movement speed of the output end of the driving unit in the inertial sliding transmission structure, so that the outer wheel can slide in an inertial mode, and the differential function of the inner wheel and the outer wheel can be achieved; and moreover, a plurality of wheels are simultaneously driven by a plurality of inertia sliding transmission structures, so that the driving force of advancing and retreating of the vehicle can be improved, and single-side sliding is prevented.

Description

Technical Field

[0001] The invention relates to the technical field of power transmission, and in particular to an inertia sliding transmission structure. Background Art

[0002] During the driving process of the vehicle, even if the accelerator or the accelerator pedal is not pressed, the vehicle will continue to move under the action of inertia. This process is referred to as coasting. The process of coasting continuously consumes the kinetic energy of the vehicle. Under the same kinetic energy, the longer the distance of coasting, to a certain extent, it represents more energy saving. During the coasting process of the vehicle, the wheels are not only affected by the friction of the road surface, but also by the transmission resistance in the vehicle. In the current vehicle transmission structure, the wheels will transmit the power back to the drive unit when rolling, so that the wheels consume more kinetic energy when rolling, which is not conducive to energy saving and restricts the vehicle's endurance. Summary of the invention

[0003] In view of this, the present invention proposes a coasting transmission structure, the purpose of which is to solve the problem that the current vehicles consume a lot of kinetic energy due to coasting.

[0004] The technical solution of the present invention is achieved in this way:

[0005] A free-wheeling transmission structure, comprising:

[0006] A bracket, a drive unit, an output unit and a switchable clutch mechanism;

[0007] The switchable clutch mechanism comprises a driving gear, a rotating bracket, a forward gear set and a reverse gear set;

[0008] The driving gear is drivingly connected to the driving unit;

[0009] The rotating bracket is rotatably arranged on the driving gear, and a rotatable switching gear is arranged on the rotating bracket, the axis of the switching gear is arranged parallel to the axis of the driving gear, and the switching gear is transmission-connected with the driving gear so that the switching gear revolves around the driving gear;

[0010] The forward gear set includes a first rotating shaft, a forward gear, a first one-way bearing and a first transmission gear, wherein the first rotating shaft is rotatably arranged on the bracket, one of the forward gear and the first transmission gear is unidirectionally rotatably arranged on the first rotating shaft via the first one-way bearing, and the other is fixedly arranged on the first rotating shaft;

[0011] The reverse gear set includes a second rotating shaft, a reverse gear, a second one-way bearing and a second transmission gear, wherein the second rotating shaft is rotatably arranged on the bracket, one of the reverse gear and the second transmission gear is unidirectionally rotatably arranged on the second rotating shaft through the second one-way bearing, and the other is fixedly arranged on the second rotating shaft;

[0012] The output unit is provided with an inner gear ring transmission part;

[0013] The first one-way bearing and the second one-way bearing rotate in opposite directions, the forward gear and the reverse gear are located on the orbital path of the switching gear, and the first transmission gear and the second transmission gear are meshed with the inner gear ring transmission part.

[0014] As a further optional solution, the driving unit includes an output shaft, the driving gear is sleeved on the output shaft, and a buffer mechanism is provided between the output shaft and the driving gear;

[0015] The buffer mechanism includes at least one transmission groove recessed in the inner wall of the driving gear, at least one transmission block protruding on the outer wall of the output shaft, and an elastic buffer; the transmission block is arranged in the transmission groove, and in an initial state, a buffer space is formed between the two side walls of the transmission block in the circumferential direction and the two side walls of the transmission groove in the circumferential direction; the elastic buffer is used to apply an elastic preload to the first gear to restore the transmission block to its position in the initial state.

[0016] As a further optional solution, the inner hole of the driving gear includes a transmission hole section and a buffer hole section in sequence along the axial direction;

[0017] The transmission groove is arranged in the transmission hole section;

[0018] A first stopper is convexly provided on the inner wall of the buffer hole section;

[0019] A second stopper is convexly provided on the input shaft, and the second stopper is located on the circumferential rotation path of the first stopper;

[0020] The elastic buffer is a spring arranged between the first stopper and the second stopper.

[0021] As a further optional solution, a hollow channel is formed inside the output shaft, and a positioning plate is provided on the output shaft;

[0022] Also includes an inertia adjustment mechanism, the inertia adjustment mechanism includes a control rod, a third transmission gear, a transmission gear set, a first base plate and a first pressure plate;

[0023] The control rod is rotatably disposed in the hollow channel, and the first end and the second end of the control rod both pass through the output shaft;

[0024] The third transmission gear is fixedly arranged at the first end of the control rod, and the third transmission gear is transmission-connected with the first transmission gear or the second transmission gear through a transmission gear set, and the transmission gear set is rotatably arranged on the bracket;

[0025] The first base plate is arranged at the second end of the control rod, and the first base plate is relatively fixed on the control rod along the circumferential direction but slidably arranged along the axial direction;

[0026] The first pressure plate is arranged on a side of the first base plate away from the positioning plate, and the first pressure plate is slidably arranged along the axial direction of the control rod.

[0027] As a further optional solution, a braking mechanism for preventing the control rod from rotating is also included.

[0028] As a further optional solution, the brake mechanism includes a fixed plate, a second base plate and a second pressure plate;

[0029] The fixed disk is fixed in position, and the second end of the control rod is rotatably connected to the fixed disk;

[0030] The second base plate is arranged at the second end of the control rod, and the second base plate is relatively fixed on the control rod along the circumferential direction but slidably arranged along the axial direction;

[0031] The second pressure plate is arranged on a side of the second base plate away from the fixed plate, and the second pressure plate is slidably arranged along the axial direction of the control rod.

[0032] As a further optional scheme, a first friction plate is arranged between the positioning plate and the first base plate, and between the first base plate and the first pressure plate; a second friction plate is arranged between the second pressure plate and the second base plate, and between the second base plate and the fixed plate.

[0033] As a further optional solution, the first pressure plate and the second pressure plate are rotatably arranged on the control rod via a translation bearing;

[0034] One or two pushing members are provided between the first pressure plate and the second pressure plate.

[0035] As a further optional solution, the drive unit also includes a motor, which includes an outer stator and an inner rotor, the outer stator is fixedly arranged on the bracket, the output shaft is rotatably arranged in the inner rotor, and a reduction mechanism is arranged between the output end of the inner rotor and the output shaft.

[0036] As a further optional solution, the reduction mechanism is a planetary reduction mechanism, and a planet carrier connection portion connected to the planetary reduction mechanism is provided on the output shaft.

[0037] Compared with the prior art, the inertial sliding transmission structure of the present application has at least the following beneficial effects:

[0038] The output unit in the inertial gliding transmission structure can drive the output unit to move through the switching clutch mechanism, and the output unit is back-transmitted to the drive unit, so that when the output unit moves inertially, its kinetic energy will not be consumed by the drive unit, thereby reducing the kinetic energy consumption during inertial movement. When applied to a vehicle, it has a better energy-saving effect and is beneficial to improving the endurance. In addition, when the inertial gliding transmission structure is applied to multiple wheels of a vehicle, the movement speed of the output unit connected to the outer wheel is allowed to be higher than the movement speed of the output end of the drive unit in the inertial gliding transmission structure, so that the outer wheel can inertially glide, so that the differential function of the inner wheel and the outer wheel can be realized; and, by driving multiple wheels simultaneously through multiple inertial gliding transmission structures, the driving force of the vehicle's advance and retreat can be improved to prevent unilateral slippage. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 is a cross-sectional schematic diagram of a freewheeling transmission structure according to an embodiment of the present invention;

[0040] Figure 2 It is an exploded schematic diagram of a freewheeling transmission structure according to an embodiment of the present invention;

[0041] Figure 3 is a structural schematic diagram of the switchable clutch mechanism;

[0042] Figure 4 is one of the exploded schematic diagrams of the switchable clutch mechanism;

[0043] Figure 5 This is the second exploded schematic diagram of the switchable clutch mechanism;

[0044] Figure 6 is an exploded schematic diagram of the forward gear set;

[0045] Figure 7 is an exploded schematic diagram of the driving gear, rotating bracket and output shaft;

[0046] Figure 8 is a front view schematic diagram when the switching gear is meshing with the forward gear;

[0047] Fig. 9 is a front view schematic diagram when the switching gear is meshing with the reverse gear;

[0048] Fig.10 is a schematic diagram of the matching between the transmission groove of the driving gear and the transmission block of the output shaft in the initial state;

[0049] Fig.11is a schematic diagram of the cooperation between the first stopper of the driving gear and the second stopper of the output shaft in the initial state;

[0050] Fig.12 It is a cross-sectional schematic diagram of the inertia adjustment mechanism and the braking mechanism.

[0051] In the figure, 1. bracket;

[0052] 2. drive unit; 21. output shaft; 211. hollow channel; 212. transmission block; 213. second stopper; 214. planet carrier connection part; 215. positioning plate; 22. motor; 221. outer stator; 222. inner rotor;

[0053] 3. Output unit; 31. Internal gear ring transmission unit;

[0054] 4. Switching clutch mechanism; 41. Driving gear; 411. First stopper; 42. Rotating bracket; 421. Switching gear; 43. Forward gear set; 431. First rotating shaft; 432. Forward gear; 433. First one-way bearing; 434. First transmission gear; 44. Reverse gear set; 441. Second rotating shaft; 442. Reverse gear; 443. Second one-way bearing; 444. Second transmission gear;

[0055] 5. Buffer mechanism; 51. Elastic buffer;

[0056] 6. Inertia adjustment mechanism; 61. Control rod; 62. Third transmission gear; 63. Transmission gear set; 64. First base plate; 65. First pressure plate; 66. First friction plate;

[0057] 7. Braking mechanism; 71. Fixed plate; 72. Second base plate; 73. Second pressure plate; 74. Second friction plate;

[0058] 8. Speed ​​reduction mechanism;

[0059] 9. Push piece;

[0060] Z. Buffer space. DETAILED DESCRIPTION

[0061] The specific implementation of the present invention is further described in detail below in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0062] In the description of the present invention, it is necessary to understand that the terms "upper", "lower", "front", "rear", "vertical", "horizontal", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0063] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0064] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0065] refer to Figure 1-12 , an embodiment of the present invention shows a freewheeling transmission structure, including a bracket 1, a driving unit 2, an output unit 3 and a switchable clutch mechanism 4;

[0066] refer to Figure 3-6The switchable clutch mechanism 4 includes a driving gear 41, a rotating bracket 421, a forward gear set 43 and a reverse gear set 44; the driving gear 41 is connected to the driving unit 2 in a transmission manner; the rotating bracket 421 is rotatably arranged on the driving gear 41, and a rotatable switching gear 421 is provided on the rotating bracket 421, and the axis of the switching gear 421 is arranged parallel to the axis of the driving gear 41, and the switching gear 421 is connected to the driving gear 41 in a transmission manner so that the switching gear 421 revolves around the driving gear 41; the forward gear set 43 includes a first rotating shaft 431, a forward gear 432, a first one-way bearing 433 and a first transmission gear 434, and the first rotating shaft 431 is rotatably arranged The output unit 3 is provided with an inner gear ring transmission part 31; the ...

[0067] The first one-way bearing 433 and the second one-way bearing 443 rotate in opposite directions, the forward gear 432 and the reverse gear 442 are located on the orbital path of the switching gear 421 , and the first transmission gear 434 and the second transmission gear 444 are meshed with the inner ring gear transmission part 31 .

[0068] When the inertia sliding transmission structure is applied to a vehicle, the output unit 3 is connected to the axle of the wheel, that is, the axle is driven to move by the drive unit 2. The working process of the inertia sliding transmission structure during the movement of the vehicle will be described below. In the following, clockwise rotation is referred to as positive rotation, and counterclockwise rotation is referred to as reverse rotation;

[0069] When the switching gear 421 is in transmission connection with the forward gear set 43:

[0070] like Figure 8As shown, the output unit 3 in the figure rotates forward, which can be regarded as the vehicle moving forward. In this embodiment, the forward gear 432 is arranged on the first rotating shaft 431 through the first one-way bearing 433, and the first transmission gear 434 is fixedly arranged on the first rotating shaft 431; at this time, the driving unit 2 drives the driving gear 41 to rotate forward, and the driving gear 41 causes a positive driving force to the switching gear 421 on the rotating bracket 421, so that the rotating bracket 421 rotates forward around the driving gear 41, and the switching gear 421 revolves clockwise around the driving gear 41 until the switching gear 421 is close together and meshed with the forward gear 432. Under the limiting action of the forward gear 432, the rotating bracket The frame 421 cannot continue to rotate but maintains a positive rotation trend. At this time, the driving gear 41 drives the switching gear 421 to rotate, and the switching gear 421 drives the forward gear 432 to rotate. The outer ring of the first one-way bearing 433 can only be reversed relative to its inner ring. The outer ring of the first one-way gear is fixedly connected to the forward gear 432, and the inner ring of the first one-way gear is fixedly connected to the first rotating shaft 431. Therefore, when the forward gear 432 rotates forward, the forward gear 432 can drive the first rotating shaft 431 to rotate through the first one-way bearing 433, and the first rotating shaft 431 drives the first transmission gear 434 to rotate, and the first transmission gear 434 drives the output unit 3 to rotate forward.

[0071] Among them, when the vehicle goes downhill or when the power supply is disconnected when the vehicle is traveling at high speed, the rotation speed of the output unit 3 is higher than that of the driving gear 41. The output unit 3 drives the first transmission gear 434 to rotate, and the first transmission gear 434 drives the first rotating shaft 431. However, the first rotating shaft 431 cannot drive the forward gear 432 to rotate through the first one-way bearing 433, thereby realizing the one-way transmission separation between the output unit 3 and the driving unit 2.

[0072] It should be noted that, although the second rotating shaft 441 in the reverse gear set 44 can drive the reverse gear 442 to rotate, since the switching gear 421 and the reverse gear 442 are in a separated state, the reverse gear 442 idles and does not affect the driving unit 2.

[0073] In another embodiment, the first transmission gear 434 can be disposed on the first rotating shaft 431 through a first one-way bearing 433, and the forward gear 432 is fixedly disposed on the first rotating shaft; the working principle is the same as described above.

[0074] When the switching gear 421 is in transmission connection with the reverse gear set 44:

[0075] like Fig. 9As shown, the output unit 3 in the figure is reversed, which can be regarded as the vehicle moving backward. The working process between the reverse gear set 44 and the switching gear 421 is the same as that of the forward gear set 43, but the direction is opposite.

[0076] In this way, the output unit 3 in the inertial gliding transmission structure can drive the output unit 3 to move through the switching clutch mechanism 4, and the output unit 3 cannot be back-transmitted to the drive unit 2, so that the kinetic energy of the output unit 3 will not be consumed by the drive unit 2 during inertial motion, thereby reducing the kinetic energy consumption during inertial motion. When applied to vehicles, the energy-saving effect is better, which is beneficial to improving the endurance.

[0077] In addition, the inertia sliding transmission structure can be applied to the driving structure of a vehicle. For example, both left and right wheels in the vehicle are driven by the inertia sliding transmission structure respectively, and the output unit 3 is connected to the wheels.

[0078] Among them, when the vehicle turns, the outer wheel of the vehicle will rotate faster than the inner wheel. The movement speed of the output unit 3 connected to the outer wheel is allowed to be higher than the movement speed of the output end of the drive unit 2 in the inertia sliding transmission structure, so that the outer wheel can inertialy slide, so that the differential function of the inner wheel and the outer wheel can be realized; and, by driving multiple wheels at the same time through multiple inertia sliding transmission structures, the driving force of the vehicle's forward and backward movement can be increased to prevent unilateral slippage.

[0079] It should be noted that there are at least one of the forward gear set 43, the reverse gear set 44 and the switching gear 421; and in the present embodiment, in order to improve the force stability, there are two of the forward gear set 43, the reverse gear set 44 and the switching gear 421.

[0080] In some embodiments, in order to facilitate the switching gear 421 to smoothly mesh with the forward gear 432 or the reverse gear 442, as shown in FIG. Figure 7 , Fig.10 and Fig.11 As shown, the drive unit 2 includes an output shaft 21, the drive gear 41 is sleeved on the output shaft 21, and a buffer mechanism 5 is provided between the output shaft 21 and the drive gear 41; the buffer mechanism 5 includes at least one transmission groove (not marked in the figure) recessed on the inner wall of the drive gear 41, at least one transmission block 212 protruding on the outer wall of the output shaft 21, and an elastic buffer 51; the transmission block 212 is arranged in the transmission groove, and in an initial state, a buffer space Z is formed between the two side walls of the transmission block 212 in the circumferential direction and the two side walls of the transmission groove in the circumferential direction; the elastic buffer 51 is used to apply an elastic preload to the first gear to restore the transmission block 212 to its position in the initial state.

[0081] The buffer mechanism 5 enables the switching gear 421 to smoothly cut out and connect to the forward gear 432 or the reverse gear 442; the initial state refers to the state where the switching gear 421 is separated from the forward gear 432 and the reverse gear 442. At this time, the switching gear 421 and the driving gear 41 are almost free from transmission resistance. Fig.10 As shown, under the action of the elastic pre-force of the elastic buffer 51, a buffer space Z is formed between the transmission block 212 and the inner side wall of the transmission groove;

[0082] When the switching gear 421 is connected to the forward gear 432 or the reverse gear 442, no matter whether the teeth on the switching gear 421 are meshed with the teeth on the forward gear 432 or the reverse gear 442, when the rotating bracket 421 drives the switching gear 421 to revolve around the driving gear 41 and abuts against the forward gear 432 or the reverse gear 442, the driving gear 41 is subjected to transmission resistance, and the transmission resistance will resist the elastic preload of the elastic buffer 51, and the transmission groove of the driving gear 41 and the transmission block 212 of the output shaft 21 will rotate relative to each other, which is manifested as a buffer space Z on one side of the transmission block 212. The buffer space Z on one side is reduced, while the buffer space Z on the other side is expanded; that is, the driving gear 41 can rotate a certain amplitude relative to the output shaft 21, and the switching gear 421 rotates a certain amplitude with the driving gear 41, so that the switching gear 421 can smoothly mesh with the forward gear 432 or the reverse gear 442; wherein, the buffer space Z makes the driving gear 41 rotate relative to the output shaft 21 within a range, at least, when the buffer space Z on one side disappears or can no longer be reduced, it means that the transmission block 212 can push the inner wall of the transmission groove, and the output shaft 21 can drive the driving gear 41 to rotate. Similarly, when the switching gear 421 is cut out from the forward gear 432 or the reverse gear 442, the switching gear 421 can rotate and idle for a certain amplitude with the driving gear 41 to prevent the teeth on the forward gear 432 or the reverse gear 442 from hindering the switching gear 421 from leaving.

[0083] The above scheme is specific, such as Figure 7 , Fig.10 and Fig.11As shown, the inner hole of the driving gear 41 includes a transmission hole section (not marked in the figure) and a buffer hole section (not marked in the figure) in the axial direction; the transmission groove is arranged in the transmission hole section; the inner wall of the buffer hole section is provided with a first stopper 411; the input shaft is provided with a second stopper 213, and the second stopper 213 is located on the circumferential rotation path of the first stopper 411; the elastic buffer 51 is a spring arranged between the first stopper 411 and the second stopper 213. In this embodiment, there is one first stopper 411 and one second stopper 213 respectively, and there are two springs; in other embodiments, the number of the first stopper 411, the second stopper 213 and the spring can be more.

[0084] In some embodiments, in some cases, the vehicle's coasting may be harmful, for example, the better the coasting performance, the slower the instantaneous braking response; therefore, the inertia adjustment mechanism 6 is included in this embodiment to adjust the coasting performance;

[0085] like Figure 1 , Figure 4 , Figure 5 and Fig.12 As shown, a hollow channel 211 is formed inside the output shaft 21, and a positioning plate 215 is arranged on the output shaft 21; the inertia adjustment mechanism 6 includes a control rod 61, a third transmission gear 62, a transmission gear set 63, a first base plate 64 and a first pressure plate 65; the control rod 61 is rotatably arranged in the hollow channel 211, and the first end and the second end of the control rod 61 are both passed through the output shaft 21; the third transmission gear 62 is fixedly arranged at the first end of the control rod 61, and the third transmission gear 62 is transmission-connected with the first transmission gear 434 or the second transmission gear 444 through the transmission gear set 63, and the transmission gear set 63 is rotatably arranged on the bracket 1; the first base plate 64 is arranged at the second end of the control rod 61, and the first base plate 64 is relatively fixed on the control rod 61 along the circumferential direction but can be slidably arranged along the axial direction; the first pressure plate 65 is arranged on the side of the first base plate 64 away from the positioning plate 215, and the first pressure plate 65 is slidably arranged along the axial direction of the control rod 61.

[0086] Among them, the transmission gear set 63 is at least one gear, and the output unit 3 and the control rod 61 are gear-driven. When the output unit 3 rotates, the control rod 61 rotates with the output unit 3. In this embodiment, the friction between the first base plate 64 and the positioning plate 215 can be adjusted by adjusting the position of the first pressure plate 65. The greater the friction between the first base plate 64 and the positioning plate 215, the higher the rotation synchronization between the output shaft 21 and the control rod 61. When the output shaft 21 and the control rod 61 rotate completely synchronously, it is equivalent to the synchronous rotation of the output shaft 21 and the output unit 3, which can be understood as the inertial gliding function of the output unit 3 is turned off. In other words, by adjusting the friction between the first base plate 64 and the positioning plate 215, the inertial gliding effect of the output unit 3 can be adjusted.

[0087] In some embodiments, in order to improve safety, a braking mechanism 7 for preventing the control rod 61 from rotating is further included.

[0088] refer to Figure 1 and Fig.12 Specifically, the braking mechanism 7 includes a fixed plate 71, a second base plate 72 and a second pressure plate 73; the fixed plate 71 is fixed in position, and the second end of the control rod 61 is rotatably connected to the fixed plate 71; the second base plate 72 is arranged at the second end of the control rod 61, and the second base plate 72 is relatively fixed on the control rod 61 along the circumferential direction but can be slidably arranged along the axial direction; the second pressure plate 73 is arranged on the side of the second base plate 72 away from the fixed plate 71, and the second pressure plate 73 is slidably arranged along the axial direction of the control rod 61.

[0089] Among them, the fixed plate 71 can be fixedly connected to the bracket 1, or can be fixed to a structure inside the vehicle; when braking is required, the first base plate 64 is pressed toward the fixed plate 71 by the second pressure plate 73 to increase the friction between the first base plate 64 and the fixed plate 71, thereby achieving braking of the control rod 61, and the control rod 61 moves synchronously with the output unit 3, which is equivalent to braking the output unit 3.

[0090] The above scheme is specific, in order to improve the friction force, such as Fig.12 As shown, a first friction plate 66 is provided between the positioning plate 215 and the first base plate 64, and between the first base plate 64 and the first pressure plate 65; a second friction plate 74 is provided between the second pressure plate 73 and the second base plate 72, and between the second base plate 72 and the fixed plate 71.

[0091] Specifically, the above scheme comprises that the first pressure plate 65 and the second pressure plate 73 are rotatably arranged on the control rod 61 through a translation bearing (not shown); a push member 9 can be arranged between the first pressure plate 65 and the second pressure plate 73, and the axial position of the push member 9 on the control rod 61 can be adjusted by electric control or oil pressure control, and the push member 9 can push the first pressure plate 65 or the second pressure plate 73, and the translation bearing can realize the first pressure plate 65 and the second pressure plate 73 to be stably rotatably connected on the control rod 61; in other embodiments, two push members 9 can also be arranged, and the two push members 9 correspond one-to-one to the first pressure plate 65 and the second pressure plate 73.

[0092] The above scheme is specifically to reduce the volume of the transmission structure, such as Figure 1 and Figure 2 As shown, the drive unit 2 also includes a motor 22, and the motor 22 includes an outer stator 221 and an inner rotor 222. The outer stator 221 is fixedly arranged on the bracket 1, and the output shaft 21 is rotatably arranged in the inner rotor 222. A reduction mechanism 8 is arranged between the output end of the inner rotor 222 and the output shaft 21.

[0093] Specifically, in order to facilitate the transmission connection between the inner rotor 222 and the output shaft 21 , the reduction mechanism 8 is a planetary reduction mechanism 8 , and a planet carrier connection portion 214 connected to the planetary reduction mechanism 8 is provided on the output shaft 21 .

[0094] In summary, the embodiment of the present invention provides a freewheeling transmission structure, in which the output unit 3 can drive the output unit 3 to move through the switching clutch mechanism 4, and the output unit 3 is back-transmitted to the drive unit 2, so that the kinetic energy of the output unit 3 will not be consumed by the drive unit 2 during the freewheeling movement, thereby reducing the kinetic energy consumption during the freewheeling movement. When applied to a vehicle, the energy-saving effect is better, which is beneficial to improving the endurance. In addition, due to the unidirectional transmission structure of the output unit 3 and the drive unit 2, when the freewheeling transmission structure is applied to multiple wheels of the vehicle, the movement speed of the output unit 3 connected to the outer wheel is allowed to be higher than the movement speed of the output end of the drive unit 2 in the freewheeling transmission structure, so that the outer wheel can freewheel, so that the differential function of the inner wheel and the outer wheel can be realized. Moreover, by driving multiple wheels simultaneously through multiple freewheeling transmission structures, the driving force of the vehicle to move forward and backward can be improved to prevent unilateral slippage.

[0095] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention. These improvements and substitutions should also be regarded as the scope of protection of the present invention.

Claims

1. A free-wheeling transmission structure, It is characterized in that include: A bracket, a drive unit, an output unit and a switchable clutch mechanism; The switchable clutch mechanism comprises a driving gear, a rotating bracket, a forward gear set and a reverse gear set; The driving gear is drivingly connected to the driving unit; The rotating bracket is rotatably arranged on the driving gear, and a rotatable switching gear is arranged on the rotating bracket, the axis of the switching gear is arranged parallel to the axis of the driving gear, and the switching gear is transmission-connected with the driving gear so that the switching gear revolves around the driving gear; The forward gear set includes a first rotating shaft, a forward gear, a first one-way bearing and a first transmission gear, wherein the first rotating shaft is rotatably arranged on the bracket, one of the forward gear and the first transmission gear is unidirectionally rotatably arranged on the first rotating shaft via the first one-way bearing, and the other is fixedly arranged on the first rotating shaft; The reverse gear set includes a second rotating shaft, a reverse gear, a second one-way bearing and a second transmission gear, wherein the second rotating shaft is rotatably arranged on the bracket, one of the reverse gear and the second transmission gear is unidirectionally rotatably arranged on the second rotating shaft through the second one-way bearing, and the other is fixedly arranged on the second rotating shaft; The output unit is provided with an inner gear ring transmission part; The first one-way bearing and the second one-way bearing rotate in opposite directions, the forward gear and the reverse gear are located on the orbital path of the switching gear, and the first transmission gear and the second transmission gear are meshed with the inner gear ring transmission part.

2. The inertia sliding transmission structure according to claim 1, Features: The driving unit comprises an output shaft, the driving gear is sleeved on the output shaft, and a buffer mechanism is provided between the output shaft and the driving gear; The buffer mechanism includes at least one transmission groove recessed in the inner wall of the driving gear, at least one transmission block protruding on the outer wall of the output shaft, and an elastic buffer; the transmission block is arranged in the transmission groove, and in an initial state, a buffer space is formed between the two side walls of the transmission block in the circumferential direction and the two side walls of the transmission groove in the circumferential direction; the elastic buffer is used to apply an elastic preload to the first gear to restore the transmission block to its position in the initial state.

3. The inertia sliding transmission structure according to claim 2, Features: The inner hole of the driving gear includes a transmission hole section and a buffer hole section in sequence along the axial direction; The transmission groove is arranged in the transmission hole section; A first stopper is convexly provided on the inner wall of the buffer hole section; A second stopper is convexly provided on the input shaft, and the second stopper is located on the circumferential rotation path of the first stopper; The elastic buffer is a spring arranged between the first stopper and the second stopper.

4. The inertia sliding transmission structure according to claim 2, Features: A hollow channel is formed inside the output shaft, and a positioning plate is arranged on the output shaft; Also includes an inertia adjustment mechanism, the inertia adjustment mechanism includes a control rod, a third transmission gear, a transmission gear set, a first base plate and a first pressure plate; The control rod is rotatably disposed in the hollow channel, and the first end and the second end of the control rod both pass through the output shaft; The third transmission gear is fixedly arranged at the first end of the control rod, and the third transmission gear is transmission-connected with the first transmission gear or the second transmission gear through a transmission gear set, and the transmission gear set is rotatably arranged on the bracket; The first base plate is arranged at the second end of the control rod, and the first base plate is relatively fixed on the control rod along the circumferential direction but slidably arranged along the axial direction; The first pressure plate is arranged on a side of the first base plate away from the positioning plate, and the first pressure plate is slidably arranged along the axial direction of the control rod.

5. The inertia sliding transmission structure according to claim 4, Features: A braking mechanism is also included for hindering the rotation of the control rod.

6. The inertia sliding transmission structure according to claim 5, Features: The brake mechanism comprises a fixed plate, a second base plate and a second pressure plate; The fixed disk is fixed in position, and the second end of the control rod is rotatably connected to the fixed disk; The second base plate is arranged at the second end of the control rod, and the second base plate is relatively fixed on the control rod along the circumferential direction but slidably arranged along the axial direction; The second pressure plate is arranged on a side of the second base plate away from the fixed plate, and the second pressure plate is slidably arranged along the axial direction of the control rod.

7. The inertia sliding transmission structure according to claim 6, Features: A first friction plate is arranged between the positioning plate and the first base plate, and between the first base plate and the first pressure plate; a second friction plate is arranged between the second pressure plate and the second base plate, and between the second base plate and the fixed plate.

8. The inertia sliding transmission structure according to claim 6, Features: The first pressure plate and the second pressure plate are rotatably arranged on the control rod via a translation bearing; One or two pushing members are provided between the first pressure plate and the second pressure plate.

9. The inertia sliding transmission structure according to any one of claims 4 to 8, Features: The drive unit further includes a motor, which includes an outer stator and an inner rotor. The outer stator is fixedly disposed on the bracket, the output shaft is rotatably disposed in the inner rotor, and a speed reduction mechanism is disposed between the output end of the inner rotor and the output shaft.

10. The inertia sliding transmission structure according to claim 9, Features: The speed reduction mechanism is a planetary speed reduction mechanism, and a planet carrier connection portion connected to the planetary speed reduction mechanism is provided on the output shaft.

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