Intermediate shaft clutch mechanism

Abstract

This invention discloses an intermediate shaft clutch mechanism, belonging to the field of vehicle transmission system clutch technology. It can be used in two-wheel drive and four-wheel drive vehicles to achieve switching between two-wheel drive and four-wheel drive modes. It offers reliable performance and rapid response. It can also be installed in the power transmission path between the drive motor and the wheel axle of an electric vehicle, cutting off the transmission connection between the drive motor and the wheel axle when needed, thereby preventing wear and fuel consumption of the drive motor due to excessive speed or being dragged by the wheel axle. The intermediate shaft clutch mechanism includes: an intermediate gear shaft and an intermediate gear rotatably sleeved on the intermediate gear shaft. The intermediate gear is used to connect to a power input component, and the intermediate gear shaft is used to connect to the target component for power transmission; a clutch, in which the clutch is engaged, causes torque to be transmitted from the intermediate gear to the intermediate gear shaft, and in which the torque transmission is interrupted in the disengaged state; an actuation structure for actuating the engagement or disengagement of the clutch; and a return spring.

Description

Technical Field

[0001] This invention relates to the field of vehicle transmission system clutch technology, and in particular to an intermediate shaft clutch mechanism for use in automobile gearboxes or reduction gearboxes. Background Technology

[0002] On the one hand, with the rapid development of vehicle technology, two-wheel-drive and four-wheel-drive vehicles are becoming increasingly popular. These vehicles can select the driving mode according to road conditions, providing better passability and traction in snowy, slippery, or off-road conditions, while maintaining normal driving performance on ordinary roads and saving fuel. One of the key focuses of two-wheel-drive vehicle development is the switching method and structure between two-wheel and four-wheel-drive modes. Researchers are constantly exploring new structures and solutions, providing more possibilities for the further development of two-wheel-drive and four-wheel-drive vehicles.

[0003] On the other hand, in recent years, facing the energy crisis and environmental degradation, people have increasingly higher demands for energy conservation and environmental protection in automobiles. Therefore, the development of electric vehicles has become a key focus of automotive industry research and development. In existing electric vehicles, to simplify the structure and reduce costs, a clutch device is typically not installed in the power transmission path between the drive motor and the wheel axle. The drive motor maintains a transmission connection with the wheel axle through a reducer, differential, etc. For this type of electric vehicle, during downhill driving or other conditions, the drive motor speed may exceed the maximum allowable speed, leading to wear on motor transmission system components (such as bearings), shortening their service life. Moreover, when the motor reaches a certain speed, it is difficult to provide driving force to the vehicle; instead, it is dragged and consumes energy, reducing vehicle efficiency and increasing fuel consumption. For electric four-wheel drive vehicles, switching from four-wheel drive to two-wheel drive involves shutting down the drive motor of one axle. In the above-mentioned structure, after switching to two-wheel drive, the rotation of the wheel axle will in turn drive the drive motor, similarly exacerbating component wear and increasing energy consumption.

[0004] Based on the above background, this application designs an intermediate shaft clutch mechanism that can be used in automotive transmissions or gearboxes. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to overcome the above-mentioned problems and provide an intermediate shaft clutch mechanism for use in automotive transmissions or reduction gearboxes. It can be used as a switching device in two-wheel drive and four-wheel drive vehicles to realize the switching between two-wheel drive and four-wheel drive modes. It has reliable performance and rapid response. It can also be used as a clutch device to be set in the power transmission path between the drive motor and the wheel axle of an electric vehicle. When needed, it can cut off the transmission connection between the drive motor and the wheel axle, thereby avoiding wear and fuel consumption of the drive motor due to excessive speed or being dragged by the wheel axle.

[0006] The technical solution of this invention is:

[0007] An intermediate shaft clutch mechanism includes an intermediate gear shaft rotatably supported within a housing and an intermediate gear rotatably sleeved on the intermediate gear shaft. The intermediate gear is used to connect to a power input component, and the intermediate gear shaft is used to connect to a target component for power transmission. The mechanism is characterized by further including a clutch comprising a first clutch component and a second clutch component. The first clutch component is fixedly connected to the intermediate gear, and the second clutch component is circumferentially fixed but axially movably sleeved on the intermediate gear shaft, rotating synchronously with the intermediate gear shaft. Engagement of the first and second clutch components causes torque to be transmitted from the intermediate gear to the intermediate gear shaft; disengagement of the first and second clutch components interrupts torque transmission. An actuation structure is used to actuate the engagement or disengagement of the second and first clutch components. A return spring is at least indirectly disposed between the second and first clutch components, and the return spring applies a force to the second clutch component to move it away from the first clutch component.

[0008] One type of clutch is a first clutch component that is an integrally formed splined hub with external splines on an intermediate gear, and a second clutch component that has an axial groove for accommodating a return spring. An internal spline that mates with the external spline is formed on the circumferential surface of the groove. The first clutch component and the second clutch component are engaged by the meshing of the external spline and the internal spline.

[0009] The second clutch design is as follows: the first clutch component is a first end face toothed ring formed on the end face of the intermediate gear, and the corresponding end face of the second clutch component has a second end face toothed ring that cooperates with the first end face toothed ring. The first clutch component and the second clutch component are engaged through the meshing of the first and second end face toothed rings.

[0010] As an optimization of the first scheme, a synchronizing ring is provided between the first clutch component and the second clutch component. The synchronizing ring has a transitional external spline that mates with the internal spline of the second clutch component, and a mating conical surface is formed between the synchronizing ring and the first clutch component. The synchronizing ring ensures that the second clutch component and the first clutch component reach the same rotational speed and remain synchronized before engagement, thereby guaranteeing smooth engagement and avoiding inter-tooth impact and noise.

[0011] Furthermore, the synchronizing ring has an inner conical surface, and the first clutch component extends axially from one end away from the intermediate gear to form a ring body with an outer conical surface. The synchronizing ring is sleeved on the ring body, and the inner conical surface of the synchronizing ring cooperates with the outer conical surface of the ring body.

[0012] A preferred embodiment of the actuation structure is as follows: the actuation structure includes a clutch actuation component and a front actuation component; the clutch actuation component is a relative rotation actuator, including a control ring and an actuation ring coaxial with the intermediate gear shaft, the actuation ring being fixedly connected to a second clutch component, and the control ring being rotatably held within the housing relative to the intermediate gear shaft and the housing base. Rotation of the control ring relative to the actuation ring causes the actuation ring to move axially, thereby driving the second clutch component to move axially to the left to engage with the first clutch component; the front actuation component is an electromagnetic actuation component, including a solenoid coil fixed to the housing base, the energization of which attracts the control ring, causing the control ring to rotate relative to the actuation ring. By using a two-stage force transmission mechanism—the front actuation component and the clutch actuation component—the engagement of the second clutch component with the first clutch component is achieved. This results in a large thrust to overcome the force of the return spring with relatively low power consumption required to control the front actuation component, and also provides fast response and stable, reliable performance.

[0013] Furthermore, the control ring and the actuator ring are respectively provided with at least two circumferentially distributed concave and convex portions that match each other in number, shape and position. The axial depth of the concave portion varies in the circumferential direction. The rotation of the control ring relative to the actuator ring can cause the convex portion to move and climb in the circumferential direction of the concave portion, thereby driving the actuator ring to move axially.

[0014] The second option for the actuation structure is: the actuation structure is an electromagnetic thrust assembly, including an electromagnet and an axially movable electromagnet core. The electromagnet is fixed to the housing base, and the electromagnet core is at least indirectly connected to the second clutch component. The energization of the electromagnet can cause the electromagnet core to drive the second clutch component to move axially toward the first clutch component.

[0015] Furthermore, the electromagnet includes an annular housing coaxial with the intermediate gear shaft, an electromagnetic coil placed inside the annular housing, and an annular support sleeve located radially inside the annular housing. The electromagnet core is axially movable between the annular housing and the annular support sleeve. A thrust sleeve is also provided between the annular support sleeve and the intermediate gear shaft. The thrust sleeve is held between the annular support sleeve and the intermediate gear shaft in a manner that allows rotation and axial movement relative to the annular support sleeve and the intermediate gear shaft. The portion of the thrust sleeve near the second clutch component extends radially outward to form an annular flange. One end of the electromagnet core facing the second clutch component abuts against the flange. When the electromagnetic coil is energized, the electromagnet core pushes the thrust sleeve and the second clutch component to move axially together. A planar bearing that allows relative rotation between the thrust sleeve and the second clutch component is provided.

[0016] The third option for the actuation structure is: the actuation structure includes a shift fork and a shift motor, the shift fork is connected to the second clutch component, and the shift fork is configured to be actuated by the shift motor to swing back and forth around an axis, thereby driving the second clutch component to move axially and engage or disengage with the first clutch component.

[0017] The beneficial effects of this invention are as follows: The intermediate shaft clutch mechanism, used in automotive gearboxes or reduction gearboxes, can serve as a switching device for two-wheel-drive and four-wheel-drive vehicles, enabling switching between two-wheel-drive and four-wheel-drive modes with reliable performance and rapid response. It can also be installed as a clutch device in the power transmission path between the drive motor and the wheel axle of an electric vehicle. During downhill driving or other conditions, it disconnects the transmission connection between the drive motor and the wheel axle, preventing wear and fuel consumption of motor transmission components (e.g., bearings) caused by excessive motor speed or being dragged by the wheel axle, thereby extending its service life and reducing energy consumption. For electric four-wheel-drive vehicles, it can disconnect the torque transmission between the drive motor and the wheel axle when switching from four-wheel drive to two-wheel drive, similarly reducing wear on motor components, lowering energy consumption, and improving vehicle efficiency. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of Embodiment 1 of the present invention.

[0019] Figure 2 This is a schematic diagram of the structure of Embodiment 2 of the present invention.

[0020] Figure 3 This is a schematic diagram of the structure of Embodiment 3 of the present invention.

[0021] Figure 4 This is a schematic diagram of the structure of Embodiment 4 of the present invention.

[0022] Figure 5 This is a structural schematic diagram of Embodiment 5 of the present invention.

[0023] Figure 6 This is a schematic diagram of the structure of Embodiment Six of the present invention. Detailed Implementation

[0024] The present invention will now be further described in conjunction with the accompanying drawings and embodiments:

[0025] In the description of this invention, it should be understood that the orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "inner", and "outer" is based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing this invention, and is not intended to indicate or imply that the device or component referred to must have a specific orientation, and therefore should not be construed as a limitation of this invention.

[0026] Example 1

[0027] Figure 1The diagram shows a schematic of the intermediate shaft clutch mechanism according to Embodiment 1 of the present invention. This intermediate shaft clutch mechanism is suitable for use in automotive gearboxes or reduction gearboxes to transmit or cut off torque between the upper-level transmission mechanism and the lower-level transmission mechanism. It can be used as a drive mode switching device for two-wheel drive and four-wheel drive vehicles, or as a clutch device installed in the power transmission path between the drive motor and the wheel axle of an electric vehicle.

[0028] like Figure 1 As shown, the intermediate shaft clutch mechanism includes an intermediate gear shaft 1 and an intermediate gear 2. The intermediate gear shaft 1 is used to connect to the target component for power transmission. Specifically, the intermediate gear shaft 1 has an integrally formed output gear 11, which meshes with the gear of the next-stage transmission mechanism to achieve connection. The intermediate gear 2 is used to connect to the power input component, specifically by meshing with the gear of the previous-stage transmission mechanism. Both ends of the intermediate gear shaft 1 are rotatably supported in a housing (not shown in the figure) via bearings. The intermediate gear 2 is rotatably mounted on the intermediate gear shaft 1 via needle roller bearings 21. The intermediate gear 2 is axially fixed to the intermediate gear shaft 1. Figure 1 The right end shown is attached to the left end of the output gear 11.

[0029] The intermediate shaft clutch mechanism also includes a clutch, an actuation structure, and a return spring 4.

[0030] The clutch enables the intermediate gear 2 to rotate together with the intermediate gear shaft 1 in an engaged state and to disengage from the intermediate gear shaft 1 in a disengaged state, and can switch between the two states. The clutch includes a first clutch component 31 and a second clutch component 32. The first clutch component 31 is fixedly connected to the intermediate gear 2, and the second clutch component 32 is circumferentially fixed but axially movably sleeved on the intermediate gear shaft 1, rotating synchronously with the intermediate gear shaft 1. Engagement of the first clutch component 31 and the second clutch component 32 causes torque to be transmitted from the intermediate gear 2 to the intermediate gear shaft 1; disengagement of the first clutch component 31 and the second clutch component 32 interrupts torque transmission. Figure 1 As shown, in this embodiment, the first clutch component 31 is a splined hub integrally formed on the left side of the intermediate gear 2. The splined hub is coaxial with the intermediate gear 2 and has an external spline. The second clutch component 32 is disc-shaped and located to the left of the first clutch component 31. It is circumferentially fixed and axially movable on the intermediate gear shaft 13 through a spline connection. The second clutch component 32 has an axial groove for accommodating the return spring 4. The groove faces the intermediate gear 2, and an internal spline is formed on the circumferential surface of the groove to cooperate with the external spline of the first clutch component 31. The first clutch component 31 and the second clutch component 32 are engaged through the meshing of the external spline and the internal spline.

[0031] The actuation structure is used to engage or disengage the second clutch component 32 from the first clutch component 31. In this embodiment, the actuation structure includes a clutch actuation assembly and a front actuation assembly. The clutch actuation assembly is a relative rotation actuator, and in this embodiment, it is a ramp-type actuator, such as... Figure 1 As shown, it includes a control ring 51 and an actuation ring 52 coaxial with the intermediate gear shaft 1. The actuation ring 52 is integrally formed on the left end face of the second clutch component 32 and rotates together with the second clutch component 32. The control ring 51 is located to the left of the actuation ring 52 and is held in the housing in a rotatable manner relative to the intermediate gear shaft 1 and the housing. The control ring 51 has at least two circumferentially distributed recesses on its end face facing the actuating ring 52. The axial depth of the recesses varies along the circumferential direction. The corresponding end face of the actuating ring 52 has at least two protrusions. The recesses and protrusions are matched in number, shape, and position. Under the influence of no other external forces, the recesses of the control ring 51 and the protrusions of the actuating ring 52 are tightly fitted together. The control ring 51 rotates synchronously with the actuating ring 52. The rotation of the control ring 51 relative to the actuating ring 52 causes the protrusions to move and climb along the circumferential direction of the recesses, thereby driving the actuating ring 52 to move axially to the left, so as to drive the second clutch component 32 to move axially to the left and engage with the first clutch component 31. In this embodiment, there are three recesses and three protrusions. Replacing the ramp actuator with other types of relative rotation actuators is also within the scope of this invention, such as using a ball ramp brake (not shown in the figure). In addition to a control ring and an actuation ring, it also includes at least two balls. At least two raceway grooves of the same number, shape, and position are provided on the opposite end faces of the control ring and the actuation ring. The axial depth of the raceway grooves varies in the circumferential direction. Each rolling component is sandwiched between one raceway groove of the control ring and one raceway groove of the actuation ring. The rotation of the control ring relative to the actuation ring can drive the rolling component to move in the raceway groove, thereby causing the actuation ring to move axially. The actuating assembly is an electromagnetic actuating assembly, including a coil seat 60 coaxial with the intermediate gear shaft 1 and a solenoid coil 6 supported on the coil seat 60. The solenoid coil 6 is fixed to the housing and abuts against the left side of the control ring 51. A plane bearing 67 is provided between the control ring 51 and the coil seat 60 to allow the two to rotate relative to each other. A wire extends into the housing and is electrically connected to the solenoid coil 6. The energization of the solenoid coil 6 can attract the control ring 51, causing the control ring 51 to rotate relative to the actuating ring 52.

[0032] The return spring 4 is at least indirectly disposed between the second clutch component 32 and the first clutch component 31. The return spring 4 applies a force to the second clutch component 32 to make it tend to move away from the first clutch component 31. In this embodiment, the return spring 4 is placed in the groove of the second clutch component 32, with one end abutting the bottom of the groove and the other end abutting the left end face of the first clutch component 31. The return spring 4 is a wave spring.

[0033] The working principle of this embodiment is as follows:

[0034] When the solenoid coil 6 is not energized, the clutch is disengaged, and the intermediate gear 2 rotates freely on the intermediate gear shaft 1 through the needle roller bearing 21, without transmitting power to the next stage.

[0035] When the clutch needs to switch from disengaged to engaged, the electromagnetic actuation assembly is manually or automatically activated, energizing the solenoid coil 6. This attracts the control ring 51, causing it to rotate relative to the actuation ring 52. The protrusion of the actuation ring 52 moves and climbs along the circumferential direction of the concave part of the control ring 51, thereby driving the actuation ring 52, together with the second clutch component 32, to move axially to the right towards the first clutch component 31, overcoming the force of the return spring 4. The internal spline in the groove of the second clutch component 32 gradually engages with the external spline of the first clutch component 31, achieving engagement between the second clutch component 32 and the first clutch component 31. At this time, the clutch is in the engaged state, and the torque output from the previous stage transmission mechanism is transmitted to the intermediate gear 2, and then through the engaged first clutch component 31 and second clutch component 32 to the intermediate gear shaft 1, and then through the output gear 11 on the intermediate gear shaft 1 to the next stage.

[0036] When the clutch needs to be switched back to the disengaged state, the power supply to the solenoid coil 6 is manually or automatically disconnected. The control ring 51 loses its attraction force. Under the action of the return spring 4, the protrusion of the actuation ring 52 returns to a state of close contact with the concave part of the control ring 51. At the same time, the second clutch component 32 moves axially to the left until the internal spline in its groove disengages from the external spline of the first clutch component 31. Thus, the clutch returns to the disengaged state, the intermediate gear 2 resumes free rotation, and the power transmission is interrupted.

[0037] Example 2

[0038] Figure 2 A schematic diagram of the intermediate shaft clutch mechanism according to Embodiment 2 of the present invention is shown. This embodiment is the most preferred embodiment of the present invention, and it is basically the same as Embodiment 1, except that a synchronizing ring is added to the clutch. The synchronizing ring ensures that the second clutch component and the first clutch component reach the same rotational speed and remain synchronized before engagement, thereby ensuring smooth engagement and avoiding inter-tooth impact and noise. Figure 2As shown, a synchronizing ring 33 is provided between the first clutch component 31 and the second clutch component 32. The synchronizing ring 33 has a transitional external spline that mates with the internal spline of the second clutch component 32; that is, the transitional external spline and the external spline of the first clutch component 31 are identical in number and cross-sectional profile. A mating conical surface is also formed between the synchronizing ring 33 and the first clutch component 31. Specifically, the synchronizing ring 33 has an inner conical surface, and the axis of the first clutch component 31, away from the intermediate gear 2, extends to form a ring body with an outer conical surface. The synchronizing ring 33 is fitted onto the ring body, and the inner conical surface of the synchronizing ring 33 mates with the outer conical surface of the ring body. Both the inner and outer conical surfaces are configured such that the diameter of the ring opening near the first clutch component 31 is larger than the diameter of the ring opening near the second clutch component 32. Because of the synchronizing ring 33, in this embodiment, one end of the return spring 4 abuts against the bottom of the groove in the second clutch component 32, and the other end abuts against the left end face of the synchronizing ring 33.

[0039] The working principle of this embodiment is basically the same as that of Embodiment 1. The difference is that during the process of switching the clutch from the disengaged state to the engaged state, the second clutch component 32 moves to the right against the force of the return spring 4, while the return spring 3 pushes the synchronous ring 33 to the right, so that the inner conical surface of the synchronous ring 33 and the outer conical surface of the upper ring of the first clutch component 31 are in close contact and friction. Since the contact surface between the two is a conical surface, the second clutch component 32, the synchronous ring 33 and the first clutch component 31 can reach the same speed and then mesh together through their respective splines, thereby avoiding the impact during the engagement process.

[0040] Example 3

[0041] Figure 3 A schematic diagram of the intermediate shaft clutch mechanism according to Embodiment 3 of the present invention is shown. It is basically the same as Embodiment 1, except that the first clutch component and the second clutch component are engaged through a toothed connection of end face teeth. Figure 3 As shown, the first clutch component 31 is a first end face toothed ring formed on the end face of the intermediate gear 2, and the second clutch component 32 has a second end face toothed ring formed on the corresponding end face to cooperate with the first end face toothed ring. The first clutch component 31 and the second clutch component 32 are engaged through the meshing of the first and second end face toothed rings.

[0042] Example 4

[0043] Figure 4 A schematic diagram of the intermediate shaft clutch mechanism of Embodiment 4 of the present invention is shown, which is basically the same as that of Embodiment 2, except that the actuation structure is an electromagnetic thrust assembly. Figure 4As shown, the electromagnetic thrust assembly includes an electromagnet and an axially movable electromagnet core 61. The electromagnet is fixed to the housing, and the electromagnet core 61 is at least indirectly connected to the second clutch component 32. The energization of the electromagnet can cause the electromagnet core 61 to drive the second clutch component 32 to move axially toward the first clutch component 31.

[0044] Specifically, the electromagnet includes an annular housing 62 coaxial with the intermediate gear shaft 1, an electromagnetic coil 63 placed inside the annular housing 62, and an annular support sleeve 64 located radially inside the annular housing 62. A wire extends into the housing and is electrically connected to the electromagnetic coil 63. The electromagnet core 61 is axially movable between the annular housing 62 and the annular support sleeve 64. A thrust sleeve 65 is also provided between the annular support sleeve 64 and the intermediate gear shaft 1. The thrust sleeve 65 is held between the annular support sleeve 64 and the intermediate gear shaft 1 in a manner that allows rotation and axial movement relative to the annular support sleeve 64 and the intermediate gear shaft 1. The portion of the thrust sleeve 65 near the second clutch component 32 extends radially outward to form an annular flange. One end of the electromagnet core 61 facing the second clutch component 32 abuts against the left side of the flange. A planar bearing 66 is provided between the right end face of the flange and the second clutch component 32, allowing relative rotation between the two.

[0045] When the clutch needs to switch from the disengaged state to the engaged state, the electromagnetic actuation component is manually or automatically activated, the electromagnetic coil 63 is energized, and a magnetic field force is generated axially pointing towards the second clutch component 32. This causes the electromagnetic core 61 to push the thrust sleeve 65 to move axially, and drives the second clutch component 32 to overcome the force of the return spring 4 and move axially towards the first clutch component 31, thereby realizing the engagement of the second clutch component 32 and the first clutch component 31, and the clutch is engaged.

[0046] It is worth noting that the actuation structure of this embodiment can also be used based on Embodiment 1 and Embodiment 3.

[0047] Example 5

[0048] Figure 5 A schematic diagram of the intermediate shaft clutch mechanism of Embodiment 5 of the present invention is shown, which is basically the same as that of Embodiment 2, except that the actuation structure consists of a shift fork and a shift motor. Figure 5As shown, the middle part of the shift fork 7 is hinged to a fixed shaft. One end of the shift fork 7 is a U-shaped shift fork arm 71, which straddles an annular groove formed on the outer circumferential surface of the second clutch component 32. The other end is connected to a drive motor, which is a push rod motor 8. The push rod motor 8 and the shift fork 7 are connected in a one-way drive. That is, when the clutch needs to be switched from the disengaged state to the engaged state, the push rod motor 8 is manually or automatically started. The push rod 81 of the push rod motor 8 extends and pushes the entire shift fork 7 to swing around the fixed shaft. The shift fork arm 71 then moves the second clutch component 32 axially against the force of the return spring 4 towards the first clutch component 31, thereby realizing the engagement of the second clutch component 32 and the first clutch component 31. When the clutch needs to be switched back to the disengaged state, the push rod motor 8 is manually or automatically started. The push rod 81 of the push rod motor 8 retracts, the shift fork 7 loses force, and the second clutch component 32 moves away from the first clutch component 31 under the force of the return spring 4.

[0049] It is worth noting that the actuation structure of this embodiment can also be used based on Embodiment 1 and Embodiment 3.

[0050] Example 6

[0051] Figure 6 A schematic diagram of the intermediate shaft clutch mechanism of Embodiment Six of the present invention is shown. It is basically the same as Embodiment Five, except that the actuating motor in the actuation structure is a rotary shift motor, and the rotary shift motor and the shift fork are bidirectionally connected. Figure 6 As shown, a transmission component 91 is fixedly connected to the end of the rotating shaft of the rotary shift motor 9. The rotation of the rotating shaft causes the transmission component 91 to swing around the axis of the rotating shaft. A groove is provided on the transmission component 91, and the connecting part 72 of the shift fork 7 passes through the groove. When the rotating shaft rotates in the set direction, the transmission component 91 swings and actuates the connecting part 72 of the shift fork 7, causing the entire shift fork 7 to swing. Then, the shift fork arm 71 actuates the second clutch component 32 to move axially toward the first clutch component 31 against the force of the return spring 4. When the rotating shaft rotates in the opposite direction, it causes the shift fork 7 to swing in the opposite direction, actuating the second clutch component 32 away from the first clutch component 31.

[0052] It is worth noting that when the actuation structure described in Embodiment 5 is used based on Embodiment 1 and Embodiment 3, the actuation motor in the actuation structure can also be the rotary shifting motor described in this embodiment.

[0053] Finally, it is understood that those skilled in the art can make various other corresponding changes and modifications based on the technical concept of this invention, and all such changes and modifications should fall within the protection scope of the claims of this invention.

Claims

1. An intermediate shaft clutch mechanism, comprising an intermediate gear shaft rotatably supported within a housing and an intermediate gear rotatably mounted on the intermediate gear shaft, wherein the intermediate gear is used to connect to a power input component, and the intermediate gear shaft is used to connect to a target component for power transmission, characterized in that: It also includes a clutch, which includes a first clutch component and a second clutch component. The first clutch component is fixedly connected to the intermediate gear, and the second clutch component is circumferentially fixed but axially movable and sleeved on the intermediate gear shaft, rotating synchronously with the intermediate gear shaft. The engagement of the first clutch component and the second clutch component causes torque to be transmitted from the intermediate gear to the intermediate gear shaft. When the first clutch component and the second clutch component are disengaged, the torque transmission is interrupted. An actuation structure for actuating the engagement or disengagement of the second clutch component from the first clutch component; A return spring, which is at least indirectly disposed between the second clutch component and the first clutch component, applies a force to the second clutch component to make it tend to move away from the first clutch component; The first clutch component is a splined hub with external splines integrally formed on the intermediate gear. The second clutch component has an axial groove for accommodating a return spring. An internal spline that cooperates with the external spline is formed on the circumferential surface of the groove. The first clutch component and the second clutch component are engaged by the meshing of the external spline and the internal spline. A synchronizing ring is provided between the first clutch component and the second clutch component. The synchronizing ring is provided with a transition external spline that engages with the internal spline of the second clutch component. A mutually engaging conical surface is formed between the synchronizing ring and the first clutch component. The synchronizing ring has an inner conical surface, and the end of the first clutch component away from the intermediate gear extends axially to form a ring body with an outer conical surface. The synchronizing ring is sleeved on the ring body, and the inner conical surface of the synchronizing ring matches the outer conical surface of the ring body. One end of the return spring abuts against the bottom of the groove in the second clutch component, and the other end abuts against the left end face of the synchronizing ring.

2. The intermediate shaft clutch mechanism according to claim 1, characterized in that: The actuation structure includes a clutch actuation assembly and a front actuation assembly; the clutch actuation assembly is a relative rotation actuator, including a control ring and an actuation ring coaxial with the intermediate gear shaft, the actuation ring being fixedly connected to a second clutch component, the control ring being rotatably held within the housing relative to the intermediate gear shaft and the housing, the control ring rotating relative to the actuation ring causing the actuation ring to move axially to the left to engage with the first clutch component; the front actuation assembly is an electromagnetic actuation assembly, including a solenoid coil fixed to the housing, the energization of the solenoid coil attracting the control ring causing the control ring to rotate relative to the actuation ring.

3. The intermediate shaft clutch mechanism according to claim 2, characterized in that: The control ring and the actuation ring are respectively provided with at least two concave and convex portions that are matched in number, shape and position and distributed along the circumference. The axial depth of the concave portion varies along the circumferential direction. The rotation of the control ring relative to the actuation ring can cause the convex portion to move and climb along the circumferential direction of the concave portion, thereby driving the actuation ring to move axially.

4. The intermediate shaft clutch mechanism according to claim 1, characterized in that: The actuation structure is an electromagnetic thrust assembly, including an electromagnet and an axially movable electromagnet core. The electromagnet is fixed to the housing base, and the electromagnet core is at least indirectly connected to the second clutch component. The energization of the electromagnet can cause the electromagnet core to drive the second clutch component to move axially toward the first clutch component.

5. The intermediate shaft clutch mechanism according to claim 4, characterized in that: The electromagnet includes an annular housing coaxial with the intermediate gear shaft, an electromagnetic coil placed inside the annular housing, and an annular support sleeve located radially inside the annular housing. The electromagnet core is axially movable between the annular housing and the annular support sleeve. A thrust sleeve is also provided between the annular support sleeve and the intermediate gear shaft. The thrust sleeve is held between the annular support sleeve and the intermediate gear shaft in a manner that allows rotation and axial movement relative to the annular support sleeve and the intermediate gear shaft. The portion of the thrust sleeve near the second clutch component extends radially outward to form an annular flange. One end of the electromagnet core facing the second clutch component abuts against the flange. When the electromagnetic coil is energized, the electromagnet core pushes the thrust sleeve and the second clutch component to move axially together. A planar bearing that allows relative rotation between the thrust sleeve and the second clutch component is provided.

6. The intermediate shaft clutch mechanism according to claim 1, characterized in that: The actuation structure includes a shift fork and a shift motor. The shift fork is connected to a second clutch component. The shift fork is configured to be actuated by the shift motor to swing back and forth around an axis, thereby driving the second clutch component to move axially and engage or disengage with the first clutch component.

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