A clutch mechanism and a vehicle transmission system

Abstract

This invention belongs to the field of vehicle manufacturing, and specifically relates to a clutch mechanism and a vehicle transmission system, including a first internal gear ring and a second internal gear ring coaxially arranged, an annular electromagnet sleeved outside the second internal gear ring and fixedly connected to the vehicle body, a friction ring and a gear disc sleeved inside the first internal gear ring, and a reset member disposed between the friction ring and the gear disc; the second internal gear ring is fixedly connected to or integrally formed on one side of the first internal gear ring, and the radius of the inner tooth surface of the first internal gear ring is larger than the radius of the outer circumference of the second internal gear ring; the outer tooth surface of the gear disc meshes with the inner tooth surface of the first internal gear ring; the friction ring is disposed between the gear disc and the second internal gear ring, the inner tooth surface of the friction ring is used to mesh with the output shaft, and the inner tooth surface of the second internal gear ring is used to mesh with the input shaft; the annular electromagnet is used to attract the gear disc to press the friction ring between the second internal gear ring and the gear disc, and the reset member is used to push the gear disc away from the friction ring.

Description

Technical Field

[0001] This invention belongs to the field of vehicle manufacturing, and specifically relates to a clutch mechanism and a vehicle transmission system. Background Technology

[0002] With the development of pure electric vehicles, the sales and ownership of pure electric four-wheel drive vehicles are gradually increasing. More and more pure electric four-wheel drive vehicles need to switch between two-wheel drive and four-wheel drive modes according to actual driving needs. In one of the electric axle assemblies of such vehicles, a clutch mechanism is used to switch between two-wheel drive and four-wheel drive modes.

[0003] Existing clutch mechanisms typically utilize drive components (servo motors, shift drums, hydraulic mechanisms, or ball screws, etc.) to drive shift forks or pawls to push the synchronizer's gear sleeves to slide, enabling the vehicle to switch between two-wheel drive and four-wheel drive modes. However, these clutch mechanisms usually suffer from numerous and varied parts, heavy overall weight, complex structure (traditional synchronizers require consideration of complex structures, such as, but not limited to, locking angles, cone angles, and shift lines), large space requirements, and complex shifting actions.

[0004] The complex shifting action of existing clutch mechanisms necessitates extensive calibration testing after installation to ensure that the vehicle's control software matches the shifting action of the drive components (e.g., the rotation angle of the servo motor output, the ball screw, the shift drum, and the linear motion distance of the hydraulic mechanism's extension and retraction) to precisely control the vehicle's switching between two-wheel drive and four-wheel drive modes. However, as vehicles age, the matching degree between the vehicle's control software's control of the drive component's stroke and the existing clutch mechanism's shifting action can easily decrease due to various factors (e.g., aging and wear of the existing clutch mechanism causing deviations in the motion relationships between its components, or errors in the vehicle's control software leading to deviations in the control of the drive component's stroke, all of which reduce the matching degree between the vehicle's control software's control of the drive component's stroke and the clutch mechanism's shifting action). Ultimately, this results in the technical problem of the vehicle being unable to switch between two-wheel drive and four-wheel drive modes. Summary of the Invention

[0005] This invention provides a clutch mechanism and vehicle transmission system to solve the technical problems in the prior art where clutch mechanisms used to switch between two-wheel drive and four-wheel drive modes typically have many types and quantities of parts, are relatively heavy, have complex structures, occupy a large space, have complex shifting actions, and the matching degree between the vehicle's control software's control of the operating stroke of the aforementioned drive components and the shifting actions of the existing clutch mechanism is easily reduced due to various factors, ultimately leading to the vehicle's inability to switch between two-wheel drive and four-wheel drive modes.

[0006] The technical solution adopted in this invention is: a clutch mechanism, comprising a stepped annular outer shell, an annular electromagnet sleeved outside the outer shell, a friction ring and a gear disc sleeved inside the outer shell, and a reset component disposed between the friction ring and the gear disc;

[0007] The outer shell includes a first internal gear ring and a second internal gear ring arranged coaxially. The second internal gear ring is fixedly connected to or integrally formed on one side of the first internal gear ring. The radius of the inner tooth surface of the first internal gear ring is greater than the radius of the outer peripheral surface of the second internal gear ring.

[0008] The outer tooth surface of the gear disk meshes with the inner tooth surface of the first inner gear ring, and the gear disk can reciprocate linearly within the first inner gear ring along the central axis direction; the friction ring is sleeved inside the first inner gear ring and disposed between the gear disk and the second inner gear ring, the outer circumferential surface of the friction ring is clearance-fitted with the inner tooth surface of the first inner gear ring, the inner circumferential surface of the friction ring is provided with an internal spline for meshing with the output shaft, the gear disk has a central hole for the output shaft to pass through, and the inner tooth surface of the second inner gear ring is used for meshing with the input shaft; the annular electromagnet is sleeved outside the outer circumferential surface of the second inner gear ring and fixedly connected to the vehicle body, the inner circumferential surface of the annular electromagnet is clearance-fitted with the outer circumferential surface of the second inner gear ring, and the annular electromagnet is used to attract the gear disk to slide towards the annular base plate, pressing the friction ring between the end of the second inner gear ring facing the first inner gear ring and the gear disk, thereby power-connecting the input shaft and the output shaft;

[0009] The reset member is used to push the gear plate away from the friction ring when the gear plate is not subjected to other external forces, so as to disconnect the power connection between the input shaft and the output shaft.

[0010] Compared to existing clutch mechanisms used for switching between two-wheel drive and four-wheel drive modes, the clutch mechanism provided by this invention has fewer types and quantities of parts, a simpler structure, occupies less space, and is lighter overall. Furthermore, the shifting action of the clutch mechanism provided by this invention is simple, requiring no calibration testing after installation. The vehicle control software, compatible with the clutch mechanism provided by this invention, controls the shifting action of the clutch mechanism by controlling the power supply to the annular electromagnet, eliminating the need for precise control of the operating stroke. This results in simple control logic and high reliability. This invention solves the technical problems of existing clutch mechanisms used for switching between two-wheel drive and four-wheel drive modes, which typically have many types and quantities of parts, are relatively heavy, have complex structures, occupy a large space, have complex shifting actions, and suffer from a decreasing degree of compatibility between the vehicle control software's control of the driving component's operating stroke and the existing clutch mechanism's shifting action due to various factors, ultimately leading to the vehicle's inability to switch between two-wheel drive and four-wheel drive modes.

[0011] By fitting the annular electromagnet onto the outer circumference of the second internal gear ring and fixing it to the vehicle body, with the inner circumference of the annular electromagnet and the outer circumference of the second internal gear ring in a clearance fit, the annular electromagnet can remain fixed and will not be affected by the rotating outer shell, thus facilitating the installation of the power cord of the annular electromagnet.

[0012] Furthermore, the housing also includes an annular base plate coaxially arranged with the first internal gear ring, the first internal gear ring being fixedly connected to or integrally formed on one side of the annular base plate, the second internal gear ring being fixedly connected to or integrally formed on the opposite side of the annular base plate, the friction ring being disposed between the gear disc and the annular base plate, and the inner hole of the annular base plate being used to connect the inner hole of the first internal gear ring and the inner hole of the second internal gear ring.

[0013] The annular electromagnet is used to attract the gear plate to slide towards the annular base plate, pressing the friction ring between the annular base plate and the gear plate, thereby power-connecting the input shaft and the output shaft.

[0014] Furthermore, the clutch mechanism also includes a limiting member, which is fixedly connected to the side of the inner tooth surface of the first inner tooth ring away from the second inner tooth ring. The limiting member is used to restrict the sliding of the toothed disc within the first inner tooth ring when the reset member pushes the toothed disc away from the friction ring, so that the toothed disc cannot slide out of the first inner tooth ring.

[0015] By setting the limiting member, it is possible to prevent the gear disk from sliding out of the first inner gear ring on its own, or the reset member from pushing the gear disk out of the first inner gear ring.

[0016] Furthermore, an annular groove is provided on the side of the inner tooth surface of the first internal gear ring away from the second internal gear ring, and the limiting member is a retaining ring installed in the annular groove.

[0017] Furthermore, the friction ring includes a first annular portion and a second annular portion arranged coaxially. The second annular portion is fixedly connected to or integrally formed on the side of the first annular portion facing the gear disk. The outer diameter of the second annular portion is smaller than the outer diameter of the first annular portion, and the inner diameter of the second annular portion is larger than the inner diameter of the first annular portion.

[0018] The internal spline is formed on the inner circumferential surface of the first annular portion, and the side of the second annular portion facing the gear disk is used to contact the gear disk. The reset member is disposed on the outer side of the second annular portion and is located between the gear disk and the side of the first annular portion facing the gear disk.

[0019] Furthermore, the reset component is a release spring, which is sleeved on the outside of the second annular portion. One end of the release spring is used to contact the side of the first annular portion facing the gear disk, and the other end of the release spring is used to contact the side of the gear disk facing the friction ring.

[0020] Furthermore, the clutch mechanism also includes a bearing, which is sleeved on the outer circumferential surface of the second internal gear ring, and the inner circumferential surface of the bearing is interference-fitted with the outer circumferential surface of the second internal gear ring; the annular electromagnet is sleeved on the outer circumferential surface of the bearing.

[0021] By setting the bearing, friction between the outer circumferential surface of the second internal gear ring and the inner circumferential surface of the annular electromagnet can be avoided to prevent wear when the second internal gear ring rotates.

[0022] Furthermore, the clutch mechanism also includes a fixing component. A positioning block is formed on the outer circumferential surface of the annular electromagnet. A mounting hole is provided on the fixing block. A limit groove is provided on the inner circumferential surface of the mounting hole. The annular electromagnet is installed in the mounting hole. The positioning block is installed in the limit groove to restrict the rotation of the annular electromagnet in its circumferential direction. The fixing component is used for fixed connection with the vehicle body.

[0023] Furthermore, the outer circumferential surface of the annular electromagnet is interference-fitted with the inner circumferential surface of the mounting hole.

[0024] The present invention also provides a vehicle transmission system, including an input shaft, an output shaft, a front wheel differential, a rear wheel differential, and a clutch mechanism provided by the present invention;

[0025] The input shaft is meshed with the inner tooth surface of the second internal gear ring of the clutch mechanism, and the output shaft is meshed with the internal spline on the inner circumferential surface of the friction ring of the clutch mechanism.

[0026] The input end of one of the two differentials, the front wheel differential and the rear wheel differential, is engaged with one end of the input shaft; the input end of the other differential is engaged with one end of the output shaft. Attached Figure Description

[0027] To more clearly illustrate the technical solution of the present invention, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a three-dimensional structural diagram of the clutch mechanism in the embodiment;

[0029] Figure 2 This is a cross-sectional view of the clutch mechanism in the embodiment;

[0030] Figure 3 This is a schematic diagram of the exploded structure of the clutch mechanism in the embodiment;

[0031] Figure 4 This is a simplified structural diagram of the clutch mechanism in the embodiment;

[0032] Wherein: 1—outer shell, 2—ring electromagnet, 3—friction ring, 4—gear disc, 5—reset component, 6—limiting component, 7—bearing, 8—input shaft, 9—output shaft;

[0033] 11—First internal gear ring, 12—Second internal gear ring, 13—Annular base plate;

[0034] 21—Location block;

[0035] 31—First annular portion, 32—Second annular portion;

[0036] 41—Center Hole;

[0037] 51—Separation spring;

[0038] 61—Ring. Detailed Implementation

[0039] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

[0040] like Figures 1 to 4As shown, this embodiment provides a clutch mechanism, including a stepped annular outer shell 1, an annular electromagnet 2 sleeved outside the outer shell 1, a friction ring 3 and a gear disk 4 sleeved inside the outer shell 1, and a reset member 5 disposed between the friction ring 3 and the gear disk 4.

[0041] The outer casing 1 includes a first internal gear ring 11 and a second internal gear ring 12 arranged coaxially. The second internal gear ring 12 is fixedly connected to or integrally formed on one side of the first internal gear ring 11. The radius of the inner tooth surface of the first internal gear ring 11 is greater than the radius of the outer peripheral surface of the second internal gear ring 12.

[0042] The outer tooth surface of the gear disk 4 meshes with the inner tooth surface of the first internal gear ring 11, and the gear disk 4 can slide linearly back and forth within the first internal gear ring 11 along the central axis direction; the friction ring 3 is sleeved inside the first internal gear ring 11 and is located between the gear disk 4 and the second internal gear ring 12. The outer circumferential surface of the friction ring 3 is clearance-fitted with the inner tooth surface of the first internal gear ring 11, and the inner circumferential surface of the friction ring 3 is provided with an internal spline for meshing with the output shaft 9. The gear disk 4 has a section for the output shaft 9 to pass through. The center hole 41, the inner tooth surface of the second internal gear ring 12 is used to mesh with the input shaft 8; the annular electromagnet 2 is sleeved on the outer circumferential surface of the second internal gear ring 12 and fixedly connected to the vehicle body, the inner circumferential surface of the annular electromagnet 2 is clearance-fitted with the outer circumferential surface of the second internal gear ring 12, the annular electromagnet 2 is used to attract the gear disk 4 to slide towards the annular base plate 13, press the friction ring 3 between the end of the second internal gear ring 12 facing the first internal gear ring 11 and the gear disk 4, so as to power connect the input shaft 8 and the output shaft 9;

[0043] The reset member 5 is used to push the gear 4 away from the friction ring 3 when the gear 4 is not subjected to other external forces, so as to disconnect the power connection between the input shaft 8 and the output shaft 9.

[0044] Compared to existing clutch mechanisms used for switching between two-wheel drive and four-wheel drive modes, the clutch mechanism provided by this invention has fewer types and quantities of parts, a simpler structure, occupies less space, and is lighter overall. Furthermore, the shifting action of the clutch mechanism provided by this invention is simple, requiring no calibration testing after installation. The vehicle control software, compatible with the clutch mechanism provided by this invention, controls the shifting action of the clutch mechanism by controlling the power supply to the annular electromagnet 2, eliminating the need for precise control of the operating stroke. This results in simple control logic and high reliability. This invention solves the technical problems of existing clutch mechanisms used for switching between two-wheel drive and four-wheel drive modes, which typically have many types and quantities of parts, are relatively heavy, have complex structures, occupy a large space, have complex shifting actions, and suffer from a decreasing degree of compatibility between the vehicle control software's control of the driving component's operating stroke and the existing clutch mechanism's shifting action due to various factors, ultimately leading to the vehicle's inability to switch between two-wheel drive and four-wheel drive modes.

[0045] By fitting the annular electromagnet 2 around the outer circumference of the second internal gear ring 12 and fixing it to the vehicle body, and by ensuring a clearance fit between the inner circumference of the annular electromagnet 2 and the outer circumference of the second internal gear ring 12, the annular electromagnet 2 can remain fixed and will not be affected by the rotating outer shell 1, thus facilitating the installation of the power cord of the annular electromagnet 2.

[0046] Furthermore, such as Figures 2 to 4 As shown, the outer casing 1 also includes an annular base plate 13 coaxially arranged with the first internal gear ring 11. The first internal gear ring 11 is fixedly connected to or integrally formed on one side of the annular base plate 13, and the second internal gear ring 12 is fixedly connected to or integrally formed on the opposite side of the annular base plate 13. The friction ring 3 is disposed between the gear disk 4 and the annular base plate 13. The inner hole of the annular base plate 13 is used to connect the inner hole of the first internal gear ring 11 and the inner hole of the second internal gear ring 12.

[0047] The annular electromagnet 2 is used to attract the toothed disc 4 to slide towards the annular base plate 13, pressing the friction ring 3 between the annular base plate 13 and the toothed disc 4, thereby connecting the input shaft 8 and the output shaft 9.

[0048] Furthermore, such as Figures 1 to 4 As shown, the clutch mechanism provided in this embodiment also includes a limiting member 6. The limiting member 6 is fixedly connected to the side of the inner tooth surface of the first inner tooth ring 11 away from the second inner tooth ring 12. The limiting member 6 is used to restrict the sliding of the toothed disc 4 in the first inner tooth ring 11 when the reset member 5 pushes the toothed disc 4 away from the friction ring 3, so that the toothed disc 4 cannot slide out of the first inner tooth ring 11.

[0049] By setting the limiting component 6, it is possible to prevent the gear disk 4 from sliding out of the first inner gear ring 11 on its own, or the resetting component 5 from pushing the gear disk 4 out of the first inner gear ring 11.

[0050] Furthermore, such as Figures 1 to 4 As shown, an annular groove is provided on the side of the inner tooth surface of the first internal gear ring 11 away from the second internal gear ring 12, and the limiting member 6 is a retaining ring 61 installed in the annular groove.

[0051] Furthermore, such as Figure 2 and Figure 3 As shown, the friction ring 3 includes a first annular portion 31 and a second annular portion 32 arranged coaxially. The second annular portion 32 is fixedly connected to or integrally formed on the side of the first annular portion 31 facing the gear disk 4. The outer diameter of the second annular portion 32 is smaller than the outer diameter of the first annular portion 31, and the inner diameter of the second annular portion 32 is larger than the inner diameter of the first annular portion 31.

[0052] The internal spline is formed on the inner circumferential surface of the first annular portion 31. The side of the second annular portion 32 facing the gear disk 4 is used to contact the gear disk 4. The reset member 5 is disposed on the outer side of the second annular portion 32 and is located between the gear disk 4 and the side of the first annular portion 31 facing the gear disk 4.

[0053] Furthermore, such as Figures 2 to 4 As shown, the reset component 5 is a release spring 51. The release spring 51 is sleeved on the outside of the second annular portion 32. One end of the release spring 51 is used to contact the side of the first annular portion 31 facing the gear disk 4, and the other end of the release spring 51 is used to contact the side of the gear disk 4 facing the friction ring 3.

[0054] Furthermore, such as Figures 2 to 4 As shown, the clutch mechanism also includes a bearing 7, which is sleeved on the outer circumferential surface of the second internal gear ring 12, and the inner circumferential surface of the bearing 7 is interference-fitted with the outer circumferential surface of the second internal gear ring 12; the annular electromagnet 2 is sleeved on the outer circumferential surface of the bearing 7.

[0055] By setting the bearing 7, the outer circumferential surface of the second internal gear ring 12 can be prevented from rubbing against the inner circumferential surface of the annular electromagnet 2, thus avoiding wear, when the second internal gear ring 12 rotates.

[0056] Furthermore, such as Figure 3 As shown, the clutch mechanism provided in this embodiment also includes a fixing member (not shown in the figure). A positioning block 21 is formed on the outer peripheral surface of the annular electromagnet 2. A mounting hole is provided on the fixing block. A limit groove is provided on the inner peripheral surface of the mounting hole. The annular electromagnet 2 is installed in the mounting hole. The positioning block 21 is installed in the limit groove to restrict the rotation of the annular electromagnet 2 in its circumferential direction. The fixing member is used to fix it to the vehicle body.

[0057] Furthermore, the outer circumferential surface of the annular electromagnet 2 is interference-fitted with the inner circumferential surface of the mounting hole.

[0058] like Figure 4 As shown, this embodiment also provides a vehicle transmission system, including an input shaft 8, an output shaft 9, a front wheel differential (not shown in the figure), a rear wheel differential (not shown in the figure), and a clutch mechanism provided in this embodiment;

[0059] The input shaft 8 is meshed with the internal tooth surface of the second internal gear ring 12 of the clutch mechanism, and the output shaft 9 is meshed with the internal spline on the inner circumferential surface of the friction ring 3 of the clutch mechanism.

[0060] The input end of one of the two differentials, the front wheel differential and the rear wheel differential, is engaged with one end of the input shaft 8; the input end of the other differential is engaged with one end of the output shaft 9.

[0061] The clutch mechanism and vehicle transmission system provided by the present invention have at least the following technical effects or advantages:

[0062] 1. Compared to existing clutch mechanisms used for switching between two-wheel drive and four-wheel drive modes, the clutch mechanism provided by this invention has fewer types and quantities of parts, a simpler structure, occupies less space, and is lighter overall. Furthermore, the shifting action of the clutch mechanism provided by this invention is simple, requiring no calibration testing after installation. The vehicle control software, compatible with the clutch mechanism provided by this invention, controls the shifting action of the clutch mechanism by controlling the power supply to the annular electromagnet 2, eliminating the need for precise control of the operating stroke. The control logic is simple and highly reliable. This solves the technical problems of existing clutch mechanisms used for switching between two-wheel drive and four-wheel drive modes, which typically have many types and quantities of parts, are relatively heavy, have complex structures, occupy a large space, have complex shifting actions, and whose matching degree between the vehicle control software's control of the operating stroke of the aforementioned drive components and the shifting action of existing clutch mechanisms is easily reduced due to various factors, ultimately leading to the inability of the vehicle to switch between two-wheel drive and four-wheel drive modes.

[0063] 2. By fitting the annular electromagnet 2 around the outer circumference of the second internal gear ring 12 and fixing it to the vehicle body, and by ensuring a clearance fit between the inner circumference of the annular electromagnet 2 and the outer circumference of the second internal gear ring 12, the annular electromagnet 2 can remain fixed and will not be affected by the rotating outer shell 1, thus facilitating the installation of the power cord of the annular electromagnet 2.

[0064] 3. By setting the limiting component 6, it is possible to prevent the gear disk 4 from sliding out of the first inner gear ring 11 on its own, or the resetting component 5 from pushing the gear disk 4 out of the first inner gear ring 11.

[0065] 4. By setting the bearing 7, the outer circumferential surface of the second internal gear ring 12 can be prevented from rubbing against the inner circumferential surface of the annular electromagnet 2 and causing wear when the second internal gear ring 12 rotates.

[0066] The above are merely specific application examples of the present invention and do not constitute any limitation on the scope of protection of the present invention. All technical solutions formed by equivalent transformation or equivalent substitution fall within the scope of protection of the present invention.

Claims

1. A clutch mechanism, characterized in that: It includes a stepped annular outer shell, an annular electromagnet sleeved outside the outer shell, a friction ring and a toothed disc sleeved inside the outer shell, and a reset component disposed between the friction ring and the toothed disc; The outer shell includes a first internal gear ring and a second internal gear ring arranged coaxially. The second internal gear ring is fixedly connected to or integrally formed on one side of the first internal gear ring. The radius of the inner tooth surface of the first internal gear ring is greater than the radius of the outer peripheral surface of the second internal gear ring. The outer tooth surface of the gear disk meshes with the inner tooth surface of the first internal gear ring, and the gear disk can slide linearly back and forth within the first internal gear ring along the central axis direction; the friction ring is sleeved inside the first internal gear ring and disposed between the gear disk and the second internal gear ring, the outer circumferential surface of the friction ring is clearance-fitted with the inner tooth surface of the first internal gear ring, the inner circumferential surface of the friction ring is provided with an internal spline for meshing with the output shaft, the gear disk has a central hole for the output shaft to pass through, and the inner tooth surface of the second internal gear ring is used for meshing with the input shaft; the annular electromagnet is sleeved outside the outer circumferential surface of the second internal gear ring and fixedly connected to the vehicle body; the inner circumferential surface of the annular electromagnet is clearance-fitted with the outer circumferential surface of the second internal gear ring; The reset member is used to push the gear disk away from the friction ring when the gear disk is not subjected to other external forces, so as to disconnect the power connection between the input shaft and the output shaft; The outer casing also includes an annular base plate coaxially arranged with the first internal gear ring. The first internal gear ring is fixedly connected to or integrally formed on one side of the annular base plate, and the second internal gear ring is fixedly connected to or integrally formed on the opposite side of the annular base plate. The friction ring is disposed between the gear disc and the annular base plate, and the inner hole of the annular base plate is used to connect the inner hole of the first internal gear ring and the inner hole of the second internal gear ring. The annular electromagnet is used to attract the gear plate to slide towards the annular base plate, pressing the friction ring between the annular base plate and the gear plate, thereby power-connecting the input shaft and the output shaft.

2. The clutch mechanism according to claim 1, characterized in that: It also includes a limiting member, which is fixedly connected to the side of the inner tooth surface of the first inner tooth ring away from the second inner tooth ring. The limiting member is used to restrict the sliding of the toothed disk in the first inner tooth ring when the reset member pushes the toothed disk away from the friction ring, so that the toothed disk cannot slide out of the first inner tooth ring.

3. The clutch mechanism according to claim 2, characterized in that: The inner tooth surface of the first internal gear ring has an annular groove on the side away from the second internal gear ring, and the limiting member is a retaining ring installed in the annular groove.

4. The clutch mechanism according to claim 1, characterized in that: The friction ring includes a first annular portion and a second annular portion arranged coaxially. The second annular portion is fixedly connected to or integrally formed on the side of the first annular portion facing the gear disk. The outer diameter of the second annular portion is smaller than the outer diameter of the first annular portion, and the inner diameter of the second annular portion is larger than the inner diameter of the first annular portion. The internal spline is formed on the inner circumferential surface of the first annular portion, and the side of the second annular portion facing the gear disk is used to contact the gear disk. The reset member is disposed on the outer side of the second annular portion and is located between the gear disk and the side of the first annular portion facing the gear disk.

5. The clutch mechanism according to claim 4, characterized in that: The reset component is a release spring, which is sleeved on the outside of the second annular portion. One end of the release spring is used to contact the side of the first annular portion facing the gear disk, and the other end of the release spring is used to contact the side of the gear disk facing the friction ring.

6. The clutch mechanism according to claim 1, characterized in that: It also includes a bearing, which is sleeved on the outer circumferential surface of the second internal gear ring, and the inner circumferential surface of the bearing is interference-fitted with the outer circumferential surface of the second internal gear ring; the annular electromagnet is sleeved on the outer circumferential surface of the bearing.

7. The clutch mechanism according to claim 1, characterized in that: It also includes a fixing component. A positioning block is formed on the outer circumferential surface of the annular electromagnet. The fixing component has a mounting hole and a limiting groove is formed on the inner circumferential surface of the mounting hole. The annular electromagnet is installed in the mounting hole, and the positioning block is installed in the limiting groove to restrict the rotation of the annular electromagnet in its circumferential direction. The fixing component is used for fixed connection with the vehicle body.

8. The clutch mechanism according to claim 7, characterized in that: The outer circumferential surface of the annular electromagnet is interference-fitted with the inner circumferential surface of the mounting hole.

9. A vehicle transmission system, characterized in that: It includes an input shaft, an output shaft, a front wheel differential, a rear wheel differential, and a clutch mechanism as described in any one of claims 1-8; The input shaft is meshed with the inner tooth surface of the second internal gear ring of the clutch mechanism, and the output shaft is meshed with the internal spline on the inner circumferential surface of the friction ring of the clutch mechanism. The input end of one of the two differentials, the front wheel differential and the rear wheel differential, is engaged with one end of the input shaft; the input end of the other differential is engaged with one end of the output shaft.

Images