Transfer type anti-lock transmission, electric drive assembly, motorcycle and agricultural crawler

Abstract

The invention discloses a transfer type anti-lock transmission, an electric drive assembly, a motorcycle and an agricultural crawler, the transfer type anti-lock transmission comprises a gearbox, an input shaft and an output shaft, the input shaft and the output shaft are coaxially arranged in the gearbox, one end of the output shaft is connected with an output transmission sleeve synchronously rotating with the output transmission sleeve, and the other end of the output transmission sleeve is connected with a transmission shaft. A first overrun clutch is installed between the input shaft and the output transmission sleeve in an interference pressing mode, the input shaft can be sleeved with a planetary gear train transmission sleeve in a relatively rotating mode, a second overrun clutch is installed between the output transmission sleeve and the planetary gear train transmission sleeve in an interference pressing mode, and one end of the planetary gear train transmission sleeve is connected with a planetary gear train. The transfer type anti-locking transmission further comprises a transfer mechanism, and the transfer mechanism comprises an input transmission wheel, a low-speed transmission sleeve and a plurality of flail blocks, wherein the input transmission wheel and the low-speed transmission sleeve are arranged on the input shaft in a sleeving mode, and the flail blocks are installed on the input shaft. By the adoption of the structure, a certain rotating speed does not need to be achieved, and high-low-speed gear shifting instantaneous response is achieved; and meanwhile, high-low speed gear shifting almost without gear shifting impact can be realized.

Description

Technical Field

[0001] The present invention relates to the technical field of transmissions, and in particular to a split-type anti-lock transmission, an electric drive assembly, a motorcycle and an agricultural crawler vehicle. Background Art

[0002] The existing two-speed transmission based on the planetary gear train and the overrunning clutch can achieve high and low speed shifting only by the forward and reverse rotation of the motor shaft. It is not only cleverly designed, but also extremely compact, occupies little space, and has little shifting impact. However, when the output shaft of this two-speed transmission is reversed by external force, it will be stuck.

[0003] Referring to the Chinese utility model patent application with application number CN2024231374467, the high-speed transmission path of the two-speed transmission in the scheme is always interrupted when the low-speed gear is in low gear and the output shaft is reversed at low speed (low-speed reverse gear), thus solving the problem of not being able to stop. However, the solution in the patent still has the problem that it takes too long to change to high gear, which will cause power interruption, and because the inner centrifugal disc and the high-speed transmission sleeve are combined through ratchet cooperation, there will be a large gear shift shock.

[0004] Referring to the Chinese utility model patent application with application number CN2024231564616, the two-speed transmission of this scheme not only avoids the problem of the transmission being stuck when the output shaft reverses at low speed, but also solves the problem of power interruption due to the short time required for the friction roller and the output transmission sleeve to change from a separated state to a combined state. At the same time, the problem of gear shift shock caused by ratchet engagement is avoided. However, this patent has the following problems: when shifting to a high gear, due to the excessively fast speed of the inner wheel, the friction roller is stuck between the inner wall of the output transmission sleeve and the bottom of the roller slide groove in an instant, and there is still a large gear shift shock.

[0005] Referring to the Chinese utility model patent application with application number CN2024231705099, this solution greatly reduces the gear shift shock by setting a buffer pad between the inner wheel and the annular inner ring. However, when shifting to high gear in this patent, the friction roller and the output transmission sleeve generate an interaction force when they are combined, which still causes a certain gear shift shock. At the same time, the inner wheel and the annular inner ring need to reach a certain speed before the clutch mechanism can be combined, and the gear shift response speed is not fast enough. Summary of the invention

[0006] In order to solve the technical problems of gear shift shock and insufficient gear shift response speed, the present invention provides a split-type anti-lock transmission, an electric drive assembly, a motorcycle and an agricultural crawler vehicle.

[0007] The technical solution is as follows:

[0008] The first aspect of the present application relates to a split-type anti-lock transmission, including a gearbox and an input shaft and an output shaft coaxially arranged in the gearbox, the output shaft being connected to an output transmission sleeve that rotates synchronously with the input shaft at one end close to the input shaft, a first overrunning clutch being press-fitted between the input shaft and the output transmission sleeve, a planetary gear train transmission sleeve being relatively rotatably mounted on the input shaft, a second overrunning clutch being press-fitted between the output transmission sleeve and the planetary gear train transmission sleeve, a planetary gear train being connected to one end of the planetary gear train transmission sleeve away from the output shaft, and a split mechanism being included, the split mechanism including an input transmission wheel and a low-speed transmission sleeve that are both relatively rotatably mounted on one end of the input shaft away from the output shaft, and a plurality of swing blocks that are rotatably mounted on the input shaft, the swing blocks being evenly distributed around the input shaft and located at the input transmission wheel and a plurality of drive columns evenly distributed along the circumferential direction, each drive column is inserted between each swing block, and the drive columns and the swing blocks are alternately arranged in the circumferential direction, and each drive column has a low-speed gear abutment wall matched with the second abutment wall and a high-speed gear abutment wall matched with the first abutment wall on both sides of the circumference of each drive column. The end of the low-speed transmission sleeve away from the swing block can drive the planetary gear system transmission sleeve to rotate through the planetary gear system, and an annular matching groove is provided at the end of the low-speed transmission sleeve close to the swing block, and each drive column and the swing block are located in the annular matching groove, and one-way card grooves matched with the swing block are evenly distributed on the groove wall of the annular matching groove, and each one-way card groove is provided with a card groove support wall respectively matched with the first abutment wall;

[0009] When the input transmission wheel rotates in one direction relative to the input shaft, each driving column causes the corresponding swing block to swing in one direction at a set angle, so that each swing block is respectively embedded in the corresponding one-way slot, so that each low-speed gear abutting wall abuts against the adjacent second abutting wall, and each first abutting wall abuts against the adjacent slot support wall. At this time, the first overrunning clutch is in an overrunning state, and the second overrunning clutch is in a coupled state. The input transmission wheel drives the low-speed transmission sleeve to rotate through each swing block, and the low-speed transmission sleeve then drives the output shaft to rotate through the planetary gear system, the planetary gear system transmission sleeve, the second overrunning clutch and the output transmission sleeve in sequence;

[0010] When the input transmission wheel rotates in the other direction relative to the input shaft, each driving column causes the corresponding swing block to swing in the other direction at a set angle, so that each swing block can respectively exit the corresponding one-way slot, thereby forming a circle of annular gaps between the groove wall of the annular matching groove and each swing block and the driving column. At this time, each high-speed gear abutment wall respectively abuts against the corresponding first abutment wall, the first overrunning clutch is in a engaged state, and the second overrunning clutch is in a overrunning state. The input transmission wheel drives the input shaft to rotate through each swing block, and the input shaft then drives the output shaft to rotate through the first overrunning clutch and the output transmission sleeve in turn.

[0011] The use of the above-mentioned split-type anti-lock transmission not only avoids the problem of transmission jamming when the output shaft reverses at a low speed, but also realizes gear shifting by driving the swing block to rotate through the input drive wheel, without reaching a certain speed, thus achieving instantaneous response of high and low speed gear shifting; at the same time, the interaction force generated when the drive column and the swing block, and the swing block and the low-speed transmission sleeve are combined is extremely small, which can realize high and low speed gear shifting with almost no gear shifting shock.

[0012] In some embodiments, a first swing matching wall and a second swing matching wall are arranged in the forward direction on both sides of the rotation direction of the swing block, the first swing matching wall extends from the inner edge of the first abutting wall toward the direction close to the input shaft, the second swing matching wall extends from the inner edge of the second abutting wall toward the direction close to the input shaft, and the distance between the first swing matching wall and the second swing matching wall gradually increases toward the direction close to the input shaft.

[0013] In some embodiments, a clamping protrusion is formed on a side wall of the swing block close to the input shaft, and a clamping hole corresponding to each clamping protrusion is opened on the input shaft;

[0014] When the first abutting wall of each swing block abuts against the corresponding card slot support wall, and the second abutting wall abuts against the corresponding low-speed gear abutting wall, each clamping protrusion is respectively embedded in the corresponding clamping hole;

[0015] When the first abutting wall of each swing block abuts against the corresponding high-speed gear abutting wall, each clamping protrusion withdraws from the corresponding clamping hole respectively.

[0016] In some embodiments, the low-speed transmission sleeve includes a mounting sleeve portion with a cylindrical structure, a mounting disk portion extending radially outward from one end of the mounting sleeve portion close to the input transmission wheel, and a retaining ring portion extending from the outer edge of the mounting disk portion in a direction away from the output shaft, the mounting disk portion and the retaining ring portion together constitute the annular mating groove, and the mounting sleeve portion has a sun gear that rotates synchronously with the mounting disk portion at one end away from the mounting disk portion.

[0017] In some embodiments, the planetary gear train includes at least three planetary gears rotatably mounted in a gearbox and an inner gear ring that meshes with each of the planetary gears at the same time, and each of the planetary gears is circumferentially distributed around the sun gear and meshes with the sun gear. The planetary gear train transmission sleeve includes a mounting sleeve portion with a cylindrical structure and a mounting disk portion extending radially outward from one end of the mounting sleeve portion close to the sun gear, and the mounting sleeve portion is rotatably mounted on the input shaft, and the second overrunning clutch is interference-pressed between the inner circumferential surface of the output transmission sleeve and the outer circumferential surface of the mounting sleeve portion, and the mounting disk portion rotates synchronously with the inner gear ring.

[0018] A second aspect of the present application relates to an electric drive assembly, comprising a drive motor and the above-mentioned transfer anti-lock transmission, wherein the motor shaft of the drive motor is arranged parallel to the input shaft, the outer end sleeve of the motor shaft is provided with a drive wheel that rotates synchronously therewith, and an intermediate transmission wheel is provided between the input transmission wheel and the drive wheel and meshes with both of them.

[0019] The above electric drive assembly has all the advantages of the above split-type anti-lock transmission.

[0020] The second aspect of the present application relates to an electric drive assembly, comprising a drive motor and the above-mentioned split-type anti-lock transmission in claims 1-5, wherein a drive wheel extending into the transmission case is synchronously rotatably mounted on the motor shaft of the drive motor, a cam torque sensor assembly is arranged between the drive wheel and the input transmission wheel, the cam torque sensor assembly comprises a driving wheel and a driven wheel which are coaxially arranged and can rotate synchronously, the driving wheel is meshed with the drive wheel, the driven wheel is meshed with the input transmission wheel, a displacement sensing mechanism is arranged between the driving wheel and the driven wheel, and the displacement sensing mechanism includes A transmission sleeve that can move axially between a driving wheel and a driven wheel, the driving wheel can drive the driven wheel to rotate synchronously through the transmission sleeve, the end face of the driving wheel close to the transmission sleeve is a first cam surface, the end face of the transmission sleeve close to the driving wheel is a second cam surface, the first cam surface and the second cam surface together constitute an end face cam motion pair, an elastic element is provided between the transmission sleeve and the driven wheel to enable the transmission sleeve to have a tendency to approach the driving wheel, a displacement detection sensor is provided in the gearbox, and an in-position marker that cooperates with the displacement detection sensor is provided on the transmission sleeve.

[0021] The above electric drive assembly has all the advantages of the above split-type anti-lock transmission. At the same time, the cam torque sensor assembly can realize automatic gear shifting by detecting the size of the resistance torque.

[0022] In some embodiments, the cam torque sensor assembly also includes a rotating shaft rotatably mounted on the gearbox, the driven wheel is integrally formed with the rotating shaft, the driving wheel is relatively rotatably mounted on the rotating shaft, and the transmission sleeve is axially movably mounted on the rotating shaft.

[0023] A third aspect of the present application relates to a motorcycle using the above-mentioned electric drive assembly, wherein the electric drive assembly is mounted on a motorcycle frame and can drive the rear wheel to rotate through a rear wheel transmission assembly.

[0024] The above motorcycle has all the advantages of the above anti-reverse locking transmission and can avoid the problem of the transmission being locked when the pedal is used to reverse.

[0025] The fourth aspect of the present application relates to an agricultural tracked vehicle using the above-mentioned electric drive assembly, wherein two sets of electric drive assemblies are installed on the tracked vehicle frame and can drive the active track wheels of the corresponding tracks to rotate through the corresponding track wheel transmission components.

[0026] The above agricultural crawler vehicle has all the advantages of the above anti-reverse locking transmission, and can avoid the problem of the transmission being locked when the user pushes the vehicle backward by hand. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a structural schematic diagram of embodiment 1;

[0028] Figure 2 It is a schematic diagram of the installation structure of the input transmission wheel 9, the swing block 10 and the input shaft 2;

[0029] Figure 3 It is a schematic diagram of the principle when the transfer mechanism is in the engaged state;

[0030] Figure 4 It is a schematic diagram of the principle when the transfer mechanism is in a separated state;

[0031] Figure 5 It is a structural schematic diagram of the second embodiment;

[0032] Figure 6 It is a schematic diagram of the matching relationship between the input transmission wheel, the intermediate transmission wheel and the driving wheel;

[0033] Figure 7 It is a front view of the third embodiment;

[0034] Figure 8 for Figure 6 AA section view in;

[0035] Fig. 9 This is a schematic diagram of the internal structure of Embodiment 3;

[0036] Fig.10 It is a schematic diagram of the structure of the transmission sleeve and the elastic element;

[0037] Fig.11 It is a structural schematic diagram of the driving wheel;

[0038] Fig.12 A schematic diagram of the structure of the driven wheel and the rotating shaft;

[0039] Fig.13 It is a schematic diagram of the structure of the roller, the transmission sleeve and the driving wheel;

[0040] Fig.14 is a schematic diagram of the structure of a motorcycle;

[0041] Fig.15 This is a structural diagram of an agricultural tracked vehicle. DETAILED DESCRIPTION

[0042] The present invention is further described below in conjunction with embodiments and drawings.

[0043] Embodiment 1:

[0044] like Figures 1 to 4 As shown, a transfer type anti-lock transmission mainly includes a gearbox 1, an input shaft 2, an output shaft 3, a planetary gear train, an output transmission sleeve 7, a first overrunning clutch 8, a transfer mechanism, a planetary gear train transmission sleeve 14 and a second overrunning clutch 15.

[0045] like Figures 1 to 4 As shown, the input shaft 2 and the output shaft 3 are coaxially arranged in the gearbox 1, and the end of the output shaft 3 away from the input shaft 2 passes out of the gearbox 1. The output shaft 3 is used for power output. The end of the output shaft 3 passing through the gearbox 1 can directly drive the wheel, or can be set with a gear or sprocket 20 that rotates synchronously with it. The end of the output shaft 3 close to the input shaft 2 is connected to the output transmission sleeve 7 that rotates synchronously with it. Specifically, the end of the output shaft 3 close to the input shaft 2 extends radially outward to form a connecting disk 3a, and the output transmission sleeve 7 is a cylindrical structure. The end face of the output transmission sleeve 7 close to the output shaft 3 is fixedly connected to the connecting disk 3a. A first overrunning clutch 8 is press-fitted between the input shaft 2 and the output transmission sleeve 7.

[0046] like Figures 1 to 4 As shown, the transfer mechanism includes an input transmission wheel 9, a low-speed transmission sleeve 12 and a plurality of swing blocks 10. A swing block mounting seat 2b is provided at one end of the input shaft 2 away from the output shaft 3, and each swing block 10 is rotatably mounted on the swing block mounting seat 2b, and each swing block 10 is evenly distributed around the input shaft 2. Figure 2 In this embodiment, the swing block mounting seat 2b includes two annular mounting ears coaxial with the input shaft 2, the two mounting ears are arranged opposite to each other along the axial direction, and each swing block 10 is installed between the two mounting ears through its own rotating shaft 13. The swing block mounting seat 2b is integrally formed with the input shaft 2, and the structure is stable and reliable.

[0047] The first abutting wall 10a and the second abutting wall 10c are arranged in the forward direction on both sides of the rotation direction of each swing block 10, that is, each first abutting wall 10a is located on the same side of the corresponding swing block 10 in the circumferential direction, and each second abutting wall 10c is also located on the same side of the corresponding swing block 10 in the circumferential direction. In this embodiment, the first swing matching wall 10d and the second swing matching wall 10e are arranged in the forward direction on both sides of the rotation direction of the swing block 10, the first swing matching wall 10d extends from the inner edge of the first abutting wall 10a to the direction close to the input shaft 2, and the second swing matching wall 10e extends from the inner edge of the second abutting wall 10c to the direction close to the input shaft 2, and the spacing between the first swing matching wall 10d and the second swing matching wall 10e gradually increases toward the direction close to the input shaft 2. In the process of the driving column 9a gradually approaching the first swing matching wall 10d and the second swing matching wall 10e, the swing block 10 is gradually rotated to a set angle, thereby controlling the transfer mechanism to switch between the separation state and the combination state. A clamping protrusion 10b is protruded from one side wall of the swing block 10 close to the input shaft 2. The clamping protrusion 10b and the second swing matching wall 10e are located on the same side of the corresponding swing block 10. The input shaft 2 is provided with clamping holes 2a corresponding to each clamping protrusion 10b. The clamping protrusion 10b and the clamping hole 2a can be clamped together, which is beneficial for the swing block 10 to maintain a coupled posture when in low gear, and the operation is more stable and reliable.

[0048] The input transmission wheel 9 and the low-speed transmission sleeve 12 are both relatively rotatable and sleeved on the input shaft 2, and the input transmission wheel 9 is located on the side of the swing block 10 away from the output shaft 3, and the low-speed transmission sleeve 12 is located on the side of the swing block 10 close to the output shaft 3. The input transmission wheel 9 is relatively rotatable and sleeved on the input shaft 2 through a needle bearing, and the side of the input transmission wheel 9 close to the output shaft 3 is provided with a plurality of drive columns 9a extending in the axial direction, and the plurality of drive columns 9a are evenly distributed along the circumferential direction. Each drive column 9a is inserted between each swing block 10, and the drive columns 9a and the swing block 10 are alternately arranged in the circumferential direction. The two sides of each drive column 9a in the circumferential direction are provided with a low-speed gear abutment wall 9a1 adapted to the second abutment wall 10c and a high-speed gear abutment wall 9a2 adapted to the first abutment wall 10a.

[0049] An annular matching groove 12c is provided at one end of the low-speed transmission sleeve 12 near the swing block 10, and each driving column 9a and the swing block 10 are located in the annular matching groove 12c. One-way slots 12d that match the swing block 10 are evenly distributed on the groove wall of the annular matching groove 12c, and each one-way slot 12d is provided with a slot support wall 12d1 that matches the first abutting wall 10a. In this embodiment, the depth of each one-way slot 12d gradually decreases along the circumferential direction toward the direction away from the slot support wall 12d1, and extends to the groove wall of the annular matching groove 12c, and the groove bottom of the one-way slot 12d is an arc structure. The shape of the one-way slot 12d is adapted to the motion trajectory of the outer edge of the first abutting wall 10a, and can effectively reduce the wear of the swing block 10 while ensuring the strength of the low-speed transmission sleeve 12. The low-speed transmission sleeve 12 includes a cylindrical portion 12a with a cylindrical structure, a disc portion 12b extending radially outward from one end of the cylindrical portion 12a close to the input transmission wheel 9, and a retaining ring portion 12f extending from the outer edge of the disc portion 12b in a direction away from the output shaft 3. The disc portion 12b and the retaining ring portion 12f are enclosed together to form an annular matching groove 12c. The end of the cylindrical portion 12a away from the disc portion 12b has a sun gear 12e that rotates synchronously with it. The low-speed transmission sleeve 12 can be a one-piece structure with a stable structure or a split structure that is easy to install.

[0050] The planetary gear train includes at least three planetary gears 4 rotatably mounted in the gearbox 1 and an inner gear ring 5 meshing with each planetary gear 4 at the same time. Each planetary gear 4 is distributed around the sun gear 12e in the circumferential direction and meshes with the sun gear 12e. The planetary gear train transmission sleeve 14 includes a mounting sleeve portion 14a with a cylindrical structure and a mounting disc portion 14b extending radially outward from one end of the mounting sleeve portion 14a close to the sun gear 12e. The mounting sleeve portion 14a is rotatably mounted on the input shaft 2. A second overrunning clutch 15 is press-fitted between the inner circumferential surface of the output transmission sleeve 7 and the outer circumferential surface of the mounting sleeve portion 14a. The mounting disc portion 14b is connected to one end of the inner gear ring 5 close to the output shaft 3 and can rotate synchronously. Therefore, when the low-speed transmission sleeve 12 rotates, the sun gear 12e drives the inner gear ring 5 to rotate through each planetary gear 4, and the inner gear ring 5 drives the mounting disc portion 14b to rotate. Among them, the mounting disc portion 14b is fixedly connected to the inner gear ring 5 by at least three bolts distributed in the circumferential direction, and has high reliability. In this embodiment, in order to improve the reliability of the installation of each planetary gear 4, the planetary gear system further includes a planetary carrier 26, which is fixedly mounted on the gearbox 1 by bolts, and both ends of each planetary gear 4 are rotatably mounted on the planetary carrier 26 and the gearbox 1 through corresponding planetary gear bearings 27. At the same time, an inner gear ring bearing 28 is also press-fitted between the inner gear ring 5 and the gearbox 1 to ensure the reliable installation of the inner gear ring 5.

[0051] The working process of this embodiment is as follows:

[0052] When the input transmission wheel 9 rotates in one direction relative to the input shaft 2, each driving column 9a gradually approaches the second swing matching wall 10e of the corresponding swing block 10, so that the swing block 10 swings in the opposite direction along the rotating shaft 13 to a set angle. When the low-speed gear abutting wall 9a1 of each driving column 9a abuts the corresponding second abutting wall 10c, the first abutting wall 10a of each swing block 10 abuts the corresponding slot support wall 12d1, and each clamping protrusion 10b is respectively embedded in the corresponding clamping hole 2a, the transfer mechanism is in a combined state, see Figure 3 At this time, the first overrunning clutch 8 is in the overrunning state, the second overrunning clutch 15 is in the engaged state, the input transmission wheel 9 drives the low-speed transmission sleeve 12 to rotate through the swing blocks 10, and the low-speed transmission sleeve 12 then drives the output shaft 3 to rotate through the planetary gear train, the planetary gear train transmission sleeve 14, the second overrunning clutch 15 and the output transmission sleeve 7 in sequence. At this time, the transmission is in the low-speed gear.

[0053] When the input transmission wheel 9 rotates in the other direction relative to the input shaft 2, each driving column 9a gradually approaches the first swing matching wall 10d of the corresponding swing block 10, so that the swing block 10 swings in the opposite direction along the rotating shaft 13 to a set angle. When the high-speed gear abutting wall 9a2 of each driving column 9a abuts against the corresponding first abutting wall 10a, each swing block 10 respectively withdraws from the corresponding one-way clamping groove 12d, and each clamping protrusion 10b respectively withdraws from the corresponding clamping hole 2a, a circle of annular gaps are formed between the groove wall of the annular matching groove 12c and each swing block 10 and the driving column 9a. At this time, the transfer mechanism is in a disengaged state, the first overrunning clutch 8 is in a coupled state, and the second overrunning clutch 15 is in an overrunning state. See Figure 4 The input transmission wheel 9 drives the input shaft 2 to rotate through the swing blocks 10, and the input shaft 2 then drives the output shaft 3 to rotate through the first overrunning clutch 8 and the output transmission sleeve 7 in turn. At this time, the transmission is in high gear.

[0054] Embodiment 2:

[0055] As 1 to Figure 6 As shown, an electric drive assembly includes a drive motor 16, an intermediate transmission wheel 17 and a transfer anti-lock transmission of Example 1.

[0056] As 1 to Figure 6 As shown, the motor shaft 16a of the drive motor 16 is arranged in parallel with the input shaft 2, the drive wheel 16c is synchronously rotated and sleeved on the outer end of the motor shaft 16a, and the intermediate transmission wheel 17 is located between the input transmission wheel 9 and the drive wheel 16c, and is meshed with both at the same time. The motor shaft 16a of the drive motor 16 is arranged in parallel with the input shaft 2, which can meet the installation space requirements of different electric drive assemblies.

[0057] Embodiment 3:

[0058] like Figures 7 to 13As shown, an electric drive assembly includes a drive motor 16, a cam torque sensor assembly and a transfer anti-lock transmission of Example 1.

[0059] like Figure 7 and Figure 8 As shown, the motor shaft 16a of the drive motor 16 is coaxially arranged with the input shaft 2. The motor shaft 16a of the drive motor 16 extends from the motor housing 16d to the gearbox 1 and is then mounted with a drive wheel 16c so as to rotate synchronously.

[0060] like Figures 7 to 13 As shown, the cam torque sensor assembly is located between the driving wheel 16c and the input transmission wheel 9. The cam torque sensor assembly includes a driving wheel 18 and a driven wheel 19 that are coaxially arranged and can rotate synchronously. The driving wheel 18 is meshed with the driving wheel 16c, and the driven wheel 19 is meshed with the input transmission wheel 9. In this embodiment, a rotating shaft 24 is rotatably mounted on the gearbox 1. The driven wheel 19 and the rotating shaft 24 are integrally formed, and the structure is more stable and reliable. The driving wheel 18 is relatively rotatably sleeved on the rotating shaft 24 through a bearing. A displacement sensing mechanism is arranged between the driving wheel 18 and the driven wheel 19. The displacement sensing mechanism includes a transmission sleeve 20 that can axially move between the driving wheel 18 and the driven wheel 19. The transmission sleeve 20 can be axially movably sleeved on the rotating shaft 24. In this embodiment, at least three axially extending first roller accommodating grooves 24a are distributed along the circumferential direction on the rotating shaft 24, and second roller accommodating grooves 20b respectively matched with the first roller accommodating grooves 24a are arranged on the inner wall of the transmission sleeve 20, and rollers 25 are arranged in the roller accommodating grooves composed of each group of first roller accommodating grooves 24a and second roller accommodating grooves 20b. The transmission sleeve 20 is installed on the rotating shaft 24 through the rollers 25, which can not only rotate synchronously with the rotating shaft 24 and move along the axial direction of the rotating shaft 24, but also limit the axial movement distance of the transmission sleeve 20, and the structural reliability is high.

[0061] The end face of the driving wheel 18 close to the transmission sleeve 20 is the first cam profile 18a, and the end face of the transmission sleeve 20 close to the driving wheel 18 is the second cam profile 20a. The first cam profile 18a and the second cam profile 20a together constitute an end face cam motion pair. The driving wheel 18 can drive the rotating shaft 24 to rotate synchronously through the transmission sleeve 20, thereby driving the driven wheel 19 to rotate. An elastic element 21 is provided between the transmission sleeve 20 and the driven wheel 19 to make the transmission sleeve 20 have a tendency to approach the driving wheel 18. A displacement detection sensor 22 is provided in the gearbox 1, and an in-position marker 23 that cooperates with the displacement detection sensor 22 is provided on the transmission sleeve 20. The displacement detection sensor 22 can calculate the resistance torque and the output torque change of the drive motor 16 by detecting the displacement of the in-position marker 23, and then combining the elastic coefficient of the elastic element 21, so as to control the drive motor 16 as the basis of the shifting condition to realize automatic shifting. In this embodiment, the driven wheel 19 and the transmission sleeve 20 are coaxially arranged, and a ring-shaped limiting boss is provided on the outer peripheral surface of the transmission sleeve 20. The elastic element 21 is elastically supported between the limiting boss and the driven wheel 19, and the elastic element 21 is preferably a disc spring. The in-place marker 23 is installed on the limiting boss, and the in-place marker 23 is a circular ring structure. A sensor mounting hole 1a is provided on the gearbox 1, and one end of the displacement detection sensor 22 is inserted into the sensor mounting hole 1a. The in-place marker 23 can be a permanent magnet in a circular ring structure, and the displacement detection sensor 22 can be a Hall sensor to match it.

[0062] Embodiment 4:

[0063] See also Fig.14 A motorcycle adopts the electric drive assembly of Example 2, which is installed on the motorcycle frame 33. The electric drive assembly can drive the rear wheel 34 to rotate through the rear wheel transmission component, wherein the electric drive assembly can achieve high and low speed shifting through the forward and reverse rotation of the motor shaft 24b of the drive motor 24, and at the same time, the transmission will not be stuck when the pedal is used to reverse.

[0064] Embodiment 5:

[0065] See also Fig.15 An agricultural crawler vehicle adopts two sets of electric drive assemblies of Example 2, both of which are installed on the crawler vehicle frame 29. The two sets of electric drive assemblies can drive the active crawler wheels 30a of the corresponding crawlers 30 to rotate through the corresponding crawler wheel transmission components, wherein the electric drive assembly can realize high and low speed shifting through the forward and reverse rotation of the motor shaft 24b of the drive motor 24, and at the same time, the transmission will not have the problem of being stuck when pushing the vehicle backward by hand.

[0066] Among them, an articulated robot 31 is also installed on the tracked vehicle frame 29, and an electric gripper 32 is installed at the end of the outer end of the articulated robot 31. When the depth camera recognizes and locates the position of the target to be removed (such as tobacco leaves) of the plant to be operated (such as tobacco plants), the articulated robot 31 drives the electric gripper 32 to reach the target to be removed, and the electric gripper 32 clamps the target close to the stem. The articulated robot 31 rotates the electric gripper 32 to simulate the action of human picking, and removes the target to be removed from the plant to be operated.

[0067] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make various similar expressions without violating the purpose and claims of the present invention, and such changes all fall within the scope of protection of the present invention.

Claims

1. A split-type anti-lock transmission, comprising a gearbox and an input shaft and an output shaft coaxially arranged in the gearbox, wherein the output shaft is connected to an output transmission sleeve rotating synchronously with the input shaft at one end close to the input shaft, a first overrunning clutch is press-fitted between the input shaft and the output transmission sleeve, a planetary gear train transmission sleeve is sleeved on the input shaft so as to be relatively rotatable, a second overrunning clutch is press-fitted between the output transmission sleeve and the planetary gear train transmission sleeve, and a planetary gear train is connected to the planetary gear train at one end of the planetary gear train transmission sleeve away from the output shaft, characterized in that: The invention also includes a transfer mechanism, which includes an input transmission wheel and a low-speed transmission sleeve which are both rotatably mounted on the input shaft at one end away from the output shaft and can rotate relative to each other, and a plurality of swing blocks which can be rotatably mounted on the input shaft, each swing block is evenly distributed around the input shaft and is located between the input transmission wheel and the low-speed transmission sleeve, and a first abutment wall and a second abutment wall are arranged in the forward direction on both sides of the rotation direction of each swing block, and a plurality of driving columns evenly distributed along the circumferential direction are arranged on the side of the input transmission wheel close to the swing block, each driving column is inserted between each swing block, and the driving column and the swing block are circumferentially Alternately arranged, both sides of the circumference of each driving column are arranged in the forward direction with a low-speed gear abutment wall matched with the second abutment wall and a high-speed gear abutment wall matched with the first abutment wall, the end of the low-speed transmission sleeve away from the swing block can drive the planetary gear system transmission sleeve to rotate through the planetary gear system, and the end of the low-speed transmission sleeve close to the swing block is provided with an annular matching groove, each driving column and the swing block are located in the annular matching groove, and the groove wall of the annular matching groove is evenly distributed with one-way clamping grooves matched with the swing block, and each one-way clamping groove is provided with a clamping groove support wall respectively matched with the first abutment wall; When the input transmission wheel rotates in one direction relative to the input shaft, each driving column causes the corresponding swing block to swing in one direction at a set angle, so that each swing block is respectively embedded in the corresponding one-way slot, so that each low-speed gear abutting wall abuts against the adjacent second abutting wall, and each first abutting wall abuts against the adjacent slot support wall. At this time, the first overrunning clutch is in an overrunning state, and the second overrunning clutch is in a coupled state. The input transmission wheel drives the low-speed transmission sleeve to rotate through each swing block, and the low-speed transmission sleeve then drives the output shaft to rotate through the planetary gear system, the planetary gear system transmission sleeve, the second overrunning clutch and the output transmission sleeve in sequence; When the input transmission wheel rotates in the other direction relative to the input shaft, each driving column causes the corresponding swing block to swing in the other direction at a set angle, so that each swing block can respectively exit the corresponding one-way slot, thereby forming a circle of annular gaps between the groove wall of the annular matching groove and each swing block and the driving column. At this time, each high-speed gear abutment wall respectively abuts against the corresponding first abutment wall, the first overrunning clutch is in a engaged state, and the second overrunning clutch is in a overrunning state. The input transmission wheel drives the input shaft to rotate through each swing block, and the input shaft then drives the output shaft to rotate through the first overrunning clutch and the output transmission sleeve in turn.

2. The split-type anti-lock transmission according to claim 1, characterized in that: A first swing matching wall and a second swing matching wall are arranged in the forward direction on both sides of the rotation direction of the swing block. The first swing matching wall extends from the inner edge of the first abutting wall toward the direction close to the input shaft, and the second swing matching wall extends from the inner edge of the second abutting wall toward the direction close to the input shaft, and the distance between the first swing matching wall and the second swing matching wall gradually increases toward the direction close to the input shaft.

3. The transfer type anti-lock transmission according to claim 1, characterized in that: A clamping protrusion is formed on a side wall of the swing block close to the input shaft, and a clamping hole corresponding to each clamping protrusion is opened on the input shaft; When the first abutting wall of each swing block abuts against the corresponding card slot support wall, and the second abutting wall abuts against the corresponding low-speed gear abutting wall, each clamping protrusion is respectively embedded in the corresponding clamping hole; When the first abutting wall of each swing block abuts against the corresponding high-speed gear abutting wall, each clamping protrusion withdraws from the corresponding clamping hole respectively.

4. The transfer type anti-lock transmission according to claim 1, characterized in that: The low-speed transmission sleeve includes a cylindrical portion with a cylindrical structure, a disc-shaped portion extending radially outward from one end of the cylindrical portion close to the input transmission wheel, and a retaining ring portion extending from the outer edge of the disc-shaped portion in a direction away from the output shaft. The disc-shaped portion and the retaining ring portion together constitute the annular matching groove, and the end of the cylindrical portion away from the disc-shaped portion has a sun gear that rotates synchronously with the disc-shaped portion.

5. The split-type anti-lock transmission according to claim 4, characterized in that: The planetary gear train includes at least three planetary gears rotatably mounted in the gearbox and an inner gear ring meshed with each of the planetary gears. Each of the planetary gears is circumferentially distributed around the sun gear and meshed with the sun gear. The planetary gear train transmission sleeve includes a mounting sleeve portion with a cylindrical structure and a mounting disk portion extending radially outward from one end of the mounting sleeve portion close to the sun gear. The mounting sleeve portion is rotatably mounted on the input shaft. The second overrunning clutch is interference-pressed between the inner circumferential surface of the output transmission sleeve and the outer circumferential surface of the mounting sleeve portion. The mounting disk portion rotates synchronously with the inner gear ring.

6. An electric drive assembly, characterized in that: It comprises a drive motor and a transfer anti-lock transmission as claimed in any one of claims 1 to 5, wherein the motor shaft of the drive motor is arranged in parallel with the input shaft, the outer end sleeve of the motor shaft is provided with a drive wheel which rotates synchronously with the input drive wheel, and an intermediate drive wheel which meshes with both of them is provided between the input drive wheel and the drive wheel.

7. An electric drive assembly, characterized in that: A split-type anti-lock transmission comprising a drive motor and any one of claims 1 to 5, wherein a drive wheel extending into the transmission case is synchronously rotatably mounted on the motor shaft of the drive motor, a cam torque sensor assembly is arranged between the drive wheel and the input transmission wheel, the cam torque sensor assembly comprises a driving wheel and a driven wheel which are coaxially arranged and can rotate synchronously, the driving wheel is meshed with the drive wheel, the driven wheel is meshed with the input transmission wheel, a displacement sensing mechanism is arranged between the driving wheel and the driven wheel, the displacement sensing mechanism comprises a transmission sleeve which can move axially between the driving wheel and the driven wheel, the driving wheel can drive the driven wheel to rotate synchronously through the transmission sleeve, an end face of the driving wheel close to the transmission sleeve is a first cam profile, an end face of the transmission sleeve close to the driving wheel is a second cam profile, the first cam profile and the second cam profile together constitute an end face cam motion pair, an elastic element is arranged between the transmission sleeve and the driven wheel to make the transmission sleeve have a tendency to approach the driving wheel, a displacement detection sensor is arranged in the transmission case, and an in-position marker which cooperates with the displacement detection sensor is arranged on the transmission sleeve.

8. The electric drive assembly according to claim 7, characterized in that: The cam torque sensor assembly also includes a rotating shaft rotatably mounted on the gearbox, the driven wheel is integrally formed with the rotating shaft, the driving wheel is relatively rotatably sleeved on the rotating shaft, and the transmission sleeve is axially movably sleeved on the rotating shaft.

9. A motorcycle using the electric drive assembly according to claim 6 or 7, characterized in that: The electric drive assembly is mounted on the motorcycle frame and can drive the rear wheel to rotate through the rear wheel transmission component.

10. An agricultural crawler vehicle using the electric drive assembly according to claim 6 or 7, characterized in that: The two electric drive assemblies are both installed on the crawler vehicle frame and can drive the active crawler wheels of the corresponding crawlers to rotate through the corresponding crawler wheel transmission components.

Images