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

Abstract

The present invention discloses a split-type anti-lock transmission, an electric drive assembly, a motorcycle, and an agricultural crawler vehicle. The split-type anti-lock transmission includes a transmission, an input shaft and an output shaft coaxially disposed in the transmission, one end of the output shaft being connected to an output transmission sleeve that rotates synchronously therewith, 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, one end of the planetary gear train transmission sleeve being connected to a planetary gear train, and the split-type anti-lock transmission also includes a transfer mechanism comprising an input transmission wheel mounted on the input shaft, a low-speed transmission sleeve, and a plurality of throw blocks mounted on the input shaft. The above structure achieves instantaneous high- and low-speed shifting response without reaching a certain rotational speed, and simultaneously enables high- and low-speed shifting with almost no shifting shock.

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] Existing two-speed transmissions based on planetary gear trains and overrunning clutches can achieve high and low speed shifts simply by rotating the motor shaft forward and backward. This design is ingenious, compact, and space-saving, while also minimizing shift shock. However, this type of two-speed transmission can experience a problem when the output shaft is subjected to external force and reversed.

[0003] Referring to Chinese utility model patent application number CN2024231374467, the two-speed transmission of this solution maintains an interrupted high-speed transmission path during low-speed gearing and low-speed reverse rotation of the output shaft (low-speed reverse gear), thus resolving the problem of gear stalling. However, the solution in this patent still suffers from the fact that high-speed gear shifting takes too long, leading to power interruption, and because the inner centrifugal disc and the high-speed transmission sleeve engage through ratchet engagement, a significant shift shock occurs.

[0004] Referring to Chinese utility model patent application number CN2024231564616, this two-speed transmission not only avoids transmission stalling during low-speed reverse rotation of the output shaft, but also solves the problem of power interruption due to the short time required for the friction rollers and the output transmission sleeve to transition from a disengaged state to an engaged state. Furthermore, it avoids the shift shock caused by ratcheting. However, this patent has the following problem: when shifting to a high gear, due to the excessively fast rotation of the inner wheel, the friction rollers can momentarily become stuck between the inner wall of the output transmission sleeve and the bottom of the roller slot, resulting in a significant shift shock.

[0005] Referring to Chinese utility model patent application number CN2024231705099, this solution significantly reduces shift shock by placing a buffer pad between the inner wheel and the annular inner ring. However, when shifting to high gear, the interaction force generated by the friction roller and the output transmission sleeve still causes a certain shift shock. Furthermore, the clutch mechanism engages only after the inner wheel and the annular inner ring reach a certain speed, resulting in a slow shift response. 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, 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 that rotates synchronously with the input shaft at one end close to the input shaft, a first overrunning clutch is installed by interference pressure between the input shaft and the output transmission sleeve, a planetary gear system transmission sleeve is installed on the input shaft so as to be relatively rotatable, a second overrunning clutch is installed by interference pressure between the output transmission sleeve and the planetary gear system transmission sleeve, the planetary gear system transmission sleeve is connected to a planetary gear system at one end away from the output shaft, and further comprises a transfer mechanism, which comprises an input transmission wheel and a low-speed transmission sleeve that are both rotatably installed on the input shaft at one end away from the output shaft, and a plurality of swing blocks that are rotatably mounted on the input shaft, and the swing blocks are evenly distributed around the input shaft and are located at the input transmission wheel and a gear engaged with the first and second gears and engaged with the first and second gears, and the gear engaged with the first and second gears is engaged with the first and second gears and engaged with the first and second gears.

[0009] When the input transmission wheel rotates in one direction relative to the input shaft, each driving column causes the corresponding throw block to swing in one direction at a set angle, so that each throw block is respectively embedded in the corresponding one-way slot, thereby causing each low-speed gear abutment wall to abut against the adjacent second abutment wall, and each first abutment wall to abut 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 an engaged state. The input transmission wheel drives the low-speed transmission sleeve to rotate through each throw 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 ring-shaped gap 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 the engaged state, and the second overrunning clutch is in the 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 low speed, but also realizes gear shifting by driving the swing block to rotate through the input drive wheel, without reaching a certain speed, and realizes 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 swinging matching wall and a second swinging matching wall are provided on both sides of the rotation direction of the swing block. The first swinging matching wall extends from the inner edge of the first abutting wall toward the direction close to the input shaft, and the second swinging 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 swinging matching wall and the second swinging 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 throwing block abuts against the corresponding high-speed gear abutting wall, each engaging protrusion exits from the corresponding engaging 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 an 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 end of the mounting sleeve portion away from the mounting disk portion has a sun gear that rotates synchronously with the sun gear.

[0017] In some embodiments, the planetary gear train includes at least three planetary gears rotatably mounted in a gearbox and an inner ring gear that is simultaneously engaged with each planetary gear, and each planetary gear is circumferentially distributed around the sun gear and is engaged with the sun gear, and 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 ring gear.

[0018] The second aspect of the present application relates to an electric drive assembly, including 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 with the input drive wheel, and an intermediate drive wheel is provided between the input drive wheel and the drive wheel, which is meshed with both of them.

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

[0020] The second aspect of the present application relates to an electric drive assembly, comprising a drive motor and the aforementioned split-type anti-lock transmission according to claims 1 to 5, wherein a drive wheel extending into the transmission is synchronously rotatably mounted on the motor shaft of the drive motor, a cam torque sensor assembly is provided between the drive wheel and the input transmission wheel, the cam torque sensor assembly comprises a driving wheel and a driven wheel that are coaxially arranged and can rotate synchronously, the driving wheel is meshed with the driving wheel, the driven wheel is meshed with the input transmission wheel, a displacement sensing mechanism is provided between the driving wheel and the driven wheel, the displacement sensing mechanism comprises A transmission sleeve that 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, the end face of the driving wheel close to the transmission sleeve is a first cam surface, and 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 make the transmission sleeve tend 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-mentioned split-type anti-lock transmission. At the same time, the cam torque sensor assembly can realize automatic shifting by detecting the magnitude of the resistance torque.

[0022] In some embodiments, the cam torque sensor assembly further includes a rotating shaft rotatably mounted on a 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-mentioned anti-reverse lock 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 both 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-mentioned anti-reverse lock transmission, which can avoid the problem of the transmission being locked when the user pushes the vehicle back by hand. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a structural diagram of Example 1;

[0028] Figure 2 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 disengaged state;

[0031] Figure 5 This is a structural diagram of Example 2;

[0032] Figure 6 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 embodiment 3;

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

[0035] Figure 9 This is a schematic diagram of the internal structure of Example 3;

[0036] Figure 10 It is a structural diagram of the transmission sleeve and the elastic element;

[0037] Figure 11 Schematic diagram of the structure of the driving wheel;

[0038] Figure 12 Schematic diagram of the structure of the driven wheel and the rotating shaft;

[0039] Figure 13 It is a structural diagram of the roller, transmission sleeve and driving wheel;

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

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

[0042] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0043] Example 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 output shaft 3 are coaxially arranged in the gearbox 1. The end of the output shaft 3 away from the input shaft 2 extends outward from the gearbox 1. The output shaft 3 is used for power output. The end of the output shaft 3 extending outward from the gearbox 1 can directly drive the wheels, or it can be mounted on a gear or sprocket 20 that rotates synchronously with the output shaft 3. The end of the output shaft 3 near the input shaft 2 is connected to the output transmission sleeve 7 that rotates synchronously with the input shaft 2. Specifically, the end of the output shaft 3 near the input shaft 2 extends radially outward to form a connecting disk 3a. The output transmission sleeve 7 is a cylindrical structure, and the end surface of the output transmission sleeve 7 near 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 the end of the input shaft 2 away from the output shaft 3. 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. 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] Each swing block 10 is provided with a first abutting wall 10a and a second abutting wall 10c on both sides of the rotation direction, 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, a first swinging matching wall 10d and a second swinging matching wall 10e are provided on both sides of the rotation direction of the swing block 10. The first swinging matching wall 10d extends from the inner edge of the first abutting wall 10a toward the direction approaching the input shaft 2, and the second swinging matching wall 10e extends from the inner edge of the second abutting wall 10c toward the direction approaching the input shaft 2. The spacing between the first swinging matching wall 10d and the second swinging matching wall 10e gradually increases toward the direction approaching the input shaft 2. As the drive column 9a gradually approaches the first swinging matching wall 10d and the second swinging matching wall 10e, the swing block 10 gradually rotates to a set angle, thereby controlling the transfer mechanism to switch between the disengaged state and the engaged state. A snap-fitting protrusion 10b is protruded from one side wall of the swing block 10 close to the input shaft 2. The snap-fitting 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 snap-fitting holes 2a corresponding to each snap-fitting protrusion 10b. The snap-fitting protrusion 10b and the snap-fitting holes 2a can be snap-fitted, 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 drive wheel 9 and the low-speed transmission sleeve 12 are both rotatably mounted on the input shaft 2, and the input drive 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 drive wheel 9 is rotatably mounted on the input shaft 2 via a needle bearing. The side of the input drive wheel 9 close to the output shaft 3 is provided with a plurality of axially extending drive posts 9a, and the plurality of drive posts 9a are evenly distributed along the circumference. Each drive post 9a is inserted between each swing block 10, and the drive posts 9a and the swing block 10 are alternately arranged in the circumferential direction. Each drive post 9a is provided on both sides of the circumference 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 mating groove 12c is provided at one end of the low-speed transmission sleeve 12 near the swing block 10. Each drive column 9a and the swing block 10 are located within the annular mating groove 12c. Unidirectional slots 12d that mate with the swing block 10 are evenly distributed along the walls of the annular mating groove 12c. Each unidirectional slot 12d is provided with a slot support wall 12d1 that mates with the first abutment wall 10a. In this embodiment, the depth of each unidirectional slot 12d gradually decreases along the circumferential direction away from the slot support wall 12d1 and extends to the groove wall of the annular mating groove 12c. The bottom of the unidirectional slot 12d is an arc-shaped structure. The shape of the unidirectional slot 12d is adapted to the motion trajectory of the outer edge of the first abutment wall 10a, effectively reducing wear on the swing block 10 while ensuring the strength of the low-speed transmission sleeve 12. The low-speed transmission sleeve 12 comprises a cylindrical portion 12a, a disc portion 12b extending radially outward from the end of the cylindrical portion 12a closest to the input drive wheel 9, and a retaining ring portion 12f extending from the outer edge of the disc portion 12b away from the output shaft 3. The disc portion 12b and the retaining ring portion 12f together form an annular mating groove 12c. The end of the cylindrical portion 12a, away from the disc portion 12b, has a sun gear 12e that rotates synchronously therewith. The low-speed transmission sleeve 12 can be a stable, integrally molded structure or a split structure for ease of installation.

[0050] The planetary gear train includes at least three planetary gears 4 rotatably mounted within the transmission case 1 and an internal ring gear 5 meshing with each of the planetary gears 4. The planetary gears 4 are circumferentially distributed around and mesh with the sun gear 12e. The planetary gear train transmission sleeve 14 includes a cylindrical mounting sleeve portion 14a and a mounting disc portion 14b extending radially outward from the end of the mounting sleeve portion 14a near 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 circumference of the output transmission sleeve 7 and the outer circumference of the mounting sleeve portion 14a. The mounting disc portion 14b is connected to the end of the internal ring gear 5 near the output shaft 3 and can rotate synchronously. Therefore, when the low-speed transmission sleeve 12 rotates, the sun gear 12e drives the internal ring gear 5 via the planetary gears 4, which in turn drives the mounting disc portion 14b. The mounting disc portion 14b is fixedly connected to the internal ring gear 5 via at least three circumferentially distributed bolts, providing high reliability. In this embodiment, to improve the reliability of the installation of each planetary gear 4, the planetary gear system also includes a planet carrier 26, which is fixedly mounted to the transmission case 1 via bolts. Each planetary gear 4 is rotatably mounted on the planet carrier 26 and the transmission case 1 at both ends via corresponding planetary gear bearings 27. Furthermore, an inner ring gear bearing 28 is press-fitted between the inner ring gear 5 and the transmission case 1, ensuring reliable installation of the inner ring gear 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, causing the swing block 10 to swing in the opposite direction along the rotation axis 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 coupled state. 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 system, the planetary gear system transmission sleeve 14, the second overrunning clutch 15 and the output transmission sleeve 7 in sequence. At this time, the transmission is in 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 throwing block 10, causing the throwing block 10 to swing 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 throwing block 10 respectively exits the corresponding one-way clamping groove 12d, and each clamping protrusion 10b respectively exits the corresponding clamping hole 2a, a ring-shaped gap is formed between the groove wall of the annular matching groove 12c and each throwing 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. Figure 4 The input transmission wheel 9 drives the input shaft 2 to rotate through the throwing 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] Example 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 embodiment 1.

[0056] As 1 to Figure 6 As shown, the motor shaft 16a of the drive motor 16 is arranged parallel to the input shaft 2. The drive wheel 16c is mounted on the outer end of the motor shaft 16a and rotates synchronously with it. The intermediate transmission wheel 17 is located between the input transmission wheel 9 and the drive wheel 16c and meshes with both. The parallel arrangement of the motor shaft 16a of the drive motor 16 and the input shaft 2 can adapt to the installation space requirements of different electric drive assemblies.

[0057] Example 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 embodiment 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 fitted with a drive wheel 16c for synchronous rotation.

[0060] like Figures 7 to 13 As shown, the cam torque sensor assembly is located between the drive wheel 16c and the input transmission wheel 9. The cam torque sensor assembly includes a coaxially arranged driving wheel 18 and a driven wheel 19 that are capable of synchronous rotation. The driving wheel 18 meshes with the driving wheel 16c, and the driven wheel 19 meshes with the input transmission wheel 9. In this embodiment, a rotating shaft 24 is rotatably mounted on the transmission 1. The driven wheel 19 and the rotating shaft 24 are integrally formed, providing a more stable and reliable structure. The driving wheel 18 is relatively rotatably mounted on the rotating shaft 24 via a bearing. A displacement sensing mechanism is provided between the driving wheel 18 and the driven wheel 19. The displacement sensing mechanism includes a transmission sleeve 20 that is axially movable between the driving wheel 18 and the driven wheel 19. The transmission sleeve 20 is axially movable and mounted on the rotating shaft 24. In this embodiment, at least three axially extending first roller receiving grooves 24a are circumferentially distributed on the rotating shaft 24. Second roller receiving grooves 20b are provided on the inner wall of the transmission sleeve 20, each of which is compatible with each of the first roller receiving grooves 24a. Each set of first roller receiving grooves 24a and second roller receiving grooves 20b together forms a roller 25. The transmission sleeve 20 is mounted on the rotating shaft 24 via the rollers 25, enabling it to rotate synchronously with the rotating shaft 24 and move axially along the rotating shaft 24. Furthermore, the transmission sleeve 20 can be limited in its axial movement, resulting in a highly reliable structure.

[0061] The end surface of the driving wheel 18 that abuts the transmission sleeve 20 is a first cam surface 18a, and the end surface of the transmission sleeve 20 that is closest to the driving wheel 18 is a second cam surface 20a. Together, these first and second cam surfaces 18a and 20a form an end-face cam kinematic pair. The driving wheel 18, through the transmission sleeve 20, can drive the rotating shaft 24 to rotate synchronously, thereby driving the driven wheel 19. An elastic element 21 is positioned between the transmission sleeve 20 and the driven wheel 19, forcing the transmission sleeve 20 toward the driving wheel 18. A displacement sensor 22 is provided within the gearbox 1, and a position marker 23 is provided on the transmission sleeve 20 to cooperate with the displacement sensor 22. By detecting the displacement of the position marker 23 and combining it with the elastic coefficient of the elastic element 21, the displacement sensor 22 can calculate the resistance torque and the output torque change of the drive motor 16. These values ​​serve as the basis for shifting conditions, controlling the drive motor 16 and achieving 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. The elastic element 21 is preferably a disc spring. The in-position marker 23 is mounted on the limiting boss, and the in-position 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-position marker 23 can be a permanent magnet in a circular ring structure, adapted thereto, and the displacement detection sensor 22 can be a Hall sensor.

[0062] Example 4:

[0063] See Figure 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. The electric drive assembly can achieve high and low speed shifting by driving the motor shaft 24b of the motor 24 in the forward and reverse directions. At the same time, the transmission will not be stuck when the pedal is used to reverse.

[0064] Example 5:

[0065] See Figure 15 An agricultural crawler vehicle adopts two sets of electric drive assemblies of Example 2. Both sets of electric drive assemblies are installed on the crawler vehicle frame 29. The two sets of electric drive assemblies can drive the active track wheels 30a of the corresponding crawlers 30 to rotate through the corresponding track wheel transmission components. Among them, the electric drive assembly can realize high and low speed shifting by the forward and reverse rotation of the motor shaft 24b of the drive motor 24. At the same time, the transmission will not be stuck when the vehicle is pushed back manually.

[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 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 the target to be removed. The electric gripper 32 clamps the target close to the stem, and 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. Such changes 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 disposed within the gearbox, wherein an output shaft, adjacent to the input shaft, is connected to an output transmission sleeve for synchronous rotation therewith, a first overrunning clutch is press-fitted between the input shaft and the output transmission sleeve, a planetary gear train transmission sleeve is rotatably mounted on the input shaft, 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 an end of the planetary gear train transmission sleeve distal to the output shaft, characterized in that: The transfer mechanism also includes an input transmission wheel and a low-speed transmission sleeve that are both rotatably mounted on 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 are evenly distributed around the input shaft and are located between the input transmission wheel and the low-speed transmission sleeve. A first abutment wall and a second abutment wall are provided on both sides of the rotation direction of each swing block. A plurality of drive columns evenly distributed along the circumferential direction are provided on the side of the input transmission wheel close to the swing block. The drive columns are inserted between the swing blocks, and the drive columns and the swing blocks are circumferentially The gears are alternately arranged, and both sides of the circumference of each driving column are provided with a low-speed gear abutment wall adapted to the second abutment wall and a high-speed gear abutment wall adapted to the first abutment wall in the forward direction. The end of the low-speed transmission sleeve away from the throw block can drive the planetary gear system transmission sleeve to rotate through the planetary gear system. The end of the low-speed transmission sleeve close to the throw block is provided with an annular matching groove, and each driving column and the throw block are located in the annular matching groove. One-way card grooves adapted to the throw 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 adapted to the first abutment wall; When the input transmission wheel rotates in one direction relative to the input shaft, each driving column causes the corresponding throw block to swing in one direction at a set angle, so that each throw block is respectively embedded in the corresponding one-way slot, thereby causing each low-speed gear abutment wall to abut against the adjacent second abutment wall, and each first abutment wall to abut 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 an engaged state. The input transmission wheel drives the low-speed transmission sleeve to rotate through each throw 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 ring-shaped gap 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 the engaged state, and the second overrunning clutch is in the 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 transfer 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 throwing block abuts against the corresponding high-speed gear abutting wall, each engaging protrusion exits from the corresponding engaging 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 sun gear.

5. The transfer type anti-lock transmission according to claim 4, characterized in that: The planetary gear train includes at least three planetary gears rotatably mounted in a gearbox and an inner gear ring that engages with each of the planetary gears at the same time. The planetary gears are circumferentially distributed around the sun gear and are all engaged with the sun gear. The planetary gear train transmission sleeve includes a mounting sleeve portion with a cylindrical structure and a mounting disc 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 disc portion rotates synchronously with the inner gear ring.

6. An electric drive assembly, characterized in that: The invention comprises a drive motor and a transfer-type anti-lock transmission according to 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 the input drive wheel and the drive wheel 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 according to any one of claims 1 to 5 is provided, wherein a drive wheel extending into the transmission is synchronously rotatably mounted on a motor shaft of the drive motor, a cam torque sensor assembly is provided between the drive wheel and the input transmission wheel, the cam torque sensor assembly comprising a driving wheel and a driven wheel coaxially arranged and capable of synchronous rotation, the driving wheel meshing with the driving wheel, and the driven wheel meshing with the input transmission wheel, a displacement sensing mechanism is provided between the driving wheel and the driven wheel, the displacement sensing mechanism comprising a transmission sleeve capable of axial movement between the driving wheel and the driven wheel, the driving wheel capable of driving the driven wheel for synchronous rotation via the transmission sleeve, an end surface of the driving wheel proximate to the transmission sleeve being a first cam surface, an end surface of the transmission sleeve proximate to the driving wheel being a second cam surface, the first cam surface and the second cam surface together forming an end face cam kinematic pair, an elastic element being provided between the transmission sleeve and the driven wheel for causing the transmission sleeve to tend to approach the driving wheel, a displacement detection sensor is provided in the transmission gearbox, and an in-position marker for cooperating with the displacement detection sensor is provided 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 and the rotating shaft are integrally formed, 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 track wheels of the corresponding tracks to rotate through the corresponding track wheel transmission components.

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