Anti-lock two-gear transmission, electric drive assembly, motorcycle and agricultural crawler

Abstract

The utility model discloses an anti-lock two-gear transmission, electric drive assembly, motorcycle and agricultural crawler, wherein the anti-lock two-gear transmission comprises a gearbox, an input shaft and an output shaft, the input shaft and the output shaft are coaxially arranged in the gearbox, the input shaft of an overrun clutch can drive a low-speed transmission sleeve to rotate through a planetary gear train, and the output shaft of the overrun clutch can drive the low-speed transmission sleeve to rotate through a planetary gear train. The end, close to the input shaft, of the output shaft of the overrun clutch is connected with an output transmission sleeve rotating synchronously with the output transmission sleeve, the overrun clutch is installed between the output transmission sleeve and the low-speed transmission sleeve in an interference pressing mode, and a clutch mechanism is arranged between the input shaft of the overrun clutch and the output transmission sleeve. By the adoption of the structure, the problem that the transmission is pinned when the output shaft rotates reversely at a low speed is solved, and the problem of power interruption is solved. And meanwhile, the problem of gear shifting impact caused by ratchet matching is avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of transmissions, and in particular to an anti-lock two-speed transmission, an electric drive assembly, a motorcycle and an agricultural crawler vehicle. Background Art

[0002] The existing two-speed transmission based on the combination of a planetary gear system and an overrunning clutch can achieve high and low speed shifting only by the forward and reverse rotation of the motor shaft. It is not only ingenious in design and extremely compact in structure, and occupies little space, but also has a small gear shifting shock. However, the output shaft of this two-speed transmission will be stuck when it is reversed by an external force. Referring to the Chinese utility model patent application with application number CN2024231374467, the two-speed transmission of this scheme is in a state of interruption in the low-speed gear and the low-speed reverse rotation of the output shaft (low-speed reverse gear), thereby solving the problem of being stuck. However, this scheme has the following problems: when the two-speed transmission is shifted to high gear, due to the large stroke of the combination of the inner centrifugal disc and the high-speed transmission sleeve, the time required is too long, which will cause power interruption, and because the inner centrifugal disc and the high-speed transmission sleeve are combined through ratchet cooperation, a large gear shifting shock will occur. Utility Model Content

[0003] In order to solve the technical problem of power interruption and gear shift shock when a two-speed transmission shifts to a high gear, the utility model provides an anti-lock two-speed transmission.

[0004] The technical solution is as follows:

[0005] The transmission as claimed in claim 1, wherein the first gear and the second gears are connected along the longitudinal direction of the transmission shaft to form a circle, and the arcuate circle is connected to the transmission shaft by the orbiting gear of the transmission shaft.

[0006] When the input shaft rotates in one direction, the overrunning clutch is in the engaged state, the inner wheel rotates so that the centrifugal force generated by the friction roller is less than or equal to the elastic force of the elastic ring, and the clutch mechanism is in the disengaged state. The power input by the input shaft is transmitted to the output shaft through the planetary gear system, low-speed transmission sleeve, overrunning clutch and output transmission sleeve in sequence. At this time, it is in low speed gear;

[0007] When the input shaft rotates in the other direction, the overrunning clutch is in the overrunning state. The rotation of the inner wheel makes the centrifugal force generated by the friction roller greater than the elastic force of the elastic ring. The friction roller pushes the elastic ring outward, causing the elastic ring to embed into the second elastic ring accommodating groove. The friction roller is stuck between the inner wall of the output transmission sleeve and the bottom of the roller slide groove. The clutch mechanism is in the engaged state. The power input by the input shaft is transmitted to the output shaft through the clutch mechanism and the output transmission sleeve in turn. At this time, it is a high gear.

[0008] The use of the above-mentioned anti-lock two-speed transmission not only avoids the problem of transmission stalling during low-speed reverse rotation of the output shaft, but also prevents the high-speed transmission path from being interrupted by the centrifugal force of the friction rollers during low-speed gearing and low-speed reverse rotation of the output shaft (low-speed reverse gear). This not only avoids the problem of transmission stalling during low-speed reverse rotation of the output shaft, but also solves the problem of power interruption because the time required for the friction rollers and the output transmission sleeve to move from a disengaged state to an engaged state is short. At the same time, the problem of gear shift shock caused by ratchet engagement is avoided.

[0009] In some embodiments, the roller chute includes a large chute section extending circumferentially along the outer edge of the inner wheel and a small chute section extending from one end of the large chute section toward the center of the inner wheel, the depth of the large chute section gradually decreasing in a direction away from the small chute section, each small chute section is equipped with a push roller capable of moving along the same, and each large chute section is equipped with a friction roller capable of moving along the same;

[0010] When the transmission is in low gear, the input shaft drives the inner wheel to rotate so that the centrifugal force generated by the friction roller and the push roller is less than or equal to the elastic force of the elastic ring, and the clutch mechanism is in a disengaged state; when the transmission is in high gear, the inner wheel rotates so that the centrifugal force generated by the friction roller and the push roller is greater than the elastic force of the elastic ring, and the friction roller is stuck between the inner wall of the output transmission sleeve and the bottom of the roller slot under the push of the centrifugal force and the push roller, and the clutch mechanism is in an engaged state.

[0011] In some embodiments, the inner wheel is mounted on the input shaft through a spline fit, and mounting seats of matching shapes are provided on both sides of the inner wheel. The mounting seats on both sides clamp the inner wheel, and mounting seat bearings are interference-pressed between each mounting seat and the output transmission sleeve. The two mounting seat bearings are respectively located on both sides of the inner wheel, and retaining rings are respectively provided on both sides of the inner wheel, and the two retaining rings are respectively located between the roller groove and the mounting seat bearings on the corresponding side.

[0012] In some embodiments, the root of the inner wheel has an annular boss protruding to both sides, and the side of the mounting seat close to the inner wheel is recessed to form an annular groove adapted to the corresponding annular boss, and each annular boss is embedded in the corresponding annular groove.

[0013] In some embodiments, the low-speed transmission sleeve includes a mounting sleeve portion with a cylindrical structure and a mounting disk portion extending radially outward from the mounting sleeve portion near one end of the planetary gear train. The mounting sleeve portion is rotatably mounted on the input shaft through a first needle bearing. The overrunning clutch is interference-pressed between the inner circumference of the output transmission sleeve and the outer circumference of the mounting sleeve portion. The mounting disk portion is fixedly connected to the output end of the planetary gear train.

[0014] In some embodiments, the planetary gear train includes at least three planetary gears rotatably mounted on a gearbox and an inner ring gear simultaneously meshed with each of the planetary gears. The input shaft is provided with a sun gear that rotates synchronously therewith. The planetary gears are circumferentially distributed around the sun gear and meshed with the sun gear. The inner ring gear is connected to the low-speed transmission sleeve in a synchronously rotatable manner at one end close to the output shaft.

[0015] In some embodiments, the planetary gear system further includes a planet carrier, which is fixedly mounted on the gearbox via a plurality of first fastening bolts, and both ends of each planetary wheel are rotatably mounted on the planet carrier and the gearbox via corresponding planetary wheel bearings.

[0016] A second aspect of the present application relates to an electric drive assembly, comprising a drive motor and the above-mentioned anti-lock two-speed transmission, wherein the motor housing of the drive motor is fixedly connected to the transmission via a plurality of third fastening bolts, and the motor shaft of the drive motor rotates synchronously with the input shaft.

[0017] The above electric drive assembly has all the advantages of the above anti-lock two-speed transmission.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] 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

[0022] Figure 1 Schematic diagram of the structure of the electric drive assembly;

[0023] Figure 2 is a cross-sectional view of the electric drive assembly;

[0024] Figure 3 It is a cross-sectional view of the clutch mechanism in a disengaged state;

[0025] Figure 4 It is a cross-sectional view of the clutch mechanism in the engaged state;

[0026] Figure 5 This is a schematic diagram of the structure of the inner chakra;

[0027] Figure 6 It is a structural schematic diagram of the clutch mechanism when it is in a disengaged state;

[0028] Figure 7 This is a schematic diagram of the appearance and structure of the electric drive assembly;

[0029] Figure 8 is a schematic diagram of the structure of a motorcycle;

[0030] Figure 9 This is a structural diagram of an agricultural tracked vehicle. DETAILED DESCRIPTION

[0031] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0032] Example 1:

[0033] like Figure 1 and Figure 2 As shown, an anti-lock two-speed transmission mainly includes a gearbox 1, an input shaft 2, an output shaft 3, a planetary gear train, a low-speed transmission sleeve 6, an output transmission sleeve 7, an overrunning clutch 8, a clutch mechanism, a mounting seat 13, a mounting seat bearing 14, a retaining ring 15 and a semicircular retaining ring 16.

[0034] like Figure 1 and Figure 2 As shown, the input shaft 2 and the output shaft 3 are coaxially arranged in the gearbox 1. The ends of the input shaft 2 and the output shaft 3 that are away from each other both extend outward from the gearbox 1. The input shaft 2 is used for power input, and the output shaft 3 is used for power output. The end of the output shaft 3 that extends out of the gearbox 1 can directly drive the wheels, or it can be mounted with a gear or sprocket 20 that rotates synchronously with it. The input shaft 2 can both drive the low-speed transmission sleeve 6 to rotate through the planetary gear train and transmit power to the clutch mechanism. 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. The output transmission sleeve 7 is a cylindrical structure, and the end face of the output transmission sleeve 7 that is away from the planetary gear train is fixedly connected to the connecting disk 3a.

[0035] See also Figure 2 The low-speed transmission sleeve 6 comprises a cylindrical mounting sleeve portion 6a and a mounting disc portion 6b extending radially outward from the end of the mounting sleeve 6a near the planetary gear train. Mounting sleeve 6a is rotatably mounted on input shaft 2 via a first needle roller bearing 19. Mounting disc 6b is fixedly connected to the output end of the planetary gear train. The power output from the planetary gear train drives mounting disc 6b to rotate. The output transmission sleeve 7 surrounds the clutch mechanism and the exterior of mounting sleeve 6a. An overrunning clutch 8 is press-fitted between the inner circumference of the output transmission sleeve 7 and the outer circumference of the mounting sleeve 6a.

[0036] like Figure 1 and Figure 2 As shown, the planetary gear train includes at least three planetary gears 4 rotatably mounted on the transmission 1 and an inner ring gear 5 meshing with each of the planetary gears 4. The input shaft 2 is provided with a sun gear 2a that rotates synchronously therewith. The planetary gears 4 are circumferentially distributed around and mesh with the sun gear 2a. The inner ring gear 5, near the output shaft 3, is connected to a mounting plate 6b for synchronous rotation. Therefore, the sun gear 2a, through the planetary gears 4, drives the inner ring gear 5 to rotate, which in turn drives the mounting plate 6b to rotate. The outer edge of the mounting plate 6b is fixedly connected to the inner ring gear 5 by at least three circumferentially distributed second fastening bolts 22, providing high reliability.

[0037] In this embodiment, to improve the reliability of the installation of each planetary gear 4, the planetary gear system also includes a planet carrier 21, which is fixedly mounted to the transmission case 1 via a plurality of first fastening bolts 25. Each planetary gear 4 is rotatably mounted on the planet carrier 21 and the transmission case 1 at both ends via corresponding planetary gear bearings 23. Furthermore, an inner ring gear bearing 26 is press-fitted between the inner ring gear 5 and the transmission case 1, ensuring reliable installation of the inner ring gear 5.

[0038] like Figure 1 、 Figure 2 and Figure 7 As shown, the transmission 1 comprises a housing 1a and a cover 1b attached to the housing 1a. The housing 1a and cover 1b are securely connected via a plurality of fourth fastening bolts 28, providing a simple and reliable assembly. The ring gear 5 is mounted on the housing 1a via a ring gear bearing 26, and the ends of the planetary gears 4, distal from the planet carrier 21, are mounted on the cover 1b via corresponding planetary gear bearings 23, ensuring convenient assembly of the planetary gear train.

[0039] like Figures 1 to 6 As shown, the clutch mechanism is installed between the input shaft 2 and the output transmission sleeve 7. The clutch mechanism includes an inner wheel 9, which is synchronously rotated and sleeved on the input shaft 2. In this embodiment, the inner wheel 9 is installed on the input shaft 2 through a spline fit, which is stable and reliable. A uniform small gap is set between the outer circumference of the inner wheel 9 and the inner wall of the output transmission sleeve 7. Figures 3 to 6 The outer edge of the inner wheel 9 is recessed to form roller grooves 91 evenly distributed along the circumferential direction. The depth of each roller groove 91 increases in the same direction from one end to the other end. The roller grooves 91 are each provided with friction rollers 10 that can move along them. A circle of first elastic ring accommodating grooves 92 is provided on the outer circumferential surface of the inner wheel 9, and an elastic ring 12 is embedded in the elastic ring accommodating groove 92. A circle of second elastic ring accommodating grooves 71 that are compatible with the elastic ring 12 is provided on the inner wall of the output transmission sleeve 7.

[0040] The specific working principle of this embodiment is as follows:

[0041] When the input shaft 2 rotates in one direction, the overrunning clutch 8 is in the engaged state, the inner wheel 9 rotates so that the centrifugal force generated by the friction roller 10 is less than or equal to the elastic force of the elastic ring 12, and a gap exists between the friction roller 10 and the output transmission sleeve 7. The clutch mechanism is in the disengaged state, and the power input by the input shaft 2 is transmitted to the output shaft 3 through the planetary gear train, the low-speed transmission sleeve 6, the overrunning clutch 8 and the output transmission sleeve 7 in sequence. At this time, the gear is in the low gear.

[0042] When the input shaft 2 rotates in the other direction, the overrunning clutch 8 enters the overrunning state. The inner wheel 9 rotates, causing the centrifugal force generated by the friction roller 10 to be greater than the elastic force of the elastic ring 12. The friction roller 10 moves from the deeper end of the roller groove 91 to the shallower end, overcoming the elastic force of the elastic ring 12 and pushing the elastic ring 12 outward. The elastic ring 12 between the output transmission sleeve 7 and the roller groove 91 is embedded in the second elastic ring receiving groove 71. The friction roller 10 is stuck between the inner wall of the output transmission sleeve 7 and the bottom of the roller groove 91. The clutch mechanism is engaged, and the friction roller 10 can drive the output transmission sleeve 7 to rotate. The power input from the input shaft 2 is transmitted to the output shaft 3 through the clutch mechanism and the output transmission sleeve 7 in sequence, and the gear is now in high gear.

[0043] In the above two gears, the output shaft 3 rotates in the same direction, which is forward rotation.

[0044] When the output shaft 3 is reversed at low speed under the action of external force (for example, by pedaling or pushing the car backward), the first overrunning clutch 8 is in the engaged state, and the power input by the output shaft 3 drives the input shaft 2 to rotate at low speed through the low-speed gear transmission route. At this time, since the speed of the input shaft 2 is very low, the clutch mechanism is in the disengaged state, so that the high-speed gear transmission route is interrupted, and the transmission will not have the problem of stalling.

[0045] In this embodiment, the roller chute 91 includes a large chute section 912 extending circumferentially along the outer edge of the inner wheel 9, and a small chute section 911 extending from one end of the large chute section 912 toward the center of the inner wheel 9. The depth of the large chute section 912 gradually decreases as it moves away from the small chute section 911. Each small chute section 911 is equipped with a push roller 11 capable of moving along it, and each large chute section 912 is equipped with a friction roller 10 capable of moving along it. The bottom shape of the small chute section 911 is compatible with the push roller 11. The connection between the small chute section 911 and the corresponding large chute section 912, as well as the intersection between the bottom and the wall of each small chute section 911 and the large chute section 912, are all provided with arc chamfers, which help reduce wear on the push roller 11 and the friction roller 10, thereby extending their service life. When the clutch mechanism is first used, the engagement position of the friction roller 10 and the output transmission sleeve 7 is located on the side of the large chute section 912 close to the small chute section 911. During use, as the clutch mechanism gradually wears out, the depth of the large chute section 912 gradually decreases away from the small chute section 911. The engagement position of the friction roller 10 and the output transmission sleeve 7 gradually approaches the side with the reduced depth, and eventually contacts the side groove wall.

[0046] When the input shaft 2 drives the inner wheel 9 to rotate at high speed, the centrifugal force generated by the friction roller 10 and the push roller 11 becomes greater than the elastic force of the elastic ring 12, causing the push roller 11 to slide from the small groove section 911 to the large groove section 912. Under the combined action of the centrifugal force, the thrust of the push roller 11, and the elastic force of the elastic ring 12, the friction roller 10 slides toward the side of the large groove section 912 where the depth is reduced, ultimately becoming lodged between the inner wall of the output transmission sleeve 7 and the bottom of the large groove section 912, placing the clutch mechanism in an engaged state. In this embodiment, the presence of the push roller 11 shortens the travel of the friction roller 10 engaging the output transmission sleeve 7, significantly increasing the engagement speed and further avoiding the problem of power interruption during gear shifting.

[0047] See also Figure 1 and Figure 2Mounting seats 13 of matching shape are provided on either side of the inner wheel 9, clamping the inner wheel 9 in place. Furthermore, the base of the inner wheel 9 features annular bosses 93 projecting outwards on both sides. The side of the mounting seats 13 near the inner wheel 9 is recessed with annular grooves 131 that mate with the corresponding annular bosses 93. Each annular boss 93 engages within a corresponding annular groove 131. A mounting seat bearing 14 is press-fitted between each mounting seat 13 and the output transmission sleeve 7. Two mounting seat bearings 14 are located on either side of the inner wheel 9. A retaining ring 15 is provided on each side of the inner wheel 9, positioned between the roller slots 91 and the corresponding mounting seat bearing 14. The mounting seats 13 and retaining rings 15 prevent axial movement of the push roller 11 and friction roller 10. Two semicircular snap rings 16 are clamped between the mounting seat 13 near the low-speed transmission sleeve 6 and the input shaft 2, abutting against adjacent annular bosses 93. The inner wheel 9 has a simple installation method and a reliable structure, which ensures a smooth and stable state during use.

[0048] Example 2:

[0049] See Figure 1 、 Figure 2 and Figure 7 , an electric drive assembly, including a drive motor 24 and an anti-lock two-speed transmission of Example 1, wherein the motor shaft 24b of the drive motor 24 rotates synchronously with the input shaft 2, forming a complete electric drive system.

[0050] In this embodiment, a spline groove is formed on the end surface of the input shaft 2 away from the output shaft 3. The outer end of the motor shaft 24b is embedded in the spline groove and matched with the spline, which is simple and reliable.

[0051] Furthermore, in order to ensure the reliability of the overall installation, the motor housing 24 a of the drive motor 24 is fixedly connected to the box cover 1 b by a plurality of third fastening bolts 27 .

[0052] Example 3:

[0053] See Figure 8 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.

[0054] Example 4:

[0055] See Figure 9An 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.

[0056] 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.

[0057] 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. An anti-lock two-speed transmission comprising a gearbox and an input shaft and an output shaft coaxially disposed within the gearbox, wherein the input shaft is capable of driving a low-speed transmission sleeve for rotation via a planetary gear train, and the output shaft is connected to an output transmission sleeve at one end proximate to the input shaft, which rotates synchronously therewith, and an overrunning clutch is interference-fitted between the output transmission sleeve and the low-speed transmission sleeve, characterized in that: A clutch mechanism is provided between the input shaft and the output transmission sleeve, the clutch mechanism comprising an inner wheel synchronously rotatably sleeved on the input shaft, the outer edge of the inner wheel being recessed to form roller grooves uniformly distributed along the circumference, the depth of each roller groove increasing in the same direction from one end to the other, each roller groove being provided with a friction roller capable of moving along the same direction, a first elastic ring receiving groove being provided on the outer circumferential surface of the inner wheel, an elastic ring being embedded in the elastic ring receiving groove, and a second elastic ring receiving groove being provided on the inner wall of the output transmission sleeve to match the elastic ring; When the input shaft rotates in one direction, the overrunning clutch is in the engaged state, the inner wheel rotates so that the centrifugal force generated by the friction roller is less than or equal to the elastic force of the elastic ring, and the clutch mechanism is in the disengaged state. The power input by the input shaft is transmitted to the output shaft through the planetary gear system, low-speed transmission sleeve, overrunning clutch and output transmission sleeve in sequence. At this time, it is in low speed gear; When the input shaft rotates in the other direction, the overrunning clutch is in the overrunning state. The rotation of the inner wheel makes the centrifugal force generated by the friction roller greater than the elastic force of the elastic ring. The friction roller pushes the elastic ring outward, causing the elastic ring to embed into the second elastic ring accommodating groove. The friction roller is stuck between the inner wall of the output transmission sleeve and the bottom of the roller slide groove. The clutch mechanism is in the engaged state. The power input by the input shaft is transmitted to the output shaft through the clutch mechanism and the output transmission sleeve in turn. At this time, it is a high gear.

2. The anti-lock two-speed transmission according to claim 1, characterized in that: The roller chute comprises a large chute section extending circumferentially along the outer edge of the inner wheel and a small chute section extending from one end of the large chute section toward the center of the inner wheel, wherein the depth of the large chute section gradually decreases in the direction away from the small chute section, and each small chute section is provided with a push roller capable of moving along the same, and each large chute section is provided with a friction roller capable of moving along the same; When the transmission is in low gear, the input shaft drives the inner wheel to rotate so that the centrifugal force generated by the friction roller and the push roller is less than or equal to the elastic force of the elastic ring, and the clutch mechanism is in a disengaged state; when the transmission is in high gear, the inner wheel rotates so that the centrifugal force generated by the friction roller and the push roller is greater than the elastic force of the elastic ring, and the friction roller is stuck between the inner wall of the output transmission sleeve and the bottom of the roller slot under the push of the centrifugal force and the push roller, and the clutch mechanism is in an engaged state.

3. The anti-lock two-speed transmission according to claim 1, characterized in that: The inner wheel is mounted on the input shaft through spline fitting, and mounting seats with matching shapes are provided on both sides of the inner wheel. The mounting seats on both sides clamp the inner wheel, and mounting seat bearings are interference-pressed between each mounting seat and the output transmission sleeve. The two mounting seat bearings are respectively located on both sides of the inner wheel, and retaining rings are respectively provided on both sides of the inner wheel, and the two retaining rings are respectively located between the roller slide groove and the mounting seat bearings on the corresponding side.

4. The anti-lock two-speed transmission according to claim 3, characterized in that: The root of the inner wheel has an annular boss protruding to both sides, and the side of the mounting seat close to the inner wheel is recessed to form an annular groove adapted to the corresponding annular boss, and each annular boss is respectively embedded in the corresponding annular groove.

5. The anti-lock two-speed transmission according to claim 1, characterized in that: The low-speed transmission sleeve includes a mounting sleeve portion with a cylindrical structure and a mounting disc portion extending radially outward from the mounting sleeve portion close to one end of the planetary gear train. The mounting sleeve portion is rotatably mounted on the input shaft through a first needle roller bearing. The 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 is fixedly connected to the output end of the planetary gear train.

6. The anti-lock two-speed transmission according to claim 1, characterized in that: The planetary gear system includes at least three planetary gears rotatably mounted on the gearbox and an inner ring gear meshed with each of the planetary gears. The input shaft is provided with a sun gear that rotates synchronously with the input shaft. The planetary gears are circumferentially distributed around the sun gear and meshed with the sun gear. The inner ring gear is connected to the low-speed transmission sleeve in a synchronously rotatable manner at one end close to the output shaft.

7. The anti-lock two-speed transmission according to claim 6, characterized in that: The planetary gear system further includes a planet carrier, which is fixedly mounted on the gearbox via a plurality of first fastening bolts. Both ends of each planetary gear are rotatably mounted on the planet carrier and the gearbox via corresponding planetary gear bearings.

8. An electric drive assembly, characterized in that: It comprises a drive motor and an anti-lock two-speed transmission according to any one of claims 1 to 7, wherein the motor housing of the drive motor is fixedly connected to the transmission via a plurality of third fastening bolts, and the motor shaft of the drive motor rotates synchronously with the input shaft.

9. A motorcycle using the electric drive assembly according to claim 8, 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 8, 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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