Impact-free two-gear transmission with reversing anti-locking structure and electric drive assembly

Abstract

The utility model discloses a non-impact type two-gear transmission with a reversing anti-locking structure and an electric drive assembly, which comprise a gearbox, an input shaft and an output shaft, the input shaft can drive a low-speed transmission sleeve to rotate through a planetary gear train, and one end of the output shaft close to the input shaft is connected with an output transmission sleeve. An overrun clutch is pressed between the output transmission sleeve and the low-speed transmission sleeve in an interference mode, a clutch mechanism is arranged between the input shaft and the output transmission sleeve and comprises an inner core wheel, an annular inner ring is arranged on the inner core wheel in a sleeved mode, inner core wheel buffering teeth are arranged on the inner core wheel, and inner ring buffering teeth are arranged on the annular inner ring. The inner ring buffering teeth and the inner center wheel buffering teeth are alternately distributed in the circumferential direction, and a buffering pad is arranged between each inner ring buffering tooth and the corresponding adjacent inner center wheel buffering tooth. The outer edge of the annular inner ring is sunken to form roller sliding grooves, and friction rollers capable of moving along the roller sliding grooves are arranged in the roller sliding grooves. By the adoption of the transmission, gear shifting impact is greatly weakened.

Description

Technical Field

[0001] The utility model relates to the technical field of transmissions, in particular to an impact-free two-speed transmission with a reverse anti-locking structure and an electric drive assembly. 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. Utility Model Content

[0005] In order to solve the technical problem of gear shifting shock, the utility model provides an impact-free two-speed transmission and an electric drive assembly with a reverse anti-lock structure.

[0006] The technical solution is as follows:

[0007] The first aspect of the present application relates to an impact-free two-speed transmission with a reverse anti-lock structure, comprising a gearbox and an input shaft and an output shaft coaxially arranged in the gearbox, the input shaft being capable of driving a low-speed transmission sleeve to rotate through a planetary gear system, 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, an overrunning clutch being interference-pressed between the output transmission sleeve and the low-speed transmission sleeve, a clutch mechanism being arranged between the input shaft and the output transmission sleeve, the clutch mechanism comprising an inner wheel sleeved on the input shaft for synchronous rotation, the inner wheel sleeve being provided with an annular inner ring, the outer circumferential surface of the inner wheel being provided with inner wheel buffer teeth that are uniformly distributed in the circumferential direction and all extend radially outward, the inner circumferential surface of the annular inner ring being provided with inner ring buffer teeth that are uniformly distributed in the circumferential direction and all extend radially inward, the inner ring buffer teeth and the inner wheel buffer teeth being alternately distributed in the circumferential direction, and a buffer pad being arranged between each adjacent inner ring buffer tooth and the inner wheel buffer tooth;

[0008] The outer edge of the annular inner ring is recessed to form roller grooves evenly distributed along the circumferential direction. One end of each roller groove is an extrusion section whose depth gradually decreases towards the end. A friction roller capable of moving along the roller groove is provided in each roller groove. A first elastic ring accommodating groove is provided on the outer circumferential surface of the annular inner ring, and an elastic ring is embedded in the first elastic ring accommodating groove. A second elastic ring accommodating groove adapted to the elastic ring is provided on the inner wall of the output transmission sleeve.

[0009] When the input shaft rotates in one direction, the overrunning clutch is in the engaged state, and the inner wheel drives the annular inner ring to rotate synchronously, 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, and the gear is in low speed gear at this time;

[0010] When the input shaft rotates in the other direction, the overrunning clutch is in the overrunning state, and the inner wheel drives the annular inner ring to rotate synchronously, so that the centrifugal force generated by the friction roller is 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 groove of the extrusion section. The clutch mechanism is in the engaged state, and 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.

[0011] The use of the above-mentioned impact-free two-speed transmission with a reverse anti-lock structure not only avoids the problem of the transmission being stuck when the output shaft is reversed at low speed, but also the buffer pad set between the inner wheel and the annular inner ring can play an effective buffering role at the moment when the friction roller is stuck between the inner wall of the output transmission sleeve and the bottom of the groove of the extrusion section, thereby greatly reducing the gear shifting shock.

[0012] In some embodiments, each roller chute includes a small chute section, a large chute section, and the extrusion section, which are connected in sequence. The small chute section gradually extends from an end of the large chute section away from the extrusion section toward the center of the annular inner ring. The outer sides of the large chute section and the extrusion section are open structures. The outer sides of the small chute sections have retaining walls. A push roller capable of moving along the small chute section is installed in each small chute section. The friction roller in each roller chute can move along the large chute section and the extrusion section.

[0013] When the transmission is in low gear, the input shaft drives the inner wheel, and the inner wheel drives the annular inner ring to rotate synchronously, 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 drives the annular inner ring to rotate synchronously, 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 groove of the extrusion section under the push of the centrifugal force and the push roller, and the clutch mechanism is in an engaged state.

[0014] In some embodiments, arc chamfers are provided at the junctions of the small chute section, the large chute section and the extrusion section, as well as between the groove bottom and the groove wall of each of the small chute section and the extrusion section.

[0015] In some embodiments, each buffer pad is composed of long buffer pads and short buffer pads alternately arranged circumferentially, the circumferential length of the long buffer pad is greater than the circumferential length of the short buffer pad, the long buffer pad is located on the side where the adjacent inner wheel buffer teeth are in the direction of rotation of the transmission high gear, and the short buffer pad is located on the side where the adjacent inner wheel buffer teeth are in the direction of rotation of the transmission low gear.

[0016] In some embodiments, an annular roller retaining ring is respectively provided on both sides of the roller slide, and the middle part of the annular inner ring has an annular boss protruding to both sides, and the annular boss is located between the roller slide and the inner ring buffer tooth. The first bearing is respectively interference-pressed between the annular boss and the output transmission sleeve on both sides, and the roller retaining rings on both sides are respectively located between the roller slide and the first bearing on the corresponding side.

[0017] In some embodiments, annular buffer pad retaining rings are respectively provided on both sides of the inner ring buffer teeth and the inner core wheel buffer teeth. The two buffer pad retaining rings clamp the inner core wheel and the annular inner ring, and are both clamped between the annular boss and the inner core wheel. A second clamping ring is respectively provided on the side of the two buffer pad retaining rings away from each other, and the two second clamping rings are both embedded in the corresponding clamping grooves on the outer peripheral surface of the inner core wheel.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] The second aspect of the present application relates to an electric drive assembly, including a drive motor and the above-mentioned impact-free two-speed transmission with a reverse anti-lock structure, the motor housing of the drive motor being fixedly connected to the transmission via a plurality of third fastening bolts, and the motor shaft of the drive motor rotating synchronously with the input shaft.

[0022] The above electric drive assembly has all the advantages of the above-mentioned impact-free two-speed transmission with reverse anti-lock structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 Schematic diagram of the structure of the electric drive assembly;

[0024] Figure 2 is a cross-sectional view of the electric drive assembly;

[0025] Figure 3 It is a structural diagram of the annular inner ring;

[0026] Figure 4 This is a schematic diagram of the structure of the inner chakra;

[0027] Figure 5 It is a cross-sectional view of the clutch mechanism in the engaged state;

[0028] Figure 6 It is a cross-sectional view of the clutch mechanism in a disengaged state;

[0029] Figure 7 This is a schematic diagram of the appearance structure of the electric drive assembly. DETAILED DESCRIPTION

[0030] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0031] Example 1:

[0032] like Figure 1 and Figure 2 As shown, a non-impact two-speed transmission with a reverse anti-lock structure mainly includes a gearbox 1, an input shaft 2, an output shaft 3, a planetary gear system, a low-speed transmission sleeve 6, an output transmission sleeve 7, an overrunning clutch 8 and a clutch mechanism.

[0033] 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.

[0034] 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. The mounting sleeve 6a is rotatably mounted on the input shaft 2 via a first needle roller bearing 30. The mounting disc portion 6b is fixedly connected to the output end of the planetary gear train. The power output from the planetary gear train drives the mounting disc portion 6b to rotate. The output transmission sleeve 7 surrounds the clutch mechanism and the exterior of the 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.

[0035] like Figure 1 and Figure 2As 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.

[0036] 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.

[0037] 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.

[0038] like Figures 1 to 6As shown, the clutch mechanism is located between the input shaft 2 and the output transmission sleeve 7 and primarily comprises an inner wheel 13, an annular inner ring 9, friction rollers 10, and an elastic ring 12. The inner wheel 13 is synchronously and rotatably mounted on the input shaft 2. In this embodiment, the inner wheel 9 is mounted on the input shaft 2 via a spline fit. A first retaining ring 16 is provided on the side of the inner wheel 13 closest to the output shaft 3. This first retaining ring 16 fits into a corresponding retaining groove on the input shaft 2. This first retaining ring 16 prevents the inner wheel 13 from moving radially along the input shaft 2, making the mounting structure of the inner wheel 13 more stable and reliable. The inner wheel 13 is sleeved with the annular inner ring 9. The outer circumferential surface of the inner wheel 13 is provided with inner wheel buffer teeth 131 that are evenly distributed circumferentially and extend radially outward. The inner circumferential surface of the annular inner ring 9 is provided with inner ring buffer teeth 92 that are evenly distributed circumferentially and extend radially inward. The inner ring buffer teeth 92 are inserted between the inner wheel buffer teeth 131, and the inner ring buffer teeth 92 and the inner wheel buffer teeth 131 are alternately distributed circumferentially. In this embodiment, the inner wheel 13 has three inner wheel buffer teeth 131, and the annular inner ring 9 has three inner ring buffer teeth 92. The inner ring buffer teeth 92 and the inner wheel buffer teeth 131 cooperate with each other, enabling the inner wheel 13 to drive the annular inner ring 9 to rotate synchronously.

[0039] Furthermore, a recessed roller groove 91 evenly distributed along the circumferential direction is formed on the outer edge of the annular inner ring 9. One end of each roller groove 91 is an extrusion section 913 whose depth gradually decreases toward the end. A friction roller 10 capable of moving along the roller groove 91 is provided in each roller groove. A circle of first elastic ring accommodating groove 93 is provided on the outer circumferential surface of the annular inner ring 9. An elastic ring 12 is embedded in the first elastic ring accommodating groove 93. A circle of second elastic ring accommodating groove 71 adapted to the elastic ring 12 is provided on the inner wall of the output transmission sleeve 7.

[0040] In this embodiment, each roller chute 91 comprises a sequentially interconnected small chute section 911, a large chute section 912, and an extrusion section 913. The small chute section 911 gradually extends from the end of the large chute section 912 away from the extrusion section 913 toward the center of the annular inner ring 9. The large chute section 912 and the extrusion section 913 are open on their exteriors, while the small chute section 911 has a retaining wall 911a on its exterior. Each small chute section 911 is fitted with a push roller 11 capable of moving along it. The friction roller 10 within each roller chute 91 is capable of moving along the large chute section 912 and the extrusion section 913. The combination of the push roller 11 and the friction roller 10 shortens the travel of the friction roller 10 engaging the output transmission sleeve 7, thus preventing power interruption during gear shifting.

[0041] Furthermore, the shape of the small chute section 911 is adapted to the push roller 11, while the bottom shape of the large chute section 912 is adapted to the friction roller 10. Arc-shaped chamfers are provided at the junctions of the small and large chute sections 911 and 912, the junctions of the large chute section 912 and the extrusion section 913, and the groove bottoms and groove walls of each of the small and extrusion sections 911 and 913. This helps reduce wear on the push roller 11 and friction roller 10, extending their service life.

[0042] See also Figure 5 and Figure 6 A buffer pad 17 is provided between each adjacent inner race buffer tooth 92 and inner wheel buffer tooth 131. The buffer pad 17 is preferably an elastic silicone or rubber pad. Each buffer pad 17 consists of long and short buffer pads arranged alternately around the circumference. The long buffer pads are longer than the short buffer pads. The long buffer pads are located on the side of the adjacent inner wheel buffer tooth 131 that rotates in the high gear of the transmission, while the short buffer pads are located on the side of the adjacent inner wheel buffer tooth 131 that rotates in the low gear of the transmission. The buffer pads 17 effectively prevent shift shock caused by clutch engagement.

[0043] See also Figures 1 to 4 The annular inner ring 9 has an annular boss 94 protruding from its center. This boss 94 is located between the roller slot 91 and the inner ring buffer teeth 92. An annular roller retaining ring 18 is provided on either side of the roller slot 91. The roller retaining ring 18 prevents axial movement of the friction roller 10 and the push roller 11. The two roller retaining rings 18 are respectively mounted on retaining ring mounting bosses 95 at the base of the corresponding annular boss 94. A first bearing 20 is press-fitted between the annular bosses 94 and the output transmission sleeve 7 on each side. The first bearings 20 on each side clamp the roller retaining ring 18 on the corresponding side. An annular buffer ring 19 is provided on either side of the inner ring buffer teeth 92 and the inner ring buffer teeth 131. The buffer ring 19 prevents axial movement of the buffer pad 17. Each end of the inner wheel 13 has an inner wheel mounting portion 132 extending axially away from each other. Two buffer retaining rings 19 clamp the inner wheel buffer teeth 92 and inner wheel buffer teeth 131, and are each clamped between the annular boss 94 and the inner wheel mounting portion 132. A second retaining ring 29 is provided on the side of each buffer retaining ring 19 facing away from each other. Both second retaining rings 29 are embedded in corresponding grooves on the outer circumferential surface of the inner wheel mounting portion 132. The mounting structure of the inner wheel 13 and the annular inner ring 9 is compact, stable and reliable. The inner wheel 13 and the annular inner ring 9 are integrally formed, providing high strength and structural stability.

[0044] The specific working principle of this embodiment is as follows:

[0045] When the input shaft 2 rotates in one direction, the overrunning clutch 8 is engaged, the input shaft 2 drives the inner wheel 13, and the inner wheel 13 drives the annular inner ring 9 to rotate synchronously, so that the centrifugal force generated by the friction roller 10 and the push roller 11 is less than or equal to the elastic force of the elastic ring 12, and the clutch mechanism is in a disengaged state. The power input by the input shaft 2 is transmitted to the output shaft 3 in sequence through the planetary gear system, the low-speed transmission sleeve 6, the overrunning clutch 8 and the output transmission sleeve 7. Figure 6 , at this time it is low speed gear;

[0046] When the input shaft 2 rotates in the other direction, the overrunning clutch 8 is in the overrunning state, and the inner wheel 13 drives the annular inner ring 9 to rotate synchronously, so that the centrifugal force generated by the friction roller 10 and the push roller 11 is greater than the elastic force of the elastic ring 12. Under the push of the centrifugal force and the push roller 11, the friction roller 10 moves from the large slide section 912 to the extrusion section 913, and pushes the elastic ring 12 outward, so that the elastic ring 12 between the friction roller 10 and the output transmission sleeve 7 is embedded in the second elastic ring accommodating groove 71. The friction roller 10 is finally stuck between the inner wall of the output transmission sleeve 7 and the groove bottom of the extrusion section 913, so that the annular inner ring 9 can drive the output transmission sleeve 7 to rotate, realizing the transmission function, and the clutch mechanism is in the engaged state. The power input by the input shaft 2 is transmitted to the output shaft 3 through the clutch mechanism and the output transmission sleeve 7 in turn. Figure 5 , this is the high gear.

[0047] When the transmission shifts from high gear to low gear, the inner wheel 13 changes its rotation direction and drives the annular inner ring 9 to change its rotation direction, and the short buffer pad can play an effective buffering role.

[0048] When the transmission shifts from low gear to high gear, the inner wheel 13 drives the annular inner ring 9 to rotate synchronously. When the clutch mechanism is engaged, the long buffer pad between the annular inner ring 9 and the inner wheel 13 plays an effective buffering role to avoid gear shifting shock.

[0049] Example 2:

[0050] See Figure 1 、 Figure 2 and Figure 7 An electric drive assembly includes a drive motor 24 and an impact-free two-speed transmission with a reverse anti-lock structure of Example 1. The motor shaft 24b of the drive motor 24 rotates synchronously with the input shaft 2, forming a complete electric drive system.

[0051] 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.

[0052] 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 .

[0053] 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 shockless two-speed transmission with a reverse anti-lock mechanism, 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, wherein one end of the output shaft proximate the input shaft is connected to an output transmission sleeve for synchronous rotation therewith, wherein an overrunning clutch is interference-pressed between the output transmission sleeve and the low-speed transmission sleeve, and wherein a clutch mechanism is disposed between the input shaft and the output transmission sleeve, wherein the clutch mechanism comprises an inner ring sleeved and synchronously rotated on the input shaft, and wherein the clutch mechanism comprises: An annular inner ring is sleeved on the inner wheel, and inner wheel buffer teeth are uniformly distributed along the circumference and extend radially outward on the outer circumferential surface of the inner wheel, and inner ring buffer teeth are uniformly distributed along the circumference and extend radially inward on the inner circumferential surface of the annular inner ring. The inner ring buffer teeth and the inner wheel buffer teeth are alternately distributed in the circumferential direction, and a buffer pad is provided between each adjacent inner ring buffer tooth and inner wheel buffer tooth; The outer edge of the annular inner ring is recessed to form roller grooves evenly distributed along the circumferential direction. One end of each roller groove is an extrusion section whose depth gradually decreases towards the end. A friction roller capable of moving along the roller groove is provided in each roller groove. A first elastic ring accommodating groove is provided on the outer circumferential surface of the annular inner ring, and an elastic ring is embedded in the first elastic ring accommodating groove. A second elastic ring accommodating groove adapted to the elastic ring is provided on the inner wall of the output transmission sleeve. When the input shaft rotates in one direction, the overrunning clutch is in the engaged state, and the inner wheel drives the annular inner ring to rotate synchronously, 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, and the gear is in low speed gear at this time; When the input shaft rotates in the other direction, the overrunning clutch is in the overrunning state, and the inner wheel drives the annular inner ring to rotate synchronously, so that the centrifugal force generated by the friction roller is 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 groove of the extrusion section. The clutch mechanism is in the engaged state, and 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 impact-free two-speed transmission with reverse anti-lock mechanism according to claim 1, characterized in that: Each roller chute includes a small chute section, a large chute section, and the extrusion section, which are connected in sequence. The small chute section gradually extends from the end of the large chute section away from the extrusion section toward the center of the annular inner ring. The outer sides of the large chute section and the extrusion section are open structures. The outer sides of the small chute section have a retaining wall. A push roller capable of moving along the small chute section is installed in each small chute section. The friction roller in each roller chute can move along the large chute section and the extrusion section. When the transmission is in low gear, the input shaft drives the inner wheel, and the inner wheel drives the annular inner ring to rotate synchronously, 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 drives the annular inner ring to rotate synchronously, 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 groove of the extrusion section under the push of the centrifugal force and the push roller, and the clutch mechanism is in an engaged state.

3. The impact-free two-speed transmission with reverse anti-lock mechanism according to claim 2, characterized in that: Arc chamfers are provided at the junctions of the small chute section, the large chute section and the extrusion section, as well as between the groove bottoms and groove walls of the small chute section and the extrusion section.

4. The impact-free two-speed transmission with reverse anti-lock mechanism according to claim 1, characterized in that: Each buffer pad is composed of a long buffer pad and a short buffer pad that are alternately arranged circumferentially. The circumferential length of the long buffer pad is greater than the circumferential length of the short buffer pad. The long buffer pad is located on the side where the adjacent inner wheel buffer teeth are in the rotation direction of the transmission high-speed gear, and the short buffer pad is located on the side where the adjacent inner wheel buffer teeth are in the rotation direction of the transmission low-speed gear.

5. The impact-free two-speed transmission with reverse anti-lock mechanism according to claim 1, characterized in that: Annular roller retaining rings are respectively provided on both sides of the roller chute, and the middle part of the annular inner ring has an annular boss protruding to both sides, and the annular boss is located between the roller chute and the inner ring buffer tooth. The first bearings are respectively fitted with interference fit between the annular bosses and the output transmission sleeve on both sides, and the roller retaining rings on both sides are respectively located between the roller chute and the first bearing on the corresponding side.

6. The impact-free two-speed transmission with reverse anti-lock mechanism according to claim 5, characterized in that: Annular buffer pad retaining rings are respectively provided on both sides of the inner ring buffer teeth and the inner core wheel buffer teeth. The two buffer pad retaining rings clamp the inner core wheel and the annular inner ring and are both clamped between the annular boss and the inner core wheel. A second clamping ring is respectively provided on the side away from each other of the two buffer pad retaining rings. The two second clamping rings are both embedded in the corresponding clamping grooves on the outer peripheral surface of the inner core wheel.

7. The impact-free two-speed transmission with reverse anti-lock mechanism 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.

8. The impact-free two-speed transmission with reverse anti-lock mechanism 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.

9. The impact-free two-speed transmission with reverse anti-lock mechanism according to claim 8, 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.

10. An electric drive assembly, characterized in that: It comprises a drive motor and an impact-free two-speed transmission with a reverse anti-lock structure according to any one of claims 1 to 9, 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.

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