Clutch mechanism, actuator and vehicle

Abstract

The utility model provides a kind of clutch mechanism, executor and vehicle, clutch mechanism includes: first gear, second gear, first transmission part, second transmission part and one-way transmission part;Second gear and first transmission part are connected, first transmission part and first gear are connected, first transmission part can rotate along first direction or second direction, second transmission part and first gear are connected, second transmission part and one-way transmission part are connected, one-way transmission part and the axle hole of second gear are connected, one-way transmission part can rotate along second direction.Due to one-way transmission part only rotates along second direction, in first direction cannot rotate.Such when first transmission part rotates along first direction or second direction, by one-way transmission part and the axle hole fixed connection of second gear, so that clutch mechanism can output different torque in positive rotation and reverse rotation process, realize two different torques with a clutch mechanism, realize mechanical structure simplification, save cost.

Description

Technical Field

[0001] This application belongs to the field of transmission technology, specifically relating to a clutch mechanism, actuator, and vehicle. Background Technology

[0002] Electronic actuators play a crucial role in precise power transmission and control, and their performance directly affects the operating efficiency of equipment. Some actuators incorporate a clutch structure, and the clutch gear structure, as a core component for regulating power switching and transmission, is designed in various types to meet the different load requirements and speed requirements of different scenarios.

[0003] In most electronic actuators currently on the market, the clutch gear structure maintains a relatively consistent output torque during forward and reverse rotation. However, in practical applications, many scenarios require a clear difference in torque between forward and reverse rotation. If the clutch can only achieve the same torque in both directions, its durability will be insufficient. After repeated use, the clutch will experience severe wear, performance degradation, or failure, and abnormal noises may also occur. Utility Model Content

[0004] In view of the above problems, this utility model proposes a clutch mechanism, actuator and vehicle to solve the problem that the clutch mechanism cannot achieve different forward and reverse torques.

[0005] To solve the above-mentioned technical problems, this utility model is implemented as follows:

[0006] In a first aspect, embodiments of this application provide a clutch mechanism, which includes: a first gear, a second gear, a first transmission member, a second transmission member, and a one-way transmission member;

[0007] The second gear is connected to the first transmission member, the first transmission member is connected to the first gear, the first transmission member is capable of rotating in a first direction or a second direction, the second transmission member is connected to the first gear, the second transmission member is connected to the one-way transmission member, the one-way transmission member is connected to the shaft hole of the second gear, and the one-way transmission member is capable of rotating in a second direction.

[0008] Optionally, the clutch mechanism further includes a drive shaft, with the first gear sleeved on the drive shaft, and the drive shaft and the first gear fixedly connected.

[0009] Optionally, the one-way transmission component is a one-way bearing or a ratchet structure.

[0010] Optionally, the first transmission component is interference-fitted with the first gear.

[0011] Optionally, the second transmission member is interference-fitted with the unidirectional transmission member.

[0012] Optionally, the inner wall of the shaft hole of the second gear is provided with a first protrusion, the first transmission component is an annular spring sheet, the first transmission component is provided with a first notch, and the first protrusion and the first notch are engaged.

[0013] Optionally, the first transmission component includes a mounting hole, the inner wall of which is provided with an internal spline, and the first gear includes a first engagement portion and a second engagement portion, which are fixedly connected, and the diameter of the first engagement portion is larger than the diameter of the second engagement portion.

[0014] The second joint is provided with an external spline, and the first transmission component is sleeved on the second joint, with the internal spline engaging with the external spline.

[0015] Optionally, the second joint is provided with a second protrusion, the second transmission member is an annular spring, the second transmission member is provided with a second notch, and the second protrusion and the second notch are engaged.

[0016] Secondly, embodiments of this application provide an actuator, which includes: a motor, a worm gear, a worm wheel, and a gear transmission mechanism;

[0017] The output shaft of the motor is fixedly connected to the worm gear, the worm gear meshes with the worm wheel, and the worm wheel meshes with the gear transmission mechanism;

[0018] The gear transmission mechanism includes any of the aforementioned clutch mechanisms.

[0019] Thirdly, embodiments of this application provide a vehicle that includes any of the clutch mechanisms or actuators described above.

[0020] In this embodiment, the one-way transmission component rotates only in the second direction and cannot rotate in the first direction. Thus, when the first transmission component rotates in either the first or second direction, it is fixedly connected to the shaft hole of the second gear via the one-way transmission component. This allows the clutch mechanism to output different torques during forward and reverse rotation, achieving two different torques with a single clutch mechanism. This simplifies the mechanical structure, reduces component failures, and saves costs. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0022] Figure 1 This is an exploded schematic diagram of a clutch mechanism provided in an embodiment of this application;

[0023] Figure 2 This is a cross-sectional view of a clutch mechanism provided in an embodiment of this application;

[0024] Figure 3 This is a schematic diagram of the engagement of the first transmission component and the second gear in the clutch mechanism provided in the embodiments of this application;

[0025] Figure 4 This is a schematic diagram of the engagement of the second transmission component, the one-way transmission component, and the first gear in the clutch mechanism provided in the embodiments of this application;

[0026] Figure 5 This is a schematic diagram of an actuator provided in an embodiment of this application.

[0027] Figure label:

[0028] 10. First gear; 101. First joint; 102. Second joint; 1021. Second protrusion; 20. Second gear; 201. First protrusion; 30. First transmission component; 301. First notch; 40. Second transmission component; 401. Second notch; 50. One-way transmission component; 60. Transmission shaft; 70. Motor; 80. Worm; 90. Worm wheel. Detailed Implementation

[0029] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0030] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0031] It should be understood that the phrase "some embodiments" throughout the specification means that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, "some embodiments" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0032] The clutch mechanism, actuator, and vehicle provided in this application are described in detail below through specific embodiments.

[0033] This application provides a clutch mechanism, referencing... Figure 1 and Figure 2 The clutch mechanism includes: a first gear 10, a second gear 20, a first transmission member 30, a second transmission member 40, and a one-way transmission member 50; the second gear 20 is connected to the first transmission member 30, the first transmission member 30 is connected to the first gear 10, the first transmission member 30 is capable of rotating in a first direction or a second direction, the second transmission member 40 is connected to the first gear 10, the second transmission member 40 is connected to the one-way transmission member 50, the one-way transmission member 50 is connected to the shaft hole of the second gear 20, and the one-way transmission member 50 is capable of rotating in a second direction.

[0034] The first gear 10 is an external gear, which is connected to the first transmission member 30 and the second transmission member 40 respectively. It serves as the central gear for power transmission: it receives power from the first transmission member 30 and transmits power to the second transmission member 40.

[0035] The second gear 20 is an external gear with a shaft hole, connected to the first transmission component 30, and its shaft hole is connected to the one-way transmission component 50. As the final power output end, it receives power directly through the first transmission component 30 and receives power transmitted by the second transmission component 40 through the one-way transmission component 50, ultimately outputting torque to the outside.

[0036] The first transmission component 30 is a rigid transmission structure, with one end connected to the second gear 20 and the other end connected to the first gear 10. When the first transmission component 30 rotates in the first direction or the second direction, it can directly drive the first gear 10 and the second gear 20 to rotate synchronously, transmitting the basic torque.

[0037] The second transmission component 40 is also a rigid transmission structure, with one end connected to the first gear 10 and the other end connected to the one-way transmission component 50. The second transmission component 40 transmits the rotation of the first gear 10 to the one-way transmission component 50, and the power transmission is limited by the direction of rotation of the one-way transmission component 50.

[0038] The one-way transmission component 50 has a one-way locking structure, with one end connected to the second transmission component 40 and the other end connected to the shaft hole of the second gear 20. The one-way transmission component 50 is only allowed to rotate in the second direction and will be locked in the first direction, directly determining whether the power of the second transmission component 40 can be transmitted to the second gear 20.

[0039] Since the one-way transmission component 50 is a one-way locking structure, different torques will be generated when the clutch mechanism rotates in the first direction and in the second direction.

[0040] In one embodiment, the connections between the second gear 20 and the first transmission member 30, the first transmission member 30 and the first gear 10, the second transmission member 40 and the first gear 10, the second transmission member 40 and the one-way transmission member 50, and the shaft holes of the one-way transmission member 50 and the second gear 20 are all fixed connections.

[0041] When the clutch mechanism rotates in the first direction, the first gear 10 rotates clockwise, and the power transmission is dominated by a single path. The motion and torque transmission processes of each component are as follows:

[0042] External power drives the first gear 10 to rotate. Since the first transmission component 30 is fixedly connected to the first gear 10, it rotates along with the first gear 10. The first transmission component 30 is also fixedly connected to the second gear 20. The rotation of the first gear 10 directly drives the second gear 20 to rotate synchronously in the first direction. At this time, the basic torque T1 transmitted by the first transmission component 30 directly acts on the second gear 20, becoming the initial power output source. Simultaneously, the second transmission component 40 rotates along the first direction with the first gear 10. Since the second transmission component 40 is fixed to the first gear 10, it rotates synchronously with the first gear 10 in the first direction and attempts to transmit this rotation to the fixed one-way transmission component 50. However, the one-way transmission component 50 is only allowed to rotate in the second direction. When the second transmission component 40 drives it to rotate in the first direction, the one-way transmission component 50 immediately triggers a locking mechanism, preventing further rotation and thus cutting off the indirect transmission path between the second transmission component 40, the one-way transmission component 50, and the second gear 20. Ultimately, the second gear 20 can only receive torque T1 from the first transmission member 30, that is, Tpositive = T1.

[0043] When the clutch mechanism rotates in the second direction, the first gear 10 reverses direction, and the power transmission changes to a dual-path mode. The motion and torque transmission of each component are as follows:

[0044] First, external power drives the first gear 10 to rotate, and the first transmission component 30 rotates along with the first gear 10; the basic torque T1 is still transmitted to the second gear 20 through this direct path. The second transmission component 40 rotates along the second direction with the first gear 10. At this time, the rotation direction transmitted to the one-way transmission component 50 is exactly the same as the allowed rotation direction of the one-way transmission component 50, and the one-way transmission component 50 will smoothly follow the second transmission component 40 to rotate in the second direction. Since the one-way transmission component 50 is fixedly connected to the shaft hole of the second gear 20, the one-way transmission component 50 will superimpose the auxiliary torque T2 transmitted by the second transmission component 40 onto the second gear 20. At this time, the second gear 20 simultaneously receives the torque T1 from the first transmission component 30 and the torque T2 from the one-way transmission component 50, and the two torques are in the same direction. The final output torque is the superposition value of T1 and T2, that is, Tanti = T1 + T2. Throughout the process, the two transmission paths do not interfere with each other and exert force synchronously, effectively enhancing the torque during reverse rotation, which is distinctly different from the single-path torque output during forward rotation.

[0045] Because of the one-way transmission component 50, the clutch mechanism can distribute torque as needed. It outputs small torque during forward rotation to avoid excessive compression of transmission components, and large torque during reverse rotation to prevent slippage and wear due to insufficient torque. Furthermore, the locking and transmission functions of the one-way transmission component 50 are stable, with no additional sliding friction, reducing the wear problems of traditional clutch friction plates. It maintains stable performance even after multiple runs, reducing the risk of failure. In addition, the locking of the one-way transmission component 50 is rigid, with no additional clearance or looseness during transmission, preventing abnormal noise caused by component vibration.

[0046] Optionally, refer to Figure 1 and Figure 2 The clutch mechanism also includes a drive shaft 60, and a first gear 10 is sleeved on the drive shaft 60. The drive shaft 60 and the first gear 10 are fixedly connected.

[0047] In some embodiments, based on the aforementioned clutch mechanism, the clutch mechanism further includes a drive shaft 60, and a first gear 10 is sleeved on the drive shaft 60, which can force the first gear 10 and the drive shaft 60 to maintain a strict coaxial rotation relationship.

[0048] External power can be directly connected to the drive shaft 60. The rotation of the drive shaft 60 drives the first gear 10, which is fixed to it, to rotate synchronously. This avoids the uneven local force that may occur when power is directly applied to the first gear 10, making torque transmission smoother. For example, when the motor drives the drive shaft 60 to rotate, the torque will be evenly transmitted to the first gear 10 through the drive shaft 60, and then synchronously transmitted to the first transmission component 30 and the second transmission component 40 respectively. This ensures that the power source of the two transmission paths is stable and consistent, reducing torque transmission deviation caused by fluctuations in power input.

[0049] The presence of the drive shaft 60 is equivalent to providing rigid support for the first gear 10, restricting the first gear 10 to rotate only along the axis of the drive shaft 60, and avoiding radial offset; at the same time, when the first transmission component 30 and the second transmission component 40 rotate around the first gear 10, they can also maintain coaxiality with the drive shaft 60, reduce frictional losses between components, and further extend the overall durability of the clutch mechanism.

[0050] Optionally, the one-way transmission element 50 is a one-way bearing or a ratchet structure.

[0051] In some embodiments, the one-way transmission component 50 adopts a one-way bearing. The one-way bearing achieves power transmission through rolling contact between the roller / wedge and the inner and outer rings, rather than rigid collision. When the clutch mechanism rotates at high speed in the second direction, it can avoid the impact noise caused by "rigid meshing". At the same time, the coefficient of friction of rolling friction is much lower than that of sliding friction, which can greatly reduce the wear of the one-way transmission component 50 itself and extend the overall durability of the clutch mechanism.

[0052] In some embodiments, the one-way transmission component 50 adopts a ratchet structure. The ratchet structure achieves locking through the rigid engagement of the pawl and ratchet teeth. The large contact area of ​​the meshing surface and high shear strength allow it to firmly lock the second gear 20 even when the clutch mechanism is subjected to a large reverse load in the first direction, preventing "reverse slippage" caused by locking failure and ensuring stable torque output during forward rotation without torque fluctuations caused by load feedback. The ratchet structure consists of simple components such as pawls, ratchet teeth, and a return spring, resulting in low manufacturing costs and a simple assembly process, making it suitable for mass production. Furthermore, easily worn components such as pawls and ratchet teeth are easy to replace individually without requiring complete disassembly of the clutch mechanism, leading to lower maintenance costs in the later stages.

[0053] Both one-way bearings and ratchet structures can achieve the goal of allowing power to be transmitted only in a preset direction and forcibly locking in the opposite direction. When the clutch mechanism rotates in the first direction, the one-way bearing or ratchet structure will immediately trigger the locking mechanism, completely cutting off the transmission of the reverse force generated when the second transmission component 40 rotates with the first gear 10 to the second gear 20, ensuring that the forward output torque is only T1 transmitted by the first transmission component 30. When the clutch mechanism rotates in the second direction, the one-way bearing or ratchet structure will release the locking state, allowing the power of the second transmission component 40 to be smoothly transmitted to the shaft hole of the second gear 20. At this time, the one-way transmission component 50 is equivalent to a rigid connecting component, which adds the auxiliary torque T2 of the second transmission component 40 to the basic torque T1 transmitted by the first transmission component 30 without loss, ensuring that the design value of reverse output torque Treverse = T1 + T2 is accurately implemented, meeting the scenario's requirement for large reverse torque.

[0054] Optionally, the first transmission component 30 is interference-fitted with the first gear 10.

[0055] In some embodiments, the first transmission member 30 and the first gear 10 are interference-fitted. The interference fit generates a strong static friction force through the normal pressure between the mating surfaces. This static friction force can effectively resist the relative sliding tendency between the first transmission member 30 and the first gear 10, thereby greatly improving their torque transmission capability.

[0056] When the first transmission component 30 rotates in the second direction, power is transmitted to the second gear 20 simultaneously through two paths: one is that the first transmission component 30 sequentially drives the first gear 10, the second transmission component 40, and the one-way transmission component 50, ultimately driving the second gear 20; the other is that the first transmission component 30 directly drives the second gear 20, which is fixedly connected to it. The two paths work together to ensure efficient power output in the second direction. However, when the first transmission component 30 rotates in the first direction, the one-way transmission component 50 restricts rotation in the first direction, blocking the transmission path formed by the first gear 10, the second transmission component 40, and the one-way transmission component 50. At this time, power can only be transmitted directly to the second gear 20 through the first transmission component 30, achieving one-way power transmission in the first direction.

[0057] The first transmission component 30 and the first gear 10 are fitted with an interference fit. The mating surface will generate frictional force formed by radial pressure. When the resistance torque generated by the external load exceeds the torque threshold corresponding to the frictional force, the mating surface will engage and disengage, cutting off the power transmission of the corresponding path and preventing the component from being damaged due to overload.

[0058] This connection method allows the rotational torque of the first transmission component 30 to be transmitted simultaneously and completely to the first gear 10, avoiding power lag caused by backlash. For example, when an external power drives the first transmission component 30 to rotate in the first or second direction, the first gear 10 will rotate synchronously, preventing situations where the first transmission component 30 has already rotated but the first gear 10 has delayed response or slips. This reduces impact collisions between mating surfaces, lowers the probability of abnormal noise, avoids a decrease in fitting accuracy due to backlash wear, and extends the service life of the components.

[0059] Optionally, the second transmission component 40 is interference-fitted with the one-way transmission component 50.

[0060] In some embodiments, the second transmission member 40 and the one-way transmission member 50 are interference-fitted, with the outer diameter of the second transmission member 40 being slightly larger than the inner diameter of the one-way transmission member 50. When the clutch mechanism rotates in the second direction, the interference fit allows the rotational torque of the second transmission member 40 to be transmitted to the one-way transmission member 50 instantaneously and without loss. Since there is no gap on the mating surface, there will be no power lag due to the second transmission member 40 rotating while the one-way transmission member 50 responds late, ensuring that the auxiliary torque T2 can be smoothly transmitted to the second gear 20 and accurately superimposed with the basic torque T1, ensuring the stability of the large torque output during reverse rotation. When the clutch mechanism rotates in the first direction, the high-strength connection of the interference fit can prevent relative sliding between the second transmission member 40 and the one-way transmission member 50 when the second transmission member 40 rotates with the first gear 10, ensuring that the one-way transmission member 50 can stably trigger the locking mechanism to prevent locking failure caused by the mating gap and avoid additional torque interference during forward rotation.

[0061] Since the second transmission component 40 and the one-way transmission component 50 adopt an interference fit, the mating surface will generate frictional force formed by radial pressure. When the resistance torque generated by the external load exceeds the torque threshold corresponding to the frictional force, the mating surface will engage and disengage, cutting off the power transmission of the corresponding path and preventing the component from being damaged due to overload.

[0062] Meanwhile, the interference fit eliminates the need for additional connecting parts, reducing the number of parts and assembly steps. This simplifies the structural design, lowers manufacturing costs, and avoids transmission failures caused by loose or worn additional connecting parts, thus reducing the frequency of later maintenance.

[0063] Optionally, refer to Figure 1 , Figure 2 and Figure 3 The inner wall of the shaft hole of the second gear 20 is provided with a first protrusion 201, the first transmission component 30 is an annular spring sheet, the first transmission component 30 is provided with a first notch 301, and the first protrusion 201 and the first notch 301 are engaged.

[0064] In some embodiments, the first transmission member 30 is an annular spring sheet, and the first transmission member 30 is provided with a first notch 301, which is engaged and fixed by the first notch 301 and the first protrusion 201 on the inner wall of the shaft hole of the second gear 20.

[0065] After the first protrusion 201 is embedded in the first notch 301, it directly blocks the relative sliding between the first transmission member 30 and the second gear 20 in the rotation direction. Regardless of the magnitude of the input torque of the first gear 10, the torque can be transmitted without loss through the path from the first gear 10 to the first transmission member 30, from the first transmission member 30 to the first protrusion 201, and then from the first protrusion 201 to the second gear 20. This avoids the slippage and torque loss of traditional clearance fits or the vibration and loosening of bolted connections. When the first protrusion 201 engages with the first notch 301, if the second gear 20 and the first transmission component 30 have a slight coaxiality deviation due to machining accuracy deviation, or if the clutch mechanism generates instantaneous radial displacement due to vibration during operation, the annular spring can absorb the deviation through slight elastic deformation. At the same time, the engagement of the first protrusion 201 and the first notch 301 can form a circumferential rigid limit, ensuring that when the first transmission component 30 rotates along the first or second direction, the torque can be directly transmitted to the second gear 20 through the engagement surface without slippage or power loss. This satisfies the stable output of the basic torque T1 during forward rotation and provides a reliable transmission basis for torque superposition during reverse rotation.

[0066] The first transmission component 30 is an annular spring. If the size of the first protrusion 201 is slightly larger or the first notch 301 is slightly smaller, the annular spring can achieve an interference fit through slight deformation of its own elasticity. If there is a slight negative deviation in size, such as the first protrusion 201 being slightly smaller or the first notch 301 being slightly larger, the elastic rebound force of the spring can make the inner wall of the notch tightly adhere to the protrusion, eliminating the gap. Compared with rigid components, which cannot be installed or become loose after installation if the size is slightly off, the elastic tolerance of the spring greatly reduces the manufacturing tolerance requirements, reduces the scrap rate, and lowers the production cost.

[0067] Optionally, refer to Figure 1 The first transmission component 30 includes a mounting hole, the inner wall of which is provided with an internal spline. The first gear 10 includes a first engagement portion 101 and a second engagement portion 102, which are fixedly connected. The diameter of the first engagement portion 101 is larger than the diameter of the second engagement portion 102. The second engagement portion 102 is provided with an external spline, and the first transmission component 30 is sleeved on the second engagement portion 102, with the internal spline meshing with the external spline.

[0068] In some embodiments, the inner wall of the mounting hole of the first transmission member 30 is provided with an internal spline, and the second engagement portion 102d on the first gear 10 is provided with an external spline. The first transmission member 30 is sleeved on the second engagement portion 102d, and the internal spline meshes with the external spline.

[0069] Since the diameter of the first joint 101 is larger than that of the second joint 102, when the first transmission member 30 is fitted onto the second joint 102, its end face will fit tightly against the stepped surface of the first joint 101, forming an axial limit. This design can strictly limit the movement of the first transmission member 30 along the axis of the transmission shaft 60, avoid the meshing position of the first transmission member 30 and the first gear 10 shifting due to vibration during the operation of the clutch mechanism, and thus prevent unilateral wear or local overload on the spline tooth surface, extending the service life of the spline meshing structure.

[0070] The internal and external splines mesh through multiple evenly distributed tooth surfaces. When the first gear 10 transmits power to the first transmission component 30, the torque is shared by all tooth surfaces, avoiding the problem of single-point stress and easy breakage in single-key connections. Even under heavy-load conditions with superimposed reverse torque, the spline tooth surfaces can distribute the load evenly, reducing the shear stress on individual tooth surfaces, effectively preventing tooth surface deformation or breakage, significantly improving the torque carrying capacity of the clutch mechanism, and adapting to high-load transmission scenarios.

[0071] The spline meshing has extremely small tooth backlash, which can strictly limit the circumferential relative rotation between the first transmission component 30 and the first gear 10, avoiding the problems of power lag or instantaneous slippage in traditional clearance fits. When the clutch mechanism switches between forward and reverse rotation, the torque can be transmitted instantaneously through the spline meshing without additional backlash loss, ensuring that the actual values ​​of the forward and reverse output torques are highly consistent with the design values.

[0072] Optionally, refer to Figure 1 , Figure 2 and Figure 4 The second joint 102 is provided with a second protrusion 1021, the second transmission member 40 is an annular spring sheet, the second transmission member 40 is provided with a second notch 401, and the second protrusion 1021 and the second notch 401 are engaged.

[0073] In some embodiments, the second transmission member 40 is an annular spring sheet, the second transmission member 40 is provided with a second notch 401, the second connecting part 102 is provided with a second protrusion 1021, and the second protrusion 1021 and the second notch 401 are engaged.

[0074] Because the annular spring has a slight elastic deformation capability, when the second protrusion 1021 engages with the second notch 401, if the second joint 102 and the second transmission component 40 have a slight coaxiality deviation due to machining accuracy deviation, or if the clutch mechanism generates instantaneous radial vibration due to load fluctuation during operation, the annular spring can absorb the deviation through elastic deformation. At the same time, the circumferential engagement of the second protrusion 1021 and the second notch 401 can form a rigid limit, ensuring that when the first gear 10 rotates, the torque can be directly transmitted to the second transmission component 40 through the engagement surface without slippage or power loss. This ensures that T2 is accurately superimposed on the base torque T1 during reverse rotation, avoiding insufficient reverse torque due to power transmission interruption.

[0075] Furthermore, the elastic properties of the annular spring simplify the assembly process: during installation, the elastic expansion or contraction of the spring can be used to quickly fit the second transmission component 40 onto the second joint 102, so that the second notch 401 and the second protrusion 1021 automatically align and engage, eliminating the need for high-precision alignment tools or press-fitting equipment. Compared with interference fits and bolt connections, it is easier to operate, significantly improving the assembly efficiency of mass production and reducing labor costs. On the other hand, the detachability optimizes the maintenance experience: if the second transmission component 40 or the first gear 10 needs to be replaced later, only a slight deformation of the annular spring through external force is needed to release the engagement between the second protrusion 1021 and the second notch 401, achieving non-destructive separation of components without damaging the original structure, reducing maintenance time and costs.

[0076] This application also provides an actuator, as described in the embodiments of this application. Figure 5 The actuator includes a motor 70, a worm 80, a worm wheel 90, and a gear transmission mechanism; the output shaft of the motor 70 and the worm 80 are fixedly connected, the worm 80 meshes with the worm wheel 90, and the worm wheel 90 meshes with the gear transmission mechanism; wherein, the gear transmission mechanism is provided with any of the above-mentioned clutch mechanisms.

[0077] Motor 70 is the power source for the entire actuator, converting electrical energy into mechanical energy via its output shaft. Worm 80 is a helical transmission component fixedly connected to the output shaft of motor 70. Its helical teeth mesh with the teeth of worm wheel 90, converting the high-speed, low-torque motion output by the motor into low-speed motion and simultaneously changing the direction of power transmission. Worm wheel 90 is a gear meshing with worm 80. Through meshing with the worm, it further adjusts the power parameters and transmits power to the subsequent gear transmission mechanism. The gear transmission mechanism is a multi-stage gear combination that includes the aforementioned clutch mechanism.

[0078] When the aforementioned clutch mechanism is applied to the actuator provided in the embodiments of this application, during the operation of the actuator, the motor provides initial power, which is transmitted through the high reduction ratio of the worm and worm wheel to reduce the speed and amplify the torque. At the same time, the self-locking property of the worm wheel and worm prevents load backlash. The clutch mechanism in the gear transmission mechanism, on this basis, achieves differentiated torque output during forward and reverse rotation through the directional control of the unidirectional transmission component and the precise cooperation of multiple components, thereby improving transmission efficiency, operational stability and durability.

[0079] This application also provides a vehicle that includes the aforementioned actuator.

[0080] Applying the aforementioned actuators to vehicles can provide precise and reliable power control for the operation of critical vehicle systems. Taking a car's charging door as an example, it can make it easier to push and close, requiring less effort and improving the user's perception level; it can also increase the door's holding force when it is closed, making it harder to open and improving its safety; using a single clutch mechanism to achieve two different torques can also simplify the mechanical structure, reduce component failures, and save costs.

[0081] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0082] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A clutch mechanism, characterized in that, The clutch mechanism includes: a first gear (10), a second gear (20), a first transmission component (30), a second transmission component (40), and a one-way transmission component (50); The second gear (20) is connected to the first transmission member (30), the first transmission member (30) is connected to the first gear (10), the first transmission member (30) is capable of rotating in a first direction or a second direction, the second transmission member (40) is connected to the first gear (10), the second transmission member (40) is connected to the one-way transmission member (50), the one-way transmission member (50) is connected to the shaft hole of the second gear (20), and the one-way transmission member (50) is capable of rotating in a second direction.

2. The clutch mechanism according to claim 1, characterized in that, The clutch mechanism also includes a drive shaft (60), and the first gear (10) is sleeved on the drive shaft (60). The drive shaft (60) and the first gear (10) are fixedly connected.

3. The clutch mechanism according to claim 1, characterized in that, The one-way transmission component (50) is a one-way bearing or ratchet structure.

4. The clutch mechanism according to claim 1, characterized in that, The first transmission component (30) is interference-fitted with the first gear (10).

5. The clutch mechanism according to claim 1, characterized in that, The second transmission component (40) is interference-fitted with the one-way transmission component (50).

6. The clutch mechanism according to claim 1, characterized in that, The inner wall of the shaft hole of the second gear (20) is provided with a first protrusion (201), the first transmission member (30) is an annular spring, the first transmission member (30) is provided with a first notch (301), and the first protrusion (201) and the first notch (301) are engaged.

7. The clutch mechanism according to any one of claims 1-6, characterized in that, The first transmission component (30) includes a mounting hole, the inner wall of which is provided with an internal spline. The first gear (10) includes a first connecting part (101) and a second connecting part (102). The first connecting part (101) and the second connecting part (102) are fixedly connected. The diameter of the first connecting part (101) is larger than the diameter of the second connecting part (102). The second connecting part (102) is provided with an external spline, and the first transmission member (30) is sleeved on the second connecting part (102), and the internal spline engages with the external spline.

8. The clutch mechanism according to claim 7, characterized in that, The second connecting part (102) is provided with a second protrusion (1021), the second transmission member (40) is an annular spring, the second transmission member (40) is provided with a second notch (401), and the second protrusion (1021) and the second notch (401) are engaged.

9. An actuator, characterized in that, The actuator includes: a motor (70), a worm (80), a worm wheel (90), and a gear transmission mechanism; The output shaft of the motor (70) is fixedly connected to the worm (80), the worm (80) meshes with the worm wheel (90), and the worm wheel (90) meshes with the gear transmission mechanism; The gear transmission mechanism includes a clutch mechanism as described in any one of claims 1-8.

10. A vehicle, characterized in that, The vehicle includes the clutch mechanism as described in any one of claims 1-8 or the actuator as described in claim 9.

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