CN214304920U

CN214304920U - Intermediate shaft clutch mechanism

Info

Publication number: CN214304920U
Application number: CN202023292948.9U
Authority: CN
Inventors: 张宇荣
Original assignee: Wenling Huaxin Machinery Manufacturing Co ltd
Current assignee: Wenling Huaxin Machinery Manufacturing Co ltd
Priority date: 2020-12-31
Filing date: 2020-12-31
Publication date: 2021-09-28
Anticipated expiration: 2030-12-31

Abstract

The utility model discloses a jackshaft clutching mechanism belongs to vehicle drive train clutch technical field, it can be used to two four-wheel drive vehicles, realize two drives, the switching between the four-wheel drive mode, the dependable performance, the reaction is rapid, also can set up in the power transmission route between electric automobile driving motor and axletree, cut off the transmission between driving motor and the axletree when needs and be connected to avoid driving motor to cause spare part wearing and tearing and fuel consumption because of the rotational speed is too big or by the anti-dragging of axletree. This jackshaft clutching mechanism includes: the intermediate gear shaft is rotatably sleeved on the intermediate gear shaft and is used for being connected to a power input component, and the intermediate gear shaft is used for being connected to a target component for power transmission; a clutch, the engaged state of which causes torque to be transmitted from the intermediate gear to the intermediate gear shaft, and the disengaged state of which interrupts the transmission of torque; an actuating structure for actuating the clutch to engage or disengage; and a return spring.

Description

Intermediate shaft clutch mechanism

Technical Field

The utility model relates to a vehicle drive line clutch technical field, especially a jackshaft clutching mechanism that is used for among motor transmission or the gear box.

Background

On the one hand, with the rapid development of vehicle technology, two-wheel and four-wheel drive vehicles are more and more popularized, the driving modes can be selected according to the road conditions, better trafficability can be provided on snowfields, wet and slippery road sections or off-road, the difficulty-escaping capability is improved, the vehicles can normally run on the common road, and the oil consumption is saved. One of the key points in the development of the two-wheel drive and four-wheel drive vehicles is the switching mode and switching structure between the two-wheel drive mode and the four-wheel drive mode, and people continuously explore new structures and schemes to provide more possibilities for the further development of the two-wheel drive and four-wheel drive vehicles.

On the other hand, in recent years, in the face of energy crisis and environmental deterioration, there is an increasing demand for energy saving and environmental protection of automobiles, and therefore the development of electric automobiles has become a focus of research and development in the automobile industry. In the conventional electric vehicle, in order to simplify the structure and reduce the cost, a clutch device is not provided in a power transmission path between a driving motor of the electric vehicle and a wheel shaft, and the driving motor is always in transmission connection with the wheel shaft through a speed reducer, a differential gear and the like. For the electric automobile, when the vehicle runs down a slope and other working conditions, the rotating speed of the driving motor may exceed the maximum allowable rotating speed, which causes wear of parts (such as bearings) of a motor transmission system, shortens the service life, and when the motor reaches a certain rotating speed or above, the driving motor is difficult to provide driving force for the vehicle, and is dragged to consume energy, so that the vehicle efficiency is reduced and the fuel consumption is increased. For the electric four-wheel drive automobile, the mode of switching from four-wheel drive to two-wheel drive is to close the driving motor of one of the axles, and the rotation of the wheel axle of the electric four-wheel drive automobile with the structure is switched to two-wheel drive to drive the driving motor to rotate in turn, so that the abrasion of parts and the energy consumption are also increased.

Against this background, the present application contemplates a countershaft clutch mechanism that may be used in an automotive transmission or a reduction gearbox.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the technical problem that overcome above-mentioned problem, and provide a jackshaft clutching mechanism for in motor transmission case or gear reducer, can be used for two four-wheel drive vehicles as auto-change over device, realize two drives, the switching between the four-wheel drive mode, the dependable performance, the reaction is rapid, also can set up in the power transmission route between electric automobile driving motor and axletree as clutch, cut off the transmission between driving motor and the axletree and be connected when needing, thereby avoid driving motor to cause spare part wearing and tearing and fuel consumption because of the rotational speed is too high or by the anti-dragging of axletree.

The technical scheme of the utility model is that:

the intermediate shaft clutch mechanism comprises an intermediate gear shaft which is rotatably supported in a box seat and an intermediate gear which is rotatably sleeved on the intermediate gear shaft, wherein the intermediate gear is used for being connected to a power input component, and the intermediate gear shaft is used for being connected to a target component of power transmission, and is characterized in that: the clutch comprises a first clutch component and a second clutch component, the first clutch component is fixedly connected to the intermediate gear, and the second clutch component is circumferentially fixed and axially movably sleeved on the intermediate gear shaft and synchronously rotates along with the intermediate gear shaft; the combination of the first clutch component and the second clutch component causes the torque to be transmitted from the intermediate gear to the intermediate gear shaft, and the first clutch component and the second clutch component are disengaged, so that the torque transmission is interrupted; the actuating structure is used for actuating the second clutch component to be combined with or separated from the first clutch component; a return spring disposed at least indirectly between the second clutch member and the first clutch member, the return spring applying a force to the second clutch member tending to move it away from the first clutch member.

One solution of the clutch is: the first clutch component is a spline hub which is integrally formed on the intermediate gear and provided with an external spline, the second clutch component is provided with an axial groove used for accommodating a return spring, an internal spline which is matched with the external spline is formed on the circumferential surface of the groove, and the first clutch component and the second clutch component are combined through the engagement of the external spline and the internal spline.

The second scheme of the clutch is as follows: the first clutch component is a first end face gear ring formed on the end face of the intermediate gear, a second end face gear ring matched with the first end face gear ring is formed on the corresponding end face of the second clutch component, and the first clutch component and the second clutch component are combined through meshing of the first end face gear ring and the second end face gear ring.

As an optimization of the first scheme, a synchronizing ring is arranged between the first clutch component and the second clutch component, a transition external spline matched with the internal spline of the second clutch component is arranged on the synchronizing ring, and conical surfaces matched with each other are formed between the synchronizing ring and the first clutch component. The synchronous ring is arranged, so that the second clutch component and the first clutch component reach the same rotating speed and keep synchronous before being meshed, smooth meshing is guaranteed, and inter-tooth impact and noise are avoided.

Furthermore, the synchronizer ring is provided with an inner conical surface, one end of the first clutch component, which is far away from the intermediate gear, extends along the axis to form a ring body with an outer conical surface, the synchronizer ring is sleeved on the ring body, and the inner conical surface of the synchronizer ring is matched with the outer conical surface of the ring body.

One preferred version of the actuation structure is: the actuating structure comprises a clutch actuating assembly and a leading actuating assembly; the clutch actuating assembly is a relative rotation actuator and comprises a control ring and an actuating ring which are coaxial with the intermediate gear shaft, the actuating ring is fixedly connected with the second clutch component, the control ring is held in the box base in a manner of rotating relative to the intermediate gear shaft and the box base, and the control ring rotates relative to the actuating ring to cause the actuating ring to move axially so as to drive the second clutch component to move axially leftwards to be combined with the first clutch component; the pilot actuator assembly is an electromagnetic actuator assembly including a solenoid coil secured to the housing, energization of the solenoid coil drawing the control ring to cause rotation of the control ring relative to the actuator ring. The second clutch component is combined with the first clutch component through the two-stage transmission force application of the pilot actuating assembly and the clutch actuating assembly, so that larger thrust is obtained to overcome the acting force of the return spring with lower power consumption necessary for controlling the pilot actuating assembly, and the device is high in response speed and stable and reliable in performance.

Furthermore, the opposite end surfaces of the control ring and the actuating ring are respectively provided with at least two recesses and protrusions which are matched with each other in number, shape and position and are distributed along the circumference, the axial depth of the recesses is changed along the circumferential direction, and the rotation of the control ring relative to the actuating ring can lead the protrusions to move and climb along the circumferential direction of the recesses so as to drive the actuating ring to move axially.

A second solution of the actuation structure is: the actuating structure is an electromagnetic thrust assembly and comprises an electromagnet and an electromagnetic iron core capable of moving axially, the electromagnet is fixed with the box base, the electromagnetic iron core is at least indirectly connected to the second clutch component, and the electromagnet can be powered on to drive the second clutch component to move axially towards the first clutch component.

Furthermore, the electromagnet comprises an annular shell coaxial with the intermediate gear shaft, an electromagnetic coil arranged in the annular shell and an annular support sleeve arranged on the radial inner side of the annular shell, and an electromagnetic iron core is axially movably arranged between the annular shell and the annular support sleeve; and a thrust sleeve is further arranged between the annular support sleeve and the intermediate gear shaft, the thrust sleeve is held between the annular support sleeve and the intermediate gear shaft in a rotatable and axially movable mode relative to the annular support sleeve and the intermediate gear shaft, the part of the thrust sleeve, which is close to the second clutch component, extends radially outwards to form an annular flange part, one end, facing the second clutch component, of the electromagnetic iron core abuts against the flange part, when the electromagnetic coil is electrified, the electromagnetic iron core pushes the thrust sleeve to move axially together with the second clutch component, and a plane bearing allowing the thrust sleeve and the second clutch component to rotate relatively is arranged between the thrust sleeve and the second clutch component.

A third version of the actuation structure is: the actuating structure comprises a shifting fork and a shifting motor, the shifting fork is connected to the second clutch component, and the shifting fork is actuated by the shifting motor to swing back and forth around an axis so as to drive the second clutch component to move axially to be combined with or separated from the first clutch component.

The utility model has the advantages that: the intermediate shaft clutch mechanism is used in an automobile gearbox or a speed reducer, can be used as a switching device for two-wheel and four-wheel drive vehicles, realizes switching between two-wheel drive and four-wheel drive modes, and has reliable performance and quick response. The clutch device can also be used as a clutch device arranged in a power transmission path between a driving motor of the electric automobile and a wheel shaft, and the transmission connection between the driving motor and the wheel shaft is cut off under the working conditions of downhill and the like of the automobile, so that the abrasion of motor transmission system parts (such as a bearing) and the fuel consumption caused by overhigh rotating speed of the driving motor or the reverse dragging of the wheel shaft can be avoided, the service life of the motor transmission system parts is prolonged, and the energy consumption is reduced; and for the electric four-wheel drive automobile, the torque transmission between the driving motor and the wheel shaft can be cut off when the four-wheel drive is switched to the two-wheel drive, so that the abrasion of motor parts is reduced, the energy consumption is reduced, and the vehicle efficiency is improved.

Drawings

Fig. 1 is a schematic structural diagram of a first embodiment of the present invention.

Fig. 2 is a schematic structural diagram of a second embodiment of the present invention.

Fig. 3 is a schematic structural diagram of a third embodiment of the present invention.

Fig. 4 is a schematic structural diagram of a fourth embodiment of the present invention.

Fig. 5 is a schematic structural diagram of a fifth embodiment of the present invention.

Fig. 6 is a schematic structural diagram of a sixth embodiment of the present invention.

Detailed Description

The invention will now be further described with reference to the accompanying drawings and examples:

in the description of the present invention, it should be understood that the directions or positional relationships indicated by the terms "upper", "lower", "left", "right", "inner", "outer", and the like are based on the directions or positional relationships shown in the drawings, and are only for convenience of description of the present invention, and do not indicate or imply that the device or original document referred to must have a specific direction, and therefore, should not be construed as limiting the present invention.

Example one

Fig. 1 shows a schematic structural diagram of a first intermediate shaft clutch mechanism according to an embodiment of the present invention, which is suitable for an automobile transmission case or a reduction gear case, and is used to transmit or cut off a torque from a previous transmission mechanism to a next transmission mechanism, and can be used as a driving mode switching device for a two-wheel or four-wheel drive vehicle, and can also be used as a clutch device in a power transmission path between a driving motor of an electric vehicle and a wheel axle.

As shown in fig. 1, the intermediate shaft clutch mechanism includes an intermediate gear shaft 1 and an intermediate gear 2, the intermediate gear shaft 1 is used for being coupled to a target component of power transmission, specifically, the intermediate gear shaft 1 is provided with an integrally formed output gear 11, the output gear 11 is meshed with a gear of a next-stage transmission mechanism to realize coupling, and the intermediate gear 2 is used for being coupled to a power input component, specifically, meshed with a gear of a previous-stage transmission mechanism to realize coupling. Both ends of the intermediate gear shaft 1 are rotatably supported in a box base (not shown) through bearings, and the intermediate gear 2 is rotatably sleeved on the intermediate gear shaft 1 through a needle bearing 21. The intermediate gear 2 is axially fixed to the intermediate gear shaft 1, the right end of which in fig. 1 abuts against the left end of the output gear 11.

The intermediate shaft clutch mechanism also comprises a clutch, an actuating structure and a return spring 4.

Wherein the clutch is capable of achieving an engaged state in which the intermediate gear 2 rotates together with the intermediate gear shaft 1 and a disengaged state in which the intermediate gear 2 is disengaged from the intermediate gear shaft 1, and is capable of switching between the two states. The clutch comprises a first clutch component 31 and a second clutch component 32, wherein the first clutch component 31 is fixedly connected to the intermediate gear 2, and the second clutch component 32 is fixedly sleeved on the intermediate gear shaft 1 in the circumferential direction and axially movably and synchronously rotates along with the intermediate gear shaft 1. The engagement of the first clutch member 31 with the second clutch member 32 causes torque to be transmitted from the intermediate gear 2 to the intermediate gear shaft 1, the first clutch member 31 is disengaged from the second clutch member 32, and the transmission of torque is interrupted. As shown in fig. 1, in the present embodiment, the first clutch member 31 is a splined hub integrally formed on the left side of the intermediate gear 2, the splined hub being coaxial with the intermediate gear 2 and provided with external splines; the second clutch component 32 is in a disc shape, is positioned on the left side of the first clutch component 31, is connected with a circumferential fixed shaft through a spline, and is axially movably sleeved on the intermediate gear shaft 13, the second clutch component 32 is provided with an axial groove for accommodating the return spring 4, the groove faces the direction of the intermediate gear 2, and an inner spline matched with an outer spline of the first clutch component 31 is formed on the circumferential surface of the groove; the first clutch member 31 and the second clutch member 32 are coupled by engagement of external splines and internal splines.

The actuating structure is used for actuating the second clutch member 32 to be engaged with or disengaged from the first clutch member 31. In this embodiment, the actuation structure includes a clutching actuation assembly and a lead actuation assembly. The clutch actuating assembly is a relative rotation actuator, in this embodiment, a ramp type actuator, as shown in fig. 1, which includes a control ring 51 and an actuating ring 52 coaxial with the intermediate gear shaft 1, the actuating ring 52 is integrally formed on the left end surface of the second clutch member 32 to rotate together with the second clutch member 32, and the control ring 51 is located on the left side of the actuating ring 52 and is held in the case holder in a rotatable manner with respect to the intermediate gear shaft 1 and the case holder. The end surface of the control ring 51 facing the actuating ring 52 is provided with at least two recesses distributed along the circumference, the axial depth of the recesses changes along the circumferential direction, the corresponding end surface of the actuating ring 52 is provided with at least two protrusions, the number, shape and position of the recesses and the protrusions are matched with each other, under the condition of no influence of other external force, the recesses of the control ring 51 are tightly attached to the protrusions of the actuating ring 52, the control ring 51 rotates synchronously with the actuating ring 52, and the rotation of the control ring 51 relative to the actuating ring 52 can cause the protrusions to move and climb along the circumferential direction of the recesses so as to drive the actuating ring 52 to move axially leftwards, so as to drive the second clutch component 32 to move axially leftwards to be combined with the first clutch component 31. In the present embodiment, the number of the concave portions and the convex portions is 3 each. It is within the scope of the present invention to replace the ramp actuator with another type of relative rotation actuator, for example, a ball ramp brake (not shown) is used, which includes at least two balls in addition to the control ring and the actuating ring, at least two circumferentially distributed track grooves with the same number, shape and position are provided on the opposite end surfaces of the control ring and the actuating ring, the axial depth of the track grooves varies along the circumferential direction, each rolling member is clamped between one track groove of the control ring and one track groove of the actuating ring, and the control ring rotates relative to the actuating ring to drive the rolling members to move in the track grooves so as to cause the actuating ring to move axially. The leading actuating component is an electromagnetic actuating component and comprises a coil base 60 which is coaxial with the intermediate gear shaft 1 and a solenoid coil 6 which is arranged on the coil base 60, the solenoid coil 6 is fixed with a box base and is attached to the left side of the control ring 51, a plane bearing 67 which allows the control ring 51 and the coil base 60 to rotate relative to each other is arranged between the control ring 51 and the coil base 60, a lead wire extends into the box base and is electrically connected with the solenoid coil 6, and the control ring 51 can be attracted to rotate relative to the actuating ring 52 by electrifying the solenoid coil 6.

The return spring 4 is at least indirectly arranged between the second clutch part 32 and the first clutch part 31, the return spring 4 applies force to the second clutch part 32 to enable the second clutch part 32 to tend to be away from the first clutch part 31, in the embodiment, the return spring 4 is arranged in a groove of the second clutch part 32, one end of the return spring abuts against the bottom of the groove, the other end of the return spring abuts against the left end face of the first clutch part 31, and the return spring 4 is a wave spring.

The working principle of the embodiment is as follows:

when the solenoid coil 6 is not energized, the clutch is in a disengaged state, the intermediate gear 2 idles on the intermediate gear shaft 1 through the needle bearing 21, and power is not transmitted to the next stage.

When the clutch needs to be switched from a separation state to an engagement state, the electromagnetic actuating assembly is manually or automatically started, the solenoid coil 6 is electrified, the control ring 51 is attracted to enable the control ring 51 to rotate relative to the actuating ring 52, the convex part of the actuating ring 52 moves and climbs along the circumferential direction of the concave part of the control ring 51, so that the actuating ring 52 and the second clutch component 32 are driven to move axially towards the direction of the first clutch component 31 on the right side against the acting force of the return spring 4, the internal splines in the groove of the second clutch component 32 are gradually meshed with the external splines of the first clutch component 31, and the second clutch component 32 is combined with the first clutch component 31. The clutch is in an engaged state, and the torque output by the previous stage transmission mechanism is transmitted to the intermediate gear 2, transmitted to the intermediate gear shaft 1 through the combined first clutch member 31 and second clutch member 32, and then transmitted to the next stage via the output gear 11 on the intermediate gear shaft 1.

When the clutch is required to be switched back to the separation state, the power supply of the solenoid coil 6 is manually or automatically cut off, the control ring 51 loses attraction, under the action of the return spring 4, the convex part of the actuating ring 52 returns to the state of being tightly attached to the concave part of the control ring 51, meanwhile, the second clutch part 32 moves axially leftwards until the internal spline in the groove thereof is separated from the external spline of the first clutch part 31, therefore, the clutch returns to the separation state, the intermediate gear 2 returns to idle rotation, and the power transmission is interrupted.

Example two

Fig. 2 shows a schematic structural diagram of an intermediate shaft clutch mechanism according to a second embodiment of the present invention, which is the most preferred embodiment of the present invention, and is substantially the same as the first embodiment, except that: the clutch is additionally provided with the synchronizing ring, and the second clutch component and the first clutch component can reach the same rotating speed and keep synchronization before being meshed by the aid of the synchronizing ring, so that smooth meshing is guaranteed, and inter-tooth impact and noise are avoided. As shown in fig. 2, a synchronizing ring 33 is provided between the first clutch member 31 and the second clutch member 32, and the synchronizing ring 33 is provided with transitional external splines which are matched with the internal splines of the second clutch member 32, that is, the transitional external splines are the same as the external splines of the first clutch member 31 in terms of number and cross-sectional profile. Still be formed with the conical surface of mutually supporting between synchronizer ring 33 and first clutch component 31, specifically, synchronizer ring 33 has interior conical surface, and the one end axis that first clutch component 31 kept away from intermediate gear 2 extends and forms the ring body that has the external cone face, and synchronizer ring 33 cover is established on the ring body, and synchronizer ring 33's interior conical surface cooperatees with the external cone face of ring body, and interior conical surface and external cone face all set up to be greater than the ring mouth diameter that is close to second clutch component 32 for being close to the ring mouth diameter of first clutch component 31. Because the synchronizing ring 33 is provided, one end of the return spring 4 abuts against the bottom of the groove of the second clutch member 32 and the other end abuts against the left end surface of the synchronizing ring 33 in this embodiment.

The working principle of the present embodiment is also substantially the same as that of the first embodiment, except that: in the process of switching the clutch from the separation state to the engagement state, the second clutch component 32 overcomes the acting force of the return spring 4 and moves rightwards, and meanwhile, the return spring 3 pushes the synchronizing ring 33 to move rightwards, so that the inner conical surface of the synchronizing ring 33 is in close contact friction with the outer conical surface of the upper ring body of the first clutch component 31, and the second clutch component 32, the synchronizing ring 33 and the first clutch component 31 can be meshed together through respective splines after reaching the consistent rotating speed due to the fact that the contact surface between the two is a conical surface, and impact in the engagement process is avoided.

EXAMPLE III

Fig. 3 shows a schematic structural diagram of an intermediate shaft clutch mechanism according to a third embodiment of the present invention, which is substantially the same as the first embodiment, except that: the first clutch component and the second clutch component are combined through a tooth form coupling mode of face teeth. As shown in fig. 3, the first clutch member 31 is a first end face gear ring formed on the end face of the intermediate gear 2, a second end face gear ring matched with the first end face gear ring is formed on the corresponding end face of the second clutch member 32, and the first clutch member 31 and the second clutch member 32 are combined by meshing the first end face gear ring and the second end face gear ring.

Example four

Fig. 4 shows a schematic structural diagram of an intermediate shaft clutch mechanism according to a fourth embodiment of the present invention, which is basically the same as the second embodiment, except that: the actuating structure is an electromagnetic thrust assembly. As shown in fig. 4, the electromagnetic thrust assembly includes an electromagnet and an axially movable electromagnet core 61, the electromagnet is fixed to the housing, the electromagnet core 61 is at least indirectly connected to the second clutch component 32, and the electromagnet is energized to cause the electromagnet core 61 to drive the second clutch component 32 to move axially toward the first clutch component 31.

Specifically, the electromagnet includes an annular housing 62 coaxial with the intermediate gear shaft 1, an electromagnetic coil 63 disposed inside the annular housing 62, and an annular support sleeve 64 disposed radially inside the annular housing 62, a lead wire extending into the case base is electrically connected to the electromagnetic coil 63, and the electromagnetic core 61 is axially movably disposed between the annular housing 62 and the annular support sleeve 64. A thrust sleeve 65 is further arranged between the annular supporting sleeve 64 and the intermediate gear shaft 1, the thrust sleeve 65 is rotatably and axially movably held between the annular supporting sleeve 64 and the intermediate gear shaft 1, a part of the thrust sleeve 65 close to the second clutch component 32 extends outwards in the radial direction to form an annular flange part, one end of the electromagnetic core 61 facing the second clutch component 32 is abutted against the left side of the flange part, and a plane bearing 66 allowing relative rotation of the right end surface of the flange part and the second clutch component 32 is arranged between the right end surface of the flange part and the second clutch component 32.

When the clutch is required to be switched from the separation state to the connection state, the electromagnetic actuating assembly is manually or automatically started, the electromagnetic coil 63 is electrified to generate magnetic field force which is axially directed to the second clutch component 32, so that the electromagnetic iron core 61 pushes the thrust sleeve 65 to axially move, and the second clutch component 32 is driven to axially move towards the first clutch component 31 against the acting force of the return spring 4, and therefore the second clutch component 32 is combined with the first clutch component 31, and the clutch is connected.

It should be noted that the actuating structure of the present embodiment may also be adopted on the basis of the first embodiment and the third embodiment.

EXAMPLE five

Fig. 5 shows a schematic structural diagram of an intermediate shaft clutch mechanism according to a fifth embodiment of the present invention, which is basically the same as the second embodiment, except that: the actuating structure consists of a shifting fork and a shifting motor. As shown in fig. 5, the middle of the shift fork 7 is hinged to a fixed shaft, one end of the shift fork 7 is a U-shaped shift fork arm 71 straddling an annular groove formed on the outer peripheral surface of the second clutch component 32, and the other end is connected to a shift motor, which is a push rod motor 8, and the push rod motor 8 is in one-way driving connection with the shift fork 7. Namely: when the clutch needs to be switched from a separation state to a connection state, the push rod motor 8 is started manually or automatically, the push rod 81 of the push rod motor 8 extends to push the whole shifting fork 7 to swing around the fixed shaft, and the shifting fork arm 71 shifts the second clutch component 32 to overcome the acting force of the return spring 4 and move axially towards the first clutch component 31, so that the second clutch component 32 is combined with the first clutch component 31; when the clutch is required to be switched back to the separation state, the push rod motor 8 is started manually or automatically, the push rod 81 of the push rod motor 8 retracts, the shifting fork 7 loses force, and the second clutch component 32 is far away from the first clutch component 31 under the action of the return spring 4.

EXAMPLE six

Fig. 6 shows a schematic structural diagram of an intermediate shaft clutch mechanism according to a sixth embodiment of the present invention, which is basically the same as the fifth embodiment, except that: the poking motor in the actuating structure is a rotary gear shifting motor, and the rotary gear shifting motor is in bidirectional driving connection with the shifting fork. As shown in fig. 6, a transmission member 91 is fixedly connected to an end of a rotating shaft of the rotary gear shifting motor 9, the rotating shaft rotates to drive the transmission member 91 to swing around an axis of the rotating shaft, a sliding groove is formed in the transmission member 91, and the connecting portion 72 of the shifting fork 7 penetrates through the sliding groove. When the rotating shaft rotates according to the set direction, the transmission piece 91 swings and stirs the connecting part 72 of the shifting fork 7 to drive the whole shifting fork 7 to swing, and the shifting fork arm 71 stirs the second clutch component 32 to axially move towards the first clutch component 31 by overcoming the acting force of the return spring 4; when the rotating shaft rotates in the opposite direction, the shifting fork 7 is driven to swing in the opposite direction, and the second clutch component 32 is shifted to be away from the first clutch component 31.

It should be noted that, when the actuating structure described in the fifth embodiment is adopted on the basis of the first and third embodiments, the rotary shift motor described in this embodiment may also be adopted as the toggle motor in the actuating structure.

Finally, it is understood that various other changes and modifications can be made by those skilled in the art based on the technical idea of the present invention, and all such changes and modifications should fall within the scope of the claims of the present invention.

Claims

1. The intermediate shaft clutch mechanism comprises an intermediate gear shaft which is rotatably supported in a box seat and an intermediate gear which is rotatably sleeved on the intermediate gear shaft, wherein the intermediate gear is used for being connected to a power input component, and the intermediate gear shaft is used for being connected to a target component of power transmission, and is characterized in that:

the clutch comprises a first clutch component and a second clutch component, the first clutch component is fixedly connected to the intermediate gear, and the second clutch component is circumferentially fixed and axially movably sleeved on the intermediate gear shaft and synchronously rotates along with the intermediate gear shaft; the combination of the first clutch component and the second clutch component causes the torque to be transmitted from the intermediate gear to the intermediate gear shaft, and the first clutch component and the second clutch component are disengaged, so that the torque transmission is interrupted;

the actuating structure is used for actuating the second clutch component to be combined with or separated from the first clutch component;

a return spring disposed at least indirectly between the second clutch member and the first clutch member, the return spring applying a force to the second clutch member tending to move it away from the first clutch member.

2. The countershaft clutch mechanism of claim 1, wherein: the first clutch component is a spline hub which is integrally formed on the intermediate gear and provided with an external spline, the second clutch component is provided with an axial groove used for accommodating a return spring, an internal spline which is matched with the external spline is formed on the circumferential surface of the groove, and the first clutch component and the second clutch component are combined through the engagement of the external spline and the internal spline.

3. The countershaft clutch mechanism of claim 1, wherein: the first clutch component is a first end face gear ring formed on the end face of the intermediate gear, a second end face gear ring matched with the first end face gear ring is formed on the corresponding end face of the second clutch component, and the first clutch component and the second clutch component are combined through meshing of the first end face gear ring and the second end face gear ring.

4. The countershaft clutch mechanism of claim 2, wherein: a synchronizing ring is arranged between the first clutch component and the second clutch component, a transition external spline matched with the internal spline of the second clutch component is arranged on the synchronizing ring, and conical surfaces matched with each other are formed between the synchronizing ring and the first clutch component.

5. The countershaft clutch mechanism of claim 4, wherein: the synchronizer ring is provided with an inner conical surface, one end, far away from the intermediate gear, of the first clutch component extends axially to form a ring body with an outer conical surface, the synchronizer ring is sleeved on the ring body, and the inner conical surface of the synchronizer ring is matched with the outer conical surface of the ring body.

6. An intermediate shaft clutch mechanism according to claim 1 or 2 or 3 or 4 or 5, characterized in that: the actuating structure comprises a clutch actuating assembly and a leading actuating assembly; the clutch actuating assembly is a relative rotation actuator and comprises a control ring and an actuating ring which are coaxial with the intermediate gear shaft, the actuating ring is fixedly connected with the second clutch component, the control ring is held in the box base in a manner of rotating relative to the intermediate gear shaft and the box base, and the control ring rotates relative to the actuating ring to cause the actuating ring to move axially so as to drive the second clutch component to move axially leftwards to be combined with the first clutch component; the pilot actuator assembly is an electromagnetic actuator assembly including a solenoid coil secured to the housing, energization of the solenoid coil drawing the control ring to cause rotation of the control ring relative to the actuator ring.

7. The countershaft clutch mechanism of claim 6, wherein: the control ring and the actuating ring are provided with at least two recesses and protrusions which are matched with each other in number, shape and position and are distributed along the circumference on the opposite end surfaces respectively, the axial depth of the recesses is changed along the circumferential direction, and the control ring rotates relative to the actuating ring to enable the protrusions to move and climb along the circumferential direction of the recesses so as to drive the actuating ring to move axially.

8. An intermediate shaft clutch mechanism according to claim 1 or 2 or 3 or 4 or 5, characterized in that: the actuating structure is an electromagnetic thrust assembly and comprises an electromagnet and an electromagnetic iron core capable of moving axially, the electromagnet is fixed with the box base, the electromagnetic iron core is at least indirectly connected to the second clutch component, and the electromagnet can be powered on to drive the second clutch component to move axially towards the first clutch component.

9. The countershaft clutch mechanism of claim 8, wherein: the electromagnet comprises an annular shell coaxial with the intermediate gear shaft, an electromagnetic coil arranged in the annular shell and an annular support sleeve arranged on the radial inner side of the annular shell, and an electromagnetic iron core is axially movably arranged between the annular shell and the annular support sleeve; and a thrust sleeve is further arranged between the annular support sleeve and the intermediate gear shaft, the thrust sleeve is held between the annular support sleeve and the intermediate gear shaft in a rotatable and axially movable mode relative to the annular support sleeve and the intermediate gear shaft, the part of the thrust sleeve, which is close to the second clutch component, extends radially outwards to form an annular flange part, one end, facing the second clutch component, of the electromagnetic iron core abuts against the flange part, when the electromagnetic coil is electrified, the electromagnetic iron core pushes the thrust sleeve to move axially together with the second clutch component, and a plane bearing allowing the thrust sleeve and the second clutch component to rotate relatively is arranged between the thrust sleeve and the second clutch component.

10. An intermediate shaft clutch mechanism according to claim 1 or 2 or 3 or 4 or 5, characterized in that: the actuating structure comprises a shifting fork and a shifting motor, the shifting fork is connected to the second clutch component, and the shifting fork is actuated by the shifting motor to swing back and forth around an axis so as to drive the second clutch component to move axially to be combined with or separated from the first clutch component.