CN107035782B

CN107035782B - Clutch with gear rack and planetary mechanism

Info

Publication number: CN107035782B
Application number: CN201611232032.XA
Authority: CN
Inventors: 上官文斌; 刘雪莱
Original assignee: South China University of Technology SCUT
Current assignee: South China University of Technology SCUT
Priority date: 2016-12-28
Filing date: 2016-12-28
Publication date: 2023-06-16
Anticipated expiration: 2036-12-28
Also published as: CN107035782A

Abstract

The invention discloses a clutch with a gear rack and a planetary mechanism, which comprises a clutch cover assembly mechanism and a clutch engagement-disengagement control mechanism, wherein the clutch cover assembly mechanism comprises a flywheel, a clutch cover, a transmission device input shaft, a driven disc and a pressure disc which are sequentially arranged on the transmission device input shaft, one end of the clutch cover, which is far away from the flywheel, is fixedly provided with a hollow groove cam, the transmission device input shaft is rotatably provided with a thrust sleeve, the periphery of the thrust sleeve is slidably connected with a driving neck through a spline, one end of the driving neck is fixedly connected with the pressure disc, the other end of the driving neck is provided with a positioning sliding block which is in sliding fit with a groove of the groove cam, and a planetary gear mechanism is arranged between the pressure disc and the inner end surface of the clutch cover. The pressing force of the invention increases linearly along with the displacement of the release bearing, and is convenient for the control of the power driving element of the control mechanism, and has high reliability and long service life; the power driving element has low power and reduces the energy consumption of the system.

Description

Clutch with gear rack and planetary mechanism

Technical Field

The invention relates to a clutch for a mechanical automatic transmission, in particular to a clutch pressure plate with a gear rack and a planetary mechanism and a clutch comprising the clutch pressure plate.

Background

In a vehicle powertrain, a clutch is a critical component connecting an engine and a transmission. Currently, conventional diaphragm spring clutches are basically used as clutches for automotive mechanical automatic transmissions. This type of clutch has the following disadvantages: 1) Because the acting force of the diaphragm spring separating finger is not in a linear relation with the displacement of the separating bearing, the phenomenon of uneven pressing force is easy to generate in the process of the clutch operating mechanism actuating to enable the clutch to be connected, and then the clutch generates self-excited Vibration, so that the NVH (N refers to Noise, V refers to Vibration, H refers to Harshness) performance of an automobile is seriously affected. 2) When the working point position of the worn diaphragm spring of the clutch changes, the separating force of the clutch separating finger increases, and the pressing force obviously changes. The automatic gear shifting mechanism can not be adjusted correspondingly in time, so that the problems of difficult separation, incomplete engagement, reduced torque transmission capability and the like are caused. 3) In order for the clutch to perform the disengage-engage function, the power element of the clutch operating mechanism needs to repeatedly push the diaphragm spring. Because the axial stiffness of the diaphragm spring is very high, the power element is required to provide a large axial force, and a large amount of energy is consumed, so that the fuel economy of the automobile is not favored. 4) In the traditional diaphragm spring clutch, due to the severe working environment, the structural characteristics of a clutch pressure plate are extremely easy to be broken by heat; meanwhile, fatigue fracture of the diaphragm spring can occur, and the use reliability of the clutch is seriously affected. The invention breaks through the structural limitation of the transmission clutch, and realizes the engagement and the disengagement of the clutch by adopting a gear-rack matching traveling mechanism so as to solve the defects of the transmission diaphragm spring clutch.

Disclosure of Invention

The object of the invention is to provide a clutch of a novel design which at least partially overcomes the known disadvantages of currently used clutches, and which is achieved by the features of the independent claims. Advantageous embodiments are the subject matter of the dependent claims.

The invention adopts the following technical scheme to realize the purposes:

the clutch with the gear rack and the planetary mechanism comprises a clutch cover assembly mechanism and a clutch engagement-disengagement control mechanism, wherein the clutch cover assembly mechanism comprises a flywheel and a clutch cover which are fixedly connected, a transmission device input shaft arranged in the clutch cover, a driven disc and a pressure disc which are sequentially arranged on the transmission device input shaft along the direction far away from the flywheel, a friction lining is arranged at the edge of the driven disc, a return spring is connected between the pressure disc and the clutch cover, a hollow groove cam is fixedly arranged at one end of the clutch cover far away from the flywheel, a thrust sleeve is rotationally arranged on the transmission device input shaft, the periphery of the thrust sleeve is slidably connected with a driving neck through a spline, one end of the driving neck is fixedly connected with the pressure disc, the other end of the driving neck is provided with a positioning sliding block which is in sliding fit with a groove of the groove cam, a planetary gear mechanism is arranged between the inner end surfaces of the clutch cover, and at least three arc racks which are simultaneously meshed with the planetary gear mechanism are uniformly arranged on the clutch cover along the circumferential direction, wherein the pressure disc and each section of the pressure disc positioned on the pressure disc has a certain included angle with the transmission device input shaft vertical to the plane of the arc racks; the clutch engagement-disengagement control mechanism comprises a servo motor, a screw-nut pair, a lever-type shifting fork mechanism and an axial pushing device, wherein an output shaft of the servo motor is connected with the screw-nut pair, one end of the lever-type shifting fork mechanism is connected with the screw-nut pair, the other end of the lever-type shifting fork mechanism is connected with the axial pushing device, the axial pushing device is in constant contact with a driving neck, the function of converting rotary motion into linear motion is achieved, and the axial pushing device is used for pushing a pressure plate to simultaneously rotate and axially move, so that the engagement function of clutch is achieved.

Further, tapered roller bearings are symmetrically arranged between the thrust sleeve and the transmission device input shaft, a first clamping spring for limiting the axial position of the tapered roller bearings is arranged on the transmission device input shaft, a shaft shoulder for limiting the axial position of the tapered roller bearings is arranged in the thrust sleeve, and bearing covers for limiting the axial position of the tapered roller bearings are arranged at two ends of the thrust sleeve.

Further, the included angle between the plane of the dividing line of each section of arc-shaped rack on the pressure plate and the plane vertical to the input shaft of the transmission device is 5-10 degrees.

Further, the planetary gear mechanism comprises a planet carrier and planetary gears respectively meshed with the corresponding arc racks.

Further, the included angle between the axis of the groove cam and the plane perpendicular to the input shaft of the transmission device is 15-30 degrees.

Further, spring columns are arranged on the pressure plate and the clutch cover, a return spring is arranged between the two return columns, the axis of the return spring and the vertical plane of the input shaft of the transmission device form an included angle of 15-40 degrees, and a plurality of notches which are convenient for disassembling the return spring are uniformly arranged on the edge of the clutch cover along the circumferential direction. When the clutch is connected, the return spring is in a stretching state, and when the driving force of the power driving element of the operating mechanism is reduced, the return spring pulls the pressure plate back, so that the clutch separating function is realized.

Further, the screw-nut pair comprises a screw rod and a connecting piece in threaded fit with the screw rod, and the screw rod is in driving connection with the servo motor through a coupler.

Further, the lever type shifting fork mechanism comprises a driving connecting rod and a fixing flange fixed on the gearbox shell, one end of the driving connecting rod is fixedly connected with the connecting piece, the other end of the driving connecting rod is forked and movably embedded into a chute of the axial pushing device, and the middle part of the driving connecting rod is hinged with the fixing flange to form a lever device taking the fixing flange as a fulcrum.

Further, the axial pushing device comprises a connecting flange fixedly connected to the gearbox shell through bolts and a cylindrical pushing mechanism movably sleeved on the connecting flange in an axial sleeved mode, and an engagement-disengagement mechanism synchronously moving along with the pushing mechanism is rotationally arranged in an inner hole of the pushing mechanism.

Further, angular contact ball bearings are symmetrically arranged between the inner hole of the thrust mechanism and the engagement-disengagement mechanism, shaft shoulders and second clamp springs which limit the axial positions of the angular contact ball bearings are arranged on the engagement-disengagement mechanism, and a second bearing cover which limits the axial positions of the angular contact ball bearings is arranged at one end of the thrust mechanism.

Compared with the prior art, the invention has the beneficial effects that:

1) The planetary gear mechanism is used as the pressing force providing mechanism instead of the diaphragm spring. The whole pressure plate compressing mechanism has no nonlinear element, compressing force increases linearly along with the displacement of the separating bearing, and vibration generated by compressing force fluctuation is effectively restrained while the control of the power driving element of the operating mechanism is facilitated.

2) When the clutch is worn, the pressing force of the pressure plate which is needed to be provided by the power element of the control system is not changed, and the phenomenon that the transmission torque capacity of the clutch is reduced due to the fact that the separation-connection is not in place is avoided. The use reliability of the clutch is improved.

3) In the control system, the power element servo motor drives the separation lever to drive the clutch to be connected through rotation. The rotary motion of the servo motor can be converted into linear motion through the screw rod mechanism, the driving moment required to be provided by the servo motor is small, and the power in the use process is reduced. Therefore, the operating mechanism has the advantage of saving energy, and can improve the fuel economy of the automobile to a certain extent.

4) As no diaphragm spring is present. The clutch cover is evenly stressed in the clutch separation-connection process, and compared with a transmission diaphragm spring clutch, fatigue fracture is not easy to occur. In addition, the thickness of the outer edge of the pressure plate is consistent, and a gap avoided by the structure cannot occur. Therefore, a fracture phenomenon due to stress concentration caused by heat does not occur in the bonding.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention. In the drawings:

fig. 1 shows a structural assembly diagram of an embodiment of the present invention.

FIG. 2 illustrates a cross-sectional view of a portion of a clutch cover assembly mechanism according to an embodiment of the present invention.

FIG. 3 illustrates an isometric view of a portion of a clutch cover assembly mechanism according to an embodiment of the present invention.

Fig. 4 shows a cross-sectional view of the active portion of the clutch of an embodiment of the present invention.

Fig. 5 shows a schematic diagram of a planetary gear mechanism according to an embodiment of the present invention.

Fig. 6 shows a schematic diagram of the motion principle of the clutch active portion according to the embodiment of the present invention when engaged.

Fig. 7 shows a schematic diagram of the motion principle of the clutch according to the embodiment of the present invention when the active part of the clutch is disengaged.

Fig. 8 shows a cross-sectional view of the clutch engagement-disengagement operating mechanism of the embodiment of the present invention.

Fig. 9 shows an isometric view of a clutch engagement-disengagement operating mechanism of an embodiment of the present invention.

Fig. 10 shows an isometric view of a clutch active portion of an embodiment of the invention.

The reference numerals in the figures illustrate:

1-a flywheel; 2-a clutch cover; 3-friction lining; 4-driven plate; 5-a transmission input shaft; 6-pressing a disc; 7-planetary gears; 8-a planet carrier; 9-groove cam; 10-positioning a sliding block; 11-a thrust sleeve; 12-tapered roller bearings; 13-drive neck; 14-a return spring; 15-a first bearing cap; 16-a first clamping spring; 101-a servo motor; 102-a coupling; 103-a connector; 104-a drive link; 105-screw rod; 106-fixing the flange; 107-connecting flanges; 108-a thrust mechanism; 109-a second bearing cap; 110-an engagement-disengagement mechanism; 111-a second clamp spring; 112-angular contact ball bearings.

Detailed Description

The objects of the present invention will be described in further detail by the following specific examples, which are not repeated herein, but the embodiments of the present invention are not limited to the following examples.

Fig. 1 shows a structural assembly diagram of the invention. The clutch cover assembly mechanism is a cross-sectional view, the radial direction is Ax, the axial direction is Rx, and the circumferential rotation direction is Ux.

The clutch with rack and pinion and planetary mechanism, including clutch cover assembly mechanism, clutch joint-separation operating mechanism, clutch cover assembly mechanism include flywheel 1 and clutch cover 2 of fixed connection, set up the transmission input shaft 5 in the said clutch cover 2, along keeping away from flywheel 1 direction set up driven disc 4, pressure plate 6 on the said transmission input shaft 5 sequentially, the edge of the said driven disc 4 has friction linings 3, connect between said pressure plate 6 and said clutch cover 2 and set up the return spring 14, the one end far away from flywheel 1 of the said clutch cover 2 is fixed with the hollow grooved cam 9, rotate on the said transmission input shaft 5 and set up thrust sleeve 11, the periphery of the said thrust sleeve 11 connects the driving neck 13 through the spline slidably, one end of the said driving neck 13 is fixed with pressure plate 6, another end has locating slide blocks 10 with the groove sliding fit of the said grooved cam 9, there are planetary gear mechanisms between inner end surfaces of the said 6 and clutch cover 2, there are at least three sections of pressure plates on the said clutch cover 2 along circumference evenly, wherein, take the form the included angle with the said rack and pinion of the said pressure plate 6 and the arcuate gear of the said arcuate gear on the plane of the transmission input shaft 5 at the same time; the clutch engagement-disengagement operating mechanism comprises a servo motor 101, a screw-nut pair, a lever-type shifting fork mechanism and an axial pushing device, wherein an output shaft of the servo motor 101 is connected with the screw-nut pair, one end of the lever-type shifting fork mechanism is connected with the screw-nut pair, the other end of the lever-type shifting fork mechanism is connected with the axial pushing device, the axial pushing device is in constant contact with a driving neck 13, the function of converting rotary motion into linear motion is achieved, and the axial pushing device is used for pushing a pressure plate 6 to simultaneously rotate and axially move, so that the engagement function of clutch is achieved.

The clutch cover 2 is connected to the engine flywheel 1 by bolts, and can rotate around the axis direction Rx in synchronization with the flywheel 1. The preferred clutch cover 2 requires a notch in the circumferential direction Ux to facilitate removal of the pressure plate return spring 14. The grooved cam 9 is connected with the clutch cover 2 by a bolt, and ensures synchronous rotation therewith. The connection method can also be a method capable of ensuring the structural strength, such as welding.

Fig. 2 and 3 show a sectional view and an isometric view, respectively, of a clutch engagement/disengagement mechanism consisting of grooved cams 9, positioning sliders 10, thrust sleeves 11, tapered roller bearings 12, drive necks 13, bearing caps 15, and snap springs 16. The tapered roller bearing 12 is mounted on the transmission input shaft 5 and, since the bearing is required to withstand bidirectional axial forces, it is required to axially position both ends thereof. A snap spring 16 is arranged on the transmission device input shaft 5 and is used for positioning a bearing together with the first bearing cover 15; at the same time, the first bearing cap 15 also acts as a seal. The outer ring of the tapered roller bearing 12 is arranged on the thrust sleeve 11; allowing the thrust sleeve 11 to rotate independently with respect to the transmission input shaft 5. The thrust sleeve 11 is machined with a shoulder for axial positioning of the other side of the tapered roller bearing 12. Lubrication ester is filled between the thrust sleeve 11 and the transmission input shaft 5 to ensure lubrication of the bearings. The drive neck 13 is mounted with a positioning slide 10 by means of studs. The groove cam 9 is provided with a groove, the included angle between the axis of the groove cam 9 and the plane perpendicular to the input shaft 5 of the transmission device is 15-30 degrees, and the positioning slide block 10 is embedded in the groove. The thrust sleeve 11 is mounted within the drive neck 13. The outer edge of the thrust sleeve 11 is provided with an external spline which is matched with the internal spline of the driving neck 13. The drive neck 13 and the thrust sleeve 11 can be moved relative to each other only in the axial direction Rx. When pushed by the driving force from the clutch actuation system (Rx direction), the driving neck 13 moves axially relative to the thrust sleeve 11 (Rx direction). The drive neck 13 is connected with the groove cam 9 through the positioning slide block 10, and the relative movement between the drive neck 13 and the groove cam 9 can only be along the groove direction. Therefore, when the drive neck 13 moves axially, the groove cam 9 must also move in the circumferential rotation direction (Ux direction). The groove cam 9 is fixedly connected with the clutch cover 2, and the groove cam and the clutch cover cannot move relatively; therefore, the relative movement between the drive neck 13 and the clutch cover 2 can only be in the direction of the groove.

Fig. 4 to 7 show a sectional view of the clutch driving part formed by the pressure plate 6, the clutch cover 2, the planetary gear 7 and the carrier 8 and a schematic view of the principle of movement of the planetary gear 7 and the carrier 8, respectively, of the clutch engagement/disengagement pressure plate 6. The drive neck 13 is fixedly connected with the pressure plate 6, and the drive neck and the pressure plate cannot move relatively. When the drive neck 13 moves relatively to the clutch cover 2 in the groove direction, the pressure plate 6 is driven to move in the axial direction (Rx direction) while rotating relative to the clutch cover 2. The planetary gears 7 and the carrier 8 are installed between the pressure plate 6 and the clutch cover 2. The planetary gears 7 are engaged with racks on the pressure plate 6 and the clutch cover 2. When the pressure plate 6 rotates relative to the clutch cover 2, the planetary gear 7 and the carrier 8 revolve around the transmission input shaft 5 and also rotate around their axes. The included angle between the plane of the dividing line of each section of arc-shaped rack on the pressure plate 6 and the plane of the vertical transmission device input shaft 5 is 5-10 degrees, and the planetary gear 7 pushes the pressure plate 6 to move in the axial direction (Rx direction) while rotating. The planet gears 7 and the drive neck 13 cooperate to urge the platen 6 into engagement.

Fig. 8 and 9 show a cross-sectional view and an isometric view, respectively, of the clutch engagement-disengagement operating mechanism. The servo motor 101 is connected to a coupling 102, preferably a quincuncial coupling. The other end of the coupling 102 is connected with a screw rod 105. The connecting piece 103 is connected with the screw rod through threads. The servo motor 101 is fixed to the transmission case base and is not movable in the axial direction (Rx direction). When the servo motor 101 rotates in the circumferential direction (Ux direction), the coupling 102 and the screw rod 105 are driven to rotate synchronously. The screw 105 pushes the link 103 to move in the axial direction (Rx direction) by screw rotation upon rotation. The driving connecting rod 104 is welded with the connecting piece 103 and is fixedly connected with the fixed flange 106. The other end of the fixed flange 106 is fixedly connected with the gearbox housing. The drive link 104 forms a lever with the fixed flange 106 as a fulcrum. The other end of the drive link 104 moves in the opposite axial direction (Rx direction). The other end of the driving link 104 is forked and embedded in a chute of the thrust mechanism 108, and is connected with the thrust mechanism 108 in a rotationally decoupled manner. When one end of the drive link 104 moves in the axial direction (Rx direction) together with the link 103, the drive link 104 moves in the opposite direction to the thrust mechanism 108 in the axial direction (Rx direction). The thrust mechanism 108 is fitted over the connection flange 107, and the connection flange 107 serves to support the thrust mechanism 108 and to restrain radial displacement (Ax direction). The connection flange 107 is fixed to the transmission case by bolts, and is fixed in the axial direction (Rx direction). Grease is applied between the thrust mechanism 108 and the connection flange 107 to reduce sliding friction generated during axial movement. An angular ball bearing 112 is mounted within the thrust mechanism 108. Since the bearing is required to withstand bi-directional axial forces, it is required to axially locate both ends. The angular ball bearing 112 is fitted with an engagement-disengagement mechanism 110 inside its inner race. The thrust mechanism 108 moves in synchronization (Rx direction) with the engagement-disengagement mechanism 110 by the angular ball bearing 112 when moving in the axial direction. Since the engagement-disengagement mechanism 110 is in constant contact with the drive neck 13, circumferential rotation (Ux direction) is required, and the function of the engagement-disengagement mechanism 110 independent of the circumferential rotation can be achieved by the angular contact ball bearing 112. The thrust mechanism 108 is provided with a second bearing cover 109 for axial positioning and dust prevention of the angular ball bearing 112. The other end of the angular contact ball bearing 112 is positioned by a snap spring 111 and a shoulder of the thrust mechanism 108.

Fig. 10 is an isometric view of the clutch active portion. Both ends of the return spring 14 are mounted on the pressure plate 6 and the clutch cover 2, respectively. When the clutch is engaged, the return spring 14 is in tension. The clutch needs to be disengaged, the servo motor is reversed, the engagement-disengagement mechanism 110 is moved in the reverse direction, a gap is generated with the drive neck 13, and the drive neck 13 is no longer pushed by the engagement-disengagement mechanism 110 in the axial direction. The pressure plate 6 rotates in the circumferential direction (Ux direction) with the clutch cover 2 by the return spring 14. The driving neck 13 and the clutch cover 2 generate relative movement along the groove direction, so as to drive the pressure plate 6 to axially move and separate from the friction lining 3, and complete the clutch separation action.

The above examples of the present invention are merely illustrative of the present invention and are not intended to limit the embodiments of the present invention. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.

Claims

1. The utility model provides a clutch with rack and pinion and planetary mechanism, includes clutch housing assembly mechanism, clutch engagement-separation operating mechanism, clutch housing assembly mechanism include flywheel (1) and clutch housing (2) of fixed connection, set up transmission input shaft (5) in clutch housing (2), set gradually driven dish (4), pressure disk (6) on transmission input shaft (5), driven dish (4) edge is provided with friction lining (3), pressure disk (6) with be connected between clutch housing (2) and be provided with return spring (14), its characterized in that:

the clutch cover (2) is fixedly provided with a hollow groove cam (9) at one end far away from the flywheel (1), a thrust sleeve (11) is rotationally arranged on the transmission input shaft (5), the periphery of the thrust sleeve (11) is slidably connected with a driving neck (13) through a spline, one end of the driving neck (13) is fixedly connected with a pressure plate (6), the other end of the driving neck is provided with a positioning slide block (10) which is slidably matched with the groove of the groove cam (9), a planetary gear mechanism is arranged between the pressure plate (6) and the inner end surface of the clutch cover (2), at least three sections of arc racks which are simultaneously meshed with the planetary gear mechanism are uniformly arranged on the pressure plate (6) and the clutch cover (2) along the circumferential direction, wherein the plane of each section of arc rack on the pressure plate (6) is a certain included angle with the plane of the vertical transmission input shaft (5), and a return spring (14) is arranged between the pressure plate (6) and the clutch cover (2);

the clutch engagement-disengagement control mechanism comprises a servo motor (101), a screw-nut pair, a lever-type shifting fork mechanism and an axial pushing device, wherein an output shaft of the servo motor (101) is connected with the screw-nut pair, one end of the lever-type shifting fork mechanism is connected with the screw-nut pair, the other end of the lever-type shifting fork mechanism is connected with the axial pushing device, and the axial pushing device is in constant contact with a driving neck (13) and is used for pushing a pressure plate (6) to rotate and axially move simultaneously;

wherein the planetary gear mechanism comprises a planetary frame and planetary gears (7) which are respectively meshed with the corresponding arc racks;

the screw-nut pair comprises a screw rod (105) and a connecting piece (103) in threaded fit with the screw rod (105), and the screw rod (105) is in driving connection with the servo motor (101) through a coupler (102).

2. The clutch with rack and pinion and planetary mechanism of claim 1, wherein: tapered roller bearings (12) are symmetrically arranged between the thrust sleeve (11) and the transmission input shaft (5), a first clamp spring (16) for limiting the axial position of the tapered roller bearings (12) is arranged on the transmission input shaft (5), a shaft shoulder for limiting the axial position of the tapered roller bearings (12) is arranged in the thrust sleeve (11), and bearing covers (15) for limiting the axial position of the tapered roller bearings (12) are arranged at two ends of the thrust sleeve (11).

3. The clutch with rack and pinion and planetary mechanism of claim 1, wherein: the included angle between the plane of the dividing line of each section of arc-shaped rack on the pressure plate (6) and the plane vertical to the input shaft (5) of the transmission device is 5-10 degrees.

4. The clutch with rack and pinion and planetary mechanism of claim 1, wherein: the included angle between the axis of the groove cam (9) and the plane perpendicular to the input shaft (5) of the transmission device is 15-30 degrees.

5. The clutch with rack and pinion and planetary mechanism of claim 1, wherein: the clutch cover is characterized in that spring columns are arranged on the pressure plate (6) and the clutch cover (2), a return spring (14) is arranged between the two return columns, an included angle of 15-40 degrees is formed between the axis of the return spring (14) and the vertical plane of the transmission device input shaft (5), and a plurality of notches which are convenient for disassembling the return spring (14) are uniformly formed in the edge of the clutch cover (2) along the circumferential direction.

6. The clutch with rack and pinion and planetary mechanism of claim 1, wherein: the lever type shifting fork mechanism comprises a driving connecting rod (104) and a fixing flange (106) fixed on a gearbox shell, one end of the driving connecting rod (104) is fixedly connected with a connecting piece (103), the other end of the driving connecting rod is forked and movably embedded into a sliding groove of the axial pushing device, and the middle part of the driving connecting rod (104) is hinged with the fixing flange (106) to form a lever device taking the fixing flange (106) as a fulcrum.

7. The clutch with rack and pinion and planetary mechanism of claim 1, wherein: the axial pushing device comprises a connecting flange (107) fixedly connected to the gearbox shell through bolts and a cylindrical pushing mechanism (108) movably sleeved on the connecting flange (107), and an engagement-disengagement mechanism (110) synchronously moving along with the pushing mechanism (108) is rotationally arranged in an inner hole of the pushing mechanism (108).

8. The clutch with rack and pinion and planetary mechanism of claim 7 wherein: angular contact ball bearings (112) are symmetrically arranged between the inner hole of the thrust mechanism (108) and the engagement-disengagement mechanism (110), shaft shoulders and second clamping springs (111) which limit the axial positions of the angular contact ball bearings (112) are arranged on the engagement-disengagement mechanism (110), and a second bearing cover (109) which limits the axial positions of the angular contact ball bearings (112) is arranged at one end of the thrust mechanism (108).