CN112879460A

CN112879460A - Clutch and drive system

Info

Publication number: CN112879460A
Application number: CN202110024542.2A
Authority: CN
Inventors: 肖荣亭
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2021-01-08
Filing date: 2021-01-08
Publication date: 2021-06-01

Abstract

The invention discloses a clutch and a driving system, wherein the clutch comprises two side discs, a supporting disc and an engaging sleeve, wherein each side disc or the supporting disc is arranged in a structure comprising a hub, a gear ring and an elastic element, and the gear ring is further rotatably arranged on the hub by virtue of the elastic element, so that the gear ring can resist the action of the elastic element and circumferentially rotate relative to the hub, and the gear-to-gear is prevented from occurring when the engaging sleeve is engaged with the side discs, so that the switching force of the clutch can be reduced, and the risk of gear breakage can also be reduced.

Description

Clutch and drive system

Technical Field

The present invention relates to a clutch for a transmission system of a motor vehicle, and more particularly, to a clutch and a driving system having a low switching force.

Background

Dog clutches (Dog Clutch) usually have two or more Clutch elements which can be rotated about a rotational axis and which have complementary engagement contours or teeth on their oppositely disposed end faces. The meshing profiles or toothing are each formed by one or more rows of claws or teeth which are separated from adjacent teeth by tooth gaps and which cooperate with one another in such a way that, when the clutch is engaged, the teeth of each clutch element mesh with the tooth gaps between the teeth of the respective other clutch element and a positive, rotationally fixed connection is established between the driven clutch element and the driven clutch element.

This achieves that when the clutch elements approach each other: the teeth of the two clutch elements slowly rotate next to one another and, upon further approach, enter the tooth gaps between the teeth of the respective other clutch element.

However, in a drive system, particularly a Hybrid transmission (DHT), there is usually a rotational speed difference between the rotational speeds of the driven clutch element and the driving clutch element. During the operation of the shafting, the motor needs to adjust the rotational speed of the engine to adapt to the transmission input gear in order to connect the motor output shaft and the transmission input gear. However, the difference in rotational speed between the output shaft of the motor and the input gear of the transmission cannot be eliminated due to the control accuracy of the motor. The result of this is that the opposing teeth of the two clutch elements are only pressed in a frictional connection against one another, but a positive-locking connection cannot be established and therefore a complete force flow between the two clutch elements does not occur.

Fig. 1 is a schematic structural diagram of a hybrid drive system with a dog clutch according to the related art. As shown in fig. 1, in the conventional dog clutch 9, an input ring gear 91 and an output ring gear 92 directly mesh with an engaging sleeve 93. Obviously, during switching, the output ring gear 92 and the engaging sleeve 93 need to be directly meshed for accurate butt joint, but just as the above-mentioned rotation speed difference exists, the teeth and the teeth cannot be accurately butted and are easy to collide, so that the existing dog clutch has the problems that the teeth are easy to break, the switching force is large and the dynamic torque is easy to influence. Furthermore, in the existing electromagnetic claw tooth clutch, although the synchronizer can eliminate the difference of the rotating speed, the shifting force or the switching force of the synchronizer is large, and the requirement of the shifting force or the switching force of the synchronizer is difficult to meet by a common electromagnetic coil or an electromagnetic device.

Disclosure of Invention

The invention provides a clutch and a driving system, which can reduce the risk of tooth fracture when the clutch is engaged, reduce the switching force of the clutch and avoid the influence of dynamic torque on the clutch.

Other objects and advantages of the present invention will be further understood from the technical features disclosed in the present invention.

One aspect of the invention provides the following technical scheme:

a clutch comprising a support disc, two side discs on either axial side of the support disc and a clutch sleeve, the two side discs and the clutch sleeve each having an end tooth portion, and the clutch sleeve surrounding the support disc and axially movably connecting the support disc to enable the clutch sleeve to engage or disengage each of the side discs, respectively; and each of the side discs or the support disc comprises a hub, a toothed ring and an elastic element;

wherein the hub is used for input torque or output torque;

the gear ring surrounds the hub and is relatively rotatably connected with the hub within a preset angle range; and the number of the first and second groups,

the elastic element is arranged between the gear ring and the hub and can transmit torque between the gear ring and the hub;

when the joint sleeve is connected with the side disc, the gear ring can resist the action of the elastic element to rotate circumferentially relative to the hub and drive or follow the hub to rotate circumferentially together, and the end tooth part of the joint sleeve and the end tooth part of the side disc are meshed.

In some embodiments, when the hub, the ring gear and the resilient element are arranged on the support disc: the joint sleeve is connected to the gear ring, the side disc comprises a first gear ring, and the end tooth part of the side disc is arranged on the periphery of the first gear ring.

In some embodiments, when the hub, the toothed ring and the elastic element are arranged on each of the side discs: the end tooth part of the side disc is arranged on the periphery of the tooth ring, the support disc comprises a first hub, and the joint sleeve is connected to the first hub.

In some embodiments, the coupling sleeve surrounds the support disk and is connected to the support disk in an axially displaceable but rotationally fixed manner by means of a toothed structure.

In some embodiments, a radially outer side of the hub is provided with an outer toothed portion, a radially inner side of the ring gear is provided with an inner toothed portion, a tooth space is provided between two adjacent inner toothed portions, the outer toothed portion is received in the tooth space, the outer toothed portion is rotatable in the tooth space within the predetermined angular range relative to the inner toothed portion, and the outer toothed portion and the inner toothed portion are capable of transmitting torque in an engaged manner.

In some embodiments, a radially inner side of the ring gear is provided with a circumferentially extending first receiving groove, and a radially outer side of the hub is provided with a circumferentially extending second receiving groove; the elastic element is accommodated in the first accommodating groove and the second accommodating groove, and two circumferential ends of the elastic element respectively abut against the gear ring and the hub at the same time.

In some embodiments, a spring cage is disposed within the first receptacle, the resilient element being positioned in an axial direction by the spring cage and the hub.

In some embodiments, the clutch further includes elastic washers provided in the tooth groove, and having elastic regions at both circumferential ends of the tooth groove with respect to circumferential sides of the outer tooth portions for providing elastic damping to the outer tooth portions and the inner tooth portions when engaged.

In some embodiments, a third receiving groove is provided at both circumferential ends of the tooth groove, and the elastic pad is mounted in the third receiving groove; alternatively, the first and second electrodes may be,

the elastic pad includes two elastic regions and an extension region connecting the two elastic regions, wherein the elastic regions are installed in the tooth grooves by the extension region.

In some embodiments, the clutch further comprises an actuation assembly comprising:

an electromagnetic component;

the permanent magnet component is connected to the joint sleeve and is configured to generate electromagnetic force in response to the electromagnetic component so as to drive the joint sleeve to move axially, so that the end tooth part of the support disc is connected with or separated from the end tooth part of the side disc.

The invention also provides a driving system, which comprises a first motor, a transmission gear set and the clutch;

the transmission gear set comprises a transmission shaft and at least two groups of gear shifting gear pairs with different speed ratios;

the supporting disc is arranged on the transmission shaft, and each side disc is connected to an output shaft of the first motor through a group of gear shifting gear pairs.

In some embodiments, the drive system further comprises a second electric machine and an engine;

the engine is connected to an output shaft of the first motor through a damper;

and the output shaft of the second motor is connected to the transmission shaft.

Compared with the prior art, the invention provides the clutch and the driving system, the clutch adopts the supporting disk or the side disk comprising the gear ring, the hub and the elastic element, and the gear ring is rotatably arranged on the hub by the elastic element, so that the gear ring can resist the action of the elastic element and circumferentially rotate relative to the hub, and the gear-to-gear phenomenon generated when the engaging sleeve is engaged with the side disk is prevented, thereby reducing the switching force of the clutch and reducing the risk of gear breakage. Moreover, an elastic gasket is arranged between the gear ring and the hub, and the elastic gasket can resist the contact of the inner tooth part and the outer tooth part so as to solve the noise caused by the circumferential rotation of the gear ring. Finally, the effect of dynamic torque on the clutch and the drive train can also be mitigated by the action of the resilient elements and/or resilient pads.

Drawings

Fig. 1 is a schematic structural diagram of a hybrid drive system with a dog clutch according to the related art.

FIG. 2 is a schematic view of a first embodiment of the clutch of the present invention.

Fig. 3 is a cross-sectional view taken along the line a-a in fig. 2.

Fig. 4 is a partially enlarged view of the first embodiment of the portion B in fig. 3.

Fig. 5 is a partially enlarged view of a portion B in fig. 3 according to a second embodiment.

Fig. 6 is a partially enlarged view of a portion B in fig. 3 according to a third embodiment.

Fig. 7 is a graph of the torque angle of the ring gear relative to the hub versus the torque transmitted in fig. 3.

Fig. 8 is a schematic view of the position relationship of the toothed ring relative to the hub at point N in fig. 7.

FIG. 9 is a schematic view of a second embodiment of the clutch of the present invention.

Fig. 10 is a schematic view of the meshing of the end tooth portions of the engaging sleeve and the end tooth portions of the side discs.

Fig. 11 is a schematic view of a coupling structure of the first embodiment of the drive system of the invention.

Fig. 12 is a schematic view of a connection structure of a second embodiment of the drive system of the invention.

The reference numbers in the above figures are as follows:

clutch 1 transmission gear set 2

First electric machine 3 Engine 4

Second electric machine 6 of damper 5

Gears G21-G26 transmission shaft S21

Output shafts S31, S61

First side plate 100 support plate 200

Second side disc 300 engaging sleeve 400

Gear ring 10 hub 30

Elastic element 50 first hub 20

First ring gear 40 actuating assembly 60

Inner tooth portion 11 first receiving groove 12

Third receiving groove 13 gullet 111

Mounting groove 402 external spline 201

Second receiving groove 32 of external tooth portion 31

Spring cage 51 permanent magnet component 61

Electromagnetic component 62 circumferential gap L

End toothing 101,301, 401

Resilient pads

70, 70a, 70b, 70c

Elastic regions

71, 71a, 71b, 71c

Positioning

areas

72, 72a, 72b

Extension region 73c

Detailed Description

The following description of the embodiments refers to the accompanying drawings for illustrating the specific embodiments in which the invention may be practiced. The directional terms used in the present invention, such as "up", "down", "front", "back", "left", "right", "top", "bottom", etc., refer to the directions of the attached drawings. Accordingly, the directional terms used are used for explanation and understanding of the present invention, and are not used for limiting the present invention. In addition, the embodiments described in the detailed description are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 2 and 9, the clutch 1 of the present invention includes a support plate 200, two side plates respectively located at two axial sides of the support plate 200, and a sleeve 400, wherein the two side plates and the sleeve 400 respectively have end teeth, and the sleeve 400 surrounds the support plate 200 and is axially movably connected to the support plate 200, so that the sleeve 400 can be respectively engaged with or disengaged from each of the side plates.

Wherein each of said side discs or said support disc 200 comprises a toothed ring 10, a hub 30 and an elastic element 50. The hub 30 is used for input torque or output torque; the toothed ring 10 surrounds the hub 30 and is relatively rotatably connected with the hub 30 within a predetermined angle range, and the elastic element 50 is installed between the toothed ring 10 and the hub 30 and can transmit torque between the toothed ring 10 and the hub 30; when the coupling sleeve 400 is coupled to the side disc, the toothed ring 10 can rotate circumferentially relative to the hub 30 against the action of the elastic element 50 and entrain or follow the hub 30 to rotate circumferentially together, and thus bring about the engagement between the end teeth 401 of the coupling sleeve 400 and the end teeth of the side disc.

In a preferred embodiment, the two side discs are a first side disc 100 and a second side disc 300, which are axially positioned at the left and right sides of the support disc 200, respectively. For convenience of distinction, the end tooth portion of the first side disc 100 is referred to as an end tooth portion 101, and the end tooth portion of the second side disc 300 is referred to as an end tooth portion 301.

Here, it should be noted that the present invention does not limit the specific range of the predetermined angle range. In specific implementation, the actual design of the clutch 1 may be specifically set as long as the requirement for aligning the end tooth portion 401 with the

end tooth portions

101 and 301 is satisfied.

To this end, when the first side disc 100 or the second side disc 300 is connected to the coupling sleeve 400, respectively, the toothed ring 10 can rotate circumferentially relative to the hub 30 against the action of the elastic element 50 and bring the hub 30 into rotation therewith. More specifically, the toothed ring 10 can rotate circumferentially with respect to the hub 30 within a certain range, against the action of the elastic elements 50, to adjust the abutment error, and finally the hub 30 is rotated together by the toothed ring 10. As a result, the end tooth portion 401 of the engaging sleeve 400 can be relatively easily aligned with the end tooth portion 101 of the first side plate 100 or the end tooth portion 301 of the second side plate 300, so that the engaging force or the switching force of the clutch 1 can be reduced, and the risk of breakage of the end tooth portions 101,301, 401 can be reduced.

Specifically, the support plate 200, the first side plate 100 and the second side plate 300 are coaxially arranged. Referring to fig. 11 and 12, in the present embodiment, the rotation axis is the transmission shaft S21. As will be described in more detail below.

As shown in fig. 2, the first side plate 100 and the second side plate 300 respectively include a ring gear 10, a hub 30, and an elastic member 50.

In the first side disc 100 and the second side disc 300, since the structure and the connection relationship of the ring gear 10, the hub 30 and the elastic element 50 are similar, the first side disc 100 will be described in detail as an example. It should be noted that the present invention does not limit the structure of the first side plate 100 and the second side plate 300 to be identical. In specific implementation, the first side plate 100 and the second side plate 300 may be designed differently according to actual needs, as long as the configuration relationship among the ring gear 10, the hub 30 and the elastic element 50 is not damaged or affected.

Referring to fig. 2 and 3, an end tooth portion 101 is disposed on an outer circumference of the ring gear 10, an inner tooth portion 11 and a first receiving groove 12 are disposed on a radial inner side of the ring gear 10, and a tooth groove 111 is disposed between two adjacent inner tooth portions 11 of the ring gear 10.

As shown in fig. 3, in the present embodiment, the first receiving grooves 12 and the inner teeth 11 are provided at intervals in the circumferential direction of the ring gear 10.

With continued reference to fig. 2 and 3, the hub 30 is located at the radial inner side of the ring gear 10, and the radial outer side of the hub 30 is formed with an external tooth portion 31 and a second receiving groove 32. Also, similarly, the outer teeth portions 31 and the second receiving grooves 32 are provided at intervals in the circumferential direction of the hub 30.

Referring to fig. 3, the external teeth 31 of the hub 30 are received in the slots 111 of the internal teeth 11, the external teeth 31 are rotatable in the slots 111 relative to the internal teeth 11 within the predetermined angular range, and the external teeth 31 and the internal teeth 11 can be engaged to transmit torque.

With continued reference to fig. 3, the circumferential width of the external teeth 31 of the hub 30 is smaller than the circumferential width of the slots 111, so that a circumferential gap L is formed between the external teeth 31 of the hub 30 and the internal teeth 11 along the circumferential direction, and the external teeth 31 can rotate relative to the internal teeth 11 within the predetermined angular range in the slots 111.

As can be seen from the above configuration, the outer teeth 31 and the inner teeth 11 are gradually brought close to each other until they come into contact with each other, while overcoming the circumferential gap L. In practice, the circumferential gap L can be configured to adjust the specific range of the predetermined angular range.

Referring to fig. 2 and 3, the elastic element 50 is disposed along a circumferential direction (which may be simply referred to as a circumferential direction) of the first side disc 100, and the elastic element 50 is positioned in a radial direction of the hub 30 and the ring gear 10 and cannot move along the radial direction, and the elastic element 50 can only be compressed in the circumferential direction to provide a circumferential pretension. The elastic element 50 enables a damping movement of the toothed ring 10 and the hub 30 relative to each other in the circumferential direction.

With continuing reference to fig. 2 and 3, the elastic element 50 is simultaneously received in the first receiving groove 12 and the second receiving groove 32, and both circumferential ends of the elastic element 50 respectively abut against the hub 30 and the ring gear 10. In the present embodiment, the elastic element 50 is located radially within the radial range of the outer tooth portion 31 and the inner tooth portion 11, and the elastic element 50 and the tooth slot 111 are arranged at intervals in the circumferential direction.

Referring to fig. 2, a spring cage 51 is disposed in the first receiving groove 12, and the elastic element 50 is axially positioned by the spring cage 51. In the present exemplary embodiment, the spring cage 51 together with the hub 30 accommodates the spring element 50.

In a preferred embodiment, the elastic element 50 is a coil spring.

In a specific implementation, a plurality of the elastic elements 50 may be distributed in the circumferential direction of the first side disc 100 or the second side disc 300, for example, 2 or another number. The elastic element 50 may be arranged with its longitudinal axis tangential to the circumference of the hub 30. The elastic element 50 may also be provided in an inner and outer sleeved manner, in which the outer spring is sleeved outside the inner spring.

Referring to fig. 3, the first side plate 100 or the second side plate 300 further includes an elastic pad 70, and the elastic pad 70 is used for resisting the contact between the outer tooth portion 31 and the inner tooth portion 11 in the circumferential direction, so as to further provide a buffering effect. By arranging the elastic washer 70, noise generated when the outer teeth 31 and the inner teeth 11 rotate in the circumferential gap L can be prevented or reduced, and the comfort of the motor vehicle can be improved.

Specifically, the elastic pad 70 is disposed in the tooth space 111, and the elastic pad 70 has elastic regions 71 at both ends of the tooth space 111 in the circumferential direction with respect to the circumferential side surfaces of the outer tooth portions 31 for providing elastic damping to the outer tooth portions 31 and the inner tooth portions 11 when engaged.

Please further refer to fig. 4 and fig. 5 and fig. 6, which illustrate three embodiments of the elastic pad 70, and the most important difference between the three embodiments is that the elastic pad 70(70a) in fig. 4 is a wave-shaped elastic sheet, the elastic pad 70(70b) in fig. 5 is a T-shaped elastic pad, and the elastic pad 70(70c) in fig. 6 is a bracket.

Referring to fig. 4, the elastic pad 70(70a) is a wave-shaped elastic pad. At this time, the elastic pad 70(70a) includes an elastic region 71a and positioning regions 72a located at both sides of the elastic region 71a in a radial direction.

As shown in fig. 5, the elastic pad 70(70b) is a T-shaped elastic pad. The elastic pad 70(70b) includes an elastic region 71b and positioning regions 72b located at both radial sides of the elastic region 71 b.

Accordingly, as shown in fig. 4 and 5, the teeth groove 111 is provided at both circumferential ends thereof with third receiving grooves 13, respectively. At this time, the elastic regions 71a and 71b are located in the teeth grooves 111, and the

positioning regions

72a and 72b are constrained to the third receiving grooves 13.

For example, as shown in fig. 4 and 5, the third receiving groove 13 is located at one side of the tooth groove 111 in the circumferential direction and communicates with the tooth groove 111.

Referring to fig. 4 and 5, the third receiving groove 13 is a T-shaped structure. At this time, the circumferential side wall of the third receiving groove 13 may protect the elastic pad 70 from being excessively deformed by protecting the elastic pad 70 from being overloaded by the elastic pad 70.

Referring further to fig. 6, fig. 6 provides a resilient pad 70(70c) resiliently supported in the slot 111 by a form fit.

Referring to fig. 6, the elastic pad 70(70c) includes two elastic regions 71c and an extending region 73c connected between the elastic regions 71 c. The two elastic regions 71c extend in a radial direction with a certain tendency and respectively abut against the circumferential side surfaces of the inner tooth portion 11 in the circumferential direction, and the extending region 73c extends in the circumferential direction and simultaneously supports the two elastic regions 71c in the circumferential direction, so that the two elastic regions 71c simultaneously press against the circumferential side surfaces of the inner tooth portion 11, thereby positioning the elastic pad 70(70 c).

For example, in the present embodiment, the elastic region 71c extends in a wave-like extending tendency. In other embodiments, the elastic region 71c extends in an arcuate extending trend.

It should be noted that the elastic element 50 and/or the elastic washer 70 can also reduce the influence of the dynamic torque on the clutch 1 itself and the drive train, and prevent the dynamic torque on the engine side from being transmitted to the driven end.

Fig. 7 is a graph showing a relationship between a torsion angle of the ring gear 10 with respect to the hub 30 and a transmission torque in fig. 3, and fig. 8 is a schematic diagram showing a positional relationship between the ring gear 10 and the hub 30 at a point N in fig. 7.

Referring to fig. 8 and 3, when the torsion angle ranges from O to M, the circumferential gap L between the ring gear 10 and the hub 30 is not overcome, the ring gear 10 is mechanically coupled to the hub 30 through the elastic element 50, and the torque between the two is transmitted through the elastic element 50.

Referring to fig. 8 and 3, when the torsion angle ranges from M to N, the ring gear 10 is mechanically coupled to the hub 30 through the elastic element 50 and the elastic pad 70, and the ring gear 10 resists against the elastic element 50 and the elastic pad 70, and the torque therebetween is transmitted through the elastic element 50 and the elastic pad 70.

Referring to fig. 7 and 8, when the range of the twist angle is greater than N, the ring gear 10 overcomes the circumferential gap L, i.e., when a portion of the inner teeth 11 and a portion of the outer teeth 31 are in direct contact. The ring gear 10 is mechanically coupled to the hub 30 via the elastic elements 50 and the elastic washers 70, and directly acts on the hub 30 via the engagement of the internal teeth 11 and the external teeth 31, and the torque therebetween is transmitted via the elastic elements 50, the elastic washers 70, and the engagement of the internal teeth 11 and the external teeth 31.

Referring to fig. 2, the support plate 200 is axially disposed between the first side plate 100 and the second side plate 300, and the support plate 200 and the first side plate 100 and the second side plate 300 have a space therebetween along an axis, respectively.

Referring to fig. 2, the radial outer side of the support disc 200 is provided with an external spline 201. In this embodiment, the support disc 200 includes a first hub 20, and the external spline 201 is disposed radially outside the first hub 20. In a specific embodiment, the support disc 200 may be connected to a propeller shaft or a transmission input shaft via the first hub 20.

With continued reference to fig. 2, the clutch sleeve 400 surrounds the radially outer side of the support disc 200, and the clutch sleeve 400 is axially movably but torsionally connected to the support disc 200, so that the clutch sleeve 400 can move towards or away from the first side disc 100 or the second side disc 300, respectively, for effecting engagement or disengagement of the clutch 1. In other words, the sleeve 400 can slide reciprocally in the axial direction of the support plate 200.

With continued reference to fig. 2, the radially inner side of the sleeve 400 has an end tooth portion 401, and the radially outer side of the sleeve 400 is provided with a mounting groove 402.

With continued reference to fig. 2, the sleeve 400 is mounted on the support disk 200 in a rotationally fixed but axially displaceable manner by means of the engagement of the end toothing 401 with the external splines 201 of the support disk 200.

Furthermore, the tooth profile of the end tooth 401 simultaneously matches the tooth profile of the

end tooth

101, 301. Thus, the end teeth 401 can be engaged with the end teeth 101,301, respectively, so that the engaging sleeve 400 can be engaged with the first side disc 100 or the second side disc 300, respectively, to achieve the effect of transmitting torque.

More specifically, the sleeve 400 is axially movable between a first engaged position, a disengaged position, and a second engaged position. The first engagement position is a position where the end tooth portion 401 can engage with the end tooth portion 101, that is, the first side plate 100 and the sleeve 400 are connected and transmit torque. The second engagement position is a position where the end tooth portion 401 can engage with the end tooth portion 301, that is, the second side plate 300 and the sleeve 400 are connected and transmit torque. The disengaged position is that the sleeve 400 is axially away from both the first side disc 100 and the second side disc 300, the end teeth 401 are simultaneously disengaged from the end teeth 101,301, and the torque transmission between the sleeve 400 and the first side disc 100 and the second side disc 300 is interrupted.

In particular implementation, the external splines 201 may be axial grooves along which the sleeve 400 may slide.

Referring to fig. 2, fig. 3 and fig. 10, the structural arrangement of the side plate is shown in the above: when the engaging sleeve 400 is pushed by a switching force F, i.e. the engaging force of the clutch 1, to move to the first engaging position or the second engaging position, the ring gear 10 can rotate circumferentially relative to the hub 30 against the action of the elastic element 50, so that the end tooth portion 401 and the end tooth portions 101,301 are engaged smoothly, and tooth-to-tooth resistance is avoided, thereby avoiding the resistance between teeth, reducing the switching force F, and reducing the risk of tooth breakage of the end tooth portions 101,301, 401.

For better triggering of the circumferential rotation of the toothed ring 10, the tooth shape, tooth profile or size of the end teeth 101,301, 401 can be configured.

Specifically, the direction of the circumferential rotation may be the direction of a vertical arrow in fig. 10, or may be the direction opposite to the direction of the vertical arrow.

Referring to fig. 2, in order to control the engagement or disengagement of the clutch 1, the clutch 1 further includes an actuating assembly 60.

Referring to fig. 2, the actuating assembly 60 includes a permanent magnet part 61 and an electromagnetic part 62, and the permanent magnet part 61 is configured to generate an electromagnetic force in response to an electromagnetic action of the electromagnetic part 62 to move the engaging sleeve 400 in the axial direction. Thus, the excitation current in the electromagnetic part 62 can be switched or changed to apply an attractive magnetic force or a repulsive magnetic force to the permanent magnetic part 61 for driving the engaging sleeve 400 to switch between the first engaging position, the second engaging position and the disengaging position.

In a practical implementation, the permanent magnet part 61 may be configured as an armature disk or as part of an armature disk, or with permanent magnets. The electromagnetic component 62 may be an electromagnet or an electromagnetic coil. For example, in the present embodiment, the permanent magnet part 61 is configured as an armature, and the electromagnetic part 62 is an electromagnetic coil. At this time, since the clutch 1 of the present invention has an effect of reducing the engaging force or the switching force, on one hand, the problem that the electromagnetic force faced by the conventional electromagnetic clutch cannot meet the requirement of the shifting force is solved, and on the other hand, the number of the electromagnetic coils can be reduced, thereby being beneficial to reducing the size of the clutch 1.

Referring to fig. 2, in the present embodiment, the permanent magnet part 61 is installed in the installation groove 402 of the joint sleeve 400, and the electromagnetic part 62 is sleeved on the radial outer side of the permanent magnet part 61 and is held on the housing. So arranged, the actuation assembly 60 can be prevented from occupying additional radial or axial area, enabling the size of the clutch 1 to be reduced. In particular implementation, the electromagnetic component 62 is fixed or held on the housing of the clutch 1. Of course, the electromagnetic component 62 can also be integrated directly on the housing of the transmission module or hybrid module.

Referring to fig. 9, the present invention provides another implementation structure of the clutch 1. The main difference of the clutch shown in fig. 9 compared to the embodiment shown in fig. 2 is that: the ring gear 10, the hub 30 and the elastic member 50 are disposed on the support plate 200. The specific structure and connection of the ring gear 10, the hub 30 and the elastic element 50 are referred to above.

With further reference to fig. 9, in the present embodiment, the external spline 201 of the support disk 200 is disposed on the radial outer side of the gear ring 10, and the external spline 201 cooperates with the end tooth portion 401 of the joint sleeve 400 to achieve axial guiding and circumferential positioning of the joint sleeve 400.

As shown in fig. 9, in the present embodiment, the first side disc 100 and the third side disc 300 respectively include a first toothed ring 40. The end tooth portions 101,301 are each arranged radially outside the respective first ring gear 40.

As shown in fig. 9, in the present embodiment, the elastic element 50 is positioned only by the ring gear 10 and the hub 30.

Fig. 11 is a schematic view showing a coupling structure of a first embodiment of a drive system of the present invention, and fig. 12 is a schematic view showing a coupling structure of a second embodiment of a drive system of the present invention. Wherein FIG. 11 generally represents an embodiment of an electric axle drive system and FIG. 12 generally represents an embodiment of a hybrid drive system.

Referring to fig. 11 and 12 together, the present invention further provides a driving system, which includes the clutch 1, the transmission gear set 2 and the first motor 3 according to the present invention. For the specific structure of the clutch 1 according to the present invention, reference is made to the above, and details are not repeated herein.

Referring to fig. 11 and 12, the transmission gear set 2 includes a transmission shaft S21 and at least two sets of shifting gear pairs with different speed ratios, the supporting plate 200 is disposed on the transmission shaft, and each side plate is connected to the output shaft S31 of the first electric motor 3 through one set of shifting gear pairs.

With continued reference to fig. 11 and 12, the drive gear set 2 includes gears G21-G25 and a drive shaft S21. Wherein the gear G21 and the gear G22 are both mounted on the output shaft S31 of the first motor 3. The gear G23 and the gear G24 are respectively connected with the first side disc 100 and the second side disc 300, and the gear G23 and the gear G21 are meshed to form a first shifting gear pair, and the gear G24 is meshed with the gear G22 to form a second shifting gear pair.

Specifically, the first and second pairs of shifting gears have different speed ratios.

In particular implementation, the first or second shifting gear pair can be drivingly connected or disconnected with the transmission shaft S21 to output the rotational speed of the output shaft S31 at different speed ratios. For example, in the present embodiment, the output shaft S31 is connected to the first side plate 100 through the first shift gear pair, and the output shaft S31 is connected to the second side plate 300 through the second shift gear pair. Continuing to refer to fig. 11 and 12, the driving shaft S21 is connected to the supporting plate 200 and passes through the gear G23, the gear G24, the first side plate 100 and the second side plate 300. In other words, the gear G23, the gear G24, the first side disc 100 and the second side disc 300 are freely sleeved on the periphery of the transmission shaft S21.

With continuing reference to fig. 11 and 12, the gear G25 is disposed on the transmission shaft S21, and the transmission shaft S21 is connected to the support plate 200. The drive shaft S21 may be a transmission input shaft.

When the clutch 1 is in the structure shown in fig. 2, the gear G23 and the gear G24 are respectively connected to the hub 30 of the first side disc 100 or the second side disc 300, and the transmission shaft S21 is connected to the support disc 200.

When the clutch 1 has the structure shown in fig. 9, the gear G23 and the gear G24 are respectively connected to the toothed ring 40 of the first side disc 100 or the second side disc 300, and the transmission shaft S21 is connected to the hub 30 of the support disc 200.

With continued reference to fig. 12, in the present embodiment, the driving system is the hybrid driving system. At this time, the drive system further includes an engine 4, a damper 5, and a second motor 6.

With continued reference to fig. 12, the engine 4 is connected to the output shaft S31 of the first electric machine 3 through the damper 5. In particular, the damper 5 may be integrated with a torque limiter. With this arrangement, it is possible to reduce the damping vibration which can be made better, reduce the torsional vibration of the engine 4, and prevent the drive system from being overloaded.

With continued reference to fig. 12, the drive gear set 2 further includes a gear G26. The gear G26 is disposed on the output shaft S61 of the second motor 6 and is engaged with the gear G25, and the gear G25 is disposed on the transmission shaft S21.

With the drive system according to the present preferred embodiment, the following operation modes can be provided according to the different states of the engine 4, the first motor 3, the second motor 6, and the clutch 1:

(1) an engine drive mode: only the engine 4 drives the drive train at this time, and the first electric machine 3 is driven by the engine 4 as a generator and charges the battery;

(2) combined hybrid drive mode: at the moment, the engine 4 and the second motor 6 jointly drive the power train, the first motor 3 serves as a generator to supply power to the battery and finally to supply power to the second motor 6, or at the moment, the engine 4, the first motor 3 and the second motor 6 jointly drive the power train, and the first motor 3 and the second motor 6 are supplied with power through the battery;

(3) pure electric drive mode: the engine 4 is at this point idling and not driving the driveline, while the first electric machine 3 is driven as a generator by the engine 4 and charges the battery, the second electric machine 6 drives the driveline, the second electric machine 6 is powered via the battery, or the engine 4 is stopped, when the second electric machine 6 drives the driveline by battery power.

With continued reference to fig. 12, as previously described, in the engine-driven mode and the hybrid-drive mode, the drive system can implement a shift mode, i.e., a gear shift can be implemented by the clutch 1.

In the pure electric drive mode, when the first motor 3 drives the transmission system, the drive system can still realize a gear shifting mode through the clutch 1; while the second electric machine 6 drives the drive train, which cannot implement the gear shift mode.

It should also be noted that for different driving force/torque transmission routes when the hybrid powertrain is in different modes and/or the transmission is in different gears, those skilled in the art can determine which gear to use for different modes and/or transmissions according to the teachings of the present invention, and will not be described in further detail herein.

The present invention has been described in detail, and the principle and the implementation of the present invention are explained by applying specific examples, and the description of the above examples is only used to help understanding the technical scheme and the core idea of the present invention; those of ordinary skill in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims

1. A clutch comprising a support disc, two side discs located on either axial side of the support disc, and a clutch sleeve, the two side discs and the clutch sleeve each having end tooth portions, and the clutch sleeve surrounding the support disc and axially movably connecting the support disc to enable the clutch sleeve to engage with or disengage from each of the side discs, respectively; and each of the side discs or the support disc comprises a hub, a toothed ring and an elastic element;

wherein the hub is used for input torque or output torque;

2. The clutch of claim 1, wherein: when the hub, the ring gear and the elastic element are arranged on the support disc: the joint sleeve is connected to the gear ring, the side disc comprises a first gear ring, and the end tooth part of the side disc is arranged on the periphery of the first gear ring.

3. The clutch of claim 1, wherein: when the hub, the ring gear and the elastic element are arranged on each of the side discs: the end tooth part of the side disc is arranged on the periphery of the tooth ring, the support disc comprises a first hub, and the joint sleeve is connected to the first hub.

4. The clutch of claim 1, wherein: the coupling sleeve surrounds the support disk and is connected to the support disk in an axially displaceable but rotationally fixed manner by means of a toothed structure.

5. The clutch of claim 1, wherein: the hub is provided on a radially outer side thereof with an outer toothed portion, the ring gear is provided on a radially inner side thereof with an inner toothed portion, a tooth groove is provided between two adjacent inner toothed portions, the outer toothed portion is received in the tooth groove, the outer toothed portion is rotatable in the tooth groove within the predetermined angular range relative to the inner toothed portion, and the outer toothed portion and the inner toothed portion are adapted to be able to transmit torque in an engaged manner.

6. The clutch of claim 5, wherein: a first accommodating groove extending circumferentially is formed in the radial inner side of the gear ring, and a second accommodating groove extending circumferentially is formed in the radial outer side of the hub; the elastic element is accommodated in the first accommodating groove and the second accommodating groove, and two circumferential ends of the elastic element respectively abut against the gear ring and the hub at the same time.

7. The clutch of claim 6, wherein: a spring cage is arranged in the first accommodating groove, and the elastic element is positioned by means of the spring cage and the hub in the axial direction.

8. The clutch of claim 5, wherein: the clutch further comprises an elastic gasket, the elastic gasket is arranged in the tooth groove, the two ends of the circumferential direction of the tooth groove are provided with elastic areas relative to the circumferential side surfaces of the outer tooth parts, and the elastic gasket is used for providing elastic damping for the outer tooth parts and the inner tooth parts when the outer tooth parts are engaged.

9. The clutch of claim 8, wherein: third accommodating grooves are formed in the two circumferential ends of the tooth grooves, and the elastic gaskets are installed in the third accommodating grooves; alternatively, the first and second electrodes may be,

10. The clutch of claim 1, wherein: the clutch further includes an actuating assembly, the actuating assembly including:

an electromagnetic component;

11. A drive system, characterized by: comprising a first electric machine, a set of transmission gears and a clutch according to any one of claims 1 to 10;

12. The drive system of claim 11, wherein: the driving system further comprises a second motor and an engine;

the engine is connected to an output shaft of the first motor through a damper;