WO2022227552A1 - Clutch device and vehicle - Google Patents

Abstract

A clutch device, comprising a first transmission shaft (10), a second transmission shaft (20) and a clutch assembly, wherein an outer side of the first transmission shaft is provided with an inner clutch hub (13); the second transmission shaft is coaxially arranged with the first transmission shaft, and the first transmission shaft and the second transmission shaft rotate independently of each other; an outer side of the second transmission shaft is provided with a first transmission gear (21), and the side of the first transmission gear that faces the first transmission shaft is provided with a piston cavity (22) and an outer clutch hub (23), which is arranged around the outer periphery of the piston cavity; and the clutch assembly comprises a clutch piston (31), at least one first connecting sheet (32) and at least one second connecting sheet (33), the first connecting sheet and the second connecting sheet being arranged in an axial direction of the first transmission shaft, the first connecting sheet being connected to the inner clutch hub, the second connecting sheet being connected to the outer clutch hub, the clutch piston being mounted in the piston cavity, and the clutch piston being used to press or release the first connecting sheet and the second connecting sheet. A vehicle is further disclosed.

Description

clutch and car

This application claims the priority of the Chinese patent application filed on April 27, 2021 with application number 202110463080.4, the entire contents of which are incorporated herein by reference.

technical field

The present application relates to the technical field of automobile transmission, and in particular, to a clutch device and an automobile.

Background technique

At present, in a fuel vehicle or a hybrid vehicle, a clutch device is generally provided between the gearbox and the engine for power transmission and disconnection between the gearbox and the engine. The current clutch device is usually installed as an independent component between the output end of the engine and the input end of the gearbox, so it is necessary to design a larger space at the output end of the engine and the input end of the gearbox for the installation of the clutch device. The clutch device occupies a large space in the axial direction.

technical problem

The main purpose of this application is to propose a clutch device, which aims to reduce the space occupied by the clutch device in the axial direction.

technical solutions

In order to achieve the above purpose, the clutch device proposed in this application includes:

a first transmission shaft, the outer side of the first transmission shaft is provided with a clutch inner hub;

The second transmission shaft is arranged coaxially with the first transmission shaft, and the first transmission shaft and the second transmission shaft rotate independently of each other. A first transmission gear is provided on the outside of the second transmission shaft. The side of the first transmission gear facing the first transmission shaft is provided with a piston cavity and a clutch outer hub, and the clutch outer hub ring is arranged on the outer circumference of the piston cavity; and

The clutch assembly includes a clutch piston, at least one first connecting piece and at least one second connecting piece, the first connecting piece and the second connecting piece are arranged in the axial direction of the first transmission shaft, and both are provided with Between the clutch inner hub and the clutch outer hub, the first connecting piece is connected to the clutch inner hub, and is movable relative to the clutch inner hub in the axial direction of the first transmission shaft, The second connecting piece is connected with the outer clutch hub, and is movable relative to the outer clutch hub in the axial direction of the second transmission shaft. The clutch piston is installed in the piston cavity and located in the outer clutch hub. The first connecting piece and the second connecting piece face one side of the first transmission gear, and the clutch piston is configured to press or release the first connecting piece and the second connecting piece.

In one embodiment, the first transmission gear and the second transmission shaft are integrally formed; or, the first transmission gear and the second transmission shaft are provided separately, and the first transmission gear is fixed on the the second transmission shaft.

In one embodiment, the clutch outer hub and the first transmission gear are welded.

In one embodiment, the first transmission shaft is provided with a second transmission gear, the inner clutch hub is arranged on the side of the second transmission gear facing the first transmission gear, and is connected with the second transmission gear. Drive shaft spacing settings.

In one embodiment, the inner clutch hub and the second transmission gear are integrally formed; and/or the second transmission gear and the first transmission shaft are integrally formed.

In one embodiment, one of the first transmission shaft and the second transmission shaft is provided with an installation hole, and the other is rotatably installed in the installation hole.

In one embodiment, the clutch inner hub, the clutch piston and the second transmission shaft are jointly enclosed to form a first installation cavity, and the clutch outer hub and the clutch inner hub are enclosed to form a second installation cavity , the first installation cavity communicates with the second installation cavity, the second transmission shaft is provided with a cooling oil circuit, and the cooling oil circuit communicates with the first installation cavity.

In one embodiment, the clutch inner hub is provided with a first oil passage hole, and the first oil passage hole penetrates the inner side surface and the outer side surface of the clutch inner hub to communicate with the first installation cavity and the a second installation cavity; and/or, the clutch outer hub is provided with an oil outlet hole, and the oil outlet hole communicates with the second installation cavity.

In one embodiment, the cooling oil passage includes a first oil passage, the first oil passage penetrates the end of the second transmission shaft toward the first transmission shaft, the first transmission shaft and the A gap between the second transmission shafts forms a second oil passage, and the second oil passage communicates with the first installation cavity and the first oil passage.

In one embodiment, a support portion is further provided on the outside of the first transmission shaft, the support portion extends toward the direction of the first transmission gear, and the support portion is located inside the clutch inner hub, so A first bearing is provided between the support portion and the second transmission shaft.

In one embodiment, the support portion is spaced on the inner side of the clutch inner hub, the support portion is provided with a second oil passage hole, and the second oil passage hole is located at the first bearing away from the second oil passage. One side of a transmission gear communicates with the first installation cavity and the second oil passage.

In one embodiment, the clutch assembly further includes a limit baffle and a return spring arranged in the first installation cavity, the limit baffle is arranged on the first transmission shaft, and is located on the clutch piston. On the side away from the piston cavity, the return spring elastically abuts between the clutch piston and the limiting baffle.

In one embodiment, the limit baffle partitions the first installation cavity to form a first cavity and a second cavity, and a portion between the limit baffle and the clutch piston forms the first cavity. a cavity, the second cavity communicates with the second installation cavity, the limiting baffle is provided with a third oil passage hole, and the third oil passage hole communicates with the first cavity and the second cavity.

In one embodiment, the cooling oil passage includes a first oil passage and a third oil passage, the first oil passage extends along the axial direction of the second transmission shaft, and the third oil passage The two transmission shafts extend radially to communicate with the first oil passage and the first cavity.

The present application also proposes an automobile, comprising an engine, a gearbox and the above-mentioned clutch device, one of the first transmission shaft and the second transmission shaft of the clutch device is connected to the output end of the engine, and the other is connected to the output end of the engine. connected to the input end of the gearbox.

In one embodiment, the automobile further includes a drive motor and a generator, the input end of the generator is connected to the second transmission gear of the clutch device, and the drive motor is connected to the first transmission gear of the clutch device. connect.

beneficial effect

In the technical solution of the present application, the piston cavity and the outer clutch hub are arranged on the first transmission gear, so that when the first transmission shaft and the second transmission shaft are assembled, the clutch piston of the clutch assembly can be installed in the piston cavity, and the first transmission shaft can be installed in the piston cavity. The connecting piece and the second connecting piece are installed between the clutch outer hub and the clutch inner hub of the first transmission shaft. In this way, when the first transmission gear is used to set the piston cavity and the outer clutch hub, the clutch assembly can be integrated with the first transmission gear, avoiding additionally disposing the outer hub and the piston mounting assembly on the axial side of the first transmission gear, so that the The space occupied by the clutch device in the axial direction is reduced, the structure of the clutch device is simplified, the integration of the clutch device is enhanced, and the cost is reduced.

Description of drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the accompanying drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only These are some embodiments of the present application. For those of ordinary skill in the art, other drawings can also be obtained according to the structures shown in these drawings without any creative effort.

FIG. 1 is a schematic structural diagram of an embodiment of a clutch device according to the present application;

Fig. 2 is a sectional view of the clutch device in Fig. 1;

Fig. 3 is the enlarged view of A place in Fig. 2;

Fig. 4 is a sectional view of another position of the clutch device in Fig. 1;

FIG. 5 is an enlarged view of B in FIG. 4 .

Description of reference numbers:

label	name	label	name
10	first drive shaft	33	second connecting piece
11	Mounting holes	34	Limit baffle
12	second transmission gear	341	The third oil hole
13	clutch inner hub	35	return spring
131	first oil hole	40	first installation cavity
14	support	41	first cavity
141	Second oil hole	42	second cavity
20	second drive shaft	50	Second installation cavity
twenty one	first transmission gear	60	cooling oil circuit
twenty two	piston chamber	61	first oil passage
twenty three	clutch outer hub	62	third oil passage
231	oil outlet	70	clutch oil circuit
30	clutch components	81	first bearing
31	clutch piston	82	second bearing
32	first connecting piece	83	second oil passage

The realization, functional characteristics and advantages of the purpose of the present application will be further described with reference to the accompanying drawings in conjunction with the embodiments.

Embodiments of the present invention

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present application.

It should be noted that if there are directional indications (such as up, down, left, right, front, back, etc.) involved in the embodiments of the present application, the directional indications are only used to explain the relationship between the various components in a certain posture If the specific posture changes, the directional indication also changes accordingly.

In addition, if there are descriptions related to "first", "second", etc. in the embodiments of the present application, the descriptions of "first", "second", etc. are only for the purpose of description, and should not be construed as indicating or implying Its relative importance or implicitly indicates the number of technical features indicated. Thus, a feature delimited with "first", "second" may expressly or implicitly include at least one of that feature. In addition, the meaning of "and/or" appearing in the whole text includes three parallel schemes, and taking "A and/or B as an example", it includes scheme A, scheme B, or scheme that A and B satisfy at the same time. In addition, the technical solutions between the various embodiments can be combined with each other, but must be based on the realization by those of ordinary skill in the art. When the combination of technical solutions is contradictory or cannot be realized, it should be considered that the combination of such technical solutions does not exist. , is not within the scope of protection claimed in this application.

The present application proposes a clutch device, which is used in an automobile or other power transmission devices that require a clutch function.

In the embodiment of the present application, please refer to FIG. 1 to FIG. 3, the clutch device includes a first transmission shaft 10, a second transmission shaft 20 and a clutch assembly 30, the outer side of the first transmission shaft 10 is provided with a clutch inner hub 13; The two transmission shafts 20 are arranged coaxially with the first transmission shaft 10, and the first transmission shaft 10 and the second transmission shaft 20 rotate independently of each other. A first transmission gear 21 is provided on the outside of the second transmission shaft 20, and the first transmission gear 21 faces The side where the first transmission shaft 10 is located is provided with a piston cavity 22 and a clutch outer hub 23 , and the clutch outer hub 23 is arranged around the outer periphery of the piston cavity 22 .

The clutch assembly 30 includes a clutch piston 31 , at least one first connecting piece 32 and at least one second connecting piece 33 . The first connecting piece 32 and the second connecting piece 33 are arranged in the axial direction of the first transmission shaft 10 , and both are provided. Between the clutch inner hub 13 and the clutch outer hub 23, the first connecting piece 32 is connected with the clutch inner hub 13, and is movable relative to the clutch inner hub 13 in the axial direction of the first transmission shaft 10, and the second connecting piece 33 is connected to the clutch inner hub 13. The clutch outer hub 23 is connected and is movable relative to the clutch outer hub 23 in the axial direction of the second transmission shaft 20 . The clutch piston 31 is installed in the piston cavity 22 and located on the first connecting piece 32 and the second connecting piece 33 toward the first connecting piece 33 . On one side of the transmission gear 21 , the clutch piston 31 is configured to press or release the first connecting piece 32 and the second connecting piece 33 .

In this embodiment, the first connecting piece 32 is connected to the clutch inner hub 13 through a spline structure, so that the first connecting piece 32 can rotate together with the first transmission shaft 10 and can be relative to the clutch inner hub 13 along the first transmission shaft The axial direction of 10 (ie the axial direction of the second transmission shaft 20 ) moves. Similarly, the second connecting piece 33 is connected with the clutch outer hub 23 through the spline structure, so that the second connecting piece 33 can rotate together with the second transmission shaft 20 and can be relative to the clutch outer hub 23 along the first transmission shaft 10 . Axial movement. Of course, the first connecting piece 32 can also be connected to the clutch inner hub 13 through other structures, so as to ensure that the first connecting piece 32 can rotate together with the first transmission shaft 10 and can be relative to the clutch inner hub 13 along the axis of the first transmission shaft 10 to move. The connection structure of the second connection piece 33 and the clutch outer hub 23 can be referred to the connection structure of the first connection piece 32 and the clutch inner hub 13 , which will not be repeated here. Both the clutch inner hub 13 and the clutch outer hub 23 are annular.

The clutch assembly 30 includes a plurality of first connecting pieces 32 and a plurality of second connecting pieces 33, and a second connecting piece 33 is arranged between any two first connecting pieces 32, that is, a plurality of first connecting pieces 32 and a plurality of first connecting pieces 32. The two connecting pieces 33 are alternately arranged in sequence along the axial direction. The first connecting sheet 32 is a friction sheet, and the second connecting sheet 33 is a steel sheet. When hydraulic fluid is introduced into the piston cavity 22, the clutch piston 31 can be driven to move in the direction of the first transmission shaft 10, so that the first connecting piece 32 and the second connecting piece 33 can be pressed, and the first connecting piece 32 There is frictional engagement with the second connecting piece 33 , so that the first transmission shaft 10 and the second transmission shaft 20 realize power transmission. After the hydraulic fluid in the piston chamber 22 is discharged, the clutch piston 31 releases the first connecting piece 32 and the second connecting piece 33, so that the first connecting piece 32 and the second connecting piece 33 can be spaced apart. There is a gap joint between 32 and the second connecting piece 33 . It can be understood that the second connecting piece 33 can also be a connecting piece made of other materials, as long as the second connecting piece 33 can satisfy the connection relationship between the first connecting piece 32 and the second connecting piece 33 in the clutch assembly 30 and The performance required for the operation of the vehicle is sufficient, and no other limitation is made here.

The first transmission shaft 10 may be used as the input shaft, and the second transmission shaft 20 may be used as the output shaft, or the first transmission shaft 10 may be used as the output shaft, and the second transmission shaft 20 may be used as the input shaft. In addition, a clutch oil passage 70 communicating with the piston cavity 22 may be provided on the second transmission shaft 20 , and a clutch oil passage 70 communicating with the piston cavity 22 may also be provided on the first transmission gear 21 .

In the technical solution of the present application, the piston cavity 22 and the clutch outer hub 23 are arranged on the first transmission gear 21, so that when the first transmission shaft 10 and the second transmission shaft 20 are assembled, the clutch piston 31 of the clutch assembly 30 can be Installed in the piston chamber 22 , the first connecting piece 32 and the second connecting piece 33 are installed between the clutch outer hub 23 and the clutch inner hub 13 of the first transmission shaft 10 . When using the first transmission gear 21 to set the piston cavity 22 and the clutch outer hub 23 in this way, the clutch assembly 30 can be integrated with the first transmission gear 21 to avoid additionally disposing the outer hub and the outer hub on the axial side of the first transmission gear 21 . The piston mounting assembly can reduce the space occupied by the clutch device in the axial direction, simplify the structure of the clutch device, enhance the integration of the clutch device and reduce the cost.

In one embodiment, one of the first transmission shaft 10 and the second transmission shaft 20 is provided with an installation hole 11 , and the other is rotatably installed in the installation hole 11 . In this embodiment, the first transmission shaft 10 is provided with an installation hole 11 , and one end of the second transmission shaft 20 extends into the installation hole 11 and can rotate relative to the first transmission shaft 10 , so that the first transmission shaft 10 and the second transmission shaft 10 can be rotated relative to the first transmission shaft 10 . The transmission shafts 20 are mutually supported in the radial direction, which is beneficial to improve the stability of the first transmission shaft 10 and the second transmission shaft 20 during rotation, and also enables the first transmission shaft 10 and the second transmission shaft 20 to rotate in the axial direction. The dimensions of the upper part overlap, which is beneficial to reduce the space occupied by the clutch device in the axial direction. Of course, in other embodiments, the second transmission shaft 20 may also be provided with an installation hole 11 , and one end of the first transmission shaft 10 extends into the installation hole 11 and can rotate relative to the second transmission shaft 20 . In addition, in other embodiments, the first transmission shaft 10 and the second transmission shaft 20 may also be spaced apart in the axial direction.

There are various ways of connecting the first transmission gear 21 and the second transmission gear 12. For example, in one embodiment, the first transmission gear 21 and the second transmission shaft 20 are integrally formed. That is, the first transmission gear 21 and the second transmission shaft 20 can be forgings, and the connection stability of the first transmission gear 21 and the second transmission shaft 20 can be ensured when the first transmission gear 21 and the second transmission shaft 20 are integrally formed. , thereby ensuring reliable transmission, reducing the number of parts of the clutch device, and reducing the assembly process and warehouse management cost of the first transmission gear 21 and the second transmission shaft 20 .

In another embodiment, the first transmission gear 21 and the second transmission shaft 20 are provided separately, and the first transmission gear 21 is fixed to the second transmission shaft 20 . That is, the first transmission gear 21 and the second transmission shaft 20 are formed separately and then assembled together. Wherein, the first transmission gear 21 and the second transmission shaft 20 may be connected by splines, or by riveting, or by screws. In this way, the first transmission gear 21 and the second transmission shaft 20 are separately arranged, which is beneficial to reduce the processing cost of each part, and when one of the first transmission gear 21 and the second transmission shaft 20 is damaged, it is convenient to To replace damaged parts, it is not necessary to replace all of the first transmission gear 21 and the second transmission shaft 20, which is beneficial to reduce costs.

In one embodiment, the clutch outer hub 23 is welded with the first transmission gear 21 . That is, the clutch outer hub 23 is formed separately, and is welded to the first transmission gear 21 after being formed, so that the splines on the inner side of the clutch outer hub 23 can be easily processed and formed. Moreover, if the clutch outer hub 23 and the first transmission gear 21 are integrally formed, if the clutch outer hub 23 and the first transmission gear 21 are integrally formed by a forging process, the thickness of the clutch outer hub 23 will be thicker due to the forging process. This will result in an excessively large radial dimension of the clutch device. However, if the outer clutch hub 23 and the first transmission gear 21 are integrally formed by a machining process, more materials need to be cut, the processing volume is large, the material waste is serious, and the cost is high. However, by separately forming the clutch outer hub 23 and then welding the clutch outer hub 23 on the first transmission gear 21, the thickness of the clutch outer hub 23 can be made thinner while ensuring the structural strength of the clutch outer hub 23, thereby reducing the size of the clutch outer hub 23. The small size of the clutch device in the radial direction ensures the compact structure of the clutch device. In addition, when the thickness of the clutch outer hub 23 is made thinner in this way, under the condition that the outer diameter of the clutch outer hub 23 is equivalent to the outer diameter of the first transmission gear 21, the space inside the clutch outer hub 23 can be ensured to be larger, so that it can be Increase the size of the first connecting piece 32 and the second connecting piece 33 to increase the friction area. Of course, in other embodiments, the clutch outer hub 23 and the first transmission gear 21 may also be connected by fasteners such as screws, bolts or rivets. Alternatively, the clutch outer hub 23 and the first transmission gear 21 may also be integrally formed.

In one embodiment, the first transmission shaft 10 is provided with a second transmission gear 12 , and the clutch inner hub 13 is disposed on the side of the second transmission gear 12 facing the first transmission gear 21 and is spaced from the second transmission shaft 20 . . That is, the second transmission gear 12 may also be configured to perform power output. In this embodiment, taking the clutch device used in a hybrid vehicle as an example, the first transmission shaft 10 may be configured to be connected to the output end of the engine, the second transmission gear 12 may be configured to be connected to the input end of the generator, and the first transmission shaft 10 may be configured to be connected to the input end of the generator. The gear 21 may be configured to be connected to the input end of the gearbox, and the first transmission gear 21 may also be connected to the output end of the drive motor. Of course, in other embodiments, the clutch device can also be used in other transmission scenarios.

In this way, when the hybrid vehicle is driven by the engine, the first connecting piece 32 and the second connecting piece 33 are pressed by the clutch piston 31, so that the clutch device is in the engaged state, so that the first transmission shaft 10 and the second transmission shaft 20 can be used to achieve Power transmission, at this time, the drive motor can be powered on and started to drive the hybrid vehicle together with the engine; the drive motor can also be powered off without starting, that is, only driven by the engine. At this time, the generator can also be driven through the second transmission gear 12, so that the power battery of the hybrid vehicle can be charged through the generator.

When the hybrid vehicle is driven by the drive motor, the first connecting piece 32 and the second connecting piece 33 are spaced apart by discharging the hydraulic fluid in the piston cavity 22, so that the clutch device is in an open state, so that the driving motor is used for driving work. At this time, the engine may be in a flameout state, or the engine may be in a start state, so that the power battery can be charged through the second transmission gear 12 and the generator.

In this embodiment, by arranging the second transmission gear 12 on the first transmission shaft 10, the application scenarios of the clutch device can be increased, and by arranging the inner clutch hub 13 on the second transmission gear 12, the inner clutch hub can be 13 is integrated with the second transmission gear 12 to avoid arranging the independent second transmission gear 12 and the clutch inner hub 13 in the axial direction of the first transmission shaft 10, so that the space occupied by the clutch device in the axial direction can be reduced, At the same time, it is also beneficial to simplify the structure of the clutch device and enhance the integration of the clutch device.

In one embodiment, the clutch inner hub 13 and the second transmission gear 12 are integrally formed; and/or, the second transmission gear 12 and the first transmission shaft 10 are integrally formed. That is, only the inner clutch hub 13 and the second transmission gear 12 can be integrally formed, and the first transmission shaft 10 can be formed separately; or only the second transmission gear 12 and the first transmission shaft 10 can be formed integrally, and the clutch The inner hub 13 and the second transmission gear 12 are provided as separate bodies; or the clutch inner hub 13 , the first transmission shaft 10 and the second transmission gear 12 are integrally formed.

In this embodiment, the clutch inner hub 13 , the first transmission shaft 10 and the second transmission gear 12 are integrally formed, so that the connection stability of the clutch inner hub 13 , the first transmission shaft 10 and the second transmission gear 12 can be ensured , thereby ensuring reliable transmission, and reducing the number of parts of the clutch device, reducing the assembly process and warehouse management costs of the second transmission gear 12 and the first transmission shaft 10, the second transmission gear 12 and the clutch inner hub 13.

In one embodiment, the clutch device further includes a first limit snap ring, the first limit snap ring is arranged on the inner side of the clutch outer hub 23 , and both the first connecting piece 32 and the second connecting piece 33 are located on the first limit snap ring. Between them and the first transmission gear 21 , the first limit snap ring is configured to restrict the movement of the first connecting piece 32 and the second connecting piece 33 in a direction away from the first transmission gear 21 .

Referring to FIGS. 2 to 5 , in one embodiment, the clutch inner hub 13 , the clutch piston 31 and the second transmission shaft 20 are enclosed together to form a first installation cavity 40 , and the clutch outer hub 23 and the clutch inner hub 13 are enclosed to form a first installation cavity 40 . In the second installation cavity 50 , the first installation cavity 40 communicates with the second installation cavity 50 , the second transmission shaft 20 is provided with a cooling oil circuit 60 , and the cooling oil circuit 60 communicates with the first installation cavity 40 . It should be noted that the first installation cavity 40 is a space formed by the inner clutch hub 13, the clutch piston 31 and the second transmission shaft 20. The first installation cavity 40 is not limited to be a closed space here. The two installation cavities 50 are spaces formed by the outer clutch hub 23 and the inner clutch hub 13 substantially enclosed. In order to prevent the clutch inner hub 13 from interfering with the clutch piston 31 , the clutch inner hub 13 is spaced apart from the clutch piston 31 , so that the first installation cavity 40 and the second installation cavity 50 communicate with each other. Therefore, after the cooling oil enters the first installation cavity 40 through the cooling oil passage 60, under the action of centrifugal force, the cooling oil can splash from the first installation cavity 40 to the second installation cavity 50, so as to prevent the second installation cavity The first connecting piece 32 and the second connecting piece 33 in 50 are cooled down to improve the transmission efficiency. In this way, it is not necessary to soak the first connecting piece 32 and the second connecting piece 33 with a large amount of cooling oil, which can reduce the requirement of cooling oil. Of course, in other embodiments, the cooling oil passage 60 may also be provided on the first transmission shaft 10; or the cooling oil passage 60 may not be provided.

In one embodiment, the clutch outer hub 23 is provided with an oil outlet hole 231 , and the oil outlet hole 231 communicates with the second installation cavity 50 . In this way, when the second transmission shaft 20 rotates, the cooling oil in the second installation cavity 50 can flow out from the oil outlet hole 231. Compared with the method of discharging the cooling oil through the action of oil pressure, the structure is simple and can reduce the The hydraulic pressure of the cooling oil passage 60 . Of course, in other embodiments, the oil outlet hole 231 may also be provided on the first transmission gear 21 or the clutch inner hub 13 .

In one embodiment, the clutch inner hub 13 is provided with a first oil passage hole 131 , and the first oil passage hole 131 penetrates through the inner and outer sides of the clutch inner hub 13 and is configured to communicate with the first installation cavity 40 and the second installation chamber 40 . Cavity 50. That is, one end of the first oil passage hole 131 that communicates with the second installation cavity 50 is at least partially located between the first connection piece 32 and the second connection piece 33 , so that when the cooling oil passes from the first installation cavity 40 through the first oil passage hole 131 When flowing to the second installation cavity 50 , the cooling oil can fully contact the first connecting piece 32 and the second connecting piece 33 , so that the cooling effect on the first connecting piece 32 and the second connecting piece 33 can be improved. Of course, in other embodiments, the first oil passage hole 131 may not be provided.

In one embodiment, the first oil-passing hole 131 is in the shape of a long strip extending in the axial direction of the first transmission shaft 10, so that the cooling oil flowing out of the same first oil-passing hole 131 can flow to a plurality of at the same time. The first connecting piece 32 and the plurality of second connecting pieces 33 are beneficial to further improve the cooling effect. Of course, in other embodiments, the cooling holes may also be provided as circular holes.

In one embodiment, the clutch inner hub 13 is provided with a plurality of first oil passage holes 131 , and the plurality of first oil passage holes 131 are distributed at intervals along the circumferential direction of the clutch inner hub 13 , which is beneficial to increase the access to the first connecting piece 32 The cooling oil between the second connecting piece 33 and the second connecting piece 33 can further increase the cooling effect.

In one embodiment, the clutch inner hub 13 is provided with at least two groups of first oil passage holes 131 in the axial direction of the first transmission shaft 10 , and the two groups of first oil passage holes 131 are in the axial direction of the first transmission shaft 10 . are at least partially non-overlapping. That is, the two groups of first oil passage holes 131 may be spaced apart in the axial direction of the first transmission shaft 10 , or the two groups of first oil passage holes 131 may partially overlap in the axial direction of the first transmission shaft 10 . This can reduce the influence of the single first oil passage hole 131 on the strength of the clutch inner hub 13 due to the excessive length, and ensure the structural strength of the clutch inner hub 13 while ensuring the cooling effect.

In one embodiment, the cooling oil passage 60 includes a first oil passage 61 , the first oil passage 61 penetrates the end of the second transmission shaft 20 toward the first transmission shaft 10 , and the first transmission shaft 10 and the second transmission shaft 10 are connected between the first transmission shaft 10 and the second transmission shaft 10 . The gap between them forms a second oil passage 83 , and the second oil passage 83 communicates with the first installation cavity 40 and the first oil passage 61 . That is, when the cooling oil is passed into the first oil passage 61, the cooling oil can flow from the second oil passage 83 to the first installation cavity 40, so that when the cooling oil flows through the second oil passage 83, the cooling oil The heat between the first transmission shaft 10 and the second transmission shaft 20 can also be taken away.

In one embodiment, the outside of the first transmission shaft 10 is further provided with a support portion 14 , the support portion 14 extends in the direction of the first transmission gear 21 , the support portion 14 is located inside the clutch inner hub 13 , and the support portion 14 is connected to the first transmission gear 21 . A first bearing 81 is provided between the two transmission shafts 20 . That is, the second oil passage 83 communicates with the space between the support portion 14 and the second transmission shaft 20, and when the first bearing 81 is provided between the support portion 14 and the second transmission shaft 20, the cooling oil in the second oil passage 83 The fluid can flow through the first bearing 81 and then flow to the first installation cavity 40 , so as to ensure that the first transmission shaft 10 and the second transmission shaft 20 are mutually supported by the first bearing 81 , and can also pass through the second oil passage 83 . The cooling oil cools down the second bearing 82 . Of course, in other embodiments, the support portion 14 and the first bearing 81 may not be provided.

In one embodiment, the clutch device further includes a second bearing 82 . The second bearing 82 is sleeved on one end of the second transmission shaft 20 that extends into the mounting hole 11 , that is, the second bearing 82 is provided on the hole wall of the mounting hole 11 and the first end of the mounting hole 11 . Between the two transmission shafts 20 , the wear of the second transmission shaft 20 and the first transmission shaft 10 due to contact with each other can be avoided, which is beneficial to improve the service life of the first transmission shaft 10 and the second transmission shaft 20 . Of course, in other embodiments, the second bearing 82 may also be provided. For example, the peripheral surface of one end of the second transmission shaft 20 extending into the mounting hole 11 may be provided as a smooth surface, and the hole wall of the mounting hole 11 may be provided with a smooth surface.

In one embodiment, the second bearing 82 is a needle roller bearing, so that the thickness between the inner ring and the outer ring of the second bearing 82 is relatively small, so that the hole wall of the mounting hole 11 and the second transmission shaft 20 can be reduced. The gap between them is beneficial to improve the structural compactness of the clutch device. Of course, in other embodiments, the second bearing 82 can also be a ball bearing or other bearings.

In one embodiment, the support portion 14 is spaced on the inner side of the clutch inner hub 13 , the support portion 14 is provided with a second oil passage hole 141 , and the second oil passage hole 141 is located at a portion of the first bearing 81 away from the first transmission gear 21 . side, and communicates with the first installation cavity 40 and the second oil passage 83 . That is, when the cooling oil in the second oil passage 83 flows to the support portion 14, a part of the cooling oil flows to the first installation cavity 40 through the second oil passage hole 141, and the other part flows to the second bearing 82, so as to ensure the cooling oil The fluid can quickly flow toward the second installation cavity 50 , and can also ensure that the cooling oil cools and lubricates the second bearing 82 . Of course, in other embodiments, the second oil passage hole 141 may not be provided.

In one embodiment, the clutch assembly 30 further includes a limit baffle 34 and a return spring 35 disposed in the first installation cavity 40 . The limit baffle 34 is disposed on the first transmission shaft 10 and is located at the clutch piston 31 away from the piston cavity. On one side of 22 , the return spring 35 elastically abuts between the clutch piston 31 and the limit baffle 34 . Specifically, the first drive shaft 10 is provided with a second limit snap ring, the limit baffle 34 is sleeved on the first drive shaft 10 , and the second limit snap ring abuts against the limit baffle 34 and away from the clutch piston 31 , thereby restricting the movement of the limiting baffle 34 in the direction away from the piston cavity 22 . The return spring 35 is configured to abut the clutch piston 31 into the piston chamber 22 after the hydraulic fluid in the piston chamber 22 is discharged, so that the clutch piston 31 releases the first connecting piece 32 and the second connecting piece 33 . Of course, in other embodiments, the limiting baffle 34 can also be fixed to the second transmission shaft 20 by screws or pins.

In one embodiment, the clutch assembly 30 includes a plurality of return springs 35, the plurality of return springs 35 are distributed at intervals in the circumferential direction of the second transmission shaft 20, and each return spring 35 elastically abuts against the clutch piston 31 and the limiter between the baffles 34 . In this way, the clutch piston 31 can be uniformly stressed, and when there are many return springs 35 , even if one of the return springs 35 fails, the rest of the return springs can work normally through the remaining elasticity, thereby improving the reliability of the clutch assembly 30 . Of course, in other embodiments, the return spring 35 can also be sleeved on the second transmission shaft 20 .

In one embodiment, the limit baffle 34 separates the first installation cavity 40 to form a first cavity 41 and a second cavity 42 , and the part between the limit baffle 34 and the clutch piston 31 forms the first cavity 41 , the second cavity 42 communicates with the second installation cavity 50 , the limiting baffle 34 is provided with a third oil passage hole 341 , and the third oil passage hole 341 communicates with the first cavity 41 and the second cavity 42 . That is, when the limit baffle 34 is installed in the first installation cavity 40 , the part of the first installation cavity 40 between the limit baffle 34 and the clutch piston 31 forms the first cavity 41 , and the other part of the first installation cavity 40 forms the first cavity 41 . A second cavity 42 is formed. By arranging the second oil passage hole 141 , the cooling oil can flow in the first cavity 41 and the second cavity 42 , so that the cooling oil can flow from the second cavity 42 to the second installation cavity 50 pair The cooling of the first connecting piece 32 and the second connecting piece 33 also enables the cooling oil to enter the first cavity 41 to cool and lubricate the return spring 35 .

In one embodiment, the cooling oil passage 60 includes a first oil passage 61 and a third oil passage 62 , the first oil passage 61 extends along the axial direction of the second transmission shaft 20 , and the third oil passage 62 extends along the second transmission shaft 20 The radial direction extends to communicate with the first oil passage 61 and the first cavity 41 . That is, the end of the third oil passage 62 that communicates with the first cavity 41 is located between the limit baffle 34 and the clutch piston 31, so that the cooling oil can flow into the first oil passage 61 through the third oil passage 62 into the second oil passage 62. In the first cavity 41 , the oil flows to the second cavity 42 and the second installation cavity 50 through the third oil passage hole 341 . Since the second installation cavity 50 is located on the outer circumference of the first cavity 41 , when the cooling oil is first guided to the first cavity 41 , the cooling oil can be installed toward the second transmission shaft 20 under the action of centrifugal force when the second transmission shaft 20 rotates. The cavity 50 splashes and flows, thereby ensuring that the cooling oil can flow not only to the first cavity 41 but also to the second installation cavity 50 to ensure the overall cooling effect of the clutch device. In the embodiment in which the first oil passage 61 penetrates the end of the second transmission shaft 20 toward the first transmission shaft 10 , the second oil passage 83 communicates with the second cavity 42 . That is, in other embodiments, the third oil passage 62 may not be provided. In addition, in other embodiments, a fourth oil passage communicating with the second cavity 42 may also be provided on the second transmission shaft 20 .

In one embodiment, the cooling oil passage 60 further includes an oil inlet hole and an annular oil groove. The annular oil groove is provided on the outer circumference of the second transmission shaft 20 and is annular extending along the circumferential direction of the second transmission shaft 20. The annular oil groove and the first oil passage 61 are communicated. The annular oil groove is provided with a sealing groove on both sides of the second transmission shaft 20 in the axial direction. The sealing groove is annular extending along the circumferential direction of the second transmission shaft 20. When the second transmission shaft 20 is installed in the automobile, the annular oil groove is communicated with the oil passages on other structures, and the sealing ring is configured to seal the gap between the second transmission shaft 20 and other structures.

The application also proposes an automobile, which includes an engine, a gearbox and a clutch device. The specific structure of the clutch device refers to the above-mentioned embodiments. Since the automobile adopts all the technical solutions of all the above-mentioned embodiments, it has at least the above-mentioned embodiments. All the functions brought by the technical solution will not be repeated here. Wherein, one of the first transmission shaft 10 and the second transmission shaft 20 of the clutch device is connected to the output end of the engine, and the other is connected to the input end of the gearbox. In this embodiment, the first transmission shaft 10 is connected to the output end of the engine, and the second transmission shaft 20 is connected to the input end of the gearbox. Specifically, the second transmission shaft 20 is engaged with the gear of the input end of the gearbox through the first transmission gear 21 to realize the connection between the second transmission shaft 20 and the input end of the gearbox.

In one embodiment, the vehicle further includes a drive motor and a generator, the input end of the generator is connected to the second transmission gear 12 of the clutch device, and the drive motor is connected to the first transmission gear 21 of the clutch device. That is, in this embodiment, the vehicle is a hybrid vehicle, and the vehicle also includes a power battery, and the driving motor and the generator are evenly connected to the power battery. In this way, when the vehicle is driven by the engine, the clutch device is in the engaged state, so that the first power battery can pass through the first The transmission shaft 10 and the second transmission shaft 20 realize power transmission. At this time, the drive motor can be powered on and started to drive the hybrid vehicle together with the engine; the drive motor can also be powered off without starting, that is, only driven by the engine. At this time, the generator can also be driven through the second transmission gear 12, so that the power battery of the hybrid vehicle can be charged through the generator. When the hybrid vehicle is driven by the driving motor, the driving work is performed by the driving motor by making the clutch device open. At this time, the engine may be in a flameout state, or the engine may be in a start state, so that the power battery can be charged through the second transmission gear 12 and the generator.

The above descriptions are only optional embodiments of the present application and are not intended to limit the scope of the patent of the present application. Under the inventive concept of the present application, any equivalent structural transformations made by using the contents of the description and drawings of the present application, or direct/indirect Applications in other related technical fields are included in the scope of patent protection of this application.

Claims (16)

1. A clutch device, comprising:

   a first transmission shaft, the outer side of the first transmission shaft is provided with a clutch inner hub;

   The second transmission shaft is arranged coaxially with the first transmission shaft, and the first transmission shaft and the second transmission shaft rotate independently of each other. A first transmission gear is provided on the outside of the second transmission shaft. The side of the first transmission gear facing the first transmission shaft is provided with a piston cavity and a clutch outer hub, and the clutch outer hub ring is arranged on the outer circumference of the piston cavity; and

   The clutch assembly includes a clutch piston, at least one first connecting piece and at least one second connecting piece, the first connecting piece and the second connecting piece are arranged in the axial direction of the first transmission shaft, and both are provided with Between the clutch inner hub and the clutch outer hub, the first connecting piece is connected to the clutch inner hub, and is movable relative to the clutch inner hub in the axial direction of the first transmission shaft, The second connecting piece is connected with the outer clutch hub, and is movable relative to the outer clutch hub in the axial direction of the second transmission shaft. The clutch piston is installed in the piston cavity and located in the outer clutch hub. The first connecting piece and the second connecting piece face one side of the first transmission gear, and the clutch piston is configured to press or release the first connecting piece and the second connecting piece.
2. The clutch device according to claim 1, wherein the first transmission gear and the second transmission shaft are integrally formed; or, the first transmission gear and the second transmission shaft are provided separately, and the The first transmission gear is fixed on the second transmission shaft.
3. The clutch device of claim 1, wherein the clutch outer hub is welded with the first transmission gear.
4. The clutch device according to claim 1, wherein a second transmission gear is arranged on the first transmission shaft, and the clutch inner hub is arranged on a side of the second transmission gear facing the first transmission gear, and is spaced from the second transmission shaft.
5. The clutch device according to claim 4, wherein the inner clutch hub and the second transmission gear are integrally formed; and/or the second transmission gear and the first transmission shaft are integrally formed.
6. The clutch device according to claim 1, wherein one of the first transmission shaft and the second transmission shaft is provided with an installation hole, and the other is rotatably installed in the installation hole.
7. The clutch device according to any one of claims 1 to 6, wherein the inner clutch hub, the clutch piston and the second transmission shaft are jointly enclosed to form a first installation cavity, and the outer clutch hub and The clutch inner hub is enclosed to form a second installation cavity, the first installation cavity communicates with the second installation cavity, the second transmission shaft is provided with a cooling oil circuit, and the cooling oil circuit communicates with the first installation cavity. mounting cavity.
8. The clutch device according to claim 7, wherein the clutch inner hub is provided with a first oil passage hole, and the first oil passage hole penetrates the inner side surface and the outer side surface of the clutch inner hub to communicate with the first oil passage. an installation cavity and the second installation cavity; and/or, the clutch outer hub is provided with an oil outlet hole, and the oil outlet hole communicates with the second installation cavity.
9. The clutch device of claim 7, wherein the cooling oil passage comprises a first oil passage, the first oil passage penetrates an end of the second transmission shaft toward the first transmission shaft, the first oil passage A gap between a transmission shaft and the second transmission shaft forms a second oil passage, and the second oil passage communicates with the first installation cavity and the first oil passage.
10. The clutch device according to claim 9, wherein a support portion is further provided on the outside of the first transmission shaft, the support portion extends in the direction of the first transmission gear, and the support portion is located in the clutch. On the inner side of the inner hub, a first bearing is provided between the support portion and the second transmission shaft.
11. The clutch device according to claim 10, wherein the support portion is spaced on the inner side of the clutch inner hub, the support portion is provided with a second oil passage hole, and the second oil passage hole is located in the second oil passage hole. A bearing faces away from the side of the first transmission gear and communicates with the first installation cavity and the second oil passage.
12. The clutch device according to claim 7, wherein the clutch assembly further comprises a limit baffle and a return spring arranged in the first installation cavity, the limit baffle is arranged on the first transmission shaft, and is located on the side of the clutch piston away from the piston cavity, and the return spring elastically abuts between the clutch piston and the limit baffle.
13. The clutch device according to claim 12, wherein the limit baffle partitions the first installation cavity to form a first cavity and a second cavity, and a space between the limit baffle and the clutch piston The first cavity is formed by the part of the first cavity, the second cavity is communicated with the second installation cavity, the limit baffle is provided with a third oil passage hole, and the third oil passage hole communicates with the third a cavity and the second cavity.
14. The clutch device of claim 13, wherein the cooling oil passage includes a first oil passage and a third oil passage, the first oil passage extending in an axial direction of the second transmission shaft, and the third oil passage An oil passage extends along the radial direction of the second transmission shaft to communicate with the first oil passage and the first cavity.
15. An automobile, comprising an engine, a gearbox, and a clutch device according to any one of claims 1 to 14, wherein one of the first transmission shaft and the second transmission shaft of the clutch device is connected to the output of the engine One end is connected, and the other is connected to the input end of the gearbox.
16. The automobile of claim 15, wherein the automobile further comprises a drive motor and a generator, the input end of the generator is connected with the second transmission gear of the clutch device, and the drive motor is connected to the clutch device The first transmission gear is connected.