Clutch, control method, and vehicle

Abstract

The application relates to a clutch, a control method and a vehicle, and belongs to the technical field of vehicles.The clutch comprises a driving assembly, a driven assembly and a buffer mechanism.The driving assembly comprises a driving shaft and a driving disc fixedly sleeved on the driving shaft.The driven assembly comprises a driven shaft coaxially arranged with the driving shaft and a driven disc fixedly sleeved on the driven shaft.The driving disc and the driven disc are respectively provided with dog teeth capable of being engaged with or separated from each other.The buffer mechanism comprises an elastic damping element fixedly arranged between the driven shaft and the driven disc.The application realizes elastic damping connection of the driven disc and the driven shaft, converts rigid collision between the dog teeth into flexible buffering by utilizing elastic deformation of the element when the dog teeth are engaged with each other, can absorb and dissipate impact energy, converts most mechanical energy into heat energy and elastic potential energy, reduces sound radiation intensity, suppresses circumferential impact noise and axial impact vibration generated in the engagement process, and relieves engagement noise and transmission jitter.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a clutch, a control method, and a vehicle. Background Technology

[0002] Hybrid vehicles have become mainstream in the market due to their combination of fuel economy and range advantage. In a hybrid vehicle system, the dog clutch is a key actuator that connects and disconnects the engine and electric motor, and its performance directly affects the smoothness of mode switching, transmission efficiency, and ride comfort.

[0003] In related technologies, the dog clutch relies on the mechanical meshing of teeth and grooves to transmit power. It has a simple structure and high transmission efficiency, but it has inherent problems of engagement shock and disengagement vibration. Specifically, there are two stages of abnormal noise and impact during the engagement process of the dog clutch: the first stage is the axial impact sound generated when the end face teeth are in contact, and the second stage is the circumferential impact sound generated when the teeth are embedded in the tooth groove.

[0004] Furthermore, disengaging a dog-tooth clutch requires the driving torque to cross zero. Existing technologies typically achieve this by repeatedly crossing the zero torque of the motor and alternating between positive and negative values, resulting in significant shocks to the powertrain and vehicle vibration. Therefore, it is necessary to research and improve upon these issues, providing a clutch structure with buffering and damping functions, along with a corresponding control method, to reduce engagement shock, suppress transmission vibration, achieve smooth disengagement, and improve system durability. Summary of the Invention

[0005] In view of the shortcomings or deficiencies mentioned in the background art, the present application provides a clutch, a control method and a vehicle, which can reduce engagement noise and transmission vibration during clutch engagement.

[0006] In a first aspect, embodiments of this application provide a clutch, including: An active component includes a drive shaft and a drive disc fixedly sleeved on the drive shaft; The driven assembly includes a driven shaft coaxially arranged with the drive shaft, and a driven disk fixedly sleeved on the driven shaft. The drive disk and the driven disk are respectively provided with dog teeth that can mesh or separate from each other. A buffer mechanism includes an elastic damping element fixedly disposed between the driven shaft and the driven disc. The elastic damping element is used to elastically deform under circumferential load to transmit torque, and to elastically deform under axial load to buffer axial impact.

[0007] In a first aspect, in some embodiments, the elastic damping element includes an inner sleeve fixedly connected to the driven shaft, an outer sleeve fixedly connected to the driven disc, and an elastomeric layer bonded between the inner sleeve and the outer sleeve; The elastomer layer is used to undergo shear elastic deformation when the driven disk is subjected to circumferential impact, so as to transmit torque and suppress circumferential impact during engagement; and to undergo shear elastic deformation when the driven disk is subjected to axial impact, so as to buffer axial impact.

[0008] In a first aspect, in some embodiments, the buffer mechanism further includes an axial buffer element disposed at the end of the drive shaft and / or the driven shaft, the axial buffer element being used to undergo compressive deformation to absorb impact energy when the drive shaft and the driven shaft collide axially relative to each other.

[0009] In a first aspect, some embodiments further include a drive mechanism connected to the driven component, the drive mechanism being used to drive the driven shaft to reciprocate along its axial direction so that the teeth on the driven disk engage or disengage with the teeth on the driving disk.

[0010] In some embodiments, both the driving disc and the driven disc have guide ramps on their teeth, which are used to guide the driving disc and the driven disc to slide into an engagement position when they move axially relative to each other.

[0011] In a first aspect, some embodiments further include a position sensing unit, which is used to detect the axial position and rotational phase of the active disk and the axial position and rotational phase of the driven disk, so as to obtain the axial relative displacement and rotational phase difference between the active disk and the driven disk.

[0012] In a first aspect, in some embodiments, the elastic damping element is selected from one of rubber-metal composite bushings, polyurethane elastomer bushings, and fiber-reinforced rubber bushings; the axial buffer element is selected from one of wave springs, disc springs, and helical springs.

[0013] Secondly, embodiments of this application provide a clutch control method based on a clutch as described in any of the foregoing claims. The method includes an engagement control phase, which comprises the following steps: S1. Drive the driven disk to move toward the driving disk at a first speed until the displacement reaches the first threshold. S2. Obtain the rotational phase difference between the driven disk and the driving disk. If the rotational phase difference does not fall within the preset tooth groove alignment window period, apply a compensation torque to the driving shaft to make the rotational phase difference enter the tooth groove alignment window period. S3. Drive the driven disk to continue moving towards the driving disk at the second speed, so that the dog teeth on the driven disk engage with the guide slope of the dog teeth on the driving disk and slide relative to each other until the displacement reaches the second threshold; during this movement, the axial impact energy generated between the driving disk and the driven disk due to the contact of the guide slope is absorbed by the elastic damping element. S4. Drive the driven disk to continue moving toward the driving disk at the third speed until the displacement reaches the third threshold. At the same time, put the driving shaft in a positive torque output state and store elastic potential energy through the shear deformation of the elastic damping element to suppress the circumferential impact generated between the driving disk and the driven disk.

[0014] Secondly, in some embodiments, the first threshold is the critical position where the driven disk and the driving disk begin to contact; the second threshold is the critical position where the driven disk and the driving disk end the guidance of the guide ramp and begin to enter the tooth side meshing stage. The third threshold is the critical position at which the driven disk and the driving disk complete tooth-side meshing and reach a fully engaged state; the first speed is greater than the second speed, and the third speed is greater than the second speed and less than the first speed.

[0015] Secondly, in some embodiments, step S2, applying a compensating torque to the drive shaft, includes: S21. Calculate the target compensation torque value based on the deviation between the rotation phase difference and the preset tooth groove alignment window period; S22. Apply the target compensation torque to the drive shaft to change the rotational speed or torsional angle of the drive shaft, so that the rotational phase difference enters the tooth alignment window period.

[0016] Secondly, in some embodiments, a disengagement control phase is further included, which comprises the following steps: S5. Stop outputting positive torque to the drive shaft; S6. Apply a preset negative torque pulse to the drive shaft, and use the superposition effect of the recovery torque generated by the release of elastic potential energy by the elastic damping element and the preset negative torque pulse to unload the circumferential load on the dog tooth meshing surface of the driven disk and the drive disk. S7. Drive the driven disk to disengage from the driving disk at a fourth speed.

[0017] Secondly, in some embodiments, a bonding preparation phase is included before the bonding control phase. The bonding preparation phase is executed in response to a bonding command and includes the following steps: S01. Obtain the real-time rotational speeds of the driving shaft and the driven shaft, and calculate the speed difference between them; S02. If the absolute value of the speed difference is less than or equal to the preset speed difference threshold, then enter the engagement preparation state. S03. If the absolute value of the speed difference is greater than the preset speed difference threshold, then adjust the speed of the drive shaft so that the speed difference converges to the range of the preset speed difference threshold.

[0018] Secondly, in some embodiments, the control method further includes: S8. Monitor the actual engagement time of the engagement control phase and the actual disengagement time of the disengagement control phase; S9. If the actual engagement time exceeds the first time threshold, or the actual disengagement time exceeds the second time threshold, output a response timeout fault signal.

[0019] Thirdly, embodiments of this application provide a vehicle, including: Clutch as described in any of the above.

[0020] Thirdly, in some embodiments, it also includes: A controller configured to perform the steps of the clutch control method as described in any of the preceding claims.

[0021] The beneficial effects of the technical solution provided in this application include: This application provides a clutch, a control method, and a vehicle. The active component includes a drive shaft and a drive disc fixedly mounted on the drive shaft; the driven component includes a driven shaft coaxially mounted with the drive shaft and a driven disc fixedly mounted on the driven shaft, with corresponding meshing or disengaging dog teeth on the drive disc and driven disc; and a buffer mechanism including an elastic damping element fixedly mounted between the driven shaft and the driven disc. The elastic damping element is used to elastically deform under circumferential load to transmit torque and to elastically deform under axial load to buffer axial impact.

[0022] Therefore, this application achieves an elastic damping connection between the driven disc and the driven shaft. When the dog teeth of the driven shaft and the driven disc engage with each other, the elastic deformation of the elastic damping element transforms the traditional rigid collision between teeth into a flexible buffer. This process can absorb and dissipate impact energy, converting most of the mechanical energy into heat energy and elastic potential energy, reducing the intensity of sound radiation, effectively suppressing the circumferential impact noise and axial impact vibration generated during engagement, and alleviating engagement noise and transmission vibration. This improves driving comfort, while reducing tooth surface wear and enhancing the durability and reliability of the clutch structure. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the clutch structure according to an embodiment of this application; Figure 2 This is a schematic diagram of the structure of the elastic damping element according to an embodiment of this application; Figure 3 This is a schematic diagram illustrating the meshing process of the canine teeth in an embodiment of this application; Figure 4 This is a flowchart of the combined control phase in an embodiment of this application; Figure 5 This is a flowchart illustrating the application of compensating torque to the drive shaft according to an embodiment of this application; Figure 6 This is a flowchart of the disengagement control phase in an embodiment of this application; Figure 7 This is a flowchart of the assembly preparation stage of an embodiment of this application; Figure 8 This is a flowchart illustrating fault diagnosis in an embodiment of this application.

[0025] The attached diagram lists the components represented by each number as follows: 1. Drive shaft; 2. Drive disc; 3. Driven shaft; 4. Driven disc; 41. Dog tooth; 42. Guide slope; 5. Elastic damping element; 51. Inner sleeve; 52. Outer sleeve; 53. Elastomer layer; 6. Axial buffer element; 7. Drive mechanism. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0027] This application provides a clutch, a control method, and a vehicle that can reduce engagement noise and transmission vibration during clutch engagement.

[0028] See Figures 1 to 3 As shown, a first aspect of this application provides a clutch, comprising: The active component includes an active shaft 1 and an active disk 2 fixedly sleeved on the active shaft 1; The driven assembly includes a driven shaft 3 coaxially arranged with the drive shaft 1, and a driven disk 4 fixedly sleeved on the driven shaft 3. The drive disk 2 and the driven disk 4 are respectively provided with dog teeth 41 that can mesh or separate from each other. The buffer mechanism includes an elastic damping element 5 fixedly disposed between the driven shaft 3 and the driven disk 4. The elastic damping element 5 is used to elastically deform when subjected to circumferential load to transmit torque, and to elastically deform when subjected to axial load to buffer axial impact.

[0029] The clutch in this embodiment achieves an elastic damping connection between the driven shaft 3 and the driven disc 4 by setting an elastic damping element 5 between them. During the engagement of the dog-tooth 41 clutch, the elastic damping element 5 can utilize its own elasticity and damping characteristics to transform the rigid collision between teeth under the traditional rigid connection structure into a flexible buffer.

[0030] This structural transformation allows impact energy to be absorbed by the elastic damping element 5 and converted into heat and elastic potential energy, thereby reducing the intensity of sound radiation. Specifically, this structure effectively suppresses circumferential impact noise and axial impact vibration generated at the moment of engagement, fundamentally alleviating the problems of engagement noise and transmission vibration. This not only significantly improves the driving comfort of the vehicle but also enhances the durability and reliability of the overall clutch structure, demonstrating significant engineering application value.

[0031] In specific implementation, the elastic damping element 5 adopts a sleeve-shaped damping block. For the connection method, an adhesive bonding process can be used, where the inner ring of the damping block is fixedly fitted onto the outer surface of the driven shaft 3, and the outer ring surface is fixedly connected to the inner ring surface of the driven disk 4; or a keyway embedding method can be used, where circumferentially distributed keyways are formed on the inner and outer sides of the elastic damping element 5, and matching, evenly distributed keyways are opened on the outer surface of the driven shaft 3 and the inner ring surface of the driven disk 4, achieving mechanical embedding to ensure torque transmission, and can be further enhanced by adhesive bonding.

[0032] When the driven disc 4 is subjected to a circumferential impact, it undergoes circumferential torsion relative to the driven shaft 3, causing the elastic layer 53 to undergo shear elastic deformation. This deformation process not only slows down the rate of impact energy transmission and reduces the instantaneous impact load, but also converts part of the impact energy into heat energy dissipation through internal material friction, thereby reducing the vibration and noise transmitted to the driven shaft 3 and the vehicle body.

[0033] It should be noted that this embodiment does not completely prevent direct contact and collision between the driven disk 4 and the driving disk 2, but optimizes the collision process through the elastic damping element 5. That is, by extending the collision time, reducing the peak force and dissipating energy, the originally loud rigid impact sound can be transformed into a low and short elastic impact sound, which can be regarded as noiseless in engineering applications.

[0034] This energy management strategy effectively avoids damage to the transmission system from high-frequency impacts, achieves a balance between structural strength and vibration reduction performance, ensures stable operation of the clutch under complex working conditions, and meets the high standards required for transmission quality.

[0035] Firstly, in some alternative embodiments: see Figure 2 As shown, this application embodiment provides a clutch, the elastic damping element 5 of which includes an inner sleeve 51 fixedly connected to the driven shaft 3, an outer sleeve 52 fixedly connected to the driven disc 4, and an elastic layer 53 bonded between the inner sleeve 51 and the outer sleeve 52. The elastomer layer 53 is used to undergo shear elastic deformation when the driven disk 4 is subjected to circumferential impact, so as to transmit torque and suppress circumferential impact during the engagement process; and to undergo shear elastic deformation when the driven disk 4 is subjected to axial impact, so as to buffer the axial impact.

[0036] In this embodiment, the elastic damping element 5 specifically adopts a metal composite bushing structure. The metal composite bushing includes an inner sleeve 51 and an outer sleeve 52 made of metal material, and an elastomer layer 53 bonded and fixed between the inner sleeve 51 and the outer sleeve 52 by a vulcanization process.

[0037] This composite structure utilizes the shear elastic deformation characteristics of the elastomer layer 53 to transmit torque and suppress circumferential impacts during engagement when the driven disc 4 is subjected to circumferential impacts, while also providing cushioning when subjected to axial impacts. This design effectively absorbs torsional impact energy, significantly reduces vibration and noise in the transmission system, and improves the smoothness and service life of the clutch engagement.

[0038] Compared to pure rubber structures, metal sleeves provide a reliable installation interface, preventing the elastomer from directly bearing installation stress, improving the overall rigidity and durability of the component, preventing creep or peeling of the elastomer during use, and ensuring long-term stability.

[0039] Specifically, the elastomer layer 53 can be made of rubber or polyurethane elastomer material, which has good damping characteristics and fatigue strength. The inner ring of the metal composite bushing and the outer surface of the driven shaft 3, and the outer ring and the inner hole of the driven disc 4 can be connected by an interference fit to generate friction, or by a key, tapered surface, or limiting tooth structure to achieve mechanical meshing, so as to ensure a reliable torque transmission path.

[0040] In this structure, the inner sleeve 51 and the outer sleeve 52 mainly provide structural support and torque transmission path, while the intermediate elastic layer 53 mainly bears axial or circumferential shear stress, playing a role in buffering and absorbing impact. This mechanism of metal and elasticity working together ensures both transmission stiffness and achieves efficient vibration isolation.

[0041] At the moment the clutch engages, the elastomer layer 53 undergoes slight shear deformation, converting high-frequency impact energy into heat dissipation. This prolongs the impact force duration, reduces the peak impact force, and reduces the surface rigidity damage of the dog teeth 41, ensuring long-term stable operation of the transmission system and meeting the stringent requirements of the vehicle's NVH performance. This achieves a perfect balance between structural strength and vibration reduction performance.

[0042] It should be noted that although the driven disk 4 will still directly contact and collide with the driven disk 2, the deformation of the elastic layer 53 can prolong the collision time, reduce the peak force, dissipate energy, and transform the rigid impact noise into elastic impact noise. The originally loud rigid impact sound is transformed into a low and short elastic impact sound, reducing the high-frequency components in the noise spectrum.

[0043] Firstly, in some alternative embodiments: see Figure 1 As shown, this application embodiment provides a clutch, the buffer mechanism of which further includes an axial buffer element 6 disposed at the end of the drive shaft 1 and / or the driven shaft 3. The axial buffer element 6 is used to undergo compression deformation to absorb impact energy when the drive shaft 1 and the driven shaft 3 collide axially relative to each other.

[0044] In this embodiment, the axial buffer element 6 is mainly used to absorb impact energy by compressing when the driving shaft 1 and the driven shaft 3 undergo relative axial displacement and approach the limit position.

[0045] Specifically, the axial buffer element 6 can be fixed to the end of the drive shaft 1 or the end of the driven shaft 3. The driven shaft 3 is usually fixedly connected to the driven disk 4 through the elastic damping element 5. When the driven disk 4 moves axially to engage the dog tooth 41, the driven shaft 3 will move together with the driven disk 4 towards the drive shaft 1.

[0046] At this time, the axial buffer element 6 can prevent direct metal collision between the driven shaft 3 and the driving shaft 1, effectively absorb the axial impact energy generated at the joint end or extreme position, and prevent structural damage caused by hard contact.

[0047] The axial buffer element 6 can take the form of a damping block or a vibration damping spring. For example, when a rubber damping block is used, its compressive elastic deformation dissipates energy; when a vibration damping spring is used, its elastic potential energy is used to store and release the impact.

[0048] This design further enhances the axial damping capacity of the clutch, working in conjunction with the aforementioned elastic damping element 5 to form a multi-dimensional vibration reduction and buffering system. It not only prevents structural damage and abnormal noise caused by hard contact at the shaft end, but also improves the stability of the entire transmission system under axial dynamic conditions, ensuring the reliability of the clutch during frequent engagement and disengagement, and meeting the stringent requirements of high-performance hybrid power systems for NVH performance and durability.

[0049] In addition, the axial buffer element 6 can be installed using mechanical limiting structures such as bonding or embedding to ensure its connection reliability under high-speed rotation conditions and avoid the risk of falling off due to centrifugal force, thereby comprehensively ensuring the safe and stable operation of the transmission system and achieving an optimized balance between axial impact protection and transmission efficiency.

[0050] Firstly, in some alternative embodiments: see Figure 1 As shown, this application embodiment provides a clutch, which further includes a drive mechanism 7 connected to the driven component. The drive mechanism 7 is used to drive the driven shaft 3 to reciprocate along its axial direction so that the dog teeth 41 on the driven disc 4 engage or disengage with the dog teeth 41 on the driving disc 2.

[0051] In this embodiment of the application, the clutch further includes a drive mechanism 7, which is configured to drive the driven shaft 3 to reciprocate along its axial direction, thereby driving the driven plate 4 to move synchronously through the elastic damping element 5, so as to achieve precise engagement or disengagement of the dog teeth 41 on the driven plate 4 and the dog teeth 41 on the driving plate 2.

[0052] The drive mechanism 7 can be an electromagnetic actuator, a hydraulic cylinder, or a pneumatic cylinder. Electromagnetic actuators offer fast response and high control precision, making them suitable for digital control in conjunction with an onboard controller. Hydraulic or pneumatic cylinders can provide greater thrust and are suitable for high-load scenarios. The drive source at the end of the drive shaft 1 can be a motor or an engine, with power coupling achieved through a dog-tooth clutch 41.

[0053] It should be noted that in this embodiment, the driven shaft 3 itself is configured as an axially movable structure. The driven shaft 3 and the coaxially adjacent transmission shaft are axially slidingly connected. Specifically, the connection ends of the two can be fitted together and equipped with a long key block and keyway or multi-tooth spline structure. This connection method not only realizes the torque transmission between the driven shaft 3 and the adjacent transmission shaft, ensuring power output to the transmission, but also allows the driven shaft 3 to slide axially relative to the adjacent transmission shaft under the action of the drive mechanism 7.

[0054] The torque transmission path is as follows: from the driving disc 2 to the driven disc 4, through the elastic damping element 5 to the driven shaft 3, and finally through a sliding connection to the adjacent transmission shaft. This design avoids the complex guiding requirements caused by the independent movement of the driven disc 4 in the traditional structure, simplifies the transmission chain layout, and improves the stability and reliability of axial movement.

[0055] Meanwhile, a lubrication structure can be set at the sliding connection to reduce wear, ensuring the smoothness and durability of the clutch during frequent engagement and disengagement, meeting the dual requirements of the hybrid power system for space compactness and transmission efficiency, and achieving a high degree of integration between the drive mechanism 7 and the transmission structure.

[0056] Firstly, in some alternative embodiments: see Figure 3 As shown, this application embodiment provides a clutch in which the driving disc 2 and the driven disc 4 are provided with guide slopes 42 on the dog teeth 41. The guide slopes 42 are used to guide the driving disc 2 and the driven disc 4 to slide into the engagement position when they move axially relative to each other.

[0057] In this embodiment, the top of the dog teeth 41 of both the driving disc 2 and the driven disc 4 are provided with guide slopes 42. The guide slopes 42 are configured to guide the driving disc 2 and the driven disc 4 into a meshing position when they move axially relative to each other.

[0058] Considering the potential speed difference between the driving disk 2 and the driven disk 4 during engagement, even within the window period of tooth and groove phase alignment, the driving disk 2 will continue to rotate at a certain angle during the axial feed of the driven disk 4 due to the short window period, resulting in the tooth grooves not being perfectly aligned. At this time, the guide slope 42 of the dog tooth 41 of the driving disk 2 and the driven disk 4 will contact and collide preferentially with the tooth side surface.

[0059] The guide ramp 42 serves a guiding function, improving the engagement success rate and ensuring smooth clutch engagement under dynamic conditions, thus enhancing the system's robustness. In conjunction with the aforementioned elastic damping element 5, the guide ramp 42 provides initial guidance and fault tolerance, while the elastic element absorbs energy. This combination further optimizes engagement quality, avoids rigid tooth-hitting phenomena, extends clutch lifespan, and meets the reliability requirements of hybrid power systems for high-frequency mode switching.

[0060] Furthermore, the guide ramp 42 can compensate for manufacturing and assembly errors. Even with minor coaxiality deviations, smooth engagement can be achieved through the ramp's self-correction function, preventing jamming. This multi-layered protection mechanism ensures the clutch's performance stability throughout its entire lifespan, reduces maintenance costs, and provides the vehicle with a quieter and more comfortable power switching experience, demonstrating how structural design effectively complements and enhances the control strategy.

[0061] Firstly, in some alternative embodiments: see Figure 1 As shown, this application embodiment provides a clutch, which further includes a position sensing unit. The position sensing unit is used to detect the axial position and rotation phase of the driving disc 2, and to detect the axial position and rotation phase of the driven disc 4, so as to obtain the axial relative displacement and rotation phase difference between the driving disc 2 and the driven disc 4.

[0062] In this embodiment, the clutch further includes a position sensing unit configured to detect the axial position and rotational phase of the driving disc 2 and the driven disc 4 in real time, so that the controller can obtain the axial relative displacement and rotational phase difference between the two, providing accurate feedback for engagement control.

[0063] In one implementation, the position sensing unit includes an axial displacement sensor and a rotary encoder. The axial displacement sensor can be a laser displacement sensor, installed on the axial end faces of the driving disk 2 and the driven disk 4 respectively, independently detecting their respective axial coordinates. The rotary encoder is an absolute encoder, connected to the driving shaft 1 and the driven shaft 3 respectively, independently detecting their respective absolute angles. The controller calculates the relative axial displacement and rotational phase difference in real time based on the detected data.

[0064] As another preferred integrated implementation, the position sensing unit employs an electromagnetic induction composite position sensor. Multipole magnetic rings are embedded on the end faces of the active disk 2 and the driven disk 4, respectively, and Hall sensor arrays are fixed at corresponding positions on the housing. When the disks move axially or rotate, the magnetic field signal changes, and the axial position and rotation phase can be simultaneously obtained through signal calculation.

[0065] Both of the above methods can achieve the detection function required by this application. Those skilled in the art can choose the appropriate method according to the installation space, cost budget and accuracy requirements of the actual application scenario to ensure the accurate execution of the control strategy and meet the requirements of the hybrid power system for high dynamic response and high reliability.

[0066] Firstly, in some alternative embodiments: see Figure 1 As shown, this application embodiment provides a clutch, wherein the elastic damping element 5 of the clutch is selected from one of rubber-metal composite bushing, polyurethane elastomer bushing and fiber-reinforced rubber bushing; and the axial buffer element 6 is selected from one of wave spring, disc spring and coil spring.

[0067] In this embodiment, the specific component selection of the buffer mechanism is refined. The elastic damping element 5 can be selected from one of a rubber-metal composite bushing, a polyurethane elastomer bushing, or a fiber-reinforced rubber bushing. The rubber-metal composite bushing combines the structural strength of metal with the damping characteristics of rubber, making it suitable for high torque transmission scenarios; the polyurethane elastomer bushing has excellent wear resistance and is suitable for high-frequency bonding conditions; the fiber-reinforced rubber bushing can improve tear resistance and service life through its fiber skeleton.

[0068] The axial damping element 6 can be selected from a combination of wave springs, disc springs, or coil springs. Wave springs occupy little axial space and are suitable for compact layouts; disc springs have high stiffness and non-linear characteristics, making them suitable for absorbing high-load impacts; coil springs have mature technology and controllable costs. Those skilled in the art can flexibly select the above material combinations according to the actual installation space, cost budget, and NVH performance requirements to achieve the best balance between damping performance and structural reliability, ensuring stable operation of the clutch throughout its entire life cycle and meeting the stringent requirements of hybrid power systems for component durability and performance consistency.

[0069] See Figures 1 to 8 As shown, a second aspect of this application provides a clutch control method based on a clutch as described in any of the above embodiments. The method includes an engagement control phase, which includes the following steps: S1. Drive the driven disk 4 to move toward the driving disk 2 at a first speed until the displacement reaches the first threshold. S2. Obtain the rotational phase difference between the driven disk 4 and the driving disk 2. If the rotational phase difference does not fall within the preset tooth groove alignment window period, apply a compensation torque to the driving shaft 1 so that the rotational phase difference enters the tooth groove alignment window period. S3. Drive the driven disk 4 to continue moving toward the driving disk 2 at the second speed, so that the dog teeth 41 on the driven disk 4 engage with the guide slope 42 of the dog teeth 41 on the driving disk 2 and slide relative to each other until the displacement reaches the second threshold. During this movement, the axial impact energy generated between the driving disk 2 and the driven disk 4 due to the contact of the guide slope 42 is absorbed by the elastic damping element 5. S4. Drive the driven disk 4 to continue moving toward the driving disk 2 at the third speed until the displacement reaches the third threshold. At the same time, make the driving shaft 1 in a positive torque output state. Store elastic potential energy through the shear deformation of the elastic damping element 5 to suppress the circumferential impact generated between the driving disk 2 and the driven disk 4.

[0070] In this embodiment of the application, the clutch control method includes an engagement control stage, which is divided into four steps: rapid approach (corresponding to step S1), phase alignment (corresponding to step S2), buffer engagement (corresponding to step S3), and flexible embedding (corresponding to step S4).

[0071] First, the vehicle control system controls the drive mechanism 7 to drive the driven disk 4 towards the driving disk 2 at a first speed until the displacement reaches a first threshold. At this point, the driven disk 4 reaches the critical position where it begins to contact the driving disk 2. Then, the phase alignment stage is entered, and the rotational phase difference between the driving disk 2 and the driven disk 4 is obtained. If it does not fall within the preset tooth groove alignment window period, a compensation torque is applied to the drive shaft 1.

[0072] The application of compensation torque here is divided into two modes: dynamic adjustment and static torsion. In dynamic mode, for scenarios with speed differences, the speed of the drive shaft 1 is adjusted by compensation torque so that the phase difference naturally enters the alignment window during rotation. In static mode, for scenarios with speeds close to zero, the drive disk 2 is made to generate a small torsion angle by using offset torque to achieve tooth alignment.

[0073] After alignment, the system enters the buffer fitting stage, driving the driven disk 4 to continue moving at a second speed, causing the guide ramps 42 of the dog teeth 41 to engage and slide relative to each other until the displacement reaches the second threshold. During this process, the elastic damping element 5 absorbs the axial impact energy generated by the contact of the guide ramps 42. Finally, the system enters the flexible embedding stage, driving the driven disk 4 at a third speed to complete the final embedding, while controlling the drive shaft 1 to be in a positive torque output state. The elastic potential energy is stored by the shear deformation of the elastic damping element 5 to suppress circumferential impact.

[0074] Positive torque output states include maintaining the current positive torque or switching from zero / negative torque to positive torque. Throughout the process, the position sensing unit detects the axial position and rotational phase in real time, forming a closed-loop feedback. This method, through multi-stage speed control and active phase intervention, combined with the energy absorption characteristics of the elastic damping element 5, effectively avoids tooth-jamming, reduces engagement shock and abnormal noise, improves the clutch engagement success rate and smoothness, and meets the reliability requirements of hybrid power systems for high-frequency mode switching.

[0075] It should be noted that, in this embodiment, the tooth groove alignment window period refers to the rotational phase difference range corresponding to the insertion of the dog tooth 41 of the driving disk 2 into the tooth groove of the driven disk 4. Since the dog teeth 41 are periodically distributed along the circumference, this window period is not a single value, but a continuous interval determined by the tooth tip width, the tooth groove opening width, and the tooth flank clearance. The center of the window period corresponds to the ideal state of coincidence of the tooth groove centerlines, and the boundary corresponds to the critical position where the tooth flanks are about to contact.

[0076] In engineering implementation, this window period is pre-calibrated through geometric measurement or actual vehicle testing and stored in the controller. During control, the position sensing unit detects the rotational phase difference between the driving disk 2 and the driven disk 4 in real time, and the controller determines whether the phase difference falls within the preset window period. If it falls within the window period, axial engagement is allowed; if it does not, a compensating torque is actively applied to adjust the phase difference to within the window period.

[0077] This mechanism fundamentally avoids tooth collision caused by tooth tip repositioning, reduces engagement impact and abnormal noise, improves the engagement success rate and service life of the 41-tooth clutch, ensures smooth and reliable power switching, and meets the stringent requirements of hybrid power systems for high-frequency mode switching.

[0078] In addition, the setting of the window period can also take into account manufacturing tolerances and wear compensation to ensure that alignment accuracy is maintained throughout the entire life cycle, prevent the failure of engagement due to the accumulation of mechanical errors, further enhance the robustness and environmental adaptability of the system, provide the whole vehicle with a quieter and more comfortable power switching experience, and realize the deep integration and optimization of control strategy and mechanical structure.

[0079] Secondly, in some alternative embodiments: see Figure 3 and Figure 4 As shown, this application embodiment provides a clutch control method. The first threshold of the control method is the critical position where the driven plate 4 and the driving plate 2 begin to contact; the second threshold is the critical position where the driven plate 4 and the driving plate 2 end the guidance of the guide slope 42 and begin to enter the tooth side engagement stage. The third threshold is the critical position where the driven disk 4 and the driving disk 2 complete tooth side meshing and reach a fully engaged state; the first speed is greater than the second speed, and the third speed is greater than the second speed and less than the first speed.

[0080] In this embodiment, the displacement threshold and speed parameters of the engagement control stage are defined in detail. The first threshold is defined as the critical position at which the driven disk 4 and the driving disk 2 begin to contact; the second threshold is the critical position at which the guide ramp 42 ends its guidance and begins to enter the tooth flank engagement stage; and the third threshold is the critical position at which tooth flank engagement is completed and the fully engaged state is reached. In terms of speed planning, the first speed is set to be greater than the third speed, and the third speed is set to be greater than the second speed, forming a "fast-slow-medium" speed rhythm to balance engagement efficiency and smoothness.

[0081] Preferably, the aforementioned threshold and speed parameters are not fixed values, but are adaptively adjusted according to operating conditions. The control system monitors the transmission system temperature, clutch wear, and speed difference between the active and passive ends in real time, dynamically correcting the threshold position and speed curve. For example, under low temperature or high wear conditions, the second speed is automatically reduced to enhance the buffering effect, or the threshold is adjusted to compensate for mechanical clearance. This adaptive strategy ensures that the clutch achieves optimal engagement quality throughout its entire lifespan and under different environmental conditions, improving the robustness and environmental adaptability of the control strategy, avoiding engagement failure or excessive impact caused by fixed parameters, and meeting the high reliability control requirements of hybrid power systems.

[0082] Secondly, in some alternative embodiments: see Figure 5 As shown, this application embodiment provides a clutch control method. In step S2 of this control method, a compensation torque is applied to the drive shaft 1, including: S21. Calculate the target compensation torque value based on the deviation between the rotation phase difference and the preset tooth groove alignment window period; S22. Apply the target compensation torque to the drive shaft 1 to change the rotational speed or torsional angle of the drive shaft 1 so that the rotational phase difference enters the tooth alignment window period.

[0083] In this embodiment, the specific implementation of applying the compensation torque to the drive shaft 1 in step S2 includes two sub-steps: calculation and execution. First, in S21, the controller calculates the target compensation torque value using a PID control algorithm or a preset mapping table based on the deviation between the real-time detected rotational phase difference and the preset center value of the tooth groove alignment window. The preset center value of the tooth groove alignment window is the ideal meshing position value obtained based on bench testing or simulation calibration. The PID control algorithm is used to dynamically calculate the target compensation torque value based on the deviation, the integral of the deviation, and the derivative of the deviation, to achieve fast response, zero steady-state error, and overshoot suppression compensation control.

[0084] Subsequently, in step S22, the controller controls the power source connected to the drive shaft 1 to output the target compensation torque. Specifically, in a dynamic synchronization scenario, the compensation torque adjusts the rotational speed of the drive shaft 1, using relative motion to allow the phase difference to naturally sweep across the window period; in a static or quasi-static scenario, the compensation torque utilizes the elastic deformation of the transmission chain to generate a small torsional angle, forcibly correcting the phase to within the window period. This closed-loop control strategy ensures the accuracy and speed of phase alignment, avoiding the cumulative errors that may exist in open-loop control.

[0085] Through precise torque intervention, the system can complete phase synchronization within milliseconds, improving the engagement success rate, avoiding tooth collisions and engagement failures caused by phase deviations, ensuring reliable operation of the clutch under complex working conditions, and meeting the stringent requirements of hybrid power systems for high dynamic response and control precision.

[0086] Secondly, in some alternative embodiments: see Figure 6 As shown in the figure, this application provides a clutch control method, which further includes a disengagement control stage, the disengagement control stage including the following steps: S5. Stop outputting positive torque to drive shaft 1; S6. Apply a preset negative torque pulse to the drive shaft 1. Utilize the superposition effect of the recovery torque generated by the release of elastic potential energy by the elastic damping element 5 and the preset negative torque pulse to unload the circumferential load on the meshing surface of the dog teeth 41 on the driven disk 4 and the drive disk 2. S7. Drive the driven disk 4 to disengage from the driving disk 2 at the fourth speed.

[0087] In this embodiment, the control method further includes a disengagement control stage, which aims to achieve a smooth, shock-free separation of the clutch during power transmission, avoiding transmission system vibration and tooth surface damage caused by hard disengagement. The disengagement control stage first rapidly unloads the torque of the drive motor of the drive shaft 1 to zero, stopping the output of positive torque to the drive shaft 1; then, a preset negative torque pulse is applied to the drive shaft 1, and the recovery torque generated by the release of elastic potential energy by the elastic damping element 5 is superimposed in the same direction as the preset negative torque pulse to offset the residual positive torque, achieving zero torque and unloading the circumferential load on the meshing surface of the driven plate 4 and the dog teeth 41 on the drive plate 2; finally, the driven plate 4 is driven to quickly disengage from the drive plate 2 at a calibrated fourth speed, completing the axial separation.

[0088] It should be noted that unloading the torque to zero means that the controller's output command torque is reduced to zero, thus releasing the active drive load. However, those skilled in the art will understand that, due to the accumulation of elastic torsional deformation in all elastic elements of the transmission chain (including the elastic damping element 5 in this case, as well as the half-shaft and tires, etc.) during the driving process, and the existence of static friction between the clutch meshing surfaces generated by the axial clamping force, this static friction will lock the instantaneous release of elastic deformation. Therefore, after step S5, residual positive torque from the load end inertia and the elastic deformation of the transmission system still remains on the meshing surface, and there is still a large normal contact force and frictional constraint between the tooth surfaces. If axial separation is performed directly at this time, it will face huge resistance and generate impact.

[0089] The core of step S6 lies in actively breaking the static friction lock by utilizing the "superposition effect". Specifically, the elastic damping element 5 stores elastic potential energy due to the previous positive torque loading. After the positive torque is unloaded, this elastic potential energy is released, generating a recovery torque opposite to the rotation direction of the drive shaft 1. At this time, a preset negative torque pulse is applied to the drive shaft 1. The two are vector-superimposed in the same direction, canceling out the residual positive torque, so that the net torque transmitted to the meshing surface quickly crosses zero. The real purpose of the "superposition effect" is not to make the negative torque infinitely large to "reverse squeeze", but to use the resultant force of the motor's negative torque and the elastic recovery torque to quickly cancel out the positive torque brought by the load, so that the system instantly passes through the "zero torque point". In the instantaneous neighborhood of the total torque crossing zero, the circumferential clamping force between the meshing surfaces approaches zero. At this time, the friction constraint between the tooth surfaces basically disappears, forming a "low friction window period".

[0090] The timing of step S7 is crucial. The control strategy is configured to capture this low-friction window and perform the axial separation action within this window. Even if the torque becomes negative in the later stages of the pulse (i.e., the other side of the tooth surface is under pressure), the reverse pressure will not hinder the disengagement process because the dog tooth 41 has already completed axial separation. The fourth speed can be adaptively adjusted according to the operating conditions to ensure that the separation stroke is completed within the low-friction window. Through the above control strategy, this application can effectively avoid torque oscillation and hard separation impact in traditional disengagement methods, reduce disengagement noise and vibration, protect the dog tooth 41 tooth surface from wear, extend the service life of the clutch, and improve the driving comfort of the vehicle during mode switching, meeting the stringent requirements of hybrid power systems for high dynamic response and high reliability.

[0091] Secondly, in some alternative embodiments: see Figure 7 As shown, this application embodiment provides a clutch control method. This control method includes a engagement preparation stage before the engagement control stage. The engagement preparation stage is executed in response to an engagement command and includes the following steps: S01. Obtain the real-time rotational speeds of the driving shaft 1 and the driven shaft 3, and calculate the speed difference between them; S02. If the absolute value of the speed difference is less than or equal to the preset speed difference threshold, then enter the engagement preparation state. S03. If the absolute value of the speed difference is greater than the preset speed difference threshold, adjust the speed of the drive shaft 1 so that the speed difference converges to the preset speed difference threshold range.

[0092] In this embodiment, a pre-engagement preparation stage is set up to synchronize the rotational speeds and verify the status of the drive shaft 1 and driven shaft 3 before the formal engagement control action is executed. The core benefit of this stage is to reduce the kinetic energy impact at the moment of clutch engagement.

[0093] By monitoring the speed difference between the driving and driven ends in real time, and actively adjusting the motor speed to converge to a preset threshold range when the speed difference is too large, subsequent physical engagement is ensured to occur under low speed difference conditions. This effectively avoids severe impacts and tooth surface damage caused by excessive speed difference, significantly reduces vibration and noise during engagement, and improves the overall NVH performance and ride comfort of the vehicle.

[0094] Furthermore, establishing a ready state provides stable initial conditions for subsequent multi-stage intelligent combined control. Only by entering the ready state when the speed difference meets the requirements can the control strategies of the phase alignment stage and the buffer fitting stage be effectively executed, avoiding control failure or combined failure due to poor initial conditions.

[0095] This not only improves the engagement success rate and reliability of the 41-tooth clutch, but also reduces energy loss and component wear caused by repeated engagement attempts, extending the clutch's service life. Simultaneously, this stage responds to engagement commands issued by the vehicle controller, achieving rapid response and smooth transition during power mode switching, meeting the stringent requirements of hybrid systems for high-frequency mode switching, and enhancing the system's environmental adaptability and robustness.

[0096] Specifically, the preset speed difference threshold can be calibrated from multiple dimensions based on bench tests and real vehicle tests, comprehensively considering the structural strength of the dog-tooth 41, the absorption capacity of the buffer mechanism, and the engagement time requirements. For example, setting the threshold to 50 revolutions per minute can be a balanced choice that takes into account different operating conditions. If the threshold is relatively large, the impact energy may exceed the absorption range of the elastic damping element 5, potentially causing abnormal noise; if the threshold is relatively small, the synchronization time may be prolonged, which will have a certain impact on the power response speed. Therefore, the setting of this threshold can balance engagement quality and response efficiency to adapt to the usage requirements under different temperature and wear conditions.

[0097] When the speed difference converges to within the threshold range, the system enters the engagement preparation state, indicating that the pre-synchronization conditions have been met. This state machine mechanism helps reduce the possibility of erroneous engagement in asynchronous states, thereby reducing the risk of hard tooth collision. Through active motor speed regulation, the system can adapt to different vehicle speeds and load conditions, supporting smooth engagement in various driving scenarios. The threshold setting can coordinate engagement efficiency and shock suppression, avoiding excessively long synchronization waiting times while helping to maintain engagement quality.

[0098] This not only optimizes power transmission efficiency but also reduces mechanical stress on the actuators, preventing sensor false alarms or actuator damage caused by excessive impact. In summary, by combining the preparation phase as a prerequisite for the entire control process, optimal matching between control strategy and mechanical execution is achieved, providing the vehicle with a quieter, more efficient, and reliable power transmission experience. This significantly improves the overall performance and user satisfaction of the hybrid system, demonstrating engineering application value and technological advantages.

[0099] Secondly, in some alternative embodiments: see Figure 8 As shown in the figure, this application embodiment provides a clutch control method, which further includes: S8. Monitor the actual engagement time during the engagement control phase and the actual disengagement time during the disengagement control phase; S9. If the actual engagement time exceeds the first time threshold, or the actual disengagement time exceeds the second time threshold, output a response timeout fault signal.

[0100] In this embodiment of the application, a time-based fault diagnosis mechanism is constructed through steps S8 and S9. Its core benefit is that it significantly improves the reliability, safety and maintainability of the clutch control system.

[0101] By monitoring the actual time taken to combine and the time taken to separate in real time, and comparing them with the preset first and second time thresholds, the system can promptly identify abnormal situations such as actuator jamming, sensor signal loss, hydraulic leakage, or mechanical interference.

[0102] Once the time limit is exceeded, a response timeout fault signal is immediately output, preventing the control system from falling into an infinite waiting state. This prevents the electromagnetic coil from overheating and burning out, the hydraulic pump from wearing out, or the motor from stalling due to prolonged forced drive, effectively protecting the hardware components from secondary damage.

[0103] In addition, this fault signal can serve as a key trigger condition for the vehicle control strategy, guiding the system to quickly switch to limp home mode or backup power mode, ensuring that the vehicle still has basic driving capabilities in the event of clutch failure, greatly improving driving safety and user confidence, and avoiding the risk of vehicle breakdown.

[0104] Timeout fault logging provides crucial data support for on-board diagnostic systems, helping maintenance personnel quickly pinpoint the source of the fault and differentiate between control strategy issues and mechanical hardware failures, thereby reducing maintenance costs and downtime. This proactive monitoring mechanism enhances the system's tolerance to harsh operating conditions, component aging, and manufacturing tolerances, preventing a chain reaction caused by a single component failure and ensuring the stable operation of the hybrid power system throughout its entire lifecycle.

[0105] Furthermore, this step, together with the preceding engagement and disengagement control phases, forms a closed-loop feedback loop, ensuring that each action is completed within the expected time. If engagement takes too long, it may indicate a phase alignment failure or a malfunction in the buffer mechanism; if disengagement takes too long, it may indicate that the circumferential load has not been fully unloaded. Through time monitoring, the system can reverse-engineer control parameters to achieve adaptive adjustment.

[0106] As a specific implementation method, the limp-home mode refers to the vehicle controller actively limiting the maximum output power and maximum speed of the drive motor when the clutch experiences a response timeout failure, fails to engage or disengage properly, and restricts the vehicle to a low speed range (e.g., no more than 30 km / h or 40 km / h). Simultaneously, a malfunction indicator light may illuminate to prompt the driver to proceed to a repair shop for inspection as soon as possible. The purpose of this mode is to reduce the risk of breakdowns by preventing power interruption or vehicle loss of control due to clutch failure while ensuring basic driving capability.

[0107] The backup power mode refers to the alternative power transmission path that a vehicle can switch to when the clutch fails but still retains some functionality. For example, in a hybrid vehicle, if the clutch fails to engage properly for direct engine drive, the system can maintain series mode (i.e., the engine is only used to generate electricity, and the electric motor drives the wheels) or maintain pure electric mode, thus maintaining the vehicle's continuous operation without relying on the failed clutch. Compared to limp home mode, backup power mode typically has fewer restrictions on vehicle speed and power, providing higher driving performance.

[0108] As a preferred implementation, when the controller outputs a response timeout fault signal, the vehicle controller first attempts to enter the backup power mode; if the backup power mode is unavailable or also malfunctions, it switches to the limp home mode to balance driving safety and vehicle availability.

[0109] See Figures 1 to 3 As shown, a third aspect of this application provides a vehicle, including: The clutch in any of the above embodiments.

[0110] In this embodiment, the vehicle can be a hybrid electric vehicle, with the clutch installed between the electric motor and the transmission. Using this clutch, the vehicle engages smoothly and disengages without shock when switching power modes, effectively reducing transmission noise and improving ride comfort. It also reduces gear wear, improving transmission system reliability and lifespan, and meeting the stringent NVH (noise, vibration, and harshness) and durability requirements of high-performance hybrid systems.

[0111] Thirdly, in some alternative embodiments: see Figures 1 to 8 As shown, this application provides a vehicle that further includes a controller configured to perform the steps of a clutch control method as described in any of the above embodiments.

[0112] In this embodiment, the controller installed in the vehicle is configured to execute the clutch control method as described in the above embodiment. By precisely executing the multi-stage control strategy, the clutch can be engaged and disengaged without impact, reducing transmission noise and vibration, improving ride comfort, reducing component wear, and enhancing overall vehicle reliability.

[0113] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0114] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0115] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A clutch, characterized in that, include: An active component includes an active shaft (1) and an active disk (2) fixedly sleeved on the active shaft (1). The driven component includes a driven shaft (3) coaxially arranged with the drive shaft (1) and a driven disk (4) fixedly sleeved on the driven shaft (3). The drive disk (2) and the driven disk (4) are respectively provided with dog teeth (41) that can mesh or separate from each other. The buffer mechanism includes an elastic damping element (5) fixedly disposed between the driven shaft (3) and the driven disk (4). The elastic damping element (5) is used to elastically deform when subjected to circumferential load to transmit torque, and to elastically deform when subjected to axial load to buffer axial impact.

2. The clutch as described in claim 1, characterized in that: The elastic damping element (5) includes an inner sleeve (51) fixedly connected to the driven shaft (3), an outer sleeve (52) fixedly connected to the driven disc (4), and an elastomer layer (53) bonded between the inner sleeve (51) and the outer sleeve (52). The elastomer layer (53) is used to undergo shear elastic deformation when the driven disk (4) is subjected to circumferential impact, so as to transmit torque and suppress circumferential impact during the engagement process; And when the driven disk (4) is subjected to axial impact, it undergoes shear elastic deformation to buffer the axial impact.

3. The clutch as described in claim 1, characterized in that: The buffer mechanism further includes an axial buffer element (6) disposed at the end of the drive shaft (1) and / or the driven shaft (3), the axial buffer element (6) being used to undergo compressive deformation to absorb impact energy when the drive shaft (1) and the driven shaft (3) collide axially relative to each other.

4. The clutch as described in claim 1, characterized in that: It also includes a drive mechanism (7) connected to the driven component, the drive mechanism (7) being used to drive the driven shaft (3) to reciprocate along its axial direction so that the teeth (41) on the driven disk (4) engage or disengage with the teeth (41) on the driving disk (2).

5. The clutch as described in claim 1, characterized in that: Both the active disk (2) and the driven disk (4) have guide slopes (42) on their dog teeth (41). The guide slopes (42) are used to guide the active disk (2) and the driven disk (4) to slide into the meshing position when they move axially relative to each other.

6. The clutch as claimed in claim 1, characterized in that: It also includes a position sensing unit, which is used to detect the axial position and rotation phase of the active disk (2) and the axial position and rotation phase of the driven disk (4) to obtain the axial relative displacement and rotation phase difference between the active disk (2) and the driven disk (4).

7. The clutch as claimed in claim 1, characterized in that: The elastic damping element (5) is selected from one of rubber-metal composite bushing, polyurethane elastomer bushing and fiber-reinforced rubber bushing; the axial buffer element (6) is selected from one of wave spring, disc spring and helical spring.

8. A method for controlling a clutch, based on the clutch as described in any one of claims 1 to 7, characterized in that, The method includes a combination control phase, which includes the following steps: Drive the driven disk (4) to move toward the driving disk (2) at a first speed until the displacement reaches the first threshold. Obtain the rotational phase difference between the driven disk (4) and the driving disk (2). If the rotational phase difference does not fall within the preset tooth alignment window period, apply a compensation torque to the driving shaft (1) so that the rotational phase difference enters the tooth alignment window period. Driven at a second speed, the driven disk (4) continues to move toward the driving disk (2), so that the dog teeth (41) on the driven disk (4) engage with the guide slope (42) of the dog teeth (41) on the driving disk (2) and slide relative to each other until the displacement reaches the second threshold. During this movement, the axial impact energy generated between the driving disk (2) and the driven disk (4) due to the contact of the guide slope (42) is absorbed by the elastic damping element (5). Driven at the third speed, the driven disk (4) continues to move toward the driving disk (2) until the displacement reaches the third threshold. At the same time, the driving shaft (1) is in a positive torque output state. The elastic potential energy is stored through the shear deformation of the elastic damping element (5) to suppress the circumferential impact between the driving disk (2) and the driven disk (4).

9. The clutch control method as described in claim 8, characterized in that: The first threshold is the critical position at which the driven disk (4) and the driving disk (2) begin to contact; the second threshold is the critical position at which the driven disk (4) and the driving disk (2) finish being guided by the guide slope (42) and begin to enter the tooth flank meshing stage. The third threshold is the critical position at which the driven disk (4) and the driving disk (2) complete tooth-side meshing and reach a fully engaged state; the first speed is greater than the second speed, and the third speed is greater than the second speed and less than the first speed.

10. The clutch control method as described in claim 8, characterized in that, Applying a compensating torque to the drive shaft (1) includes: The target compensation torque value is calculated based on the deviation between the rotational phase difference and the preset tooth alignment window period; The target compensation torque is applied to the drive shaft (1) to change the rotational speed or torsional angle of the drive shaft (1) so that the rotational phase difference enters the tooth alignment window period.

11. The clutch control method as described in claim 8, characterized in that, It also includes a disengagement control phase, which comprises the following steps: Stop outputting positive torque to the drive shaft (1); A preset negative torque pulse is applied to the drive shaft (1). The superposition effect of the recovery torque generated by the release of elastic potential energy by the elastic damping element (5) and the preset negative torque pulse causes the circumferential load on the meshing surface of the dog teeth (41) on the driven disk (4) and the drive disk (2) to be unloaded. The driven disk (4) is driven to disengage from the driving disk (2) at a fourth speed.

12. The clutch control method as described in claim 8, characterized in that, The combination control phase is preceded by a combination preparation phase, which is executed in response to a combination command and includes the following steps: Obtain the real-time rotational speeds of the driving shaft (1) and the driven shaft (3), and calculate the speed difference between them; If the absolute value of the speed difference is less than or equal to a preset speed difference threshold, then the engagement preparation state is entered. If the absolute value of the speed difference is greater than the preset speed difference threshold, the speed of the drive shaft (1) is adjusted so that the speed difference converges to the range of the preset speed difference threshold.

13. The clutch control method as described in claim 11, characterized in that, Also includes: Monitor the actual engagement time of the engagement control phase and the actual disengagement time of the disengagement control phase; If the actual engagement time exceeds the first time threshold, or the actual disengagement time exceeds the second time threshold, a response timeout fault signal is output.

14. A vehicle, characterized in that, include: The clutch as described in any one of claims 1 to 7.

15. The vehicle as claimed in claim 14, characterized in that, Also includes: A controller configured to perform the steps of the clutch control method as described in any one of claims 8 to 13.

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