A dual clutch for an electric vehicle

Abstract

The present invention belongs to the technical field of clutches, and provides a dual clutch for an electric vehicle, including: an input shaft and an input housing, the input housing is connected to the input shaft, and further includes a first clutch and a second clutch. The input shaft is used to connect to a drive motor. The first clutch is connected between the input shaft and the input housing, and the second clutch is connected between the input shaft and the input housing. The input shaft is used to input the torque of the drive motor into the first clutch or the second clutch. The first clutch includes an outer output shaft, and the outer output shaft of the first clutch is used to be connected to the hollow shaft of the transmission. The second clutch includes an inner output shaft, and the inner output shaft of the second clutch is used to be connected to the solid shaft of the transmission. Compared with the prior art, the advantages of the present invention are as follows: compared with the traditional single-speed electric drive system, an electric drive multi-gear system is introduced, which improves the efficiency of the electric drive system, improves the NVH performance of the whole vehicle, and enables the same battery capacity to have a longer cruising range.

Description

Technical Field

[0001] The present invention belongs to the technical field of clutches, and particularly relates to a dual clutch for electric vehicles. Background Art

[0002] Traditional electric drive systems all have single-speed reduction gearboxes, which have high requirements for motor performance such as speed and torque. In order to achieve a long cruising range, larger-capacity batteries are often required. Moreover, the system speed is too high, which affects the NVH performance of the whole vehicle and the system efficiency is low. Therefore, it is extremely urgent to develop a two-speed or multi-speed electric drive gearbox. The core shifting component in the above gearbox is the clutch. The electric drive gearbox has extremely high design requirements for the clutch, which needs to transmit a large torque, and requires a compact space, with both the axial length and the radial dimension limited within a very small space; and it requires the clutch to respond quickly and interrupt and engage the torque quickly at the millisecond level. There is currently no clutch suitable for multi-speed electric drive gearboxes on the market. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide a dual clutch for electric vehicles. Compared with the traditional single-speed electric drive system, the dual clutch introduces an electric drive multi-speed system, improves the efficiency of the electric drive system, improves the NVH performance of the whole vehicle, and enables the same battery capacity to have a longer cruising range.

[0004] The technical solution adopted by the present invention to solve the above technical problems is: to propose a dual clutch for electric vehicles, including: an input shaft and an input housing, the input housing is connected to the input shaft, and further includes a first clutch and a second clutch. The input shaft is used to connect to a drive motor. The first clutch is connected between the input shaft and the input housing, and the second clutch is connected between the input shaft and the input housing. The input shaft is used to input the torque of the drive motor into the first clutch or the second clutch. The first clutch includes an outer output shaft, and the outer output shaft of the first clutch is used to connect to the hollow shaft of the gearbox. The second clutch includes an inner output shaft, and the inner output shaft of the second clutch is used to connect to the solid shaft of the gearbox.

[0005] Compared with the prior art, the advantages of the present invention are as follows: The drive motor inputs the torque into the first clutch or the second clutch through the input shaft, and uses the outer output shaft of the first clutch and the inner output shaft of the second clutch to drive the hollow shaft or the solid shaft of the gearbox to rotate. Different gears are respectively corresponding to the hollow shaft and the solid shaft of the gearbox. Therefore, the dual clutch for electric vehicles of the present invention, compared with the traditional single-speed electric drive system, introduces an electric drive multi-speed system, improves the efficiency of the electric drive system, improves the NVH performance of the whole vehicle, and enables the same battery capacity to have a longer cruising range.

[0006] In the above-mentioned dual clutch for an electric vehicle, the first clutch further includes an outer friction pair, an outer actuator, and an outer output housing. The outer friction pair includes a plurality of partition plates and friction plates that are arranged axially and staggered with each other. The partition plates and the friction plates are in a normally open state. A plurality of the partition plates are connected to the outer output housing, and a plurality of the friction plates are connected to the input housing. The outer actuator is connected to the input shaft and is used to bring the friction pair into contact. The outer output housing is connected to the outer output shaft, and the outer output shaft is connected to the hollow shaft of the transmission. The first clutch in this application is arranged in a normally open state. When it needs to be closed, the outer actuator pushes the friction pair, so that a plurality of partition plates and friction plates are brought into contact, thereby realizing the transmission of torque from the first clutch to the hollow shaft of the transmission. The first clutch adopts a friction clutch, which can greatly reduce the drag torque of the clutch, reduce the system drag loss, and ensure smooth shifting. Moreover, a plurality of partition plates and friction plates are arranged staggered and detachably installed in the clutch, so that the number of partition plates and friction plates can be adjusted to achieve the transmission of different torques.

[0007] In the above-mentioned dual clutch for an electric vehicle, the outer actuator includes an outer thrust piston, an outer thrust bearing, and an outer drive disk. One end of the outer drive disk is connected to the friction pair, and the other end of the outer drive disk is connected to the outer output housing. The outer thrust piston pushes the outer drive disk to move axially through the outer thrust bearing. The outer thrust piston and the transmission cover form an outer pressure oil chamber, and the outer pressure oil chamber is connected to the input shaft through a first ball bearing. The outer thrust piston and the transmission cover form an outer pressure oil chamber. When pressure oil is input into the outer pressure oil chamber, the pressure oil pushes the outer thrust piston, and the outer thrust piston pushes the outer drive disk to move through the outer thrust bearing. The outer drive disk presses the friction pair to realize the contact between the partition plates and the friction plates. The structural connection is stable, and the reliability of torque transmission is improved.

[0008] In the above-mentioned dual clutch for an electric vehicle, an outer separating member is provided axially on the outer friction pair. The outer separating member includes an outer corrugated spring. One end of the outer corrugated spring is connected to the outer output housing, and the other end is connected to the partition plate. When the outer drive disk presses the friction pair to realize the contact between the partition plates and the friction plates, the outer corrugated spring is compressed. When the oil pressure in the outer pressure oil chamber decreases, the outer corrugated spring pushes the outer drive disk to move away from the friction pair, so that the partition plates and the friction plates of the friction pair are separated, interrupting the torque transmission. By adopting the outer corrugated spring as the outer separating element in this application, the drag torque of the clutch can be greatly reduced, and the system drag loss can be reduced.

[0009] In the above-mentioned dual clutch for an electric vehicle, an outer limiting disc is provided on one side of the outer output housing in the axial direction. The outer limiting disc is used to limit the axial position of the outer driving disc. The outer limiting disc is connected to one side of the outer output housing through an outer circlip, restricting the axial movement distance of the outer driving disc, controlling the axial movement distance of the outer driving disc within an effective range, improving the working stability of the outer driving disc, and ensuring the provision of a stable axial pressure.

[0010] In the above-mentioned dual clutch for an electric vehicle, the second clutch further includes an inner actuating mechanism and an inner output housing. The inner output housing is connected to the input housing and is arranged between the outer output housing and the input housing. The inner output shaft is arranged between the outer output shaft and the input shaft. The inner output housing is movably connected to the inner output shaft, and the inner output housing and the inner output shaft are in a constant meshing state. The inner actuating mechanism is connected to the input shaft and is used for separating the inner output housing from the inner output shaft. The inner output shaft is connected to the solid shaft of the gearbox. In this application, the second clutch adopts a normally closed clutch, and the torque of the input shaft is transmitted to the solid shaft of the gearbox through the inner output shaft of the second clutch. When it is necessary to separate the second clutch, the inner output housing is movably connected to the inner output shaft, and the inner actuating mechanism separates the inner output housing from the inner output shaft, thereby separating the second clutch. In this application, the second clutch is arranged between the first clutch and the input housing, with a compact structure and small volume, meeting the requirements of the electric drive clutch.

[0011] In the above-mentioned dual clutch for an electric vehicle, a circle of inner dog teeth is provided on the circumferential direction of the end face of the inner output housing, and a circle of outer dog teeth is provided on the circumferential direction of the end face of the inner output shaft. The inner dog teeth are meshed with the outer dog teeth in a matching manner. The inner output housing and the inner output shaft are meshed by means of dog teeth connection. Compared with a friction clutch, the mechanical connection has no drag torque loss and has a higher system efficiency.

[0012] In the above-mentioned dual clutch for an electric vehicle, the inner actuating mechanism includes an inner thrust piston, an inner thrust bearing, and an inner driving disc. One end of the inner driving disc is connected to the inner output housing. The inner thrust piston pushes the inner driving disc to move axially through the inner thrust bearing. The inner thrust piston and the gearbox cover form an inner pressure oil chamber, and the inner pressure oil chamber is connected to the input shaft through the first ball bearing. When the pressure in the inner pressure oil chamber is large enough, it will push the inner thrust piston of the inner actuating mechanism. The inner thrust piston pushes the inner driving disc to move axially through the inner thrust bearing, and then pushes the inner output housing to move axially, so that it disengages from the inner output shaft, that is, separates the second clutch.

[0013] In the above-mentioned dual clutch for an electric vehicle, an inner separating member is connected to one side of the inner output housing. The inner separating member includes an inner corrugated spring which is axially arranged inside the second clutch, and one end of the inner corrugated spring is connected to the input housing. When the inner thrust piston pushes the inner driving disc to move axially through the inner thrust bearing, and then pushes the inner output housing to move axially, the inner corrugated spring is compressed. When the oil pressure in the inner pressure oil chamber decreases, the inner corrugated spring pushes the inner output housing to move towards the inner output shaft side, so that it is connected to the inner output shaft, that is, the re-engagement of the second clutch is achieved.

[0014] In the above-mentioned dual clutch for an electric vehicle, a second ball bearing is provided on one side of the outer output housing in the axial direction, and the second ball bearing is used to bear the thrust on one side of the dual clutch in the axial direction. The second ball bearing bears the thrust on one side of the dual clutch in the axial direction, ensuring the structural stability of the dual-clutch system. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the overall structure of an embodiment of the present invention;

[0016] Figure 2 It is the torque transmission path of the first clutch of an embodiment of the present invention;

[0017] Figure 3 It is the torque transmission path of the second clutch of an embodiment of the present invention.

[0018] In the figure, 1, input shaft; 2, input housing; 3, outer output housing; 4, outer output shaft; 5, partition plate; 6, friction plate; 7, outer thrust piston; 8, outer thrust bearing; 9, outer driving disc; 10, gearbox cover; 11, outer separating member; 12, outer limit disc; 13, inner output housing; 14, inner output shaft; 15, inner thrust piston; 16, inner thrust bearing; 17, inner driving disc; 18, inner separating member; 19, second ball bearing; 20, first ball bearing; 21, optional back plate; 22, outer circlip; 23, left thrust bearing; 24, right thrust bearing. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0019] The following are specific embodiments of the present invention in combination with the accompanying drawings to further describe the technical solutions of the present invention, but the present invention is not limited to these embodiments.

[0020] Such as Figure 1 , Figure 2 , Figure 3As shown in the figure, a dual clutch for an electric vehicle according to the present invention includes an input shaft 1 and an input housing 2. The input housing 2 is connected to the input shaft 1. The dual clutch further includes a first clutch and a second clutch. The input shaft 1 is used to connect to a drive motor. The first clutch is connected between the input shaft 1 and the input housing 2, and the second clutch is also connected between the input shaft 1 and the input housing 2. The input shaft 1 is configured to input the torque of the drive motor into the first clutch or the second clutch. The first clutch includes an outer output shaft 4, and the outer output shaft 4 of the first clutch is connected to the hollow shaft of the transmission. The second clutch includes an inner output shaft 14, and the inner output shaft 14 of the second clutch is connected to the solid shaft of the transmission.

[0021] The drive motor inputs the torque through the input shaft 1 into the first clutch or the second clutch, and drives the hollow shaft or the solid shaft of the transmission to rotate by using the outer output shaft 4 of the first clutch and the inner output shaft 14 of the second clutch. Different gears are respectively corresponding to the hollow shaft and the solid shaft of the transmission. Therefore, compared with the traditional single-speed electric drive system, the dual clutch for an electric vehicle of the present invention introduces an electric drive multi-gear system, improves the efficiency of the electric drive system, enhances the NVH performance of the whole vehicle, and enables the same battery capacity to have a longer cruising range.

[0022] The first clutch in this application is a normally open friction clutch, that is, it does not transmit torque in the installed state. The design of the first clutch using a friction clutch ensures the smoothness of the shifting process and is conducive to the control and calibration of the whole vehicle and the transmission. The second clutch in this application is a normally closed dog clutch, that is, it transmits torque in the installed state. The second clutch being a dog clutch is a mechanical connection. Compared with a friction clutch, it has no drag torque loss and has a higher system efficiency. The first clutch in this application is of a normally open design, and the second clutch is of a normally closed design. Other types of combinations, such as the first clutch being of a normally open design and the second clutch being of a normally open design; the first clutch being of a normally closed design and the second clutch being of a normally closed design; the first clutch being of a normally closed design and the second clutch being of a normally open design, are all within the protection scope of this application.

[0023] The first clutch further includes an outer friction pair, an outer actuator, and an outer output housing 3. The outer friction pair includes a plurality of partition plates 5 and friction plates 6 that are axially staggered with each other. The partition plates 5 and the friction plates 6 are in a normally open state. A plurality of partition plates 5 are connected to the outer output housing 3, and a plurality of friction plates 6 are connected to the input housing 2. The outer actuator is connected to the input shaft 1 and is used for the engagement of the friction pair. The outer output housing 3 is connected to the outer output shaft 4, and the outer output shaft 4 is connected to the hollow shaft of the transmission. The outer actuator includes an outer thrust piston 7, an outer thrust bearing 8, and an outer drive disk 9. One end of the outer drive disk 9 is connected to the friction pair, and the other end of the outer drive disk 9 is connected to the outer output housing 3. The outer thrust piston 7 pushes the outer drive disk 9 to move axially through the outer thrust bearing 8. The outer thrust piston 7 and the transmission cover 10 form an outer pressure oil chamber, and the outer pressure oil chamber is connected to the input shaft 1 through a first ball bearing 20. The outer thrust piston 7 and the transmission cover 10 form an outer pressure oil chamber. When pressure oil is input into the outer pressure oil chamber, the pressure oil pushes the outer thrust piston 7, and the outer thrust piston 7 pushes the outer drive disk 9 to move through the outer thrust bearing 8. The outer drive disk 9 compresses the friction pair, realizing the engagement of the partition plates 5 and the friction plates 6, with stable structural connection and improved reliability of torque transmission. The first clutch in this application is in a normally open setting. When it needs to be closed, the outer drive disk 9 pushes the friction pair, causing a plurality of partition plates 5 and friction plates 6 to engage with each other, thereby realizing the transmission of torque from the first clutch to the hollow shaft of the transmission. The first clutch adopts a friction clutch, which can greatly reduce the drag torque of the clutch, reduce the system drag loss, and ensure smooth shifting. Moreover, a plurality of partition plates 5 and friction plates 6 are installed in the clutch in an interlaced and detachable manner, enabling the number of partition plates 5 and friction plates 6 to be adjusted to achieve the transmission of different torques.

[0024] An optional back plate 21 is provided between the outer friction pair and the outer drive plate 9. The optional back plate 21 is respectively abutted against the outer friction pair and the outer drive plate 9, and the thickness of the optional back plate 21 can be selected according to the axial dimension of the friction pair. An outer separating member 11 is provided on the outer friction pair in the axial direction. The outer separating member 11 includes an outer corrugated spring. One end of the outer corrugated spring is connected to the outer output housing 3, and the other end is connected to the partition plate disk 5. The optional back plate 21 enables the axial distance between the friction pair and the outer drive plate 9 to be adjusted, keeping the outer corrugated spring within a reasonable and effective elastic range and improving the working stability of the outer corrugated spring. In addition to using an outer corrugated spring, the outer separating member 11 can also use a wire spring, a spring disk, a diaphragm spring, etc., all of which are within the protection scope of this application. An outer limit disk 12 is provided on one side of the outer output housing 3 in the axial direction. The outer limit disk 12 is used to limit the axial position of the outer drive plate 9, and the outer limit disk 12 is connected to one side of the outer output housing 3 through an outer snap ring 22. When the outer drive plate 9 presses the friction pair to realize the fitting of the partition plate 5 and the friction plate 6, the outer corrugated spring is compressed. When the oil pressure in the outer pressure oil chamber decreases, the outer corrugated spring pushes the outer drive plate 9 to move away from the friction pair, separating the partition plate 5 and the friction plate 6 of the friction pair and interrupting the torque transmission. By using an outer corrugated spring as the outer separating element, the clutch drag torque can be greatly reduced and the system drag loss can be reduced. The setting of the outer limit disk 12 limits the axial movement distance of the outer drive plate 9, controls the axial movement distance of the outer drive plate 9 within an effective range, improves the working stability of the outer drive plate 9, and ensures the provision of stable axial pressure.

[0025] The second clutch further includes an inner actuator and an inner output housing 13. The inner output housing 13 is connected to the input housing 2 and is disposed between the outer output housing 3 and the input housing 2. The inner output shaft 14 is disposed between the outer output shaft 4 and the input shaft 1. The inner output housing 13 is movably connected to the inner output shaft 14 and they are in a constant meshing state. The inner actuator is connected to the input shaft 1 and is used to separate the inner output housing 13 from the inner output shaft 14. The inner output shaft 14 is connected to the solid shaft of the gearbox. A circle of inner dog teeth is provided on the circumferential direction of the end face of the inner output housing 13, and a circle of outer dog teeth is provided on the circumferential direction of the end face of the inner output shaft 14. The inner dog teeth are matingly engaged with the outer dog teeth. In this application, the second clutch adopts a normally closed clutch, and the torque of the input shaft 1 is transmitted to the solid shaft of the gearbox through the inner output shaft 14 of the second clutch. When it is necessary to separate the second clutch, the inner output housing 13 is movably connected to the inner output shaft 14, and the inner actuator separates the inner output housing 13 from the inner output shaft 14, thereby separating the second clutch. Moreover, in this application, the inner output housing 13 and the inner output shaft 14 are engaged in a dog tooth connection manner. Compared with a friction clutch in mechanical connection, there is no drag torque loss, and the system efficiency is higher. A left thrust bearing 23 is provided between the outer output shaft 4 and the inner output shaft 14, and a right thrust bearing 24 is provided between the inner output shaft 14 and the input shaft 1. The second clutch is axially disposed inside the first clutch, making the dual clutch structure of this application compact and small in size, meeting the requirements of an electric drive clutch.

[0026] The inner actuator includes an inner thrust piston 15, an inner thrust bearing 16, and an inner drive disk 17. One end of the inner drive disk 17 is connected to the inner output housing 13. The inner thrust piston 15 pushes the inner drive disk 17 to move axially through the inner thrust bearing 16. The inner thrust piston 15 and the gearbox cover 10 form an inner pressure oil chamber, and the pressure oil chamber is connected to the input shaft 1 through a first ball bearing 20. When the pressure in the inner pressure oil chamber is high enough, it will push the inner thrust piston 15 of the inner actuator. The inner thrust piston 15 pushes the inner drive disk 17 to move axially through the inner thrust bearing 16, and then pushes the inner output housing 13 to move axially, so that it disengages from the inner output shaft 14, that is, the second clutch is separated.

[0027] On one side of the inner output housing 13, an inner separator 18 is connected. The inner separator 18 includes an inner corrugated spring which is axially arranged inside the second clutch. One end of the inner corrugated spring is connected to the input housing 2. When the inner thrust piston 15 pushes the inner drive disc 17 to move axially through the inner thrust bearing 16, and then pushes the inner output housing 13 to move axially, the inner corrugated spring is compressed. When the oil pressure in the inner pressure oil chamber decreases, the inner corrugated spring pushes the inner output housing 13 to move towards the side close to the inner output shaft 14, so that it is connected to the inner output shaft 14, that is, the re-engagement of the second clutch is realized. In addition to using an inner corrugated spring, the inner separator 18 can also use a wire spring, a spring disc, a diaphragm spring, etc., which are all within the protection scope of this application.

[0028] In this application, both the outer pressure oil chamber and the inner pressure oil chamber are connected to the input shaft 1 through the first ball bearing 20. The first ball bearing 20 is used to bear the thrust on one side in the axial direction of the dual clutch module, and can radially and axially fix the input shaft 1 on the gearbox cover 10.

[0029] On one side of the outer output housing 3 in the axial direction, a second ball bearing 19 is provided. The second ball bearing 19 is used to bear the thrust on the other side in the axial direction of the dual clutch. The second ball bearing 19 bears the thrust on one side in the axial direction of the dual clutch, ensuring the structural stability of the dual clutch system.

[0030] The specific embodiments described herein are merely illustrative of the present invention. Those skilled in the art of the present invention can make various modifications or supplements to the described specific embodiments or use similar ways to replace them, but will not deviate from the scope defined by the present invention.

Claims

1. A dual clutch for an electric vehicle, comprising: Input shaft (1), input housing (2), the input housing (2) is connected to the input shaft (1), the input shaft (1) is used to connect a drive motor, and is characterized in that it further includes a first clutch and a second clutch. The first clutch is connected to the input shaft (1) and the input housing (2), and the second clutch is connected to the input shaft (1) and the input housing (2). The input shaft (1) is used to input the torque of the drive motor into the first clutch or the second clutch. The first clutch includes an outer output shaft (4), and the outer output shaft (4) of the first clutch is used to be connected to the hollow shaft of the transmission. The second clutch includes an inner output shaft (14), and the inner output shaft (14) of the second clutch is used to be connected to the solid shaft of the transmission. The first clutch further includes an outer friction pair, an outer actuator, and an outer output housing (3). The outer friction pair includes a plurality of partition plates (5) and friction plates (6) arranged axially and staggered with each other. The partition plates (5) and the friction plates (6) are in a normally open state. A plurality of the partition plates (5) are connected to the outer output housing (3), and a plurality of the friction plates (6) are connected to the input housing (2). The outer actuator is connected to the input shaft (1), and the outer actuator is used for the engagement of the friction pair. The outer output housing (3) is connected to the outer output shaft (4). The second clutch further includes an inner actuator and an inner output housing (13). The inner output housing (13) is connected to the input housing (2), the inner output housing (13) is arranged between the outer output housing (3) and the input housing (2), the inner output shaft (14) is arranged between the outer output shaft (4) and the input shaft (1), the inner output housing (13) is movably connected to the inner output shaft (14), the inner output housing (13) and the inner output shaft (14) are in a normally engaged state, and the inner actuator is connected to the input shaft (1), and the inner actuator is used for the separation of the inner output housing (13) and the inner output shaft (14).

2. The dual clutch for an electric vehicle according to claim 1, characterized in that, The outer actuator includes an outer thrust piston (7), an outer thrust bearing (8), and an outer drive disk (9). One end of the outer drive disk (9) is connected to the friction pair, and the other end of the outer drive disk (9) is connected to the outer output housing (3). The outer thrust piston (7) pushes the outer drive disk (9) to move axially through the outer thrust bearing (8). The outer thrust piston (7) and the transmission cover (10) form an outer pressure oil chamber, and the outer pressure oil chamber is connected to the input shaft (1) through a first ball bearing (20).

3. The dual clutch for an electric vehicle according to claim 2, characterized in that, The outer friction pair is provided with an outer separator (11) axially. The outer separator (11) includes an outer corrugated spring. One end of the outer corrugated spring is connected to the outer output housing (3), and the other end is connected to the partition plate (5).

4. A dual clutch for an electric vehicle according to claim 3, characterized in that, One side of the outer output housing (3) is provided with an outer limit disk (12) axially. The outer limit disk (12) is used to limit the axial position of the outer drive disk (9).

5. A dual clutch for an electric vehicle according to claim 1, characterized in that, The end face of the inner output housing (13) is provided with inner dog teeth in a circumferential circle, the end face of the inner output shaft (14) is provided with outer dog teeth in a circumferential circle, and the inner dog teeth are engaged with the outer dog teeth in a matching manner.

6. A dual clutch for an electric vehicle according to claim 2, characterized in that, The inner actuator includes an inner thrust piston (15), an inner thrust bearing (16), and an inner drive disc (17). One end of the inner drive disc (17) is connected to the inner output housing (13). The inner thrust piston (15) pushes the inner drive disc (17) to move axially through the inner thrust bearing (16). The inner thrust piston (15) and the gearbox cover (10) form an inner pressure oil chamber, and the inner pressure oil chamber is connected to the input shaft (1) through the first ball bearing (20).

7. A dual clutch for an electric vehicle according to claim 5, characterized in that, One side of the inner output housing (13) is connected with an inner separator (18). The inner separator (18) includes an inner corrugated spring. The inner corrugated spring is arranged axially in the second clutch, and one end of the inner corrugated spring is connected to the input housing (2).

8. A dual clutch for an electric vehicle according to claim 1, wherein One side of the outer output housing (3) in the axial direction is provided with a second ball bearing (19), and the second ball bearing (19) is used to bear the thrust on one side of the dual clutch in the axial direction.

Images