Electromagnetic clutch, transmission assembly and vehicle

Abstract

The invention relates to the technical field of vehicles, in particular to an electromagnetic clutch, a transmission assembly and a vehicle. The electromagnetic clutch comprises a first transmission wheel and a second transmission wheel, the first transmission wheel is rotatably arranged on the main shaft and comprises first transmission convex teeth and a first friction ring, and the second transmission wheel is movably arranged on the main shaft and comprises second transmission convex teeth and a second friction ring; and the second transmission convex teeth can be engaged with the first transmission convex teeth, so that the second transmission wheel can drive the first transmission wheel to rotate when rotating. Before the first transmission convex teeth are meshed with the second transmission convex teeth, the second friction ring can be in friction contact with the first friction ring firstly, part of kinetic energy of the second transmission wheel is transmitted to the first transmission wheel through friction torque, and then the rotating speed difference between the first transmission wheel and the second transmission wheel is reduced; the relative speed is reduced when the first transmission convex teeth are meshed with the second transmission convex teeth, so that the impact force between the first transmission convex teeth and the second transmission convex teeth is reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an electromagnetic clutch, a transmission assembly and a vehicle. Background Art

[0002] An electromagnetic clutch, also known as an electromagnetic coupling, is used to transfer the torque or power of an actuator from the driving shaft to the driven shaft. During operation, an electromagnetic coil drives the driving disc toward the driven disc, causing the two discs to engage. This electromagnetic clutch can disconnect the engine and generator under different vehicle operating conditions, allowing for flexible switching of driving modes. It offers advantages such as high transmission efficiency, reliable power transmission, zero hysteresis, compact size, low cost, and simple assembly. Consequently, electromagnetic clutches are widely used in vehicle systems.

[0003] However, in the related art, the driving disc and the driven disc of the electromagnetic clutch are easily broken or damaged due to excessive impact force during the coupling process, which needs further improvement. Summary of the Invention

[0004] The embodiments of the present application provide an electromagnetic clutch, a transmission assembly, and a vehicle, which can solve the technical problem that the driving disc and the driven disc of the electromagnetic clutch are easily broken or damaged due to excessive impact force during the coupling process.

[0005] In a first aspect, an embodiment of the present application provides an electromagnetic clutch, comprising:

[0006] spindle;

[0007] a first transmission wheel rotatably disposed on the main shaft, the first transmission wheel comprising a first transmission cam and a first friction ring;

[0008] a second transmission wheel movably disposed on the main shaft, the second transmission wheel comprising a second transmission cam and a second friction ring, the second transmission cam being capable of meshing with the first transmission cam;

[0009] Wherein, before the first transmission protruding teeth are engaged with the second transmission protruding teeth, the second friction ring can be in friction contact with the first friction ring.

[0010] In one embodiment, the first friction ring protrudes from the first transmission protrusion along a direction approaching the second transmission protrusion, and / or the second friction ring protrudes from the second transmission protrusion along a direction approaching the first transmission protrusion.

[0011] In one embodiment, when the second friction ring is in frictional contact with the first friction ring, the first friction ring has a first wall surface in frictional contact with the second friction ring, and the second friction ring has a second wall surface in frictional contact with the first friction ring;

[0012] The first wall surface and / or the second wall surface is covered with a friction-resistant layer.

[0013] In one embodiment, the friction-resistant layer is elastic.

[0014] In one embodiment, the first wall surface is disposed between the main axis and the second wall surface;

[0015] The outer diameter of the first friction ring gradually decreases in a direction approaching the second transmission protruding teeth, and the inner diameter of the second friction ring gradually increases in a direction approaching the first transmission protruding teeth.

[0016] In one embodiment, the second wall surface is disposed between the main shaft and the first wall surface;

[0017] The inner diameter of the first friction ring gradually increases in a direction approaching the second transmission protruding teeth, and the outer diameter of the second friction ring gradually decreases in a direction approaching the first transmission protruding teeth.

[0018] In one embodiment, the taper angle of the first wall surface is the same as the taper angle of the second wall surface.

[0019] In one embodiment, the cone angle of the first wall surface is 6°-8°, and / or the cone angle of the second wall surface is 6°-8°.

[0020] In one embodiment, one of the main shaft and the second transmission wheel is provided with a guide groove, and the other is provided with a guide protrusion that cooperates with the guide groove. The guide protrusion is arranged in the guide groove so that the second transmission wheel can be driven to rotate when the main shaft rotates.

[0021] In one embodiment, the electromagnetic clutch further includes an electromagnetic coil assembly, which is disposed adjacent to the second transmission wheel. When energized, the electromagnetic coil assembly can drive the second transmission wheel to move in a direction approaching the first transmission wheel, so that the first transmission protrusion and the second transmission protrusion engage with each other.

[0022] In one embodiment, the electromagnetic clutch further includes a return spring, the return spring abutting against the second transmission wheel, and the return spring is used to provide a return force for the second transmission wheel to separate the first transmission protruding tooth and the second transmission protruding tooth from each other.

[0023] In a second aspect, an embodiment of the present application further provides a transmission assembly comprising the electromagnetic clutch as described above.

[0024] In a third aspect, an embodiment of the present application further provides a vehicle comprising the electromagnetic clutch as described above, or comprising the transmission assembly as described above.

[0025] Beneficial effects of the embodiments of the present application:

[0026] The electromagnetic clutch in the embodiment of the present application includes a first transmission wheel and a second transmission wheel. The first transmission wheel is rotatably mounted on the main shaft and includes a first transmission tooth and a first friction ring. The second transmission wheel is movably mounted on the main shaft and includes a second transmission tooth and a second friction ring. The second transmission tooth is capable of meshing with the first transmission tooth, so that rotation of the second transmission wheel can drive rotation of the first transmission wheel. Before the first transmission tooth and the second transmission tooth come into contact, the second friction ring can first frictionally engage with the first friction ring, transferring part of the kinetic energy of the second transmission wheel to the first transmission wheel through friction torque, thereby reducing the speed difference between the first and second transmission wheels. The relative speed of the first and second transmission teeth when they mesh is reduced, thereby reducing the impact force between the first and second transmission teeth, thereby alleviating the problem of the teeth breaking or being damaged due to excessive impact force during the engagement of the first and second transmission teeth. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0028] Figure 1 is an exploded view of an electromagnetic clutch provided in an embodiment of the present application;

[0029] Figure 2 is an exploded view from another angle of the electromagnetic clutch provided in an embodiment of the present application;

[0030] Figure 3 is an exploded view from another angle of the electromagnetic clutch provided in an embodiment of the present application;

[0031] Figure 4 is a front view of an electromagnetic clutch provided in an embodiment of the present application;

[0032] Figure 5 is a cross-sectional view of an electromagnetic clutch provided in an embodiment of the present application;

[0033] Figure 6 This application Figure 5 Enlarged view of point A in the middle;

[0034] Figure 7 It is a structural schematic diagram of a transmission assembly provided in an embodiment of the present application.

[0035] Reference numerals:

[0036] 10. Electromagnetic clutch;

[0037] 1. Spindle; 11. Guide cam;

[0038] 2. First transmission wheel; 21. First transmission cam; 22. First friction ring; 221. First wall; 23. First body; 24. First connecting wall; 25. First through hole;

[0039] 3. Second transmission wheel; 31. Second transmission cam; 32. Second friction ring; 321. Second wall; 33. Guide groove; 34. Second body; 35. Second connecting wall; 36. Second through hole;

[0040] 4. Electromagnetic coil assembly; 41. Electromagnetic coil; 42. Inner push ring; 43. Outer push ring;

[0041] 20. Engine; 30. Generator; 40. Drive motor; 401. Motor shaft; 50. Intermediate shaft; 60. Differential. DETAILED DESCRIPTION

[0042] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of the present application. In addition, it should be understood that the specific implementation methods described herein are only used to illustrate and explain the present application, and are not used to limit the present application. In the present application, unless otherwise specified, the directional words used, such as "upper" and "lower", generally refer to the upper and lower parts of the device in actual use or working state, specifically the drawing direction in the accompanying drawings; and "inside" and "outside" refer to the outline of the device.

[0043] Please refer to Figures 1 to 4An electromagnetic clutch 10 of the present application includes a first transmission wheel 2 and a second transmission wheel 3. The first transmission wheel 2 is rotatably arranged on the main shaft 1, and the first transmission wheel 2 includes a first transmission cam 21 and a first friction ring 22. The second transmission wheel 3 is movably arranged on the main shaft 1, and the second transmission wheel 3 includes a second transmission cam 31 and a second friction ring 32. The second transmission cam 31 can engage with the first transmission cam 21, so that when the second transmission wheel 3 rotates, it can drive the first transmission wheel 2 to rotate. Before the first transmission cam 21 and the second transmission cam 31 are engaged, the second friction ring 32 can first be in frictional contact with the first friction ring 22, thereby transferring part of the kinetic energy of the second transmission wheel 3 to the first transmission wheel 2 through the friction torque, thereby reducing the speed difference between the first transmission wheel 2 and the second transmission wheel 3. The relative speed when the first transmission cam 21 and the second transmission cam 31 are engaged is reduced, thereby reducing the impact force between the first transmission cam 21 and the second transmission cam 31, thereby improving the problem of the cam teeth being broken or damaged due to excessive impact force during the engagement process of the first transmission cam 21 and the second transmission cam 31.

[0044] In addition, when there is a slight axial misalignment between the first transmission wheel 2 and the second transmission wheel 3 due to assembly error, the first friction ring 22 can first contact and guide the second friction ring 32 to align, thereby reducing the jamming or uneven wear of the first transmission tooth 21 and the second transmission tooth 31 caused by misalignment.

[0045] In one embodiment, the first friction ring 22 protrudes from the first transmission tooth 21 in a direction approaching the second transmission tooth 31, and / or the second friction ring 32 protrudes from the second transmission tooth 31 in a direction approaching the first transmission tooth 21. Because the first friction ring 22 protrudes from the first transmission tooth 21 and / or the second friction ring 32 protrudes from the second transmission tooth 31, when the second transmission wheel 3 moves axially, the first friction ring 22 can first contact the second friction ring 32, ensuring that the friction torque occurs before the first transmission tooth 21 and the second transmission tooth 31 engage.

[0046] In a specific embodiment, the first friction ring 22 protrudes from the first transmission tooth 21 in a direction approaching the second transmission tooth 31, and the second friction ring 32 is flush with the second transmission tooth 31. For example, the second friction ring 32 protrudes from the second transmission tooth 31 in a direction approaching the first transmission tooth 21, and the first friction ring 22 is flush with the first transmission tooth 21. For another example, the first friction ring 22 protrudes from the first transmission tooth 21 in a direction approaching the second transmission tooth 31, and the second friction ring 32 protrudes from the second transmission tooth 31 in a direction approaching the first transmission tooth 21.

[0047] In one embodiment, reference Figure 5 and Figure 6When the second friction ring 32 is in frictional contact with the first friction ring 22, the first friction ring 22 has a first wall surface 221 in frictional contact with the second friction ring 32, and the second friction ring 32 has a second wall surface 321 in frictional contact with the first friction ring 22. The first wall surface 221 and / or the second wall surface 321 are covered with a friction-resistant layer. In this embodiment, the friction-resistant layer protects the substrates of the first wall surface 221 and the second wall surface 321 from direct wear, thereby extending the service life of the electromagnetic clutch 10.

[0048] In this embodiment, the material of the friction-resistant layer is not limited. For example, the material of the friction-resistant layer may include at least one of polyetheretherketone, polytetrafluoroethylene, a rubber-based composite material, and tungsten disulfide.

[0049] In one embodiment, the friction-resistant layer is elastic. When the first friction ring 22 and the second friction ring 32 come into contact, the elastic friction-resistant layer deforms to absorb some of the kinetic energy, reducing the impact force transmitted to the first and second transmission teeth 21, 31 and thereby protecting the first and second transmission teeth 21, 31. Furthermore, the elastic friction-resistant layer adaptively deforms under pressure, compensating for minor axial or radial misalignment between the first and second friction rings 22, 32, thereby increasing the fault tolerance of the first and second friction rings 22, 32. Furthermore, the elastic friction-resistant layer increases the contact area under pressure, making the friction coefficient more stable, reducing the "stick-slip effect" of traditional rigid friction, and enhancing friction stability.

[0050] In one embodiment, reference Figure 5 The first wall 221 is positioned between the main shaft 1 and the second wall 321. The outer diameter of the first friction ring 22 gradually decreases as it approaches the second transmission tooth 31. The first wall 221 forms part of the outer wall of the first friction ring 22. The inner diameter of the second friction ring 32 gradually increases as it approaches the first transmission tooth 21. The second wall 321 forms part of the inner wall of the second friction ring 32. Both the outer wall of the first friction ring 22 and the inner wall of the second friction ring 32 have conical structures. These two rings form a self-centering structure, allowing the first and second friction rings 22, 32 to automatically correct slight radial deviations when they move axially. In addition, the friction contact between the first friction ring 22 and the second friction ring 32 starts from the small end. The initial contact area between the first friction ring 22 and the second friction ring 32 is small. As the first friction ring 22 and the second friction ring 32 move toward each other, the contact area between the first friction ring 22 and the second friction ring 32 gradually increases, and the transmitted friction torque also gradually increases. The first friction ring 22 and the second friction ring 32 achieve a soft landing through the gradually expanding contact surface, making the speed synchronization process smoother and reducing jitter.

[0051] In one embodiment, the second wall 321 is disposed between the main shaft 1 and the first wall 221. The first wall 221 forms a portion of the inner wall of the first friction ring 22, while the second wall 321 forms a portion of the outer wall of the second friction ring 32. The inner diameter of the first friction ring 22 gradually increases as it approaches the second transmission tooth 31, while the outer diameter of the second friction ring 32 gradually decreases as it approaches the first transmission tooth 21. The outer wall of the first friction ring 22 and the inner wall of the second friction ring 32 both have conical structures. The inner wall of the first friction ring 22 and the outer wall of the second friction ring 32 form a self-aligning structure, allowing the first and second friction rings 22, 32 to automatically correct slight radial deviations when they move axially relative to each other. In addition, the friction contact between the first friction ring 22 and the second friction ring 32 starts from the small end. The initial contact area between the first friction ring 22 and the second friction ring 32 is small. As the first friction ring 22 and the second friction ring 32 move toward each other, the contact area between the first friction ring 22 and the second friction ring 32 gradually increases, and the transmitted friction torque also gradually increases. The first friction ring 22 and the second friction ring 32 achieve a soft landing through the gradually expanding contact surface, making the speed synchronization process smoother and reducing jitter.

[0052] In one embodiment, the taper angle of the first wall 221 is the same as the taper angle of the second wall 321. This improves the fit between the first wall 221 and the second wall 321, evenly distributing pressure across the contact surfaces, reducing local stress concentration and lowering wear rate. Furthermore, it helps increase the effective contact area between the two walls, improving the efficiency and stability of the friction transmission.

[0053] In one embodiment, reference Figure 5 The outer diameter of the end of the first friction ring 22 closest to the second transmission tooth 31 is D1, and the inner diameter of the end of the second friction ring 32 closest to the first transmission tooth 21 is D2, where D2 ≥ D1. In this embodiment, D2 ≥ D1 allows for a certain radial misalignment between the first and second friction rings 22, 32. As the first and second friction rings 22, 32 approach each other, they gradually align, automatically correcting for minor misalignment and reducing assembly precision requirements.

[0054] In one embodiment, the taper angle of the first wall 221 is 6°-8°, and / or the taper angle of the second wall 321 is 6°-8°. Optionally, the taper angle of the first wall 221 may be any one of 6°, 6.5°, 7°, 7.5°, 8°, etc., or any range between any two thereof, without limitation herein; the taper angle of the second wall 321 may be any one of 6°, 6.5°, 7°, 7.5°, 8°, etc., or any range between any two thereof, without limitation herein.

[0055] In this embodiment, when the taper angle of the first wall surface 221 and / or the second wall surface 321 is less than 6°, a wedge-like mechanical relationship may easily form when the first wall surface 221 and the second wall surface 321 come into contact. This results in a significant radial compressive force between the two friction rings, causing the first wall surface 221 and the second wall surface 321 to tightly engage, resulting in the interlocking of the first friction ring 22 and the second friction ring 32. This prevents the first transmission tooth 21 from contacting the second transmission tooth 31, hindering the engagement of the first transmission wheel 2 with the second transmission wheel 3.

[0056] In this embodiment, the electromagnetic clutch 10 needs to apply an axial thrust to the second transmission wheel 3 during the gear shifting process to enable the second transmission wheel 3 to be coupled with the first transmission wheel 2. The thrust can be expressed by formula (1):

[0057]

[0058] Wherein, in formula (1), T represents the synchronous torque, α represents the cone angle of the second wall surface 321, R represents the effective friction radius, and M represents the torque proportional coefficient. According to formula (1), when the cone angle α of the second wall surface 321 is greater than 8°, it is easy to cause the thrust F required for the second transmission wheel 3 to move axially to be too large. The thrust F is usually generated by the electromagnetic coil assembly 4 after being energized. The greater the thrust F required for the second transmission wheel 3 to move axially, the greater the current required by the electromagnetic coil assembly 4, thereby increasing the energy consumption of the electromagnetic clutch 10. In addition, the thrust generated by the electromagnetic coil assembly 4 is limited. When the thrust F required for the second transmission wheel 3 to move axially is too large, it is easy to cause the actual thrust generated by the electromagnetic coil assembly 4 to be unable to meet the thrust F required for the second transmission wheel 3 to move axially. The electromagnetic coil assembly 4 cannot drive the second transmission wheel 3 to move axially, resulting in the second transmission wheel 3 being unable to engage with the first transmission wheel 2. Therefore, by setting the cone angle of the first wall 221 to 6°-8°, and / or the cone angle of the second wall 321 to 6°-8°, the first friction ring 22 and the second friction ring 32 are less likely to interlock, while reducing the energy consumption of the electromagnetic clutch 10 and ensuring that the electromagnetic coil assembly 4 can effectively drive the second transmission wheel 3 to engage with the first transmission wheel 2.

[0059] In one embodiment, reference Figure 5 The second friction ring 32 is spaced apart from the outer periphery of the second transmission tooth 31. A gap is formed between the second friction ring 32 and the second transmission tooth 31, into which the first friction ring 22 can be inserted. In this embodiment, the gap provides space for the first friction ring 22 and also provides a clear guide for installation. During assembly, the first friction ring 22 only needs to be inserted along the gap, greatly simplifying the installation process and improving assembly efficiency.

[0060] In one embodiment, reference Figure 1 and Figure 5 The first transmission wheel 2 also includes a first body 23 and a first connecting wall 24. The first transmission tooth 21 is fixed to the side of the first body 23 facing the second transmission tooth 31. The first connecting wall 24 connects the first friction ring 22 and the first body 23 respectively. The first friction ring 22 is arranged at intervals on the outer periphery of the first transmission tooth 21. The first body 23 is provided with a first through hole 25. The first transmission wheel 2 is sleeved on the main shaft 1 through the first through hole 25. The electromagnetic clutch 10 also includes a bearing. The bearing is sleeved on the main shaft 1 and is located between the first transmission wheel 2 and the main shaft 1. The first transmission wheel 2 can rotate relative to the main shaft 1.

[0061] In one embodiment, reference Figure 1 and Figure 5 One of the main shaft 1 and the second transmission wheel 3 is provided with a guide groove 33, and the other is provided with a guide protrusion 11 that cooperates with the guide groove 33. The guide protrusion 11 is disposed in the guide groove 33 so that the second transmission wheel 3 can rotate when the main shaft 1 rotates. On the one hand, the engagement of the guide protrusion 11 with the guide groove 33 ensures that torque transmission between the main shaft 1 and the second transmission wheel 3 is not dependent on friction, but is achieved through mechanical interlocking. This reduces slippage and ensures reliable power transmission even under high loads or frequent start-stop conditions. On the other hand, when the second transmission wheel 3 needs to move axially to engage or disengage with the first transmission wheel 2, the guide groove 33 guides the guide protrusion 11 to slide along a fixed path, ensuring the precise alignment of the second transmission teeth 31 with the first transmission teeth 21, thereby reducing misalignment or jamming.

[0062] In this embodiment, the number of guide protrusions 11 is not limited, and the number of guide protrusions 11 can be one, two, or more. The number of guide grooves 33 is not limited, and the number of guide grooves 33 can be one, two, or more. In this embodiment, the guide grooves 33 can be provided on the main shaft 1, and the guide protrusions 11 can be provided on the second transmission wheel 3; alternatively, the guide grooves 33 can be provided on the second transmission wheel 3, and the guide protrusions 11 can be provided on the main shaft 1.

[0063] In a specific embodiment, reference Figure 1 and Figure 5The second transmission wheel 3 also includes a second body 34 and a second connecting wall 35. The second transmission tooth 31 is fixed to the side of the second body 34 facing the first transmission tooth 21. The second connecting wall 35 connects the second friction ring 32 and the second body 34 respectively. The second friction ring 32 is arranged at intervals on the outer periphery of the second transmission tooth 31. A second through hole 36 is opened on the second body 34. A guide groove 33 is provided on the edge of the second through hole 36. The main shaft 1 is provided with a guide protrusion 11. The second transmission wheel 3 is sleeved on the main shaft 1 through the first through hole 25, and the guide protrusion 11 of the main shaft 1 is inserted into the guide groove 33. The second transmission wheel 3 can move axially relative to the main shaft 1 along the guide protrusion 11. At the same time, when the main shaft 1 rotates, it can drive the second transmission wheel 3 to rotate.

[0064] In one embodiment, reference Figure 1 and Figure 5 The electromagnetic clutch 10 also includes an electromagnetic coil assembly 4, which is positioned adjacent to the second transmission wheel 3. When energized, the electromagnetic coil assembly 4 drives the second transmission wheel 3 toward the first transmission wheel 2, causing the first transmission teeth 21 to engage with the second transmission teeth 31. This energization generates thrust, driving the second transmission wheel 3 axially along the main shaft 1, causing the second transmission teeth 31 to engage with the first transmission teeth 21. Compared to traditional clutches that rely on levers, hydraulics, or pneumatic mechanisms to engage the clutch, electromagnetic force-driven clutches offer a faster response and are suitable for high-frequency operation.

[0065] In a specific embodiment, reference Figure 5 The electromagnetic coil assembly 4 includes an electromagnetic coil 41, an inner push ring 42 and an outer push ring 43. Spline teeth are provided on the main shaft 1. The inner push ring 42 is movably embedded in the spline teeth. The outer push ring 43 is arranged on the outer periphery of the inner push ring 42. The electromagnetic coil 41 is arranged on the outer periphery of the outer push ring 43. The outer push ring 43 is made of magnetic conductive material. When the electromagnetic coil 41 is energized, the outer push ring 43 can generate axial thrust on the inner push ring 42, driving the inner push ring 42 to move axially along the spline teeth. When the inner push ring 42 moves, it can drive the second transmission wheel 3 to move axially along the main shaft 1, so that the second transmission convex teeth 31 engage with the first transmission convex teeth 21.

[0066] In one embodiment, the electromagnetic clutch 10 further includes a return spring (not shown), which abuts the second transmission wheel 3 and is used to provide a return force to the second transmission wheel 3, thereby separating the first transmission tooth 21 from the second transmission tooth 31. In this embodiment, the return spring works in conjunction with the electromagnetic coil assembly 4 to ensure that the first transmission wheel 2 and the second transmission wheel 3 can reliably engage and disengage. When the electromagnetic coil assembly 4 is de-energized, the magnetic field disappears, and the elastic force of the return spring pushes the second transmission wheel 3 axially away from the first transmission wheel 2, causing the first transmission tooth 21 and the second transmission tooth 31 to quickly disengage, thereby cutting off power transmission. The return spring can reduce "sticking" caused by residual magnetic force or mechanical jamming, ensuring that the first transmission tooth 21 and the second transmission tooth 31 are completely separated.

[0067] In one specific embodiment, a return spring is sleeved around the outer circumference of the main shaft 1. The main shaft 1 can provide a position limiting function for the return spring. One end of the return spring abuts the first transmission wheel 2, and the other end abuts the second transmission wheel 3. When the electromagnetic coil 41 is energized, the outer push ring 43 can generate an axial thrust on the inner push ring 42, driving the inner push ring 42 to move axially along the spline teeth. As the inner push ring 42 moves, it can drive the second transmission wheel 3 toward the first transmission wheel 2, thereby compressing the return spring. When the electromagnetic coil assembly 4 is de-energized, the axial thrust generated by the inner push ring 42 on the second transmission wheel 3 disappears, and the elastic force of the return spring pushes the second transmission wheel 3 axially away from the first transmission wheel 2, causing the first transmission cam 21 to disengage from the second transmission cam 31.

[0068] The present application also provides a transmission assembly, comprising the electromagnetic clutch 10 as described above.

[0069] In one embodiment, reference Figure 7 The transmission assembly also includes an engine 20 and a generator 30. The engine 20 includes a crankshaft and a torsional vibration damper. The torsional vibration damper is coaxially arranged with the crankshaft and fixedly connected to the crankshaft via bolts. One end of the main shaft 1 of the electromagnetic clutch 10 is coaxially arranged with the torsional vibration damper and connected via a spline. The other end of the main shaft 1 of the electromagnetic clutch 10 is connected to the generator 30 via a spline.

[0070] In one embodiment, reference Figure 7The transmission assembly further includes a drive motor 40, an intermediate shaft 50, a first transmission gear, a second transmission gear, a third transmission gear, a fourth transmission gear, and a differential 60. The drive motor 40 has a motor shaft 401, on which a first transmission gear is provided. The intermediate shaft 50 is provided with a second transmission gear and a third transmission gear, which mesh with the first transmission gear. The fourth transmission gear is provided on the differential 60, which meshes with the third transmission gear. The electromagnetic clutch 10 further includes a fifth transmission gear, which meshes with the second transmission gear on the intermediate shaft 50.

[0071] The present application also provides a vehicle including the electromagnetic clutch 10 described above, or including the transmission assembly described above. In this embodiment, the vehicle may be a fuel vehicle, a plug-in hybrid vehicle, or a new energy vehicle, etc., which is not specifically limited in this disclosure.

[0072] In one embodiment, the vehicle's powertrain system may include four operating modes.

[0073] The first operating mode is pure electric drive. In this mode, the electromagnetic clutch 10 is disengaged, separating the first and second transmission wheels 2 and 3. Simultaneously, the engine 20 is inoperative. The engine 20 crankshaft does not output power, while the drive motor 40 delivers power. This power is transmitted via the motor shaft 401 and the intermediate shaft 50 to the differential 60, which then transmits it to the wheels, achieving pure electric drive.

[0074] The second operating mode is the on-site power generation mode. In this mode, the electromagnetic clutch 10 is disengaged, separating the first transmission wheel 2 from the second transmission wheel 3. Simultaneously, the engine 20 is running, and the power output from the engine 20 crankshaft is transmitted to the generator 30, which is directly or indirectly connected to it. At this point, the vehicle is in the on-site power generation mode.

[0075] The third operating mode is the direct-drive mode of the engine 20. In this mode, the electromagnetic clutch 10 is engaged, the first transmission wheel 2 is coupled to the second transmission wheel 3, and the crankshaft of the engine 20 is coupled to the direct-drive gear shaft of the engine 20. The power output of the engine 20 is ultimately transmitted to the wheels via the crankshaft of the engine 20, the direct-drive gear shaft of the engine 20, the intermediate shaft 50, and the differential 60, thus achieving the direct-drive mode of the engine 20.

[0076] The fourth working mode is the parallel drive working mode. In this working mode, the electromagnetic clutch 10 is engaged, the first transmission wheel 2 is engaged with the second transmission wheel 3, and the engine 20 and the drive motor 40 work simultaneously, realizing the parallel drive working mode.

[0077] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0078] Each embodiment in this specification is described in a related manner. The same or similar parts between the embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments.

[0079] The above is a detailed introduction to the embodiments of the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method and core idea of the present application. At the same time, for those skilled in the art, based on the ideas of the present application, there may be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. An electromagnetic clutch, characterized in that: include: spindle (1); A first transmission wheel (2) is rotatably arranged on the main shaft (1), and the first transmission wheel (2) includes a first transmission cam (21) and a first friction ring (22); a second transmission wheel (3) movably arranged on the main shaft (1), the second transmission wheel (3) comprising a second transmission cam (31) and a second friction ring (32), the second transmission cam (31) being capable of meshing with the first transmission cam (21); Before the first transmission cam (21) and the second transmission cam (31) are engaged, the second friction ring (32) can be in friction contact with the first friction ring (22).

2. The electromagnetic clutch according to claim 1, characterized in that: The first friction ring (22) protrudes from the first transmission tooth (21) in a direction close to the second transmission tooth (31), and / or the second friction ring (32) protrudes from the second transmission tooth (31) in a direction close to the first transmission tooth (21).

3. The electromagnetic clutch according to claim 1 or 2, characterized in that: When the second friction ring (32) is in frictional contact with the first friction ring (22), the first friction ring (22) has a first wall surface (221) in frictional contact with the second friction ring (32), and the second friction ring (32) has a second wall surface (321) in frictional contact with the first friction ring (22); The first wall surface (221) and / or the second wall surface (321) are covered with a friction-resistant layer.

4. The electromagnetic clutch according to claim 3, characterized in that: The anti-friction layer has elasticity.

5. The electromagnetic clutch according to claim 3, characterized in that: The first wall surface (221) is arranged between the main shaft (1) and the second wall surface (321); The outer diameter of the first friction ring (22) gradually decreases in a direction approaching the second transmission tooth (31), and the inner diameter of the second friction ring (32) gradually increases in a direction approaching the first transmission tooth (21).

6. The electromagnetic clutch according to claim 3, characterized in that: The second wall surface (321) is arranged between the main shaft (1) and the first wall surface (221); The inner diameter of the first friction ring (22) gradually increases in a direction approaching the second transmission tooth (31), and the outer diameter of the second friction ring (32) gradually decreases in a direction approaching the first transmission tooth (21).

7. The electromagnetic clutch according to claim 3, characterized in that: The taper angle of the first wall surface (221) is the same as the taper angle of the second wall surface (321).

8. The electromagnetic clutch according to claim 7, characterized in that: The cone angle of the first wall surface (221) is 6°-8°, and / or the cone angle of the second wall surface (321) is 6°-8°.

9. The electromagnetic clutch according to claim 1 or 2, characterized in that: One of the main shaft (1) and the second transmission wheel (3) is provided with a guide groove (33), and the other is provided with a guide protrusion (11) matched with the guide groove (33). The guide protrusion (11) is arranged in the guide groove (33) so that the second transmission wheel (3) can be driven to rotate when the main shaft (1) rotates.

10. The electromagnetic clutch according to claim 1 or 2, characterized in that: The electromagnetic clutch (10) further comprises an electromagnetic coil assembly (4), wherein the electromagnetic coil assembly (4) is arranged adjacent to the second transmission wheel (3), and when the electromagnetic coil assembly (4) is energized, it can drive the second transmission wheel (3) to move in a direction close to the first transmission wheel (2), so that the first transmission cam (21) and the second transmission cam (31) engage with each other.

11. The electromagnetic clutch according to claim 10, characterized in that: The electromagnetic clutch (10) further comprises a return spring, the return spring abutting against the second transmission wheel (3), and the return spring being used to provide a return force for the second transmission wheel (3) so as to separate the first transmission cam (21) and the second transmission cam (31) from each other.

12. A transmission assembly, characterized in that: It comprises the electromagnetic clutch (10) as claimed in any one of claims 1 to 11.

13. A vehicle, characterized in that: It comprises the electromagnetic clutch (10) according to any one of claims 1 to 11, or comprises the transmission assembly according to claim 12.

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