Power assembly and motorcycle

Abstract

The invention discloses a power assembly and a motorcycle. The power assembly comprises a motor, double clutches and a clutch actuator. According to the double clutch, two power paths capable of being actively switched are constructed through a pressing ring and a pressing disc which are linked through a connecting column, an inner hub with a partition plate and two sets of independent friction assemblies, so that a vehicle obtains two real mechanical transmission ratios; the problems that the torque cannot be increased due to false gear shifting of a traditional electric motorcycle and the gear shifting logic of an automatic gear shifting mechanism is passive and unsmooth are solved. The double clutch is of a wet type structure, forced circulation lubrication is achieved through the oil pump, and the heat dissipation performance, durability and gear shifting smoothness are effectively improved; in addition, the clutch actuator adopts the coaxial integrated design of a worm gear end face cam and a thrust shaft, the structure is compact, and two-stage power amplification and reliable large thrust output are achieved. Rapid, smooth and controllable active gear shifting is achieved, and the power performance and applicability of the electric motorcycle in the scenes of climbing, heavy load and the like are remarkably improved.

Description

Technical Field

[0001] This invention belongs to the technical field of vehicle power systems, specifically relating to a powertrain and a motorcycle. Background Technology

[0002] The powertrain of an electric motorcycle mainly consists of a motor, clutch, clutch actuator, and gearbox, which directly determines the vehicle's power output performance and adaptability to various scenarios. Currently, most electric motorcycles only adjust the motor speed to change the vehicle speed, without altering the mechanical gear ratio of the transmission. Therefore, they cannot adjust the power output torque, resulting in weak overall performance and adaptability to different scenarios.

[0003] Currently, some electric motorcycles are equipped with mechanical multi-gear systems, but most adopt automatic shifting structures. For example, Chinese patent CN2288135Y discloses a continuously variable transmission (CVT) automatic two-speed gearbox for motorcycles, and Chinese patent CN109707804A discloses a two-speed automatic transmission for electric motorcycles. Both use an overrunning clutch and a centrifugal clutch, relying on a preset mechanical speed threshold to achieve automatic switching between high and low gears through centrifugal force and a one-way locking mechanism. While this solution achieves gear shifting, the shifting timing is entirely passively dependent on the motor speed. The shifting process is passive and uncontrollable, unable to actively intervene based on actual road conditions (such as gradient and load) and driving intentions. The shifting process has poor controllability and is prone to power interruption and shock, affecting smoothness. Furthermore, the clutch actuators driving such clutches, such as those in Chinese patent CN207583889U, often suffer from insufficient structural compactness or excessively long transmission chains. Their layout convenience and transmission reliability also need improvement.

[0004] In summary, the main deficiency of the powertrain of existing electric motorcycles lies in the passive and rigid shifting logic of their clutches, which makes it difficult to achieve smooth and controllable shifting. Furthermore, the matching clutch actuator further amplifies this deficiency, making it difficult for the existing powertrain to fully unleash the potential of the motor, especially in scenarios with high torque requirements such as climbing hills and heavy loads. Summary of the Invention

[0005] In view of the above-mentioned shortcomings of the prior art, the purpose of the present invention is to provide a powertrain and motorcycle that solves the technical problems of weak controllability and power output of existing electric motorcycle powertrains, thereby improving the handling performance and adaptability of electric motorcycles.

[0006] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0007] A powertrain including a power motor, a dual clutch, and a clutch actuator;

[0008] The dual clutch includes an input shaft, a clutch assembly, and an output assembly. The clutch assembly includes an inner hub, a pressure ring, and a pressure plate. The inner hub is synchronously rotated and sleeved on the input shaft and is axially fixed. The inner hub is located between the pressure ring and the pressure plate. Both the pressure ring and the pressure plate rotate synchronously with the inner hub and move axially synchronously. A first clutch friction unit is provided between the pressure ring and the inner hub, and a second clutch friction unit is provided between the pressure plate and the inner hub. The output assembly includes a first outer hub and a second outer hub.

[0009] The power motor is connected to the input shaft and drives the input shaft to rotate. The clutch actuator includes a thrust assembly and a thrust shaft. The thrust assembly drives the thrust shaft to move along its own axial direction. One end of the thrust shaft acts on the pressure plate. When the thrust shaft does not push the pressure plate to move and the pressure ring and pressure plate are in the first axial position, the first clutch friction unit engages and the second clutch friction unit disengages. The inner hub is connected to the first outer hub through the first clutch friction unit. When the thrust shaft pushes the pressure plate to move toward the inner hub and the pressure ring and pressure plate are in the second axial position, the first clutch friction unit disengages and the second clutch friction unit engages. The inner hub is connected to the second outer hub through the second clutch friction unit.

[0010] Furthermore, the pressure ring is sleeved on the input shaft and can move axially. The pressure plate is axially spaced from the input shaft. A release bearing coaxial with the input shaft is provided on the side of the pressure plate away from the inner hub. The pressure plate is connected to the pressure ring through a connecting column that axially penetrates the inner hub. The connecting column makes the pressure ring and the pressure plate rotate synchronously with the inner hub. A spring is axially abutted between the pressure plate and the inner hub and is in a compressed state.

[0011] The first clutch friction unit includes multiple first friction plates and a first steel plate, and the second clutch friction unit includes multiple second friction plates and a second steel plate. The first friction plates, the first steel plate, the second friction plates, and the second steel plate are all sleeved on the outside of the inner hub. The outer periphery of the inner hub has a radially protruding partition. The first friction plates and the first steel plate are axially alternately distributed between the partition and the pressure ring and can move axially. The second friction plates and the second steel plate are axially alternately distributed between the partition and the pressure plate and can move axially. The first friction plates and the second friction plates rotate synchronously with the inner hub.

[0012] Both the first and second outer hubs are cylindrical structures closed at one end, including a cylindrical body and a base plate. The input shaft coaxially passes through the base plates of the first and second outer hubs and rotates in engagement with them. The base plates of both the first and second outer hubs are located on the side of the pressure ring away from the inner hub. The cylindrical body of the first outer hub surrounds the pressure ring, the first friction plate, and the first steel plate, and the cylindrical body of the first outer hub is synchronously rotated and connected with the first steel plate. The cylindrical body of the second outer hub surrounds the first outer hub, the second friction plate, and the second steel plate, and the cylindrical body of the second outer hub is synchronously rotated and connected with the second steel plate. The thrust shaft is coaxial with the input shaft and is located on the side of the pressure plate away from the inner hub. One end of the thrust shaft faces the pressure plate and serves as the drive end. The drive end engages with the release bearing and axially abuts against it. The release bearing enables the drive end to rotate in engagement with the pressure plate.

[0013] Furthermore, the output assembly also includes a first output gear and a second output gear, both of which are shoulder gears; the first output gear is sleeved on the input shaft and rotatably engaged, the first output gear is located outside the second outer hub and close to the base plate of the second outer hub, the optical shaft section of the first output gear passes through the second outer hub and the base plate of the first outer hub, and is synchronously rotatably connected with the base plate of the first outer hub; the second output gear is located between the shoulder of the first output gear and the second outer hub, the second output gear is sleeved on the optical shaft section of the first output gear and rotatably engaged, the optical shaft section of the second output gear passes through the base plate of the second outer hub, and is synchronously rotatably connected with the second outer hub.

[0014] Furthermore, the dual clutch also includes a housing, which has a connected clutch chamber and a transmission chamber, both filled with lubricating oil. The clutch assembly is located in the clutch chamber, and a clearance hole is provided through the chamber wall opposite the pressure plate. The drive end extends into the clutch chamber through the clearance hole and engages with the release bearing. The end of the input shaft away from the pressure plate rotates and extends out of the housing to be connected to the power motor. The output assembly also includes an output shaft, a third output gear, and a fourth output gear. The output shaft is rotatably disposed in the transmission chamber and extends out of the housing at one end. The third and fourth output gears are synchronously rotated and sleeved on the output shaft. The third output gear meshes with the first output gear to form a first gear pair, and the fourth output gear meshes with the second output gear to form a second gear pair. The transmission ratios of the first and second gear pairs are different.

[0015] Furthermore, the housing has a shaft hole communicating with the clutch chamber. The end of the input shaft away from the pressure plate extends out of the housing through the shaft hole. A sealing ring and a support bearing are fitted inside the shaft hole on the input shaft. The inner wall of the shaft hole forms an oil inlet chamber with the sealing ring and the support bearing. The input shaft has an axially extending oil supply channel. An oil inlet hole and an oil outlet hole communicating with the oil supply channel are opened on the outer periphery of the input shaft. The oil inlet hole is located in the oil inlet chamber, and the oil outlet hole is located inside the first output gear. An oil pump is provided inside or outside the housing. The oil inlet end of the oil pump is communicating with the clutch chamber, and the oil outlet end of the oil pump is communicating with the oil inlet chamber.

[0016] Furthermore, the oil pump is fixed on the wall of the clutch chamber near the oil inlet chamber. An oil inlet channel is formed in the wall of the housing and communicates with the oil outlet end of the oil pump. A first drive gear is synchronously rotatably sleeved on the input shaft between the support bearing and the first output gear. A second drive gear is synchronously rotatably connected to the power input end of the oil pump. The first drive gear meshes with the second drive gear to drive the oil pump through the input shaft.

[0017] Furthermore, the thrust assembly includes a housing, a drive motor, a worm gear, and a worm wheel. The drive motor is fixed to the housing and is connected to the worm gear rotatably located within the housing. The worm gear meshes with the worm wheel rotatably located within the housing. The thrust shaft is slidably located within the housing and coaxial with the worm wheel. The thrust shaft is constrained by the housing to only move axially. A bracket is fixedly connected to the thrust shaft, and a roller is rotatably mounted on the bracket. The end face of the worm wheel facing the roller has a circumferentially undulating cam profile surface. The cam profile surface abuts against the roller. The worm wheel is constrained by the housing to restrict axial movement away from the roller. When the worm wheel rotates, it drives the thrust shaft to move axially through the cooperation of the cam profile surface and the roller. One end of the thrust shaft extends out of the housing to form the drive end. The drive end and the roller are located on the same side of the worm wheel. The housing is connected to the casing, and the cavity wall opposite the pressure plate of the clutch chamber is formed by the housing. The hole on the housing for the thrust shaft to extend out forms the clearance hole.

[0018] Furthermore, the cam profile surface includes circumferentially distributed concave and convex surfaces, which are connected by inclined or arc surfaces; the end face of the worm gear facing the roller has protrusions, at least two of which are circumferentially distributed, the top plane of the protrusions is formed as the convex surface, and the end face of the worm gear between adjacent protrusions is formed as the concave surface; the number of rollers matches the number of concave surfaces, and each roller is evenly distributed along the circumference of the worm gear; the worm gear is mounted on the thrust shaft and rotates in engagement, and a rotating bearing is provided on the side of the worm gear away from the roller, the rotating bearing is rotatably mounted on the thrust shaft, the inner ring of the rotating bearing abuts against the worm gear, and the outer ring of the rotating bearing abuts against the outer shell, so as to restrict the axial movement of the worm gear away from the roller.

[0019] Furthermore, the thrust shaft includes a shaft tube and a shaft core. A bracket is connected to the shaft tube, and the shaft tube is constrained by the outer shell to move only axially. The shaft tube has an internal thread, and the shaft core has an external thread. The shaft core is coaxially fitted inside the shaft tube and threadedly connected. Both ends of the shaft core extend out of the shaft tube and the outer shell, serving as an adjustment end and the driving end, respectively. The adjustment end is used to adjust the extension length of the driving end by screwing. The shaft core includes a first shaft segment and a second shaft segment, which axially abut against each other, with the abutment point located inside the shaft tube. The outer end of the first shaft segment is the driving end. A first limiting pin is radially inserted through the inner end of the first shaft segment, and a first limiting groove adapted to the first limiting pin is formed on the inner wall of the shaft tube. The first limiting groove extends axially to the end face of the shaft tube near the drive end, and the end of the first limiting pin is located in the first limiting groove. The outer end of the second shaft segment is the adjusting end, and the external thread is located on the inner end of the second shaft segment. The adjusting end also has an external thread and is threadedly connected to a locking nut. The locking nut abuts against the outer shell to prevent the second shaft segment from rotating. A screwing groove is provided on the end face of the adjusting end so that the second shaft segment can be screwed with a tool.

[0020] The invention also includes a motorcycle that includes the powertrain described above.

[0021] Compared with the prior art, the present invention has the following beneficial effects:

[0022] 1. In the powertrain described in this invention, the dual clutch achieves a dual power path based on the active switching of the clutch actuator through a pressure ring and pressure plate linked by a connecting column, an inner hub with a partition, and two sets of independent friction plates, steel plates, and two outer hubs. This allows the electric motorcycle to obtain two real mechanical transmission ratios, enabling active, fast, and smooth gear shifting. It fundamentally solves the problems of existing electric motorcycles' "false shifting" which cannot increase torque, and the fixed shifting logic, lack of control, and poor smoothness caused by the use of overrunning clutches and other automatic shifting structures. This powertrain, through the dual clutch, endows the vehicle with the ability to climb hills with high torque at low speeds and cruise efficiently at high speeds, significantly expanding the applicable scenarios of electric motorcycles.

[0023] 2. In the powertrain described in this invention, the dual clutch adopts a wet dual clutch structure. The clutch chamber and transmission chamber are filled with lubricating oil, and forced circulation lubrication is achieved through an oil pump. This not only provides continuous cooling and lubrication for the friction plates, gears, and bearings, improving the durability and reliability of the clutch under frequent gear shifts and high-load conditions, but also effectively absorbs shift shocks through oil damping, ensuring a highly smooth shifting process with almost no power interruption, which is beneficial to improving driving comfort. In addition, by integrating the output gear pair, output shaft, and other components into the transmission chamber of the same housing, the dual clutch integrates the function of a gearbox, simplifying the overall vehicle layout, improving transmission efficiency and system rigidity, making shifting actions more precise and power transmission more direct, while reducing the maintenance requirements of parts and the overall system manufacturing cost.

[0024] 3. In the powertrain described in this invention, the clutch actuator adopts a structure in which the end face of the worm gear is used as the cam profile and integrated coaxially with the thrust shaft. This effectively solves the inherent defects of traditional side-mounted cam schemes, such as large space occupation, easy deformation, and poor reliability caused by long drive shafts. This design not only makes the overall layout extremely compact, meeting the requirements of narrow installation space, but also, through the two-stage power amplification of the worm gear and the end face cam, it can drive the motor output with low power to overcome the large thrust required to overcome the clutch pressure spring. This achieves the core goal of reliably outputting large thrust in a limited space, which is conducive to reducing the space occupation of the powertrain. Attached Figure Description

[0025] Figure 1 This is a perspective view of the powertrain in the embodiment;

[0026] Figure 2 This is a radial cross-sectional view of the powertrain in the embodiment;

[0027] Figure 3 This is a perspective view of the main structure of the dual clutch in the embodiment;

[0028] Figure 4 for Figure 2 A radial cross-sectional view of the main structure shown.

[0029] Figure 5 This is a radial cross-sectional view of the first power output path in the embodiment;

[0030] Figure 6 This is a radial cross-sectional view of the second power output path in the embodiment;

[0031] Figure 7 This is a radial cross-sectional view of the inner hub in the embodiment;

[0032] Figure 8 This is a radial cross-sectional view of the pressure ring and pressure plate in the embodiment;

[0033] Figure 9 This is a radial cross-sectional view of the dual clutch in the embodiment (the cross-section passes through the input shaft and the output shaft).

[0034] Figure 10 This is a radial cross-sectional view of the dual clutch in the embodiment (the cross-section only passes through the input shaft);

[0035] Figure 11 This is a perspective view of the clutch actuator in the embodiment;

[0036] Figure 12 This is a radial cross-sectional view of the clutch actuator in the embodiment;

[0037] Figure 13 This is a perspective view of the clutch actuator in the embodiment, with the outer casing hidden.

[0038] Figure 14 This is a perspective view of the worm gear in the embodiment;

[0039] Figure 15 This is a perspective view of the thrust shaft and related components in the embodiment;

[0040] Figure 16 This is a perspective view of the shaft and related components in the embodiment;

[0041] The components include: input shaft 1, pressure ring 2, inner hub 3, pressure plate 4, spring 5, first friction plate 6, first steel plate 7, second friction plate 8, second steel plate 9, partition plate 10, connecting column 11, first outer hub 12, second outer hub 13, inner cylinder 14, outer cylinder 15, annular rib 16, abutment nut 17, recess 18, first opening 19, first extension 20, second extension 21, second groove 22, outer ring plate 23, inner ring plate 24, annular stepped surface 25, through hole 26, connecting hole 27, column body 28, bolt 29, buffer zone 30, support part 31, first output gear 32, second output gear 33, cylindrical roller bearing 34, connecting ring 35, connecting plate 36, first rivet 37, second rivet 38, housing 39, clutch chamber 40, transmission chamber 41, output shaft 42, third output gear 43, fourth output... Gear 44, release bearing 45, sealing ring 46, support bearing 47, first oil inlet chamber 48, first oil delivery channel 49, first oil inlet hole 50, first oil outlet hole 51, oil pump 52, oil inlet channel 53, first drive gear 54, second drive gear 55, sealing ball 56, second oil inlet chamber 57, second oil delivery channel 58, second oil inlet 59, second oil outlet hole 60; housing 61, drive motor 62, worm gear 63, worm wheel 64, thrust shaft 65, bracket 66, roller 67, concave surface 70, convex surface 71, inclined surface 72, protrusion 73, rotating bearing 74, shaft tube 75, shaft core 76, first shaft section 77, second shaft section 78, first limiting pin 79, first limiting groove 80, locking nut 81, screwing groove 82, drive head 83, cavity 84, second limiting pin 85, power motor 86, airbag 87. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

[0043] Example:

[0044] Please see Figure 1 and Figure 2 A powertrain including a power motor 86, a dual clutch and a clutch actuator;

[0045] Please see Figure 3 and Figure 4The dual clutch includes an input shaft 1, a clutch assembly, and an output assembly. The clutch assembly includes a pressure ring 2, an inner hub 3, a pressure plate 4, a spring 5, a first friction plate 6, a first steel plate 7, a second friction plate 8, and a second steel plate 9. The pressure ring 2 is sleeved on the input shaft 1 and can move axially. The inner hub 3 is synchronously rotated and sleeved on the input shaft 1 and is axially fixed. The outer circumference of the inner hub 3 has a radially protruding partition 10. The pressure plate 4 is located on the side of the inner hub 3 away from the pressure ring 2. The pressure plate 4 is axially spaced from the input shaft 1. The side of the pressure plate 4 away from the inner hub 3 is provided with a release bearing 45 coaxial with the input shaft 1. The pressure plate 4 is connected to the pressure ring 2 through a connecting column 11 that axially penetrates the inner hub 3. The connecting column 11 causes the pressure ring 2 and the pressure plate 4 to rotate synchronously with the inner hub 3. The spring 5 axially abuts between the pressure plate 4 and the inner hub 3 and is in a compressed state. There are multiple first friction plates 6, first steel plates 7, second friction plates 8, and second steel plates 9, which are sleeved on the outside of the inner hub 3. Steel plates 7 are axially alternately distributed between partition 10 and pressure ring 2 and can move axially. Second friction plates 8 and second steel plates 9 are axially alternately distributed between partition 10 and pressure plate 4 and can move axially. First friction plates 6 and second friction plates 8 rotate synchronously with inner hub 3. The output assembly includes first outer hub 12 and second outer hub 13. First outer hub 12 and second outer hub 13 are both cylindrical structures closed at one end and include a cylindrical body and a bottom plate. Input shaft 1 coaxially passes through the bottom plates of first outer hub 12 and second outer hub 13 and rotates in cooperation with them. The bottom plates of first outer hub 12 and second outer hub 13 are both located on the side of pressure ring 2 away from inner hub 3. The cylindrical body of first outer hub 12 surrounds pressure ring 2, first friction plates 6 and first steel plates 7. The cylindrical body of first outer hub 12 is synchronously rotated and connected with first steel plates 7. The cylindrical body of second outer hub 13 surrounds first outer hub 12, second friction plates 8 and second steel plates 9. The cylindrical body of second outer hub 13 is synchronously rotated and connected with second steel plates 9.

[0046] The power motor 86 is connected to the input shaft 1 and drives the input shaft 1 to rotate. The clutch actuator includes a thrust assembly and a thrust shaft 65. The thrust assembly drives the thrust shaft 65 to move axially. The thrust shaft 65 is located on the side of the pressure plate 4 away from the inner hub 3. The thrust shaft 65 is coaxial with the input shaft 1. The end of the thrust shaft 65 facing the pressure plate 4 forms a drive end. The drive end cooperates with the release bearing 45 and abuts axially. The release bearing 45 enables the drive end to rotate with the pressure plate 4. When the thrust shaft 65 is not engaged... When the pressure plate 4 is moved, the spring force of the spring 5 acts on the pressure ring 2 through the pressure plate 4 and the connecting column 11, causing the pressure ring 2 to push the first friction plate 6 and the first steel plate 7 to abut tightly, thereby engaging the inner hub 3 with the first outer hub 12 for output; when the thrust shaft 65 pushes the pressure plate 4 to move towards the inner hub 3 against the spring force, the pressure ring 2 moves away from the inner hub 3 and separates the inner hub 3 from the first outer hub 12, while the pressure plate 4 pushes the second friction plate 8 and the second steel plate 9 to abut tightly, thereby engaging the inner hub 3 with the second outer hub 13 for output.

[0047] Understandably, the base plate of the second outer hub 13 has an axial distance from the base plate of the first outer hub 12, and the cylinder body of the second outer hub 13 has a radial distance from the cylinder body of the first outer hub 12, to ensure that the first outer hub 12 and the second outer hub 13 can rotate relative to each other and avoid interference; when this powertrain is installed on a vehicle, the power motor 86 and the clutch actuator should be fixed, and the input shaft 1 should be rotatably arranged; please refer to Figure 4 and Figure 5 When the pressure plate 4 is not subjected to thrust (i.e., the clutch actuator is not activated), the inner hub 3 engages with the first outer hub 12 and outputs power, forming the first power output path; at this time, the pressure plate 4 maintains a certain distance from the partition plate 10, and the second friction plate 8 and the second steel plate 9 are in a disengaged state. The pressure ring 2 has a gap with the bottom plate of the first outer hub 12, allowing the pressure ring 2 to move to disengage the first friction plate 6 and the first steel plate 7; please refer to... Figure 4 and Figure 6 When the pressure plate 4 is subjected to thrust (i.e., the clutch actuator operates) and overcomes the spring force to move a certain distance toward the inner hub 3, the pressure ring 2 moves away from the inner hub 3 and separates the inner hub 3 from the first outer hub 12. The inner hub 3 engages with the second outer hub 13 and outputs power, forming the second power output path. In addition, the input shaft 1 is introduced in the above description of the dual clutch mainly to facilitate the description of the position and connection relationship of each component, as well as its working principle. For the dual clutch, the input shaft 1 is generally not included in actual production and assembly. In this embodiment, the output shaft of the power motor is directly used as the input shaft 1, and the inner hub 3 and other components are mounted on it.

[0048] The powertrain of this invention comprises a power motor 86 that drives an inner hub 3 via an input shaft 1. The inner hub 3, pressure ring 2, pressure plate 4, two sets of friction plates and steel plates, and nested first and second outer hubs 12 and 13 form a dual-power path switching mechanism whose engagement state can be actively controlled by a clutch actuator. Initially, the spring force of the compression spring 5 is transmitted through the pressure plate 4 and connecting column 11, causing the pressure ring 2 to press against the first friction plate 6 and the first steel plate 7 located between the partition plate 10 and the pressure ring 2, thereby engaging the inner hub 3 with the first outer hub 12 to form the first power output path. When the clutch actuator applies an axial thrust to the pressure plate 4, causing the pressure plate 4 to move against the spring force, it drives the connecting column 11 to... The pressure ring 2 retracts, disengaging the first path. On the other hand, the pressure plate 4 directly presses against the second friction plate 8 and the second steel plate 9 located between the partition 10 and the pressure plate 4, causing the inner hub 3 to engage with the second outer hub 13, forming the second power output path. When used with a gearbox, it can not only adjust the power strength when adjusting the vehicle speed to adapt to different usage scenarios, but also actively control the shifting timing through the clutch actuator. This powertrain fundamentally realizes a fast, deterministic, and fully controlled switching between two real mechanical gears, effectively solving the problems of weak controllability and power output in existing electric motorcycle powertrains, and providing a hardware foundation for electric motorcycles to achieve autonomous and smooth gear switching according to road conditions and driving intentions.

[0049] Please see Figure 4 and Figure 7 To reduce weight and axial dimensions, in this embodiment, the inner hub 3 is designed as an integral structure comprising an inner cylinder 14, an outer cylinder 15, and an annular rib 16. The annular rib 16 connects the inner cylinder 14 and the outer cylinder 15. The inner cylinder 14 is sleeved on the input shaft 1 and is connected for synchronous rotation via a spline joint. One end of the inner cylinder 14 away from the pressure plate 4 abuts against a shoulder on the input shaft 1, and the other end abuts against a nut 17 screwed onto the input shaft 1 (a washer, not shown in the figure, abuts between the nut 17 and the inner cylinder 14), thereby restricting the axial movement of the inner hub 3. The outer periphery of the outer cylinder 15 is used to mount the first friction plate 6, the first steel plate 7, the second friction plate 8, and the second steel plate 9; see also Figure 5 and Figure 8 In addition, the pressure ring 2 is designed to be sleeved on the inner cylinder 14 of the inner hub 3. The side of the pressure ring 2 facing the inner hub 3 has a recessed portion 18, which corresponds to the outer cylinder 15 of the inner hub 3, so that the pressure ring 2 can move to press the first friction plate 6 and the first steel plate 7.

[0050] Please see Figure 7 In this embodiment, the first friction plate 6 is sleeved on the outer cylinder 15 of the inner hub 3 and connected synchronously through a spline joint; the second friction plate 8 is similarly configured. Please refer to [link to previous document]. Figure 5The first outer hub 12 has multiple axially extending first openings 19 distributed circumferentially on its cylindrical body. The annular first steel plate 7 has multiple radially extending first extensions 20 distributed circumferentially. Each first extension 20 corresponds one-to-one with each first opening 19. The first extensions 20 on the first steel plate 7 are located within each first opening 19, allowing the first steel plate 7 to move axially while maintaining synchronous rotation with the first outer hub 12. Please refer to [link to previous section]. Figure 6 The mating structure of the second steel sheet 9 and the second outer hub 13 is similar, that is, the second steel sheet 9 has a plurality of radially extending second extensions 21 distributed circumferentially. The difference is that in this embodiment, the second outer hub 13 has circumferentially distributed and axially extending second grooves 22 on its cylindrical body, and the second extensions 21 are located one-to-one in the second grooves 22, so as to allow the second steel sheet 9 to move axially while keeping the second steel sheet 9 and the second outer hub 13 rotating synchronously. As shown in the figure, the second outer hub 13 also has circumferentially distributed axially extending second openings on its cylindrical body, which are used for the flow of lubricating oil.

[0051] Please see 6. Figure 7 and Figure 8 In this embodiment, the pressure plate 4 includes an outer ring plate 23 and an inner ring plate 24. The outer ring plate 23 is sleeved on the outer ring plate 24. The outer ring plate 23 has an annular stepped surface 25 facing the inner hub 3. Part of the second friction plate 8 and the second steel plate 9 are fitted on the annular stepped surface 25. This part of the second friction plate 8 also has a spline engagement with the annular stepped surface 25. The outer ring plate 23 is sleeved on the outer ring plate 24 and rotates synchronously. The connecting post 11 is connected between the inner ring plate 24 and the pressure ring 2. The inner hub 3 has a through hole 26 for the connecting post 11 to pass through. The diameter of the through hole 26 is slightly larger than that of the connecting post 11. Diameter; A connecting hole 27 corresponding to the through hole 26 is provided through the inner ring plate 24. A column 28 is formed by a protrusion on the side of the pressure ring 2. The column 28 passes through the through hole 26 to the connecting hole 27. A bolt 29 passes through the connecting hole 27 from the side of the pressure plate 4 away from the inner hub 3 and is threaded to the column 28. The head of the bolt 29 abuts against the side of the pressure plate 4. The column 28 and the bolt 29 constitute the connecting column 11. In this way, both the pressure ring 2 and the pressure plate 4 can rotate a certain angle relative to the inner hub 3, thereby playing a certain circumferential buffering role and reducing rotational impact during normal clutch output and gear shifting. Please refer to Figure 7 and Figure 8Based on this, to ensure that the pressure plate 4 and the inner hub 3 remain coaxial, the outer cylinder 15 of the inner hub 3 is designed with multiple mating areas evenly distributed circumferentially. The mating areas are machined with external splines. The distribution of internal splines on the second friction plate 8 matches the distribution of external splines on the outer cylinder 15 of the inner hub 3. A buffer zone 30 is formed between adjacent mating areas. Correspondingly, the outer ring plate 23 is designed with multiple axially extending support parts 31 distributed circumferentially. Each support part 31 extends one-to-one to each buffer zone 30, thereby constraining the radial position of the pressure plate 4 while allowing the pressure plate 4 to move axially, and avoiding interference with the above-mentioned circumferential buffering effect.

[0052] Please see Figure 4 , Figure 5 and Figure 6 The output assembly also includes a first output gear 32 and a second output gear 33, both of which are shoulder gears. The first output gear 32 is sleeved on the input shaft 1 and rotatably engaged. The first output gear 32 is rotatably engaged with the input shaft 1 through a cylindrical roller bearing 34. The first output gear 32 is located outside the second outer hub 13 and close to the base plate of the second outer hub 13. The toothless shaft section of the first output gear 32 passes through the base plates of the second outer hub 13 and the first outer hub 12, and is synchronously rotatably connected with the base plate of the first outer hub 12. The input shaft 1 is connected through the first... An output gear 32 achieves rotational engagement with the base plate of the first outer hub 12; a second output gear 33 is located between the shoulder (toothed shaft section) of the first output gear 32 and the second outer hub 13. The second output gear 33 is sleeved on the optical shaft section of the first output gear 32 and rotates in engagement. The optical shaft section of the second output gear 33 passes through the base plate of the second outer hub 13. The second output gear 33 and the second outer hub 13 are synchronously rotated and connected. The input shaft 1 achieves rotational engagement with the base plate of the second outer hub 13 through the first output gear 32 and the second output gear 33.

[0053] In this way, by setting the first output gear 32 and the second output gear 33, both of which have shoulder structures, and synchronously connecting the base plates of the first outer hub 12 and the second outer hub 13 to these two output gears respectively, the power output interface is optimized. The first outer hub 12 and the second outer hub 13 are cylindrical structures, which have large radial dimensions and are inconvenient to connect when directly used as output elements. This invention transfers the power output function to the first output gear 32 and the second output gear 33, which have a more compact structure and are easier to standardize and connect. These two output gears cleverly achieve assembly and synchronous rotation connection with the nested first outer hub 12 and the second outer hub 13 through their optical shaft section and shoulder structure, which makes the power output mode of the dual clutch more compatible with the conventional gearbox gear system and facilitates the connection with subsequent transmission mechanisms (such as chains, drive shafts or other gear sets).

[0054] Please see Figure 4 and Figure 5In this embodiment, for ease of assembly and disassembly, the optical shaft section of the first output gear 32 penetrates the base plate of the first outer hub 12 and achieves synchronous rotational connection through a spline engagement. To ensure the reliability of power transmission, this spline engagement needs to have a certain axial length. However, to reduce the weight of the dual clutch and shrink its axial dimension, the thickness of the first outer hub 12 is insufficient to support the setting of an internal spline with the required length on the base plate. Therefore, a connecting ring 35 is designed to be fitted onto the optical shaft section of the first output gear 32, and the two have a spline engagement of a certain length. The base plate of the first outer hub 12 is fitted over the connecting ring 35, and a connecting plate 36 is formed by a radial protrusion on the connecting ring 35 near the pressure ring 2. The connecting plate 36 is riveted and fixed to the base plate of the first outer hub 12 by a through-hole first rivet 37. Please refer to [link to previous text]. Figure 6 Similarly, the base plate of the second outer hub 13 is riveted and fixed to the second output gear 33 by a through-hole second rivet 38.

[0055] Please see Figure 9 and Figure 10 The dual clutch also includes a housing 39, which has a communicating clutch chamber 40 and a transmission chamber 41, both filled with lubricating oil. A clutch assembly is located in the clutch chamber 40, and a clearance hole is provided through the wall of the clutch chamber 40 opposite to the pressure plate 4. The drive end extends into the clutch chamber 40 through the clearance hole and engages with the release bearing 45. The end of the input shaft 1 away from the pressure plate 4 rotates and extends out of the housing 39 to be connected to the power motor 86. The output assembly also includes an output shaft 42, a third output gear 43, and a fourth output gear 44. The output shaft 42 is rotatably disposed in the transmission chamber 41 with one end extending out of the housing 39. The third output gear 43 and the fourth output gear 44... All four gears are synchronously mounted on the output shaft 42. The third output gear 43 meshes with the first output gear 32 to form the first gear pair, and the fourth output gear 44 meshes with the second output gear 33 to form the second gear pair. The transmission ratios of the first gear pair and the second gear pair are different. In this embodiment, the transmission ratio of the first gear pair is greater than that of the second gear pair. When the inner hub 3 engages with the first outer hub 12, the first outer hub 12, through the first output gear 32 and the third output gear 43, enables the output shaft 42 to output low speed and high torque. When the inner hub 3 engages with the second outer hub 13, the second outer hub 13, through the second output gear 33 and the fourth output gear 44, enables the output shaft 42 to output high speed and low torque.

[0056] In this way, by adding a housing 39 containing a clutch chamber 40 and a transmission chamber 41, and integrating the output shaft 42, the third output gear 43, and the fourth output gear 44 into the transmission chamber 41, a highly integrated "clutch-gearbox" structure is constructed. The first output gear 32 and the second output gear 33 mesh with the third output gear 43 and the fourth output gear 44, respectively, forming first gear pairs and second gear pairs with different transmission ratios. This allows the dual clutch itself to not only select the power path but also directly realize the two-speed shifting function. Power enters from the input shaft 1, and after the clutch assembly selects different outer hubs, it is directly transmitted to the output shaft 42 through the corresponding output gear pairs. The structure is extremely compact, reducing external transmission links and improving transmission efficiency and system reliability. At the same time, the housing 39 provides sealed support and lubrication space for all rotating parts, making the entire system a complete and independent assembly that is easy to install in the vehicle.

[0057] In addition, by designing the clutch chamber 40 and transmission chamber 41 of the housing 39 as a wet structure filled with lubricating oil, the lubricating oil can continuously cool the friction plates and steel plates that are sliding and rubbing against each other at high speed, significantly reducing their operating temperature and preventing thermal degradation, thereby greatly extending the service life of the clutch friction components. At the same time, the lubricating oil provides forced lubrication and heat dissipation to all moving pairs such as gear meshing areas and bearings, reducing wear and operating noise. The wet environment can also buffer the impact of friction plate engagement during gear shifting, further improving shifting smoothness. This comprehensively solves the heat dissipation and durability problems of dry clutches under frequent gear shifting and high-load conditions.

[0058] Please see Figure 1 and Figure 2 In this embodiment, the housing 39 is provided with an airbag 87 that communicates with the clutch cavity 40 or the transmission cavity 41 inside the housing 39. The airbag 87 serves as a spare space for the expansion of internal air and at the same time prevents lubricating oil vapor from being released into the atmosphere, which is beneficial to environmental protection.

[0059] Please see Figure 9 and Figure 10 The housing 39 has a shaft hole that communicates with the clutch chamber 40. The end of the input shaft 1 away from the pressure plate 4 extends out of the housing 39 through the shaft hole. A sealing ring 46 and a support bearing are fitted on the input shaft 1 inside the shaft hole. The inner wall of the shaft hole forms a first oil inlet chamber 48 between the sealing ring 46 and the support bearing. The input shaft 1 has an axially extending first oil supply channel 49. The outer periphery of the input shaft 1 has a first oil inlet hole 50 and a first oil outlet hole 51 that communicate with the first oil supply channel 49. The first oil inlet hole 50 is located in the first oil inlet chamber 48, and the first oil outlet hole 51 is located inside the first output gear 32. An oil pump 52 is provided inside or outside the housing 39. The oil inlet end of the oil pump 52 communicates with the clutch chamber 40, and the oil outlet end of the oil pump 52 communicates with the oil inlet chamber.

[0060] In this way, through the first oil supply channel 49 set in the input shaft 1, the first oil inlet chamber 48 connected to the oil outlet of the oil pump 52, and the oil pump 52, the lubricating oil in the housing 39 can be actively pumped to the critical friction pairs that need the most lubrication (such as the cylindrical roller bearing 34 that rotates between the input shaft 1 and the first output gear 32). This design overcomes the problems of uneven oil distribution and insufficient lubrication caused by centrifugal separation of oil at high speeds that may exist in simple splash lubrication. It ensures that critical parts can still obtain sufficient and stable oil supply and cooling under high load and high speed conditions, further improving the reliability and durability of the powertrain under harsh conditions.

[0061] Please see Figure 9 and Figure 10 The oil pump 52 is fixed in the clutch chamber 40 near the oil inlet chamber wall. The housing 39 has an oil inlet channel 53 in its wall that is connected to the oil outlet end of the oil pump 52. The input shaft 1 is fitted with a first drive gear 54 that rotates synchronously between the support bearing and the first output gear 32. The power input end of the oil pump 52 is connected to a second drive gear 55 that rotates synchronously. The first drive gear 54 meshes with the second drive gear 55 to drive the oil pump 52 through the input shaft 1.

[0062] In this way, a mechanical pump scheme is adopted, which is directly driven by the input shaft 1 through a gear pair. The first drive gear 54, which is fixed on the input shaft 1, drives the second drive gear 55, which is connected to the power input end of the oil pump 52. This makes the operation of the oil pump 52 directly related to the rotation of the clutch input shaft 1. On the one hand, it eliminates the need for a separate motor, wiring harness and controller, which simplifies the system structure and reduces costs and potential failure points. On the other hand, it realizes the automatic matching of lubrication flow rate and clutch speed (i.e. load and heat generation). The higher the speed, the larger the pump oil volume and the greater the heat dissipation demand. The lubrication and cooling effect is automatically enhanced, making the lubrication scheme efficient, reliable and energy-saving.

[0063] Please see Figure 9 and Figure 10In this embodiment, the first oil supply channel 49 inside the output shaft 42 is formed by drilling a hole on the side facing the pressure plate 4. A sealing ball 56 is provided near the opening of the first oil supply channel 49 to ensure that the lubricating oil in the first oil supply channel 49 can be discharged through the oil outlet. In this embodiment, the cavity wall of the transmission cavity 41 has a recess 84, which is directly opposite to one end of the output shaft 42 located inside the housing 39. This recess 84 forms a second oil inlet cavity 57. The output shaft 42 has an axially extending second oil supply channel 58. The second oil supply channel 58... The output shaft 42 has an opening on its end face inside the housing 39, forming a second oil inlet 59. The outer periphery of the output shaft 42 has a second oil outlet 60 that communicates with the second oil supply channel 58. The second oil outlet 60 corresponds axially to the position where the output shaft 42 and the housing 39 rotate. In this way, the oil pump 52 can pump the lubricating oil in the housing 39 to the second oil inlet chamber 57, and then deliver it to the rotational joint between the output shaft 42 and the housing 39 through the second oil supply channel 58 and the second oil outlet 60, so that the lubricating oil in the housing 39 can provide a better lubrication effect for the friction pair.

[0064] Please see Figure 11 , Figure 12 and Figure 13 The thrust assembly includes a housing 61, a drive motor 62, a worm gear 63, and a worm wheel 64. The drive motor 62 is fixed to the housing 61 and is connected to the worm gear 63, which is rotatably disposed within the housing 61. The worm gear 63 meshes with the worm wheel 64, which is rotatably disposed within the housing 61. The thrust shaft 65 is slidably disposed within the housing 61 and coaxial with the worm wheel 64. The thrust shaft 65 is constrained by the housing 61 to move only axially. A bracket 66 is fixedly connected to the thrust shaft 65, and a roller 67 is rotatably disposed on the bracket 66. The axial direction of the roller 67 corresponds to the radial direction of the thrust shaft 65. The worm wheel 64 faces the roller 67. The end face of 7 has a cam profile surface that undulates circumferentially. The cam profile surface abuts against the roller 67. The worm gear 64 is constrained by the housing 61 so that its axial movement away from the roller 67 is restricted. When the worm gear 64 rotates, it drives the thrust shaft 65 to move axially through the cooperation between the cam profile surface and the roller 67. One end of the thrust shaft 65 extends out of the housing 61 to form the drive end. The drive end and the roller 67 are located on the same side of the worm gear 64. The housing 61 is connected to the housing 39, and the cavity wall of the clutch cavity 40 opposite to the pressure plate 4 is formed by the housing 61. The hole on the housing 61 for the thrust shaft 65 to extend out is formed as the clearance hole.

[0065] In this way, the clutch actuator integrates the thrust shaft 65 and the worm gear 64 coaxially by designing the end face of the worm gear 64 as a cam profile surface. First, the coaxial layout eliminates the long worm gear shaft required by the side-mounted cam in the prior art, greatly reducing space occupation and meeting the arrangement requirements of motorcycles and other vehicles in narrow spaces. Second, the transmission chain is shorter and more rigid, and the thrust shaft 65 is directly driven by the worm gear 64, avoiding the bending and torsional deformation of the long worm gear shaft under torque and lateral force, thereby greatly improving the transmission accuracy and overall reliability. At the same time, the clutch actuator integrates two-stage power amplification: the first stage is a high-ratio reduction and torque amplification of the worm gear 64 and worm 63, and the second stage is the thrust amplification generated by the cooperation of the cam profile surface and the roller 67, so that the small-power drive motor 62 can also output sufficient axial thrust to overcome the internal pressure spring of the clutch, achieving reliable high thrust output. Therefore, the clutch actuator is suitable for small and medium-sized vehicles such as motorcycles and can better meet the requirements of arrangement in limited spaces.

[0066] Please see Figure 13 and Figure 14 The cam profile surface includes a concave surface 70 and a convex surface 71 distributed circumferentially, which are connected by an inclined surface 72 or an arc surface. In this embodiment, the concave surface 70 and the convex surface 71 are connected by an inclined surface 72. Thus, the cam profile surface is specifically defined, clearly stating that it is composed of a concave surface 70, a convex surface 71, and an inclined surface 72. When the worm gear 64 rotates, the roller 67 rolls between the concave surface 70 and the convex surface 71. The smoothly transitioning inclined surface 72 ensures that the movement of the thrust shaft 65 is continuous and shock-free. The concave surface 70 and the convex surface 71 correspond to the two stable working positions (retracted and extended) of the thrust shaft 65, respectively, providing a clear "engaged" and "disengaged" state reference for the dual clutch 8.

[0067] Specifically, when the roller 67 abuts against the concave surface 70, the thrust shaft 65 is in a retracted state axially, and in the dual clutch, the inner hub 3 and the first outer hub 12 remain engaged; when the drive motor 62 drives the worm gear 64 to rotate, as the roller 67 gradually rolls from the concave surface 70 along the inclined surface 72 or the arc surface to the convex surface 71, the thrust shaft 65 moves axially away from the worm gear 64, so that the thrust shaft 65 provides thrust to the release bearing 45 of the dual clutch, thereby overcoming the spring force of the dual clutch and driving the dual clutch to disengage, that is, the inner hub 3 separates from the first outer hub 12; when the roller 67 abuts against the convex surface 71... The thrust shaft 65 is in an extended axial position. The thrust shaft 65 overcomes the spring force of the dual clutch through the release bearing 45 of the dual clutch, enabling the dual clutch to complete gear shifting, that is, the inner hub 3 and the second outer hub 13 are engaged. When the drive motor 62 drives the worm gear 64 to rotate in the opposite direction, and the wheel gradually rolls from the convex surface 71 along the inclined surface 72 or the arc surface back to the concave surface 70, the thrust shaft 65 moves axially to return to the retracted state, releasing the thrust on the release bearing 45 of the dual clutch. The release bearing 45 of the dual clutch resets under the action of the spring force of the dual clutch, and the internal gear of the dual clutch also returns to the previous gear and remains engaged under the action of the spring force.

[0068] Please see Figure 13 and Figure 14 The worm gear 64 has a protrusion 73 on its end face facing the roller 67. There are at least two protrusions 73 and they are evenly distributed around the circumference. The top plane of the protrusion 73 is formed as the convex surface 71, and the end face of the worm gear 64 between adjacent protrusions 73 is formed as the concave surface 70. The number of rollers 67 matches the number of concave surfaces 70, and each roller 67 is evenly distributed around the circumference of the worm gear 64.

[0069] In this way, evenly distributed protrusions 73 are machined on the end face of the worm gear 64, with the top platform forming a convex surface 71, and the area between adjacent protrusions 73 naturally forming a concave surface 70. This integrated terrain structure in the form of "peak-valley" has good manufacturability and high structural strength. Since both sides of the convex surface 71 are connected to the concave surface 70 by inclined surfaces 72 or arc surfaces, the end face of the worm gear 64 presents a cam profile surface that is continuously undulating in the circumferential direction and connected end to end. When the thrust shaft 65 moves back and forth to realize the clutch state switching, the drive motor 62 only needs to rotate in the same direction, rotating the same number of revolutions each time, without the need for forward and reverse rotation control, thus reducing the control of the drive motor 62. The requirements help to eliminate the risk of roller 67 "derailing" due to control errors of drive motor 62 (such as over-rotation), which can improve the fault tolerance and safety of control. In addition, both the convex surface 71 and the concave surface 70 are flat, which helps the thrust shaft 65 to maintain axial position stability when roller 67 abuts against convex surface 71 or concave surface 70, thus improving the reliability of the dual clutch state maintenance. In this embodiment, there are three protrusions 73 and three rollers 67, which are evenly distributed circumferentially. Each time the drive motor 62 is controlled to rotate the same number of revolutions, the roller 67 moves the same distance circumferentially relative to the worm gear 64, thus realizing the back-and-forth switching of dual clutch gears.

[0070] Please see Figure 12 and Figure 13 The worm gear 64 is mounted on the thrust shaft 65 and rotates (achieved through a cylindrical roller bearing disposed between the two). A swivel bearing 74 is provided on the side of the worm gear 64 away from the roller 67. The thrust shaft 65 moves through the swivel bearing 74. The swivel bearing 74 is mounted on the housing 1. The outer ring of the swivel bearing 74 abuts against the housing 1, and the inner ring abuts against the worm gear 64. This ensures that the worm gear 64 can rotate relative to the housing 1, while restricting the axial movement of the worm gear 64 away from the roller 67 by the housing 1.

[0071] Thus, a specific structural form is given to restrict the axial movement of the worm gear 64 away from the roller 67 by constraining it with the housing 61. By mounting the worm gear 64 on the thrust shaft 65 and using a rotating bearing 74 that bears the axial force (such as a thrust shaft bearing, angular contact ball bearing, or tapered roller bearing) against the housing 61, an extremely compact axial positioning is achieved. This design not only simplifies the structure and reduces the number of parts, but more importantly, it allows the inner bore of the worm gear 64 to be made smaller, so that the cam profile is closer to the centerline of the thrust shaft 65. According to the lever principle, this is equivalent to reducing the lever arm of the cam driving the roller 67. With the output torque of the worm gear 64 remaining unchanged, the thrust amplification factor of the second-stage transmission can be significantly improved, resulting in higher power amplification efficiency.

[0072] Please see Figure 12 , Figure 15 and Figure 16The thrust shaft 65 includes a shaft tube 75 and a shaft core 76. A bracket 66 is connected to the shaft tube 75, which is constrained by the housing 61 to move only axially. The shaft tube 75 has an internal thread, and the shaft core 76 has an external thread. The shaft core 76 is coaxially fitted inside the shaft tube 75 and threadedly connected. Both ends of the shaft core 76 extend out of the shaft tube 75 and the housing 61, serving as an adjustment end and a drive end, respectively. The adjustment end is used to adjust the extension length of the drive end by turning it. Thus, during installation or maintenance, by rotating the shaft core 76, the initial length of its drive end extending out of the shaft tube 75 can be finely adjusted, thereby achieving precise setting of the preload force of the release bearing 45 of the dual clutch. This mechanism allows for quick adaptation to different models of dual clutches. It eliminates the need to alter the main structure of the clutch actuator or disassemble complex components, significantly improving the product's assembly flexibility, adaptability, and on-site maintainability. This ensures optimal engagement between the clutch actuator and the dual clutch. In this embodiment, the shaft tube 75 has flat sections near the drive end and corresponding to the bracket 66. The housing 61 and bracket 66 each have corresponding round holes with flat edges, enabling the shaft tube 75 to engage with the housing 61 and bracket 66 respectively. This restricts the rotation of the shaft tube 75 relative to the housing 61 and the bracket 66 relative to the shaft tube 75.

[0073] Please see Figure 12 , Figure 15 and Figure 16The shaft core 76 includes a first shaft segment 77 and a second shaft segment 78 that are independent of each other. The first shaft segment 77 and the second shaft segment 78 are axially connected and the connection point is located inside the shaft tube 75. The outer end of the first shaft segment 77 is the driving end, and a first limiting pin 79 is radially provided through the inner end of the first shaft segment 77. A first limiting groove 80 adapted to the first limiting pin 79 is opened on the inner wall of the shaft tube 75. The first limiting groove 80 extends axially to the end face of the shaft tube 75 near the driving end, and the end of the first limiting pin 79 is located in the first limiting groove 80. The outer end of the second shaft segment 78 is the adjusting end, and the external thread is located on the inner end of the second shaft segment 78. Thus, when the core shaft is connected to the shaft tube 75 by the thread and the extension length of the driving end is adjustable, when working with the dual clutch, although the thrust shaft 65 is connected to the clutch... The release bearing 45 is engaged, but the shaft core 76 may also be affected by the clutch and rotate, which may lead to an unexpected change in the position of the drive end. By dividing the shaft core 76 into two sections and using the engagement of the first limiting pin 79 and the first limiting groove 80, the first shaft section 77 (drive end) and the shaft tube 75 are locked in the circumferential direction. The first shaft section 77, which is responsible for outputting thrust, is prevented from rotating, ensuring that it will not be affected by the reaction of the clutch and rotate unexpectedly. This avoids the possibility of the second shaft section 78 rotating due to the dual clutch, ensuring that the axial position of the drive end is locked by the second shaft section 78, and guaranteeing the absolute reliability and stability of the thrust output. The adjustment function is entirely undertaken by the freely rotatable second shaft section 78 (adjustment end). This design eliminates the hidden danger of operational failure caused by the unexpected loosening of the threaded pair under complex working conditions.

[0074] Please see Figure 12 , Figure 15 and Figure 16 The adjusting end also has an external thread and a locking nut 81 threadedly connected to it. The locking nut 81 abuts against the outer shell 61 to prevent the second shaft segment 78 from rotating on its own. A screwing groove 82 is provided on the end face of the adjusting end so that the second shaft segment 78 can be screwed on with a tool. In this way, the added locking nut 81 can effectively prevent the second shaft segment 78 from rotating spontaneously due to vehicle vibration, ensuring that the adjusted length parameters remain stable during long-term use. At the same time, the screwing groove 82 (such as a slotted groove, cross groove, or plum blossom groove) on the end face of the adjusting end provides a force application interface for standard tools, making the adjustment operation simple, labor-saving, and precise. These two designs make the length adjustment function of the thrust shaft 65 easy to implement and can be firmly maintained after adjustment, taking into account both the convenience of operation and the durability of the result.

[0075] Please see Figure 11 , Figure 15 and Figure 16A drive head 83 is axially connected to the drive end, and the drive end engages with and axially abuts against the release bearing 45 through the drive head 83. The drive head 83 has a cavity 84 on its side facing the drive end, and the drive head 83 is fitted onto the drive end through the cavity 84. A second limiting pin 85 is radially inserted through the drive end, and a second limiting groove (not shown in the figure) adapted to the second limiting pin 85 is formed on the side wall of the cavity 84. The second limiting groove extends axially to the end face of the drive head 83 facing the shaft tube 75, and the end of the second limiting pin 85 is located in the second limiting groove. Thus, by providing a replaceable drive head connected via a pin groove at the drive end... The 83 design gives the clutch actuator good interface adaptability and modularity. For different models and specifications of dual clutches, only the drive head 83 needs to be replaced, without replacing the entire thrust shaft 65 or the actuator assembly. This not only reduces manufacturing and spare parts inventory costs, but also enables the clutch actuator to serve as a universal platform for quick adaptation to various dual clutches. The drive head 23 is mounted on the drive end with a pin groove to prevent the drive head 23 from rotating with the release bearing 9, ensuring that the relative rotation between the clutch actuator and the clutch occurs in the release bearing 9, and avoiding rotational friction between the drive head 23 and the drive end.

[0076] The present invention also includes a motorcycle, which includes the powertrain described above; the drive motor 62 of the clutch actuator is connected to the vehicle control system of the electric motorcycle. During driving, the vehicle control system can manually control the drive motor 62 according to the driver's operation, or automatically control the drive motor 62 according to the parameters detected by the relevant sensors on the electric motorcycle and in combination with the preset control logic, thereby realizing gear switching.

[0077] In this way, motorcycles using this powertrain, especially electric motorcycles, can achieve amplified wheel torque in low gears to cope with climbing, heavy loads, and strong acceleration scenarios through real mechanical gear shifting via a dual-clutch system. In high gears, they can achieve efficient high-speed cruising, completely solving the problem of insufficient power and scenario adaptability caused by the fixed speed ratio of traditional electric motorcycles. Its clutch actuator can achieve fast, smooth, and reliable disengagement and engagement of the dual clutch through stable electronic control signals. At the same time, its wet dual-clutch and integrated gearbox design can bring high smoothness, high reliability, and convenient automatic shifting experience, which can significantly improve the driving quality, practicality, and user satisfaction of electric motorcycles.

[0078] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit the technical solutions. Those skilled in the art should understand that any modifications or equivalent substitutions to the technical solutions of the present invention without departing from the spirit and scope of the present invention should be covered within the scope of the claims of the present invention.

Claims

1. A powertrain, characterized in that: Includes a power motor, a dual-clutch transmission, and a clutch actuator; The dual clutch includes an input shaft, a clutch assembly, and an output assembly. The clutch assembly includes an inner hub, a pressure ring, and a pressure plate. The inner hub is synchronously rotated and sleeved on the input shaft and is axially fixed. The inner hub is located between the pressure ring and the pressure plate. Both the pressure ring and the pressure plate rotate synchronously with the inner hub and move axially synchronously. A first clutch friction unit is provided between the pressure ring and the inner hub, and a second clutch friction unit is provided between the pressure plate and the inner hub. The output assembly includes a first outer hub and a second outer hub. The power motor is connected to the input shaft and drives the input shaft to rotate. The clutch actuator includes a thrust assembly and a thrust shaft. The thrust assembly drives the thrust shaft to move along its own axial direction. One end of the thrust shaft acts on the pressure plate. When the thrust shaft does not push the pressure plate to move and the pressure ring and pressure plate are in the first axial position, the first clutch friction unit engages and the second clutch friction unit disengages. The inner hub is connected to the first outer hub through the first clutch friction unit. When the thrust shaft pushes the pressure plate to move toward the inner hub and the pressure ring and pressure plate are in the second axial position, the first clutch friction unit disengages and the second clutch friction unit engages. The inner hub is connected to the second outer hub through the second clutch friction unit.

2. The powertrain according to claim 1, characterized in that: The pressure ring is sleeved on the input shaft and can move axially. The pressure plate is axially spaced from the input shaft. The side of the pressure plate away from the inner hub is provided with a release bearing coaxial with the input shaft. The pressure plate is connected to the pressure ring through a connecting column that axially penetrates the inner hub. The connecting column makes the pressure ring and the pressure plate rotate synchronously with the inner hub. A spring is axially abutted between the pressure plate and the inner hub and is in a compressed state. The first clutch friction unit includes multiple first friction plates and a first steel plate, and the second clutch friction unit includes multiple second friction plates and a second steel plate. The first friction plates, the first steel plate, the second friction plates, and the second steel plate are all sleeved on the outside of the inner hub. The outer periphery of the inner hub has a radially protruding partition. The first friction plates and the first steel plate are axially alternately distributed between the partition and the pressure ring and can move axially. The second friction plates and the second steel plate are axially alternately distributed between the partition and the pressure plate and can move axially. The first friction plates and the second friction plates rotate synchronously with the inner hub. Both the first and second outer hubs are cylindrical structures closed at one end, including a cylindrical body and a base plate. The input shaft coaxially passes through the base plates of the first and second outer hubs and rotates in engagement with them. The base plates of both the first and second outer hubs are located on the side of the pressure ring away from the inner hub. The cylindrical body of the first outer hub surrounds the pressure ring, the first friction plate, and the first steel plate, and the cylindrical body of the first outer hub is synchronously rotated and connected with the first steel plate. The cylindrical body of the second outer hub surrounds the first outer hub, the second friction plate, and the second steel plate, and the cylindrical body of the second outer hub is synchronously rotated and connected with the second steel plate. The thrust shaft is coaxial with the input shaft and is located on the side of the pressure plate away from the inner hub. One end of the thrust shaft faces the pressure plate and serves as the drive end. The drive end engages with the release bearing and axially abuts against it. The release bearing enables the drive end to rotate in engagement with the pressure plate.

3. The powertrain according to claim 1, characterized in that: The output assembly also includes a first output gear and a second output gear, both of which are shoulder gears; the first output gear is sleeved on the input shaft and rotates in engagement with it; the first output gear is located outside the second outer hub and close to the bottom plate of the second outer hub; the optical shaft section of the first output gear passes through the second outer hub and the bottom plate of the first outer hub, and rotates synchronously with the bottom plate of the first outer hub. The second output gear is located between the shoulder of the first output gear and the second outer hub. The second output gear is sleeved on the optical shaft section of the first output gear and rotates in cooperation with it. The optical shaft section of the second output gear passes through the bottom plate of the second outer hub. The second output gear and the second outer hub rotate synchronously and are connected.

4. The powertrain according to claim 3, characterized in that: The dual clutch also includes a housing with a connecting clutch chamber and a transmission chamber, both filled with lubricating oil. A clutch assembly is located in the clutch chamber, and a clearance hole is provided through the chamber wall opposite the pressure plate. The drive end extends into the clutch chamber through the clearance hole and engages with the release bearing. The end of the input shaft away from the pressure plate rotates and extends out of the housing to be connected to the power motor. The output assembly also includes an output shaft, a third output gear, and a fourth output gear. The output shaft is rotatably disposed in the transmission chamber with one end extending out of the housing. The third and fourth output gears are synchronously rotated and mounted on the output shaft. The third output gear meshes with the first output gear to form a first gear pair, and the fourth output gear meshes with the second output gear to form a second gear pair. The transmission ratios of the first and second gear pairs differ.

5. A powertrain according to claim 4, characterized in that: The housing has a shaft hole communicating with the clutch chamber. The end of the input shaft away from the pressure plate extends out of the housing through the shaft hole. A sealing ring and a support bearing are fitted inside the shaft hole on the input shaft. The inner wall of the shaft hole and the sealing ring and support bearing form an oil inlet chamber. The input shaft has an axially extending oil supply channel. An oil inlet hole and an oil outlet hole communicating with the oil supply channel are opened on the outer periphery of the input shaft. The oil inlet hole is located in the oil inlet chamber, and the oil outlet hole is located inside the first output gear. An oil pump is provided inside or outside the housing. The oil inlet end of the oil pump is communicating with the clutch chamber, and the oil outlet end of the oil pump is communicating with the oil inlet chamber.

6. The powertrain according to claim 5, characterized in that: The oil pump is fixed in the clutch chamber near the oil inlet chamber wall. An oil inlet channel is formed in the wall of the housing and communicates with the oil outlet end of the oil pump. A first drive gear is synchronously mounted on the input shaft between the support bearing and the first output gear. A second drive gear is synchronously connected to the power input end of the oil pump. The first drive gear meshes with the second drive gear to drive the oil pump through the input shaft.

7. The powertrain according to claim 4, characterized in that: The thrust assembly includes a housing, a drive motor, a worm gear, and a worm wheel. The drive motor is fixed to the housing and is connected to the worm gear, which is rotatably located inside the housing. The worm gear meshes with the worm wheel, which is also rotatably located inside the housing. The thrust shaft is slidably located inside the housing and coaxial with the worm wheel. The thrust shaft is constrained by the housing to only move axially. A bracket is fixedly connected to the thrust shaft, and a roller is rotatably mounted on the bracket. The end face of the worm wheel facing the roller has a circumferentially undulating cam profile surface. The cam profile surface abuts against the roller. The worm wheel is constrained by the housing to restrict axial movement away from the roller. When the worm wheel rotates, it drives the thrust shaft to move axially through the engagement of the cam profile surface and the roller. One end of the thrust shaft extends out of the housing to form the drive end. The drive end and the roller are located on the same side of the worm wheel. The housing is connected to the casing, and the cavity wall opposite the pressure plate is formed by the housing. The hole on the housing for the thrust shaft to extend out forms the clearance hole.

8. The powertrain according to claim 7, characterized in that: The cam profile surface includes circumferentially distributed concave and convex surfaces, which are connected by inclined or arc surfaces. The end face of the worm gear facing the roller has protrusions, at least two of which are circumferentially distributed. The top plane of each protrusion forms the convex surface, and the end face of the worm gear between adjacent protrusions forms the concave surface. The number of rollers matches the number of concave surfaces, and each roller is evenly distributed along the circumference of the worm gear. The worm gear is mounted on the thrust shaft and rotates within it. A rotating bearing is provided on the side of the worm gear away from the roller, rotatingly mounted on the thrust shaft. The inner ring of the rotating bearing abuts against the worm gear, and the outer ring abuts against the outer casing, thus restricting the axial movement of the worm gear away from the roller.

9. A powertrain according to claim 7, characterized in that: The thrust shaft includes a shaft tube and a shaft core. A bracket is connected to the shaft tube, which is constrained by a housing to move only axially. The shaft tube has an internal thread, and the shaft core has an external thread. The shaft core is coaxially fitted inside the shaft tube and threadedly connected. Both ends of the shaft core extend out of the shaft tube and the housing, serving as an adjustment end and the drive end, respectively. The adjustment end is used to adjust the extension length of the drive end by screwing. The shaft core includes a first shaft segment and a second shaft segment, which axially abut against each other, with the abutment point located inside the shaft tube. The outer end of the first shaft segment is the drive end, and the inner end of the first shaft segment... A first limiting pin is radially penetrating the end, and a first limiting groove adapted to the first limiting pin is opened on the inner wall of the shaft tube. The first limiting groove extends axially to the end face of the shaft tube near the drive end, and the end of the first limiting pin is located in the first limiting groove. The outer end of the second shaft section is the adjusting end, and the external thread is located on the inner end of the second shaft section. The adjusting end also has an external thread and is threadedly connected to a locking nut. The locking nut abuts against the outer shell to prevent the second shaft section from rotating. A screwing groove is provided on the end face of the adjusting end so that the second shaft section can be screwed with a tool.

10. A motorcycle, characterized in that: Includes the powertrain as described in any one of claims 1-9.

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