Clutch, power system and automobile
By designing a clutch with a conical wall, using static friction forces to achieve engagement, the problem of high energy consumption during engagement of existing clutches is solved, and energy consumption is reduced and structural simplification is achieved.
Patent Information
- Application Number
- CN202421867698.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-02
- Publication Date
- 2025-04-22
- Estimated Expiration
- 2034-08-02
AI Technical Summary
The existing clutch consumes a higher energy when engaged, mainly because the large hydraulic pressure is required to maintain the joint state of multiple friction plates.
A clutch including a tapered wall is designed, and the input part is moved to the output part through the piston of the external hydraulic drive system, so that the second tapered wall is fitted with the first tapered wall, and the relative fixation is achieved by static friction, thereby reducing the energy consumption of the hydraulic drive system.
By reducing the hydraulic pressure required for the hydraulic drive system, energy consumption is reduced and structure is simplified, reducing components and costs.
Smart Images
Figure CN222782919U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of automobile parts, and in particular to a clutch, a power system and an automobile. Background Art
[0002] The clutch is usually located between the engine input shaft and the transmission. During the driving process of the car, the driver can use the clutch to separate or engage the engine and the transmission to cut off or transfer the power input from the engine input shaft to the transmission. At present, the clutch is generally a multi-plate wet clutch, which usually includes at least three friction plates and other structures, with many parts and complex overall structure, and high cost.
[0003] In addition, the engagement operation of this clutch is usually achieved by a hydraulic drive system. In order to keep the clutch in an engaged state, the piston in the hydraulic drive system requires a large hydraulic pressure to keep multiple friction plates in an engaged state. The large hydraulic pressure requirement will result in higher energy consumption of the hydraulic drive system. Utility Model Content
[0004] The utility model aims to solve the problem of high energy consumption when the existing clutch is engaged.
[0005] To solve the above problems, the utility model provides a clutch, comprising an input part and an output part respectively sleeved on the engine input shaft, the output part is fixed in the axial direction of the engine input shaft, and an outer ring is provided at one end of the output part in the axial direction, and the inner ring wall of the outer ring is a first conical wall. The input part is fixed in the circumferential direction of the engine input shaft, and the outer ring wall of the input part is a second conical wall. The input part is used to move along the axial direction to make the second conical wall fit or separate from the first conical wall.
[0006] Compared with the prior art, the clutch provided by the utility model has but is not limited to the following technical effects:
[0007] The output part of the clutch is fixed in the axial direction of the engine input shaft, that is, the axial position of the output part of the clutch on the engine input shaft is fixed; the input part of the clutch is fixed in the circumferential direction of the engine input shaft, that is, the input part of the clutch cannot rotate relative to the engine input shaft, and the input part of the clutch will rotate with the rotation of the engine input shaft. Since the inner wall of the outer ring fixed to the output part is the first conical wall, and the outer wall of the input part is the second conical wall, when the clutch needs to be engaged, the piston of the external hydraulic drive system can push the input part to move toward the output part so that the second conical wall fits the first conical wall. Under the axial force of the piston, the two conical walls are relatively fixed by static friction, thereby realizing the relative fixation of the input part and the output part of the clutch, and the clutch is engaged at this time. When the clutch is engaged, the contact surface of the friction pair (the input part and the outer ring constitute the friction pair) is two conical walls with a certain taper. In this way, the piston only needs a small axial force (that is, the hydraulic pressure applied to the piston by the external hydraulic drive system) to increase the component of the axial force in the direction perpendicular to the conical wall, so as to ensure that the static friction between the input part and the outer ring is large enough, thereby reducing the energy consumption of the external hydraulic drive system. Moreover, compared with multi-plate wet clutches, this clutch has a simple structure, fewer parts and lower cost.
[0008] Further, the output part is a first gear structure, the first gear structure extends at one end of the axial direction to form the outer ring, and the rigidity of the input part is smaller than the rigidity of the outer ring.
[0009] Furthermore, the clutch further comprises an elastic member, and the elastic member is arranged between the input part and the output part.
[0010] Furthermore, the elastic member is a disc spring, and the disc spring is sleeved on the engine input shaft.
[0011] Furthermore, the clutch also includes a thrust shoulder fixed relative to the engine input shaft, and the thrust shoulder is located between the output part and the input part, and the disc spring is located between the thrust shoulder and the input part.
[0012] Furthermore, the clutch also includes a release bearing sleeved on the engine input shaft, and the outer ring portion of the release bearing is fixed to the inner ring wall of the output portion.
[0013] Furthermore, the tapers of the first tapered wall and the second tapered wall are α, and α is 5°-7°.
[0014] The utility model also provides a power system, including an engine input shaft, a hydraulic drive system and the clutch as described above, wherein the hydraulic drive system includes a piston, the piston is sleeved on the engine input shaft, and the piston is used to move axially along the engine input shaft to drive the input part of the clutch to move.
[0015] Since the technical improvements and technical effects of the power system are the same as those of the clutch, the power system will not be described in detail.
[0016] Furthermore, a second gear structure is provided on the engine input shaft, the second gear structure is fixed along the axis, the second gear structure is located on the side of the piston away from the input part, and an annular cavity is provided on the side of the second gear structure facing the piston, and one end of the piston is movably inserted in the annular cavity.
[0017] The utility model also provides a car, comprising the clutch as described above, or comprising the power system as described above.
[0018] Since the technical improvements and technical effects of the automobile are the same as those of the power system or power system, the automobile will not be described in detail. BRIEF DESCRIPTION OF THE DRAWINGS
[0019] Figure 1 It is a schematic diagram of the assembly structure of the clutch of the embodiment of the utility model when it is engaged;
[0020] Figure 2 It is a schematic diagram of the decomposition of the force between the input part and the outer ring of an embodiment of the utility model.
[0021] Description of reference numerals:
[0022] 1. Engine input shaft; 12. Second gear structure; 121. Annular cavity; 2. Input part; 21. Second conical wall; 3. Output part; 31. Outer ring; 311. First conical wall; 4. Elastic member; 51. Thrust shoulder; 52. Thrust sleeve; 6. Retaining ring; 7. Piston. DETAILED DESCRIPTION
[0023] In order to make the above-mentioned purposes, features and advantages of the utility model more obvious and easy to understand, the specific embodiments of the utility model are described in detail below in conjunction with the accompanying drawings. Although some embodiments of the utility model are shown in the accompanying drawings, it should be understood that the utility model can be implemented in various forms and should not be interpreted as being limited to the embodiments described here. On the contrary, these embodiments are provided to more thoroughly and completely understand the utility model. It should be understood that the drawings and embodiments of the utility model are only for exemplary purposes and are not used to limit the scope of protection of the utility model.
[0024] The Z axis in the drawings represents the horizontal direction and is designated as an up-down position, and the positive direction of the Z axis represents the upper side, and the reverse direction of the Z axis represents the lower side; the Y axis in the drawings represents the left-right position, and the positive direction of the Y axis represents the left side, and the reverse direction of the Y axis represents the right side. It should also be noted that the aforementioned Y axis and Z axis are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.
[0025] The term "including" and its variations used in this article are open inclusions, that is, "including but not limited to"; the term "based on" means "based at least in part on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "optional embodiments". The relevant definitions of other terms will be given in the following description. It should be noted that the concepts of "first", "second", etc. mentioned in the present utility model are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.
[0026] It should be noted that the modifications of "one" and "multiple" mentioned in the utility model are illustrative rather than restrictive, and those skilled in the art should understand that unless otherwise clearly indicated in the context, it should be understood as "one or more". The "connection" mentioned in the utility model should be understood as either a direct connection or an indirect connection unless otherwise clearly indicated in the context.
[0027] See also Figure 1 A clutch according to an embodiment of the utility model comprises an input part 2 and an output part 3 which are respectively sleeved on an engine input shaft 1, wherein the output part 3 is fixed in the axial direction of the engine input shaft 1, and an outer ring 31 is provided at one end of the output part 3 in the axial direction, and the inner ring wall of the outer ring 31 is a first conical wall 311; the input part 2 is fixed in the circumferential direction of the engine input shaft 1, and the outer ring wall of the input part 2 is a second conical wall 21; the input part 2 is used to move along the axial direction so that the second conical wall 21 is fitted with or separated from the first conical wall 311.
[0028] In this embodiment, the output part 3 of the clutch is fixed in the axial direction of the engine input shaft 1, that is, the axial position of the output part 3 of the clutch on the engine input shaft 1 is fixed; the input part 2 of the clutch is fixed in the circumferential direction of the engine input shaft 1, that is, the input part 2 of the clutch cannot rotate relative to the engine input shaft 1, and the input part 2 of the clutch will rotate with the rotation of the engine input shaft 1.
[0029] Since the inner ring wall of the outer ring 31 fixed to the output part 3 is the first conical wall 311, and the outer ring wall of the input part 2 is the second conical wall 21, when the clutch needs to be engaged, the piston 7 of the external hydraulic drive system can push the input part 2 to move toward the output part 3 so that the second conical wall 21 fits with the first conical wall 311. Under the axial force of the piston 7, the two conical walls are relatively fixed by static friction, thereby achieving relative fixation of the input part 2 and the output part 3 of the clutch, and the clutch is engaged at this time.
[0030] When the clutch is engaged, the contact surface of the friction pair (the input part 2 and the outer ring 31 constitute the friction pair) is two conical walls with a certain taper. In this way, the piston 7 only needs a small axial force (that is, the hydraulic pressure applied to the piston 7 by the external hydraulic drive system) to increase the component of the axial force in the direction perpendicular to the conical wall, so as to ensure that the static friction between the input part 2 and the outer ring 31 is large enough, thereby reducing the energy consumption of the external hydraulic drive system. Moreover, compared with a multi-plate wet clutch, the clutch has a simple structure, fewer parts and lower cost.
[0031] It can be understood that when the clutch is engaged, the input part 2 and the outer ring 31 are pressed and fixed by static friction, so that the engine input shaft 1 can drive the clutch output part 3 to rotate synchronously. The magnitude of the static friction between the input part 2 and the outer ring 31 depends not only on the magnitude of the friction coefficient between the two, but also on the magnitude of the force applied by the input part 2 to the outer ring 31 in the direction perpendicular to the tapered wall (this force is recorded as the positive pressure exerted on the first tapered wall 311 of the outer ring 31).
[0032] according to Figure 2 It can be seen that, since the outer ring 31 and the input part 2 are fixed by two conical walls, when the axially moving piston 7 pushes the input part 2 to move, assuming that the axial force (hydraulic force) of the hydraulic drive system on the piston 7 and the input part 2 is Fa, Fa can be decomposed into two component forces Fn in the direction perpendicular to the conical wall, then these two component forces Fn are the aforementioned positive pressure, from Figure 2 It can be seen that Fn = Fa / 2sin(α), then the positive pressure FN = 2Fn = Fa / sin(α) on the first conical wall 311 of the outer ring 31, where α is the taper of the two conical walls. Therefore, only a small hydraulic pressure is required from the external hydraulic drive system to ensure that FN has a large value, so as to ensure that the static friction force is large enough when the friction pair is engaged, ensure the reliability of the clutch when engaged, and reduce the energy consumption of the hydraulic drive system. When the engine input shaft 1 is connected to the transmission through the clutch, the efficiency of the transmission is also improved.
[0033] It is understandable that the clutch can be applied to a hybrid power system, in which, in addition to the clutch, the transmission and the engine, a motor is also included. The hybrid power system can at least perform pure electric output and hybrid parallel output. When pure electric output is required, the clutch is disconnected and power output is performed through the motor; when hybrid parallel output is required, the clutch is engaged. While power is output to the wheels through the motor, the power of the engine is also transmitted to the transmission through the engaged clutch, and finally to the wheels.
[0034] As mentioned above, the magnitude of the static friction between the input part 2 and the outer ring 31 also depends on the magnitude of the friction coefficient between the two. Based on this, optionally, a friction material layer (not shown in the figure) is provided on the second conical wall 21 and the first conical wall 311 to increase the magnitude of the static friction of the friction pair through the friction material layer. For example, the friction material layer can be a woven carbon layer.
[0035] In this embodiment, since the input part 2 of the clutch is fixed in the circumferential direction of the engine input shaft 1 and the input part 2 can also move axially along the engine input shaft 1, this can be achieved by spline connection between the input part 2 and the engine input shaft 1.
[0036] See also Figure 1 Optionally, the output part 3 is a first gear structure, the first gear structure extends at one end of the axial direction to form the outer ring 31, and the stiffness of the input part 2 is less than the stiffness of the outer ring 31.
[0037] In this embodiment, the output part 3 of the clutch is a gear structure, recorded as the first gear structure, which can be directly engaged with the corresponding gear in the transmission. When the clutch is engaged, the clutch transmits the power of the engine to the transmission through the first gear structure.
[0038] In the prior art, since the power transmission between the gear pairs is carried out through the meshing of the teeth, in order to ensure the stability and reliability of the meshing of the gear pairs, the material of the gear structure is generally high-strength alloy steel. In this embodiment, similarly, the first gear structure can also be made of high-strength alloy steel, and the outer ring 31 is an extension structure of the first gear structure, and the material of the outer ring 31 is also high-strength alloy steel; the input part 2 of the clutch can be made of a material with relatively low strength, for example, the material of the input part 2 is powder metallurgy material; in this way, the cost of the input part 2 and even the clutch can be reduced.
[0039] In addition, in this embodiment, even if the rigidity of the input part 2 is relatively low, which makes it easy for the input part 2 to deform radially outward under the centrifugal force of high-speed rotation, it does not affect the reliability of the clutch when it is engaged. This is because: even if the input part 2 deforms radially outward due to the centrifugal force, it will be blocked by the outer ring 31 with higher rigidity. Moreover, after the input part 2 that has deformed radially outward is blocked by the outer ring 31, the second conical wall 21 of the input part 2 can be in closer and more comprehensive contact with the first conical wall 311 of the outer ring 31, so that the positive pressure on the first conical wall 311 can be distributed more evenly, and the reliability of the clutch when it is engaged can be guaranteed. In addition, if Figure 1 As shown, when the clutch is engaged, the input portion 2 completely enters the outer ring 31, and the structure of the friction pair and even the clutch is more compact.
[0040] See also Figure 1 Optionally, the clutch further includes an elastic member 4 , and the elastic member 4 is disposed between the input part 2 and the output part 3 .
[0041] In this embodiment, since the elastic member 4 is located between the input part 2 and the output part 3, when the input part 2 moves toward the output part 3 (i.e., moves to the left) to achieve clutch engagement, the elastic member 4 is compressed and has elastic force, so that the elastic member 4 can buffer the impact force of the input part 2 to avoid gear shifting shock and setbacks during the clutch engagement process, thereby ensuring smooth gear shifting.
[0042] In addition, when the clutch is disconnected, the elastic force of the elastic member 4 will also cause the input part 2 to move away from the output part 3, that is, the elastic force of the elastic member 4 will cause the input part 2 and the piston 7 to move to the right and reset; at the same time, after the clutch is disconnected, the elastic member 4 will also ensure that the input part 2 will not accidentally contact the outer ring 31 and cause impact damage, impact noise, etc.
[0043] See also Figure 1 Optionally, the elastic member 4 is a disc spring, and the disc spring is sleeved on the engine input shaft 1.
[0044] In this embodiment, the elastic member 4 is preferably a disc spring, which is sleeved on the engine input shaft 1, so as to improve the axial integration of the clutch on the engine input shaft 1. Moreover, after the disc spring is squeezed by the input part 2, it will deform 360° around the axis, and its buffering effect on the input part 2 is better.
[0045] See also Figure 1Optionally, the clutch also includes a thrust shoulder 51 fixed relatively to the engine input shaft 1, and the thrust shoulder 51 is located between the output part 3 and the input part 2, and the disc spring is located between the thrust shoulder 51 and the input part 2.
[0046] In this embodiment, the thrust shoulder 51 is located between the output portion 3 and the input portion 2 in the axial direction of the engine input shaft 1. Thus, when the clutch is engaged, the disc spring with a relatively small axial size does not need to abut against the output portion 3 and the input portion 2 respectively, but can abut against the thrust shoulder 51 and the input portion 2 respectively. In addition, the thrust shoulder 51 can also perform the function of axially positioning the output portion 3, thus killing two birds with one stone.
[0047] Among them, when the clutch is disengaged, the disc spring resets the input part 2 to the right to the initial position. At this time, the disc spring may be in contact with or not in contact with the input part 2 at the initial position. Similarly, the disc spring may be in contact with or not in contact with the thrust shoulder 51.
[0048] Optionally, the disc spring is fixed along the axial direction of the engine input shaft 1. For example, a slot is provided on the engine input shaft 1, and the inner ring of the disc spring is inserted into the slot, and the disc spring abuts against the thrust shoulder 51. In this case, the disc spring can be prevented from sliding along the axial direction when the input part 2 and the output part of the clutch are separated, thereby preventing the disc spring from being worn and improving the service life of the parts.
[0049] See also Figure 1 Optionally, the clutch further comprises a release bearing (not shown) sleeved on the engine input shaft 1 , and an outer ring portion of the release bearing is fixed to an inner ring wall of the output portion 3 .
[0050] In this embodiment, the inner ring portion of the release bearing is sleeved on the engine input shaft 1, and the outer ring portion of the release bearing is fixed to the inner ring wall of the first gear structure. In this way, the first gear structure and the engine input shaft 1 are rotationally connected via the release bearing, which can avoid wear of the first gear structure and ensure the smooth rotation of the first gear structure relative to the engine input shaft 1.
[0051] See also Figure 1 Optionally, the clutch further comprises a thrust sleeve 52, which is sleeved on the engine input shaft 1. The thrust sleeve 52 and the thrust shoulder 51 may be an integrally formed structure. A step is provided on the engine input shaft 1. The thrust sleeve 52 is sleeved on the engine output shaft until the thrust shoulder 51 abuts against the step, and then the thrust sleeve 52 is axially fixed by a retaining ring 6.
[0052] Optionally, the inner ring portion of the release bearing is not only sleeved on the engine input shaft 1, but also sleeved on the thrust sleeve 52, and is located between the retaining ring 6 and the thrust shoulder 51. The retaining ring 6 and the thrust shoulder 51 jointly position the release bearing in the axial direction, which can improve the axial integration of the engine input shaft 1.
[0053] The first gear structure as the output part 3 is located between the retaining ring 6 and the thrust shoulder 51. The thrust shoulder 51 and the retaining ring 6 jointly position the first gear structure axially, which can improve the integration degree in the axial direction of the engine input shaft 1. The thrust sleeve 52 can be fixed to the engine input shaft 1 in the circumferential direction or can rotate relatively. When the thrust sleeve 52 is fixed to the engine input shaft 1 in the circumferential direction, the inner ring part of the release bearing can be fixed relatively to the thrust sleeve 52, so that the thrust sleeve 52 and the engine input shaft 1 will not rotate relative to each other and wear, and the inner ring part of the release bearing and the thrust sleeve 52 will not rotate relative to each other and wear.
[0054] See also Figure 2 Optionally, the tapers of the first conical wall 311 and the second conical wall 21 are α, and α is 5°-7°.
[0055] In this embodiment, as mentioned above, since FN = Fa / sin(α), the smaller α is, the larger Fn is, that is, the greater the static friction force when the friction pair is engaged. Therefore, the taper α of the two tapered walls is set to be relatively small, specifically selected between 5°-7°, which can ensure that the static friction force when the friction pair is engaged is relatively large; specifically, if α is greater than 7°, the value of Fn will be less than ideal, and if α is less than 5°, it may cause processing difficulties. In this embodiment, the taper range is selected between 5°-7°, which can ensure the formation of a large static friction force and simplify the processing difficulty. Moreover, this taper range can also avoid the input part 2 and the outer ring 31 from being damaged during the separation process. Among them, α is, for example, 5°, 6° or 7°, preferably 6°. At this time, FN = 9.57*Fa, which is equivalent to "magnifying" the axial hydraulic pressure Fa by 9.5 times. Therefore, a small hydraulic pressure can significantly amplify the static friction force of the clutch.
[0056] A power system according to another embodiment of the utility model comprises an engine input shaft 1, a hydraulic drive system and the clutch as described above, wherein the hydraulic drive system comprises a piston 7, wherein the piston 7 is sleeved on the engine input shaft 1, and the piston 7 is used to move axially along the engine input shaft 1 to drive the input part 2 of the clutch to move.
[0057] Since the technical improvements and technical effects of the power system are the same as those of the clutch, the power system will not be described in detail.
[0058] Alternatively, see Figure 1 A second gear structure 12 can also be fixed on the engine input shaft 1. The second gear structure 12 is fixed along the axis, and the second gear structure 12 can also be fixed relative to the engine input shaft 1 in the circumferential direction. In this way, when the clutch is disconnected, the engine can also output power through the second gear structure 12 on the engine input shaft 1, thereby improving the diversity of the power system functions.
[0059] Alternatively, see Figure 1 The second gear structure 12 is located on the side of the piston 7 away from the input part 2 , and an annular cavity 121 is provided on the side of the second gear structure 12 facing the piston 7 , and one end of the piston 7 is movably inserted in the annular cavity 121 .
[0060] In this embodiment, the second gear structure 12 can not only be used as a transmission member to output power, but also form a carrier structure of an annular cavity 121, and the annular cavity 121 can be used as a hydraulic cavity (or piston cavity) of the piston 7. One end of the piston 7 ( Figure 1 The right end (shown in FIG. 1 ) is movably inserted into the annular cavity 121, and the hydraulic oil in the hydraulic drive system can be supplied into the annular cavity 121 to apply hydraulic pressure to the piston 7 and the input part 2. In particular, since there is no need to additionally provide a piston cavity for the movement of the piston 7, the integration of the power system at the engine input shaft 1 is further improved, and the cost is also reduced.
[0061] A car according to another embodiment of the utility model comprises the clutch as described above, or comprises the power system as described above.
[0062] Since the technical improvements and technical effects of the automobile are the same as those of the power system or power system, the automobile will not be described in detail.
[0063] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first" and "second" may explicitly or implicitly include at least one of the features.
[0064] Although the utility model is disclosed as above, the protection scope of the utility model is not limited thereto. Those skilled in the art may make various changes and modifications without departing from the spirit and scope of the utility model, and these changes and modifications will fall within the protection scope of the utility model.
Claims
1. A clutch, characterized in that: The invention comprises an input part (2) and an output part (3) which are respectively sleeved on an engine input shaft (1); the output part (3) is fixed in the axial direction of the engine input shaft (1); an outer ring (31) is provided at one end of the output part (3) in the axial direction; the inner ring wall of the outer ring (31) is a first conical wall (311); the input part (2) is fixed in the circumferential direction of the engine input shaft (1); the outer ring wall of the input part (2) is a second conical wall (21); the input part (2) is used to move along the axial direction so that the second conical wall (21) and the first conical wall (311) are attached to or separated from each other.
2. The clutch according to claim 1, characterized in that: The output part (3) is a first gear structure, the first gear structure extends at one end of the axial direction to form the outer ring (31), and the rigidity of the input part (2) is smaller than the rigidity of the outer ring (31).
3. The clutch according to claim 1, characterized in that: It also comprises an elastic member (4), wherein the elastic member (4) is arranged between the input part (2) and the output part (3).
4. The clutch according to claim 3, characterized in that: The elastic member (4) is a disc spring, and the disc spring is sleeved on the engine input shaft (1).
5. The clutch according to claim 4, characterized in that: It also includes a thrust shoulder (51) fixed relative to the engine input shaft (1), and the thrust shoulder (51) is located between the output part (3) and the input part (2), and the disc spring is located between the thrust shoulder (51) and the input part (2).
6. The clutch according to claim 1, characterized in that: It also comprises a separation bearing sleeved on the engine input shaft (1), wherein the outer ring part of the separation bearing is fixed to the inner ring wall of the output part (3).
7. The clutch according to claim 1, characterized in that: The tapers of the first tapered wall (311) and the second tapered wall (21) are α, respectively, and α is 5°-7°.
8. A power system, characterized in that: It comprises an engine input shaft (1), a hydraulic drive system and a clutch as described in any one of claims 1 to 7, wherein the hydraulic drive system comprises a piston (7), the piston (7) is sleeved on the engine input shaft (1), and the piston (7) is used to move along the axial direction of the engine input shaft (1) to drive the input part (2) of the clutch to move.
9. The power system according to claim 8, characterized in that: A second gear structure (12) is also provided on the engine input shaft (1), the second gear structure (12) is fixed along the shaft, the second gear structure (12) is located on a side of the piston (7) away from the input part (2), and an annular cavity (121) is provided on a side of the second gear structure (12) facing the piston (7), one end of the piston (7) is movably inserted in the annular cavity (121).
10. An automobile, characterized in that: It comprises a clutch as described in any one of claims 1 to 7, or it comprises a power system as described in any one of claims 8 to 9.