Electromagnetic clutch and hybrid power transmission system

Abstract

The utility model relates to an electromagnetic clutch and a hybrid power transmission system. The electromagnetic clutch comprises an input shaft, a first combining part, a second combining part and an electromagnetic valve. The first combination part is arranged on the input shaft in a sleeving manner; the second combination part is sleeved on the input shaft in a torque transmission manner and is positioned on one side of the first combination part in the axial direction; the electromagnetic valve is configured to control the second combination part to be connected with and disconnected from the first combination part in a torque transmission mode through power-on and power-off. Wherein the second combination part comprises a hub and an outer ring part, the hub is connected with the input shaft in a torque transmission mode, the outer ring part can be connected with the first combination part in a torque transmission mode, and the hub and the outer ring part can be connected through a torque limiter under a set torque value in a torque transmission mode. The electromagnetic clutch has the impact protection function, and meanwhile the lightweight design of a hybrid power transmission system is achieved.

Description

TECHNICAL FIELD

[0001] The utility model relates to transmission technical field, specifically, the utility model relates to a kind of electromagnetic clutch and hybrid power transmission system for hybrid vehicle. BACKGROUND

[0002] In hybrid vehicle, engine and motor can be connected in series and parallel to provide power for vehicle. In hybrid power transmission system, clutch separation and combination correspond to series and parallel of system. Traditional hybrid power transmission system uses wet clutch, in order to reduce cost and improve execution efficiency, electromagnetic clutch can also be used.

[0003] When hybrid system is in parallel mode or engine directly drives gear mode, end face tooth of electromagnetic clutch is in meshing state. When vehicle is in impact road, continuous pothole undulating road and emergency braking, hybrid power transmission system will be impacted by impact torque from wheel end, at this time, when engine cylinder misfire, power system is immediately in misfire resonance impact state, leading to transmission input shaft fracture or fracture of other weak parts in system.

[0004] Existing electromagnetic clutch does not have impact protection function, in order to deal with the risk of impact torque in hybrid power transmission system, current method is to increase input shaft diameter to avoid shaft fracture. But increasing input shaft diameter leads to high cost of current system, and is not conducive to lightweight design. Therefore, it is urgent to design a kind of clutch and hybrid power transmission system to solve the above technical problems. UTILITY MODEL CONTENTS

[0005] Therefore, the technical problem to be solved by the utility model is to provide an electromagnetic clutch and hybrid power transmission system.

[0006] In the first aspect, the embodiment of the utility model provides an electromagnetic clutch, comprising: input shaft, first combination component, second combination component and electromagnetic valve. The first combination component is sleeved on the input shaft;The second combination component is torsionally connected to the input shaft, and is located on the axial side of the first combination component;The electromagnetic valve is configured to control the second combination component and the first combination component to be torsionally connected and disconnected by power on and power off. Wherein, the second combination component comprises a hub torsionally connected with the input shaft and an outer ring part capable of being torsionally connected with the first combination component, and the hub and the outer ring part are torsionally connected at a set torque value by torque limiter.

[0007] According to some embodiments of the utility model, the second joint part of the torsion limiter comprises a first friction plate and a second friction plate, one of the first friction plate and the second friction plate is fixed to the hub, the other is fixed to the outer ring part, and the first friction plate and the second friction plate abut in the axial direction; when the outer ring part rotates relative to the hub, the first friction plate and the second friction plate slide and rub.

[0008] According to some embodiments of the utility model, the first friction plate comprises a plurality in the axial direction; the second friction plate comprises a plurality in the axial direction, and the first friction plate and the second friction plate are correspondingly overlapped in the axial direction.

[0009] According to some embodiments of the utility model, the first joint part further comprises a diaphragm spring, the diaphragm spring is arranged on one side of the torsion limiter in the axial direction, and the diaphragm spring is configured to axially compress the first friction plate and the second friction plate.

[0010] According to some embodiments of the utility model, a second joint part bearing is arranged between the hub and the outer ring part.

[0011] According to some embodiments of the utility model, the outer ring part comprises a joint cover plate close to the first joint part and a magnetic cover plate away from the first joint part in the axial direction; wherein the joint cover plate is provided with a structure that can be torsionally jointed with the first joint part on the axial side of the first joint part, and the magnetic cover plate is configured to be driven by the electromagnetic valve to move the second joint part in the axial direction.

[0012] According to some embodiments of the utility model, the joint cover plate is provided with a second joint part joint tooth on the axial side of the first joint part, the first joint part is provided with a first joint part joint tooth on the axial side of the second joint part, and the first joint part and the second joint part are torsionally jointed or disconnected through the tooth structure.

[0013] According to some embodiments of the utility model, the joint cover plate and the magnetic cover plate are fixed together through bolts.

[0014] According to some embodiments of the utility model, the axial side of the first joint part towards the second joint part is provided with a return spring; when the electromagnetic valve is powered on, the second joint part is axially displaced towards the first joint part, and is torsionally jointed with the first joint part; when the electromagnetic valve is powered off, the second joint part is axially displaced away from the first joint part by the return spring, and is disconnected with the first joint part.

[0015] In a second aspect, embodiments of the present invention also provide a hybrid powertrain system comprising: an engine, a P1 motor, an electromagnetic clutch as described in any of the above embodiments, a P3 motor, and wheels. The electromagnetic clutch is disposed between the engine and the P1 motor. The engine and the P3 motor are connected in parallel to provide power to the wheels.

[0016] In the embodiments of this application, the electromagnetic clutch, by providing a torque limiter in the second engagement component, enables torque transmission between the input shaft and the first engagement component in a torque-limited manner. In the engaged state, i.e., during normal torque transmission in parallel mode of the hybrid powertrain, the first and second friction plates in the torque limiter experience static friction, and the hub and outer ring rotate synchronously to transmit torque to the first engagement component. When the vehicle impacts a road surface, experiences continuous potholes or undulating surfaces, or brakes suddenly, instantaneous sliding friction occurs between the first and second friction plates. At this time, the hub and outer ring rotate slightly relative to each other to unload the impact torque, thereby reducing the risk of breakage of the input shaft or other weak parts in the transmission system due to impact.

[0017] In addition, during the process of switching the electromagnetic clutch from the disengaged state to the engaged state, the risk of the engagement teeth between the second engagement component and the first engagement component breaking due to impact can be reduced, thereby providing a buffer protection for the electromagnetic clutch.

[0018] In addition, integrating the torque limiter into the second engagement component eliminates the need to increase the input shaft diameter, making the electromagnetic clutch structure more compact and space-saving. This further enables the lightweight design of the hybrid powertrain system, reducing system cost and energy consumption. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A schematic diagram of a hybrid powertrain system according to some exemplary embodiments of this application is shown;

[0021] Figure 2 A cross-sectional view of an electromagnetic clutch according to some embodiments of this application is shown;

[0022] Figure 3 A cross-sectional view of a second joining component according to some embodiments of this application is shown; and

[0023] Figure 4 A front view of a first connecting component according to some embodiments of this application is shown. Detailed Implementation

[0024] The following describes specific embodiments of the vibration damper according to the present invention with reference to the accompanying drawings. The detailed description and drawings below are provided to exemplify the principles of the present invention. The present invention is not limited to the described preferred embodiments, and the scope of protection of the present invention is defined by the claims.

[0025] In the description of this application, unless otherwise stated, the terms "upper," "lower," "inner," "outer," etc., indicating orientation or positional relationships are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Furthermore, the terms "first," "second," and "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The directional terms appearing in the following description refer to the directions shown in the figures and are not intended to limit the specific structure of this application.

[0026] In the following description of this utility model, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "inner," "outer," etc., indicating orientation or positional relationship are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. The directional terms appearing in the following description refer to the directions shown in the figures, and are not intended to limit the specific structure of this utility model.

[0027] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Furthermore, it should be understood that the term "torque-transmitting connection" means that torque can be transmitted between two components; the two components may not rotate relative to each other, for example, the two components can be connected by interference fit, bolt connection, gear connection, welding, spline connection, adhesive bonding, etc.; the two components may rotate relative to each other, for example, the two components can transmit torque through a transmission component with a certain elastic deformation property. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0028] In hybrid vehicles, hybrid powertrains typically use wet clutches or electromagnetic clutches to switch between parallel and series operation of the engine and electric motor. Wet clutches, requiring hydraulic actuators, are expensive, have long response times, and low efficiency. Electromagnetic clutches, on the other hand, lack impact protection. To reduce the risk of input shaft breakage during road impacts and emergency braking, the diameter or other dimensions of vulnerable components like the input shaft must be increased, which hinders lightweight system design. Therefore, this invention proposes a hybrid powertrain and electromagnetic clutch for vehicles that combines low cost, fast response time, and high efficiency with impact protection.

[0029] Figure 1 A schematic diagram of a hybrid powertrain system according to some exemplary embodiments of this application is shown. Figure 1 As shown, the hybrid powertrain includes: an engine 100, a P1 motor 200, an electromagnetic clutch 300, a P3 motor 400, and wheels 500. The electromagnetic clutch 300 is disposed between the engine 100 and the P1 motor 200. The engine 100 and the P3 motor 400 are connected in parallel to provide power to the wheels 500.

[0030] The electromagnetic clutch 300 can be integrated into the gearbox and can switch between engaged and disengaged states to enable switching between parallel and series modes between the engine and the electric motor in a hybrid powertrain system.

[0031] Figure 2 A cross-sectional view of an electromagnetic clutch 300 according to some embodiments of this application is shown; Figure 3 A cross-sectional view of the second joining member 3 according to some embodiments of this application is shown; and Figure 4 A front view of the first connecting component 2 according to some embodiments of this application is shown. Figures 2 to 4 As shown, the electromagnetic clutch provided according to an embodiment of the present invention includes: an input shaft 1, a first engaging component 2, a second engaging component 3, and a solenoid valve 4. The first engaging component 2 is sleeved on the input shaft 1. The second engaging component 3 is torsionally sleeved on the input shaft 1 and located on one axial side of the first engaging component 2; the term "torsionally capable" means that it can be rotated by a rotational force from a rotational drive source, such as the input shaft 1. The solenoid valve 4 is configured to control the torsionally engagement and disengagement of the second engaging component 3 and the first engaging component 2 by energizing and de-energizing. In addition, in the electromagnetic clutch 300, an input shaft bearing 7 is also provided on the input shaft 1, and the input shaft bearing 7 is supported between the input shaft 1 and the gearbox housing.

[0032] like Figure 2As shown, one side of the input shaft 1 is connected to the input side of the P1 motor, and the other side is connected to the engine-side gear 11. When the second connecting component 3 is disconnected from the first connecting component 2, in series mode, the power of the input shaft 1 is transmitted to the generator through the engine-side gear 11.

[0033] See Figure 4 As shown, the first connecting component 2 is provided with a first connecting component engagement tooth 21 on the side axially facing the second connecting component 3, which can be torsionally connected to the second connecting component 3; the outer peripheral side of the first connecting component 2 has an external tooth 22, which is torsionally connected to the intermediate shaft of the gearbox, and the intermediate shaft of the gearbox is connected to the P3 motor.

[0034] See Figure 3 As shown, the second connecting component 3 includes a hub 31 that is torque-transmittingly connected to the input shaft 1 and an outer ring portion 32 that is torque-transmittingly connected to the first connecting component 2. The hub 31 is located radially inner to the second connecting component 3, and the outer ring portion 32 is located radially outer to the second connecting component 3. The hub 31 and the outer ring portion 32 are connected to each other to transmit torque at a set torque value via a torque limiter 33. The aforementioned "set torque value" refers to the torque limiter's ability to transmit torque within a certain torque threshold; beyond this threshold, it does not transmit torque.

[0035] Specifically, the hub 31 and the outer ring 32 are connected in a torque-limiting manner through a torque limiter 33, rather than a rigid connection. This allows the hub 31 and the outer ring 32 to rotate relative to each other when the second engagement component 3 is subjected to external impact or other factors that cause excessive torque exceeding the set torque value. This serves to limit the torque and also provides buffer protection for the electromagnetic clutch 300.

[0036] Furthermore, the hub 31 and the input shaft 1 are connected via a spline for torque transmission, allowing the second engagement component 3 to move axially along the input shaft 1, and the input shaft 1 to transmit torque to the hub 31. The hub 31 transmits torque to the outer ring portion 32 with torque limitation through the torque limiter 33. When the input torque at the input end exceeds a set torque value, a certain degree of relative rotation is allowed between the outer ring portion 32 and the hub 31. Especially when the electromagnetic clutch 300 is engaged, i.e., when the outer ring portion 32 of the first engagement component 2 and the second engagement component 3 are engaged, during vehicle impacts, continuous potholes, and emergency braking, if the input shaft 1 and the first engagement component 2 rotate asynchronously due to impact, the torque limiter 33 can allow a certain degree of relative rotation between the input shaft 1 and the first engagement component 2, thus counteracting the excessive torque exerted by the first engagement component 2 on the input shaft 1. The torque limiter 33 provides the electromagnetic clutch with impact protection, greatly reducing the risk of breakage of the input shaft 1 or other weak parts in the transmission system due to impact. In addition, during the process of switching the electromagnetic clutch 300 from the disengaged state to the engaged state, the first engagement component 2 is required to reach the synchronous speed that matches the second engagement component 3. If the calibrated synchronous speed is not reached and an impact occurs between the engagement teeth, the torque limiter 33 can also play a buffering and protective role for the electromagnetic clutch 300.

[0037] In some alternative embodiments, such as Figure 3 As shown, the torque limiter 33 includes a first friction plate 331 and a second friction plate 332. One of the first friction plate 331 and the second friction plate 332 is fixed to the hub 31, and the other is fixed to the outer ring portion 32. The first friction plate 331 and the second friction plate 332 abut against each other in the axial direction. For example, in Figure 3 In the middle, the first friction plate 331 is fixed to the hub 31, and the second friction plate 332 is fixed to the outer ring 32; and vice versa.

[0038] In the engaged state, i.e. during normal torque transmission, there is static friction between the first friction plate 331 and the second friction plate 332, and the hub 31 and the outer ring 32 rotate synchronously to transmit torque to the first engaging component 2. When an impact occurs, sliding friction occurs instantaneously between the first friction plate 331 and the second friction plate 332. At this time, the hub 31 and the outer ring 32 rotate slightly relative to each other to unload the impact torque, thereby reducing the risk of the input shaft 1 or other weak parts in the transmission system breaking due to the impact.

[0039] In some alternative embodiments, such as Figure 3 As shown, the first friction plate 331 includes multiple parts in the axial direction; the second friction plate 332 includes multiple parts in the axial direction, and the first friction plate 331 and the second friction plate 332 are correspondingly overlapped in the axial direction.

[0040] For example Figure 3 In the design, the torque limiter 33 includes two first friction plates 331 arranged axially spaced apart, and three second friction plates 332 arranged axially spaced apart. Each first friction plate 331 is axially sandwiched between two second friction plates 332, so that when the hub 31 and the outer ring 32 rotate relative to each other, both axial sides of each first friction plate 331 can generate sliding friction with the second friction plates 332, thereby further enhancing the impact protection capability of the electromagnetic clutch 300. It can be understood that... Figure 3 For illustrative purposes only, the number and distribution of the first friction plate 331 and the second friction plate 332 may also be in other forms, which are not limited here, as long as the first friction plate 331 and the second friction plate 332 have a set static friction force to transmit torque, and sliding friction to unload the impact torque when the maximum static friction force is exceeded.

[0041] In some optional embodiments, the second coupling component 3 further includes a diaphragm spring 34. The diaphragm spring 34 is disposed on the axial side of the torque limiter 33, that is, on the axial side of the overlapping assembly formed by the first friction plate 331 and the second friction plate 332. The diaphragm spring 34 is configured to provide an axial clamping force on the first friction plate 331 and the second friction plate 332 so that a certain frictional force is maintained between the first friction plate 331 and the second friction plate 332, thereby enabling the torque limiter 33 to transmit torque at a set torque value.

[0042] like Figure 3 As shown, the diaphragm spring 34 is disposed on one axial side of the torque limiter 33. It can be understood that the diaphragm spring 34 can also be disposed on both axial sides of the torque limiter 33. Of course, the diaphragm spring 34 can also be disposed in other arrangements, as long as it can maintain the set frictional force between the first friction plate 331 and the second friction plate 332.

[0043] In some alternative embodiments, such as Figure 2 As shown, the outer ring portion 32 includes a connecting cover plate 321 close to the first connecting member 2 and a magnetic cover plate 322 away from the first connecting member 2 in the axial direction. The connecting cover plate 321 is provided with a structure that can torque-transmittently engage with the first connecting member 2 on the axial side facing the first connecting member 2, and the magnetic cover plate 322 is configured to drive the second connecting member 3 to move axially via the solenoid valve 4.

[0044] Specifically, in combination Figure 4 and Figure 3 As shown, in some embodiments, the connecting cover plate 321 is provided with a second connecting component engaging tooth on the axial side facing the first connecting component 2, and the first connecting component 2 is provided with a second connecting component engaging tooth 21 on the axial side facing the second connecting component 3. The first connecting component 2 and the second connecting component 3 can be torsionally engaged or disengaged through the tooth structure.

[0045] Optionally, such as Figure 3 As shown, the connecting cover plate 321 and the magnetic cover plate 322 are fixed together by bolts 36. Of course, the connecting cover plate 321 and the magnetic cover plate 322 can also be fixedly connected by other means such as welding, which is not limited here.

[0046] In some alternative embodiments, a second coupling bearing 35 is provided between the hub 31 and the outer ring portion 32. The second coupling bearing 35 is supported between the hub 31 and the outer ring portion 32 to allow relative rotation between them. Alternatively, as... Figure 2 As shown, two second connecting component bearings 35 are provided, respectively located between the connecting cover plate 321 and the hub 31, and between the magnetic cover plate 322 and the hub 31.

[0047] In some alternative embodiments, such as Figure 2 As shown, a return spring 5 is provided on the axial side of the first connecting component 2 facing the second connecting component 3. When the solenoid valve 4 is energized, the second connecting component 3, under the thrust of the solenoid valve 4, can overcome the elastic force of the return spring 5 and move axially toward the first connecting component 2, and engage with the first connecting component 2 in a torsionally manner. At this time, the hybrid power transmission system is in parallel mode. When the solenoid valve 4 is de-energized, the second connecting component 3 loses the thrust of the solenoid valve 4 and can move axially away from the first connecting component 2 through the elastic force of the return spring 5, and disconnect from the first connecting component 2. At this time, the hybrid power transmission system is in series mode.

[0048] Optionally, such as ​ As shown, a limiting ring groove 6 is also provided on the axial side of the first connecting component 2 facing the second connecting component, and the return spring 5 is disposed in the limiting ring groove 6.

[0049] This utility model also provides a hybrid power transmission system, including: an engine 100, a P1 motor 200, an electromagnetic clutch 300, a P3 motor 400, and wheels 500. The electromagnetic clutch 300 is disposed between the engine 100 and the P1 motor 200. The engine 100 and the P3 motor 400 are connected in parallel to provide power to the wheels 500.

[0050] In the embodiments of this application, the electromagnetic clutch, by providing a torque limiter 33 in the second engagement component 3, enables torque transmission between the input shaft 1 and the first engagement component 2 with limited torque. In the engaged state, that is, during normal torque transmission of the hybrid powertrain in parallel mode, the first friction plate 331 and the second friction plate 332 in the torque limiter 33 experience static friction, and the hub 31 and the outer ring 32 rotate synchronously to transmit torque to the first engagement component 2; when the vehicle impacts the road surface, experiences continuous potholes and undulations, or brakes suddenly, instantaneous sliding friction occurs between the first friction plate 331 and the second friction plate 332. At this time, the hub 31 and the outer ring 32 rotate slightly relative to each other to unload the impact torque, thereby reducing the risk of the input shaft 1 or other weak parts in the transmission system breaking due to impact.

[0051] Furthermore, during the process of switching the electromagnetic clutch 300 from the disengaged state to the engaged state, the risk of the engagement teeth between the second engagement component 3 and the first engagement component 2 breaking due to impact can be reduced, thereby providing a buffer protection for the electromagnetic clutch 300.

[0052] In addition, integrating the torque limiter 33 into the second engagement component 3 eliminates the need to increase the shaft diameter of the input shaft, making the electromagnetic clutch 300 more compact and space-saving, further realizing the lightweight design of the hybrid power transmission system and reducing system cost and energy consumption.

[0053] In summary, this utility model's electromagnetic clutch integrates a second engagement component with torque limiting protection, occupying little space. It combines the high efficiency of electromagnetic clutch engagement and disengagement with torque limiting protection, thus solving customers' pain points.

[0054] While possible embodiments have been described exemplarily in the foregoing description, it should be understood that numerous variations of the embodiments exist through combinations of all known and readily conceived technical features and implementation methods. Furthermore, it should be understood that the exemplary embodiments are merely examples and do not in any way limit the scope, application, or construction of this invention. The foregoing description is more intended to provide those skilled in the art with technical guidance for transforming at least one exemplary embodiment, wherein various changes, particularly regarding the function and structure of the components, can be made without departing from the scope of the claims.

Claims

1. An electromagnetic clutch, characterized in that, include: Input axis (1); The first connecting component (2) is sleeved on the input shaft (1); A second connecting component (3), which is torsionally fitted onto the input shaft (1) and located on one axial side of the first connecting component (2); and A solenoid valve (4) is configured to control the second coupling member (3) torsionally engage and disengage with the first coupling member (2) by energizing and de-energizing; The second connecting component (3) includes a hub (31) that is torque-transmittingly connected to the input shaft and an outer ring (32) that is torque-transmittingly connected to the first connecting component (2). The hub (31) and the outer ring (32) are torque-transmittingly connected at a set torque value via a torque limiter (33).

2. The electromagnetic clutch according to claim 1, characterized in that, The torque limiter (33) includes a first friction plate (331) and a second friction plate (332). One of the first friction plate (331) and the second friction plate (332) is fixed to the hub (31), and the other is fixed to the outer ring (32). The first friction plate (331) and the second friction plate (332) abut against each other in the axial direction. When the outer ring (32) rotates relative to the hub (31), the first friction plate (331) and the second friction plate (332) slide against each other.

3. The electromagnetic clutch according to claim 2, characterized in that, The first friction plate (331) includes a plurality of friction plates in the axial direction; the second friction plate (332) includes a plurality of friction plates in the axial direction, and the first friction plate (331) and the second friction plate (332) are correspondingly overlapped in the axial direction.

4. The electromagnetic clutch according to claim 2, characterized in that, The first connecting component (2) further includes a diaphragm spring (34), which is disposed on the axial side of the torque limiter (33) and is configured to axially press the first friction plate (331) and the second friction plate (332).

5. The electromagnetic clutch according to claim 1, characterized in that, A second connecting component bearing (35) is provided between the hub (31) and the outer ring (32).

6. The electromagnetic clutch according to claim 1, characterized in that, The outer ring portion (32) includes, in the axial direction, a connecting cover plate (321) close to the first connecting member (2) and a magnetic cover plate (322) away from the first connecting member (2); wherein, the connecting cover plate (321) is provided with a structure that can be torsionally connected to the first connecting member (2) on the axial side facing the first connecting member (2), and the magnetic cover plate (322) is configured to drive the second connecting member (3) to move axially via the solenoid valve (4).

7. The electromagnetic clutch according to claim 6, characterized in that, The connecting cover plate (321) is provided with a second connecting component engaging tooth on the axial side facing the first connecting component (2), and the first connecting component (2) is provided with a first connecting component engaging tooth (21) on the axial side facing the second connecting component (3). The first connecting component (2) and the second connecting component (3) can be torsionally engaged or disengaged through the tooth structure.

8. The electromagnetic clutch according to claim 6, characterized in that, The connecting cover plate (321) and the magnetic cover plate (322) are fixed together by bolts (37).

9. The electromagnetic clutch according to claim 1, characterized in that, A return spring (5) is provided on the axial side of the first connecting component (2) facing the second connecting component (3); when the solenoid valve (4) is energized, the second connecting component (3) is axially displaced in the direction of the first connecting component (2) and is torsionally engaged with the first connecting component (2); when the solenoid valve (4) is de-energized, the second connecting component (3) is axially displaced by the return spring (5) in the direction away from the first connecting component (2) and is disconnected from the first connecting component (2).

10. A hybrid powertrain system, characterized in that, include: Engine (100); P1 motor (200); The electromagnetic clutch (300) as described in any one of claims 1 to 9 is disposed between the engine (100) and the P1 motor (200); P3 motor (400); and Wheels (500); The engine (100) is connected in parallel with the P3 motor (400) to provide power to the wheel (500).

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