Clutch for P1 hybrid electric vehicle

Abstract

The clutch for the P1 hybrid electric vehicle comprises a driving end assembly, a driven end assembly, a friction assembly, a control mechanism and an oil duct system, and the driving end assembly is configured to be connected with an engine; the driven end assembly is configured to be connected with the gearbox; the friction assembly is arranged between the driven end assembly and the driving end assembly; the control mechanism is configured to change the connection state of the driving end assembly and the driven end assembly by controlling the friction assembly. The oil duct system is configured to feed and discharge oil to the control mechanism and is used for providing at least two acting forces to the control system, the directions of the at least two acting forces are opposite, and one acting force plays a positive role in combination of the clutch and the engine so as to drive the clutch to be combined with the engine; and the other acting force plays a positive role in disconnection of the clutch and the engine, so that disconnection of the clutch and the engine is accelerated, the interruption time of power transmission of an automobile is shortened, the gear shifting speed is increased, and fuel oil consumption is low.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile clutch, in particular to a clutch for P1 hybrid electric vehicle. BACKGROUND

[0002] With the development of science and technology, hybrid electric vehicles have broad application prospects in the current and future automobile market. In existing hybrid electric vehicles, the P1 hybrid power system installs the motor at the rear end of the engine crankshaft and in front of the clutch. The main function of the clutch is to control the power connection and disconnection between the engine and the transmission system, so that the vehicle can be converted in multiple modes.

[0003] In the existing power system of P1 hybrid electric vehicles, an oil cavity is arranged in the clutch. By changing the oil pressure in the oil cavity, the combination and disconnection between the clutch and the engine can be controlled.

[0004] However, in the existing oil passage system of the clutch, an oil cavity is arranged. The oil in the oil cavity can generate a thrust force on the driving skeleton in the clutch to combine the clutch friction pair with the engine. By reducing the oil pressure in the oil cavity, the thrust force is reduced to control the disconnection of the clutch friction pair and the engine. Therefore, only one oil cavity is used to control the combination and disconnection of the clutch. The disconnection and combination speed of the clutch is relatively slow. In hybrid electric vehicles, the disconnection speed of the clutch can cause problems such as prolonged power transmission interruption time, slow gear shifting, high fuel consumption, and other problems affecting the vehicle.

[0005] Therefore, the clutch in the existing P1 hybrid electric vehicle has further improvement space. CONTENT OF THE INVENTION

[0006] Therefore, in view of the above technical problems in the prior art, the present application provides a clutch for P1 hybrid electric vehicle, which is provided with a control mechanism and an oil passage system. The oil passage system can generate at least two different forces on the control system to accelerate the disconnection speed of the clutch and the engine.

[0007] The present application provides a clutch for P1 hybrid electric vehicle, comprising:

[0008] The driving end assembly is configured to connect the engine.

[0009] The driven end assembly is configured to connect the transmission.

[0010] The friction assembly is arranged between the driven end assembly and the driving end assembly.

[0011] The operating mechanism is configured to change the connection state of the driving end component and the driven end component by controlling the friction component;

[0012] The oil passage system is configured to supply at least two forces to the operating mechanism, and the directions of the at least two forces are opposite.

[0013] Compared with the prior art, the clutch for the P1 hybrid vehicle provided in the application can generate at least two forces in cooperation with the operating mechanism, and the two forces are opposite, one of which can positively affect the combination of the clutch and the engine to drive the combination of the clutch and the engine, and the other of which can positively affect the disconnection of the clutch and the engine to accelerate the disconnection of the clutch and the engine, thereby reducing the interruption time of power transmission of the vehicle, accelerating the gear shifting speed, and reducing fuel consumption.

[0014] Preferably, the oil passage system is configured to supply a first force and a second force to the operating mechanism, and the directions of the first force and the second force are opposite.

[0015] The first force acts on the driven end component to couple the driving end component and the driven end component through the friction component.

[0016] The second force is configured to decouple the driving end component and the driven end component.

[0017] In the embodiment, the second force can accelerate the decoupling speed of the driving end component and the driven end component, and improve the decoupling speed of the clutch and the engine.

[0018] Preferably, the oil passage system further comprises a first oil cavity and a second oil cavity, and the first oil cavity is independently arranged from the second oil cavity.

[0019] The oil passage system comprises a first oil passage and a second oil passage, and the first oil passage is independently arranged from the second oil passage.

[0020] The first oil passage is in communication with the first oil cavity to generate the first force.

[0021] The second oil passage is in communication with the second oil cavity to generate the second force.

[0022] In the embodiment, the two independently arranged oil cavities and the two independently arranged oil passages cooperate to generate two forces that do not interfere with each other, improve the action accuracy of the forces, and reduce energy waste.

[0023] Preferably, the driven end component comprises a driven hub and a driven shell, and the driven hub is connected to the driven shell.

[0024] The driving end assembly comprises a driving hub and a driving shell, and the driving hub is connected with the driving shell.

[0025] The driving shell and the driven shell are coaxially arranged, and a space for installing the friction assembly is arranged between the driving shell and the driven shell in the radial direction.

[0026] In the embodiment, the friction assembly is arranged between the driving shell and the driven shell, thereby reducing the energy loss when the clutch is connected with the engine.

[0027] Preferably, the operating mechanism comprises a driving skeleton and a driven skeleton, and the first force and the second force are both applied to the driving skeleton.

[0028] The driving skeleton is sealingly connected with the driven hub and the driven shell to form a first oil cavity.

[0029] The driven skeleton is sealingly connected with the driving skeleton and the driven hub to form a second oil cavity.

[0030] Further comprising a rebound device arranged in the second oil cavity for providing a rebound force to the operating mechanism.

[0031] Preferably, the first oil path and the second oil path are arranged in parallel and spaced apart on the driven hub.

[0032] The first oil path comprises a first oil inlet and a first oil outlet, the first oil inlet is opened on the outer side wall of the end of the driven hub away from the operating mechanism, and the first oil outlet is opened on the outer side wall of the driven hub corresponding to the first oil cavity.

[0033] The second oil path comprises a second oil inlet and a second oil outlet, the second oil inlet is opened on the inner side wall of the end of the driven hub away from the operating mechanism, and the first oil outlet is opened on the outer side wall of the driven hub corresponding to the second oil cavity.

[0034] In the embodiment, the oil inlets of the first oil path and the second oil path are arranged on the inner side and the outer side of the driven hub respectively, so that the oil supply system can reasonably use the inner and outer spaces of the driven hub, and the integration of the clutch is improved.

[0035] Preferably, the friction assembly comprises a first partition plate, a friction pair and a second partition plate.

[0036] The first partition plate is connected with the driven end assembly, and a plurality of first partition plates are arranged in parallel and spaced apart.

[0037] The second partition plate is connected with the driving end assembly, and a plurality of second partition plates are arranged in parallel and spaced apart.

[0038] The first partition plate and the second partition plate are arranged alternately, and the friction pair is located between the first partition plate and the second partition plate.

[0039] In the embodiment, the connection state of the friction pair and the first partition plate and the second partition plate can be realized by changing the spacing between the first partition plate and the second partition plate, so as to control the connection state of the clutch and the engine, and the structure is simple, and the control is convenient and fast.

[0040] Preferably, the operating mechanism further comprises a first sealing member, a second sealing member and a third sealing member.

[0041] The first sealing member is used for sealing between the end of the driving backbone away from the driven hub and the driven shell;

[0042] The second sealing member is used for sealing between the driving backbone and the end of the driven backbone away from the driven hub;

[0043] The third sealing member is used for sealing between the driving backbone and the driven hub;

[0044] The driven hub is provided with a limiting groove for mounting the driven backbone.

[0045] In the embodiment, a plurality of sealing members are arranged, so that the driving backbone can be sealed between the driving backbone and the driven backbone to form an oil cavity under a certain activity displacement.

[0046] Preferably, the driven shell is provided with a first limiting clamping groove, and the first partition plate is provided with a plurality of first limiting teeth arranged at intervals on the outside of the first partition plate, the first limiting teeth are located in the first limiting clamping groove, and the first partition plate is connected with the driven shell; wherein the first partition plate can be axially displaced along the first limiting clamping groove.

[0047] The driving shell is provided with a second limiting clamping groove, and the second partition plate is provided with a plurality of second limiting teeth arranged at intervals on the inside of the second partition plate, the second limiting teeth are located in the second limiting clamping groove, and the second partition plate is connected with the driving shell; wherein the second partition plate can be axially displaced along the second limiting clamping groove.

[0048] In the embodiment, by arranging the limiting clamping groove, the first partition plate and the second partition plate can be connected with the driving shell and the driven shell respectively, and the first partition plate and the second partition plate can also have axial displacement.

[0049] Preferably, it further comprises a rotor support, the rotor support is welded on the driving hub, the rotor support is used for mounting the motor, and the driving shell and the rotor support are connected through rivets;

[0050] The axial section of the rotor support is T-shaped, the axial section of the driving shell is L-shaped, and the connecting surface of the driving shell and the rotor support is a plane.

[0051] In the embodiment, the driving shell is directly connected with the rotor support, and the driving shell is connected with the driving hub through the rotor support. Under the structure characteristics of the rotor support and the driving shell, energy loss during power transmission is reduced. BRIEF DESCRIPTION OF DRAWINGS

[0052] Figure 1 is a perspective structural schematic diagram of a clutch for a P1 hybrid electric vehicle provided by an embodiment of the present application;

[0053] Figure 2 is a partial cross-sectional structural schematic diagram of a clutch for a P1 hybrid electric vehicle provided by an embodiment of the present application Figure 1 ;

[0054] Figure 3 is a partial cross-sectional structural schematic diagram of a clutch for a P1 hybrid electric vehicle provided by an embodiment of the present application Figure 2 ;

[0055] Figure 4 is a partial structural schematic diagram of a clutch for a P1 hybrid electric vehicle provided by an embodiment of the present application Figure 3 .

[0056] Reference signs: 1, clutch for a P1 hybrid electric vehicle;

[0057] 101, driving hub; 102, driving shell; 103, driven hub; 104, driven shell; 105, driving skeleton; 106, driven skeleton; 107, rebound device; 108, rivet; 109, first oil path; 110, second oil path; 111, first oil cavity; 112, second oil cavity; 113, first partition plate; 114, second partition plate; 115, friction pair; 116, first limiting clamping groove; 117, second limiting clamping groove; 118, first limiting tooth; 119, second limiting tooth; 120, rotor support; 121, limiting plate; 122, thrust needle bearing; 123, first sealing element; 124, second sealing element; 125, third sealing element. DETAILED DESCRIPTION

[0058] In order for those skilled in the art to better understand the technical solutions of the present disclosure, the present disclosure will be described in detail below in conjunction with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present disclosure and do not limit the present disclosure.

[0059] In the description of the present application, if the first, second are described for the purpose of distinguishing technical features, it cannot be understood as indicating or implying that the relative importance of the indicated technical features or the number of technical features indicated or implied, or the order of the indicated technical features.

[0060] Those skilled in the art should understand that in the disclosure of the present application, the orientation or positional relationship indicated by the terms "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like is based on the orientation or positional relationship shown in the drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, therefore the above-mentioned terms cannot be understood as a limitation of the present application.

[0061] The present application will be further described in detail below with reference to the accompanying drawings, see as Figures 1 to 4 Description.

[0062] The present application provides a P1 hybrid vehicle clutch 1 (hereinafter referred to as clutch 1), one end of which is connected with a gearbox, the other end is connected with an engine, and the end connected with the engine is also connected with a rotor support 120 for installing a P1 motor; the clutch 1 is used to control the connection and disconnection between the transmission system (including the gearbox) and the engine, so as to meet the demand of mode change and gear shift in hybrid power vehicle.

[0063] As Figures 1 to 4 shown, the clutch 1 includes a driving end assembly, a driven end assembly, a friction assembly and a control mechanism, the driving end assembly is connected with the engine, the driven end assembly is connected with the gearbox, the driving end assembly and the driven end assembly are connected through the friction assembly, and the control mechanism applies force to the friction assembly to control the connection state of the friction assembly and the driving end assembly and the driven end assembly, thereby controlling the combination of the clutch 1 and the engine.

[0064] Among them, the clutch 1 is also provided with an oil channel system, and an oil cavity is arranged in the control mechanism, the oil channel system can supply and discharge oil to the oil cavity, and the oil cavity can provide at least two directions of force to the control mechanism, and the directions of the two forces are parallel to the axial direction, one of the two forces can actively promote the combination of the clutch 1 and the engine to drive the clutch 1 to combine with the engine, and the other force can actively promote the disconnection of the clutch 1 and the engine, so as to accelerate the connection and disconnection of the clutch 1 and the engine, thereby reducing the interruption time of power transmission of the vehicle, accelerating the gear shifting speed and reducing the fuel consumption.

[0065] Further, the specific structure of the clutch 1 is further described; asFigure 2 , Figure 3 As shown, the active end assembly includes an active hub 101 and an active housing 102. The active hub 101 and the active housing 102 are connected. The active hub 101 is connected to the engine via a spline. The rotor bracket 120 is sleeved on the active hub 101. The active housing 102 is connected to the rotor bracket 120 via rivets 108, thereby realizing the connection between the active housing 102 and the engine.

[0066] The driven end assembly includes a driven hub 103 and a driven housing 104. The driven hub 103 is coaxially arranged with the driving hub 101, and a thrust needle roller bearing 122 is provided between the driven hub 103 and the driving hub 101. The driven housing 104 is sleeved on the driving hub 101 and welded to the driven hub 103. The driven housing 104 is coaxially arranged with the driving housing 102, and the inner diameter of the driven housing 104 is larger than the inner diameter of the driving housing 102. In the axial projection, the driven housing 104 and the driving housing 102 have an overlapping portion, thereby forming a space between the driven housing 104 and the driving housing 102 for installing a friction assembly. The friction assembly is located outside the driving housing 102 and inside the driven housing 104. Through the friction assembly, the driven housing 104 and the driving housing 102 can be connected, thereby realizing the engagement of the clutch 1 with the engine.

[0067] In addition, a wire clamp can be provided between the driving hub 101 and the driven hub 103 to connect the driving hub 101 and the driven hub 103, which facilitates transportation and assembly.

[0068] It should be noted that in this embodiment, the axial section of the rotor support 120 is two opposing T-shapes, the axial section of the active housing 102 is two opposing L-shapes, and the connection surface between the active housing 102 and the rotor support 120 is a plane, thereby making the rotor support 120 and the active housing 102 simple in structure and reducing the bending part, thus reducing the energy loss during power transmission.

[0069] Furthermore, such as Figures 2 to 4 As shown, the friction assembly includes a first partition 113, a friction pair 115, and a second partition 114. The first partition 113 is axially movably connected to the driven housing 104, and multiple first partitions 113 are spaced apart parallel to the axial direction. The second partition 114 is axially movably connected to the active housing 102, and multiple second partitions 114 are spaced apart parallel to the axial direction. The first partitions 113 and the second partitions 114 are staggered. Multiple friction pairs 115 are provided, and the friction pairs 115 are located between the first partitions 113 and the second partitions 114, that is, there is a friction pair 115 between any adjacent first partitions 113 and second partitions 114.

[0070] In the embodiment, the operating mechanism pushes the first partition plate 113 and the second partition plate 114 to move by applying a pressing force to the first partition plate 113 or the second partition plate 114, so that the first partition plate 113, the friction pair 115 and the second partition plate 114 are pressed, and the connection between the driven shell 104 and the driving shell 102 is achieved, and the clutch 1 is connected with the engine; or the operating mechanism removes the pressing force or applies a releasing force, so that the gap between the friction pair 115, the first partition plate 113 and the second partition plate 114 is increased, the connection between the driven shell 104 and the driving shell 102 is disabled, and the clutch 1 is disconnected with the engine.

[0071] Specifically, as shown in Figures 2 to 4 The driven shell 104 includes a driven shaft mounting portion, which is a cylindrical structure, and the driven shaft mounting portion is provided with a first limiting slot 116, and the length extension direction of the first limiting slot 116 is parallel to the axis, and the first limiting slot 116 is provided in plurality, and the plurality of first limiting slots 116 are arranged at intervals on the driven shaft mounting portion; the first partition plate 113 is provided with a plurality of first limiting teeth 118 arranged at intervals outside, and the first limiting teeth 118 are provided in plurality, and the plurality of first limiting teeth 118 are arranged at intervals, and the first limiting teeth 118 are arranged in the first limiting slot 116, so as to connect the first partition plate 113 with the driven shell 104, and the first limiting slot 116 is used for radially limiting the first limiting teeth 118, and the first partition plate 113 can be axially displaced along the first limiting slot 116.

[0072] It should be noted that the first limiting slot 116 and the first limiting tooth 118 are matched in shape, and in the embodiment, the first limiting slot 116 is a truncated cone structure; and as shown in Figure 4 The first limiting slot 116 is provided with a heat dissipation opening, and the heat dissipation opening is used for heat dissipation at the connection between the first partition plate 113 and the driven shell 104.

[0073] Similarly, as shown in Figures 2 to 4 The driving shell 102 includes a driving shaft mounting portion, which is a cylindrical structure, and the driving shaft mounting portion is provided with a second limiting slot 117, and the length extension direction of the second limiting slot 117 is parallel to the axis, and the second limiting slot 117 is provided in plurality, and the plurality of second limiting slots 117 are arranged at intervals on the driving shaft mounting portion; the second partition plate 114 is provided with a plurality of second limiting teeth 119 arranged at intervals inside, and the second limiting teeth 119 are provided in plurality, and the plurality of second limiting teeth 119 are arranged at intervals, and the second limiting teeth 119 are arranged in the second limiting slot 117, so as to connect the second partition plate 114 with the driving shell 102, and the second limiting slot 117 is used for radially limiting the second limiting teeth 119, and the second partition plate 114 can be axially displaced along the second limiting slot 117.

[0074] It should be noted that the second limiting slot 117 is matched with the shape of the second limiting tooth 119, and in the embodiment, the second limiting slot 117 is a frustum structure; and as shown in Figure 4 , the second limiting slot 117 is provided with a heat dissipation opening, and the heat dissipation opening is used for heat dissipation at the connection between the second partition plate 114 and the driving shell 102.

[0075] As shown in Figure 2 , Figure 3 , the friction assembly further includes a limiting plate 121, the limiting plate 121 is axially and radially limitedly connected with the driven shell 104, the limiting plate 121 is arranged on the side close to the engine, and the limiting plate 121 is used for limiting the axial displacement of the first partition plate 113, the second partition plate 114 and the friction pair 115; the operating mechanism acts on the side of the friction assembly close to the gearbox, and is used for applying a force to the friction assembly in the direction of the engine.

[0076] On the basis of any of the above embodiments, the operating mechanism is further described; as shown in Figures 2 to 4 , the operating mechanism includes a driving framework 105 and a driven framework 106, the driving framework 105 is sleeved on the driven hub 103, the inner end of the driving framework 105 is sealingly connected with the driven hub 103, and the outer end of the driving framework 105 on the side close to the gearbox is sealingly connected with the inner side of the driven shell 104 to form the first oil cavity 111; the driven framework 106 is sleeved on the driven hub 103, the driven framework 106 is arranged in a spaced manner with the driving framework 105, the inner side of the driven framework 106 is connected with the driven hub 103, and the outer end of the driven framework 106 on the side close to the gearbox is sealingly connected with the side of the driving framework 105 close to the engine to form the second oil cavity 112. Wherein, the clutch 1 further includes a rebound device 107, the rebound device 107 is arranged in the second oil cavity 112 in the axial direction, one end of the rebound device 107 is connected with the driving framework 105, and the other end of the rebound device 107 is connected with the driven framework 106, and the rebound device 107 is used for providing a rebound force to the operating mechanism, so that the driving framework 105 can be rebounded and reset under the action of the rebound device 107, and disconnected with the friction assembly.

[0077] As shown in Figures 2 to 3As shown, the driving skeleton 105 includes a driving part, which is located outside the first oil cavity 111 and the second oil cavity 112, has an inner diameter greater than the outer diameter of the driving shell 102, has an outer diameter smaller than the inner diameter of the driven shell 104, and is located between the driving shell 102 and the driven shell 104. The driving part is located at the side of the friction assembly close to the gearbox. If an acting force is applied to the driving skeleton 105 in the direction of the engine, the driving skeleton 105 moves in the direction of the engine, the driving part acts on the outside of the friction assembly, so that the friction assembly is compressed, and the driven shell 104 is connected with the driving shell 102. Conversely, if an acting force is applied to the driving skeleton 105 in the direction of the gearbox, the driving skeleton 105 moves in the direction of the gearbox, the compression effect of the driving part on the friction assembly disappears, and the driven shell 104 is disconnected from the driving shell 102.

[0078] It should be noted that in the normal state, the rebound device 107 is used to apply an acting force to the driving skeleton 105 in the direction of the gearbox to push the driven skeleton 106 and the friction assembly apart. The rebound device 107 is preferably any one of a columnar spring, a laminated spring, a butterfly spring or a diaphragm spring. Among them, the driving skeleton 105 and the driven skeleton 106 are provided with a limiting piece for limiting the rebound device 107, so as to better limit the rebound device 107 in the second oil cavity 112.

[0079] Among them, in the embodiment, the shapes of the driving skeleton 105, the driven skeleton 106 and the driven shell 104 can be changed to be suitable for different specifications of automobiles, so as to change the positions and shapes of the first oil cavity 111 and the second oil cavity 112. As shown in FIGS. 2 to Figure 4 As shown, the axial sections of the first oil cavity 111 and the second oil cavity 112 are basically S-shaped; if necessary, the structures of the driving skeleton 105, the driven skeleton 106 and the driven shell 104 can be changed, so that the axial section of the first oil cavity 111 is basically rectangular, and the axial section of the second oil cavity 112 is L-shaped.

[0080] Further, as shown in FIGS. 2 to Figure 2 , Figure 3As shown, the operating mechanism further comprises a first seal 123, a second seal 124 and a third seal 125, and each of the first seal 123, the second seal 124 and the third seal 125 is provided with a sealing lip; wherein the first seal 123 acts between the driving skeleton 105 and the driven shell 104, so as to seal the end of the driving skeleton 105 away from the driven hub 103 and the driven shell 104; the second seal 124 acts between the driving skeleton 105 and the driven skeleton 106, so as to seal the end of the driving skeleton 105 and the driven skeleton 106 away from the driven hub 103; and the third seal 125 acts between the driving skeleton 105 and the driven hub 103, so as to seal the driving skeleton 105 and the driven hub 103.

[0081] As shown, the driven hub 103 is provided with a limiting groove for limiting installation of the driven skeleton 106.

[0082] On the basis of any of the above embodiments, the oil passage system is further described; as shown in Figure 2 , Figure 3 As shown, the oil passage system comprises a first oil passage 109 and a second oil passage 110, the first oil passage 109 is independently provided from the second oil passage 110, and the first oil passage 109 and the second oil passage 110 are both provided on the driven hub 103 and are arranged in parallel and spaced apart.

[0083] As shown in Figure 2 , the first oil passage 109 is communicated with the first oil cavity 111, so as to generate a first acting force, the first acting force acts on the side of the driving skeleton 105 close to the gearbox, and the direction of the first acting force is towards the engine, so as to push the driving skeleton 105 to exert an acting force on the friction assembly towards the engine, so that the driven shell 104 is connected with the driving shell 102; wherein the first oil passage 109 comprises a first oil inlet and a first oil outlet, the first oil inlet is opened on the outer side wall of the end of the driven hub 103 away from the operating mechanism, and the first oil outlet is opened on the corresponding outer side wall of the driven hub 103 of the first oil cavity 111.

[0084] As shown in Figure 3 , the second oil passage 110 is communicated with the second oil cavity 112, so as to generate a second acting force, the second acting force acts on the side of the driving skeleton 105 close to the engine, and the direction of the second acting force is towards the gearbox, so as to push the driving skeleton 105 to move towards the gearbox, so that the driving skeleton 105 is separated from the friction assembly, the first acting force on the friction assembly is cancelled, and the driven shell 104 is disconnected from the driving shell 102.

[0085] In the embodiment, the second force cooperates with the rebound device 107 to act, so that the active skeleton 105 and the friction assembly can be quickly separated, thereby improving the disconnection speed of the clutch 1 and the engine, and then reducing the interruption time of the power transmission of the automobile, accelerating the gear shifting speed and reducing the fuel consumption.

[0086] In addition, the oil inlets of the first oil path 109 and the second oil path 110 are arranged on the inner side and the outer side of the driven hub 103, respectively, so that the oil supply system can reasonably use the inner and outer spaces of the driven hub 103, improve the integration of the clutch 1, and reduce the occupied volume of the clutch 1.

[0087] It should be noted that the embodiments of the present application can be combined into new embodiments as long as the schemes do not conflict and the technical schemes can coexist.

[0088] The above has introduced the present application in detail, and the principle and implementation mode of the present application have been described by applying specific examples. The above embodiment is only used to help understand the present application and the core idea. It should be pointed out that for ordinary skilled persons in the technical field, some improvements and modifications can be made to the present application without departing from the principle of the present application, and these improvements and modifications also fall within the protection scope of the claims of the present application.

Claims

1. A clutch for a P1 hybrid vehicle, characterized by, The clutch comprises: a driving end assembly configured to be connected to an engine; a driven end assembly configured to be connected to a gearbox; a friction assembly arranged between the driving end assembly and the driven end assembly; a control mechanism configured to change the connection state of the driving end assembly and the driven end assembly by controlling the friction assembly; an oil passage system configured to supply at least two forces to the control mechanism in opposite directions.

2. The clutch for P1 hybrid vehicles according to claim 1, wherein: the oil passage system is configured to supply a first force and a second force to the control mechanism in opposite directions; the first force is configured to couple the driving end assembly to the driven end assembly through the friction assembly; and the second force is configured to decouple the driving end assembly from the driven end assembly.

3. The clutch for P1 hybrid vehicles according to claim 2, further comprising: a first oil cavity (111) and a second oil cavity (112), wherein the first oil cavity (111) is independent of the second oil cavity (112); and an oil passage system comprising a first oil passage (109) and a second oil passage (110), wherein the first oil passage (109) is independent of the second oil passage (110); the first oil passage (109) is in communication with the first oil cavity (111) to generate the first force; and the second oil passage (110) is in communication with the second oil cavity (112) to generate the second force.

4. The clutch for P1 hybrid vehicles according to claim 3, wherein: the driven end assembly comprises a driven hub (103) and a driven housing (104), wherein the driven hub (103) is connected to the driven housing (104); and the driving end assembly comprises a driving hub (101) and a driving housing (102), wherein the driving hub (101) is connected to the driving housing (102); the driving housing (102) is coaxially arranged with the driven housing (104); and there is a space for installing the friction assembly between the driving housing (102) and the driven housing (104) in a radial direction.

5. The clutch for P1 hybrid vehicles according to claim 4, wherein: the control mechanism comprises a driving skeleton (105) and a driven skeleton (106), wherein the first force and the second force are both applied to the driving skeleton (105); and the driving skeleton (105) is sealingly connected to the driven hub (103) and the driven housing (104) to form the first oil cavity (111); and the driven skeleton (106) is sealingly connected to the driving skeleton (105) and the driven hub (103) to form the second oil cavity (112); and a rebound device (107) is arranged in the second oil cavity (112) to provide a rebound force to the control mechanism.

6. The clutch for P1 hybrid vehicles according to claim 5, wherein: The first oil passage (109) and the second oil passage (110) are arranged in parallel and spaced apart on the driven hub (103); The first oil passage (109) comprises a first oil inlet and a first oil outlet, the first oil inlet is opened on the outer side wall of the end of the driven hub (103) away from the steering mechanism, and the first oil outlet is opened on the outer side wall of the corresponding driven hub (103) of the first oil cavity (111); The second oil passage (110) comprises a second oil inlet and a second oil outlet, the second oil inlet is opened on the inner side wall of the end of the driven hub (103) away from the steering mechanism, and the first oil outlet is opened on the outer side wall of the corresponding driven hub (103) of the second oil cavity (112).

7. The P1 hybrid vehicle clutch according to claim 5, wherein the friction assembly comprises a first partition plate (113), a friction pair (115) and a second partition plate (114); The first partition plate (113) is connected with the driven end assembly, and a plurality of first partition plates (113) are arranged in parallel and spaced apart; The second partition plate (114) is connected with the driving end assembly, and a plurality of second partition plates (114) are arranged in parallel and spaced apart; The first partition plate (113) and the second partition plate (114) are arranged alternately, and the friction pair (115) is located between the first partition plate (113) and the second partition plate (114).

8. The P1 hybrid vehicle clutch according to claim 7, wherein the steering mechanism further comprises a first sealing member (123), a second sealing member (124) and a third sealing member (125); The first sealing member (123) is used to seal between the end of the driving skeleton (105) away from the driven hub (103) and the driven shell (104); The second sealing member (124) is used to seal between the end of the driving skeleton (105) and the driven skeleton (106) away from the driven hub (103); The third sealing member (125) is used to seal between the driving skeleton (105) and the driven hub (103); The driven hub (103) is provided with a limiting groove for mounting the driven skeleton (106).

9. The P1 hybrid vehicle clutch according to claim 7, wherein the driven shell (104) is provided with a first limiting clamping groove (116), the outer side of the first partition plate (113) is provided with a plurality of first limiting teeth (118) arranged at intervals, and the first limiting teeth (118) are located in the first limiting clamping groove (116) to connect the first partition plate (113) with the driven shell (104); wherein the first partition plate (113) can axially displace along the first limiting clamping groove (116). ​ ​ ​ The active shell (102) is provided with a second limiting clamping groove (117), and the inner side of the second partition plate (114) is provided with a plurality of second limiting teeth (119) arranged at intervals, the second limiting teeth (119) are located in the second limiting clamping groove (117), and the second limiting teeth (119) are used for connecting the second partition plate (114) and the active shell (102); wherein the second partition plate (114) can be axially displaced along the second limiting clamping groove (117).

10. The P1 hybrid vehicle clutch of claim 4, wherein, Further comprising a rotor support (120) welded on the driving hub (101), the rotor support (120) is used for installing a motor, the active shell (102) and the rotor support (120) are connected through rivets (108); The axial section of the rotor support (120) is T-shaped, the axial section of the active shell (102) is L-shaped, and the connecting surface of the active shell (102) and the rotor support (120) is a plane.

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