Double-clutch structure controlled by one-way oil pressure

Abstract

The utility model relates to the technical field of clutches, in particular to a double-clutch structure controlled by one-way oil pressure, which comprises an input shaft, a normally open input hub, a normally open clutch module, an output hub, an output shaft, a normally closed input hub, a normally closed clutch module and an output gear. The input shaft is in transmission connection with the normally-open clutch module through the normally-open input hub, the output hub is in transmission connection with the normally-open clutch module, and the output shaft is in transmission connection with the output hub. The input shaft is in transmission connection with the normally-closed clutch module through the normally-closed input hub, and the output gear is in transmission connection with the normally-closed clutch module. In a non-pressure state, the normally open clutch module is in an open state; the normally closed clutch module is in a closed state. The hydraulic system has the advantages that the two clutches are controlled by adopting a single pressure oil way, so that the hydraulic system is simpler, the number of parts is reduced, the cost is lower, the efficiency of the system is improved due to the use of the normally closed clutch, and the hydraulic system has extremely high cost economy and expansibility.

Description

Technical Field

[0001] This utility model relates to the field of clutch technology, and more particularly to a dual clutch structure controlled by a single-path hydraulic pressure. Background Technology

[0002] Currently, the most common disconnection device between the power source (engine or motor) and the transmission is the wet dual clutch. This type of clutch uses two hydraulic circuits to control the engagement of two clutches separately, ultimately achieving gear shifting. Existing solutions using two separate hydraulic circuits to control the two clutches result in an overly complex structure and high production costs. Furthermore, both clutches are normally open; in the non-operating state, the clutches remain open. Due to the viscosity of the lubricating oil, it adheres to the driving and driven components, generating a certain torque between them—a drag torque. Therefore, in the non-operating state, this drag torque wastes energy and reduces system efficiency. Utility Model Content

[0003] The technical problem this invention aims to solve is that the existing two clutches are both normally open, resulting in low system efficiency. To overcome the above-mentioned defects of the prior art, this invention provides a method to change one of the clutches from a normally open design to a normally closed design, thereby reducing drag torque in the non-working state, reducing energy loss, improving system efficiency, and having extremely high cost-effectiveness and scalability.

[0004] To achieve the objective of this utility model, the following technical solution is adopted:

[0005] A dual-clutch structure controlled by a single-channel hydraulic pressure includes an input shaft, a normally open input hub, a normally open clutch module, an output hub, an output shaft, a normally closed input hub, a normally closed clutch module, and an output gear. The input shaft is driven by the normally open input hub and the normally open clutch module; the output hub is driven by the normally open clutch module; and the output shaft is driven by the output hub, transmitting the torque of the power source to the wheel end connected to the output shaft via the normally open clutch module. The input shaft is driven by the normally closed input hub and the normally closed clutch module; and the output gear is driven by the normally closed clutch module, transmitting the torque of the power source to the wheel end connected to the output gear via the normally closed clutch module. In the absence of hydraulic pressure, the normally open clutch module is in the open state; the normally closed clutch module is in the closed state; under pressure, the normally open clutch module changes to the closed state; and the normally closed clutch module changes to the open state. This structure can control the normally open clutch module and normally closed clutch module to transmit torque through the input shaft, reducing the number of parts, making the structure simpler and the cost lower. At the same time, it transforms the original one-sided normally open clutch structure into a normally closed clutch structure, which can reduce the drag torque generated in the non-working state, reduce energy consumption, improve system efficiency, and has extremely high cost economy and scalability.

[0006] Preferably, the normally closed clutch module includes a normally closed inner housing, a normally closed outer housing, a normally closed friction pair, and a disc spring. The normally closed inner housing is fixedly connected to the normally closed input hub, and the normally closed outer housing is fixedly connected to the output gear, forming a normally closed clutch cavity between the normally closed inner housing and the normally closed outer housing. The normally closed friction pair is located within the normally closed clutch cavity and includes several normally closed partition plates and normally closed friction plates arranged axially and interleaved. Several normally closed partition plates are connected to the normally closed inner housing, and several normally closed friction plates are axially movable and connected to the normally closed outer housing. The disc spring is axially arranged on the normally closed outer housing, with one end of the disc spring abutting against the normally closed friction plate and the other end abutting against the normally closed outer housing. Under the action of the disc spring, the normally closed partition plates and normally closed friction plates are in a normally closed state. By using a disc spring to keep the normally closed partition plate and normally open friction plate in a normally closed state when not in operation, the oil film formed between the normally closed partition plate and normally open friction plate due to the viscosity of the lubricating oil in the open state can be reduced. This reduces the drag torque generated by the shear force of the oil film, reduces energy consumption when not in operation, and improves the efficiency of the overall system.

[0007] Preferably, both ends of the normally closed friction pair are normally closed friction plates, and both ends are normally closed single-sided friction plates with the friction surface located on the inner side. The remaining normally closed friction plates in the middle are normally closed double-sided friction plates. Radially distributed support plates are connected to the outer sides of the normally closed single-sided friction plates at both ends. One end of the disc spring abuts against the support plate on the side away from the normally open clutch module, and the other end abuts against a positioning circlip located inside the normally closed outer shell. The support plates at both ends facilitate better engagement and contact with the disc spring, while the positioning circlip helps to better limit and position the disc spring, ensuring smooth switching between clutch and engagement states.

[0008] Preferably, the normally open clutch module includes a normally open inner housing, a normally open outer housing, a normally open friction pair, and a wave spring. The normally open inner housing is fixedly connected to the normally open input hub, and the normally open outer housing is fixedly connected to the output hub, forming a normally open clutch cavity between the inner and outer housings. The normally open friction pair is located within the normally open clutch cavity and includes several normally open partition plates and normally open friction plates arranged axially and interleaved. The partition plates are connected to the inner housing, and the friction plates are axially movable and connected to the outer housing. The wave spring is axially mounted within the outer housing, and under its action, the partition plates and friction plates are kept in a normally open state. The spring force of the wave spring can move the friction plates away from the partition plates, thereby ensuring that the normally open clutch module remains open when there is no hydraulic pressure.

[0009] Preferably, both ends of the normally open friction pair are normally open friction plates, and both ends are normally open single-sided friction plates with the friction surface located on the inner side. The remaining normally open friction plates located in the middle are normally open double-sided friction plates. A limiting back plate is also provided between the normally open single-sided friction plate located at the end away from the normally closed clutch module and the normally open outer shell. By using single-sided friction plates for the normally open friction plates at both ends, it is ensured that the inner surface can make frictional contact with the normally open partition plate, while the outer surface can abut against the limiting back plate, ensuring normal clutch switching.

[0010] Preferably, the system also includes a drive mechanism for the normally open clutch module and the normally closed clutch module. The drive mechanism includes an oil housing, a normally open drive piston, and a normally closed drive piston. The oil housing is fixedly connected to the gearbox housing. The normally open and normally closed drive pistons are axially movable on opposite sides of the oil housing. The normally open drive piston drives the normally open clutch module to engage or disengage via a normally open needle roller bearing, and the normally closed drive piston drives the normally closed clutch module to engage or disengage via a normally closed needle roller bearing and a pressure plate. Applying pressure causes the normally open drive piston to push the normally open needle roller bearing, thereby compressing the wave spring and pressing the normally open separator plate and normally open friction plate together, thus closing the normally open clutch module. Simultaneously, the normally closed drive piston pushes the normally closed needle roller bearing and the pressure plate, compressing the disc spring and separating the normally closed separator plate and normally closed friction plate, thus opening the normally closed clutch module.

[0011] Preferably, the normally open needle roller bearing is positioned on the normally open clutch module by a normally open limiting snap ring; the normally closed needle roller bearing is positioned on the normally closed clutch module by a normally closed limiting snap ring. The normally open and normally closed limiting snap rings facilitate better limiting and positioning of the needle roller bearing and the friction plate, ensuring optimal friction performance.

[0012] Preferably, both the normally open and normally closed drive pistons are provided with sealing rings on their outer peripheral walls. These sealing rings further ensure the sealing effect of the oil circuit.

[0013] Preferably, the inner peripheral wall of the normally open input hub is provided with a first spline that is drively connected to the outer peripheral wall of the input shaft, transmitting the torque of the power source to the normally open clutch module via the input shaft; the inner peripheral wall of the normally closed input hub is provided with a second spline that is drively connected to the outer peripheral wall of the input shaft, transmitting the torque of the power source to the normally closed clutch module via the input shaft. The first and second splines further ensure the transmission engagement.

[0014] Preferably, the inner peripheral wall of the output hub is provided with a third spline that drives the output shaft; power is transmitted to the wheel end via a normally open clutch module; the outer peripheral wall of the output gear is provided with a transmission component that drives the output gear, transmitting power to the wheel end via a normally closed clutch module. The third spline and transmission component further ensure the transmission engagement.

[0015] In summary, the advantages of this utility model are that the structure can control the normally open clutch module and the normally closed clutch module to transmit torque through the input shaft, reducing the number of parts, making the structure simpler and the cost lower. At the same time, changing the original one-sided normally open clutch structure into a normally closed clutch structure can reduce the drag torque generated in the non-working state, reduce energy consumption, improve system efficiency, and has extremely high cost economy and scalability. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the dual-clutch structure controlled by a single-path hydraulic pressure according to this utility model.

[0017] Figure 2 This is a schematic diagram of the torque transmission of the dual clutch structure controlled by a single-path hydraulic pressure according to this utility model.

[0018] Explanation of reference numerals in the attached figures.

[0019] 1. Input shaft; 2. Normally open input hub; 3. Normally open clutch module; 30. Normally open clutch chamber; 31. Normally open inner housing; 32. Normally open outer housing; 33. Normally open partition plate; 34. Normally open friction plate; 341. Normally open single-sided friction plate; 35. Wave spring; 36. Limiting back plate; 4. Output hub; 5. Output shaft; 6. Normally closed input hub; 7. Normally closed clutch module; 70. Normally closed clutch chamber; 71. Normally closed inner housing; 72. Normally closed outer housing; 73. Normally closed partition plate; 74. Normally closed... Friction plate; 741, normally closed single-sided friction plate; 75, disc spring; 76, support plate; 77, positioning snap ring; 8, output gear; 9, drive mechanism; 91, oil shell; 92, normally open drive piston; 93, normally closed drive piston; 94, normally open needle roller bearing; 95, normally closed needle roller bearing; 96, pressure plate; 97, normally open limit snap ring; 98, normally closed limit snap ring; 99, sealing ring; 11, first spline; 12, second spline; 13, third spline. Detailed Implementation

[0020] First, those skilled in the art should understand that these embodiments are merely used to explain the technical principles of the embodiments of this application and are not intended to limit the scope of protection of the embodiments of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0021] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" 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 mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.

[0022] In the embodiments of this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0023] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0024] like Figures 1 to 2 As shown, a dual-clutch structure controlled by a single-path hydraulic pressure includes an input shaft 1, a normally open input hub 2, a normally open clutch module 3, an output hub 4, an output shaft 5, a normally closed input hub 6, a normally closed clutch module 7, and an output gear 8; the normally open clutch module 3 and the normally closed clutch module 7 are located on opposite sides of the axial direction of the input shaft 1, and are arranged in parallel alignment. Input shaft 1 is driven by normally open input hub 2 and normally open clutch module 3, output hub 4 and normally open clutch module 3, and output shaft 5 and output hub 4, transmitting the torque of the power source to the wheel end connected to output shaft 5 via normally open clutch module 3. Input shaft 1 is driven by normally closed input hub 6 and normally closed clutch module 7, output gear 8 and normally closed clutch module 7, transmitting the torque of the power source to the wheel end connected to output gear 8 via normally closed clutch module 7. In the absence of hydraulic pressure, normally open clutch module 3 is in the open state, and normally closed clutch module 7 is in the closed state. Under pressure, normally open clutch module 3 changes to the closed state, and normally closed clutch module 7 changes to the open state. This structure can control the torque transmission of normally open clutch module 3 and normally closed clutch module 7 through input shaft 1, reducing the number of parts, simplifying the structure, and lowering costs. At the same time, changing the original right-side normally open clutch structure to a normally closed clutch structure can reduce the drag torque generated in the non-working state, reduce energy consumption, improve system efficiency, and has extremely high cost-effectiveness and scalability.

[0025] like Figure 1As shown, the normally open input hub 2 has a first spline 11 on its inner peripheral wall that is driven by the outer peripheral wall of the input shaft 1, transmitting the torque of the power source to the normally open clutch module 3 via the input shaft 1; the normally closed input hub 6 has a second spline 12 on its inner peripheral wall that is driven by the outer peripheral wall of the input shaft 1, transmitting the torque of the power source to the normally closed clutch module 7 via the input shaft 1. The first spline 11 and the second spline 12 further ensure the transmission engagement. The output hub 4 has a third spline 13 on its inner peripheral wall that is driven by the output shaft 5, transmitting power to the wheel end via the normally open clutch module 3; the output gear 8 has a transmission component on its outer peripheral wall that is driven by the output gear 8, transmitting power to the wheel end via the normally closed clutch module 7. The third spline 13 and the transmission component further ensure the transmission engagement.

[0026] like Figure 1As shown, the normally closed clutch module 7 includes a normally closed inner housing 71, a normally closed outer housing 72, a normally closed friction pair, and a disc spring 75. The normally closed inner housing 71 is fixedly connected to the normally closed input hub 6 by welding, and the normally closed outer housing 72 is fixedly connected to the output gear 8 by welding. A normally closed clutch chamber 70 for clutch engagement / disengagement is formed between the normally closed inner housing 71 and the normally closed outer housing 72. The normally closed friction pair is located in the normally closed clutch chamber 70 and includes several normally closed partition plates 73 and normally closed friction plates 74 arranged axially and interleaved. Several normally closed partition plates 73 are connected to the normally closed inner housing 71, and several normally closed friction plates 74 are axially movable and connected to the normally closed outer housing 72. The disc spring 75 is axially limited on the normally closed outer housing 72, and under the action of the disc spring 75, the normally closed partition plates 73 and normally closed friction plates 74 are pressed together in a normally closed state. Both ends of the normally closed friction pair are normally closed friction plates 74, and the normally closed friction plates 74 at both ends are normally closed single-sided friction plates 741 with the friction surface located on the inner side. The remaining normally closed friction plates 74 located in the middle are normally closed double-sided friction plates. The outer sides of the normally closed single-sided friction plates 741 at both ends of the axial direction are connected to radially distributed support plates 76. This arrangement facilitates the abutment and cooperation between the outer side of the normally closed single-sided friction plate 741 and the inner side of the support plate 76, and also facilitates the frictional cooperation between the normally closed double-sided friction plate and the normally closed partition plate 73, ensuring the friction effect. The disc spring 75 extends and contracts axially on the normally closed outer shell 72, with the left end of the disc spring 75 abutting against the support plate 76 on the right side, and the right end of the disc spring 75 abutting against the positioning snap ring 77 located on the inner side of the normally closed outer shell 72. The support plates 76 at both ends facilitate better engagement with the disc spring 75, while the positioning snap ring 77 helps to limit and position the disc spring 75, ensuring smooth switching between clutch states. Under the action of the disc spring 75, the normally closed partition plate 73 and normally closed friction plate 74 are kept in a normally closed state when not in operation. This reduces the oil film formed between the normally closed partition plate 73 and normally closed friction plate 74 due to the viscosity of the lubricating oil when open, thereby reducing the drag torque generated by the shear force of the oil film, reducing energy consumption when not in operation, and improving the overall system efficiency.

[0027] like Figure 1As shown, the normally open clutch module 3 includes a normally open inner housing 31, a normally open outer housing 32, a normally open friction pair, and a wave spring 35. The normally open inner housing 31 is fixedly connected to the normally open input hub 2 by welding, and the normally open outer housing 32 is fixedly connected to the output hub 4 by welding, forming a normally open clutch cavity 30 between the normally open inner housing 31 and the normally open outer housing 32. The normally open friction pair is located in the normally open clutch cavity 30 and includes several normally open partition plates 33 and normally open friction plates 34 arranged axially and interleaved. Several normally open partition plates 33 are connected to the normally open inner housing 31, and several normally open friction plates 34 are axially movable and connected to the normally open outer housing 32. The wave spring 35 is axially installed in the normally open outer housing 32, and both ends of the wave spring 35 abut against the normally open friction plates 34 on both sides. Under the action of the wave spring 35, the normally open partition plates 33 and the normally open friction plates 34 are in the normally open state. The elastic force of the wave spring 35 can move the normally open friction plate 34 away from the normally open partition plate 33, thereby ensuring that the normally open clutch module 3 remains open when there is no hydraulic pressure. Both axial ends of the normally open friction pair are normally open friction plates 34, and the normally open friction plates 34 at both ends are normally open single-sided friction plates 341, with the friction surface located on the inner side. The remaining normally open friction plates 34 located in the middle are normally open double-sided friction plates. A limit back plate 36 is also provided between the outer side of the normally open single-sided friction plate 341 located at the end away from the normally closed clutch module 7 (left end) and the inner side of the normally open outer casing 32. By using normally open single-sided friction plates 341 at both ends of the normally open friction plates 34, it is ensured that the inner side of the normally open single-sided friction plate 341 can make frictional contact with the normally open partition plate 33, and at the same time, the outer side of the normally open single-sided friction plate 341 can abut against the limit back plate 36 to ensure normal clutch switching.

[0028] like Figure 1As shown, it also includes a drive mechanism 9 for the normally open clutch module 3 and the normally closed clutch module 7. The drive mechanism 9 includes an oil housing 91, a normally open drive piston 92 and a normally closed drive piston 93. The oil housing 91 is fixedly connected to the gearbox housing. The normally open drive piston 92 and the normally closed drive piston 93 are axially movable on both sides of the oil housing 91. The normally open drive piston 92 abuts against the normally open friction plate 34 located near the end (right end) of the normally closed clutch module 7 through a normally open needle roller bearing 94. The normally closed drive piston 93 abuts against the support plate 76 located near the end (left end) of the normally open clutch module 3 through a normally closed needle roller bearing 95 and a pressure plate 96. When hydraulic pressure is applied, the normally open drive piston 92 pushes the normally open needle roller bearing 94, thereby compressing the wave spring 35 to press the normally open separator plate 33 and the normally open friction plate 34 together, thus closing the normally open clutch module 3. Simultaneously, the normally closed drive piston 93 pushes the normally closed needle roller bearing 95 and the pressure plate 96, compressing the disc spring 75 to separate the normally closed separator plate 73 and the normally closed friction plate 74, thus opening the normally closed clutch module 7. The normally open needle roller bearing 94 is positioned on the normally open housing 32 by a normally open limiting snap ring 97. The normally closed needle roller bearing 95 is positioned on the normally closed clutch module 7 by a normally closed limiting snap ring 98. The limiting snap rings facilitate better limiting and positioning of the needle roller bearings and friction plates, ensuring effective friction. Both the normally open drive piston 92 and the normally closed drive piston 93 have sealing rings 99 on their outer peripheral walls. The sealing rings 99 further ensure the sealing effect of the oil circuit.

[0029] like Figure 1 and Figure 2 As shown, when the structure is working, without hydraulic pressure, the normally open clutch module 3 on the left side is separated from the normally open friction plate 34 and the normally open partition plate 33 by the force of the wave spring 35, and the normally open clutch module 3 is in the open state; the normally closed clutch module 7 on the right side is pressed together by the disc spring 75, and the normally closed partition plate 73 and the normally closed friction plate 74 are in the closed state.

[0030] When hydraulic pressure is applied, the normally open drive piston 92 in the drive mechanism 9 pushes the normally open needle roller bearing 94, causing the normally open needle roller bearing 94 to press against the normally open friction plate 34. The normally open friction plate 34 moves axially with the wave spring 35, thereby compressing the wave spring 35 and pressing the normally open separator plate 33 and the normally open friction plate 34 together, thus turning the normally open clutch module 3 into a closed state. At the same time, the normally closed drive piston 93 pushes the normally closed needle roller bearing 95 and the pressure plate 96, causing the pressure plate 96 to press against the support plate 76. This causes the support plate 76 to compress the disc spring 75, causing the normally closed friction plate 74 to move axially, thereby separating the normally closed friction plate 74 from the normally closed separator plate 73, thus turning the normally closed clutch module 7 into an open state.

[0031] In summary, the advantages of this utility model are that the structure can control the normally open clutch module 3 and the normally closed clutch module 7 to transmit torque through the input shaft 1, reducing the number of parts, making the structure simpler and the cost lower. At the same time, changing the original normally open clutch structure on the right side to a normally closed clutch structure can reduce the drag torque generated in the non-working state, reduce energy consumption, improve system efficiency, and has extremely high cost economy and scalability.

[0032] In the description of the embodiments of this application, it should be noted that the terms "inner" and "outer" and other terms indicating direction or positional relationship are based on the direction or positional relationship shown in the drawings. This is only for the convenience of description and does not indicate or imply that the device or component must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this application.

[0033] In the description of this application, the references to terms such as "an embodiment," "some embodiments," "in this embodiment," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0034] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A twin-clutch structure controlled by single oil pressure, characterized by, The utility model provides a kind of hydraulic torque coupling, including input shaft (1), always open input hub (2), always open clutch module (3), output hub (4), output shaft (5), always closed input hub (6), always closed clutch module (7) and output gear (8);The input shaft (1) is connected with always open clutch module (3) by always open input hub (2), the output hub (4) is connected with always open clutch module (3), the output shaft (5) is connected with output hub (4), and torque of power source is transmitted to wheel end connected with the output shaft (5) by always open clutch module (3);The input shaft (1) is connected with always closed clutch module (7) by always closed input hub (6), the output gear (8) is connected with always closed clutch module (7), and torque of power source is transmitted to wheel end connected with the output gear (8) by always closed clutch module (7);In the absence of hydraulic state, always open clutch module (3) is in open state;Always closed clutch module (7) is in closed state;In pressurized state, always open clutch module (3) changes to closed state;Always closed clutch module (7) changes to open state.

2. The double-clutch structure controlled by single oil pressure according to claim 1, characterized by, The always closed clutch module (7) includes an always closed inner housing (71), an always closed outer housing (72), an always closed friction pair and a disc spring (75). The always closed inner housing (71) is fixedly connected to the always closed input hub (6), the always closed outer housing (72) is fixedly connected to the output gear (8), and an always closed clutch cavity (70) is formed between the always closed inner housing (71) and the always closed outer housing (72). The always closed friction pair is located in the always closed clutch cavity (70), and the always closed friction pair includes a plurality of always closed partition plates (73) and always closed friction plates (74) arranged axially and alternately. The plurality of always closed partition plates (73) are connected to the always closed inner housing (71), and the plurality of always closed friction plates (74) are axially movably connected to the always closed outer housing (72). The disc spring (75) is arranged axially on the always closed outer housing (72), and under the action of the disc spring (75), the always closed partition plates (73) and the always closed friction plates (74) are in a closed state.

3. The double-clutch structure of claim 2, wherein The always closed friction pair has always closed friction plates (74) at both axial ends, and the always closed friction plates (74) at both ends are always closed single-sided friction plates (741) with friction surfaces arranged on the inner side. The remaining always closed friction plates (74) at the middle part are always closed double-sided friction plates. Radially distributed support plates (76) are connected to the outer sides of the always closed single-sided friction plates (741) at both axial ends. One end of the disc spring (75) abuts against the support plate (76) away from the always open clutch module (3), and the other end of the disc spring (75) abuts against a positioning snap spring (77) arranged on the inner side of the always closed outer housing (72).

4. The double-clutch structure of claim 1, wherein The always-on clutch module (3) comprises an always-on inner housing (31), an always-on outer housing (32), an always-on friction pair and a wave spring (35); the always-on inner housing (31) is fixedly connected to the always-on input hub (2), the always-on outer housing (32) is fixedly connected to the output hub (4), and the always-on inner housing (31) and the always-on outer housing (32) form an always-on clutch cavity (30) therebetween; the always-on friction pair is located in the always-on clutch cavity (30), and the always-on friction pair comprises a plurality of always-on partition plates (33) and always-on friction plates (34) which are arranged in an axial direction and staggered with each other; the plurality of always-on partition plates (33) are connected to the always-on inner housing (31), and the plurality of always-on friction plates (34) are axially movably connected to the always-on outer housing (32); the wave spring (35) is axially installed in the always-on outer housing (32), and the two ends of the wave spring (35) abut against the two always-on friction plates (34) respectively, and under the action of the wave spring (35), the always-on partition plates (33) and the always-on friction plates (34) are in an always-on state.

5. The double-clutch structure of claim 4, wherein The two ends of the always-on friction pair are always-on friction plates (34), the always-on friction plates (34) at the two ends are always-on single-sided friction plates (341), and the friction surfaces are arranged on the inner sides, and the always-on friction plates (34) at the remaining intermediate positions are always-on double-sided friction plates; a limiting back plate (36) is further arranged between the always-on single-sided friction plate (341) at the end away from the always-closed clutch module (7) and the always-on outer housing (32).

6. The double-clutch structure of claim 1, wherein Further comprising a driving mechanism (9) for the always-on clutch module (3) and the always-closed clutch module (7), the driving mechanism (9) comprises an oil shell (91), an always-on driving piston (92) and an always-closed driving piston (93); the oil shell (91) is fixedly connected to the gearbox housing, the always-on driving piston (92) and the always-closed driving piston (93) are axially movably connected to the two axial sides of the oil shell (91) respectively, and the always-on driving piston (92) drives the clutch of the always-on clutch module (3) through an always-on needle bearing (94), and the always-closed driving piston (93) drives the clutch of the always-closed clutch module (7) through an always-closed needle bearing (95) and a pressing plate (96).

7. The double-clutch structure of claim 6, wherein The always-on needle bearing (94) is positioned on the always-on clutch module (3) through an always-on limiting snap spring (97), and the always-closed needle bearing (95) is positioned on the always-closed clutch module (7) through an always-closed limiting snap spring (98).

8. The double-clutch structure of claim 6, wherein Sealing rings (99) are arranged on the outer peripheral walls of the always-on driving piston (92) and the always-closed driving piston (93).

9. The double-clutch structure of claim 1, wherein A first spline (11) is arranged on the inner peripheral wall of the always-on input hub (2) and is in transmission connection with the outer peripheral wall of the input shaft (1), so that the torque of the power source is transmitted to the always-on clutch module (3) through the input shaft (1); a second spline (12) is arranged on the inner peripheral wall of the always-closed input hub (6) and is in transmission connection with the outer peripheral wall of the input shaft (1), so that the torque of the power source is transmitted to the always-closed clutch module (7) through the input shaft (1).

10. The single-oil-pressure-controlled dual-clutch structure according to claim 1 or 9, characterized by The inner circumferential wall of the output hub (4) is provided with a third spline (13) in transmission cooperation with the output shaft (5); power is transmitted to the wheel end through the normally open clutch module (3); the outer circumferential wall of the output gear (8) is provided with a transmission member in transmission cooperation with the output gear (8), and power is transmitted to the wheel end through the normally closed clutch module (7).

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