Clutch, powertrain and vehicle

Abstract

The application discloses a kind of clutch, power system and vehicle, it is related to vehicle technical field, it aims at solving how to avoid the problem that clutch produces vibration and abnormal sound when external force impact.The clutch includes first transmission member and second transmission member, the first transmission member includes first friction part and first transmission part, the second transmission member includes second friction part and second transmission part, the first transmission member is relatively movable with the second transmission member, to make the first transmission part and the second transmission part switch between engagement state and separation state;The first friction part and the second friction part are adapted to friction contact when the engagement state, for reducing the impact of external force on clutch.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a clutch, a power system, and a vehicle. Background Technology

[0002] Currently, in scenarios such as vehicle power systems, clutches are required to separate and engage the rotational motion transmission path, thereby enabling the switching of multiple drive modes.

[0003] In the prior art, clutches use the engagement or disengagement of two end face teeth to achieve the engagement and disengagement of the rotary motion transmission path.

[0004] However, in order to facilitate the mating of the end face teeth, the mating clearance of the end face teeth is relatively large. This will cause clutch vibration and abnormal noise under external impact. Utility Model Content

[0005] The purpose of this application is to provide a clutch, power system, and vehicle that aims to solve the problem of how to avoid vibration and abnormal noise of the clutch when subjected to external force impact.

[0006] In a first aspect, a clutch is provided, including a first transmission member and a second transmission member, the first transmission member including a first friction portion and a first transmission portion, the second transmission member including a second friction portion and a second transmission portion, the first transmission member and the second transmission member being movable relative to each other to switch the first transmission portion and the second transmission portion between an engaged state and a disengaged state; the first friction portion and the second friction portion are adapted to make frictional contact when said engaged state.

[0007] In the above scheme, when engaged, the first transmission member and the second transmission member transmit power through the first transmission section and the second transmission section. At this time, the first friction section of the first transmission member and the second friction section of the second transmission member are in frictional contact. When an external force impacts the clutch, the frictional force between the first friction section and the second friction section can offset at least part of the impact force, thereby reducing or eliminating the collision force between the first transmission section and the second transmission section, and avoiding problems such as vibration and abnormal noise of the clutch when subjected to external force impact.

[0008] Optionally, the first transmission member and the second transmission member are arranged along a first direction and can move relative to each other along the first direction, so that the first transmission part and the second transmission part switch between the engaged state and the disengaged state. When the first transmission part and the second transmission part are in the engaged state, the first friction part and the second friction part are arranged along a second direction, and the first direction and the second direction intersect.

[0009] Optionally, the first friction part is located on the outer peripheral side of the first transmission part, and the second friction part is located on the outer peripheral side of the second transmission part; when the first transmission part and the second transmission part are in an engaged state, the first friction part is located on the outer peripheral side of the second transmission part.

[0010] Optionally, the first friction part includes a first friction surface, and the second friction part includes a second friction surface, both of which are inclined surfaces; when the first transmission part and the second transmission part are in an engaged state, the first friction surface of the first friction part and the second friction surface of the second friction part are in frictional contact.

[0011] Optionally, the tilt angles of the first friction surface and the second friction surface are equal, wherein the tilt angle is greater than or equal to 6° and less than or equal to 10.5°.

[0012] Optionally, when the first transmission part and the second transmission part are in a separated state, the distance between the first friction surface and the second friction surface is greater than or equal to 0.3 mm and less than or equal to 0.5 mm.

[0013] Optionally, at least one of the first friction surface and the second friction surface is provided with a wear-resistant coating.

[0014] Optionally, the material of the wear-resistant coating is one of ceramic coating, carbide coating or cermet coating.

[0015] Optionally, the first transmission part is located on the end face of the first transmission member facing the second transmission member, and the second transmission part is located on the end face of the second transmission member facing the first transmission member.

[0016] Optionally, both the first transmission part and the second transmission part are transmission gears.

[0017] Optionally, the clutch further includes a rotating shaft extending along a first direction, with the first transmission member and the second transmission member both sleeved on the rotating shaft. The first transmission member and the second transmission member are movable relative to each other along the axial direction of the rotating shaft, so that the first transmission member and the second transmission member switch between an engaged state and a disengaged state.

[0018] Optionally, the clutch further includes a bushing, which is fixedly connected to the rotating shaft. The first transmission component is sleeved on the bushing, and the bushing includes a third transmission part. The first transmission component includes a fourth transmission part, and the third transmission part is connected to the fourth transmission part in a transmission manner.

[0019] Optionally, the third transmission unit and the fourth transmission unit can slide relative to each other along the axial direction of the rotating shaft.

[0020] Optionally, one of the third transmission part and the fourth transmission part is provided with a slider, and the other is provided with a sliding groove along the axial direction of the bushing, wherein the slider is slidably connected to the sliding groove.

[0021] Optionally, along the axial direction of the rotating shaft, the second transmission member is fixed relative to the rotating shaft, and the first transmission member and the second transmission member move relative to the rotating shaft to switch between the first transmission part and the second transmission part in the engaged state and the disengaged state.

[0022] Optionally, the clutch further includes a drive structure for driving the first transmission member to move toward the second transmission member.

[0023] Optionally, the driving structure is either an electromagnetic driving structure or a hydraulic driving structure.

[0024] Optionally, the clutch further includes an elastic element, which is used to accumulate elastic force when the first transmission member moves toward the second transmission member, and the elastic force is used to drive the first transmission member to move away from the second transmission member.

[0025] Secondly, a power system is provided, including a clutch.

[0026] Thirdly, a vehicle is provided, including a clutch or a power system.

[0027] It should be noted that the technical effects brought about by the implementation methods of the second and third aspects of this application can be referred to the technical effects brought about by the corresponding implementation methods of the first aspect, and will not be repeated here. Attached Figure Description

[0028] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of this application;

[0030] Figure 2 for Figure 1 The diagram shows the structure of the clutch in the vehicle when it is disengaged.

[0031] Figure 3 for Figure 2 The diagram shows the structure of the first and second transmission components in the clutch when they are engaged.

[0032] Figure 4 for Figure 3 A perspective view of the first transmission component shown;

[0033] Figure 5 for Figure 3 The second transmission component is shown in a perspective view.

[0034] Figure label:

[0035] 100. Vehicles;

[0036] 10. Vehicle body; 20. Wheel;

[0037] 1. First transmission component; 11. First transmission part; 111. First transmission gear set; 12. First friction part; 121. First friction surface; 122. Wear-resistant coating; 13. Fourth transmission part; 131. Slider;

[0038] 2. Second transmission component; 21. Second transmission part; 211. Third transmission gear set; 22. Second friction part; 221. Second friction surface; 23. Second transmission gear set

[0039] 3. Shaft;

[0040] 4. Bushing; 41. Third transmission unit;

[0041] 5. Elastic component; 6. Bearing; 7. Bearing sleeve. Detailed Implementation

[0042] In the embodiments of this application, the terms "first," "second," "third," "fourth," "fifth," and "sixth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," "third," "fourth," "fifth," and "sixth" may explicitly or implicitly include one or more of that feature.

[0043] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0044] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0045] In the embodiments of this application, "parallel," "perpendicular," and "equal" include the described situation and situations similar to the described situation, the range of which is within an acceptable deviation range, said acceptable deviation range being determined by those skilled in the art taking into account the measurement under discussion and the error associated with the measurement of a particular quantity (i.e., the limitations of the measurement system). For example, "parallel" includes absolute parallelism and approximate parallelism, wherein the acceptable deviation range for approximate parallelism may be, for example, a deviation within 5°; "perpendicular" includes absolute perpendicularity and approximate perpendicularity, wherein the acceptable deviation range for approximate perpendicularity may also be, for example, a deviation within 5°. "Equal" includes absolute equality and approximate equality, wherein the acceptable deviation range for approximate equality may be, for example, a difference between the two equals being less than or equal to 5% of either one.

[0046] This application provides a vehicle 100, which can be a gasoline vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, etc. The vehicle 100 can also be a sedan, truck, bus, lorry, trailer, etc.

[0047] See Figure 1 , Figure 1 This is a schematic diagram of the structure of a vehicle 100 provided in an embodiment of this application. The vehicle 100 includes a body 10, wheels 20, and a power system. The body 10 can be used to install the components required for the vehicle 100. The power system is installed on the body 10 and connected to the wheels 20 to drive the wheels 20 to rotate, thereby enabling the vehicle 100 to move.

[0048] It should be noted that, in addition to being used in vehicle 100 to drive wheels 20 to rotate, the power system can also be used in other scenarios, such as ships or airplanes.

[0049] In some embodiments, the power system includes a power source and a clutch. The power source is used to output power and may include, but is not limited to, an engine and an electric motor. The clutch may be connected between the power source and the wheel 20 to engage or disengage the path through which the rotational motion of the power source is transmitted to the wheel 20, thereby enabling switching between various operating conditions, such as switching between parallel and series modes.

[0050] It should be noted that, in addition to the power systems mentioned above, clutches can also be applied to any other motion transmission system to achieve the disconnection and engagement of the motion transmission system. For example, the power system can also be the power system of a heavy-duty crane.

[0051] In some implementations, see Figure 2 and Figure 3 , Figure 2 for Figure 1The diagram shows the structure of the clutch in the disengaged state in the vehicle 100 shown. Figure 3 for Figure 2 The diagram shows the structure of the first transmission member 1 and the second transmission member 2 in the engaged state of the clutch. The clutch includes a first transmission member 1 and a second transmission member 2. The first transmission member 1 includes a first friction part 12 and a first transmission part 11. The second transmission member 2 includes a second friction part 22 and a second transmission part 21. The first transmission member 1 and the second transmission member 2 are movable relative to each other, allowing the first transmission part 11 and the second transmission part 21 to switch between an engaged state and a disengaged state. The first friction part 12 and the second friction part 22 are adapted to make frictional contact in the engaged state.

[0052] In the above scheme, when engaged, the first transmission member 1 and the second transmission member 2 transmit power through the first transmission section 11 and the second transmission section 21. At this time, the first friction section 12 of the first transmission member 1 and the second friction section 22 of the second transmission member 2 are in frictional contact. When encountering an external impact, the frictional force between the first friction section 12 and the second friction section 22 can offset at least part of the impact force, thereby reducing or eliminating the collision force between the first transmission section 11 and the second transmission section 21, and avoiding problems such as vibration and abnormal noise of the clutch when subjected to external impact.

[0053] It should be noted that when the first transmission part 11 and the second transmission part 21 are in the engaged state, the first transmission part 11 is in contact with the second transmission part 21 and transmits power. When the first transmission part 11 and the second transmission part 21 are in the disengaged state, the first transmission part 11 and the second transmission part 21 are not in contact, and the power of the first transmission member 1 cannot be transmitted to the second transmission member 2.

[0054] In some implementations, see Figure 2 and Figure 3 The first transmission member 1 and the second transmission member 2 are arranged along a first direction and can move relative to each other along the first direction, so that the first transmission part 11 and the second transmission part 21 can switch between an engaged state and a disengaged state. When the first transmission part 11 and the second transmission part 21 are in the engaged state, the first friction part 12 and the second friction part 22 are arranged along a second direction, and the first direction and the second direction intersect.

[0055] In the above scheme, since the first direction and the second direction intersect, it means that the arrangement direction of the first friction part 12 and the second friction part 22 is inclined to the arrangement direction of the first transmission member 1 and the second transmission member 2. This can increase the contact area of ​​the first friction part 12 and the second friction part 22, thereby increasing the friction between the first friction part 12 and the second friction part 22. When encountering external impact, the impact force between the first transmission member 1 and the second transmission member 2 is reduced.

[0056] In some examples, the angle between the first direction and the second direction is greater than 0° and less than or equal to 90°.

[0057] In some other embodiments, the first transmission member 1 and the second transmission member 2 are arranged along a first direction. When the first transmission part 11 and the second transmission part 21 are in an engaged state, the first friction part 12 and the second friction part 22 are arranged along a second direction, and the first direction is parallel to the second direction.

[0058] In some implementations, see Figure 2 and Figure 3 The first friction part 12 is located on the outer periphery of the first transmission part 11, and the second friction part 22 is located on the outer periphery of the second transmission part 21. When the first transmission part 11 and the second transmission part 21 are engaged, the first friction part 12 is located on the outer periphery of the second transmission part 21. In this way, the friction points of the first friction part 12 and the second friction part 22 are located on the outer periphery of the first transmission part 11 and the second transmission part 21, which can reduce the space occupied by the first friction part 12 and the second friction part 22, thereby reducing the volume of the clutch.

[0059] In other embodiments, the second transmission member 2 includes a second protruding structure that protrudes toward the first transmission member 1, and a second friction portion 22 is disposed on the second protruding structure. Meanwhile, the first friction portion 12 is located on the outer periphery of the first transmission member 11, and the second friction portion 22 is located on the outer periphery of the second transmission member 21. When the first transmission member 11 and the second transmission member 21 are in an engaged state, the second friction portion 22 is located on the outer periphery of the first transmission member 11.

[0060] In some implementations, see Figures 2-5 The first friction part 12 includes a first friction surface 121, and the second friction part 22 includes a second friction surface 221. Both the first friction surface 121 and the second friction surface 221 are inclined surfaces. When the first transmission part 11 and the second transmission part 21 are in an engaged state, the first friction surface 121 of the first friction part 12 and the second friction surface 221 of the second friction part 22 are in frictional contact. The inclined surface friction contact between the first friction part 12 and the second friction part 22 increases the contact area between the first friction surface 121 and the second friction surface 221, thereby increasing the frictional force between the first friction part 12 and the second friction part 22 and reducing the impact force between the first transmission member 1 and the second transmission member 2.

[0061] In some examples, both the first friction surface 121 and the second friction surface 221 are conical surfaces.

[0062] In other examples, both the first friction surface 121 and the second friction surface 221 are inclined surfaces, and a protruding structure is provided on the inclined surface to increase the friction between the first friction surface 121 and the second friction surface 221.

[0063] In some embodiments, the first friction surface 121 and the second friction surface 221 have equal tilt angles, which are greater than or equal to 6° and less than or equal to 10.5°.

[0064] When the first transmission unit 11 and the second transmission unit 21 are in a separated state, the first friction surface 121 and the second friction surface 221 need to separate synchronously. The smaller the inclination angle of the first friction surface 121 and the second friction surface 221 relative to the horizontal plane, the smaller the separation distance between them. Due to machining errors and other reasons, if the inclination angle of the first friction surface 121 and the second friction surface 221 relative to the horizontal plane is too small, it may cause the first friction surface 121 and the second friction surface 221 to still be in frictional contact when the first transmission unit 11 and the second transmission unit 21 are in a separated state, affecting the clutch performance. If the inclination angle of the first friction surface 121 and the second friction surface 221 relative to the horizontal plane is too large, it will reduce the contact area of ​​the first friction surface 121 and the second friction surface 221, affecting the frictional force when they are in frictional contact.

[0065] In this embodiment, the tilt angle of the first friction surface 121 and the second friction surface 221 is greater than or equal to 6° and less than or equal to 10.5°. This can prevent the first friction surface 121 and the second friction surface 221 from rubbing against each other when the first transmission part 11 and the second transmission part 21 are in a separated state, and can also increase the contact area of ​​the first friction surface 121 and the second friction surface 221 to provide effective friction force.

[0066] In some examples, the tilt angle α of the first friction surface 121 and the second friction surface 221 can be 6°, 7°, 8°, 10°, 10.5°, etc.

[0067] In some other embodiments, the inclination angle of the first friction surface 121 and the second friction surface 221 can be 11°, 15°, 30°, etc.

[0068] In some embodiments, when the first transmission part 11 and the second transmission part 21 are in a disengaged state, the distance between the first friction surface 121 and the second friction surface 221 is greater than or equal to 0.3 mm and less than or equal to 0.5 mm. If the distance between the first friction surface 121 and the second friction surface 221 is too small, when the first transmission part 11 and the second transmission part 21 are in a disengaged state, the first friction surface 121 and the second friction surface 221 may still rub against each other due to machining and assembly errors, thus affecting the performance of the clutch. If the distance between the first friction surface 121 and the second friction surface 221 is too large, it will increase the response time of the friction contact between the first friction surface 121 and the second friction surface 221.

[0069] In this embodiment, the distance between the first friction surface 121 and the second friction surface 221 is greater than or equal to 0.3 mm and less than or equal to 0.5 mm. This can prevent the first friction surface 121 and the second friction surface 221 from still rubbing against each other when the first transmission part 11 and the second transmission part 21 are in a separated state, and can also ensure the corresponding time of friction contact between the first friction surface 121 and the second friction surface 221.

[0070] In some examples, the distance L between the first friction surface 121 and the second friction surface 221 can be 0.3 mm, 0.4 mm, 0.5 mm, etc.

[0071] In some other embodiments, the distance between the first friction surface 121 and the second friction surface 221 can be 0.8 mm, 1 mm, 2 mm, etc.

[0072] In some embodiments, at least one of the first friction surface 121 and the second friction surface 221 is provided with a wear-resistant coating 122. This configuration can, on the one hand, improve the wear resistance of the first friction surface 121 and / or the second friction surface 221 and extend its service life; on the other hand, the wear-resistant coating 122 can increase the friction between the first friction surface 121 and the second friction surface 221.

[0073] It should be noted that when only the first friction surface 121 is provided with the wear-resistant coating 122, the wear-resistant coating 122 can improve the wear resistance of the first friction surface 121; when only the second friction surface 221 is provided with the wear-resistant coating 122, the wear-resistant coating 122 can improve the wear resistance of the second friction surface 221; when both the first friction surface 121 and the second friction surface 221 are provided with the wear-resistant coating 122, the wear-resistant coating 122 can simultaneously improve the wear resistance of both the first friction surface 121 and the second friction surface 221.

[0074] In some examples, see Figure 4 and Figure 5 The first friction surface 121 is provided with a wear-resistant coating 122, while the second friction surface 221 is not provided with a wear-resistant coating 122.

[0075] In other examples, the first friction surface 121 is not provided with a wear-resistant coating 122, while the second friction surface 221 is provided with a wear-resistant coating 122.

[0076] In some other examples, both the first friction surface 121 and the second friction surface 221 are provided with a wear-resistant coating 122.

[0077] In some embodiments, the material of the wear-resistant coating 122 is one of a ceramic coating, a carbide coating, or a cermet coating.

[0078] In some examples, when both the first friction surface 121 and the second friction surface 221 are provided with a wear-resistant coating 122, the wear-resistant coating 122 of the first friction surface 121 and the wear-resistant coating 122 of the second friction surface 221 may be made of the same material or different materials.

[0079] In some implementations, see Figure 2 The first transmission part 11 is located on the end face of the first transmission member 1 facing the second transmission member 2, and the second transmission part 21 is located on the end face of the second transmission member 2 facing the first transmission member 1. The first transmission member 1 is connected to the second transmission member 2 via the first transmission part 11 on its end face and the second transmission part 21 on its end face. That is, the first transmission member 1 and the second transmission member 2 are connected along the axial direction of the rotating shaft 3, which can reduce the radial dimension of the clutch along the rotating shaft 3 and improve the compactness of the clutch.

[0080] In some other examples, the first transmission part 11 is located in the circumferential direction of the first transmission member 1, the second transmission part 21 is located in the circumferential direction of the second transmission member 2, the first transmission member 1 is connected to the first rotating shaft, the second transmission member 2 is connected to the second rotating shaft, the first rotating shaft and the second rotating shaft are arranged parallel to each other, and the first rotating shaft can move radially relative to the second rotating shaft along the first rotating shaft.

[0081] In some implementations, see Figure 4 and Figure 5 Both the first transmission part 11 and the second transmission part 21 are transmission gears. The first transmission part 11 and the second transmission part 21 are driven by transmission gears, which gives the first transmission part 11 and the second transmission part 21 good impact resistance.

[0082] When the first transmission component 1 and the second transmission component 2 are both sleeved on the rotating shaft 3, and a transmission part is located on the end face of the first transmission component 1 facing the second transmission component 2, and the second transmission part 21 is located on the end face of the second transmission component 2 facing the first transmission component 1, multiple transmission teeth of the first transmission part 11 and multiple transmission teeth of the second transmission part 21 can mesh simultaneously, thereby improving the smoothness and impact resistance of the clutch transmission.

[0083] In some examples, the first transmission component 1 includes a disc body, and one end face of the disc body in the axial direction is provided with both a first transmission gear set 111 and a first annular protrusion. The first annular protrusion is located on the outer periphery of the first transmission gear set 111. The surface of the first annular protrusion facing the first transmission gear set 111 is a first friction surface 121, which is an inclined surface, and its diameter gradually increases from the direction closest to the first transmission gear set 111 towards the direction away from the first transmission gear set 111.

[0084] The second transmission component 2 is a gear. The outer circumferential surface of the gear is provided with a second transmission gear set 23, and one side of the gear in the axial direction is provided with a second annular protrusion coaxial with the second transmission gear set 23. The end face of the second annular protrusion is provided with a third transmission gear set 211 that is adapted to the first transmission gear set 111. The outer circumferential surface of the second annular protrusion is a second friction surface 221. The second friction surface 221 is an inclined surface, and along the axial direction of the gear, the diameter of the second friction surface 221 gradually decreases in the direction close to the third transmission gear set 211.

[0085] When the first transmission part 11 and the second transmission part 21 are engaged, the first transmission gear set 111 is connected to the third rotating gear set, and the first friction surface 121 is in frictional contact with the second friction surface 221. When the first transmission part 11 and the second transmission part 21 are disengaged, the first transmission gear set 111 is separated from the third transmission gear set 211, and the first friction surface 121 and the second friction surface 221 separate synchronously.

[0086] It should be understood that by reducing the impact force between the first friction part 12 and the second friction part 22 through the friction force between the first transmission member 1 and the second transmission member 2, the problem of tooth knocking between the first transmission gear set 111 and the second transmission gear set 23 can be avoided, thereby improving the NVH performance of the vehicle 100.

[0087] In some other examples, the first transmission element 1 and the second transmission element 2 are driven by steel cables.

[0088] In some implementations, see Figure 2 The clutch also includes a rotating shaft 3 extending along a first direction. A first transmission member 1 and a second transmission member 2 are both fitted onto the rotating shaft 3. The first transmission member 1 and the second transmission member 2 can move relative to each other along the axial direction of the rotating shaft 3, allowing the first transmission part 11 and the second transmission part 21 to switch between an engaged state and a disengaged state. The fact that the first transmission member 1 and the second transmission member 2 are both fitted onto the rotating shaft 3 and can move relative to each other along the axial direction of the rotating shaft 3 simplifies the clutch structure and facilitates assembly and maintenance.

[0089] In some examples, the second transmission component 2 is rotatably connected to the rotating shaft 3. In order to improve the smoothness of the rotation of the second transmission component 2 relative to the rotating shaft 3, a bearing 6 can be provided between the second transmission component 2 and the rotating shaft 3.

[0090] In some examples, to facilitate the installation of bearing 6, a bearing sleeve 7 can be provided between bearing 6 and shaft 3. The bearing sleeve 7 is fixedly connected to shaft 3, and bearing 6 is located between bearing sleeve 7 and second transmission component 2.

[0091] In some embodiments, the clutch further includes a bushing 4, which is fixedly connected to the rotating shaft 3. A first transmission member 1 is sleeved on the bushing 4. The bushing 4 includes a third transmission part 41, and the first transmission member 1 includes a fourth transmission part 13. The third transmission part 41 and the fourth transmission part 13 are connected in a transmission manner. The rotating shaft 3 is fixedly connected to the bushing 4, and is connected to the fourth transmission part 13 of the first transmission member 1 through the third transmission part 41 of the bushing 4, thereby enabling the rotating shaft 3 to drive the first transmission member 1 to rotate. The structure is simple, and the transmission effect is stable.

[0092] In some examples, the bushing 4 is welded to the shaft 3.

[0093] In other examples, the bushing 4 is provided with a set screw hole, and a top bolt is inserted into the set screw hole to fix the bushing 4 to the rotating shaft 3.

[0094] In some embodiments, the third transmission part 41 and the fourth transmission part 13 can slide relative to each other along the axial direction of the rotating shaft 3. When the third transmission part 41 slides relative to the fourth transmission part 13 along the axial direction of the bushing 4 toward the direction closer to the second transmission member 2, the first transmission part 11 and the second transmission part 21 can be engaged to realize power transmission; when the third transmission part 41 slides relative to the fourth transmission part 13 along the axial direction of the bushing 4 toward the direction away from the second transmission member 2, the first transmission part 11 and the second transmission part 21 can be separated to disconnect the power transmission. The structure is simple and easy to process and maintain.

[0095] In some examples, the first transmission element 1 can slide on the bushing 4 along the axial direction of the bushing 4.

[0096] In some other embodiments, the bushing 4 is fixedly connected to the first transmission member 1, and the bushing 4 is drive-connected to the rotating shaft 3. The bushing 4 can slide relative to the rotating shaft 3 along its axial direction. For example, the bushing 4 can be provided with a spline hole, and the rotating shaft 3 can be provided with a spline. The bushing 4 and the rotating shaft 3 are drive-connected through the spline hole and spline engagement, and the bushing 4 can slide along the axial direction of the rotating shaft 3.

[0097] In some implementations, see Figure 2 , Figure 4 and Figure 5 One of the third transmission part 41 and the fourth transmission part 13 is provided with a slider 131, and the other is provided with a sliding groove along the axial direction of the bushing 4. The slider 131 is slidably connected to the sliding groove. In the above scheme, the first transmission member 1 and the bushing 4 are connected by the slider 131 and the sliding groove. By sliding the slider 131 along the sliding groove, the first transmission part 11 and the second transmission part 21 can be switched between the engaged state and the disengaged state. The structure is simple and the transmission effect is stable.

[0098] In some examples, the first transmission member 1 has a central hole, and a slider 131 protruding toward the bushing 4 is provided along the axial direction of the central hole. The bushing 4 has a groove extending along the length of the bushing 4, and at least a portion of the slider 131 is embedded in the groove.

[0099] In other examples, the first transmission member 1 has a central hole with a groove inside. The outer circumferential surface of the bushing 4 has a slider 131 extending along the length of the bushing 4, and at least a portion of the slider 131 is embedded in the groove.

[0100] In some embodiments, the second transmission member 2 is fixed relative to the rotating shaft 3 along the axial direction of the shaft 3, while the first transmission member 1 can move relative to the second transmission member 2, so that the first transmission part 11 and the second transmission part 21 can switch between an engaged state and a disengaged state. By moving the first transmission member 1 relative to the second transmission member 2 along the axial direction of the rotating shaft 3, the switching between the first transmission part 11 and the second transmission part 21 between the engaged state and the disengaged state is achieved. This method has a simple structure and is easy to assemble and maintain.

[0101] In some other embodiments, the first transmission member 1 is fixedly disposed along the axial direction of the rotating shaft 3, and the second transmission member 2 is movable relative to the first transmission member 1.

[0102] In some embodiments, the clutch further includes a drive structure for driving the first transmission member 1 to move towards the second transmission member 2. By driving the first transmission member 1 towards the second transmission member 2 through the drive structure, the first transmission part 11 and the second transmission part 21 are engaged to achieve power transmission. The structure is simple and easy to assemble.

[0103] In some embodiments, the drive structure is either an electromagnetic drive structure or a hydraulic drive structure. When the first transmission member 1 is driven to move toward the second transmission member 2 by the electromagnetic drive structure or the hydraulic drive structure, the magnitude of the thrust exerted by the electromagnetic drive structure or the hydraulic drive structure on the first transmission member 1 can be adjusted, thereby adjusting the force between the first friction part 12 and the second friction part 22, and thus adjusting the frictional force between the first friction part 12 and the second friction part 22. This improves the clutch's impact resistance performance and avoids problems such as clutch vibration and abnormal noise.

[0104] In some examples, the drive structure is an electromagnetic drive structure. In this case, a permanent magnet can be provided on the side of the first transmission member 1 facing the electromagnetic drive structure, and the electromagnetic drive structure includes an electromagnetic coil. By adjusting the current of the electromagnetic coil, the magnetic force exerted by the electromagnetic coil on the permanent magnet is adjusted. For example, when the vehicle 100 is in conditions such as rapid acceleration, rapid deceleration, or gear shifting, if an impact risk is anticipated in advance, the current of the electromagnetic coil is increased for a certain period of time, increasing the friction between the first friction part 12 and the second friction part 22, thereby improving the clutch's impact resistance.

[0105] In some examples, the drive structure is a hydraulic drive structure. The hydraulic drive structure may include a hydraulic cylinder and a sleeve. The sleeve is fitted onto the rotating shaft 3, with one end connected to the side of the first transmission member 1 facing away from the second transmission member 2, and the other end connected to the hydraulic cylinder. By adjusting the thrust of the hydraulic cylinder, the force between the first friction part 12 and the second friction part 22 is adjusted. For example, when the vehicle 100 is in a state of rapid acceleration, rapid deceleration, or gear shifting, if an impact risk is anticipated in advance, the thrust of the hydraulic cylinder acting on the first transmission member 1 is increased for a certain period of time, increasing the friction between the first friction part 12 and the second friction part 22, thereby improving the clutch's impact resistance.

[0106] In the above scheme, the identification of the vehicle 100's rapid acceleration and deceleration conditions can be achieved by the throttle system feeding back the throttle opening and transmitting the throttle opening signal to the vehicle 100's ECU. The vehicle 100's ECU then controls the drive structure to adjust the friction between the first friction part 12 and the second friction part 22.

[0107] In some embodiments, the clutch further includes an elastic element 5, which accumulates elastic force when the first transmission member 1 moves toward the second transmission member 2. This elastic force drives the first transmission member 1 to move away from the second transmission member 2. The elastic force of the elastic element 5 drives the first transmission member 1 to move away from the second transmission member 2, thereby separating the first transmission part 11 and the second transmission part 21. This design is simple and easy to assemble.

[0108] In some examples, the elastic element 5 can be a compression spring, with one end of the compression spring abutting against the first transmission element 1 and the other end abutting against the second transmission element 2.

[0109] In other examples, the elastic element 5 can be a tension spring, with one end connected to the side of the first transmission element 1 facing away from the second transmission element 2, and the other end fixedly disposed.

[0110] In the description of the embodiments of this application, specific features, structures, materials or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0111] The above are merely specific embodiments 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 scope of the technology 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 clutch, characterized in that, It includes a first transmission member (1) and a second transmission member (2). The first transmission member (1) includes a first friction part (12) and a first transmission part (11). The second transmission member (2) includes a second friction part (22) and a second transmission part (21). The first transmission member (1) and the second transmission member (2) are movable relative to each other so that the first transmission part (11) and the second transmission part (21) can switch between an engaged state and a disengaged state. The first friction part (12) and the second friction part (22) are adapted to make frictional contact in the engagement state.

2. The clutch according to claim 1, characterized in that, The first transmission member (1) and the second transmission member (2) are arranged along a first direction and can move relative to each other along the first direction so that the first transmission part (11) and the second transmission part (21) can switch between the engagement state and the disengagement state. When the first transmission part (11) and the second transmission part (21) are in the engagement state, the first friction part (12) and the second friction part (22) are arranged along a second direction, and the first direction and the second direction intersect.

3. The clutch according to claim 2, characterized in that, The first friction part (12) is located on the outer periphery of the first transmission part (11), and the second friction part (22) is located on the outer periphery of the second transmission part (21); When the first transmission part (11) and the second transmission part (21) are in an engaged state, the first friction part (12) is located on the outer periphery of the second transmission part (21).

4. The clutch according to claim 2, characterized in that, The first friction part (12) includes a first friction surface (121), and the second friction part (22) includes a second friction surface (221). Both the first friction surface (121) and the second friction surface (221) are inclined surfaces. When the first transmission part (11) and the second transmission part (21) are in an engaged state, the first friction surface (121) of the first friction part (12) and the second friction surface (221) of the second friction part (22) are in frictional contact.

5. The clutch according to claim 4, characterized in that, The first friction surface (121) and the second friction surface (221) have the same tilt angle, which is greater than or equal to 6° and less than or equal to 10.5°.

6. The clutch according to claim 4, characterized in that, When the first transmission part (11) and the second transmission part (21) are in a separated state, the distance between the first friction surface (121) and the second friction surface (221) is greater than or equal to 0.3 mm and less than or equal to 0.5 mm.

7. The clutch according to claim 4, characterized in that, At least one of the first friction surface (121) and the second friction surface (221) is provided with a wear-resistant coating (122).

8. The clutch according to claim 7, characterized in that, The wear-resistant coating (122) is made of one of the following materials: ceramic coating, carbide coating, or cermet coating.

9. The clutch according to claim 1, characterized in that, The first transmission part (11) is located on the end face of the first transmission member (1) facing the second transmission member (2), and the second transmission part (21) is located on the end face of the second transmission member (2) facing the first transmission member (1).

10. The clutch according to claim 9, characterized in that, Both the first transmission part (11) and the second transmission part (21) are transmission teeth.

11. The clutch according to claim 1, characterized in that, It also includes a rotating shaft (3) that extends along a first direction. The first transmission member (1) and the second transmission member (2) are both sleeved on the rotating shaft (3). The first transmission member (1) and the second transmission member (2) can move relative to each other along the axial direction of the rotating shaft (3) so that the first transmission part (11) and the second transmission part (21) can switch between an engaged state and a disengaged state.

12. The clutch according to claim 11, characterized in that, It also includes a bushing (4), which is fixedly connected to the rotating shaft (3). The first transmission component (1) is sleeved on the bushing (4). The bushing (4) includes a third transmission part (41). The first transmission component (1) includes a fourth transmission part (13). The third transmission part (41) and the fourth transmission part (13) are connected in a transmission manner.

13. The clutch according to claim 12, characterized in that, The third transmission unit (41) and the fourth transmission unit (13) can slide relative to each other along the axial direction of the rotating shaft (3).

14. The clutch according to claim 13, characterized in that, One of the third transmission part (41) and the fourth transmission part (13) is provided with a slider (131), and the other is provided with a groove along the axial direction of the bushing (4). The slider (131) is slidably connected to the groove.

15. The clutch according to claim 11, characterized in that, Along the axial direction of the rotating shaft (3), the second transmission member (2) is fixed relative to the rotating shaft (3), and the first transmission member (1) and the second transmission member (2) move relative to the rotating shaft (3) so that the first transmission part (11) and the second transmission part (21) switch between the engaged state and the disengaged state.

16. The clutch according to claim 1, characterized in that, It also includes a drive structure for driving the first transmission member (1) to move toward the second transmission member (2).

17. The clutch according to claim 16, characterized in that, The driving structure is either an electromagnetic driving structure or a hydraulic driving structure.

18. The clutch according to claim 1, characterized in that, It also includes an elastic element (5), which is used to accumulate elastic force when the first transmission element (1) moves toward the second transmission element (2), and the elastic force is used to drive the first transmission element (1) to move away from the second transmission element (2).

19. A power system, characterized in that, The clutch included in any one of claims 1-18.

20. A vehicle, characterized in that, Includes the clutch according to any one of claims 1-18, or the power system according to claim 19.

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