A p1 hybrid clutch module

Abstract

The application provides a P1 hybrid power clutch module, which comprises a driving end hub, a double clutch, a motor, a rotor support and a clasp spring. The double clutch comprises a first input hub and a second input hub, and the first input hub and the second input hub are sleeved on the driving end hub. The rotor support is sleeved on the driving end hub through a spline, and the rotor support is used for mounting a motor rotor. A limiting groove is arranged on the driving end hub, and the limiting groove is located at one end of the rotor support away from the clutch. The clasp spring is arranged in the limiting groove and is used for axially limiting the rotor support. In the P1 hybrid power clutch module, the clasp spring can axially limit the rotor support, and the rotor support is circumferentially limited through the spline and the driving end hub, which simplifies the mounting and dismounting procedures of the rotor support and the driving end hub, facilitates maintenance, and facilitates replacement of motors with different sizes and specifications without changing the height of the clutch, so that different use requirements can be met.

Description

Technical Field

[0001] This application relates to the field of clutch technology, specifically to a P1 hybrid power clutch module. Background Technology

[0002] In the field of hybrid vehicles, the installation location of the electric motor in the hybrid powertrain is typically determined based on different usage requirements. In the P1 hybrid architecture, the electric motor is installed between the engine and the clutch.

[0003] In existing P1 hybrid architectures, the rotor mount for the electric motor typically uses an interference fit to fix it to the engine crankshaft, thereby establishing a fixed connection between the rotor mount and the drive hub. However, this fixing method relies solely on the static friction between the rotor mount and the drive hub surface to transmit circumferential torque and radial force. When the engine accelerates or decelerates rapidly, it generates significant axial impact loads. If the axial force exceeds the static friction, the rotor mount will experience slight axial movement relative to the engine crankshaft, causing changes in the working position of other components connected to the rotor mount and thus affecting performance.

[0004] Therefore, the P1 hybrid clutch module in the prior art has room for further improvement. Utility Model Content

[0005] In view of this, and addressing the technical problems in the existing P1 hybrid architecture where the rotor support and the active end hub are only connected by an interference fit, resulting in difficulties in the installation and disassembly of the rotor support and the active end hub, and poor axial limiting capability of the rotor support, this application provides a P1 hybrid clutch module. This module has a limiting groove and a spline on the active end hub, and the rotor support achieves circumferential limiting with the active end hub through the spline. A retaining ring is provided in the limiting groove to provide axial limiting for the rotor support, thereby improving the axial limiting capability between the rotor support and the active end hub and ensuring the operational stability of the P1 hybrid clutch module. Simultaneously, the circumferential limiting between the rotor support and the active end hub through the spline makes the installation and disassembly of the rotor support and the active end hub simpler and faster.

[0006] This application provides a P1 hybrid power clutch module, including: Active end hub; A dual-clutch transmission includes a first input hub and a second input hub, wherein the first input hub and the second input hub are fitted onto the driving end hub; Electric motor; The rotor bracket, fitted onto the drive end hub, is used to mount the motor rotor; The limiting groove is located on the drive end hub, at the end of the rotor bracket furthest from the clutch; A retaining ring, located in a limiting groove, is used to axially limit the rotor support; The rotor support is at least partially connected to the drive end hub via a spline.

[0007] Compared with the prior art, the P1 hybrid clutch module of this application is equipped with a dual clutch, enabling the P1 hybrid clutch module to achieve the functions of independently driving the vehicle by the engine, driving the vehicle by the engine and the motor together, driving the vehicle by the engine while simultaneously driving the motor to generate electricity, and driving the motor to generate electricity by the engine. In this application, at least part of the drive end hub is provided with splines, so that the rotor bracket can be quickly installed on the drive end hub. Through the spline structure, circumferential limiting between the rotor bracket and the drive end hub can be achieved, so that the rotor bracket does not need to use an interference fit with the drive end hub to achieve circumferential limiting. Furthermore, a limiting groove is provided on the drive end hub for installing a retaining ring. The retaining ring acts on the end of the rotor bracket away from the clutch, thereby providing axial limiting for the rotor bracket, resulting in better connection stability between the rotor bracket and the drive end hub. When the engine accelerates or decelerates rapidly, the retaining ring enables the rotor bracket to withstand large axial impact loads without axial movement relative to the drive end hub, thus not affecting the working position of other workpieces and ensuring the working stability of the P1 hybrid clutch module. During actual installation, the rotor bracket can be quickly fitted onto the drive end hub. After installation, the retaining circumferential spring is inserted into the limiting slot, allowing for rapid installation of the rotor bracket and drive end hub. The retaining circumferential spring and spline work together to effectively limit the axial and circumferential movement of the rotor bracket, ensuring installation stability between the rotor bracket and drive end hub. During disassembly, simply remove the retaining circumferential spring and axially detach the rotor bracket from the drive end hub. This simplifies the installation and disassembly process of the rotor bracket and drive end hub, facilitating maintenance. Furthermore, it allows the rotor bracket and drive end hub to be separated, enabling easy replacement of motors of different sizes and specifications without altering the clutch height, thus adapting to various application needs and improving applicability.

[0008] Preferably, the retaining ring has a C-shaped structure; The retaining ring includes a mounting part and a limiting part, with the limiting part connected to the periphery of the mounting part; In the axial direction, both end faces of the limiting part are planes parallel to the radial direction, the end face of the mounting part near the rotor support is on the same plane as the limiting part, and the end face of the mounting part away from the rotor support is inclined in the radial direction. The thickness of the mounting portion gradually decreases in the direction toward the clutch.

[0009] Preferably, the end face of the limiting groove near the rotor support is parallel to the radial direction; The end face of the limiting groove facing away from the rotor support is inclined relative to the radial direction, and the inclination angle of this end face is the same as that of the inclined face of the mounting part.

[0010] Preferably, the radial depth of the limiting groove is D1, and the radial depth of the mounting part is D2, where D2≥D1; On the same radial projection plane, the circlip at least partially overlaps with the rotor support.

[0011] Preferably, the axial width of the top opening of the limiting groove is L1, the top axial width of the mounting part is L2, and the axial width of the limiting part is L3; Wherein, the end faces of the limiting groove and the circlip facing towards the clutch lie on the same plane and are in close contact with the rotor support; where L3=L2≥L1.

[0012] Preferably, the axial width of the top opening of the limiting groove is L1, the top axial width of the mounting part is L2, and the axial width of the limiting part is L3; The end faces of the limiting groove and the circlip facing towards the clutch do not lie on the same plane, and the rotor support is at least partially located above the limiting groove; the axial length of the rotor support located above the limiting groove is L4, where L4<L1, L3=L2, and (L2+L4)≥L1.

[0013] Preferably, the driving end hub comprises: a first connecting portion, disposed close to the clutch, for mounting part of the rotor support; a second connecting portion, disposed on the side of the first connecting portion facing away from the clutch, for mounting part of the rotor support; Wherein, the outer diameter of the first connecting portion is larger than the outer diameter of the second connecting portion, and the limiting groove is disposed on the second connecting portion; and / or, a first heat dissipation channel, disposed along the radial direction, for delivering cooling oil to cool the electric motor.

[0014] Preferably, the rotor support comprises: a rotor frame body, for mounting the motor rotor; a rotor hub, disposed on the inner side of the rotor frame body and sleeved on the driving end hub; Wherein, the motor rotor is in interference fit with the rotor frame body, and the rotor frame body and the rotor hub are connected by welding or rivets.

[0015] Preferably, the rotor hub comprises a first hub portion and a second hub portion, the first hub portion is sleeved on the first connecting portion, and the second hub portion is sleeved on the second connecting portion; The rotor frame body is connected with the first hub portion; and splines are provided on the outside of the first hub portion.

[0016] Preferably, the dual clutch comprises: An internal friction pair is connected to the first input hub. The external friction pair is connected to the second input hub. The external output housing is connected to the external friction pair. The inner output housing is connected to the inner friction pair. Operating mechanism, used to control the engagement state of the clutch; The output end of the dual clutch is equipped with a multi-functional hub, which is connected to the inner output housing. Attached Figure Description

[0017] Figure 1 This is a cross-sectional schematic diagram of the P1 hybrid clutch module provided in an embodiment of this application; Figure 2 yes Figure 1 A magnified view of part A; Figure 3 yes Figure 2 A magnified schematic diagram of part B.

[0018] Reference numerals: 1. Drive end hub; 2. Dual clutch; 3. Motor rotor; 4. Rotor bracket; 5. Snap ring; 6. Multi-functional hub; 11. Limiting groove; 12. First connecting part; 13. Second connecting part; 14. First heat dissipation channel; 15. First needle roller bearing; 16. Ball bearing; 21. First input hub; 22. Second input hub; 23. Internal friction pair; 24. External friction pair; 25. External output housing; 26. Internal output housing; 27. Operating mechanism; 28. Input housing; 41. Rotor frame; 42. Rotor hub; 421. First hub; 422. Second hub; 51. Installation part; 52. Limiting part; 61. Second needle roller bearing. Detailed Implementation

[0019] To enable those skilled in the art to better understand the technical solutions of this disclosure, the following detailed, clear, and complete description of this disclosure is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this disclosure and are not intended to limit it.

[0020] In the description of this application, the use of "first" and "second" is for the purpose of distinguishing technical features only, and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or the order of the technical features indicated.

[0021] Those skilled in the art should understand that in the disclosure of this application, the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the above terms should not be construed as limitations on this application.

[0022] The present application will now be described in further detail with reference to the accompanying drawings, see below. Figures 1 to 3 illustrate.

[0023] This application provides a P1 hybrid power clutch module, which includes a dual clutch 2, a rotor bracket 4, a drive end hub 1, a motor, and a multi-function hub 6; one end of the dual clutch 2 is connected to the drive end hub 1, and the other end is connected to the multi-function hub 6; the end of the drive end hub 1 away from the dual clutch 2 is connected to the engine for transmitting engine power; the end of the multi-function hub 6 away from the dual clutch 2 is connected to the transmission; the rotor bracket 4 is sleeved on the drive end hub 1, and the rotor bracket 4 is located between the clutch and the engine, and the rotor bracket 4 is used to mount the motor rotor 3.

[0024] In this application, the dual-clutch 2 includes a first input hub 21 and a second input hub 22, wherein the rotor support 4, the second input hub 22, and the first input hub 21 are sequentially sleeved on the active end hub 1 along the axial direction of power flow; wherein the active end hub 1 is provided with a limiting groove 11, and a retaining spring 5 is installed in the limiting groove 11. The retaining spring 5 is at least partially located in the limiting groove 11 and at least partially protrudes outward to the outside of the limiting groove 11 to fit against the side end of the rotor support 4, thereby axially limiting the rotor support 4, so that the connection stability between the rotor support 4 and the active end hub 1 is better; when the engine accelerates or decelerates rapidly, the retaining spring 5 enables the rotor support 4 to withstand a large axial impact load and will not axially move relative to the active end hub 1, thereby not affecting the working position of other workpieces, ensuring the working stability of the P1 hybrid clutch module, and thus ensuring the working stability of the whole vehicle during driving.

[0025] Furthermore, in this application, on the one hand, a limiting groove 11 is provided on the drive end hub 1, and a retaining ring 5 is provided in the limiting groove 11 to limit the rotor support 4, simplifying the limiting mechanism of the rotor support 4, making processing simple, reducing costs, and simplifying installation and maintenance; on the other hand, a spline is provided on the drive end hub 1 to achieve circumferential limiting of the rotor support 4 with the drive end hub 1 through the spline, thereby allowing the inner diameter of the rotor support 4 to be slightly larger than the outer diameter of the drive end hub 1. In actual installation, the rotor support 4 can be quickly fitted onto the drive end hub 1, and after installation, the retaining ring 5 is inserted into the limiting groove 11 for quick... The rotor bracket 4 and the drive end hub 1 are installed together. Under the action of the snap ring 5 and the spline, the rotor bracket 4 can be well limited in the axial and circumferential directions, ensuring the installation stability of the rotor bracket 4 and the drive end hub 1. In the actual disassembly process, only the snap ring 5 needs to be removed, and the rotor bracket 4 can be removed from the drive end hub 1 in the axial direction, which can realize the quick disassembly of the rotor bracket 4 and the drive end hub 1. It also allows the rotor bracket 4 and the drive end hub 1 to be separated, which facilitates the replacement of motors of different sizes and specifications without changing the height of the dual clutch 2, so as to meet different usage requirements and improve applicability.

[0026] like Figure 1 , Figure 2 As shown, a thrust needle roller bearing is provided between the first input hub 21 and the second input hub 22, and a thrust needle roller bearing is provided between the second input hub 22 and the driving end hub 1. This allows for the separation of the first input hub 21 and the second input hub 22, and between the second input hub 22 and the driving end hub 1, thereby enabling the transmission and interruption of power. Wherein, as... Figure 1 , Figure 2 As shown, the active end hub 1 is provided with an input housing 28 at one end near the dual clutch 2. The inner side of the input housing 28 is connected to the active end hub 1, and the outer side of the input housing 28 is connected to the dual clutch 2, so as to realize the power transmission between the dual clutch 2 and the active end hub 1.

[0027] like Figures 1 to 3 As shown, the retaining ring 5 has a C-shaped structure, meaning it is not a completely closed circle. This allows the diameter of the retaining ring 5 to be adjusted, making it suitable for different diameter drive end hubs 1 and improving its applicability. Figure 3As shown, the retaining ring 5 includes a mounting portion 51 and a limiting portion 52. Both the mounting portion 51 and the limiting portion 52 are annular structures, and the limiting portion 52 is connected to the outside of the mounting portion 51. In the axial section, the limiting portion 52 is a rectangular structure, and the mounting portion 51 is a right-angled trapezoidal structure. That is, in the axial direction, both axial end faces of the limiting portion 52 are planes parallel to the radial direction. The end face of the mounting portion 51 near the rotor support 4 is on the same plane as the limiting portion 52. The end face of the mounting portion 51 away from the rotor support 4 is inclined in the radial direction. Then, in the direction toward the clutch, the thickness of the mounting portion 51 gradually decreases.

[0028] Correspondingly, the end face of the limiting groove 11 near the rotor support 4 is parallel to the radial direction, and the end face of the limiting groove 11 away from the rotor support 4 is inclined in the radial direction, and the inclination angle of this end face is the same as that of the inclined surface of the mounting part 51; for example Figure 2 As shown, this allows the retaining ring 5 to be inserted into the limiting groove 11 after the rotor bracket 4 is installed. Because the inclined surfaces of the mounting part 51 and the limiting groove 11 provide a guiding effect, the mounting part 51 can slowly move down along the inclined surface of the limiting groove 11 and penetrate deep into the limiting groove 11, reducing the difficulty of inserting the retaining ring 5 and simplifying the installation process. Simultaneously, the limiting part 52 mainly contacts the rotor bracket 4, providing axial force to the rotor bracket 4. Since the limiting part 52 is rectangular and has a large volume, it can provide a stabilizing force to the rotor bracket 4.

[0029] Furthermore, such as Figure 3 As shown, on the same radial projection plane, the retaining ring 5 and the rotor support 4 at least partially overlap, that is, the retaining ring 5 can at least partially act on the side end of the rotor support 4 to axially limit the rotor support 4; specifically, the radial depth of the limiting groove 11 is D1, and the radial depth of the mounting part 51 is D2, wherein D2≥D1, thereby ensuring that the limiting part 52 can be fully exposed outside the limiting groove 11 to achieve stable limiting of the rotor support 4.

[0030] In an optional embodiment, the axial width of the top opening of the limiting groove 11 is L1, the top axial width of the mounting part 51 is L2, and the axial width of the limiting part 52 is L3; wherein, the end face of the limiting groove 11 and the snap ring 5 near the clutch is on the same plane and fits against the rotor support 4; wherein L3=L2≥L1; that is, the radial width of the limiting groove 11 is at most the width of L1, so that the snap ring 5 can be inserted into the limiting groove 11 while the snap ring 5 has a large reserved space to ensure that the snap ring 5 can always fit against the rotor support 4.

[0031] In another alternative embodiment, such as Figure 3As shown, the axial width of the top opening of the limiting groove 11 is L1, the top axial width of the mounting portion 51 is L2, and the axial width of the limiting portion 52 is L3, that is, the width of the top opening of the limiting groove 11 is greater than the axial width of the mounting portion 51, so that at least part of the rotor support 4 is located above the limiting groove 11, that is, the rotor support 4 protrudes toward the direction of the limiting groove 11 to block part of the limiting groove 11, so that the end faces of the limiting groove 11 and the circlip 5 close to the clutch are not on the same plane; wherein, the axial length of the rotor support 4 located above the limiting groove 11 is L4, where L4<L1, that is, the rotor support 4 only blocks part of the limiting groove 11, and does not block the entire limiting groove 11, and L4<L1, and L3=L2, (L2+L4)≥L1, that is, the sum of the width of the rotor support 4 above the limiting groove 11 and the width of the mounting portion 51 is greater than or equal to the opening width of the limiting groove 11; in this embodiment, when the rotor support 4 is installed, a part of it is located above the limiting groove 11, therefore, when the circlip 5 is inserted into the limiting groove 11, the circlip 5 can be tightly inserted into the limiting groove 11, thereby ensuring the axial limiting of the rotor support 4; such arrangement can improve the applicable range of the circlip 5; when the sum of L2 and L4 is greater than L1, the compression degree of the rotor support 4 can be adjusted by changing the depth at which the mounting portion 51 is inserted into the limiting groove 11, so as to ensure a consistent compression degree on the rotor support 4 and ensure the axial limiting effect on the rotor support 4.

[0032] As Figure 1 , Figure 2 as shown, the driving end hub 1 includes a first connecting portion 12 and a second connecting portion 13, the first connecting portion 12 and the second connecting portion 13 are arranged adjacent to each other, the first connecting portion 12 is disposed close to the clutch, the second connecting portion 13 is disposed on the side of the first connecting portion 12 facing away from the clutch, wherein the outer diameter of the first connecting portion 12 is larger than the outer diameter of the second connecting portion 13, and the first connecting portion 12 and the second connecting portion 13 cooperate together to mount the rotor support 4; correspondingly, the rotor support 4 includes a rotor frame body 41 and a rotor hub 42, the cross section of the rotor frame body 41 is a T-shaped structure, and the motor rotor 3 is connected to the rotor frame body 41 by means of interference fit; the rotor hub 42 is disposed inside the rotor frame body 41, the inner side of the rotor hub 42 is connected to the outer side of the double-groove ball bearing by means of interference fit, and the rotor hub 42 and the rotor frame body 41 are connected by welding or rivets.

[0033] The rotor hub 42 includes a first hub 421 and a second hub 422. The first hub 421 is fitted onto the first connecting part 12, and the second hub 422 is fitted onto the second connecting part 13. Therefore, the inner diameters of the first hub 421 and the second hub 422 are different, with the inner diameter of the first hub 421 being larger than that of the second hub 422. The rotor frame 41 is connected to the first hub 421. The first connecting part 12 has a spline on its exterior, and the first hub 421 has a keyway that mates with the spline. 2 is connected to the first hub 421 via a spline, which can be used to achieve circumferential positioning of the rotor support 4 and the active end hub 1; the second connecting part 13 and the second hub 422 are precisely clearance-fitted, that is, the outer diameter of the second connecting part 13 is slightly smaller than the inner diameter of the second hub 422, so that the rotor support 4 can be quickly inserted into the active end hub 1 axially, or the rotor support 4 can be quickly pulled out from the active end hub 1 axially, so as to simplify the quick installation and disassembly of the rotor support 4 and the active end hub 1 and facilitate maintenance.

[0034] In this embodiment, by setting different outer diameters for the first connecting part 12 and the second connecting part 13, a stepped structure can be formed on the active end hub 1, and the step can play a certain axial limiting role; on the other hand, different connecting structures can be set on the two mounting parts 51 respectively to achieve diversified connection methods and improve connection stability.

[0035] like Figure 1 As shown, a first needle roller bearing is provided between the main end hub 1 and the power shaft, that is, the drive end hub 1 and the shaft are connected by the first needle roller bearing 15; specifically, the first needle roller bearing 15 is located inside the first connecting part 12.

[0036] like Figure 1 As shown, a second needle roller bearing 61 is provided between the multi-functional hub 6 and the power shaft. That is, the multi-functional hub 6 and the shaft are connected by the second needle roller bearing 61. There are two second needle roller bearings 61, which are distributed at intervals along the axial direction.

[0037] Furthermore, such as Figure 1 , Figure 2 As shown, the first connecting part 12 is provided with a radially arranged first cooling oil passage 14. The outer opening of the first cooling oil passage 14 is located between the input housing 28 and the rotor support 4. The inner side of the first cooling oil passage 14 is connected to the inner side of the drive end hub 1. The first cooling oil passage 14 is used to transport cooling oil to the space between the input housing 28 and the rotor support 4 to cool the motor. The cooling oil is gearbox oil.

[0038] like Figure 1 , Figure 2As shown, a ball bearing 16 is provided on the outside of the rotor support 4. The ball bearing 16 is sleeved on the second connecting part 13 and is used to support the surrounding parts.

[0039] Furthermore, the dual-clutch 2 will be described in more detail; such as Figure 1 , Figure 2 As shown, the dual clutch 2 includes an inner friction pair 23, an outer friction pair 24, an outer output housing 25, an inner output housing 26, and an operating mechanism 27. The outer friction pair 24 is located radially outside the inner friction pair 23. The inner side of the inner friction pair 23 is connected to the first input hub 21, and the outer side of the inner friction pair 23 is connected to the inner output housing 26. The inner side of the outer friction pair 24 is connected to the second input hub 22, and the outer side of the outer friction pair 24 is connected to the outer output housing 25. The multi-functional hub 6 is connected to the end of the outer output housing 25 away from the outer friction pair 24. The operating mechanism 27 is used to control the engagement state of the dual clutch 2, that is, the operating mechanism 27 can control the power output state of the engine. When the first input hub 21 and the second input hub 22 are engaged with the driving end hub 1, the engine power can be transmitted to the output shaft along the dual clutch 2.

[0040] Furthermore, the operating mechanism 27 includes a first piston, a second piston, a third piston, a first elastic element, and a second elastic element. The first piston applies a first force to the external friction pair 24, the first force being directed towards the external friction pair 24. This first force compresses the external friction pair 24, connecting the external output housing 25 to the second input hub 22, allowing the engine's power to be transmitted to the output shaft via the external output housing 25, the external friction pair 24, and the second input hub 22. The second piston applies a second force to the internal friction pair 23, the second force being directed inward. In the direction of friction pair 23, the second force can press the inner friction pair 23 together, so that the inner output housing 26 is connected to the first input hub 21, and the power of the engine can be transmitted to the output shaft through the multi-functional hub 6, the inner output housing 26, the outer friction pair 24, and the first input hub 21; the third piston is located on the side of the second piston facing the inner friction pair 23, and the third piston is used to act as a balance piston, which is used to counteract or balance the pressure generated by the centrifugal force of the dual clutch 2 oil when the dual clutch 2 is rotating, thereby ensuring precise control of the engagement and disengagement of the dual clutch 2.

[0041] Among them, such as Figure 1 As shown, the first elastic element is disposed between the first piston and the inner output housing 26. The first elastic element is used to generate a third force on the first piston. The third force is used to provide a restoring force to the first piston, so that the first piston can actively reset when the first force disappears, thereby disconnecting the connection between the outer output housing 25 and the second input hub 22. The second elastic element is disposed in the piston chamber of the second piston and is used to generate a fourth force on the second piston. The fourth force is used to provide a restoring force to the second piston, so that the second piston can actively reset when the second force disappears, thereby disconnecting the connection between the inner output housing 26 and the first input hub 21, thus disengaging the dual clutch 2. The first force, the second force, and the fourth force are all parallel to the axial direction.

[0042] In this embodiment, the first elastic element is any one of a disc spring, a butterfly spring, or a diaphragm spring; the second elastic element is preferably any one of a column spring, a stacked spring, a butterfly spring, or a diaphragm spring. The first and second forces are in the same direction and parallel, and the third and fourth forces are in the same direction and parallel.

[0043] Among them, such as Figure 1 As shown, a first oil cavity is formed between the outer wall of the first piston, the inner wall of the outer output housing 25, and the outer wall of the multi-functional hub 6. The multi-functional hub 6 is provided with a first oil passage. The first oil cavity is connected to the first oil passage. Oil enters the first oil cavity through the first oil passage and applies a first force to the outer side of the first piston. The direction of the first force is towards the outer friction pair 24, so as to realize the connection between the outer output housing 25 and the second input hub 22.

[0044] A second oil chamber is formed between the inner wall of the first piston, the outer wall of the inner output housing 26, and the outer wall of the multi-functional hub 6. The multi-functional hub 6 is provided with a second oil passage. The second oil chamber is connected to the second oil passage. The oil enters the second oil chamber through the second oil passage and applies a first force to the inner side of the first piston. At this time, the direction of the first force is away from the direction of the outer friction pair 24, so as to realize the disconnection between the outer output housing 25 and the second input hub 22.

[0045] A third oil chamber is formed between the outer wall of the second piston, the inner wall of the inner output housing 26, and the outer wall of the multi-functional hub 6. The multi-functional hub 6 is provided with a third oil passage. The third oil chamber is connected to the third oil passage. The oil enters the third oil chamber through the third oil passage and applies a second force to the outer side of the second piston. The direction of the second force is towards the inner friction pair 23, so as to realize the connection between the inner output housing 26 and the first input hub 21.

[0046] A fourth oil chamber is formed between the second and third pistons. A fourth oil passage is provided on the multi-functional hub 6. The fourth oil chamber is connected to the fourth oil passage. Oil enters the fourth oil chamber through the fourth oil passage and applies a second force to the outside of the second piston. At this time, the direction of the second force is away from the direction of the internal friction pair 23, so as to realize the disconnection between the inner output housing 26 and the first input hub 21. The second elastic element is located in the fourth oil chamber.

[0047] Among them, such as Figure 1As shown, the first input hub 21 includes a first housing and a first hub 421. The first housing is connected to the inner side of the inner friction pair 23, and the first housing is connected to the first hub 421. The first hub 421 is connected to the output shaft via a spline. The second input hub 22 includes a second housing and a second hub 422. The second housing is connected to the inner side of the outer friction pair 24, and the second housing is connected to the second hub 422. The second hub 422 is connected to the output shaft.

[0048] In this application, when the first oil passage, the second oil passage, the third oil passage, and the fourth oil passage transport oil, the oil can carry away the heat of the dual clutch 2, thereby achieving the function of cooling the dual clutch 2 and the multi-functional wheel hub 6.

[0049] In this application, the dual clutch 2 enables the separation and disconnection of engine power and transmission, decoupling the engine and P1 motor power from the vehicle. When the dual clutch 2 is disconnected, the engine can drive the P1 motor to achieve power generation mode. When the dual clutch 2 is engaged, the engine can drive the vehicle mode, or the P1 motor can be coupled with the engine power and output to the vehicle together. Alternatively, the engine power can be decoupled to achieve the function of the engine driving the vehicle while simultaneously driving the motor to generate electricity.

[0050] It should be noted that the various embodiments of this application can be arbitrarily combined into new embodiments, provided that the solutions do not conflict and the technical solutions can coexist.

[0051] The present application has been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present application. The descriptions of the embodiments above are only for the purpose of helping to understand the present application and its core ideas. It should be noted that those skilled in the art can make several improvements and modifications to the present application without departing from the principles 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 P1 hybrid power clutch module, characterized in that, comprising: a drive-end hub (1); a dual clutch (2), comprising a first input hub (21) and a second input hub (22), the first input hub (21) and the second input hub (22) being sleeved on the drive-end hub (1); a electric motor; a rotor support (4), sleeved on the drive-end hub (1), for mounting the motor rotor (3); a limit groove (11), provided on the drive-end hub (1), located at an end of the rotor support (4) away from the clutch; a circlip (5), provided in the limit groove (11), for axially limiting the rotor support (4); wherein at least part of the rotor support (4) is connected to the drive-end hub (1) through splines.

2. The P1 hybrid power clutch module according to claim 1, characterized in that, the circlip (5) is of a C-shaped structure; the circlip (5) comprises a mounting portion (51) and a limit portion (52), the limit portion (52) being connected to the periphery of the mounting portion (51); wherein, in the axial direction, both axial end faces of the limit portion (52) are planes parallel to the radial direction, the end face of the mounting portion (51) close to the rotor support (4) is on the same plane as the limit portion (52), and the end face of the mounting portion (51) away from the rotor support (4) is inclined relative to the radial direction; in the direction towards the clutch, the thickness of the mounting portion (51) gradually decreases.

3. The P1 hybrid power clutch module according to claim 2, characterized in that, the end face of the limit groove (11) close to the rotor support (4) is parallel to the radial direction; the end face of the limit groove (11) away from the rotor support (4) is inclined relative to the radial direction, and the inclination angle of this end face is the same as the inclination angle of the inclined face of the mounting portion (51).

4. The P1 hybrid power clutch module according to claim 3, characterized in that, the radial depth of the limit groove (11) is D1, and the radial depth of the mounting portion (51) is D2, where D2≥D1; on the same radial projection plane, the circlip (5) and the rotor support (4) at least partially overlap.

5. The P1 hybrid power clutch module according to claim 3, characterized in that, the axial width of the top opening of the limit groove (11) is L1, the top axial width of the mounting portion (51) is L2, and the axial width of the limit portion (52) is L3; wherein the end faces of the limit groove (11) and the circlip (5) close to the clutch are on the same plane and are attached to the rotor support (4); where L3=L2≥L1.

6. The P1 hybrid power clutch module according to claim 3, characterized in that, the axial width of the top opening of the limit groove (11) is L1, the top axial width of the mounting portion (51) is L2, and the axial width of the limit portion (52) is L3; the end faces of the limit groove (11) and the circlip (5) close to the clutch are not on the same plane, at least part of the rotor support (4) is located above the limit groove (11); the axial length of the part of the rotor support (4) located above the limit groove (11) is L4, where L4<L1, and L3=L2, (L2+L4)≥L1.

7. The P1 hybrid power clutch module according to claim 1, characterized in that, The drive-end hub (1) comprises: The first connecting part (12) is located near the clutch and has a spline on its outer side for mounting part of the rotor bracket (4). The second connecting part (13) is located on the side of the first connecting part (12) away from the clutch and is used to install part of the rotor bracket (4). The outer diameter of the first connecting part (12) is larger than the outer diameter of the second connecting part (13), and the limiting groove (11) is provided on the second connecting part (13); And / or, The first heat dissipation channel (14) is arranged radially and is used to transport cooling oil to cool the motor.

8. The P1 hybrid power clutch module according to claim 7, characterized in that, The rotor support (4) includes: Rotor frame (41) is used to mount the motor rotor (3); The rotor hub (42) is located inside the rotor frame (41) and is fitted onto the active end hub (1); Among them, the motor rotor (3) is interference-fitted with the rotor frame (41), and the rotor frame (41) is welded to the rotor hub (42) or connected by rivets.

9. The P1 hybrid power clutch module according to claim 8, characterized in that, The rotor hub (42) includes a first hub (421) and a second hub (422), the first hub (421) being fitted onto the first connecting part (12), and the second hub (422) being fitted onto the second connecting part (13); The rotor frame (41) is connected to the first hub (421); the first hub (421) is provided with a keyway that mates with the spline.

10. The P1 hybrid power clutch module according to claim 1, characterized in that, The dual clutch (2) includes: The internal friction pair (23) is connected to the first input hub (21); The external friction pair (24) is connected to the second input hub (22); The external output housing (25) is connected to the external friction pair (24); The inner output housing (26) is connected to the inner friction pair (23); Operating mechanism (27) is used to control the engagement state of the clutch; The output end of the dual clutch (2) is provided with a multi-functional hub (6), which is connected to the inner output housing (26).

Images