Clutch device, driving system and vehicle

Abstract

A clutch device, a driving system and a vehicle. The clutch device is applied to the vehicle, and comprises a driving assembly, a first driven member, a first clutch assembly, a second driven member, and a second clutch assembly. The first clutch assembly is disposed between the driving assembly and the first driven member, the second clutch assembly is disposed between the driving assembly and the second driven member, and the first clutch assembly and the second clutch assembly each comprise a coupled state. When the first clutch assembly and the second clutch assembly are each in the coupled state, the first clutch assembly is adapted to transmit power from the driving assembly to the first driven member, and the second clutch assembly is adapted to transmit power from the driving assembly to the second driven member.

Description

Clutch mechanism, drive system and vehicle

[0001] This application claims priority to Chinese patent application No. 202411731910.7, filed on November 28, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of vehicle technology, and more particularly to a clutch device, a drive system, and a vehicle. Background Technology

[0003] Typically, dual-clutch transmissions use two independent clutches to control odd and even gears, making gear shifting faster and smoother.

[0004] While the vehicle is in motion, one clutch controls the current gear, while the other clutch is pre-positioned for the next gear. When a gear shift is needed, switching clutches completely releases and re-engages the clutch. Summary of the Invention

[0005] This disclosure provides a clutch device, a drive system, and a vehicle.

[0006] In a first aspect, a clutch device is provided. This clutch device is applied to a vehicle and includes an active component, a first driven component, a first clutch assembly, a second driven component, and a second clutch assembly. The first clutch assembly is disposed between the active component and the first driven component, and the second clutch assembly is disposed between the active component and the second driven component. The first clutch assembly and the second clutch assembly each include a coupled state.

[0007] When the first clutch assembly and the second clutch assembly are in a coupled state, the first clutch assembly is adapted to transmit the power of the driving assembly to the first driven member, and the second clutch assembly is adapted to transmit the power of the driving assembly to the second driven member.

[0008] In related technologies, dual-clutch devices are only used for gear shifting functions. Dual-clutch devices do not have the capability for both clutches to simultaneously enter a coupled state to achieve the functions of the clutch devices in some embodiments of this disclosure. However, in the clutch devices provided in some embodiments of this disclosure, when the first clutch assembly and the second clutch assembly are respectively in a coupled state, the power of the active component (such as an engine) can be simultaneously transmitted to the first driven component and the second driven component, achieving efficient power distribution.

[0009] For example, the engine is connected to and powers the active component, the first driven component is connected to the wheel end, and the second driven component is connected to the generator. Thus, when the first and second clutch components are coupled, the power generated by the engine can be transmitted to both the first and second clutch components through the active component.

[0010] Thus, the power transmitted by the first clutch assembly can be directly output to the wheel end through the first driven member. This transmission method is equivalent to the direct drive mode of an engine, which can shorten the transmission path and improve transmission efficiency. In addition, the engine's power can also be transmitted through the second clutch assembly, and the power transmitted by the second clutch assembly is directly output to the generator through the second driven member.

[0011] Under the two transmission methods mentioned above, the engine's power can be delivered to the generator while meeting the system's driving requirements, thereby improving the vehicle's energy utilization rate and thus improving the vehicle's energy consumption efficiency, which can effectively reduce the vehicle's fuel consumption per 100 kilometers.

[0012] In some embodiments, the first clutch assembly further includes an open state. When the first clutch assembly is in the open state and the second clutch assembly is in the coupled state, the second clutch assembly is adapted to transmit the power generated by the driving assembly to the second driven member.

[0013] In some embodiments, the second clutch assembly further includes an open state, wherein when the first clutch assembly is in a coupled state and the second clutch assembly is in an open state, the first clutch assembly is adapted to transmit the power generated by the driving assembly to the first driven member.

[0014] In some embodiments, the active component includes a rotating shaft and a rotating member, a first driven member and a second driven member are rotatably sleeved on the rotating shaft, the rotating member is connected to the rotating shaft, a first clutch component is disposed between the rotating member and the first driven member, and a second clutch component is disposed between the rotating member and the second driven member.

[0015] In some embodiments, the first clutch assembly and the second clutch assembly share a rotating component.

[0016] In some embodiments, along the axial direction of the shaft, the rotating member has a first side and a second side opposite to each other, a first clutch assembly is disposed on the first side, and a second clutch assembly is disposed on the second side.

[0017] In some embodiments, along the axial direction of the shaft, the rotating member is provided with a first receiving groove and a second receiving groove, the first receiving groove being located on a first side and adapted to receive a first clutch assembly, and the second receiving groove being located on a second side and adapted to receive a second clutch assembly.

[0018] In some embodiments, the first receiving groove is projected along an axial direction perpendicular to the rotation axis to obtain a first projection; the second receiving groove is projected along an axial direction perpendicular to the rotation axis to obtain a second projection; the first projection and the second projection at least partially overlap.

[0019] In some embodiments, the first receiving groove is projected along the axial direction of the rotating shaft to obtain a third projection; the second receiving groove is projected along the axial direction of the rotating shaft to obtain a fourth projection; the third projection and the fourth projection at least partially overlap.

[0020] In some embodiments, the first clutch assembly includes at least one first friction plate and at least one second friction plate, the at least one first friction plate being connected to a rotating member and the at least one second friction plate being connected to a first driven member; the at least one first friction plate and the at least one second friction plate are capable of switching between a disconnected state and a frictional contact state, so that the first clutch assembly switches between a disconnected state and a coupled state.

[0021] In some embodiments, at least one first friction plate and at least one second friction plate are arranged along the axial direction of the rotating shaft.

[0022] In some embodiments, at least one first friction plate includes a plurality of first friction plates, and at least one second friction plate includes a plurality of second friction plates, wherein the plurality of first friction plates and the plurality of second friction plates are arranged alternately in sequence along the axial direction of the rotating shaft.

[0023] In some embodiments, the first clutch assembly further includes a first drive assembly configured to drive at least one first friction plate and at least one second friction plate to switch between a disengaged state and a frictional contact state.

[0024] In some embodiments, the first drive assembly includes a moving member. The moving member is slidably connected to the rotating shaft along the axial direction of the shaft, and a first hydraulic chamber is formed between the moving member and the rotating member; the first hydraulic chamber is adapted to be connected to the vehicle's hydraulic system, and the medium of the hydraulic system is adapted to flow between the hydraulic system and the first hydraulic chamber to drive the moving member to move.

[0025] In some embodiments, the rotating shaft is provided with a first liquid supply channel, which is connected to a first hydraulic chamber. The first liquid supply channel is adapted to supply a medium to the first hydraulic chamber to drive the moving part along a first direction.

[0026] In some embodiments, the first drive assembly further includes a first housing fixed relative to the rotating shaft along the axial direction of the rotating shaft. The first housing is disposed on the side of the moving member away from the rotating member. A third hydraulic chamber is formed between the moving member and the first housing. The third hydraulic chamber is adapted to be connected to the hydraulic system of the vehicle. The medium of the hydraulic system is adapted to flow between the hydraulic system and the third hydraulic chamber to drive the moving member to move.

[0027] In some embodiments, the rotating shaft is provided with a third liquid supply channel, which is connected to a third hydraulic chamber. The third liquid supply channel is adapted to supply a medium to the third hydraulic chamber to drive the moving part in a second direction, the first direction being opposite to the second direction.

[0028] In some embodiments, the first drive assembly further includes a first elastic element, a first end of which is connected to the moving element, and a second end of which is connected to the first housing.

[0029] In some embodiments, the first elastic element is configured to apply a first elastic force to the moving element, the first elastic force being configured to keep the first clutch assembly in an open or coupled state.

[0030] In some embodiments, the second clutch assembly includes a slider, a first end of which is connected to a rotating member. The slider moves axially along the shaft to couple or disconnect with the second driven member, thereby switching the second clutch assembly between a disconnected state and a coupled state.

[0031] In some embodiments, the slider is provided with at least one first engaging tooth and the second driven member is provided with at least one second engaging tooth. When the slider moves in a first direction along the axial direction of the shaft, at least one first engaging tooth engages with at least one second engaging tooth to put the second clutch assembly in a coupled state. When the slider moves in a second direction along the axial direction of the shaft, at least one first engaging tooth disengages from at least one second engaging tooth to put the second clutch assembly in a disengaged state. The first direction is opposite to the second direction.

[0032] In some embodiments, at least one first engagement tooth is disposed circumferentially along the slider.

[0033] In some embodiments, at least one second engagement tooth is disposed circumferentially along the second follower.

[0034] In some embodiments, the rotating member is provided with at least one first limiting portion; the sliding member is provided with at least one second limiting portion, the first limiting portion and the second limiting portion cooperating to be adapted to slide along the axial direction of the rotating shaft.

[0035] In some embodiments, the first limiting portion includes a limiting groove that extends axially along the rotating shaft, and the second limiting portion includes a limiting protrusion that is slidably accommodated within the limiting groove along the rotating shaft.

[0036] In some embodiments, a second hydraulic chamber is formed between the sliding member and the rotating member; the second hydraulic chamber is adapted to be connected to the vehicle's hydraulic system, and the medium of the hydraulic system is adapted to flow between the hydraulic system and the second hydraulic chamber to drive the sliding member to move.

[0037] In some embodiments, the rotating shaft is provided with a second liquid supply channel, which is in communication with a second hydraulic chamber. The second liquid supply channel is configured to supply a medium to the second hydraulic chamber to drive the sliding member in a third direction.

[0038] In some embodiments, the second clutch assembly includes a second drive assembly configured to drive a slider to move axially along a shaft to couple or disconnect the slider from the second follower.

[0039] In some embodiments, the second drive assembly includes a second housing and a second elastic member. The second housing is fixed relative to the rotating shaft along the axial direction of the rotating shaft. A first end of the second elastic member is connected to a sliding member, and a second end of the second elastic member is connected to the second housing.

[0040] In some embodiments, the second elastic element is configured to apply a second elastic force to the slider, the second elastic force being configured to keep the second clutch assembly in an open or coupled state.

[0041] Secondly, a drive system is provided. The drive system includes a first power source, a second power source, and the aforementioned clutch device. The output end of the first power source is connected to the driving component of the clutch device, the first driven component of the clutch device is adapted to connect to the wheel end of the vehicle, and the second driven component of the clutch device is adapted to connect to the input end of the second power source.

[0042] In some embodiments, the drive system further includes a third power source and a transmission assembly, wherein the input end of the transmission assembly is adapted to be drive-connected to the output end of the third power source and the output end of the first driven member, respectively, and the output end of the transmission assembly is adapted to be drive-connected to the wheel end of the vehicle.

[0043] In some embodiments, the transmission assembly includes a first gear and a second gear coaxially arranged and connected, the first gear forming the input end of the transmission assembly and the second gear forming the output end of the transmission assembly.

[0044] In some embodiments, the diameter of the first gear is larger than the diameter of the second gear.

[0045] In some embodiments, the first power source is an engine, and after the engine enters the working state, the engine is controlled to continuously operate in the high-efficiency operating range.

[0046] Thirdly, a vehicle is provided. The vehicle includes the aforementioned drive system.

[0047] It should be noted that the technical effects of the implementation methods of the second and third aspects can be found in the technical effects of the corresponding implementation methods in the first aspect, and will not be repeated here. Attached Figure Description

[0048] To more clearly illustrate the technical solutions of the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. However, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 is a block diagram of a vehicle according to some embodiments of the present disclosure;

[0050] Figure 2 is a schematic diagram of a clutch device according to some embodiments of the present disclosure;

[0051] Figure 3 is a schematic diagram of the transmission relationship of a clutch device according to some embodiments of the present disclosure;

[0052] Figure 4 is a schematic diagram of another structure of the clutch device according to some embodiments of the present disclosure;

[0053] Figure 5 is a schematic diagram of the structure of a rotating shaft according to some embodiments of the present disclosure;

[0054] Figure 6 is a schematic diagram of the structure of a rotating component according to some embodiments of the present disclosure;

[0055] Figure 7 is a schematic diagram of the structure of a slider according to some embodiments of the present disclosure;

[0056] Figure 8 is a schematic diagram of another structure of a clutch device according to some embodiments of the present disclosure.

[0057] Reference numerals: 1000-Vehicle; 2000-Drive system; 3000-Clutch device; 1-Engine (first power source); 101-Shaft; 2-Generator (second power source); 3-Drive motor (third power source); 4-Differential; 5-Transmission assembly; 51-First gear; 52-Second gear; 100-Driving assembly; 200-First driven member; 300-First clutch assembly; 301-First friction plate; 302-Second friction plate; 303-First drive assembly; 3031-Moving member; 3032-First hydraulic chamber; 3033-First elastic member; 3034-Third hydraulic chamber; 400-Second driven member; 401-Second engagement tooth; 500-Second clutch assembly; 501-Sliding member; 5011-First engagement tooth; 5012-Limiting protrusion; 502-Second drive assembly; 5021 - Second hydraulic chamber; 5022 - Second elastic element; 600 - Rotating element; 601 - Accommodating hole; 6011 - Limiting groove; 6012 - Oil slinger hole; 602 - First receiving groove; 603 - Second receiving groove; 700 - First housing; 800 - Second housing; A - First liquid supply channel; B - Second liquid supply channel; C - Third liquid supply channel. Detailed Implementation

[0058] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. However, the described embodiments are only some embodiments of this disclosure, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this disclosure without creative effort are within the scope of protection of this disclosure.

[0059] In the description of this disclosure, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and for 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, they should not be construed as limitations on this disclosure. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in practical applications, provided that the relative positional relationships shown in the accompanying drawings are satisfied.

[0060] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0061] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0062] In embodiments of this disclosure, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, 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, 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, article, or apparatus that includes that element.

[0063] In this disclosure, the terms "exemplarily" or "for example" are used to indicate that something is an example, illustration, or illustration. Any embodiment or design described as "exemplarily" or "for example" in this disclosure should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of the terms "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner.

[0064] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0065] The Ministry of Industry and Information Technology (MIIT) has released draft opinions on two mandatory national standards, including the "Evaluation Methods and Indicators for Fuel Consumption of Passenger Vehicles" (Draft for Public Comment). These new fuel consumption standards have attracted significant attention within the industry. The new standards categorize passenger vehicles into three levels:

[0066] 1. For vehicles with a total weight of less than 1090kg, the target fuel consumption is 2.57L / 100km;

[0067] 2. For vehicles with a total weight between 1090kg and 2510kg, the target fuel consumption is 3.3L / 100km;

[0068] 3. For vehicles with a total weight greater than 2510kg, the target fuel consumption is 4.7L / 100km.

[0069] To achieve the above objectives, as shown in FIG1, some embodiments of this disclosure provide a vehicle 1000, which is a hybrid vehicle. The hybrid vehicle includes a drive system 2000, which is a key system in the vehicle that converts power into vehicle motion.

[0070] In some embodiments, referring to FIG2 and in conjunction with FIG3, the drive system 2000 in some embodiments of this disclosure includes a first power source 1, a second power source 2, and a clutch device 3000. The output end of the first power source 1 is connected to the active component of the clutch device, the first driven member 200 of the clutch device is adapted to be connected to the wheel end of the vehicle, and the second driven member 400 of the clutch device is adapted to be connected to the input end of the second power source 2.

[0071] The clutch device can interrupt or couple the connection between the first power source 1 and the wheel end of the vehicle, and the clutch device can also interrupt or couple the connection between the first power source 1 and the second power source 2.

[0072] For example, the first power source 1 includes an engine 1, and the second power source 2 includes a generator 2.

[0073] For example, engine 1 is either a gasoline engine 1 or a diesel engine 1.

[0074] When the clutch device couples the connection between the first power source 1 and the wheel end of the vehicle, the engine 1 can directly drive the wheel end of the vehicle to move.

[0075] When the clutch device couples the connection between the first power source 1 and the second driven member 400, the engine 1 can transmit power to the generator 2, and the generator 2 can convert the mechanical energy transmitted by the engine 1 into electrical energy for storage in the battery.

[0076] When the first power source 1 is engine 1, after engine 1 enters the working state, engine 1 is controlled to continuously operate in the high-efficiency operating range.

[0077] Operating engine 1 continuously in its high-efficiency operating range can bring many benefits, including improving fuel economy, reducing emissions, enhancing power performance, and extending engine life.

[0078] For example, in terms of improving fuel economy, the engine 1 continuously operates in its high-efficiency operating range, which corresponds to a higher thermal efficiency range for the engine 1. This means that the engine 1 can more effectively convert fuel into kinetic energy, thereby reducing fuel consumption. Furthermore, the hybrid-specific engine 1, by optimizing its operating cycle (such as the Atkinson cycle) and improving exhaust gas recovery efficiency, can achieve even higher thermal efficiency in its high-efficiency operating range, saving more fuel compared to traditional gasoline vehicles.

[0079] In addition, in terms of emission reduction, engine 1 continues to operate in the high-efficiency operating range, and the combustion process of engine 1 is more complete, which helps to reduce the generation of harmful emissions.

[0080] Furthermore, by combining the operation of an electric motor and an internal combustion engine, the hybrid engine 1 can optimize emissions under different operating conditions, further reducing its impact on the environment.

[0081] In terms of improving power performance, engine 1 can output optimal torque and power by continuously operating in the high-efficiency operating range, thereby improving the vehicle's performance.

[0082] Furthermore, the hybrid engine 1 can maintain efficient operation under different working conditions through intelligent adjustment, thereby providing additional power support when needed.

[0083] In terms of extending engine life, when engine 1 continues to operate in the high-efficiency operating range, the wear and tear on engine 1 is lower, which helps to extend the service life of engine 1.

[0084] In addition, ensuring that engine 1 operates within its high-efficiency operating range, along with regular maintenance, can further extend the service life of engine 1.

[0085] In some embodiments, referring to FIG2 and in conjunction with FIG4, the clutch device in some embodiments of the present disclosure includes an active component 100, a first driven component 200, a first clutch component 300, a second driven component 400, and a second clutch component 500. The first clutch component 300 is disposed between the active component and the first driven component 200, and the second clutch component 500 is disposed between the active component and the second driven component 400. The first clutch component 300 and the second clutch component 500 are respectively in a coupled state.

[0086] When the first clutch assembly 300 and the second clutch assembly 500 are in a coupled state, the first clutch assembly 300 is adapted to transmit the power of the driving assembly to the first driven member 200, and the second clutch assembly 500 is adapted to transmit the power of the driving assembly to the second driven member 400.

[0087] In this way, the power transmitted by the active component is simultaneously transmitted along two paths through the first driven member 200 and the second driven member 400 in the clutch device in some embodiments of this disclosure.

[0088] In related technologies, dual-clutch devices are only used for gear shifting. Therefore, dual-clutch devices do not have the capability for both clutches to simultaneously enter a coupled state to achieve the functions of the clutch devices in some embodiments of this disclosure. However, in the clutch devices provided in some embodiments of this disclosure, when the first clutch assembly 300 and the second clutch assembly 500 are in a coupled state, the power of the active component (such as engine 1) can be simultaneously transmitted to the first driven member 200 and the second driven member 400, achieving efficient power distribution.

[0089] For example, engine 1 is connected to and provides power to the active component. First driven member 200 is connected to the wheel end, and second driven member 400 is connected to generator 2. In this way, when the first clutch assembly 300 and the second clutch assembly 500 are coupled, the power generated by engine 1 can be transmitted to the first clutch assembly 300 and the second clutch assembly 500 through the active component.

[0090] In this way, the power transmitted by the first clutch assembly 300 can be directly output to the wheel end through the first driven member 200. This transmission method is equivalent to the direct drive mode of the engine 1, which can shorten the transmission path and improve the transmission efficiency. In addition, the power of the engine 1 can also be transmitted through the second clutch assembly 500. The power transmitted by the second clutch assembly 500 is directly output to the generator 2 through the second driven member 400.

[0091] Under the two transmission methods mentioned above, the power of engine 1 can meet the driving requirements of the system and can also transmit power to generator 2, thereby improving the energy utilization rate of the whole vehicle and thus improving the energy consumption utilization rate of the whole vehicle, so as to efficiently reduce the fuel consumption per 100 kilometers of the whole vehicle.

[0092] In some embodiments, referring to FIG2 and in conjunction with FIG3, the first clutch assembly 300 further includes an open state. When the first clutch assembly 300 is in the open state and the second clutch assembly 500 is in the coupled state, the second clutch assembly 500 is adapted to transmit the power generated by the driving assembly to the second driven member 400.

[0093] In this situation, the first clutch assembly 300 is disengaged, and the power transmitted by the active assembly is transmitted to the second driven component 400, which in turn transmits the power to the generator 2, greatly enhancing the flexibility and functional integration of the vehicle's power system.

[0094] When the vehicle does not need the engine 1 to directly drive the wheels, such as when the vehicle is in a coasting deceleration phase or when the battery power is low and the engine 1 needs to be quickly charged, the power flow can be quickly changed by switching the state of the first clutch assembly 300 and the second clutch assembly 500, prioritizing the power generation function and improving the efficiency of energy recovery and reuse.

[0095] In some embodiments, referring to FIG2 and in conjunction with FIG3, the second clutch assembly 500 further includes an open state. When the first clutch assembly 300 is in a coupled state and the second clutch assembly 500 is in an open state, the first clutch assembly 300 is adapted to transmit the power generated by the driving assembly to the first driven member 200.

[0096] In this situation, the second clutch assembly 500 is disengaged, and the power transmitted by the active assembly is transmitted to the first driven member 200, which in turn transmits the power to the wheel ends of the vehicle. All the power generated by the engine 1 can be delivered to the wheel ends of the vehicle.

[0097] For example, when the vehicle requires stable and direct driving force to propel the wheels forward (e.g., at high speeds, or when cruise control is activated at high speeds), the drive system switches to disengagement of the second clutch assembly 500 and engagement of the first clutch assembly 300. The power generated by engine 1 can then be transmitted unimpeded and with minimal loss to the first driven member 200 at the associated wheel end, thus achieving direct wheel drive from engine 1 and improving vehicle usability. Furthermore, since most of the engine's power can be directly applied to driving, energy loss is reduced, thereby improving the overall vehicle's energy efficiency and ultimately lowering fuel consumption.

[0098] In some embodiments, referring to FIG2 and in conjunction with FIG3, the drive system in some embodiments of this disclosure further includes a third power source 3 and a transmission assembly 5. The input end of the transmission assembly 5 is adapted to be drively connected to the output end of the third power source 3 and the output end of the first driven member 200, respectively, and the output end of the transmission assembly 5 is adapted to be drively connected to the wheel end of the vehicle.

[0099] For example, the third power source 3 includes a drive motor 3.

[0100] It is understood that, in some embodiments of this disclosure, the wheel end refers to the wheel system of a vehicle.

[0101] Based on this, in some embodiments of this disclosure, the vehicle not only has another power source, but also, through the transmission assembly 5, the drive motor 3 and the engine 1 can simultaneously provide power to the wheel ends, meeting more of the passenger's needs. For example, when overtaking on a highway, the drive motor 3 and the engine 1 work together to enable the vehicle to reach higher speeds more quickly, thus completing the overtaking maneuver. For example, the synergy between the direct drive of the engine 1 and the drive of the drive motor 3 can improve the overall vehicle's power performance, such as increasing the 0-100 km / h acceleration performance by more than 10%.

[0102] In some embodiments, as shown in FIG3, the transmission assembly 5 includes a first gear 51 and a second gear 52 coaxially arranged and fixedly connected. The first gear forms the input end of the transmission assembly 5, and the second gear forms the output end of the transmission assembly 5. The first gear receives power and transmits it to the second gear, which then transmits the power to the wheel ends of the vehicle.

[0103] In some embodiments, the diameter of the first gear is larger than the diameter of the second gear.

[0104] In this way, the transmission component 5 can achieve a speed-increasing effect, thereby increasing the rotational speed of the wheels and improving the vehicle's travel speed.

[0105] Furthermore, when the vehicle starts or needs rapid acceleration, this design helps to more efficiently transmit power from the power source (such as engine 1 and drive motor 3) to the wheels. Because the pinion gear has a high output speed, it can quickly transmit power to the wheels, enabling the vehicle to start and accelerate more agilely, reducing lag in the power transmission process, and improving the vehicle's dynamic performance.

[0106] In some embodiments, referring to FIG2 and in conjunction with FIG3, some embodiments of this disclosure further include a differential 4, which includes an input end and an output end. The input end of the differential 4 is drively connected to the output end of the transmission assembly 5, and the output end of the differential 4 is adapted to be drively connected to the wheels.

[0107] In some embodiments, the output terminal of the differential 4 includes a first output terminal and a second output terminal, the first output terminal being adapted to be connected to the first wheel drive, and the second output terminal being adapted to be connected to the second wheel drive.

[0108] Correspondingly, the clutch device has a first state. When the clutch device is in the first state, the engine 1 is connected to the transmission assembly 5 and the generator 2, and the output power of the engine 1 can simultaneously reach the generator 2 and the transmission assembly 5.

[0109] This means that during normal vehicle operation, part of the power from engine 1 can be used to directly drive the wheels and propel the vehicle forward, while the other part of the power can drive generator 2 to generate electricity.

[0110] The clutch mechanism also has a second state. When the clutch mechanism is in the second state, the engine 1 is disconnected from the transmission assembly 5. In this case, the first driven member 200 is in the disengaged state, and the second driven member 400 is in the coupled state.

[0111] The output power of engine 1 is transmitted to generator 2 via a clutch device, allowing for better control of generator 2's speed and thus improving the stability and quality of power generation. In this way, generator 2 can operate efficiently with relatively stable power input under different vehicle speeds and operating conditions, helping to maintain the battery's health and extend its lifespan.

[0112] The clutch mechanism also has a third state. When the clutch mechanism is in the third state, the engine 1 is disconnected from the generator 2, and the output power of the engine 1 is transmitted to the transmission assembly 5 via the clutch mechanism. In this case, the first driven member 200 is in a coupled state, and the second driven member 400 is in a disengaged state.

[0113] During the process of engine 1 driving generator 2, two types of losses occur. One type of loss is the power loss of the primary gear and rotor bearing of generator 2, and the other type of loss is the no-load loss of generator 2. These losses inevitably reduce the overall drive efficiency of the drive system.

[0114] Therefore, during the operation of the vehicle according to some embodiments of this disclosure, the engine 1 and the generator 2 can be kept in a constant connected state, thereby avoiding the problem that the engine 1 drives the generator 2 to rotate when the vehicle's drive mode is in the direct drive or parallel drive mode of the engine 1, and further improving the overall efficiency of the drive system.

[0115] In some embodiments, the clutch device also has a fourth state. When the clutch device is in the fourth state, the engine 1 is disconnected from the generator 2, and the engine 1 is disconnected from the transmission assembly 5.

[0116] When the clutch is in the fourth state, engine 1 is disconnected from generator 2 and transmission assembly 5. For example, when the vehicle is in pure electric drive mode or parked for an extended period, engine 1 does not need to operate. This completely disconnected state prevents dragging losses caused by the operation of its own mechanical parts and its connection with other components when engine 1 is not operating.

[0117] In some embodiments of this disclosure, by controlling the states of the first clutch assembly 300 and the second clutch assembly 500, the power transmission path of the engine 1 can be precisely selected. Furthermore, during power switching—for example, when the engine 1 simultaneously drives the generator 2 and the transmission assembly 5, and the power distribution ratio between the generator 2 and the transmission assembly 5 is adjusted—precise control of the first clutch assembly 300 and the second clutch assembly 500 can achieve a smooth power transition. This helps reduce the jerking sensation during power switching and improves the vehicle's performance.

[0118] The clutch device provided in some embodiments of this disclosure is described below.

[0119] In some embodiments, referring to FIG2 and in conjunction with FIG4, the active component includes a rotating shaft 101 and a rotating member 600. A first driven member 200 and a second driven member 400 are rotatably sleeved on the rotating shaft 101, and the rotating member 600 is fixedly connected to the rotating shaft 101. A first clutch assembly 300 is disposed between the rotating member 600 and the first driven member 200, and a second clutch assembly 500 is disposed between the rotating member 600 and the second driven member 400.

[0120] Correspondingly, the first driven member 200 is disposed between the rotating shaft 101 and the transmission assembly 5, and the second driven member 400 is disposed between the rotating shaft 101 and the generator 2.

[0121] For example, the active component is the input axis.

[0122] For example, the first driven member 200 is a gear assembly.

[0123] When the first clutch assembly 300 and the second clutch assembly 500 are in a coupled state, the first clutch assembly 300 is adapted to transmit the power of the rotating shaft 101 in the driving assembly to the first driven member 200, and the second clutch assembly 500 is adapted to transmit the power of the rotating shaft 101 in the driving assembly to the second driven member 400.

[0124] Understandably, the first clutch assembly 300 can disconnect or couple the transmission between the first driven member 200 and the driving assembly. When the vehicle's drive mode is in the direct drive or parallel drive mode of engine 1, the input shaft (such as the rotating shaft 101) needs to be connected to the first driven member 200, and the first clutch assembly 300 couples the transmission connection between the input shaft and the first driven member 200. Furthermore, when the input shaft does not need to be connected to the second driven member 400, the second clutch assembly 500 disconnects the transmission connection between the input shaft and the second driven member 400, avoiding the generator's drag transmission and thus improving the overall energy utilization rate of the vehicle.

[0125] Correspondingly, the second clutch assembly 500 can disconnect or couple the transmission between the second driven member 400 and the driving assembly.

[0126] The coupling and disengagement of the first clutch assembly 300 and the second clutch assembly 500 are controlled independently. In the current state, where the first clutch assembly 300 is coupled and the second clutch assembly 500 is disengaged, the next state, due to vehicle requirements, needs to be changed to: the first clutch assembly 300 is disengaged and the second clutch assembly 500 is coupled.

[0127] Since the two clutch components are controlled independently, the first clutch component 300 can be switched from the coupled state to the disengaged state after the second clutch component 500 enters the coupled state. This ensures stable power output of the vehicle and avoids jerking during vehicle operation, thereby improving the vehicle's performance.

[0128] Furthermore, the above-described arrangement significantly saves installation space. By mounting the first driven component 200 and the second driven component 400 on the same shaft 101, the extra space required for a separate shaft 101 for each component is avoided. This makes the entire device more compact and provides more possibilities for the installation and layout of other components. In other words, the drive gear assembly and the generator 2 gear assembly share a single shaft 101, resulting in a more direct and efficient power transmission path.

[0129] For example, referring to Figure 2 and in conjunction with Figure 6, taking the first clutch assembly 300 in some embodiments of this disclosure as an example, which includes a clutch outer hub, the rotating member 600 can be the clutch outer hub.

[0130] Furthermore, referring to Figure 6, the clutch outer hub is provided with multiple oil slinger holes 6012, which help to evenly distribute the oil to various parts around the clutch. When the clutch rotates, the oil is thrown out through the oil slinger holes 6012 under the action of centrifugal force, covering some parts that are difficult to be directly lubricated by oil, such as the edges of the clutch and seals. This ensures that the entire clutch system is adequately lubricated, reducing friction and wear.

[0131] In some embodiments, the first clutch assembly 300 and the second clutch assembly 500 share a rotating member 600.

[0132] On the one hand, the shared rotating component 600 can ensure the continuity of the first clutch assembly 300 and the second clutch assembly 500 during power transmission. When power is transmitted from the driving component, the shared rotating component 600 enables a smoother distribution or switching of power between the two clutch assemblies.

[0133] On the other hand, the fact that the first clutch assembly 300 and the second clutch assembly 500 share the rotating part 600 can reduce the number and volume of parts, making the layout of the entire power system more compact.

[0134] In some embodiments, along the axial direction of the rotating shaft 101, the rotating member 600 has a first side and a second side opposite to each other, a first clutch assembly 300 is disposed on the first side, and a second clutch assembly 500 is disposed on the second side.

[0135] By positioning the first clutch assembly 300 and the second clutch assembly 500 on opposite sides of the rotating member 600 along its axial direction, space can be utilized more effectively. In the powertrain systems of hybrid vehicles, space is a very valuable resource. This layout allows the clutch mechanism to integrate two clutch assemblies within a limited space, avoiding the space congestion that could result from placing two assemblies on the same side, thus making the entire powertrain structure more compact.

[0136] The clutch mechanism has a reasonable spatial layout, which facilitates the arrangement of other peripheral components such as engine 1, generator 2, and transmission assembly 5. For example, it makes it easier to arrange the cooling system, electronic controller, and the routing of various pipes and lines, reducing interference between components and improving the integration and maintainability of the entire power system.

[0137] Furthermore, the first clutch assembly 300 and the second clutch assembly 500 are located on opposite sides of the rotating component 600, which helps to balance the axial forces acting on the rotating component 600. During power transmission, the operation of the clutch assemblies generates axial forces. If the two assemblies are concentrated on one side, it may cause uneven axial forces on the rotating component 600, resulting in problems such as vibration and skewness.

[0138] This symmetrical distribution allows axial forces to cancel each other out or balance each other, ensuring the stability and normal operation of the rotating component 600 during work, and reducing component wear and failures caused by uneven force distribution. By balancing axial forces, not only can the stability of the rotating component 600 itself be improved, but the entire power system can also be made more stable.

[0139] In some embodiments, referring to FIG2 and in conjunction with FIG4, the rotating member 600 is provided with a first receiving groove 602 and a second receiving groove 603 along the axial direction of the rotating shaft 101. The first receiving groove 602 is located on a first side and is adapted to receive a first clutch assembly 300, and the second receiving groove 603 is located on a second side and is adapted to receive a second clutch assembly 500.

[0140] By providing a first receiving groove 602 and a second receiving groove 603 on the rotating component 600 to respectively house the first clutch assembly 300 and the second clutch assembly 500, the clutch assemblies can be cleverly integrated into the rotating component 600. This compact space integration method can minimize the extra space occupied by the clutch device, making the layout of the entire power system more compact.

[0141] Furthermore, because the clutch assembly is housed within the slot of the rotating component 600, its position is more stable during operation. This helps reduce power transmission interruptions or instability caused by displacement or wobbling of the clutch assembly.

[0142] The arrangement of the first receiving groove 602 and the second receiving groove 603 provides a clear position and fixing method for the installation of the first clutch assembly 300 and the second clutch assembly 500.

[0143] During assembly, installers can accurately place the clutch assembly into the corresponding receiving slot and perform the necessary securing operations. This greatly simplifies the installation process, improves assembly efficiency, and reduces the risk of malfunctions due to improper installation.

[0144] In some embodiments, referring to FIG2 and in conjunction with FIG4, the first receiving groove 602 is projected along a direction perpendicular to the axial direction of the rotating shaft 101 to obtain a first projection. For example, the first projection of the first receiving groove 602 is obtained on the horizontal plane where the axis of the rotating shaft 101 is located.

[0145] The second receiving groove 603 is projected along a direction perpendicular to the axial direction of the rotating shaft 101 to obtain a second projection. For example, the second projection of the second receiving groove 603 is obtained on the horizontal plane where the axis of the rotating shaft 101 is located, and the first projection and the second projection at least partially overlap.

[0146] "The first receiving groove 602 is projected in a direction perpendicular to the axis of the rotating shaft 101," which means that the orthographic projection formed on the first receiving groove 602 on the horizontal plane where the axis of the rotating shaft 101 is located is the first projection. Similarly, for the second receiving groove 603, a second projection is formed on the same horizontal plane.

[0147] "The first projection and the second projection overlap at least partially" means that the two projections have overlapping parts on the horizontal plane.

[0148] In some embodiments, the first receiving groove 602 is projected along the axial direction of the rotating shaft 101 to obtain a third projection. For example, the third projection of the first receiving groove 602 is obtained on a vertical plane perpendicular to the axis of the rotating shaft 101.

[0149] The second receiving groove 603 is projected along the axial direction of the rotating shaft 101 to obtain a fourth projection. For example, the fourth projection of the second receiving groove 603 is obtained on a vertical plane perpendicular to the axis of the rotating shaft 101, and the third projection and the fourth projection at least partially overlap.

[0150] Thus, the first receiving groove 602 and the second receiving groove 603 overlap in both horizontal and vertical views.

[0151] In some embodiments of this disclosure, on the horizontal plane where the axis of the rotating shaft 101 is located, the first receiving groove 602 and the second receiving groove 603 can share a portion of the space, thereby effectively utilizing the limited space without increasing the overall radial dimension of the rotating member 600.

[0152] Furthermore, the first clutch assembly 300 and the second clutch assembly 500 can be arranged to overlap in two mutually perpendicular directions, which realizes efficient use of the space of the rotating component 600 and makes the structure of the rotating component 600 more compact.

[0153] In some embodiments, referring to FIG2 and in conjunction with FIG4, the first clutch assembly 300 includes at least one first friction plate 301 and at least one second friction plate 302. At least one first friction plate 301 is connected to the rotating member 600, and at least one second friction plate 302 is connected to the first driven member 200.

[0154] At least one first friction plate 301 and at least one second friction plate 302 are capable of switching between a disconnected state and a frictional contact state, so that the first clutch assembly 300 switches between a disconnected state and a coupled state.

[0155] By gradually switching from a disconnected state to a frictional contact state between the first friction plate 301 and the second friction plate 302, the power of the engine 1 can be transmitted to the drive gear assembly more smoothly. For example, when starting the vehicle, the driver slowly releases the clutch pedal, and the first friction plate 301 and the second friction plate 302 gradually contact and increase the friction. The speed of the engine 1 can gradually match the speed of the drive gear assembly, thereby achieving a smooth start of the vehicle and avoiding the vehicle jerking phenomenon caused by sudden power transmission, thus improving the vehicle's performance.

[0156] The structure of the friction plate is described below. It should be noted that the friction plate can be either the first friction plate 301 or the second friction plate 302.

[0157] The friction pad consists of a substrate and friction material, with the friction material adhered to both sides of the substrate.

[0158] Accordingly, the inner edge of the friction plate is designed with a spline structure that mates with the outer spline of the rotating component 600 (clutch inner hub) with clearance. The clutch is equipped with a steel plate, the outer edge of which is designed with an outer spline structure that mates with the inner spline structure of the clutch outer hub with clearance. The steel plate and the clutch friction plate are overlapped to form a friction pair.

[0159] In some embodiments, referring to FIG2 and in conjunction with FIG4, at least one first friction plate 301 and at least one second friction plate 302 are arranged along the axial direction of the rotating shaft 101. This arrangement can make full use of the space in the axial direction of the rotating shaft 101, making the transmission structure more compact.

[0160] In some embodiments, referring to FIG2 and in conjunction with FIG4, there are multiple first friction plates 301 and multiple second friction plates 302, and the multiple first friction plates 301 and multiple second friction plates 302 are arranged alternately along the axial direction of the rotating shaft 101. As a result, during the operation of the clutch assembly, the pressure can be more evenly distributed on these friction plates.

[0161] In some embodiments, referring to FIG2 and in conjunction with FIG4, the first clutch assembly 300 further includes a first drive assembly 303, which is used to drive at least one first friction plate 301 and at least one second friction plate 302 to switch between a disengaged state and a frictional contact state.

[0162] When the vehicle requires engine 1 power to directly drive the wheels, the first drive assembly 303 can bring the first friction plate 301 into frictional contact with at least one second friction plate 302, allowing power to be smoothly transmitted to the wheel end through the first clutch assembly 300.

[0163] In some embodiments, referring to FIG2 and in conjunction with FIG4, the first drive assembly 303 includes a moving member 3031. The moving member 3031 is slidably connected to the rotating shaft 101 along the axial direction of the rotating shaft 101, and a first hydraulic chamber 3032 is formed between the moving member 3031 and the rotating member 600; the first hydraulic chamber 3032 is adapted to be connected to the vehicle's hydraulic system, and the medium of the hydraulic system is adapted to flow between the hydraulic system and the first hydraulic chamber 3032 to drive the moving member 3031 to move.

[0164] It is understood that the drive system 2000 of some embodiments of this disclosure can drive the engagement and disengagement of the first friction plate and at least one second friction plate 302 by utilizing the vehicle's hydraulic system. This not only saves space inside the vehicle but also reduces the number of additional parts, making the overall structure of the vehicle drive system more compact.

[0165] In some embodiments, referring to Figures 2, 4 and 5, the rotating shaft 101 is provided with a first liquid supply channel A, which communicates with the first hydraulic chamber 3032. The first liquid supply channel A is adapted to supply a medium to the first hydraulic chamber 3032 to drive the moving member 3031 in a first direction (such as a direction parallel to the axial direction of the rotating shaft 101 and close to the first driven member 200).

[0166] For example, the first liquid supply channel A is connected to the oil pipeline in the vehicle's lubrication system, and the liquid supplied by the first liquid supply channel A is the oil in the vehicle's lubrication system.

[0167] A liquid with a certain pressure can drive the moving part 3031 to move from the first position to the second position along the axial direction of the rotating shaft 101. That is, the liquid can drive the moving part 3031 to move in the direction of squeezing the first friction plate 301 and the second friction plate 302, so as to squeeze at least one first friction plate 301 and at least one second friction plate 302, and switch at least one first friction plate 301 and at least one second friction plate 302 to a friction contact state, thereby enabling the first clutch assembly 300 to be in a coupled state.

[0168] In some embodiments, referring to FIG2 and in conjunction with FIG4, the first drive assembly 303 further includes a first housing 700. The first housing 700 is fixed relative to the rotating shaft 101 along the axial direction of the rotating shaft 101 to provide a stable mounting base for the entire first drive assembly 303.

[0169] A first housing 700 is disposed on the side of the moving member 3031 opposite to the rotating member 600. A third hydraulic chamber 3034 is formed between the moving member 3031 and the first housing 700. The third hydraulic chamber 3034 is adapted to be connected to the vehicle's hydraulic system. The hydraulic medium is adapted to flow between the hydraulic system and the third hydraulic chamber 3034 to drive the moving member 3031 to move. After entering the third hydraulic chamber 3034, the hydraulic medium can directly act on the moving member 3031, causing the moving member 3031 to move in a predetermined direction, avoiding power delay or attenuation caused by complex transmission paths, thereby improving the efficiency of power transmission.

[0170] It should be noted that the first housing 700 and the rotating component 600 can be a single structural component or can be set up independently.

[0171] In some embodiments, referring to FIG2 and in conjunction with FIG5, the rotating shaft 101 is provided with a third liquid supply channel C, which is connected to a third hydraulic chamber 3034. The third liquid supply channel C is adapted to supply a medium to the third hydraulic chamber 3034 to drive the moving member 3031 in a second direction (such as a direction parallel to the axial direction of the rotating shaft 101 and away from the first driven member 200). The first direction is opposite to the second direction.

[0172] In this way, by controlling the amount of liquid in the first liquid supply channel A and the third liquid supply channel C, the moving part 3031 can move in two directions (i.e., the first direction and the second direction) along the axis of the rotating shaft 101. That is, by controlling the amount of liquid in the first liquid supply channel A and the third liquid supply channel C, the moving part 3031 can be driven to squeeze the first friction plate 301 and the second friction plate 302, so that the engine 1 is connected to the first driven part 200, or the squeezing force of the moving part 3031 on the first friction plate 301 and the second friction plate 302 can be released, so that the engine 1 is disconnected from the first driven part 200.

[0173] In some embodiments, referring to FIG2 and in conjunction with FIG4, the first drive assembly 303 further includes a first elastic member 3033. A first end of the first elastic member 3033 is connected to the moving member 3031, and a second end of the first elastic member 3033 is connected to the first housing 700. The first elastic member 3033 is used to apply a first elastic force to the moving member 3031. The first elastic force is used to drive the moving member 3031 in a second direction, which is opposite to the second direction.

[0174] Understandably, under the action of the first elastic member 3033, the first elastic member 3033 can drive the moving member 3031 to squeeze the first friction plate 301 and the second friction plate 302, so that the engine 1 is connected to the first driven member 200. Alternatively, the first elastic member 3033 can release the squeezing force of the moving member 3031 on the first friction plate 301 and the second friction plate 302, so that the engine 1 is disconnected from the first driven member 200.

[0175] In both of the above methods, referring to Figure 2 and in conjunction with Figure 4, the liquid in the first elastic member 3033 and the third liquid supply channel C can jointly relieve the squeezing force of the moving member 3031 on the first friction plate 301 and the second friction plate 302, so that the engine 1 is disconnected from the first driven member 200.

[0176] In some embodiments, the first elastic member 3033 is used to apply a first elastic force to the moving member 3031, the first elastic force being used to keep the first clutch assembly 300 in an open state or a coupled state.

[0177] During normal vehicle operation, when the power of engine 1 is not required to be transmitted to the wheels through the first clutch assembly 300, the first elastic force can ensure that the first friction plate 301 and the second friction plate 302 are separated, thereby cutting off the power transmission path.

[0178] In some cases, the first elastic force can also help maintain the first clutch assembly 300 in a coupled state. When the vehicle's hydraulic system drives the moving part 3031 to engage the first friction plate 301 and the second friction plate 302, the first elastic force may balance other forces (such as the pressure of the hydraulic system, the friction between the friction plates, etc.). At this time, the first elastic force acts as an auxiliary force to maintain the coupling state, preventing the friction plates from accidentally separating due to minor external disturbances.

[0179] In some embodiments, the second clutch assembly 500 includes a slider 501. A first end of the slider 501 is connected to the rotator 600, and the slider 501 can move axially along the shaft 101 to couple or disconnect with the second follower 400, so that the second clutch assembly 500 switches between a disconnected state and a coupled state.

[0180] The structure of the second clutch assembly 500 is described below.

[0181] It should be noted that the second clutch assembly 500 can adopt the following structure or the structure of the first clutch assembly 300 for transmission. This disclosure does not limit this.

[0182] In some embodiments, referring to FIG2 and in conjunction with FIG4, the slider 501 is provided with at least one first engaging tooth 5011, and the second driven member 400 is provided with at least one second engaging tooth 401. When the slider 501 moves in a first direction along the axial direction of the shaft 101, at least one first engaging tooth 5011 engages with at least one second engaging tooth 401, so that the second clutch assembly 500 is in a coupled state. When the slider 501 moves in a second direction along the axial direction of the shaft 101, at least one first engaging tooth 5011 disengages from at least one second engaging tooth 401, so that the second clutch assembly 500 is in a disengaged state. The first direction is opposite to the second direction.

[0183] It is understandable that the first and second directions here can be the same as or opposite to the first and second directions corresponding to the movement of the moving part 3031, and can be based on the structure of the clutch device.

[0184] When the slider 501 moves along the first direction of the shaft 101, the first engaging tooth 5011 and the second engaging tooth 401 gradually approach and mesh. In this case, when the driving component transmits power, the power is transmitted through the slider 501 to the second driven member 400 that meshes with the slider 501. The close contact and interlocking between the teeth can effectively transmit torque.

[0185] In some embodiments, referring to FIG2 and in conjunction with FIG7, at least one first engaging tooth 5011 is disposed circumferentially along the slider 501.

[0186] When the second clutch assembly 500 is in the coupled state, power is transmitted from the driving assembly to the sliding member 501, and then to the second driven member 400 through the meshing of the first engaging tooth 5011 and the second engaging tooth 401. This circumferentially distributed tooth can make the power evenly distributed in the circumferential direction.

[0187] In some embodiments, referring to FIG2 and in conjunction with FIG8, at least one second engagement tooth 401 is arranged circumferentially along the second follower 400. During the engagement of the second engagement tooth 401 with the first engagement tooth 5011, the power can be evenly distributed in the circumferential direction. This uniform force distribution can ensure that the generator 2 operates smoothly, making the power transmission more stable and preventing vibration or unstable power transmission caused by uneven local force.

[0188] In some embodiments, the rotating member 600 is provided with at least one first limiting portion, and the sliding member 501 is provided with at least one second limiting portion. The first limiting portion and the second limiting portion cooperate to be adapted to slide along the axial direction of the rotating shaft 101.

[0189] It is understandable that during the process of sliding the slider 501 along the axis of rotation, when the rotating member 600 separates from the slider 501, the first limiting part separates from the second limiting part; when the rotating member 600 connects to the slider 501, the first limiting part connects to the second limiting part.

[0190] In some embodiments, referring to FIG2 and in conjunction with FIG6, the first limiting portion includes a limiting groove 6011, that is, the rotating member 600 is provided with a limiting groove 6011, and there is at least one limiting groove 6011, which extends along the axial direction of the rotating shaft 101.

[0191] Referring to Figure 2 and in conjunction with Figure 7, the second limiting part includes a limiting protrusion 5012, that is, the sliding member 501 is provided with a limiting protrusion 5012, and there is at least one limiting protrusion 5012.

[0192] The limiting protrusion 5012 is slidably accommodated in the limiting groove 6011 along the axial direction of the rotating shaft 101.

[0193] It is understandable that, referring to Figures 6 and 7 and in conjunction with Figure 8, the cooperation between the limiting protrusion 5012 and the limiting groove 6011 can provide a clear guide for the sliding of the slider 501. The limiting groove 6011, which extends axially along the rotating shaft 101, ensures that the slider 501 always slides along a predetermined axial path when sliding between the third and fourth positions, avoiding deviation or skew during the sliding process, ensuring the accuracy and stability of the sliding, and thus guaranteeing the stability of the clutch device.

[0194] Furthermore, the limiting groove 6011 extends axially along the rotating shaft 101, and the limiting protrusion 5012 is accommodated within the limiting groove 6011. In this way, the circumferential rotation of the sliding member 501 relative to the rotating member 600 can be effectively restricted.

[0195] Furthermore, the engagement between the limiting protrusion 5012 and the limiting groove 6011 increases the contact area and connection strength between the sliding member 501 and the rotating member 600. During clutch operation, especially at the moment of power transmission or disengagement, significant impact forces and stresses may occur. This structural design better withstands these forces, improving the overall stability and durability of the structure.

[0196] In some embodiments, referring to FIG2 and in conjunction with FIG4, a second hydraulic chamber 5021 is formed between the sliding member 501 and the rotating member 600. The second hydraulic chamber 5021 is adapted to be connected to the vehicle's hydraulic system, and the medium of the hydraulic system (such as hydraulic oil) is adapted to flow between the hydraulic system and the second hydraulic chamber 5021 to drive the sliding member 501 to move.

[0197] Hydraulic oil flows into the second hydraulic chamber 5021, which increases the pressure inside the chamber, thereby applying a force to the sliding member 501 and pushing the sliding member 501 to move axially along the rotating shaft 101.

[0198] In some embodiments, referring to FIG2 and in conjunction with FIG4, the rotating shaft 101 is provided with a second liquid supply channel B, which is connected to the second hydraulic chamber 5021. The second liquid supply channel B is used to supply medium to the second hydraulic chamber 5021 to drive the sliding member 501 in a third direction.

[0199] The third direction here refers to the direction in which the moving part 3031 engages with the second driven part 400 (such as the direction parallel to the axis of the rotating shaft 101 and close to the second driven part 400).

[0200] In some embodiments, the second clutch assembly 500 includes a second drive assembly 502, which drives the slider 501 to move axially along the shaft 101 so that the slider 501 is coupled or disconnected from the second follower 400.

[0201] It should be noted that when the second drive assembly 502 couples the slider 501 with the second driven member 400, the third liquid supply channel C can be connected to the second hydraulic chamber 5021 so that the liquid in the third liquid supply channel C acts as the second drive assembly 502, thereby driving the slider 501 to couple with the second driven member 400.

[0202] In some embodiments, referring to FIG2 and in conjunction with FIG4, the second drive assembly 502 includes a second housing 800 and a second elastic member 5022. The second housing 800 is fixed relative to the rotating shaft 101 along the axial direction of the rotating shaft 101. The first end of the second elastic member 5022 is connected to the sliding member 501, and the second end of the second elastic member 5022 is connected to the second housing 800.

[0203] The second elastic element 5022 is connected between the slider 501 and the second housing 800. After the hydraulic system drives the slider 501 to move to achieve the coupling or disengagement of the second clutch assembly 500, the second elastic element 5022 will function if the hydraulic system stops applying driving force to the slider 501. For example, the second elastic element 5022 causes the slider 501 to move in a fourth direction. The fourth direction is opposite to the third direction.

[0204] During the process of the hydraulic system driving the sliding member 501 to move, the second elastic member 5022 can also play a buffering role.

[0205] Because the hydraulic system may rapidly deliver hydraulic oil to the second hydraulic chamber 5021, causing the sliding member 501 to move rapidly, this rapid movement may cause the sliding member 501 to collide with other components or generate a large impact force.

[0206] The second elastic element 5022 can absorb some of this impact force, making the movement of the sliding element 501 more stable and gentle, avoiding damage to the component due to sudden violent movement, extending the service life of the component, and also helping to improve the stability and reliability of the entire clutch assembly.

[0207] For example, the second elastic element 5022 is used to apply a second elastic force to the sliding element 501, and the second elastic force is used to keep the second clutch assembly 500 in an open state or a coupled state.

[0208] When the vehicle's hydraulic system does not apply a force to the slider 501 to engage the second clutch assembly 500, the second elastic force applied by the second elastic member 5022 will hold the slider 501 in the position where the second clutch assembly 500 is disengaged.

[0209] The fourth direction here refers to the direction in which the moving part 3031 or the sliding part moves away from the second follower 400.

[0210] For example, the first elastic element 3033 and the second elastic element 5022 are springs.

[0211] The elastic element usually reacts quickly and can play a role when the driving force of the second drive component 502 disappears, so that the sliding element 501 moves to the target position more quickly, shortening the switching time of the clutch component from the disengaged state to the coupled state and improving the working efficiency of the clutch device.

[0212] When the first clutch assembly 300 and the second clutch assembly 500 are in a coupled state, the first elastic force of the first elastic element 3033 and the second elastic force of the second elastic element 5022 can continuously act on the moving element 3031 and the sliding element 501 respectively, playing a certain stabilizing role and preventing the moving element 3031 and the sliding element 501 from being misaligned due to external vibration, impact or small fluctuations in the vehicle's hydraulic system, thereby ensuring the stability of the clutch device during operation.

[0213] Alternatively, after the second clutch assembly 500 enters the coupling state, the second elastic force can also play an auxiliary role in maintaining the engagement. When the hydraulic system drives the slider 501 to engage the first engaging tooth 5011 and the second engaging tooth 401, the second elastic force will reach a balance with other forces (such as the force applied by the hydraulic system, the frictional force after the teeth are engaged, etc.). At this time, the direction of the second elastic force is consistent with the direction of the force required to maintain the coupling state, helping to maintain the engagement of the first engaging tooth 5011 and the second engaging tooth 401.

[0214] The above are merely specific embodiments of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure.

[0215] Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. A clutch device (3000) applied to a vehicle (1000), said clutch device (3000) comprising: Active component (100); First follower (200); A first clutch assembly (300) is disposed between the driving assembly (100) and the first driven member (200); Second follower (400); as well as A second clutch assembly (500) is disposed between the driving assembly (100) and the second driven member (400), wherein the first clutch assembly (300) and the second clutch assembly (500) are respectively in a coupled state; When the first clutch assembly (300) and the second clutch assembly (500) are respectively in the coupled state, the first clutch assembly (300) is adapted to transmit the power of the driving assembly (100) to the first driven member (200), and the second clutch assembly (500) is adapted to transmit the power of the driving assembly (100) to the second driven member (400).

2. The clutch device (3000) according to claim 1, wherein, The first clutch assembly (300) also includes an open state. When the first clutch assembly (300) is in the open state and the second clutch assembly (500) is in the coupled state, the second clutch assembly (500) is adapted to transmit the power generated by the driving assembly (100) to the second driven member (400).

3. The clutch device (3000) according to claim 1 or 2, wherein, The second clutch assembly (500) also includes an open state, wherein when the first clutch assembly (300) is in the coupled state and the second clutch assembly (500) is in the open state, the first clutch assembly (300) is adapted to transmit the power generated by the driving assembly (100) to the first driven member (200).

4. The clutch device (3000) according to any one of claims 1 to 3, wherein, The active component (100) includes: A rotating shaft (101), on which the first driven member (200) and the second driven member (400) are rotatably sleeved; and A rotating component (600) is connected to the rotating shaft (101); a first clutch assembly (300) is disposed between the rotating component (600) and the first driven component (200), and a second clutch assembly (500) is disposed between the rotating component (600) and the second driven component (400).

5. The clutch device (3000) according to claim 4, wherein, The first clutch assembly (300) and the second clutch assembly (500) share the rotating member (600).

6. The clutch device (3000) according to claim 4 or 5, wherein, Along the axial direction of the rotating shaft (101), the rotating member (600) has a first side and a second side opposite to each other, the first clutch assembly (300) is disposed on the first side, and the second clutch assembly (500) is disposed on the second side.

7. The clutch device (3000) according to claim 6, wherein, Along the axial direction of the rotating shaft (101), the rotating member (600) is provided with a first receiving groove (602) and a second receiving groove (603). The first receiving groove (602) is located on the first side and is adapted to accommodate the first clutch assembly (300). The second receiving groove (603) is located on the second side and is adapted to accommodate the second clutch assembly (500).

8. The clutch device (3000) according to claim 7, wherein, The first receiving groove (602) is projected along an axis perpendicular to the rotating shaft (101) to obtain a first projection; The second receiving groove (603) is projected along an axis perpendicular to the rotating shaft (101) to obtain a second projection; The first projection and the second projection at least partially overlap.

9. The clutch device (3000) according to claim 7 or 8, wherein, The first receiving groove (602) is projected along the axial direction of the rotating shaft (101) to obtain a third projection; The second receiving groove (603) is projected along the axial direction of the rotating shaft (101) to obtain a fourth projection; The third projection and the fourth projection at least partially overlap.

10. The clutch device (3000) according to any one of claims 4 to 9, wherein, The first clutch assembly (300) includes at least one first friction plate (301) and at least one second friction plate (302), the at least one first friction plate (301) being connected to the rotating member (600), and the at least one second friction plate (302) being connected to the first driven member (200); The at least one first friction plate (301) and the at least one second friction plate (302) are capable of switching between a disconnected state and a frictional contact state, so that the first clutch assembly (300) switches between the disconnected state and the coupled state.

11. The clutch device (3000) according to claim 10, wherein, The at least one first friction plate (301) and the at least one second friction plate (302) are arranged along the axial direction of the rotating shaft (101).

12. The clutch device (3000) according to claim 11, wherein, The at least one first friction plate (301) includes a plurality of first friction plates (301), and the at least one second friction plate (302) includes a plurality of second friction plates (302). The plurality of first friction plates (301) and the plurality of second friction plates (302) are arranged alternately in sequence along the axial direction of the rotating shaft (101).

13. The clutch device (3000) according to any one of claims 10 to 12, wherein, The first clutch assembly (300) further includes a first drive assembly (303) configured to drive the at least one first friction plate (301) and the at least one second friction plate (302) to switch between the disengaged state and the frictional contact state.

14. The clutch device (3000) according to claim 13, wherein, The first driving component (303) includes: A moving component (3031) is slidably connected to the rotating shaft (101) along the axial direction of the rotating shaft (101), and a first hydraulic chamber (3032) is formed between the moving component (3031) and the rotating component (600); the first hydraulic chamber (3032) is adapted to be connected to the hydraulic system of the vehicle (1000), and the medium of the hydraulic system is adapted to flow between the hydraulic system and the first hydraulic chamber (3032) to drive the moving component (3031) to move.

15. The clutch device (3000) according to claim 14, wherein, The rotating shaft (101) is provided with a first liquid supply channel (A), which is connected to the first hydraulic chamber (3032). The first liquid supply channel (A) is adapted to supply the medium to the first hydraulic chamber (3032) to drive the moving part (3031) in a first direction.

16. The clutch device (3000) according to claim 15, wherein, The first driving component (303) further includes: A first housing (700) is fixed relative to the rotating shaft (101) along the axial direction of the rotating shaft (101). The first housing (700) is disposed on the side of the moving member (3031) away from the rotating member (600). A third hydraulic chamber (3034) is formed between the moving member (3031) and the first housing (700). The third hydraulic chamber (3034) is adapted to be connected to the hydraulic system of the vehicle (1000). The medium of the hydraulic system is adapted to flow between the hydraulic system and the third hydraulic chamber (3034) to drive the moving member (3031) to move.

17. The clutch device (3000) according to claim 16, wherein, The rotating shaft (101) is provided with a third liquid supply channel (C), which is connected to the third hydraulic chamber (3034). The third liquid supply channel (C) is adapted to supply a medium to the third hydraulic chamber (3034) to drive the moving part (3031) in a second direction, wherein the first direction is opposite to the second direction.

18. The clutch device (3000) according to claim 16 or 17, wherein, The first driving component (303) further includes: A first elastic element (3033) is connected at its first end to the moving element (3031), and at its second end to the first housing (700).

19. The clutch device (3000) according to claim 18, wherein, The first elastic element (3033) is configured to apply a first elastic force to the moving element (3031), the first elastic force being configured to keep the first clutch assembly (300) in the disengaged state or the coupled state.

20. The clutch device (3000) according to any one of claims 4 to 19, wherein, The second clutch assembly (500) includes: A slider (501) has its first end connected to the rotating member (600). The slider (501) moves axially along the rotating shaft (101) to couple or disconnect with the second driven member (400) so that the second clutch assembly (500) switches between the disconnected state and the coupled state.

21. The clutch device (3000) according to claim 20, wherein, The slider (501) is provided with at least one first engagement tooth (5011); The second follower (400) is provided with at least one second engagement tooth (401); When the slider (501) moves in a first direction along the axial direction of the rotating shaft (101), the at least one first engaging tooth (5011) engages with the at least one second engaging tooth (401) so that the second clutch assembly (500) is in the coupled state; When the slider (501) moves in a second direction along the axial direction of the shaft (101), the at least one first engagement tooth (5011) disengages from the at least one second engagement tooth (401) to put the second clutch assembly (500) in the disengaged state, wherein the first direction is opposite to the second direction.

22. The clutch device (3000) according to claim 21, wherein, The at least one first engaging tooth (5011) is arranged circumferentially along the slider (501).

23. The clutch device (3000) according to claim 21 or 22, wherein, The at least one second engagement tooth (401) is arranged circumferentially along the second follower (400).

24. The clutch device (3000) according to any one of claims 20 to 23, wherein, The rotating component (600) is provided with at least one first limiting part; The slider (501) is provided with at least one second limiting part, and the first limiting part cooperates with the second limiting part to be adapted to slide along the axial direction of the rotating shaft (101).

25. The clutch device (3000) according to claim 24, wherein, The first limiting part includes a limiting groove (6011), which extends along the axial direction of the rotating shaft (101); The second limiting part includes a limiting protrusion (5012), which is slidably accommodated in the limiting groove (6011) along the axial direction of the rotating shaft (101).

26. The clutch device (3000) according to any one of claims 20 to 25, wherein, A second hydraulic chamber (5021) is formed between the sliding member (501) and the rotating member (600); the second hydraulic chamber (5021) is adapted to be connected to the hydraulic system of the vehicle (1000), and the medium of the hydraulic system is adapted to flow between the hydraulic system and the second hydraulic chamber (5021) to drive the sliding member (501) to move.

27. The clutch device (3000) according to claim 26, wherein, The rotating shaft (101) is provided with a second liquid supply channel (B), which is connected to the second hydraulic chamber (5021). The second liquid supply channel (B) is configured to supply the medium to the second hydraulic chamber (5021) to drive the sliding member (501) in a third direction.

28. The clutch device (3000) according to any one of claims 20 to 27, wherein, The second clutch assembly (500) includes: A second drive assembly (502) is configured to drive the slider (501) to move axially along the shaft (101) so that the slider (501) is coupled or disconnected from the second follower (400).

29. The clutch device (3000) according to claim 28, wherein, The second drive component (502) includes: A second housing (800) is fixed relative to the rotating shaft (101) along the axial direction of the rotating shaft (101); and The second elastic element (5022) has its first end connected to the sliding element (501) and its second end connected to the second housing (800).

30. The clutch device (3000) according to claim 29, wherein, The second elastic element (5022) is configured to apply a second elastic force to the slider (501), the second elastic force being configured to keep the second clutch assembly (500) in the disengaged state or the coupled state.

31. A drive system (2000), comprising: First power source (1); Second power source (2); as well as According to any one of claims 1 to 30, the clutch device (3000) has the output end of the first power source (1) connected to the active component (100) of the clutch device (3000), the first driven component (200) of the clutch device (3000) adapted to be connected to the wheel end of the vehicle, and the second driven component (400) of the clutch device (3000) adapted to be connected to the input end of the second power source (2).

32. The drive system (2000) according to claim 31, further comprising: Third power source (3); as well as The transmission assembly (5) has an input end adapted to be connected to the output end of the third power source (3) and the output end of the first driven member (200) respectively, and the output end of the transmission assembly (5) is adapted to be connected to the wheel end of the vehicle (1000).

33. The drive system (2000) according to claim 32, wherein, The transmission assembly (5) includes a first gear (51) and a second gear (52) that are coaxially arranged and connected. The first gear (51) forms the input end of the transmission assembly (5), and the second gear (52) forms the output end of the transmission assembly (5).

34. The drive system (2000) according to claim 33, wherein, The diameter of the first gear (51) is larger than the diameter of the second gear (52).

35. The drive system (2000) according to any one of claims 31 to 34, wherein, The first power source (1) is an engine. After the engine enters the working state, the engine is controlled to continuously operate in the high-efficiency operating range.

36. A vehicle (1000), comprising: The drive system (2000) according to any one of claims 31 to 35.

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