阅读说明：本技术 一种离合装置及具有其的车辆 (Clutch device and vehicle with same ) 是由 王建新 刘晶晶 张少辉 于 2019-11-25 设计创作，主要内容包括：本发明公开了一种离合装置及具有其的车辆。离合装置包括皮带轮、第一齿圈、离合电机、齿轮、传动轴和第二齿圈,第一齿圈具有第一内齿,齿轮沿输出轴的轴向方向可移动,第二齿圈具有第二内齿,其中,第一齿圈与第二齿圈同轴设置,齿轮随离合电机的输出轴的旋转相对于输出轴可移动,以使得齿轮仅与第一内齿啮合,或者与第一内齿和第二内齿均啮合。根据本发明的离合装置,当需要皮带轮介入时传动轴与皮带轮耦合在一起,当不需要皮带轮介入时传动轴与皮带轮解耦,提高了传动轴的使用效率,有效地控制了皮带轮的运转,避免了能量浪费,延长了使用寿命。(The invention discloses a clutch device and a vehicle with the same. Clutch includes the belt pulley, first ring gear, separation and reunion motor, the gear, transmission shaft and second ring gear, first ring gear has first internal tooth, the gear is portable along the axial direction of output shaft, the second ring gear has the second internal tooth, wherein, first ring gear and the coaxial setting of second ring gear, the gear is portable for the output shaft along with the rotation of the output shaft of separation and reunion motor to make the gear only with first internal tooth meshing, perhaps all mesh with first internal tooth and second internal tooth. According to the clutch device, the transmission shaft and the belt pulley are coupled together when the belt pulley is required to be intervened, and the transmission shaft and the belt pulley are decoupled when the belt pulley is not required to be intervened, so that the use efficiency of the transmission shaft is improved, the running of the belt pulley is effectively controlled, the energy waste is avoided, and the service life is prolonged.)

1. A clutch device, characterized in that the clutch device comprises:

a belt pulley;

the first gear ring is fixedly connected with the belt pulley and is provided with first internal teeth;

the clutch motor is fixedly connected with the belt pulley, and an output shaft of the clutch motor is provided with an external thread;

a gear provided in the first ring gear, a gear hole of the gear being provided therein with an internal thread that meshes with the external thread so that the gear is movable in an axial direction of the output shaft;

a drive shaft; and

the second gear ring is fixedly connected with the transmission shaft and provided with second internal teeth;

wherein the first ring gear is provided coaxially with the second ring gear, and the gear is movable relative to the output shaft of the clutch motor with rotation of the output shaft so that the gear is engaged with only the first internal teeth or with both the first internal teeth and the second internal teeth.

2. The clutched device of claim 1, further comprising a synchronization lock ring comprising an outer annular tapered surface, the second ring gear comprising an inner annular tapered surface, the synchronization lock ring disposed in the inner annular tapered surface, the synchronization lock ring having third internal teeth,

and the chamfer of the tooth end of the outer tooth of the gear abuts against the chamfer of the tooth end of the third inner tooth to drive the synchronous locking ring to move towards the direction far away from the belt pulley, and the outer annular conical surface abuts against the inner annular conical surface so that the synchronous locking ring and the second gear ring rotate synchronously.

3. The clutch device according to claim 2, wherein the inner annular tapered surface and the outer annular tapered surface each include a large diameter portion and a small diameter portion, the large diameter portion being closer to the pulley than the small diameter portion in the axial direction.

4. The clutch device according to claim 3, wherein the gear pushes the synchronizing lock ring in the axial direction toward the second internal teeth, and an outer annular tapered surface and an inner annular tapered surface of the synchronizing lock ring are pressed against each other to generate frictional resistance.

5. The clutch device according to claim 2, wherein a through groove is provided in the synchronizing lock ring, the through groove penetrating an outer circumferential surface of the synchronizing lock ring in the axial direction.

6. The clutch device according to claim 1, wherein the first ring gear further includes a ring groove, the ring groove includes an outer side wall and an inner side wall which are arranged opposite to each other in a radial direction of the output shaft, the inner side wall is provided with the first internal teeth, a part of the transmission shaft is located between the outer side wall and the inner side wall and is spaced apart from the inner side wall, and a first bearing is provided between the transmission shaft and the outer side wall.

7. The clutch device according to claim 6, further comprising a second bearing and a positioning ring, wherein the second bearing is arranged on one side of the first bearing far away from the clutch motor along the axial direction, the positioning ring is tightly attached to the transmission shaft, and two sides of the positioning ring along the axial direction are respectively abutted to the first bearing and the second bearing.

8. The clutched device of claim 6, wherein the drive shaft includes a groove in which the second ring gear is disposed, the inner side wall of the first ring gear extending into the groove, the inner side wall being closer to the pulley than the second ring gear.

9. The clutched device of claim 8, wherein the drive shaft further comprises a bearing groove disposed at a bottom of the recess, wherein a third bearing is disposed in the bearing groove, the third bearing being disposed between a distal end of the output shaft and the drive shaft.

10. The clutched device of claim 1, wherein the pulley comprises a disc portion and a rim for connection with a belt, the rim being connected to an edge of the disc portion in a circumferential direction of the disc portion, the disc portion being provided with a central hole through which the output shaft extends.

11. The clutch device according to claim 10, characterized in that the disc portion includes a pulley recess portion that is recessed in a direction of the first ring gear, the pulley recess portion being provided with the center hole, the clutch motor being provided at the pulley recess portion, the clutch motor, the pulley recess portion and the first ring gear being connected together.

12. The clutch device according to claim 1, further comprising a wire electrically connected to the clutch motor and a rotatable guide ring connected to the wire, the guide ring being disposed on a side of the clutch motor that is away from the transmission shaft in the axial direction.

13. The clutch device according to claim 1, further comprising a positioning pin, wherein the second ring gear is provided with a first positioning hole, the outer peripheral surface of the transmission shaft is provided with a second positioning hole, the second positioning hole corresponds to the first positioning hole, and the positioning pin extends through the second positioning hole into the first positioning hole in a radial direction of the output shaft.

14. A vehicle, characterized in that the vehicle comprises a clutch device according to any one of claims 1-13.

Technical Field

The invention relates to the technical field of vehicles, in particular to a clutch device and a vehicle with the same.

Background

Existing hybrid vehicles typically include a BSG motor (Belt Driven Starter Generator) and an engine, which may be coupled to the engine via a Belt assembly. The belt is used for transmitting torque, and a certain reduction ratio is formed between the belt pulley mounted at the shaft end of the engine and the belt pulley mounted at the shaft end of the BSG motor, so that the synchronous operation of the engine and the BSG motor is ensured.

But this results in the BSG motor always running in synchronism with the engine crankshaft. When the engine speed is high, the rotation speed of the BSG motor is also high synchronously, so that the BSG motor generates high back electromotive force at high rotation speed. When the back electromotive force exceeds the rated electromotive force of the motor controller, in order to avoid the damage of the components or the battery pack of the motor controller, the motor controller needs to process the over-high back electromotive force and perform the field weakening treatment to consume energy.

During the running process of the vehicle, the BSG motor synchronously runs as long as the engine works. Therefore, the BSG motor and the connecting device thereof are easy to drag in an idle load, and the loss is large.

Therefore, a clutch device and a vehicle having the same are needed to at least partially solve the problems in the prior art.

Disclosure of Invention

In this summary, concepts in a simplified form are introduced that are further described in the detailed description. This summary of the invention is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

In order to at least partially solve the above-mentioned problems, according to an aspect of the present invention, there is provided a clutch device including:

a belt pulley;

the first gear ring is fixedly connected with the belt pulley and is provided with first internal teeth;

the clutch motor is fixedly connected with the belt pulley, and an output shaft of the clutch motor is provided with an external thread;

a gear provided in the first ring gear, a gear hole of the gear being provided therein with an internal thread that meshes with the external thread so that the gear is movable in an axial direction of the output shaft;

a drive shaft; and

the second gear ring is fixedly connected with the transmission shaft and provided with second internal teeth;

wherein the first ring gear is provided coaxially with the second ring gear, and the gear is movable relative to the output shaft of the clutch motor with rotation of the output shaft so that the gear is engaged with only the first internal teeth or with both the first internal teeth and the second internal teeth.

According to the clutch device, the gear can move relative to the output shaft along with the rotation of the output shaft of the clutch motor, so that the gear is only meshed with the first internal teeth or is meshed with the first internal teeth and the second internal teeth, the transmission shaft and the belt pulley can be coupled or decoupled as required, the transmission shaft and the belt pulley are coupled together when the belt pulley is required to be intervened, the transmission shaft and the belt pulley are decoupled when the belt pulley is not required to be intervened, the clutch can be carried out at any time in the running process, the use efficiency of the transmission shaft is improved, the running of the belt pulley is effectively controlled, the energy waste is avoided, the failure risk of elimination is reduced, the safety is improved, and the service life.

Optionally, a synchronization lock ring is further included, the synchronization lock ring comprising an outer annular conical surface, the second ring gear comprising an inner annular conical surface, the synchronization lock ring being disposed in the inner annular conical surface, the synchronization lock ring having third inner teeth,

and the chamfer of the tooth end of the outer tooth of the gear abuts against the chamfer of the tooth end of the third inner tooth to drive the synchronous locking ring to move towards the direction far away from the belt pulley, and the outer annular conical surface abuts against the inner annular conical surface so that the synchronous locking ring and the second gear ring rotate synchronously.

Thereby, the lock ring and the second ring gear can be rotated in synchronization.

Optionally, the inner and outer annular tapered surfaces each include a large diameter portion and a small diameter portion, the large diameter portion being closer to the pulley than the small diameter portion in the axial direction. Thereby facilitating synchronized shackle movement.

Optionally, the gear pushes the synchronous locking ring to move in the axial direction toward the direction of the second internal teeth, and an outer annular tapered surface and an inner annular tapered surface of the synchronous locking ring are pressed against each other to generate frictional resistance. Thereby, the synchronizing ring can be rotated with the second ring gear, so that the gear smoothly meshes with the second internal teeth when moving in the axial direction.

Optionally, the synchronizing lock ring is provided with a through groove that penetrates an outer circumferential surface of the synchronizing lock ring in the axial direction. Thereby increasing the frictional force.

Optionally, the first ring gear still includes the annular, the annular includes along the radial direction relative arrangement's of output shaft lateral wall and inside wall, the inside wall is provided with first internal tooth, and part the transmission shaft is located between the lateral wall with the inside wall and with the inside wall is spaced apart, the transmission shaft with be provided with first bearing between the lateral wall. Thereby allowing the drive shaft to stably rotate.

Optionally, the clutch motor further comprises a second bearing and a positioning ring, the second bearing is arranged on one side, far away from the clutch motor, of the first bearing along the axial direction, the positioning ring is tightly attached to the transmission shaft, and two sides, along the axial direction, of the positioning ring are respectively abutted to the first bearing and the second bearing. Thereby ensuring coaxiality.

Optionally, the drive shaft includes a groove, the second ring gear is disposed in the groove, the inner side wall of the first ring gear extends into the groove, and the inner side wall is closer to the pulley than the second ring gear. Thereby reducing the size of the clutch device in the axial direction.

Optionally, the transmission shaft further includes a bearing groove, the bearing groove is disposed at a groove bottom of the groove, a third bearing is disposed in the bearing groove, and the third bearing is disposed between the tail end of the output shaft and the transmission shaft. Thereby ensuring the coaxiality of the output shaft and the transmission shaft.

Optionally, the pulley comprises a disc portion and a rim for connection with a belt, the rim being connected to an edge of the disc portion in a circumferential direction of the disc portion, the disc portion being provided with a central hole through which the output shaft extends. Thereby ensuring coaxiality.

Optionally, the disk portion includes a pulley recess recessed in a direction toward the first gear ring, the pulley recess is provided with the central hole, the clutch motor is provided at the pulley recess, and the clutch motor, the pulley recess and the first gear ring are connected together. Thereby reducing the dimension of the clutch device in the axial direction.

Optionally, the clutch motor further comprises a wire and a rotatable guide ring connected with the wire, the wire is electrically connected with the clutch motor, and the guide ring is arranged on one side of the clutch motor, which is far away from the transmission shaft along the axial direction. Thereby preventing the wire from being damaged by rotation.

Optionally, the transmission shaft further comprises a positioning pin, the second gear ring is provided with a first positioning hole, the outer circumferential surface of the transmission shaft is provided with a second positioning hole, the second positioning hole corresponds to the first positioning hole, and the positioning pin extends through the second positioning hole along the radial direction of the output shaft to enter the first positioning hole. Thereby securing the drive shaft and the output shaft together.

The invention further provides a vehicle which comprises the clutch device.

According to the vehicle provided by the invention, the vehicle comprises the clutch device, the gear can move relative to the output shaft along with the rotation of the output shaft of the clutch motor, so that the gear is only meshed with the first internal teeth or both meshed with the first internal teeth and the second internal teeth, the transmission shaft and the belt pulley can be coupled or decoupled as required, the transmission shaft and the belt pulley are coupled together when the belt pulley is required to intervene, the transmission shaft and the belt pulley are decoupled when the belt pulley is not required to intervene, and the clutch can be carried out at any time in the running process, so that the use efficiency of the transmission shaft is improved, the running of the belt pulley is effectively controlled, no overhigh counter electromotive force is generated, the energy waste is avoided, the running and control safety level of the vehicle is.

Drawings

The following drawings of the invention are included to provide a further understanding of the invention. The drawings illustrate embodiments of the invention and, together with the description, serve to explain the principles and apparatus of the invention. In the drawings, there is shown in the drawings,

FIG. 1 is a schematic diagram of a powertrain of a vehicle according to a preferred embodiment of the present invention;

FIG. 2 is an exploded view of a clutch device according to a preferred embodiment of the present invention;

FIG. 3 is a perspective view of a clutch device according to a preferred embodiment of the present invention;

FIG. 4 is a perspective view of a gear of the clutched device shown in FIG. 2;

FIG. 5 is a perspective view of a second ring gear of the clutched device shown in FIG. 2;

FIG. 6 is a perspective view of the synchronizing ring of the clutch shown in FIG. 2;

FIG. 7 is a perspective view of a first ring gear of the clutched device shown in FIG. 2;

FIG. 8 is a perspective view of a clutch motor of the clutch device shown in FIG. 2;

FIG. 9 is a perspective view of a pulley of the clutched device shown in FIG. 2;

FIG. 10 is a cross-sectional view of the clutched device shown in FIG. 3, where a gear is engaged with both the first internal teeth and the second internal teeth; and

fig. 11 is a cross-sectional view of the clutch device shown in fig. 3, in which the gear is engaged with only the first internal teeth.

Description of reference numerals:

10: the first controller 11: BSG motor

12: the battery pack 13: leather belt

14: an engine 15: control unit

16: the second controller 100: clutch device

101: first bearing 102: second bearing

103: the positioning ring 104: conducting wire

105: positioning pin 106: third bearing

107: first retainer ring 108: second stop ring

109: the connecting piece 110: clutch motor

111: output shaft 112: external thread

114: the guide ring 115: first connecting hole

120: pulley 121: disc part

122: rim 123: center hole

124: pulley recessed portion 126: second connecting hole

130: gear 131: gear hole

132: external teeth 133: chamfering

140: first ring gear 141: outer side wall

142: inner side wall 143: first internal tooth

144: the connecting wall 145: third connecting hole

150: second ring gear 151: second through hole

152: second internal teeth 153: inner annular conical surface

154: first positioning hole 160: transmission shaft

161: first groove 162: second positioning hole

163: bearing groove 170: synchronous lock ring

171: outer annular cone 172: major diameter portion

173: small diameter portion 174: third through hole

175: third internal teeth 176: run-through groove

Detailed Description

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention. It will be apparent, however, to one skilled in the art, that the present invention may be practiced without one or more of these specific details. In other instances, well-known features have not been described in order to avoid obscuring the invention.

In the following description, for purposes of explanation, specific details are set forth in order to provide a thorough understanding of the present invention. It is apparent that the practice of the invention is not limited to the specific details set forth herein as are known to those of skill in the art. The following detailed description of the preferred embodiments of the present invention, however, the present invention may have other embodiments in addition to the detailed description, and should not be construed as being limited to the embodiments set forth herein.

It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention, as the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. When the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The terms "upper", "lower", "front", "rear", "left", "right" and the like as used herein are for purposes of illustration only and are not limiting.

Ordinal words such as "first" and "second" are referred to herein merely as labels, and do not have any other meaning, such as a particular order, etc. Also, for example, the term "first component" does not itself imply the presence of "second component", and the term "second component" does not itself imply the presence of "first component".

In the following, specific embodiments of the present invention will be described in more detail with reference to the accompanying drawings, which illustrate representative embodiments of the invention and do not limit the invention.

As shown in fig. 1, the hybrid vehicle includes a BSG motor 11(Belt Driven Starter Generator) and an engine 14, and the BSG motor 11 may be coupled with the engine 14 by a Belt assembly.

One end of the BSG motor 11 may be connected with the battery pack 12 through the first controller 10, and the BSG motor 11 operates to charge the battery pack 12. One side of the belt assembly in the extending direction of the belt 13 may be connected with the other end of the BSG motor 11, and the other side of the belt assembly may be connected with the engine 14.

The invention provides a clutch device 100 to avoid the influence of high rotation speed output by an engine 14 on a BSG motor 11.

Specifically, as shown in fig. 2, the clutch device 100 includes a pulley 120, and the pulley 120 is used for connecting with a belt. As shown in FIG. 9, pulley 120 may include a disk portion 121 and a rim 122, the rim 122 being generally annular in shape. The rim 122 is used for connecting with the belt, and a belt groove is arranged on the rim 122 to enhance the friction force between the rim 122 and the belt 13 and prevent the belt 13 from slipping. The rim 122 may be disposed around the disc portion 121, and the rim 122 may be connected to an edge of the disc portion 121 in a circumferential direction of the disc portion 121. To ensure the overall structural strength of the pulley 120, the rim 122 and the disc portion 121 may be integrally formed. The disc portion 121 may be provided with lightening holes to reduce the weight of the pulley 120.

As shown in fig. 2, the clutch device 100 further includes a clutch motor 110 and a first ring gear 140, wherein the clutch motor 110 and the first ring gear 140 are fixedly connected with the pulley 120, for example, the pulley 120, the clutch motor 110 and the first ring gear 140 can be connected together by a connecting member 109 such as a bolt. Specifically, as shown in fig. 9 to 11, disc portion 121 includes a pulley recess 124, and pulley recess 124 may be located at the center of disc portion 121. The pulley recess 124 may be recessed in the direction of the first ring gear 140. The clutch motor 110 may be provided at the pulley recess 124, and the clutch motor 110, the pulley recess 124, and the first ring gear 140 may be connected together by a connection 109.

As shown in connection with fig. 8, the clutch motor 110 may include a flange, which may be provided with a plurality of first coupling holes 115, and which may be located in the pulley recess 124. The pulley recess 124 may be provided with a plurality of second connection holes 126. The first gear ring 140 may be provided with a plurality of third connection holes 145, and preferably, the first gear ring 140 may include a connection wall 144, and the connection wall 144 is provided with a plurality of third connection holes 145. The first connection hole 115 of the clutch motor 110, the second connection hole 126 of the pulley recess 124, and the third connection hole 145 of the first ring gear 140 correspond, and the connection member 109 may pass through the first connection hole 115, the second connection hole 126, and the third connection hole 145 to fixedly connect the clutch motor 110, the pulley 120, and the first ring gear 140 together.

The clutch motor 110 includes an output shaft 111, and an external thread 112 is provided on the output shaft 111. The disk portion 121 may be provided with a center hole 123, and the center hole 123 may be located at the center of the disk portion 121. Preferably, the pulley recess 124 may be provided with a central hole 123, and the output shaft 111 may extend through the central hole 123. Thus, the clutch motor 110 can be located in the pulley recess 124, reducing the space occupied by the clutch motor 110 in the axial direction of the output shaft 111, and reducing the size of the clutch device 100.

The clutch device 100 further comprises a gear 130, and the gear 130 may be provided in the first ring gear 140 described above. The structure of the first ring gear 140 will be described below.

As shown in fig. 7, the first ring gear 140 may be configured in a substantially cylindrical shape. The first ring gear 140 includes a first through hole having a hole wall with first internal teeth 143, and the first internal teeth 143 may extend in a direction parallel to the axial direction of the output shaft 111. The gear 130 may be disposed in the first through hole, and the external teeth 132 of the gear 130 are matched with the first internal teeth 143 of the first gear ring 140, so that the gear 130 is engaged with the first internal teeth 143.

As shown in fig. 10, the first ring gear 140 further includes a ring groove including an outer side wall 141, an inner side wall 142, and a connecting wall 144 for connecting the outer side wall 141 and the inner side wall 142, the outer side wall 141 and the inner side wall 142 may be parallel to an axial direction of the output shaft 111, and the outer side wall 141 and the inner side wall 142 may be oppositely disposed in a radial direction of the output shaft 111. A surface of the inner sidewall 142 near the output shaft 111 may form a first through hole. Thus, a plurality of first internal teeth 143 may be provided on the surface of the inner side wall 142.

As described above, the connection wall 144 may be provided with a plurality of third connection holes 145, and the connection wall 144 may be perpendicular to the axial direction of the output shaft 111. Thus, the connecting wall 144 can closely fit with the recessed portion 124, so as to prevent relative sliding between the first ring gear 140 and the pulley 120, which would affect the rotation of the pulley 120.

The structure of the gear 130 is described below.

As shown in fig. 4, the gear 130 may be configured as a substantially cylindrical body. The outer peripheral surface of the gear 130 is provided with external teeth 132, and the extending direction of the external teeth 132 may be parallel to the axial direction of the output shaft 111. Gear 130 further includes a gear hole 131, and gear hole 131 is located at the center of gear 130 and penetrates gear 130 in the extending direction of external teeth 132. The gear hole 131 is provided therein with an internal thread that can be engaged with the external thread 112 of the output shaft 111 so that the gear 130 is movable in the axial direction of the output shaft 111. When the output shaft 111 rotates, the internal thread meshes with the external thread 112, and the gear 130 can move in the first ring gear 140 in the axial direction of the output shaft 111. In this way, the rotational motion of the output shaft 111 of the clutch motor 110 can be converted into the linear motion of the gear 130.

When the gear 130 is engaged with only the first internal teeth 143 of the first ring gear 140, the gear 130 moves relative to the first ring gear 140 in the axial direction of the output shaft 111, the first ring gear 140 may guide the gear 130 in the axial direction of the output shaft 111, and the first ring gear 140, the pulley 120, and the clutch motor 110 do not rotate.

For convenience of distinction, in the present embodiment, when the output shaft 111 rotates forward, for example, when the output shaft 111 rotates in the clockwise direction, the gear 130 moves in the axial direction of the output shaft 111 in a direction away from the pulley 120. When the output shaft 111 is reversely rotated, such as when the output shaft 111 is rotated in the counterclockwise direction, the gear 130 is moved in the axial direction of the output shaft 111 toward the pulley 120.

Of course, it is understood that the spiral direction of the external thread 112 and the internal thread may be changed, and when the output shaft 111 rotates forward, for example, when the output shaft 111 rotates clockwise, the gear 130 may also move in the axial direction of the output shaft 111 toward the pulley 120; when the output shaft 111 is rotated reversely, for example, when the output shaft 111 rotates in the counterclockwise direction, the gear 130 may also move in the axial direction of the output shaft 111 in a direction away from the pulley 120, and the present embodiment is not intended to be limited.

As shown in fig. 2 and 3, the clutch device 100 further includes a transmission shaft 160 and a second ring gear 150, and a central axis of the transmission shaft 160 coincides with a central axis of the output shaft 111 of the clutch motor 110 to ensure coaxiality.

In the present embodiment, the drive shaft 160 is rotatable. For example, drive shaft 160 may be an engine crankshaft. When the engine is running, the drive shaft 160 rotates. In an embodiment not shown, the drive shaft may be an output shaft of a BSG motor. When the BSG motor is operating, the drive shaft rotates. Of course, the transmission shaft may be disposed at other positions of the vehicle, and the power source may be capable of driving the transmission shaft to rotate, which is not intended to be limited by the present embodiment.

As shown in fig. 10 and 11, a portion of the drive shaft 160 may extend into the first ring gear 140, and in particular, a tip of the drive shaft 160 may be located between the outer sidewall 141 and the inner sidewall 142. The end of the driving shaft 160 may include a first groove 161, and the first groove 161 may be disposed at the end of the driving shaft 160 and opened toward the pulley recess 124 of the pulley 120. The shape of the cross section of the first groove 161 may be substantially circular on a plane perpendicular to the central axis of the drive shaft 160. The inner side wall 142 of the first gear ring 140 can extend into the first groove 161 and the inner side wall 142 of the first gear ring 140 is spaced apart from the first groove 161. In this way, the transmission shaft 160 is prevented from directly contacting the first gear ring 140, and the rotation of the transmission shaft 160 is prevented from directly driving the first gear ring 140 to rotate.

The dimension of the outer side wall 141 of the first ring gear 140 in the axial direction of the output shaft 111 is larger than the dimension of the inner side wall 142 of the second ring gear 150. The first bearing 101 is disposed between the transmission shaft 160 and the outer sidewall 141 of the first ring gear 140, and optionally, the first bearing 101 may be located between the transmission shaft 160 and the outer sidewall 141 of the first ring gear 140 in a radial direction of the transmission shaft 160. The first bearing 101 may be sleeved on the transmission shaft 160 to prevent the transmission shaft 160 from oscillating during rotation.

In order to improve the stability of the rotation of the transmission shaft 160, the clutch device 100 further includes a second bearing 102 and a retainer 103, wherein the second bearing 102 is arranged on the side of the first bearing 101 away from the clutch motor 110 in the axial direction of the output shaft 111. Alternatively, the second bearing 102 may be located between the drive shaft 160 and the outer sidewall 141 of the first ring gear 140 in the radial direction of the drive shaft 160. The second bearing 102 is fitted over the drive shaft 160. Two bearings are disposed between the transmission shaft 160 and the outer sidewall 141 of the first ring gear 140 at an interval in the axial direction of the output shaft 111, which limits two degrees of freedom of the transmission shaft 160 and ensures stable rotation of the transmission shaft 160.

In order to better position the first bearing 101 and the second bearing 102, a first retaining ring 107 and a second retaining ring 108 are also arranged in the annular grooves, the first retaining ring 107 being in close contact with the first bearing 101, the first retaining ring 107 preferably being located between the connecting wall 144 of the first ring gear 140 and the first bearing 101 in the axial direction of the output shaft 111. The second retainer 108 abuts against the second bearing 102, and the first retainer 107 is closer to the pulley recess 124 of the pulley 120 than the second retainer 108.

Further, the outer peripheral surface of the transmission shaft 160 is further provided with a positioning ring 103, the positioning ring 103 is closely attached to the transmission shaft 160, and both sides of the positioning ring 103 in the axial direction of the output shaft 111 are respectively abutted against the first bearing 101 and the second bearing 102. Thereby, the first bearing 101 and the second bearing 102 can be prevented from moving in the axial direction of the output shaft 111.

Further, in order to secure concentricity of the output shaft 111 and the transmission shaft 160, the transmission shaft 160 further includes a bearing groove 163, and the bearing groove 163 is disposed at a groove bottom of the first recess 161. The central axis of the bearing groove 163 may coincide with the central axes of both the output shaft 111 and the drive shaft 160. The third bearing 106 is disposed in the bearing groove 163, and the third bearing 106 may be disposed between the output shaft 111 and the transmission shaft 160. Alternatively, the third bearing 106 may be located between the drive shaft 160 and the output shaft 111 in a radial direction of the drive shaft 160. The third bearing 106 may be sleeved on the output shaft 111. Thus, when the output shaft 111 of the clutch motor 110 rotates, the third bearing 106 is disposed between the end of the output shaft 111 and the transmission shaft 160, thereby ensuring concentricity of the output shaft 111 and the transmission shaft 160.

The clutch device 100 further includes a second ring gear 150, the second ring gear 150 is fixedly connected to the transmission shaft 160, and the second ring gear 150 is capable of rotating together with the transmission shaft 160. The second gear ring 150 may be disposed in the first groove 161, and the inner sidewall 142 of the first gear ring 140 is closer to the pulley 120 than the second gear ring 150. In this way, it can be ensured that the gear 130 is stably moved toward the second ring gear 150 by the rotation of the output shaft 111.

As shown in fig. 5, the second gear ring 150 is provided with a plurality of first positioning holes 154, the plurality of first positioning holes 154 being arranged at intervals in the circumferential direction of the outer peripheral surface of the second gear ring 150. As shown in fig. 2, the outer circumferential surface of the driving shaft 160 may be provided with a plurality of second positioning holes 162, the plurality of second positioning holes 162 being arranged at intervals in the circumferential direction of the outer circumferential surface of the driving shaft 160. The second positioning hole 162 corresponds to the first positioning hole 154.

The clutch device 100 further includes a positioning pin 105, and the positioning pin 105 is capable of extending through the second positioning hole 162 of the transmission shaft 160 into the first positioning hole 154 of the second ring gear 150 in the radial direction of the output shaft 111. Thereby, the second ring gear 150 and the propeller shaft 160 are fixedly connected together, and the second ring gear 150 can be loaded with torque.

Returning now to fig. 5, the second gear ring 150 has second internal teeth 152, and specifically, the second gear ring 150 may include a second through hole 151, the hole wall of the second through hole 151 being provided with a plurality of second internal teeth 152. The extending direction of the second internal teeth 152 is parallel to the axial direction of the output shaft 111. The second ring gear 150 and the first ring gear 140 are coaxially disposed, and the central axes of the first ring gear 140, the second ring gear 150, the output shaft 111, and the propeller shaft 160 may coincide. The radial directions of the first ring gear 140, the second ring gear 150, the output shaft 111, and the transmission shaft 160 may all be parallel.

The gear 130 may be movable relative to the output shaft 111 of the clutch motor 110 according to the rotation of the output shaft 111. Depending on the rotation direction of the output shaft 111, the gear 130 may move in the axial direction of the output shaft 111 toward the direction away from the pulley 120, and the gear 130 may also move in the axial direction of the output shaft 111 toward the pulley 120.

As shown in fig. 10, when the gear 130 moves in the axial direction of the output shaft 111 in a direction away from the pulley 120, the gear 130 can move into the second ring gear 150. Thus, the outer teeth 132 of the gear 130 mesh with both the first inner teeth 143 of the first gear ring 140 and the second inner teeth 152 of the second gear ring 150. The transmission shaft 160 can drive the second gear ring 150 to rotate, and the second gear ring 150 is meshed with the gear 130, so as to drive the gear 130 and the first gear ring 140 to rotate, and further drive the belt pulley 120 to rotate. Thus, the engagement of gear 130 with second ring gear 150 enables drive shaft 160 to be coupled to pulley 120, and pulley 120 and drive shaft 160 to rotate synchronously.

As shown in fig. 11, when the gear 130 moves in the axial direction of the output shaft 111 toward the pulley 120, the gear 130 meshes with only the first internal teeth 143 of the first ring gear 140, and does not mesh with the second internal teeth 152 of the second ring gear 150. In this way, drive shaft 160 is decoupled from pulley 120, rotation of drive shaft 160 cannot rotate gear 130 and first ring gear 140, nor does pulley 120 rotate.

According to the clutch device 100 of the invention, the gear 130 can move relative to the output shaft 111 along with the rotation of the output shaft 111 of the clutch motor 110, so that the gear 130 is only meshed with the first internal teeth 143 or both meshed with the first internal teeth 143 and the second internal teeth 152, the transmission shaft 160 and the belt pulley 120 can be coupled or decoupled as required, the transmission shaft 160 and the belt pulley 120 are coupled together when the intervention of the belt pulley 120 is required, the transmission shaft 160 and the belt pulley 120 are decoupled when the intervention of the belt pulley 120 is not required, the decoupling and coupling processes are not influenced by the running state of the engine 14, the clutch can be carried out at any time during the running process, the use efficiency of the transmission shaft 160 is improved, the running of the belt pulley 120 is effectively controlled, the excessive back electromotive force cannot be generated, the energy waste is avoided, the running and control safety level of a vehicle is increased.

Further, as shown in fig. 1, since the other end of the belt 13 is coupled with the BSG motor 11, the rotation of the pulley 120 also affects the operation of the BSG motor 11. When the BSG motor 11 needs to be interposed, i.e., to generate power or drive, the pulley 120 and the driving shaft 160 are coupled together, and the pulley 120 rotates with the rotation of the driving shaft 160. When no BSG motor 11 intervention is required, i.e., no power generation or drive is required, the pulley 120 and the drive shaft 160 are decoupled and the pulley 120 does not rotate.

In this way, the battery pack 12 is not repeatedly charged, and therefore, the service life of the battery pack 12 is extended. Thus, the efficiency of use of the BSG motor 11 and associated linkages (e.g., a pulley connected to the other end of the belt 13) is improved, the life of the BSG motor 11 and associated linkages is extended, and the life of the battery pack 12 is extended.

In order to accurately control the movement state of the gear 130, the control device can control the movement of the gear 130. Specifically, the control device may include a control unit 15 and a second controller 16, the control unit 15 and the second controller 16 may be electrically connected, and the second controller 16 may be electrically connected to the clutch motor 110 to control the rotation direction of the output shaft 111 of the clutch motor 110.

The Control Unit 15 may be a VCU (Vehicle Control Unit), and the Control Unit 15 may collect a motor Control system signal, an accelerator pedal signal, a brake pedal signal, and other component signals, comprehensively analyze the driving intention of the driver, make a response judgment, and send corresponding signals to the second controller 16. The second controller 16 controls the forward rotation or the reverse rotation of the output shaft 111 of the clutch motor 110, so that the gear 130 is controlled to move towards the direction of the belt pulley 120 or away from the direction of the belt pulley 120 along the axial direction of the output shaft 111, thereby automatically controlling the rotation of the output shaft 111, improving the economy of the whole vehicle, optimizing the sharing time of the BSG motor 11, and achieving the optimal state of power generation and driving time distribution.

The clutch motor 110 may be electrically connected to the second controller 16 or other electrical components, and the clutch motor 110 may be electrically connected to the second controller 16 via the wires 104. In order to prevent the wire 104 from rotating with the clutch motor 110 when the clutch motor 110 and the transmission shaft 160 rotate synchronously, as shown in fig. 8, the clutch motor 110 may be provided with a rotatable guide ring 114, and the guide ring 114 may be provided on a side of the clutch motor 110 away from the transmission shaft 160 in the axial direction of the output shaft 111. The guide ring 114 is used to connect the wire 104 to ensure that the wire 104 does not rotate when the clutch motor 110 rotates, thereby preventing the wire 104 from being damaged.

In order to prevent gear teeth from being formed when the gear 130 is engaged with the rotating second ring gear 150, the clutch device 100 further includes a synchronizing ring 170, as shown in fig. 2. As shown in fig. 5, the second ring gear 150 further includes an inner annular tapered surface 153, and the inner annular tapered surface 153 is recessed outward from the inner circumferential surface of the second ring gear 150 in the radial direction of the second ring gear 150. The inner annular tapered surface 153 and the second internal teeth 152 are arranged side by side in the axial direction and the inner annular tapered surface 153 is closer to the pulley 120 than the second internal teeth 152. The synchronizing ring 170 is provided in the inner annular tapered surface 153, and the gear 130 may have the same rotational speed as the second ring gear 150 through the synchronizing ring 170, thereby preventing the gear 130 from interfering with the second internal teeth 152.

Specifically, the inner annular cone 153 may include a large diameter portion and a small diameter portion, and the large diameter portion of the inner annular cone 153 is closer to the pulley 120 than the small diameter portion of the inner annular cone 153 in the axial direction of the output shaft 111. The included angle between the inner annular tapered surface 153 and the central axis of the second ring gear 150 may be an acute angle.

As shown in fig. 6, the synchronizing lock ring 170 may include an outer annular tapered surface 171, and the gear 130 may drive the synchronizing lock ring 170 to move away from the pulley 120, that is, the gear 130 may drive the synchronizing lock ring 170 to move toward the second inner teeth 152, so that the outer annular tapered surface 171 contacts the inner annular tapered surface 153, and the outer annular tapered surface 171 presses against the inner annular tapered surface 153, and finally, the synchronizing lock ring 170 rotates synchronously with the second gear 150.

The outer annular tapered surface 171 may include a large diameter portion 172 and a small diameter portion 173, and the large diameter portion 172 of the synchronizing lock ring 170 is closer to the pulley 120 than the small diameter portion 173 of the synchronizing lock ring 170 in the axial direction of the output shaft 111. The angle between the outer annular tapered surface 171 and the central axis of the synchronizing lock ring 170 may be an acute angle. Thereby, movement of the synchronization lock ring 170 is facilitated.

The synchronizing lock ring 170 has a plurality of third inner teeth 175, and the third inner teeth 175 may extend in parallel with the axial direction of the output shaft 111. The synchronizing lock ring 170 includes a third through hole 174, and a plurality of third internal teeth 175 may be provided on a hole wall of the third through hole 174. Therefore, locking friction force can be generated between the conical surface of the synchronous locking ring 170 and the conical surface of the second gear ring 150, the synchronous locking ring 170 and the second gear ring 150 rotate synchronously, and the gear 130 moves towards the direction of the second gear ring 150 to realize the coupling locking of the gear 130 and the second gear ring 150. Therefore, the clutch is reliable and safe, the cost is low, and the service life is long.

Specifically, when the gear 130 moves in the axial direction of the output shaft 111 in a direction away from the pulley 120, the gear 130 abuts against the third internal teeth 175 of the synchronizing lock ring 170, the gear 130 pushes the synchronizing lock ring 170 to move in the axial direction of the output shaft 111 in a direction toward the second internal teeth 152, the outer annular tapered surface 171 and the inner annular tapered surface 153 of the synchronizing lock ring 170 abut against each other to generate frictional resistance, and a positive pressure is generated between the outer annular tapered surface 171 and the inner annular tapered surface 153. Since the synchronizing ring 170 has a rotational speed difference with the inner annular tapered surface 153, a frictional torque can be generated between the synchronizing ring 170 and the second ring gear 150.

In order to facilitate smooth engagement of the gear 130 with the synchronizing ring 170 during movement, as shown in fig. 4, a tooth end of the outer teeth 132 of the gear 130 facing away from the clutch motor 110 is provided with a chamfer 133, a tooth end of the third inner teeth 175 of the synchronizing ring 170 facing the pulley 120 is provided with a chamfer, and an end of the second inner teeth 152 of the second ring gear 150 facing the pulley 120 may also be provided with a chamfer. The chamfered corner 133 of the outer tooth 132 of the gear 130 is pressed against the chamfered corner of the third inner tooth 175 of the synchronizing lock ring 170, and positive pressure is generated between the chamfered surfaces of the tooth end of the gear 130 and the chamfered surfaces of the tooth end of the synchronizing lock ring 170 by friction.

As the output shaft 111 continues to rotate, the rotation of the output shaft 111 increases the force applied to the gear 130 to move in the direction toward the second internal teeth 152, the gear 130 can drive the synchronizing lock ring 170 to move in the direction away from the pulley, the outer annular tapered surface 171 and the inner annular tapered surface 153 are abutted, and the second gear 150 can drive the synchronizing lock ring 170 to rotate. Finally, the second ring gear 150, the synchronizing ring 170 and the gear 130 rotate synchronously, and the gear 130 enters the second ring gear 150 to be meshed with the second internal teeth 152 under the rotation of the output shaft 111, so that the mechanical coupling is achieved, and the transmission shaft 160 and the pulley 120 rotate synchronously.

Further, a plurality of second grooves are provided on the outer circumferential surface of the synchronization lock ring 170, each of which is provided around the outer circumferential surface of the synchronization lock ring 170, to increase the friction coefficient between the synchronization lock ring 170 and the second ring gear 150. Further, the synchronizing lock ring 170 is also provided with a through groove 176, and the through groove 176 penetrates the outer circumferential surface of the lock lever in the axial direction of the output shaft 111. The through-slot 176 may be vented with air or liquid to achieve effective friction of the synchronizing ring 170 with the second ring gear 150.

When the output shaft 111 is reversed, the gear 130 moves in the direction of the pulley 120, the gear 130 is not engaged with the second ring gear 150, and is only engaged with the first internal teeth 143 of the first ring gear 140, and the pulley 120 is decoupled from the transmission shaft 160 so that the pulley 120 does not rotate.

The invention also provides a vehicle which can comprise the clutch device 100.

The vehicle may be a hybrid vehicle, which may further include a BSG motor 11, an engine 14, a battery pack 12, and a belt 13, as shown in fig. 1. The BSG motor 11 may be coupled to the engine 14 via a belt assembly. One end of the BSG motor 11 may be connected with the battery pack 12 through the first controller 10, and the BSG motor 11 operates to charge the battery pack 12. The engine 14 is connected to the first pulley and the BSG motor 11 is connected to the second pulley. One side of the belt 13 may be connected to the engine 14 through a first pulley, and the other side of the belt 13 may be connected to the BSG motor 11 through a second pulley.

According to the vehicle of the present invention, the vehicle includes the clutch device 100 described above. The gear 130 is movable relative to the output shaft 111 with rotation of the output shaft 111 of the clutch motor 110, so that the gear 130 is engaged with only the first internal teeth 143 or with both the first internal teeth 143 and the second internal teeth 152, and the transmission shaft 160 can be coupled or decoupled with a pulley (a first pulley or a second pulley) as needed.

The drive shaft rotates when the engine is running. When first pulley intervention is desired, drive shaft 160 is coupled to the first pulley. When the first belt pulley is not needed to be inserted, the transmission shaft 160 and the first belt pulley are decoupled, the decoupling and coupling processes are not affected by the running state of the engine 14, and the first belt pulley can be clutched at any time in the running process, so that the use efficiency of the transmission shaft 160 is improved, the running of the first belt pulley is effectively controlled, the BSG motor cannot generate overhigh counter electromotive force, the energy waste is avoided, the running and control safety level of the vehicle is increased, the failure risk is eliminated, and the service life of the BSG motor and the connecting device thereof is prolonged.

Further, the BSG motor 11 of the vehicle of the present invention may be coupled with the battery pack 12, the volume of the BSG motor 11 may be maintained normal, and the problem of mounting the high-voltage BSG motor on the vehicle may be solved. Like this, when guaranteeing BSG motor 11's normal operating, reduced the harm of back electromotive force to BSG motor 11 and group battery 12, reduce the energy consumption by a wide margin, reduce the cost of BSG motor and controller, improve BSG motor efficiency value, avoided the influence of higher back electromotive force to BSG motor 11's power density, reduced control cost, reduced the risk of burning out electrical system or group battery 12.

Of course, in the embodiment not shown, the drive shaft rotates when the BSG motor is operating. When the second belt pulley is needed to be inserted, the transmission shaft and the second belt pulley are coupled together, and the BSG motor outputs power to enable the other second belt pulley to rotate. When the second belt pulley is not needed to be inserted, the transmission shaft is decoupled with the second belt pulley, and the operation of the BSG motor is not influenced by the operating engine. The decoupling and coupling processes are not influenced by the operation state of the BSG motor, the clutch can be carried out at any time in the operation process, the use efficiency of the transmission shaft is improved, the operation of the second belt pulley is effectively controlled, the energy waste is avoided, the vehicle operation and control safety level is increased, the failure risk is eliminated, and the service life of the BSG motor and the service life of the connecting device of the BSG motor are prolonged.

Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. Terms such as "part," "member," and the like, when used herein, can refer to either a single part or a combination of parts. Terms such as "mounted," "disposed," and the like, as used herein, may refer to one component as being directly attached to another component or one component as being attached to another component through intervening components. Features described herein in one embodiment may be applied to another embodiment, either alone or in combination with other features, unless the feature is otherwise inapplicable or otherwise stated in the other embodiment.

The present invention has been described in terms of the above embodiments, but it should be understood that the above embodiments are for purposes of illustration and description only and are not intended to limit the invention to the scope of the described embodiments. Furthermore, it will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, and that many variations and modifications may be made in accordance with the teachings of the present invention, which variations and modifications fall within the scope of the present invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.