Speed change control flexible shaft assembly, gearbox assembly and vehicle

Abstract

The invention discloses a variable-speed control flexible shaft assembly, a gearbox assembly and a vehicle, and relates to the technical field of automobiles, the variable-speed control flexible shaft assembly comprises a gear shifting base, a control rod, a control flexible shaft and a compensation mechanism, and the gear shifting base is fixedly installed in a cab; the operating rod is movably connected with the gear shifting base; one end of the control flexible shaft is in transmission connection with the control rod through the gear shifting base; the compensation mechanism comprises a fixed base and a swing arm, the swing arm is connected with the fixed base through an elastic piece, and the swing arm can swing in a vertical plane relative to the fixed base; wherein the swing arm is provided with a sleeve, the sleeve is arranged on the control flexible shaft in a sleeving mode, and the control flexible shaft can move along the axis of the sleeve relative to the sleeve. According to the variable-speed control flexible shaft assembly, the dynamic length of the control flexible shaft can be effectively compensated in real time, the control flexible shaft is effectively prevented from being excessively stretched or compressed, and the service life is prolonged.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, in particular to a gear shift control flexible shaft assembly, a gearbox assembly and a vehicle. BACKGROUND

[0002] In a gear shift control system of a vehicle, a control flexible shaft is a core transmission component connecting a control lever in a cab and a gearbox of a chassis, and its transmission accuracy and reliability directly affect gear shift feeling and driving safety.

[0003] At present, the control flexible shaft is rigidly connected with the cab and the chassis through fixing supports (hard points) at both ends, but the bumping and vibration during driving of a commercial vehicle, cab turnover maintenance and other conditions can cause changes in the installation length and stress state of the control flexible shaft, especially when the cab is turned over, the distance between the hard points at both ends of the control flexible shaft changes, the core line of the control flexible shaft is excessively stretched or compressed, local tension is easily increased, and the control flexible shaft can be broken; if the control flexible shaft is too long, the position offset of the control flexible shaft can cause frictional interference with surrounding components such as a bumper and a cab stabilizer, and long-term friction between the sheath of the control flexible shaft and the cab stabilizer, the bumper and other components can cause damage to the sheath and failure of the core line of the control flexible shaft. Therefore, the current control flexible shaft has the technical problems of easy damage and short service life. SUMMARY

[0004] The present application aims to overcome the above technical deficiencies and provide a gear shift control flexible shaft assembly, a gearbox assembly and a vehicle to solve the technical problems of easy damage and short service life of the control flexible shaft in the prior art.

[0005] To achieve the above technical purposes, the present application adopts the following technical solutions: In a first aspect, the present application provides a gear shift control flexible shaft assembly, which comprises a gear shift base, a control lever, a control flexible shaft and a compensation mechanism, the gear shift base is fixedly installed in a cab; the control lever is movably connected with the gear shift base; the control flexible shaft is transmissionally connected with the control lever at one end through the gear shift base and connected with a gearbox at the other end; the compensation mechanism comprises a fixed base and a swing arm, the swing arm is connected with the fixed base through an elastic member, and the swing arm can swing in a vertical plane relative to the fixed base; wherein the swing arm is provided with a sleeve, the sleeve is sleeved on the control flexible shaft, and the control flexible shaft can move along the axis of the sleeve relative to the sleeve.

[0006] In some embodiments, the sleeve is movably connected with the side surface of the swing arm, and the sleeve can rotate in a plane parallel to the side surface relative to the swing arm.

[0007] In some embodiments, the swing arm is provided with a limiting protrusion, the fixed base is provided with a limiting surface corresponding to the limiting protrusion, and the limiting protrusion can be in abutting cooperation with the limiting surface to limit the maximum swing angle of the swing arm in the vertical plane relative to the fixed base.

[0008] In some embodiments, one end of the elastic member is connected with the swing arm, and the other end of the elastic member is connected with the fixed base, and the elastic member comprises any one of a torsion spring structure or a torsion bar structure.

[0009] In some embodiments, the fixed base is buckled with the chassis of the vehicle.

[0010] In some embodiments, the variable speed control soft shaft assembly further comprises a guide ring, the guide ring is sleeved on the control soft shaft, and the guide ring is used to separate the control soft shaft from the bumper and the cab stabilizer bar.

[0011] In some embodiments, the guide ring is fixedly connected with the cab stabilizer bar, and the control soft shaft can move along the axis of the guide ring relative to the guide ring.

[0012] In some embodiments, the variable speed control soft shaft assembly further comprises a fixed support, the fixed support is fixedly connected with the control soft shaft, and the fixed support is detachably connected with the cab floor.

[0013] In the second aspect, the application further provides a gearbox assembly, the gearbox assembly comprising the variable speed control soft shaft assembly and the gearbox, and the gearbox is connected with the control soft shaft.

[0014] In the third aspect, the application further provides a vehicle, the vehicle comprising the gearbox assembly.

[0015] Compared with the prior art, the variable speed control soft shaft assembly provided by the application adopts the combination design of the fixed base, the swing arm and the elastic member through the compensation mechanism, the swing arm can swing in the vertical plane relative to the fixed base, and the sleeve pipe and the control soft shaft form a sliding fit, which not only provides reliable transmission guidance for the control soft shaft, but also realizes dynamic length compensation under the working conditions of cab rollover and vehicle bumping, effectively avoiding the breakage and damage of the control soft shaft caused by excessive stretching or compression; at the same time, through the dynamic compensation function, the problem of sheath damage and soft shaft core line failure caused by the frictional interference between the control soft shaft, the bumper and the cab stabilizer bar can be prevented, and the service life of the control soft shaft is greatly improved. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 is a structural schematic diagram of a variable speed control soft shaft assembly provided by an embodiment of the application; Figure 2 is a structural schematic diagram of a variable speed control soft shaft assembly provided by an embodiment of the application before and after the posture of the cab is rolled over; Figure 3 is a structural schematic diagram of a compensation mechanism provided by an embodiment of the application; Figure 4 is a front view of the compensation mechanism provided by an embodiment of the application; Figure 5 is Figure 4 is a sectional view of the B-B portion in figure 1; Figure 6 is a structural schematic diagram of a guide ring provided by an embodiment of the present application; Figure 7 is a structural schematic diagram of a fixing support provided by an embodiment of the present application.

[0017] Explanation of reference signs: 100, variable speed control soft shaft assembly 110, gear shift base 120, control lever 130, control soft shaft 140, compensation mechanism; 141, fixing base; 1411, limiting surface; 142, swing arm; 1421, sleeve; 1422, limiting protrusion; 143, elastic member 150, guide ring 160, fixing support 170, gearbox mounting support DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solutions and advantages of the present application more clear, the present application is further described in detail below in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application.

[0019] In the variable speed control system of a vehicle, the control soft shaft is a core transmission component connecting the control lever in the cab and the gearbox of the chassis, and the transmission accuracy and reliability thereof directly affect the gear shifting feel and driving safety.

[0020] In some embodiments, the control soft shaft is rigidly connected with the cab and the chassis through fixing supports (hard points) at both ends thereof. When the cab is overturned, the distance between the hard points at both ends of the control soft shaft changes, causing the core line of the soft shaft to be excessively stretched or compressed, which easily causes the local tension to sharply increase and possibly causes the control soft shaft to be broken. If a longer control soft shaft is provided to prevent the control soft shaft from being excessively stretched due to the overturning of the cab, the position of the longer control soft shaft can be offset and interfere with the surrounding components such as the bumper and the cab stabilizer, causing the sheath to be damaged and the core line of the soft shaft to be invalid.

[0021] In order to solve the technical problem of the control soft shaft being easily damaged and having a short service life, the present application provides a variable speed control soft shaft assembly, which can compensate the dynamic length of the control soft shaft in real time, effectively avoid the control soft shaft from being excessively stretched or compressed, and improve the service life.

[0022] It should be noted that the transmission control flexible shaft assembly of the present invention is used in, but not limited to, tractor-trailer commercial vehicles. For ease of explanation, this invention will only use the application of the transmission control flexible shaft assembly in tractor-trailer commercial vehicles as an example. The principle of the transmission control flexible shaft assembly applied to other types of vehicles, such as cargo commercial vehicles, is essentially the same as that applied to tractor-trailer commercial vehicles, and will not be described in detail here.

[0023] This application provides a variable speed control flexible shaft assembly 100, such as... Figures 1 to 3 As shown, the transmission control flexible shaft assembly 100 includes a shift base 110, a control lever 120, a control flexible shaft 130, and a compensation mechanism 140. The shift base 110 is fixedly installed in the driver's cab; the control lever 120 is movably connected to the shift base 110; one end of the control flexible shaft 130 is connected to the control lever 120 via the shift base 110, and the other end is connected to the gearbox; the compensation mechanism 140 includes a fixed base 141 and a swing arm 142. The swing arm 142 is connected to the fixed base 141 via an elastic element 143, and the swing arm 142 can swing relative to the fixed base 141 in a vertical plane; wherein, the swing arm 142 is provided with a sleeve 1421, the sleeve 1421 is sleeved on the control flexible shaft 130, and the control flexible shaft 130 can move relative to the sleeve 1421 along the axis of the sleeve 1421.

[0024] The shift base 110 provides a stable mounting reference for the control lever 120. The shift base 110 is fixedly installed on the floor of the driver's cab, and the installation method is not limited, such as using bolts for fixing. The shift base 110 has a transmission rocker arm inside for connecting the control lever 120 and the control cable shaft 130 to realize the switching of operation actions.

[0025] The control lever 120, also known as a gear shift lever or shift rod, is a control component in a vehicle's transmission used to switch gear ratios to adjust driving speed and driving force. The control lever 120 is movably connected to the shift base 110 via a ball joint, enabling gear selection and shifting actions. The driver inputs shift commands through the control lever 120.

[0026] The flexible shaft 130 is a component used to transmit gear selection and shifting operations. One end of the flexible shaft 130 is connected to the control lever 120 via a transmission rocker arm inside the shift base 110, and the other end of the flexible shaft 130 is connected to the shift actuator of the gearbox to transmit shifting operations. The flexible shaft 130 includes a flexible shaft core wire and a sheath. The flexible shaft core wire can slide relative to the sheath. The material of the flexible shaft core wire is not limited and can be determined according to actual needs; for example, the flexible shaft core wire can be made of steel wire. The material of the sheath can also be determined according to actual needs; for example, a rubber sheath, a nylon sheath, or a metal braided sheath.

[0027] The compensation mechanism 140 is a structure for adjusting the length of the operating flexible shaft 130 according to actual requirements. The compensation mechanism 140 comprises a fixed base 141 and a swing arm 142. The fixed base 141 is fixedly installed on the vehicle chassis, for example, the part of the fixed base 141 parallel to the XY plane is fixed on a cross beam or a longitudinal beam.

[0028] The swing arm 142 is connected to the fixed base 141 by an elastic member 143. Any elastic member 143 capable of enabling the swing arm 142 to rotate relative to the fixed base 141 meets the requirements of the present application. The elastic member 143 is, for example, a torsion spring structure, a torsion bar structure, etc. Relevant embodiments will be given below, and will not be described here in detail. The swing arm 142 can swing relative to the fixed base 141 in a vertical plane, that is, the YZ plane as shown in FIG. 1. Figure 3 and Figure 4 The swing arm 142 is provided with a sleeve 1421, which is sleeved outside the sheath of the operating flexible shaft 130. The operating flexible shaft 130 can move relative to the sleeve 1421 along the axis of the sleeve 1421 to realize dynamic length compensation. The material of the sleeve 1421 is not limited, for example, metal material.

[0029] For the convenience of understanding, the working principle of the variable speed operating flexible shaft assembly 100 will be described. As shown in Figure 2 , Figure 2 A1 represents the posture of the variable speed operating flexible shaft assembly 100 before the cab is overturned, Figure 2 A2 represents the posture of the variable speed operating flexible shaft assembly 100 after the cab is overturned. When the vehicle is jolted or the cab is overturned during driving, the installation length of the operating flexible shaft 130 changes. At this time, the swing arm 142 of the compensation mechanism 140 swings relative to the fixed base 141 in the vertical plane under the action of the pulling force or the pushing force of the operating flexible shaft 130. The elastic member 143 is twisted and deformed and accumulates a restoring torque. At the same time, the operating flexible shaft 130 moves relative to the sleeve 1421 along the axis to realize length compensation, avoiding excessive stretching or compression of the operating flexible shaft 130. When the external force disappears (for example, the cab returns to the original position, and the jolt is alleviated), the restoring torque of the elastic member 143 drives the swing arm 142 to return to the original position, and drives the operating flexible shaft 130 to return to the original state. Both dynamic compensation of the length of the operating flexible shaft 130 and automatic reset of the operating flexible shaft 130 can be realized.

[0030] In the embodiment, the compensation mechanism 140 adopts a combination design of the fixed base 141, the swing arm 142 and the elastic member 143. The swing arm 142 can swing in the vertical plane relative to the fixed base 141, and the sleeve 1421 forms a sliding fit with the operating flexible shaft 130, which not only provides reliable transmission guidance for the operating flexible shaft 130, but also realizes dynamic length compensation under the working conditions such as turning over of the cab and jolting of the vehicle, effectively avoiding the breakage and damage of the operating flexible shaft 130 due to excessive stretching or compression. At the same time, through the dynamic compensation function, the problem of sheath damage and soft shaft core line failure due to the frictional interference between the length redundancy of the operating flexible shaft 130 and the bumper and the stabilizer bar of the cab can be prevented, thereby greatly improving the service life of the operating flexible shaft 130.

[0031] In some embodiments, as shown in Figure 3 and Figure 4 , the sleeve 1421 is movably connected to the side surface of the swing arm 142, and the sleeve 1421 can rotate in the plane parallel to the side surface relative to the swing arm 142.

[0032] In the embodiment, the sleeve 1421 can rotate in the plane parallel to the side surface relative to the swing arm 142, for example, the sleeve 1421 and the side surface of the swing arm 142 are movably connected through a pin shaft. The structure of the swing arm 142 is not limited, and exemplarily, the swing arm 142 is a plate structure without bending, and the side surface of the swing arm 142 is the YZ plane. Exemplarily, the swing arm 142 is a plate structure with bending, and the side surface of the swing arm 142 is a vertical plane with an included angle with the YZ plane.

[0033] In the embodiment, through the design that the sleeve 1421 can rotate relative to the swing arm 142, the swing direction of the operating flexible shaft 130 can be self-adapted to avoid the wear between the operating flexible shaft 130 and the inner wall of the sleeve 1421 as much as possible, and the wear risk is further reduced.

[0034] In some embodiments, as shown in Figure 3 and Figure 4 , the swing arm 142 is provided with a limiting protrusion 1422, and the fixed base 141 is provided with a limiting surface 1411 corresponding to the limiting protrusion 1422. The limiting protrusion 1422 can be in abutting fit with the limiting surface 1411 to limit the maximum swing angle of the swing arm 142 in the vertical plane relative to the fixed base 141.

[0035] In the embodiment, the top of the swing arm 142 is provided with a limiting protrusion 1422, and the top surface of the fixed base 141 is a limiting surface 1411. When the cab does not overturn, the limiting protrusion 1422 of the swing arm 142 is attached to the limiting surface 1411 of the fixed base 141, the limiting surface 1411 can limit the downward deflection of the swing arm 142, and the deflection angle at this moment is defined as 0°. When the cab completely overturns, the swing arm 142 deflects upward in the YZ plane relative to the fixed base 141, and the specific deflection angle is related to the design of the overturning structure of the cab, for example, 50°, 55°, 60°, 65°, etc. For ease of explanation, the swing arm 142 is taken as an example to illustrate the deflection angle of 60° relative to the fixed base 141. At this moment, the maximum swing angle of the swing arm 142 relative to the fixed base 141 in the vertical plane is 60°. Therefore, the cab overturning is the process of the swing arm 142 from 0° to 60°, and the cab back to the original position is the process of the swing arm 142 from 60° to 0°.

[0036] It should be noted that, in the back-to-position process, the limiting protrusion 1422 and the limiting surface 1411 are in abutting engagement, which can limit the swing arm 142 from continuing to swing downward and form a negative deflection angle. In other words, the abutting engagement of the limiting protrusion 1422 and the limiting surface 1411 can avoid the loosening of the control soft shaft 130 caused by excessive back-to-position.

[0037] In some embodiments, one end of the elastic member 143 is connected to the swing arm 142, and the other end of the elastic member 143 is connected to the fixed base 141. The elastic member 143 includes any one of a torsion spring structure or a torsion bar structure.

[0038] In the embodiment, as shown in Figure 4 and Figure 5 , the elastic member 143 is a torsion spring structure, which has small volume and flexible installation. The torsion spring is sleeved on the connecting shaft between the swing arm 142 and the fixed base 141, and the two ends of the torsion spring are respectively clamped and fixed to the fixed base 141 and the swing arm 142, so that a rotary elastic force is formed between the swing arm 142 and the fixed base 141.

[0039] In the embodiment, the elastic member 143 is a torsion bar structure, which has large rigidity and stable recovery torque. One end of the torsion bar structure is rigidly connected to the fixed base 141, and the other end of the torsion bar structure is fixed to the connecting end of the swing arm 142. The torsion bar structure can be twisted and deformed and accumulate recovery torque with the swing of the swing arm 142.

[0040] In the embodiment, the elastic member 143 can select a torsion spring structure or a torsion bar structure according to actual conditions, so as to adapt to the shift torque of different commercial vehicles and meet the use requirements in multiple scenes.

[0041] In some embodiments, the fixed base 141 is buckled to the chassis of the vehicle.

[0042] In the embodiment, the chassis includes cross beams and longitudinal beams, and the fixing base 141 is fixed on the top surface of the cross beams or the longitudinal beams by using a buckle connection mode, so that the installation and dismounting are convenient, no complex tools are needed, the installation and maintenance costs of the compensation mechanism 140 are reduced, and the quick-release buckle design can also adapt to the layout requirements of different vehicle models.

[0043] In some embodiments, a damping pad is further arranged between the fixing base 141 and the chassis of the vehicle, and the damping pad can absorb part of the chassis vibration, reduce the influence of the vibration on the compensation mechanism 140, and improve the stability of operation.

[0044] In some embodiments, as shown in Figure 6 The variable speed control soft shaft assembly 100 further includes a guide ring 150, the guide ring 150 is sleeved on the control soft shaft 130, and the guide ring 150 is used to separate the control soft shaft 130 from the bumper and the cab stabilizer bar.

[0045] In the embodiment, the guide ring 150 is a component for separating the control soft shaft 130 from the bumper and the cab stabilizer bar, avoiding friction and collision between the control soft shaft 130 and the bumper and the cab stabilizer bar, preventing damage of the soft shaft sheath, and prolonging the service life of the control soft shaft 130. The number of the guide ring 150 is not limited, for example, 2, 3, 4, etc. The installation position of the guide ring 150 is also not limited, for example, the guide ring 150 is sleeved at the position where the control soft shaft 130 can contact the bumper and the cab stabilizer bar. The guide ring 150 can be made of nylon or polyurethane material, so as to reduce the probability of damage caused by friction.

[0046] In some embodiments, the guide ring 150 is fixedly connected with the cab stabilizer bar, and the control soft shaft 130 can move along the axis of the guide ring 150 relative to the guide ring 150.

[0047] In the embodiment, the guide ring 150 is fixedly connected with the cab stabilizer bar, ensuring the stability of the position of the guide ring 150 and improving the guiding accuracy; and the control soft shaft 130 can move along the axis relative to the guide ring 150, which does not affect the transmission and compensation movement of the control soft shaft 130, avoids deviation of the control soft shaft 130 through the constraint of the guide ring 150, further reduces the probability of friction, reduces the transverse swing of the soft shaft, and improves the transmission smoothness.

[0048] In some embodiments, as shown in Figure 7 The variable speed control soft shaft assembly 100 further includes a fixing support 160, the fixing support 160 is fixedly connected with the control soft shaft 130, and the fixing support 160 is detachably connected with the cab floor.

[0049] In the embodiment, the fixing bracket 160 is a structure for fixing the operating flexible shaft 130 on the cab floor. The fixing bracket 160 can be a sheet metal structure, and the fixing bracket 160 is sleeved outside the sheath of the operating flexible shaft 130 through a sleeve ring.

[0050] In the embodiment, the fixing bracket 160 is fixedly connected with the operating flexible shaft 130 and detachably connected with the cab floor, so that stable fixation of the cab end of the operating flexible shaft 130 is achieved, the operating flexible shaft 130 is prevented from moving during gear shifting, and transmission accuracy is ensured. The detachable connection design, such as bolt connection or buckle connection, facilitates maintenance and replacement of the operating flexible shaft 130, reduces maintenance difficulty, and the fixing bracket 160 can be adapted to mounting holes of different cab floors, thereby improving the versatility of the variable speed operating flexible shaft assembly 100.

[0051] In some embodiments, as shown in Figure 1 The variable speed operating flexible shaft assembly 100 further includes a gearbox mounting bracket 170, the gearbox mounting bracket 170 is fixedly connected with the operating flexible shaft 130 and fixes the operating flexible shaft 130 on the gearbox, so that stable fixation of the operating flexible shaft 130 at the gearbox end is achieved, the operating flexible shaft 130 is prevented from moving during gear shifting, and transmission accuracy is ensured. The fixed connection mode is, for example, bolt connection, buckle connection, etc.

[0052] In order to better understand the present application, the following will be described in detail in combination with Figures 1 to 7 The technical solutions of the present application are described in detail.

[0053] In some embodiments, as shown in Figures 1 to 7 The variable speed operating flexible shaft assembly 100 includes a gear shifting base 110, an operating lever 120, an operating flexible shaft 130, a compensation mechanism 140, a guide ring 150, a fixing bracket 160, and a gearbox mounting bracket 170.

[0054] In the embodiment, the shift base 110 is fixedly installed in the cab; the operating lever 120 is movably connected with the shift base 110; one end of the operating soft shaft 130 is in transmission connection with the operating lever 120 through the shift base 110, and the other end is connected with the gearbox. The compensation mechanism 140 comprises a fixed base 141 and a swing arm 142, the fixed base 141 is buckled with the chassis of the vehicle, a torsional spring is sleeved on the connecting shaft between the swing arm 142 and the fixed base 141, and the two ends of the torsional spring are respectively buckled and fixed with the fixed base 141 and the swing arm 142, a rotary elastic force is formed between the swing arm 142 and the fixed base 141, so that the swing arm 142 can swing in the vertical plane relative to the fixed base 141. The swing arm 142 is provided with a sleeve pipe 1421, the sleeve pipe 1421 is movably connected with the side surface of the swing arm 142, and the sleeve pipe 1421 is sleeved on the operating soft shaft 130, and the operating soft shaft 130 can move along the axis of the sleeve pipe 1421 relative to the sleeve pipe 1421. The swing arm 142 is further provided with a limiting protrusion 1422, the fixed base 141 is provided with a limiting surface 1411 corresponding to the limiting protrusion 1422, and the limiting protrusion 1422 can be in abutting cooperation with the limiting surface 1411, so as to limit the maximum swing angle of the swing arm 142 relative to the fixed base 141 in the vertical plane. The guide ring 150 is fixedly connected with the cab stabilizer, the guide ring 150 is used for separating the operating soft shaft 130 from the bumper and the cab stabilizer, and the operating soft shaft 130 can move along the axis of the guide ring 150 relative to the guide ring 150. The fixed support 160 is fixedly connected with the operating soft shaft 130, and the fixed support 160 is detachably connected with the cab floor.

[0055] The embodiment of the present application further provides a gearbox assembly, which comprises the gear shift operating soft shaft assembly 100 and a gearbox, and the gearbox is connected with the operating soft shaft 130.

[0056] In the embodiment, the gearbox assembly integrates the above-mentioned gear shift operating soft shaft assembly 100, so that the gearbox assembly has the functions of dynamic compensation and reliable limiting, and the operating performance and service life of the gearbox assembly are improved.

[0057] The embodiment of the present application further provides a vehicle, which comprises the above-mentioned gearbox assembly.

[0058] In the embodiment, the vehicle includes but is not limited to a traction commercial vehicle, a self-unloading commercial vehicle, a special vehicle and the like.

[0059] The specific embodiments of the present application described above do not constitute a limitation on the protection scope of the present application. Any various other corresponding changes and modifications made according to the technical concept of the present application shall be included in the protection scope of the claims of the present application.

Claims

1. A variable speed control flexible shaft assembly, characterized in that, include: The gear shift base is fixedly installed in the driver's cab; The control lever is movably connected to the gear shift base; The control cable has one end connected to the control lever via the shift base, and the other end connected to the gearbox; as well as The compensation mechanism includes a fixed base and a swing arm, wherein the swing arm is connected to the fixed base via an elastic element, and the swing arm is capable of swinging relative to the fixed base in a vertical plane. The swing arm is provided with a sleeve, which is sleeved on the control flexible shaft, and the control flexible shaft can move relative to the sleeve along the axis of the sleeve.

2. The variable speed control flexible shaft assembly according to claim 1, characterized in that, The sleeve is movably connected to the side of the swing arm, and the sleeve can rotate relative to the swing arm in a plane parallel to the side.

3. The variable speed control flexible shaft assembly according to claim 1 or 2, characterized in that, The swing arm is provided with a limiting protrusion, and the fixed base is provided with a limiting surface corresponding to the limiting protrusion. The limiting protrusion can abut against the limiting surface to limit the maximum swing angle of the swing arm relative to the fixed base in the vertical plane.

4. The variable speed control flexible shaft assembly according to claim 1, characterized in that, One end of the elastic element is connected to the swing arm, and the other end of the elastic element is connected to the fixed base. The elastic element includes either a torsion spring structure or a torsion bar structure.

5. The variable speed control flexible shaft assembly according to claim 1, characterized in that, The fixed base is snapped together with the vehicle chassis.

6. The variable speed control flexible shaft assembly according to claim 1, characterized in that, The transmission control flexible shaft assembly also includes a guide ring, which is sleeved on the control flexible shaft and is used to separate the control flexible shaft from the bumper and the cab stabilizer bar.

7. The variable speed control flexible shaft assembly according to claim 6, characterized in that, The guide ring is fixedly connected to the cab stabilizer bar, and the control flexible shaft is movable relative to the guide ring along the axis of the guide ring.

8. The variable speed control flexible shaft assembly according to claim 1, characterized in that, The transmission control flexible shaft assembly also includes a fixed bracket, which is fixedly connected to the control flexible shaft and detachably connected to the cab floor.

9. A transmission assembly, characterized in that, include: The speed control flexible shaft assembly as described in any one of claims 1-8, The gearbox is connected to the control cable.

10. A vehicle, characterized in that, Includes the gearbox assembly as described in claim 9.

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