Transmission transmission assembly, transmission and vehicle

Abstract

The utility model discloses a speed changer transmission assembly, a speed changer and a vehicle, the speed changer transmission assembly comprises a first shaft, a first gear, a second shaft, a second gear, a synchronizer, a third shaft, a third gear, a first thrust bearing and a second thrust bearing; the first gear is connected to the first shaft so as to rotate along with the first shaft; the second gear is mounted on the second shaft and can rotate relative to the second shaft; the synchronizer is installed on the second shaft so that the second gear and the second shaft can rotate synchronously. The third gear is mounted on the third shaft and can rotate relative to the third shaft, and the outer tooth surface of the third gear and the outer tooth surface of the first gear are opposite and arranged at an interval; wherein the second gear is meshed with the first gear and is meshed with the third gear; the first thrust bearing and the second thrust bearing are arranged at the two axial ends of the second gear respectively to resist the overturning moment of the second gear, and the first thrust bearing is installed on the second gear, so that installation of the first thrust bearing is more convenient.

Description

Technical Field

[0001] The utility model relates to the field of vehicle transmission equipment, in particular to a transmission drive assembly and a transmission. Background Art

[0002] With the increasing number of automobiles around the world and the growing demand for performance, it is particularly important to design a transmission with low cost, high efficiency, light weight and compact structure. Therefore, the durability performance and NVH (Noise, Vibration, Harshness) performance of the transmission are equally crucial.

[0003] When the drive assembly in the transmission is designed to have a low cost and a more compact structure, the reverse shaft and the reverse drive gear can be eliminated, and the driven gear of a certain gear is used as the reverse drive gear, i.e., an idler gear. Thus, the drive gear, the idler gear and the reverse driven gear form a triple gear to achieve the reverse function. During reverse operation, there are two different-direction forces acting on the reverse drive gear simultaneously, and the included angle is an acute angle, so an overturning moment is generated. This leads to abnormal wear on the gear end face. When the wear amount is large, it will cause NVH problems. At the same time, high temperature will cause ablation of the needle bearing cage, resulting in the failure of the drive assembly. Summary of the Utility Model

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. For this purpose, the utility model provides a transmission drive assembly, which can improve the service life and avoid NVH problems.

[0005] A transmission with the above-mentioned transmission drive assembly is also provided.

[0006] A vehicle with the above-mentioned transmission is also provided.

[0007] The transmission drive assembly according to the first aspect embodiment of the utility model includes:

[0008] The first shaft;

[0009] The first gear, connected to the first shaft and rotating together with the first shaft;

[0010] The second shaft, arranged in the same direction as the first shaft;

[0011] The second gear, installed on the second shaft and capable of rotating relative to the second shaft;

[0012] The synchronizer, installed on the second shaft to synchronize the rotation of the second gear and the second shaft;

[0013] The third shaft, arranged in the same direction as the first shaft;

[0014] a third gear, mounted on the third shaft and rotatable relative to the third shaft, wherein an outer tooth surface of the third gear is opposite to an outer tooth surface of the first gear and is spaced apart from each other;

[0015] Wherein, the second gear is meshed with the first gear and meshed with the third gear;

[0016] The first thrust bearing and the second thrust bearing are respectively arranged at two ends of the second gear to limit the axial movement of the second gear along the second shaft, and the first thrust bearing is installed on the second gear.

[0017] The transmission assembly according to the first embodiment of the utility model has at least the following beneficial effects:

[0018] 1. The first gear drives the second gear to rotate around the second axis, and the second gear transmits power to the third gear at the same time. The second gear is subjected to forces in two different directions at the same time and generates an overturning moment along the axial direction of the second gear. The first thrust bearing and the second thrust bearing respectively support both ends of the second gear to resist the influence of the overturning moment. In addition, the second gear rotates together with the first thrust bearing and the second thrust bearing, thereby reducing the rotational friction of the end face of the second gear, effectively reducing the wear of the end face of the second gear, increasing the service life of the second gear, and avoiding NVH problems. At the same time, the second gear is not prone to abnormal temperature rise caused by abnormal friction, and the temperature of the second gear is more stable. The transmission assembly of the transmission is not prone to failure due to high temperature, thereby increasing the service life of the transmission assembly of the transmission.

[0019] 2. The first thrust bearing can be pre-installed on the second gear, and then installed on the second shaft together with the second gear. The overall installation process is divided into two steps, one step is the installation of the first thrust bearing and the second gear, and the other step is the installation of the second gear and the second shaft. In mass production, the two steps can be carried out synchronously, which improves the installation efficiency in mass production;

[0020] 3. The first thrust bearing is installed on the second gear. The axial length of the second shaft occupied by the first thrust bearing and the second gear overlaps. There is no need to reserve too much installation space for the first thrust bearing in the axial direction of the second shaft. The second shaft is designed to be shorter, the structure of the transmission assembly is more compact, and the design cost is lower.

[0021] According to some embodiments of the present invention, at least a portion of the first thrust bearing is staggered with the second thrust bearing along the radial direction of the second shaft.

[0022] According to some embodiments of the present invention, the invention further comprises:

[0023] The first thrust bearing is disposed between the synchronizer and the second gear, and abuts against the synchronizer.

[0024] According to some embodiments of the present utility model, the second shaft includes a first shaft section, a second shaft section connected to the first shaft section, and a stepped surface formed between the first shaft section and the second shaft section;

[0025] The second gear is mounted on the first shaft section;

[0026] An end surface of the first thrust bearing away from the second thrust bearing abuts against the stepped surface.

[0027] According to some embodiments of the present utility model, the second gear includes a wheel body portion and a first mounting portion provided at one end of the wheel body portion, and the first thrust bearing is mounted on the first mounting portion.

[0028] According to some embodiments of the present utility model, the second thrust bearing is mounted on the second gear;

[0029] Or

[0030] The second thrust bearing is mounted on the second shaft.

[0031] According to some embodiments of the present utility model, it further includes:

[0032] The second thrust bearing is provided between the synchronizer and the second gear, and two ends of the second thrust bearing respectively abut against the synchronizer and the second gear.

[0033] According to some embodiments of the present utility model, the second thrust bearing is mounted on the synchronizer;

[0034] Or

[0035] The second thrust bearing is mounted on the second gear;

[0036] Or

[0037] The synchronizer and the second gear are arranged at intervals along the axial direction of the second shaft, and the second thrust bearing is mounted on the second shaft.

[0038] The transmission drive assembly according to the embodiment of the second aspect of the present utility model includes:

[0039] A first shaft;

[0040] A first gear, connected to the first shaft to rotate together with the first shaft;

[0041] A second shaft;

[0042] A second gear, mounted on the second shaft and capable of rotating relative to the second shaft;

[0043] A synchronizer is installed on the second shaft to synchronize the rotation of the second gear and the second shaft;

[0044] A third shaft is arranged in the same direction as the first shaft;

[0045] A third gear is installed on the third shaft and can rotate relative to the third shaft. The outer tooth surfaces of the third gear and the first gear are opposite and spaced apart;

[0046] Wherein, the second gear meshes with the first gear and meshes with the third gear;

[0047] A first thrust bearing and a second thrust bearing are respectively arranged at both ends of the second gear to limit the axial movement of the second gear along the second shaft. The first thrust bearing is installed on the synchronizer, and the second thrust bearing is installed on the second shaft.

[0048] The transmission assembly according to the second aspect embodiment of the present invention has at least the following beneficial effects:

[0049] 1. When the second gear rotates around the second shaft, the first thrust bearing and the second thrust bearing respectively support both ends of the second gear to resist the influence of the overturning moment. Moreover, the second gear rotates together with part of the first thrust bearing and part of the second thrust bearing, reducing the rotational friction force on the end face of the second gear, effectively reducing the wear on the end face of the second gear, improving the service life of the second gear, and avoiding NVH problems. At the same time, the second gear is not prone to abnormal temperature rise caused by abnormal friction, the temperature of the second gear is more stable, and the transmission assembly is not easily damaged due to high temperature, improving the service life of the transmission assembly;

[0050] 2. The first thrust bearing can be pre-installed on the synchronizer and then installed on the second shaft together with the synchronizer. The overall installation process is divided into two beats. One beat is the installation of the first thrust bearing and the synchronizer, and the other beat is the installation of the synchronizer and the second shaft. During mass production, the two beats can be carried out synchronously, improving the installation efficiency during mass production;

[0051] 3. The first thrust bearing is installed on the synchronizer, and the axial lengths of the second shaft occupied by the first thrust bearing and the synchronizer overlap. There is no need to reserve too much installation space for the first thrust bearing axially on the second shaft, the designed length of the second shaft is shorter, the structure of the transmission assembly is more compact, and the design cost is lower.

[0052] The transmission according to the third aspect embodiment of the present invention includes:

[0053] A first shaft;

[0054] The first gear is connected to the first shaft and rotates together with the first shaft;

[0055] The third shaft;

[0056] The third gear is installed on the third shaft and can rotate relative to the third shaft. The outer tooth surfaces of the third gear and the first gear face each other and are spaced apart;

[0057] The second synchronizer is installed on the third shaft to transmit the power of the third gear to the third shaft;

[0058] The transmission assembly according to the first aspect embodiment or the second aspect embodiment, wherein the second gear meshes with the first gear and meshes with the third gear to transmit the power of the first gear to the third gear.

[0059] The transmission according to the third aspect embodiment of the present invention has at least the following beneficial effects: By adopting the transmission assembly in the first aspect embodiment or the second aspect embodiment, the wear of the second gear is reduced, the service life of the second gear and the service life of the transmission assembly are improved, and the production efficiency during mass production is also improved.

[0060] The vehicle according to the fourth aspect embodiment of the present invention includes: the transmission according to the third aspect embodiment.

[0061] The vehicle according to the fourth aspect embodiment of the present invention has at least the following beneficial effects: It has the same technical effects as the transmission in the third aspect embodiment, which will not be elaborated here.

[0062] The additional aspects and advantages of the present invention will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the present invention. Description of the Drawings

[0063] The following further describes the present invention in conjunction with the drawings and embodiments, where:

[0064] Figure 1 It is a schematic structural diagram of the reverse triple gear in the transmission assembly according to an embodiment of the present invention;

[0065] Figure 2 It is a schematic structural diagram of the transmission assembly according to an embodiment of the present invention;

[0066] Figure 3 It is a partial schematic diagram of the transmission assembly according to an embodiment of the present invention.

[0067] Reference Numerals in the Drawings:

[0068] The first shaft 100;

[0069] The first gear 200;

[0070] The second shaft 300; the first shaft section 310; the second shaft section 320; the step surface 330;

[0071] The second gear 400; the wheel body part 410; the first mounting part 420;

[0072] The synchronizer 500;

[0073] The first thrust bearing 600;

[0074] The second thrust bearing 700;

[0075] The third shaft 800;

[0076] The third gear 900. Detailed implementation manners

[0077] The embodiments of the present utility model will be described in detail below. The examples of the embodiments are shown in the drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present utility model and should not be construed as a limitation to the present utility model.

[0078] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by terms such as up, down, etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model.

[0079] In the description of the present utility model, several means one or more than one, and multiple means two or more than two. If there is a description of first and second, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features or implicitly indicating the sequence relationship of the indicated technical features.

[0080] In the description of the present utility model, unless otherwise clearly defined, words such as setting, installing, connecting, etc. should be understood in a broad sense. Those skilled in the relevant technical field can reasonably determine the specific meanings of the above words in the present utility model in combination with the specific content of the technical solution.

[0081] The transmission is used to control the output of the driving wheel speed and torque. The transmission drive assembly includes an input shaft, an output shaft and a shifting mechanism. The input shaft and the output shaft are connected by a constantly meshing gear drive. Among them, the gear on the output shaft is a driven gear, and the input shaft is a driving gear. The driving gear and the driven gear correspond one by one and form multiple sets of meshing gear sets with different transmission ratios. The multiple sets of meshing gears are divided into multiple gear position gear sets. The gears in the gear position gear sets are always in a meshing state. However, the driven gear located on the output shaft in the gear position gear set is rotationally connected to the output shaft through a bearing. When the input shaft rotates, all the gear position gear sets rotate, but the output shaft does not bear power. When a set of gear position gears is locked with the output shaft through a synchronizer, the output shaft rotates synchronously with this set of gear position gears and receives the power transmitted by this set of gear position gears. The remaining gear position gear sets rotate around the output shaft through bearings and do not transmit power to the output shaft. Therefore, the shifting mechanism controls the synchronizers of different gear position gear sets, so that different driven gears are transmitted to the output shaft to achieve gear shifting. For example, when shifting from the first gear to the second gear, the shifting mechanism controls the first gear synchronizer of the first gear set to separate from the driven gear of the first gear set and no longer transmits power to the output shaft. The second gear synchronizer of the second gear set synchronizes with the driven gear of the second gear set, and the driven gear of the second gear set transmits power to the output shaft. Among them, the reverse gear set is different from the gear position gear set. The reverse gear set is in a constantly disengaged state, and the transmission also has a separate reverse shaft and a reverse driving gear. When the vehicle is completely stopped, the shifting mechanism adjusts the reverse shaft so that the reverse driving gear enters between the reverse gear sets to form a three-gear structure to complete the transmission of the reverse gear set.

[0082] In the related art, in order to ensure low design cost and more compact structure, the drive assembly in the transmission cancels two parts, namely the reverse shaft and the reverse driving gear. Refer to Figure 1 As shown, the transmission includes a first shaft 100, a second shaft 300 and a third shaft 800. Active gears of each gear position and corresponding gear position synchronizers are arranged on the second shaft 300 and the third shaft 800. Among them, adjacent gear positions can share the same gear position synchronizer. Among them, the first shaft 100 is provided with a first gear 200, the second shaft 300 is provided with a second gear 400, and the third shaft 800 is provided with a third gear 900. The first gear 200, the second gear 400 and the third gear 900 form a three-gear structure.

[0083] Refer to Figure 1As shown, the second gear 400 is equivalent to an idler gear located between the first gear 200 and the third gear 900. During the operation of the transmission, there are two different-direction forces acting on the second gear 400 simultaneously, that is, the first gear 200 and the third gear 900 apply forces in different directions to the second gear 400 within the radial plane perpendicular to the axial direction of the second gear 400, and the included angle is an acute angle. The two different-direction forces cannot cancel each other out to form a resultant force F applied to the second gear 400. Due to the influence of the self-structure and material uniformity of the second gear 400, referring to Figure 2 As shown, the centroid of the second gear 400 is located outside the resultant force line formed by the resultant force F ( Figure 2 The centroid position in it is only for illustration and does not represent the actual centroid position). The perpendicular line from the centroid to the resultant force line forms a moment arm. Therefore, the combined action of the resultant force F and the moment arm generates an overturning moment, resulting in abnormal wear on the gear end face. When the wear amount is relatively large, it will cause NVH problems. At the same time, high temperature will cause ablation of the needle bearing cage, leading to the failure of the transmission system.

[0084] Referring to Figure 2 And Figure 3 As shown, in the first aspect embodiment of the present utility model, a transmission assembly is proposed, including: a first shaft 100, a first gear 200, a second shaft 300, a second gear 400, a first thrust bearing 600, a second thrust bearing 700, a synchronizer 500, a third shaft 800, and a third gear 900. The first gear 200 is connected to the first shaft 100 to rotate together with the first shaft 100; the second gear 400 is installed on the second shaft 300 and can rotate relative to the second shaft 300, and the third gear 900 is installed on the third shaft 800 and can rotate relative to the third shaft 800. The outer tooth surface of the third gear 900 and the outer tooth surface of the first gear 200 face each other and are spaced apart. The second gear 400 is disposed between the first gear 200 and the third gear 900 and meshes with the first gear 200 and the third gear 900. Affected by the overturning moment, the first thrust bearing 600 and the second thrust bearing 700 are respectively disposed at the axial two ends of the second gear 400 to limit the axial movement of the second gear 400 along the second shaft 300 to resist the overturning moment. The first thrust bearing 600 is installed on the second gear 400, making the installation of the first thrust bearing 600 more convenient and reducing the axial length of the second shaft 300.

[0085] It should be noted that the axial direction of the second shaft 300 refers to the axis direction of the second shaft 300, and the axis is a virtual auxiliary line.

[0086] Among them, the first shaft 100, the second shaft 300, and the third shaft 800 are arranged in the same direction. In other words, the axial directions of the first shaft 100, the second shaft 300, and the third shaft 800 are parallel to each other. And for the consideration of a more compact overall space distribution, referring toFigure 1 As shown, in a plane perpendicular to the axial direction of the first shaft 100, the connection lines among the center points of the first shaft 100, the second shaft 300, and the third shaft 800 form a triangle, making the spatial layout of the first shaft 100, the second shaft 300, and the third shaft 800 more compact and the overall structure of the transmission more compact.

[0087] The first gear 200 is connected to the first shaft 100 to rotate with the first shaft 100 and transmit the power of the first shaft 100.

[0088] Refer to Figure 2 And Figure 3 As shown, the second gear 400 is mounted on the second shaft 300 and can rotate relative to the second shaft 300. Specifically, the second gear 400 is rotatably connected to the second shaft 300 through a bearing. The bearing is first fixedly mounted on the second shaft 300, and then the second gear 400 is mounted on the outer peripheral surface of the bearing. The second gear 400 can rotate around the second shaft 300 through the bearing, and the second gear 400 can idle relative to the second shaft 300. In this embodiment, the bearing between the second gear 400 and the second shaft 300 is a radial sliding bearing, such as a needle bearing.

[0089] The third gear 900 is mounted on the third shaft 800 and can rotate relative to the third shaft 800. Specifically, the third gear 900 is also rotatably connected to the third shaft 800 through a bearing. This bearing is also a radial sliding bearing. The bearing is first mounted on the third shaft 800, and then the third gear 900 is mounted on the outer peripheral surface of this bearing, so that the third gear 900 can also idle relative to the third shaft 800.

[0090] Wherein, the outer tooth surface of the third gear 900 and the outer tooth surface of the first gear 200 are opposite and spaced apart, that is, the third gear 900 and the first gear 200 are in a separated state and cannot directly transmit power. The second gear 400 meshes with the first gear 200 and the third gear 900 to form a three-gear structure. The first gear 200 and the third gear 900 transmit power through the second gear 400, and the second gear 400 is an idler gear.

[0091] Specifically, the synchronizer 500 is installed on the second shaft 300 to synchronize the rotation of the second gear 400 with the second shaft 300. The second gear 400 transmits the power of the first shaft 100 to the second shaft 300, and then the second shaft 300 outputs the power to the vehicle wheels. The specific structure of the synchronizer 500 belongs to the common technical knowledge in the art and will not be elaborated herein. In this embodiment, the synchronizer 500 is used for the reverse gear position, and the second gear 400 and the second shaft 300 transmit the reverse gear power, while the third gear 900 idles relative to the third shaft 800. In addition, when the synchronizer 500 fails to synchronize the second gear 400 with the second shaft 300, the second gear 400 idles relative to the second shaft 300, and the synchronizer corresponding to the third gear 900 can synchronize the third gear 900 and the third shaft 800, so that the third gear 900 and the third shaft 800 transmit the gear power of non-reverse gears. In other words, the third gear 900 and the third shaft 800 transmit the gear power for the vehicle to move forward.

[0092] Referring to Figure 1 and Figure 2 As shown, when the second gear 400 rotates, the second gear 400 is an idle gear between the first gear 200 and the third gear 900, and the second gear 400 is easily affected by the overturning moment, resulting in abnormal wear on the end face of the second gear 400.

[0093] Referring to Figure 2 and Figure 3As shown, the first thrust bearing 600 and the second thrust bearing 700 are respectively arranged at both ends of the second gear 400 to limit the axial movement of the second gear 400 along the second shaft 300. Specifically, the first thrust bearing 600 is arranged at one axial end of the second gear 400 to stop one end face of the second gear 400, and the second thrust bearing 700 is arranged at the other axial end of the second gear 400 to stop the other end face of the second gear 400, thereby limiting the axial movement of the second gear 400 along the second shaft 300. In this embodiment, the first thrust bearing 600 and the second thrust bearing 700 mainly bear the axial force, and the first thrust bearing 600 and the second thrust bearing 700 can also bear radial force and axial force at the same time. It is worth understanding that when the second gear 400 rotates around the second shaft 300, the first thrust bearing 600 and the second thrust bearing 700 respectively support the two ends of the second gear 400 to resist the influence of the overturning moment, and the second gear 400 rotates together with the first thrust bearing 600 and the second thrust bearing 700, reducing the rotational friction of the end face of the second gear 400, effectively reducing the wear of the end face of the second gear 400, improving the service life of the second gear 400, and avoiding NVH problems. At the same time, the second gear 400 is not prone to abnormal heating caused by abnormal friction, the temperature of the second gear 400 is more stable, and the transmission assembly is not prone to failure due to high temperature, which improves the service life of the transmission assembly. Among them, the temperature of the second gear 400 is stable, and when the needle bearing uses a plastic retainer, it is not easy to ablate, which improves the service life of the needle bearing and can reduce the parts cost of the needle bearing.

[0094] Reference Figure 2 and Figure 3 As shown, the first thrust bearing 600 is installed on the second gear 400. The first thrust bearing 600 can be pre-installed on the second gear 400 and then installed on the second shaft 300 together with the second gear 400. The overall installation process is divided into two beats, one beat is the installation of the first thrust bearing 600 and the second gear 400, and the other beat is the installation of the second gear 400 and the second shaft 300. During mass production, the two beats can be carried out synchronously, which improves the installation efficiency during mass production; at the same time, the axial length of the second shaft 300 occupied by the first thrust bearing 600 and the second gear 400 overlaps, and the axial direction of the second shaft 300 does not need to reserve too much installation space for the first thrust bearing 600. The design length of the second shaft 300 is shorter, the structure of the transmission assembly of the transmission is more compact, and the design cost is lower.

[0095] Reference Figure 2 and Figure 3 As shown, in some specific embodiments of the present invention, at least a portion of the first thrust bearing 600 is staggered with the second thrust bearing 700 along the radial direction of the second shaft 300 .

[0096] In this embodiment, the first thrust bearing 600 and the second thrust bearing 700 are staggered, and the first thrust bearing 600 is farther away from the second shaft 300 than the second thrust bearing 700, so that the force arm formed between the first thrust bearing 600 and the mass point is longer. When the resistance torque value formed by the first thrust bearing 600 remains unchanged, the pressure on the first thrust bearing 600 will be reduced, thereby reducing the load of the first thrust bearing 600 and improving the service life of the first thrust bearing 600. Among them, about one-fifth of the first thrust bearing 600 overlaps with the second thrust bearing 700, and the other four-fifths of the first thrust bearing 600 are staggered with the second thrust bearing 700. Among them, the radial overlap portion of the first thrust bearing 600 and the second thrust bearing 700 is approximately between one-fifth and one-third of the first thrust bearing 600.

[0097] As another implementation, the first thrust bearing 600 may be closer to the second shaft 300 than the second thrust bearing 700 .

[0098] Specifically, the second shaft 300 is a stepped shaft, and the synchronizer 500 and the second gear 400 are respectively arranged on different steps of the second shaft, so that there is a radial drop between the synchronizer 500 and the second gear 400 along the second shaft 300. When the first thrust bearing 600 is installed on the second gear 400 and the second thrust bearing is installed on the synchronizer 500, the first thrust bearing 600 and the second thrust bearing 700 are easier to be misaligned due to the radial drop between the synchronizer 500 and the second gear 400, and the design is more convenient.

[0099] Reference Figure 2 and Figure 3 As shown, in some specific embodiments of the present invention, the second gear 400 includes a wheel body 410 and a first mounting portion 420 provided at one end of the wheel body 410 , and the first thrust bearing 600 is mounted on the first mounting portion 420 .

[0100] In this embodiment, the first mounting portion 420 protrudes from the wheel body 410 and has an annular mounting outer peripheral surface. The first thrust bearing 600 is sleeved on the mounting outer peripheral surface. One end surface of the first thrust bearing 600 abuts against the end surface of the wheel body 410 .

[0101] As another embodiment, the first mounting portion 420 is an annular groove on the end face of the wheel body portion 410, and the radial width of the annular groove is greater than the radial width of the first thrust bearing 600. The first thrust bearing 600 is installed in the annular groove, and one end face of the first thrust bearing 600 abuts against the bottom face of the annular groove.

[0102] To effectively support the second gear 400 with the first thrust bearing 600, it is necessary to support the other end face of the first thrust bearing 600 away from the second gear 400. Refer to Figure 2 and Figure 3 As shown, in some specific embodiments of the present invention, the first thrust bearing 600 is the Figure 2 bearing shown on the right in the figure. The second shaft 300 includes a first shaft section 310, a second shaft section 320 connected to the first shaft section 310, and a step surface 330 formed between the first shaft section 310 and the second shaft section 320; the second gear 400 is installed on the first shaft section 310; the end face of the first thrust bearing 600 away from the second thrust bearing 700 abuts against the step surface 330.

[0103] It should be understood that the end face of the first thrust bearing 600 away from the second thrust bearing 700 abuts against the step surface 330 of the second shaft 300. The first thrust bearing 600 is supported by the step surface 330 of the second shaft 300, and the supporting force is transmitted to one end of the second gear 400, realizing the support of the end face of the second gear 400 and improving the stability of the second gear 400. Moreover, the first thrust bearing 600 can effectively space the step surface 330 of the second shaft 300 from the first thrust bearing 600, avoiding mutual wear between the two.

[0104] In some other specific embodiments of the present invention, the first thrust bearing 600 is disposed between the synchronizer 500 and the second gear 400 and abuts against the synchronizer 500.

[0105] It should be understood that one end of the first thrust bearing 600 away from the second gear 400 abuts against the synchronizer 500. The first thrust bearing 600 is supported by the synchronizer 500, and the supporting force is transmitted to one end of the second gear 400, realizing the support of the end face of the second gear 400 and improving the stability of the second gear 400. Moreover, the first thrust bearing 600 can effectively space the synchronizer 500 from the first thrust bearing 600, avoiding wear of their end faces.

[0106] As another implementation manner, the end face of the first thrust bearing 600 away from the second gear 400 can also be abutted by a radial screw on the second shaft 300, or abutted against a nut or a retaining ring sleeved on the second shaft 300.

[0107] In some specific embodiments of the present invention, the second thrust bearing 700 is installed on the second gear 400.

[0108] It should be understood that the second thrust bearing 700 is directly installed on the second gear 400. The second thrust bearing 700 and the first thrust bearing 600 can be pre-installed on the second gear 400 in the same production beat through pre-installation. In another beat, the second gear 400 and the first thrust bearing 600 and the second thrust bearing 700 on the second gear 400 are installed on the second shaft 300 together, saving the installation time of the second thrust bearing 700 on the second shaft 300 in another beat, optimizing the overall beat time, and further improving the installation efficiency during mass production. At the same time, the axial length of the second shaft 300 occupied by the second thrust bearing 700 overlaps with that of the second gear 400. There is no need to reserve too much installation space for the second thrust bearing 700 axially on the second shaft 300. The designed length of the third shaft 800 is shorter, and the structure of the transmission assembly is more compact, with lower design costs.

[0109] In this embodiment, the second gear 400 further includes a second installation portion provided at the other end of the wheel body portion 410. The second installation portion protrudes from the wheel body portion 410 and has an annular installation outer peripheral surface. The second thrust bearing 700 is sleeved on the installation outer peripheral surface. One end of the second thrust bearing 700 abuts against the wheel body portion 410, or the second installation portion is an annular groove formed on the other end surface of the wheel body portion 410. The second thrust bearing 700 is installed within the annular groove, and one end surface of the second thrust bearing 700 abuts against the groove bottom surface of the annular groove.

[0110] Among them, one end surface of the second thrust bearing 700 abuts against the second gear 400, and the other end surface of the second thrust bearing 700 away from the second gear 400 can abut against a radial pin on the second shaft 300, or abut against a nut or a retaining ring sleeved on the second shaft 300.

[0111] As another implementation manner, the second thrust bearing 700 is installed on the second shaft 300. It should be understood that the second thrust bearing 700 has a smaller diameter and lower cost. In this embodiment, the second thrust bearing 700 is sleeved on the second shaft 300. One end surface of the second thrust bearing 700 abuts against the end surface of the second gear 400, and the other end surface is stopped by a pin or a nut or a retaining ring.

[0112] Refer to Figure 2 And Figure 3 As shown, in some embodiments of the present invention, the second thrust bearing 700 is provided between the synchronizer 500 and the second gear 400, and both ends of the second thrust bearing 700 abut against the synchronizer 500 and the second gear 400 respectively.

[0113] It should be understood that the second thrust bearing 700 is provided between the synchronizer 500 and the second gear 400, and the second thrust bearing 700 is spaced from the synchronizer 500 and the second gear 400 to avoid wear of their end surfaces.

[0114] Refer to Figure 2 With Figure 3 As shown, in some specific embodiments of the present utility model, the second thrust bearing 700 is installed on the synchronizer 500.

[0115] It is worth understanding that the second thrust bearing 700 can be pre-installed on the synchronizer 500 to form a new installation rhythm. The installation rhythm of the second thrust bearing 700 and the synchronizer 500 is synchronized with the installation rhythm of the synchronizer 500 installed on the second shaft 300, saving the time for the second thrust bearing 700 to be installed on the second shaft 300, shortening the time of the overall installation rhythm, and improving the efficiency of mass production.

[0116] As another implementation manner, the second thrust bearing 700 can be installed on the second gear 400, or the synchronizer 500 and the second gear 400 are arranged at an axial interval along the second shaft 300, and the second thrust bearing 700 is installed on the second shaft 300 between the second gear 400 and the synchronizer 500.

[0117] An embodiment of the second aspect of the present utility model provides a transmission assembly, including: a first shaft 100, a first gear 200, a second shaft 300, a second gear 400, a first thrust bearing 600, a second thrust bearing 700, a synchronizer 500, a third shaft 800, and a third gear 900. The difference between the transmission assembly in the embodiment of the second aspect and the transmission assembly in the embodiment of the first aspect is that: the first thrust bearing 600 is installed on the synchronizer 500, and the second thrust bearing 700 is installed on the second shaft 300.

[0118] The first thrust bearing 600 is installed on the synchronizer 500, and the second thrust bearing 700 is installed on the second shaft 300. The first thrust bearing 600 can be pre-installed on the synchronizer 500 and then installed on the second shaft 300 together with the synchronizer 500, dividing the overall installation process into two rhythms. One rhythm is the installation of the first thrust bearing 600 and the synchronizer 500, and the other rhythm is the installation of the synchronizer 500 and the second shaft 300. During mass production, the two rhythms can be synchronized, improving the installation efficiency during mass production; the first thrust bearing 600 is installed on the synchronizer 500, and the axial length of the second shaft 300 occupied by the first thrust bearing 600 and the synchronizer 500 overlaps. There is no need to reserve too much installation space for the first thrust bearing 600 axially on the second shaft 300, the designed length of the second shaft 300 is shorter, the structure of the transmission assembly is more compact, and the design cost is lower. The other effects of the transmission assembly in the embodiment of the second aspect are the same as those of the transmission assembly in the embodiment of the first aspect, and will not be elaborated here.

[0119] Refer to Figure 1As shown in the figure, an embodiment of the third aspect of the present utility model provides a transmission, comprising: the transmission drive assembly of the embodiment of the first aspect or the embodiment of the second aspect.

[0120] It should be understood that by adopting the transmission drive assembly in the embodiment of the first aspect or the embodiment of the second aspect, the wear of the second gear 400 is reduced, and the service life of the second gear 400 and the service life of the transmission drive assembly are improved.

[0121] An embodiment of the fourth aspect of the present utility model provides a vehicle, comprising: the transmission of the embodiment of the third aspect. The vehicle adopting the transmission in the embodiment of the third aspect has the same effects as the transmission in the embodiment of the third aspect, which will not be elaborated here. The other structures of the vehicle and the assembly of the transmission belong to common knowledge and will not be elaborated here.

[0122] Among them, the vehicle can be a private car, such as a sedan, an SUV, an MPV or a pickup truck, etc. The vehicle can also be an operating vehicle, such as a minibus, a bus, a light truck or a large trailer, etc. The vehicle can be a fuel vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0123] The embodiments of the present utility model have been described in detail above with reference to the drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those of ordinary skill in the art, various changes can be made without departing from the gist of the present utility model.

Claims

1. A transmission drive assembly, characterized in that, include: First axis; A first gear connected to the first shaft to rotate together with the first shaft; A second axis is arranged in the same direction as the first axis; a second gear, mounted on the second shaft and capable of rotating relative to the second shaft; a synchronizer mounted on the second shaft so that the second gear rotates synchronously with the second shaft; A third axis is arranged in the same direction as the first axis; a third gear, mounted on the third shaft and rotatable relative to the third shaft, wherein an outer tooth surface of the third gear is opposite to an outer tooth surface of the first gear and is spaced apart from each other; Wherein, the second gear is meshed with the first gear and meshed with the third gear; The first thrust bearing and the second thrust bearing are respectively arranged at two ends of the second gear to limit the axial movement of the second gear along the second shaft, and the first thrust bearing is installed on the second gear.

2. The transmission drive assembly according to claim 1, characterized in that: At least a portion of the first thrust bearing is staggered with the second thrust bearing along the radial direction of the second shaft.

3. The transmission assembly according to claim 1, characterized in that: The first thrust bearing is disposed between the synchronizer and the second gear, and abuts against the synchronizer.

4. The transmission assembly according to claim 1, characterized in that: The second shaft includes a first shaft segment, a second shaft segment connected to the first shaft segment, and a step surface formed between the first shaft segment and the second shaft segment; The second gear is mounted on the first shaft section; An end surface of the first thrust bearing that is away from the second thrust bearing abuts against the step surface.

5. The transmission drive assembly according to claim 3, wherein: The second thrust bearing is mounted on the second gear; or The second thrust bearing is mounted on the second shaft.

6. The transmission assembly according to claim 1, characterized in that: The second thrust bearing is disposed between the synchronizer and the second gear, and two ends of the second thrust bearing are respectively in contact with the synchronizer and the second gear.

7. The transmission assembly according to claim 6, characterized in that: The second thrust bearing is mounted on the synchronizer; or The second thrust bearing is mounted on the second gear; or The synchronizer and the second gear are spaced apart from each other along the axial direction of the second shaft, and the second thrust bearing is installed on the second shaft.

8. A transmission drive assembly, characterized in that, include: First axis; A first gear connected to the first shaft to rotate together with the first shaft; Second axis; a second gear, mounted on the second shaft and capable of rotating relative to the second shaft; a synchronizer mounted on the second shaft so that the second gear rotates synchronously with the second shaft; A third axis is arranged in the same direction as the first axis; a third gear, mounted on the third shaft and rotatable relative to the third shaft, wherein an outer tooth surface of the third gear is opposite to an outer tooth surface of the first gear and is spaced apart from each other; Wherein, the second gear is meshed with the first gear and meshed with the third gear; The first thrust bearing and the second thrust bearing are respectively arranged at both ends of the second gear to limit the axial movement of the second gear along the second shaft. The first thrust bearing is installed on the synchronizer, and the second thrust bearing is installed on the second shaft.

9. A transmission, characterized in that, include: The transmission drive assembly according to any one of claims 1 to 8.

10. A vehicle, characterized in that, Comprising: The transmission according to claim 9.

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