Tooth connection mechanism and power system for vehicle

Abstract

The utility model provides a tooth connecting mechanism and a power system for a vehicle. In the tooth connecting mechanism, a first key tooth of the first multi-tooth piece and a second key tooth of the second multi-tooth piece can abut against the circumferential buffering part. When the vehicle power system comprising the tooth connection mechanism is in a working state, vibration energy and impact energy generated between the first key teeth and the second key teeth are at least partially absorbed by the circumferential buffer part, so that vibration and noise of the tooth connection mechanism are reduced, and the NVH performance of the whole vehicle power system is improved. Furthermore, due to the fact that the circumferential buffering parts on the two sides of the first key teeth form an asymmetric structure, the vibration and impact difference caused by different relative movement directions and different stress conditions of the gear ring relative to the shell when the vehicle power system is in the forward driving working condition and the sliding working condition can be avoided; the absorption of the buffering piece on the vibration energy and the impact energy is further optimized, and the NVH performance is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle structures, and more particularly to a gear connection mechanism and a vehicle power system including the same. BACKGROUND

[0002] A bridge drive system and a hybrid power system are typical examples of the existing vehicle power systems. The vehicle power system can include an engine and a motor as power sources and a transmission for transmitting torque of the power sources to the outside of the vehicle power system, and the transmission can include a planetary gear set to change a gear ratio.

[0003] In a typical scheme of the transmission, a ring gear of the planetary gear set and a housing of the vehicle power system constitute a gear connection mechanism to be assembled together. Generally, there is a certain gap between the key teeth of the gear connection mechanism that are engaged with each other, so that the gear connection mechanism causes a large vibration and noise due to the hard contact (metal-to-metal contact) between the key teeth during the operation of the vehicle power system. As a result, the NVH performance of the entire vehicle power system deteriorates. Although a buffer structure can be provided between the ring gear and the housing in the prior art to reduce the degree of deterioration of the NVH performance, the improvement effect is insufficient. SUMMARY

[0004] The present application has been made in view of the above-described drawbacks of the prior art. It is an object of the present application to provide a gear connection mechanism capable of reducing vibration and noise generated during the operation of a vehicle power system including the same. It is another object of the present application to provide a vehicle power system including the above-described gear connection mechanism, such that the NVH performance of the vehicle power system is improved.

[0005] To achieve the above objects, the present application can adopt the following technical solutions.

[0006] The present application provides a gear connection mechanism including:

[0007] a first multi-tooth member having a plurality of first key teeth;

[0008] a second multi-tooth member having a plurality of second key teeth engaged with the plurality of first key teeth; and

[0009] a plurality of separate buffer members each installed between the first multi-tooth member and the second multi-tooth member, the buffer member including an elastic material,

[0010] wherein the buffer member has only one circumferential buffer portion located between the first key tooth and one of the second key teeth adjacent to the first key tooth; or

[0011] The buffer has two circumferential buffer portions, one of which having a first thickness is located between the first key tooth and one of the second key teeth adjacent to the first key tooth, and the other of which having a second thickness is located between the first key tooth and the other of the second key teeth adjacent to the first key tooth, the first thickness being greater than the second thickness.

[0012] In an alternative, each of the first key tooth and the adjacent second key tooth on at least one circumferential side thereof is separated by the circumferential buffer portion.

[0013] In another alternative, the buffer further comprises a connecting portion, the two circumferential buffer portions being connected to the connecting portion, and

[0014] The two second key teeth adjacent to the first key tooth define a keyway into which the first key tooth extends, the connecting portion being positioned between a top surface of the first key tooth and a bottom surface of the keyway.

[0015] In another alternative, the buffer further comprises a stop portion, the stop portion being connected to the circumferential buffer portions and the connecting portion, the stop portion abutting against an axial end surface of the first key tooth.

[0016] In another alternative, the first thickness is greater than or equal to twice the second thickness.

[0017] In another alternative, the plurality of first key teeth constitute an external spline, the plurality of second key teeth constitute an internal spline, and the internal spline and the external spline are spline-matched.

[0018] In another alternative, the elastic material is rubber.

[0019] The application also provides a power system for a vehicle, comprising the tooth connection mechanism according to any one of the above technical solutions.

[0020] In an alternative, the power system for a vehicle further comprises a planetary gear set and a housing, the planetary gear set comprising a sun gear, a planet gear and a ring gear as the first multi-toothed member, the housing as the second multi-toothed member, the planet gear being located between the sun gear and the ring gear and being tooth-meshed with the sun gear and the ring gear.

[0021] In another alternative, when the power system for a vehicle is in a forward driving working condition, the first key tooth is subjected to a torque towards a circumferential side,

[0022] In the case that the buffer member has only one circumferential buffer portion, the circumferential buffer portion is located between the first key tooth and the second key tooth located on the circumferential side of the first key tooth; or

[0023] In the case that the buffer member has two circumferential buffer portions, one circumferential buffer portion with the first thickness is located between the first key tooth and the second key tooth located on the circumferential side of the first key tooth.

[0024] By adopting the technical scheme, the application provides a gear connection mechanism and a vehicle power system comprising the gear connection mechanism. In the gear connection mechanism, a first multi-tooth member, a second multi-tooth member and a plurality of buffer members are assembled together. The first key tooth of the first multi-tooth member and the second key tooth of the second multi-tooth member are engaged with each other. The buffer member is made of elastic material and is installed between the first multi-tooth member and the second multi-tooth member. Further, the buffer member can have only one circumferential buffer portion located between the first key tooth and one second key tooth adjacent to the first key tooth, or the buffer member has two circumferential buffer portions, one circumferential buffer portion is located between the first key tooth and one second key tooth adjacent to the first key tooth, and the other circumferential buffer portion is located between the first key tooth and the other second key tooth adjacent to the first key tooth. The first thickness of the one circumferential buffer portion between the first key tooth and one second key tooth is greater than the second thickness of the other circumferential buffer portion between the first key tooth and the other second key tooth.

[0025] In this way, the first key tooth and the second key tooth can abut against the circumferential buffer portion, and when the vehicle power system comprising the gear connection mechanism is in the working state, the vibration energy and impact energy generated between the first key tooth and the second key tooth are at least partially absorbed by the circumferential buffer portion, thereby reducing the vibration and noise of the gear connection mechanism, and further improving the NVH performance of the entire vehicle power system. Further, since the circumferential buffer portions on both sides of the first key tooth form an asymmetric structure, this can correspond to the different vibration and impact caused by the different relative movement directions of the gear ring with respect to the housing and the different force conditions in the forward driving condition and the coast condition, and further optimize the absorption of the vibration energy and impact energy generated between the first key tooth and the second key tooth by the buffer member. Thus, the NVH performance of the vehicle power system according to the application comprising the gear connection mechanism is improved. BRIEF DESCRIPTION OF DRAWINGS

[0026] Figure 1A is a cross-sectional schematic view showing a partial structure of a gear connection mechanism according to a first embodiment of the application, in which the section lines are omitted and part of the contour lines are shown as straight lines for simplification.

[0027] Figure 1B is a cross-sectional schematic view showing a partial structure of a gear connection mechanism according to a first embodiment of the application, in which the section lines are omitted and part of the contour lines are shown as straight lines for simplification.Figure 1A Fig. 6 is a perspective view schematically showing a buffer of a tooth coupling mechanism in the first embodiment of the present application.

[0028] Figure 2 Fig. 7 is a cross-sectional view schematically showing a partial structure of a tooth coupling mechanism according to a second embodiment of the present application, in which section lines are omitted for simplicity and part of the outline is shown as a straight line.

[0029] Explanation of Reference Numerals

[0030] 1 first toothed member; 11 first main body; 12 first key tooth;

[0031] 2 second toothed member; 21 second main body; 22 second key tooth; 2c key groove;

[0032] 3 buffer; 31 circumferential buffer portion; 32 connecting portion; 33 stopper portion; tl first thickness; t2 second thickness;

[0033] C circumferential direction; R radial direction DETAILED DESCRIPTION

[0034] Exemplary embodiments of the present application will be described below with reference to the accompanying drawings. It should be understood that the specific description is only for teaching those skilled in the art how to implement the present application, and is not intended to exhaust all possible ways of the present application, nor to limit the scope of the present application.

[0035] In the present application, the "tooth coupling mechanism" is not limited to the scheme in which the gear ring and the housing are relatively fixed (including the case where a slight relative movement can occur between the two) by the respective key teeth as explained in the following embodiments, but also includes other schemes and does not limit the scene in which the tooth coupling mechanism of the present application is applied.

[0036] In the embodiments of the present application, the "axial direction", "radial direction", and "circumferential direction" respectively refer to the axial direction, radial direction, and circumferential direction of the gear ring of the planetary row. The "transmission coupling" refers to the connection of two components in a manner capable of transmitting torque, including the direct connection of the two components or the indirect connection of the two components via a gear mechanism or the like.

[0037] A tooth coupling mechanism according to a first embodiment of the present application and a vehicle power system including the same will be described below with reference to the accompanying drawings.

[0038] (Tooth coupling mechanism and vehicle power system according to the first embodiment of the present application)

[0039] The tooth connection mechanism according to the first embodiment of the present application can be applied to a vehicle power system. The vehicle power system can be, for example, an electric axle drive system and include a motor and a transmission that are drivingly coupled so that torque of the motor can be transmitted to the outside of the vehicle power system through the transmission. The transmission can be installed in a housing of the vehicle power system and include a planetary gear set. It is to be understood that the vehicle power system herein can be interpreted in a broad sense, i.e., it can have both a power source and a transmission mechanism, or only a transmission mechanism (e.g., a transmission) without a power source such as an engine or a motor.

[0040] Typically, the planetary gear set can include a sun gear, a plurality of planet gears, a planet carrier, and a ring gear that are assembled together. The sun gear can be drivingly coupled to the motor at all times. The plurality of planet gears can be located radially outward of the sun gear and uniformly distributed along a circumferential direction, each planet gear being in constant meshing engagement with the sun gear so that each planet gear can perform both rotation around its own central axis and revolution around the sun gear as the sun gear rotates. The planet carrier is located radially outward of the sun gear and the plurality of planet gears are mounted to the planet carrier, the planet carrier being able to transmit torque to the outside and receive torque from the outside. Rotation of the planet carrier can drive the plurality of planet gears to revolve, and revolution of the plurality of planet gears can also drive the planet carrier to rotate. The ring gear is located radially outward of the plurality of planet gears, forming an orbit for the plurality of planet gears to revolve between the ring gear and the sun gear, and the ring gear is in constant meshing engagement with the plurality of planet gears.

[0041] Further, in the present embodiment, as shown in Figure 1A and Figure 1B , the ring gear of the planetary gear set serves as a first toothed member 1, the housing serves as a second toothed member 2, and the first toothed member 1 and the second toothed member 2 are connected to each other by the key teeth 12, 22 so that relative fixation therebetween is achieved. In this way, torque can be outputted to the outside by the planet carrier of the planetary gear set in a state where the motor inputs torque via the sun gear of the planetary gear set. Further, the tooth connection mechanism according to the first embodiment of the present application includes the first toothed member 1, the second toothed member 2, and a buffer member 3.

[0042] In the present embodiment, the first toothed member 1 can be made of a metal material such as aluminum or an aluminum alloy. As shown in Figure 1A and Figure 1B , the first toothed member 1 includes a first main body 11 and a plurality of first key teeth 12 formed as one body. The first main body 11 can be formed in a ring shape Figure 1AOnly a part of the first body 11 is shown), a plurality of first key teeth 12 are uniformly distributed at intervals in the circumferential direction C of the first body 11. Each first key tooth 12 projects from the first body 11 toward the radially outer side and extends linearly in the axial direction by a predetermined size, whereby the plurality of first key teeth 12 can constitute an external spline that is spline-fitted with an internal spline constituted by the second key teeth 22 of the second multi-tooth member 2.

[0043] In the present embodiment, the second multi-tooth member 2 can be made of a metal material such as aluminum, an aluminum alloy, or steel. As shown in Figure 1A and Figure 1B The second multi-tooth member 2 includes a second body 21 and a plurality of second key teeth 22 formed as one body, and the plurality of second key teeth 22 are uniformly distributed at intervals in the circumferential direction C. Each second key tooth 22 projects from the second body 21 toward the radially inner side and extends linearly in the axial direction by a predetermined size, whereby the plurality of second key teeth 22 can constitute an internal spline that is spline-fitted with the external spline described above.

[0044] In the present embodiment, the buffer member 3 is made of an elastic material such as rubber as a whole. As shown in Figure 1A and Figure 1B The buffer member 3 includes two circumferential buffer portions 31, a connecting portion 32, and a stop portion 33 formed as one body. The circumferential buffer portions 31 are formed in a long strip shape extending linearly, and the length direction of each circumferential buffer portion 31 is the same as the length direction of the buffer member 3, and can also be the same as the axial direction (a direction perpendicular to the plane of the paper in Figure 1A ) of the second multi-tooth member 2. The two circumferential buffer portions 31 are arranged in parallel at intervals from each other. The connecting portion 32 is located on one side in the height direction (i.e., the radial direction of the second multi-tooth member 2) of the two circumferential buffer portions 31, and both of the circumferential buffer portions 31 are connected to the connecting portion 32. The stop portion 33 is located at one end portion in the length direction of the combination of the circumferential buffer portions 31 and the connecting portion 32, and the stop portion 33 is connected to both of the circumferential buffer portions 31 and the connecting portion 32, whereby the buffer member 3 is defined by the two circumferential buffer portions 31, the connecting portion 32, and the stop portion 33 to accommodate the first key teeth 12.

[0045] As shown in Figure 1AAs shown, each buffer 3 is arranged in pairs with the first key tooth 12 and fitted onto the first key tooth 12, so that the buffer 3 and the corresponding first key tooth 12 are relatively fixed. When the buffer 3 is fitted onto the first key tooth 12, the length direction of the buffer 3 is basically consistent with the axial direction, the thickness direction of the buffer 3 is basically consistent with the circumferential direction C, and the height direction of the buffer 3 is basically consistent with the radial direction R. Further, when the buffer 3 is installed on the first key tooth 12, two circumferential buffer portions 31 are respectively located on both circumferential sides of the first key tooth 12, and the connecting portion 32 is located on the radially outer side of the first key tooth 12. When the first key tooth 12 and the second key tooth 22 are engaged (that is, the first key tooth 12 is inserted into the keyway 2c between two adjacent second key teeth 22), for each first key tooth 12, located on one circumferential side ( Figure 1A The circumferential buffer portion 31 (on the left side) is positioned between the first key tooth 12 and the second key tooth 22 adjacent to the first key tooth 12 and located on one circumferential side. The circumferential buffer portion 31 has a first thickness t1 in its uncompressed, natural state; located on the other circumferential side ( Figure 1A The circumferential buffer portion 31 (right side) is positioned between the first key tooth 12 and the second key tooth 22 adjacent to the first key tooth 12 and located on the other side of the circumference. In its uncompressed natural state, the circumferential buffer portion 31 has a second thickness t2, which is less than the first thickness t1. Thus, the first key tooth 12 and the corresponding second key tooth 22 are separated by the circumferential buffer portion 31, allowing the circumferential side surfaces of the first key tooth 12 and the second key tooth 22 to indirectly abut against each other only via the circumferential buffer portion 31. This allows the buffer member 3 to buffer and dampen vibrations in either direction of relative rotation of the first multi-tooth member 1 and the second multi-tooth member 2.

[0046] Moreover, considering that the relative movement direction of the ring gear with respect to the housing is different and the force condition is different when the vehicle power system is in the forward driving mode and the coasting mode (or when reversing), the circumferential buffer portions 31 located on both circumferential sides of the first key tooth 12 are of an asymmetric structure (the thicknesses of the two circumferential buffer portions 31 are different). Specifically, when the vehicle power system is in the forward driving mode, the first key tooth 12 is subjected to a torque that tends to move the first key tooth 12 toward the circumferential side (i.e., the first key tooth 12 is subjected to a torque toward the circumferential side), and correspondingly, the circumferential buffer portion 31 with the first thickness t1 is positioned between the first key tooth 12 and the second key tooth 22 located on the circumferential side of the first key tooth 12, and the circumferential buffer portion 31 with the second thickness t2 is positioned between the first key tooth 12 and the second key tooth 22 located on the other circumferential side of the first key tooth 12. Thus, different circumferential buffer portions 31 are provided based on different working conditions of the vehicle power system to more specifically achieve buffering and damping, so that the NVH performance of the vehicle power system can be further improved. It can be understood that, in an optional scheme, the first thickness t1 can be greater than or equal to twice the second thickness t2.

[0047] In addition, as described above, the keyway 2c defined by the two second key teeth 22 adjacent to the first key tooth 12, in the state that the first key tooth 12 extends into the keyway 2c, the connecting portion 32 is positioned between the top surface of the first key tooth 12 and the bottom surface (radially outer surface) of the keyway 2c, so that the connecting portion 32 can reduce the vibration and impact between the ring gear and the housing in the radial direction R. Further, the stop portion 33 abuts against the axial end surface of the first key tooth 12, so that the stop portion 33 can be used to limit the assembly position of the buffer piece 3 with respect to the first key tooth 12.

[0048] Of course, the stop portion 33 can also be omitted. In the case where the stop portion 33 is not provided, the first key tooth 12 is usually in contact with the end wall (stop wall) of the keyway 2c of the second multi-tooth piece 2 on the axial side, and vibration and noise can be generated at the contact position. In the case where the stop portion 33 is provided, the first key tooth 12 can be indirectly in contact with the keyway 2c of the second multi-tooth piece 2 through the stop portion 33, and vibration can be absorbed to reduce vibration and noise. In addition, on the other axial side of the first key tooth 12, a snap ring can be used to achieve the axial positioning between the first multi-tooth piece 1 and the second multi-tooth piece 2. In the present embodiment, the snap ring can also abut against the end of the buffer piece 3 opposite to the stop portion 33, and vibration of the snap ring can be prevented to reduce the possibility of loosening of the snap ring.

[0049] Of course, the stop portion 33 can also be in contact with the snap ring. Alternatively, in one example, both ends of the buffer piece 3 in the length direction can be provided with the stop portion 33.

[0050] By adopting the above scheme, the first key tooth 12 and the second key tooth 22 can abut against the circumferential buffer portion 31, when the vehicle power system comprising the above-mentioned tooth connection mechanism is in the working state, the vibration energy and impact energy generated between the first key tooth 12 and the second key tooth 22 are at least partially absorbed by the circumferential buffer portion 31, thereby reducing the vibration and noise of the tooth connection mechanism, and further improving the NVH performance of the entire vehicle power system. Further, since the circumferential buffer portions 31 on both sides of the first key tooth 12 form an asymmetric structure, which can correspond to the different vibration and impact caused by the different relative movement direction of the gear ring with respect to the housing and the different force condition of the vehicle power system in the forward driving working condition and the coasting working condition, and further optimize the circumferential buffer portion of the buffer member 3 to absorb the vibration energy and impact energy generated between the first key tooth 12 and the second key tooth 22. Thus, the NVH performance of the vehicle power system according to the present application comprising the above-mentioned tooth connection mechanism is improved. In addition, it can be understood that the technical solution of the present application provides a plurality of buffer members 3, which are independently and separately arranged with the corresponding first key tooth 12 and the second key tooth 22. Since no additional connecting member needs to be arranged between the buffer members 3, the space for arranging the connecting member is saved, and thus the axial or radial size of the tooth connection mechanism is not increased.

[0051] (The tooth connection mechanism and the vehicle power system according to the second embodiment of the present application)

[0052] The structure of the tooth connection mechanism according to the second embodiment of the present application is basically the same as that of the tooth connection mechanism according to the first embodiment of the present application, and the difference between the two is mainly that the structure of the buffer member 3 is different.

[0053] In the present embodiment, as shown in Figure 2 The buffer member 3 has only one circumferential buffer portion 31, which is located between the first key tooth 12 and the second key tooth (the key tooth located on the circumferential side) 22 adjacent to the first key tooth 12. When the vehicle power system is in the forward driving working condition, the first key tooth 12 is driven to have a tendency to move towards the circumferential side with respect to the housing (that is, the first key tooth 12 is subjected to a torque towards the circumferential side), and correspondingly positioning the circumferential buffer portion 31 between the first key tooth 12 and the second key tooth 22 located on the circumferential side of the first key tooth 12 can achieve similar effects to those described in the first embodiment.

[0054] It can be understood that the buffer member 3 in the present embodiment can have or not have the connecting portion 32 and / or the stop portion 33 of the buffer member 3 in the first embodiment.

[0055] The embodiments of the present application are described in detail above, and the technical solutions of the present application are described in the following.

[0056] i. The tooth connection mechanism of the present application is not limited to be applied to the electric bridge driving system, but can also be applied to other vehicle power systems, or even to various other application scenarios requiring impact buffering and vibration reduction.

[0057] ii. In the variant of the present application, the buffer 3 does not have to be installed on each first key tooth 12, but can be installed on only part of the first key teeth 12. For example, the first key teeth 12 can be installed with the buffer 3 at every other tooth or every few teeth.

[0058] iii. In the state where the buffer 3 is installed to the first key tooth 12, the buffer 3 can be tightly fitted to the first key tooth 12, thereby facilitating the assembly of the first multi-tooth member 1 and the second multi-tooth member 2 together in the state where the buffer 3 is installed to the first key tooth 12. If necessary, an adhesive or other bonding material can be added between the buffer 3 and the first key tooth 12, so that the fixing between the buffer 3 and the first key tooth 12 is more firm.

[0059] Alternatively, the first multi-tooth member 1 and the second multi-tooth member 2 can be assembled together after the buffer 3 is installed to the key groove 2c.

[0060] In addition, the side surface of the circumferential buffer portion 31 can be in direct contact with the first key tooth 12 or the second key tooth 22 when the vehicle power system is not working.

[0061] iv. It can be understood that the buffer 3 according to the present application can include a skeleton embedded in the circumferential buffer portion 31 in addition to the circumferential buffer portion 31, and the skeleton can be made of a material such as metal material that is more rigid than the elastic material. When the circumferential buffer portion 31 is extruded by the first key tooth 12 and the second key tooth 22, the skeleton can be elastically deformed to provide an elastic force to prevent the circumferential buffer portion 31 from being deformed too much when extruded, and the skeleton can also improve the effect of reducing vibration and noise. In fact, the rigid material of the skeleton is a material relative to the elastic material of the circumferential buffer portion 31, and theoretically any material with an elastic modulus greater than that of the elastic material of the circumferential buffer portion 31 can be considered as the above-mentioned rigid material.

[0062] v. Compared with the vehicle power system without the tooth connection mechanism of the present application, the NVH performance of the vehicle power system of the present application is significantly improved. In addition, even if the prior art can use the elastic deformation effect of the spring to achieve a certain degree of buffering, compared with the buffer 3 made of an elastic material such as rubber of the present application, the effect of improving the NVH performance is smaller, and the noise cannot be significantly reduced.

Claims

1. A tooth coupling mechanism, characterized by, Comprising: a first multiple-tooth member having a plurality of first key teeth; a second multiple-tooth member having a plurality of second key teeth, the plurality of second key teeth being in mesh with the plurality of first key teeth; and a plurality of separate buffer members, each of the buffer members being mounted between the first multiple-tooth member and the second multiple-tooth member, the buffer member comprising an elastic material, wherein the buffer member has only one circumferential buffer portion located between the first key tooth and one of the second key teeth adjacent to the first key tooth; or the buffer member has two circumferential buffer portions, one of the two circumferential buffer portions having a first thickness is located between the first key tooth and one of the second key teeth adjacent to the first key tooth, and the other of the two circumferential buffer portions having a second thickness is located between the first key tooth and the other of the second key teeth adjacent to the first key tooth, the first thickness being greater than the second thickness. Each of the first key teeth is separated from the adjacent second key tooth on at least one circumferential side of the first key tooth by the circumferential buffer portion.

2. The tooth coupling mechanism according to claim 1, characterized in that The buffer member further comprises a connecting portion, the two circumferential buffer portions being connected with the connecting portion, and 3. The tooth coupling mechanism according to claim 1, characterized in that, The two of the second key teeth adjacent to the first key tooth define a key groove, the first key tooth extending into the key groove, the connecting portion being positioned between a top surface of the first key tooth and a bottom surface of the key groove. The buffer member further comprises a stop portion, the stop portion being connected with the circumferential buffer portion and the connecting portion, the stop portion abutting against an axial end surface of the first key tooth.

4. The tooth coupling mechanism according to claim 3, characterized in that The first thickness is greater than or equal to twice the second thickness.

5. The toothed coupling mechanism according to any one of claims 1 to 4, characterized in that, The plurality of first key teeth constitutes an external spline, the plurality of second key teeth constitutes an internal spline, the internal spline being in spline engagement with the external spline.

6. The tooth coupling mechanism according to any one of claims 1 to 4, characterized in that The elastic material is rubber.

7. The tooth coupling mechanism according to any one of claims 1 to 4, characterized in that A gear connection mechanism according to any one of claims 1 to 7.

8. A powertrain system for a vehicle, characterized by comprising: Further comprising a planetary gear set and a housing, the planetary gear set comprising a sun gear, a planet gear and a ring gear as the first multiple-tooth member, the housing as the second multiple-tooth member, the planet gear being located between the sun gear and the ring gear and being in tooth engagement with the sun gear and the ring gear.

9. The powertrain system according to claim 8, characterized by When the vehicle power system is in a forward driving working condition, the first key tooth is subjected to a torque towards a circumferential side, 10. The powertrain system according to claim 8, characterized by In the case that the buffer member has only one circumferential buffer portion, the circumferential buffer portion is located between the first key tooth and the second key tooth located on the circumferential side of the first key tooth; or In the case that the buffer member has two circumferential buffer portions, one of the two circumferential buffer portions having the first thickness is located between the first key tooth and the second key tooth located on the circumferential side of the first key tooth. ​

Images