Transmission assembly, power transmission device and vehicle
By introducing a buffer component into the transmission assembly, which absorbs impact energy through its elastic deformation, the problem of direct transmission of impact torque under rigid connection is solved, resulting in more stable power transmission and extended component life, improving vehicle comfort and reducing maintenance costs.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- BEIJING AUTOMOBILE RES GENERAL INST
- Filing Date
- 2025-05-14
- Publication Date
- 2026-04-14
AI Technical Summary
In existing vehicle powertrain systems, the rigid connection between the drive shaft and the driven gear lacks buffering capacity, causing the impact torque at the wheel end to be directly transmitted to the reducer, gearbox, and engine, resulting in a reduced lifespan of these components.
Introducing a buffer into the transmission assembly, by placing a buffer between the first circumferential mating component and the second circumferential mating component, utilizes the elastic deformation of the buffer to absorb and dissipate energy, thereby reducing the transmission of impact torque.
It effectively reduces the transmission of impact torque, reduces the impact on key components such as reducers, gearboxes and engines, extends the service life of these components, and improves the overall buffering capacity and comfort of the power transmission system.
Smart Images
Figure CN224120634U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicles, and in particular to a transmission component, a power transmission device, and a vehicle. Background Technology
[0002] In related technologies, in vehicle powertrain systems, the drive shaft and driven gears (such as differential gears or wheel-side reduction gears) are typically rigidly connected, often directly fixed via splines or flanges. While this design is simple and efficient, it lacks cushioning capabilities. This results in impact torque at the wheel end, such as during bumps, sudden braking, or driving over potholes, being transmitted through the drive shaft to the reducer, gearbox, and even the engine. Consequently, this reduces the lifespan of components like gears, bearings, and housings within the reducer, gearbox, and even the engine. Therefore, improving the cushioning capability of the transmission components is the technical problem addressed in this application. Utility Model Content
[0003] This application aims to at least solve one of the technical problems existing in the prior art. To this end, one object of this application is to provide a transmission component that can improve the buffering capacity of the transmission component.
[0004] A transmission assembly according to an embodiment of this application includes: a power shaft with a driving gear adapted to mesh with a power output device, the power shaft forming a mating section; a driven gear sleeved on the mating section, the driven gear being rotatable relative to the mating section, the driven gear having a first circumferential mating component; a transmission component disposed on the mating section and rotating synchronously with the power shaft, the transmission component having a second circumferential mating component corresponding to the first circumferential mating component, the first circumferential mating component and the second circumferential mating component moving closer to or further away from each other when the driven gear moves circumferentially relative to the mating section; and a buffer member connected between the first circumferential mating component and the second circumferential mating component, the buffer member being used to generate a force that hinders the action between the first circumferential mating component and the second circumferential mating component when the first circumferential mating component and the second circumferential mating component move together.
[0005] According to the transmission assembly of the present application embodiment, by providing a buffer between the first circumferential mating component and the second circumferential mating component, the buffer can always intervene in the movement between the first circumferential mating component and the second circumferential mating component. Through the elastic deformation of the buffer, energy is absorbed and consumed, effectively reducing the transmission of impact torque, making the transmission of power in the transmission assembly smoother, reducing the impact on key components such as the reducer, gearbox and engine, thereby improving the overall buffering capacity of the transmission assembly and extending the service life of related components.
[0006] According to some embodiments of the present application, the transmission component is configured as a pressure plate disposed on the side of the driven gear away from the driving gear, the pressure plate being axially upper limit-fitted with the power shaft; wherein the first circumferential fitting component is configured as a first limiting wall extending parallel to the axial direction on the driven gear, and the second circumferential fitting component is configured as a second limiting wall extending parallel to the axial direction on the pressure plate, the first limiting wall and the second limiting wall being spaced apart from each other in the radial and / or circumferential directions.
[0007] According to some embodiments of the transmission assembly of this application, the driven gear has a recessed limiting groove formed on one side surface in the thickness direction, and at least one side wall of the limiting groove is configured as a first limiting wall; the pressure plate has a limiting hole that extends through in the axial direction, and at least one side wall of the limiting hole in the circumferential and / or radial direction is configured as a second limiting wall.
[0008] According to some embodiments of the present application, in the transmission assembly, at least a portion of the buffer is received within the limiting groove and at least another portion of the buffer is embedded in the limiting hole.
[0009] According to some embodiments of the present application, the transmission assembly of the buffer is constructed as a helical spring, the helical spring extending circumferentially along the driven gear and the two ends of the helical spring respectively abutting against the first limiting wall and the second limiting wall.
[0010] According to some embodiments of this application, the transmission assembly includes: a cylinder, one end of which is adapted to abut against the first limiting wall, and a medium compression chamber is formed within the cylinder; and a piston, one end of which is adapted to abut against the second limiting wall, and the other end of which is movably received within the medium compression chamber.
[0011] According to some embodiments of the transmission assembly of this application, the mating section is connected to the pressure plate by a key.
[0012] The transmission assembly according to some embodiments of this application further includes: a retaining ring, the retaining ring being sleeved on the mating section located on the side of the pressure plate opposite to the driven gear, the retaining ring and the pressure plate abutting each other axially.
[0013] The following is a brief description of the power transmission device according to an embodiment of this application.
[0014] The power transmission device according to the embodiments of this application includes the transmission components of any of the above embodiments. Since the power transmission device according to this embodiment is equipped with the transmission components of any of the above embodiments, the power transmission device according to this application has a better service life. With the aforementioned transmission components, when an impact torque is generated, the driven gear moves circumferentially relative to the mating section. The buffer intervenes in the movement between the first and second circumferential mating components, absorbing the impact energy through elastic deformation, reducing the peak torque transmitted to the reducer or differential, significantly reducing the impact force borne by the gear at the moment of meshing, avoiding abnormal wear and spalling of the tooth surface, and also reducing the risk of fatigue damage to the bearings due to impact loads. This significantly improves the impact resistance of key components inside the power transmission device and extends its service life. Due to the buffer's buffering effect on the impact torque, the relative movement between the components inside the power transmission device is more stable, and friction loss is significantly reduced. Under traditional rigid connections, gears wear quickly under frequent impacts, requiring regular gear replacement and resulting in high maintenance costs. However, with this transmission component, the gear wear rate is slowed down, the replacement cycle is extended, the maintenance cycle of the power transmission device is extended, the frequency of component replacement is reduced, and maintenance costs are greatly saved.
[0015] The vehicle according to an embodiment of this application is briefly described below.
[0016] The vehicle according to the embodiments of this application includes the power transmission device of the above embodiments. Since the vehicle according to this embodiment is equipped with the power transmission device of any of the above embodiments, the vehicle according to this application has higher comfort. Because the power transmission device effectively filters the impact and vibration at the wheel end, the vibration transmitted to the vehicle is greatly reduced. During driving, the vibration and impact felt by the driver and passengers in the vehicle are significantly reduced. In addition, it avoids the problems of power transmission device jamming and abnormal noise caused by impact. The interior environment is quieter, creating a comfortable and quiet driving space for the driver and passengers, reducing fatigue during long-term driving. The improvement in comfort greatly improves the driving experience. The improved impact resistance and reduced wear of key components in the power transmission device effectively extend the service life of the entire power transmission system. During long-term use, the probability of power transmission system failure is reduced, reducing maintenance costs caused by transmission system failure. Due to the extended replacement cycle of parts, the vehicle maintenance frequency is reduced. Overall, the overall cost of vehicle use is significantly reduced.
[0017] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description
[0018] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:
[0019] Figure 1 This is a schematic diagram of the transmission assembly according to an embodiment of this application;
[0020] Figure 2 yes Figure 1 Schematic diagram of the cross-sectional structure of the middle AA section;
[0021] Figure 3 This is a schematic diagram of the pressure plate structure of the transmission assembly according to an embodiment of this application;
[0022] Figure 4 This is a schematic diagram of a transmission assembly according to an embodiment of the present application, in which the buffer is constructed as a helical spring.
[0023] Figure label:
[0024] 100. Transmission components;
[0025] 1. Drive shaft; 11. Drive gear; 12. Fitting section;
[0026] 2. Driven gear; 21. First limiting wall; 22. Limiting groove;
[0027] 3. Pressure plate; 31. Second limiting wall; 32. Limiting hole;
[0028] 4. Buffer components;
[0029] 5. Snap ring. Detailed Implementation
[0030] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying 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 with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.
[0031] The following is for reference. Figures 1-4 Describes a transmission assembly 100 according to an embodiment of this application.
[0032] According to an embodiment of this application, the transmission assembly 100 includes a power shaft 1, a driven gear 2, a transmission component, and a buffer 4. A drive gear 11 is mounted on the power shaft 1, adapted to mesh with a power output device. The power shaft 1 forms a mating section 12, and the driven gear 2 is fitted onto the mating section 12, allowing the driven gear 2 to rotate relative to the mating section 12. A first circumferential mating component is mounted on the driven gear 2. The transmission component is mounted on the mating section 12 and rotates synchronously with the power shaft 1. A second circumferential mating component is mounted on the transmission component, corresponding to the first circumferential mating component. When the driven gear 2 moves circumferentially relative to the mating section 12, the first and second circumferential mating components move closer to or further away from each other. The buffer 4 is connected between the first and second circumferential mating components, and is used to generate a force that hinders the interaction between the first and second circumferential mating components when they move together.
[0033] The drive gear 11 on the power shaft 1 meshes with the power output device, introducing power into the transmission assembly 100. At the same time, the mating section 12 formed by the power shaft 1 provides a mounting base for other components. The driven gear 2 is fitted onto the mating section 12 and can rotate relative to the mating section 12, avoiding the limitations of traditional rigid connections and giving the driven gear 2 a degree of freedom of relative movement. The transmission component is set on the mating section 12 and rotates synchronously with the power shaft 1. The second circumferential mating component on the transmission component is correspondingly set with the first circumferential mating component of the driven gear 2, laying a structural foundation for the buffering of the transmission component and the driven gear 2.
[0034] When the vehicle is in normal driving condition, the power is transmitted through the drive gear 11 on the power shaft 1, which drives the transmission components to rotate synchronously. Since the transmission components are synchronized with the power shaft 1, the second circumferential mating component also rotates at this time. Within the elastic limit of the buffer 4, the second circumferential mating component pushes the first circumferential mating component through the buffer 4, so that the driven gear 2 rotates accordingly, and the power is transmitted smoothly.
[0035] When a vehicle encounters bumps, sudden braking, or driving over potholes, impact torque is generated at the wheel end. In a traditional rigid connection, the torque is directly transmitted to the upstream component. However, in this transmission assembly 100, the driven gear 2 experiences circumferential movement relative to the mating section 12 due to the impact. When the driven gear 2 moves circumferentially relative to the mating section 12, the relative positions of the first and second circumferential mating components change, moving closer or further apart. At this time, the buffer 4 provided between the first and second circumferential mating components plays a buffering role. The buffer 4 has elastic deformation characteristics. When there is a tendency for relative movement between the first and second circumferential mating components, the buffer 4 is compressed or stretched. The buffer 4 generates an elastic force opposite to the direction of deformation, forming a force that hinders the relative movement between the first and second circumferential mating components. This consumes the energy brought by the impact torque and converts it into the elastic potential energy of the buffer 4, preventing the impact torque from being directly transmitted along the power shaft 1 to the reducer, gearbox, or even the engine.
[0036] It is understandable that when a vehicle goes over a pothole, the wheel is instantly subjected to an upward impact force. The driven gear 2 will rotate momentarily in the circumferential direction relative to the mating section 12. The distance between the first and second circumferential mating parts changes, the buffer 4 is compressed, and the reaction force generated by it will hinder the further rotation of the driven gear 2, slow down the transmission speed and intensity of the impact torque, and thus reduce the impact on the upstream parts.
[0037] In short, by setting a buffer 4 between the first and second circumferential mating parts, the buffer 4 can always intervene in the movement between the first and second circumferential mating parts. Through the elastic deformation of the buffer 4, energy is absorbed and dissipated, effectively reducing the transmission of impact torque. This makes the transmission of power within the transmission assembly 100 smoother, reduces the impact on key components such as the reducer, gearbox, and engine, thereby improving the overall buffering capacity of the transmission assembly 100 and extending the service life of related components.
[0038] According to some embodiments of the present application, the transmission assembly 100 has a transmission component configured as a pressure plate 3 disposed on the side of the driven gear 2 away from the driving gear 11, and the pressure plate 3 and the power shaft 1 are in axial upper limit engagement; wherein the first circumferential engagement component is configured as a first limiting wall 21 extending parallel to the axial direction on the driven gear 2, and the second circumferential engagement component is configured as a second limiting wall 31 extending parallel to the axial direction on the pressure plate 3, and the first limiting wall 21 and the second limiting wall 31 are spaced apart from each other in the radial and / or circumferential directions.
[0039] The transmission component uses a pressure plate 3 located on the side of the driven gear 2 away from the driving gear 11. The pressure plate 3 and the power shaft 1 are in an axial limit fit, providing stable axial support for the entire transmission assembly 100. During vehicle operation, the power transmission system is subjected to forces from different directions. If the axial position is unstable, the relative positions between the components are prone to shift, affecting the accuracy and stability of power transmission. The axial limit fit between the pressure plate 3 and the power shaft 1 restricts the movement of the pressure plate 3 in the axial direction, and also indirectly ensures the stability of the driven gear 2 in the axial direction. Because the driven gear 2 is fitted onto the mating section 12 of the power shaft 1, the stability of the pressure plate 3 can constrain the axial movement of the driven gear 2, so that the driven gear 2 and the driving gear 11 always maintain a good meshing state, avoiding problems such as poor meshing and tooth skipping caused by axial displacement, and ensuring the continuity and reliability of power transmission.
[0040] The first circumferential mating component is a first limiting wall 21 extending parallel to the axial direction on the driven gear 2, and the second circumferential mating component is a second limiting wall 31 extending parallel to the axial direction on the pressure plate 3. The two are spaced apart in at least one radial and circumferential direction, providing the buffer 4 with working space and force transmission path. When the vehicle is in normal driving condition, the power is transmitted from the driving gear 11 to the power shaft 1, driving the pressure plate 3 to rotate synchronously. At this time, the second limiting wall 31 on the pressure plate 3 pushes the first limiting wall 21 on the driven gear 2 through the buffer 4, causing the driven gear 2 to rotate accordingly. Since the limiting wall extends parallel to the axial direction, it can effectively avoid component wear caused by disordered force transmission direction. Furthermore, the spacing between the first limiting wall 21 and the second limiting wall 31 in at least one radial and circumferential direction allows the buffer 4 sufficient space for elastic deformation during installation and operation, ensuring that the buffer 4 fully exerts its buffering effect within its elastic limit and enabling smooth power transmission. Similarly, when the vehicle encounters bumps or other conditions that generate impact torque, the driven gear 2 moves circumferentially relative to the mating section 12 of the power shaft 1. Since the first limiting wall 21 and the second limiting wall 31 are spaced apart in at least one radial and circumferential direction, the circumferential movement of the driven gear 2 will first cause the buffer 4 to undergo elastic deformation. During the deformation process, the buffer 4 generates an elastic force opposite to the deformation direction. This elastic force acts between the driven gear 2 and the pressure plate 3 through the limiting wall, hindering their relative movement, slowing down the rotation speed of the driven gear 2, and converting the energy brought by the impact torque into the elastic potential energy of the buffer 4. This effectively reduces the transmission of impact torque to the reducer, gearbox, and engine, protecting the relevant components.
[0041] According to some embodiments of the present application, the transmission assembly 100 has a recessed limiting groove 22 formed on one side surface of the driven gear 2 in the thickness direction, and at least one side wall of the limiting groove 22 is configured as a first limiting wall 21; the pressure plate 3 has a limiting hole 32 that extends through in the axial direction, and at least one side wall of the limiting hole 32 in the circumferential and / or radial directions is configured as a second limiting wall 31.
[0042] The recessed limiting groove 22 on the driven gear 2 and the through limiting hole 32 on the pressure plate 3 provide precise installation and positioning space for the buffer component 4 and other components. The shape and size of the limiting groove 22 and the limiting hole 32 can be customized according to the specifications of the buffer component 4 to ensure that the buffer component 4 can be accurately positioned during installation, avoiding a decrease in buffering performance or uneven force on components due to installation deviations. At the same time, it enhances the local structural strength of the driven gear 2 and the pressure plate 3. The side walls of the limiting groove 22 and the limiting hole 32, as limiting walls, can more effectively disperse stress when subjected to circumferential forces compared to planar structures, reducing the risk of deformation or damage to components caused by stress concentration, improving the overall structural stability and reliability of the transmission assembly 100. The stable structure ensures that each component is always in the correct working position, maintaining the normal operation of power transmission.
[0043] According to some embodiments of the present application, in the transmission assembly 100, at least a portion of the buffer 4 is received in the limiting groove 22 and at least another portion of the buffer 4 is embedded in the limiting hole 32.
[0044] The buffer 4 is at least partially housed in the limiting groove 22 and at least another part is embedded in the limiting hole 32, providing the buffer 4 with three-dimensional spatial positioning. During vehicle operation, the power transmission system is subjected to forces and vibrations from different directions. If the positioning of the buffer 4 is unstable, it is easy to shift or deviate, resulting in a decrease in buffering performance. Through the interlocking arrangement, the buffer 4 is firmly constrained by the limiting groove 22 and the limiting hole 32, maintaining an accurate position under any working condition and avoiding buffering failure caused by the shifting of the buffer 4. At the same time, since the buffer 4 is evenly distributed between the limiting groove 22 and the limiting hole 32, when subjected to circumferential force, the buffer 4 is subjected to force more evenly. When the vehicle accelerates or decelerates, the circumferential force between the driven gear 2 and the pressure plate 3 is transmitted to the buffer 4 through the limiting wall. At this time, the interlocking structure ensures that each part of the buffer 4 bears pressure or tension synchronously, preventing excessive local force and damage, effectively extending the service life of the buffer 4, and ensuring the continuous stability of the buffering function of the transmission assembly 100.
[0045] According to some embodiments of this application, the transmission assembly 100 has a buffer 4 constructed as a helical spring, which extends circumferentially along the driven gear 2 and its two ends abut against the first limiting wall 21 and the second limiting wall 31, respectively.
[0046] The coil spring has excellent elastic deformation characteristics. When the vehicle encounters bumps, sudden braking, or potholes, generating impact torque, the driven gear 2 moves circumferentially relative to the pressure plate 3, and the coil spring is compressed between the first limiting wall 21 and the second limiting wall 31. Since the coil spring extends circumferentially along the driven gear 2, its deformation direction matches the direction of the circumferential force, allowing it to fully utilize its elastic potential energy and effectively absorb impact energy. When the vehicle goes over a pothole, the wheel experiences an upward impact force, causing the driven gear 2 to rotate circumferentially, compressing the coil spring and converting the impact energy into its own elastic potential energy, thus preventing the impact torque from being directly transmitted to components such as the reducer, gearbox, and engine.
[0047] According to some embodiments of this application, the transmission assembly 100 includes a buffer 4 comprising a cylinder and a piston. One end of the cylinder is adapted to abut against a first limiting wall 21, and a medium compression chamber is formed inside the cylinder. One end of the piston is adapted to abut against a second limiting wall 31, and the other end of the piston is movably received within the medium compression chamber.
[0048] When the vehicle encounters bumps, sudden braking, or potholes during operation, generating impact torque, the driven gear 2 moves circumferentially relative to the pressure plate 3. Since one end of the cylinder block abuts against the first limiting wall 21 and one end of the piston abuts against the second limiting wall 31, the impact torque causes the piston to move relative to the medium compression chamber of the cylinder block. The medium (such as hydraulic oil or gas) is squeezed in the compression chamber. The compression process of the medium can absorb a large amount of impact energy. When the vehicle goes over a speed bump, the impact force on the wheel is transmitted to the driven gear 2, which in turn causes the piston to compress the medium in the cylinder block. The deformation of the medium absorbs the impact energy, effectively reducing the transmission of impact torque to upstream components (such as the reducer, gearbox, and engine). Compared with the traditional rigid connection, the buffer energy absorption mechanism can more effectively reduce impact, protect the key components in the transmission assembly 100, and extend their service life.
[0049] According to some embodiments of this application, the transmission assembly 100, the mating section 12 and the pressure plate 3 are connected by a key.
[0050] The keyed connection enables precise circumferential fixation between the mating section 12 and the pressure plate 3, ensuring efficient power transmission. During vehicle operation, the power on the drive shaft 1 is transmitted to the pressure plate 3 via the mating section 12. Due to the presence of the key, the pressure plate 3 can rotate with the mating section 12, avoiding power loss caused by loose connection or slippage. When the vehicle accelerates, the rotational motion of the drive shaft 1 is transmitted to the pressure plate 3 via the key, causing the pressure plate 3 to rotate at the same speed, ensuring efficient power transmission from the drive shaft 1 to the pressure plate 3 and improving the vehicle's power performance.
[0051] The transmission assembly 100 according to some embodiments of this application further includes: a retaining ring 5, which is sleeved on the mating section 12 on the side of the pressure plate 3 away from the driven gear 2, and the retaining ring 5 and the pressure plate 3 abut against each other in the axial direction.
[0052] The retaining ring 5 and the pressure plate 3 provide axial resistance, effectively limiting the axial movement of the pressure plate 3. During vehicle operation, the transmission assembly 100 is subjected to various complex forces and vibrations. If the axial position of the pressure plate 3 is unstable, it may lead to poor meshing between the driven gear 2 and the driving gear 11, affecting the accuracy and stability of power transmission. The presence of the retaining ring 5 ensures that the axial position of the pressure plate 3 is fixed on the mating section 12, so that the relative positions between the driven gear 2, the pressure plate 3 and the power shaft 1 remain stable. When the vehicle accelerates or decelerates rapidly, the torque change of the power shaft 1 may cause the pressure plate 3 to have an axial displacement tendency, but the resisting action of the retaining ring 5 can prevent the axial movement of the pressure plate 3, ensuring the correct assembly relationship between the various components of the transmission assembly 100 and maintaining the continuity and reliability of power transmission.
[0053] In some embodiments of this application, the limiting groove 22 is provided with multiple grooves at intervals in the circumferential direction of the driven gear 2.
[0054] The following is a brief description of the power transmission device according to an embodiment of this application.
[0055] The power transmission device according to the embodiments of this application includes the transmission component 100 of any of the above embodiments. Since the power transmission device according to this embodiment is provided with the transmission component 100 of any of the above embodiments, the power transmission device according to this application has a better service life. After adopting the above transmission component 100, when the impact torque is generated, the driven gear 2 moves circumferentially relative to the mating section 12. The buffer 4 intervenes in the movement between the first circumferential mating component and the second circumferential mating component. Through elastic deformation, it absorbs the impact energy, reduces the peak torque transmitted to the reducer or differential, and significantly reduces the impact force borne by the gear at the moment of meshing. It avoids abnormal wear and spalling of the tooth surface and also reduces the risk of fatigue damage to the bearing caused by impact load. It significantly improves the impact resistance of the key components inside the power transmission device and extends the service life. Due to the buffering effect of the buffer 4 on the impact torque, the relative movement between the components inside the power transmission device is more stable and the friction loss is significantly reduced. Under the traditional rigid connection, the gear tooth surface wears quickly under frequent impact, and the gear needs to be replaced regularly, resulting in high maintenance costs. By adopting this transmission component 100, the wear rate of gears is reduced, the replacement cycle is extended, the maintenance cycle of the power transmission device is extended, the replacement frequency of parts is reduced, and maintenance costs are greatly saved.
[0056] The vehicle according to an embodiment of this application is briefly described below.
[0057] The vehicle according to the embodiments of this application includes the power transmission device of the above embodiments. Since the vehicle according to this embodiment is equipped with the power transmission device of any of the above embodiments, the vehicle according to this application has higher comfort. Because the power transmission device effectively filters the impact and vibration at the wheel end, the vibration transmitted to the vehicle is greatly reduced. During driving, the vibration and impact felt by the driver and passengers in the vehicle are significantly reduced. In addition, it avoids the problems of power transmission device jamming and abnormal noise caused by impact. The interior environment is quieter, creating a comfortable and quiet driving space for the driver and passengers, reducing fatigue during long-term driving. The improvement in comfort greatly improves the driving experience. The improved impact resistance and reduced wear of key components in the power transmission device effectively extend the service life of the entire power transmission system. During long-term use, the probability of power transmission system failure is reduced, reducing maintenance costs caused by transmission system failure. Due to the extended replacement cycle of parts, the vehicle maintenance frequency is reduced. Overall, the overall cost of vehicle use is significantly reduced.
[0058] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.
[0059] In the description of this application, "first feature" and "second feature" may include one or more of the features.
[0060] In the description of this application, "multiple" means two or more.
[0061] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.
[0062] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.
[0063] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0064] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.
Claims
1. A transmission assembly characterized by, The application relates to a power shaft (1) provided with a driving gear (11) adapted to engage with a power output device, the power shaft (1) being formed with a matching section (12); a driven gear (2) sleeved on the matching section (12) and rotatable relative to the matching section (12), the driven gear (2) being provided with a first circumferential matching component; a transmission component provided on the matching section (12) and synchronously rotatable with the power shaft (1), the transmission component being provided with a second circumferential matching component corresponding to the first circumferential matching component, the first circumferential matching component and the second circumferential matching component being close to or away from each other when the driven gear (2) moves circumferentially relative to the matching section (12); and a buffer (4) connected between the first circumferential matching component and the second circumferential matching component, the buffer (4) being used to form an action force resisting between the first circumferential matching component and the second circumferential matching component when the first circumferential matching component and the second circumferential matching component act. The transmission component is configured as a pressure plate (3) provided on a side of the driven gear (2) away from the driving gear (11), the pressure plate (3) being limited and matched with the power shaft (1) in the axial direction; wherein The first circumferential matching component is configured as a first limiting wall (21) extending in parallel to the axial direction on the driven gear (2), and the second circumferential matching component is configured as a second limiting wall (31) extending in parallel to the axial direction on the pressure plate (3), the first limiting wall (21) and the second limiting wall (31) being spaced apart from each other in the radial and / or circumferential direction. At least one side wall of a recessed limiting groove (22) formed on one side surface of the driven gear (2) in the thickness direction is configured as the first limiting wall (21); A limiting hole (32) penetrating through in the axial direction is formed on the pressure plate (3), at least one side wall of the limiting hole (32) in the circumferential and / or radial direction is configured as the second limiting wall (31).
2. The transmission assembly of claim 1, wherein, At least part of the buffer (4) is accommodated in the limiting groove (22) and at least another part of the buffer (4) is embedded in the limiting hole (32). The buffer (4) is configured as a spiral spring, the spiral spring extends along the circumferential direction of the driven gear (2), and two ends of the spiral spring are respectively abutted against the first limiting wall (21) and the second limiting wall (31).
3. The transmission assembly of claim 2, wherein, The buffer (4) comprises: A cylinder body, one end of the cylinder body is adapted to abut against the first limiting wall (21), and a medium compression cavity is formed in the cylinder body; 4. The transmission assembly of claim 3, wherein, A piston, one end of the piston is adapted to abut against the second limiting wall (31), and the other end of the piston is movably accommodated in the medium compression cavity.
5. The transmission assembly of claim 4, wherein, The matching section (12) and the pressure plate (3) are connected through a key.
6. The transmission assembly of claim 4, wherein, The application further relates to 7. The transmission assembly of claim 2, wherein, 8. The transmission assembly of claim 7, wherein, A clamping spring (5) is sleeved on the side of the pressing disc (3) away from the driven gear (2) of the engaging section (12), and the clamping spring (5) is axially abutted with the pressing disc (3).
9. A power transmission device characterized by comprising: The transmission assembly (100) according to any one of claims 1-8.
10. A vehicle characterized by comprising: The power transmission device according to claim 9. The power transmission device according to claim 9.