TW202120838A - Bidirectional balancing buffer clutch structure of dual shifting forks of vehicle gearshift mechanism including a gearshift cam guide shaft, a first buffer clutch device, a second buffer clutch device, a spring seat and a single compression spring - Google Patents

Abstract

Provided is a bidirectional balancing buffer clutch structure of dual shifting forks of vehicle gearshift mechanism having a bidirectional balancing buffer clutch function and a simple structure. The bidirectional balancing buffer clutch structure includes a gearshift cam guide shaft, a first buffer clutch device and a second buffer clutch device serially arranged on the gearshift cam guide shaft, and a spring seat and a single compression spring between the first buffer clutch device and the second buffer clutch device. When the gearshift cam guide shaft is rotated due to gear shifting by an external force to perform an angle-changed gearshift operation, the single compression spring between the first buffer clutch device and the second buffer clutch device provides a balancing buffer force on both sides for the buffer clutch between the first or second buffer clutch device and the first or second shifting fork corresponding to the gearshift operation on either side. Therefore, a bidirectional balancing buffer clutch structure of dual shifting forks of vehicle gearshift mechanism having a bidirectional balancing buffer clutch function and a simple structure is formed.

Description

Bidirectional balanced buffer clutch structure of dual shift forks of vehicle gearshift mechanism

The utility model relates to a two-way balanced buffer clutch structure with a double-shift fork of a vehicle gearshift mechanism with a two-way balanced buffer clutch effect and a simple structure.

Generally, the structure technology of the conventional vehicle gearshift mechanism is based on the rotation of the shift camshaft linked by external force, and the cam guide groove provided on the shift camshaft makes the shift fork correspondingly displaced to complete the gear position of the gearshift mechanism. Transform. In the process of shifting gears, the gear shifting forks and the rotating elements in the vehicle gearshift mechanism are prone to misalignment between the gearshift forks and the rotating elements of the vehicle gearshift mechanism, which can easily cause wear and failure of the mechanical elements. Once a failure occurs, The disassembly and maintenance of the gearshift mechanism must be tedious.

Therefore, in order to avoid this situation, the related technology industry has developed a technical creation of buffer clutch, such as the prior art creation of US Patent No. 10,041,590B2 (as illustrated in Figure 1 in the scheme of this case). This prior art is related to The mechanism that controls the displacement of the shift fork includes shift camshaft A1, shift cam A2, torsion coil spring A3, washer A4 and C-shaped buckle A5. The shift camshaft A1 is provided with a gear shift on the shaft. Guide rail A6 (as shown in the plan view of the shift rail in Figure 1-1), on the left end of the shaft of the shift camshaft A1, a shift cam A2 is set. The shift cam A2 and the shift cam The shaft A1 constitutes an openable and closeable shift guide A7. The force of the openable shift guide A7 and the force of the shift guide A6 directly arranged on the shift cam shaft A1 are offset by the shift cam The torsion coil spring A3 at the leftmost end of the shaft A1 is provided.

According to the above-mentioned prior art creation, for the two shift forks B1 and B2 arranged on the second shaft B, the shift guide A6 and the shift guide of the shift cam A2 on the shaft of the shift camshaft A1 During the shift displacement of A7, due to the bias of the torsion coil spring A3, the buffering force between the shift guide A6 and the shift fork B1, and the shift guide A7 and the shift fork B2 is affected by the difference in operating power. There are differences. For the demands of less wear, light power and balanced power, it is a less ideal technical creation. At the same time, for the advancement and practicability requirements of the above-mentioned previous technology, it is technical. The need for improvement and innovation breakthroughs.

At the same time, because the torsion coil spring A3 is assembled between the shaft of the shift camshaft A1 and the shift cam A7, the above-mentioned prior art creation is inconvenient and time-consuming to assemble and process, and it is used on the shaft of the entire shift camshaft A1. The processing and manufacturing of the shift guide A6 is also relatively inconvenient and time-consuming, and it is also a necessity for industrial economic benefits to be improved.

Therefore, how to create a two-way balanced buffer clutch structure with a two-way balanced buffer clutch effect and simple structure, good practicability, and high processing economic efficiency for the shift fork of the vehicle gearshift mechanism is an urgently anticipated technology in the relevant industry. The subject of innovation.

The main purpose of the invention of the invention of the "two-way balanced buffer clutch structure of the dual shift fork of the vehicle gearshift mechanism" is:

(1) Provide a cushioning clutch structure that uses a single spring to generate dual-clutch devices on both sides, which can indeed have a two-way balanced cushioning clutch function.

(2) Provide a two-way balanced buffer clutch structure with simple structure, good practicability, and high processing economic efficiency.

(3) Provide a vehicle gearshift mechanism with simplified structure, reliable safety, and novel and advanced technology The two-way balanced buffer clutch structure of the double shift fork.

The creative feature is that the two-way balanced buffer clutch structure includes a shift cam guide shaft, a first buffer clutch device, a second buffer clutch device, a spring seat and a compression spring; the first buffer clutch is arranged in series on the shift cam guide shaft The device and the second buffer clutch device. A spring seat and a compression spring are arranged in series on the shift cam guide shaft between the first buffer clutch device and the second buffer clutch device. The spring seat and the compression spring are against the first Between the buffer clutch device and the second buffer clutch device; among them:

The shaft surface of the shift cam guide shaft is provided with a bolt groove for two sets of opposing first buffer clutch device and second buffer clutch device to be engaged in series. The first buffer clutch device and the second buffer clutch device each include two Two clutchable shift cams that can be aligned to form a shift rail; a spring seat and a single compression spring are arranged in series between the first buffer clutch device and the second buffer clutch device of the shift cam guide shaft. The compression spring One end abuts against the first buffer clutch device serially arranged on one side of the shift cam guide shaft, and the other end abuts against the second buffer clutch device serially arranged on the other side of the shift cam guide shaft;

The shaft surface of the shift cam guide shaft is provided with bolt grooves for the serial engagement of two sets of first buffer clutch device and second buffer clutch device that are opposite to each other;

The first buffer clutch device includes two clutchable right shift cams and left shift cams that can be aligned to form the first buffer clutch device, in the shaft center hole of the right shift cam and the shaft center of the left shift cam The hole is a bolt groove that can be connected in series to the shaft of the shift cam guide rail;

The second buffer clutch device includes two clutchable right shift cams and left shift cams that can be aligned to form the second buffer clutch device, in the shaft center hole of the right shift cam and the shaft center of the left shift cam The hole is a bolt groove that can be connected in series to the shaft of the shift cam guide rail;

A spring seat and a compression spring arranged in series on the shift cam guide shaft and between the first buffer clutch device and the second buffer clutch device, one end of the compression spring abuts on the shift cam guide shaft One side of the first buffer clutch device, the other end abuts against the second buffer clutch device on the other side of the shift cam guide shaft;

The inner diameter of the shaft hole of the spring seat is larger than the outer diameter of the left end of the left shift cam of the first buffer clutch device, and also larger than the outer diameter of the right end of the right shift cam of the second buffer clutch device. A baffle ring whose outer diameter is larger than the outer diameter of the spring seat is integrally provided at the farthest end of the side, and a compression spring is arranged in series on the periphery of the spring seat;

The inner diameter of the compression spring is larger than the outer diameter of the spring seat, but smaller than the outer diameter of the retaining ring of the spring seat, and one end of the compression spring is pressed against the left shift cam of the first buffer clutch device via the retaining ring of the spring seat, and the compression spring The other end abuts against the right shift cam of the second buffer clutch device.

When the shift cam guide shaft rotates due to external force to shift gears, the single compression spring between the first buffer clutch device and the second buffer clutch device provides balanced buffer forces on both sides to correspond to either side The buffer clutch between the shifting first or second buffer clutch device and the first or second shift fork to form a two-way dual-shift shift fork with a two-way balanced buffer clutch function and a simple structure for the vehicle gearshift mechanism. Balanced buffer clutch structure.

1‧‧‧Shift cam guide shaft

11‧‧‧Slot

2‧‧‧The first buffer clutch device

21‧‧‧right shift cam

211‧‧‧Axle hole

212‧‧‧Left cam surface

22‧‧‧Left shift cam

221‧‧‧Axle hole

222‧‧‧Cam surface on the right

3‧‧‧Second buffer clutch device

3A‧‧‧Cam groove

31‧‧‧right shift cam

311‧‧‧Axle hole

312‧‧‧Left cam surface

32‧‧‧Left shift cam

321‧‧‧Axle hole

322‧‧‧Cam surface on the right

4‧‧‧Spring seat

41‧‧‧Axle hole

42‧‧‧Retaining Ring

5‧‧‧Compression spring

6A‧‧‧First shift fork

6A1‧‧‧Parking ratchet

6B‧‧‧Second shift fork

6C‧‧‧Fork spring

6D‧‧‧Claw clutch

6E‧‧‧Second axis

6F‧‧‧Slot

6G‧‧‧High-speed gear

6H‧‧‧Low speed gear

P‧‧‧Parking gear

R‧‧‧Reverse gear

N‧‧‧Neutral

H‧‧‧High-speed gear

L‧‧‧Low gear

A1‧‧‧Shift camshaft

A2‧‧‧Shift cam

A3‧‧‧torsion coil spring

A4‧‧‧Gasket

A5‧‧‧C type clasp

A6‧‧‧Shift rail

A7‧‧‧Shift rail

B‧‧‧Second axis

B1‧‧‧Shift fork

B2‧‧‧Shift fork

Figure 1: Conventional prior art embodiment.

Figure 1-1: Figure 1 is a plan view of the prior art shift rail.

Figure 2: Example of this creation.

Figure 2-1: Plane expanded view of the shift rail of this creative embodiment.

Figure 3: A schematic diagram of the component assembly of this creative embodiment.

Figure 4: A three-dimensional view of the shift cam guide shaft of this creative embodiment.

Figure 5: Plan view of the shift cam guide shaft of this creative embodiment.

Figure 6: The shift cam on the right half of the first buffer clutch device of this creative embodiment.

Figure 7: The front view of the shift cam on the right half of the first buffer clutch device of this creative embodiment.

Figure 8: The right side view of Figure 7.

Figure 9: The top view of Figure 7.

Figure 10: The shift cam on the left half of the first buffer clutch device of this creative embodiment.

Figure 11: A front view of the shift cam on the left half of the first buffer clutch device of this creative embodiment.

Figure 12: The right side view of Figure 11.

Figure 13: The bottom view of Figure 11.

Figure 14: The shift cam on the right half of the second buffer clutch device of this creative embodiment.

Figure 15: The front view of the right half of the shift cam of the second buffer clutch device of this creative embodiment.

Figure 16: The left side view of Figure 15.

Figure 17: The top view of Figure 15.

Figure 18: The shift cam on the left half of the second buffer clutch device of this creative embodiment.

Figure 19: The front view of the left half of the shift cam of the second buffer clutch device of this creative embodiment.

Figure 20: The right side view of Figure 19.

Figure 21: The left side view of Figure 19.

Figure 22: The top view of Figure 19.

Figure 23: The bottom view of Figure 19.

Figure 24: Schematic diagram of the action of this creative embodiment (the second buffer clutch device is used as an example to illustrate the neutral state state).

Figure 24-1: Plane development view of the shift rail of the second buffer clutch device in Figure 24.

Figure 25: A schematic diagram of the action of this creative embodiment (taking the second buffer clutch device as an example to illustrate the state of shifting to high gear without cutting in).

Figure 25-1: Plane expanded view of the shift rail of the second buffer clutch device in Figure 25.

Figure 26: Schematic diagram of the action of this creative embodiment (taking the second buffer clutch device as an example to illustrate the shifting state of shifting to high gear).

Figure 26-1: Plane development view of the shift rail of the second buffer clutch device in Figure 26.

Figure 27: A schematic diagram of the action of this creative embodiment (taking the second buffer clutch device as an example to illustrate the state where the shift from high gear to low gear is not cut in).

Figure 27-1: Plane development view of the shift rail of the second buffer clutch device in Figure 27.

Figure 28: Schematic diagram of the action of this creative embodiment (taking the second buffer clutch device as an example to illustrate the shifting state of shifting to low-speed gear).

Figure 28-1: Plane development view of the shift rail of the second buffer clutch device in Figure 28.

Figure 29: A schematic diagram of the action of this creative embodiment (taking the second buffer clutch device as an example to illustrate the shifting state from low gear to neutral gear).

Figure 29-1: Plane expanded view of the shift rail of the second buffer clutch device in Figure 29.

Figure 30: Schematic diagram of the action of this creative embodiment (taking the second buffer clutch device as an example to illustrate the shifting state from neutral to high gear).

Figure 30-1: Plane expanded view of the shift rail of the second buffer clutch device in Figure 30.

Figure 31: Schematic diagram of the action of this creative embodiment (using the second buffer clutch device as an example to illustrate the shift state from high gear to neutral gear).

Figure 31-1: Plane expanded view of the shift rail of the second buffer clutch device in Figure 31.

Please refer to Figure 2, Figure 2-1 and Figure 3 for the creative embodiment of this case. The two-way balanced buffer clutch structure of the dual shift fork of the vehicle gearshift mechanism includes: a shift cam guide shaft 1. The first buffer clutch device 2 and the second buffer clutch device 3 on the shift cam guide shaft 1, the spring seat 4 and the compression spring 5 between the first buffer clutch device 2 and the second buffer clutch device 3.

Please refer to Figure 3, where the shift cam guide shaft 1 is shown in Figures 4 and 5, and the shaft surface of the shift cam guide shaft 1 is provided with two sets of first buffer clutches facing each other The device 2 and the second buffer clutch device 3 are provided with bolt grooves 11 engaged in series.

The first buffer clutch device 2 as shown in Figures 6 to 13, includes two clutchable right shift cams 21 and left shift cams 22 that can be aligned to form the first buffer clutch device 2, on the right side The shaft center hole 211 of the shift cam 21 and the shaft center hole 221 of the left shift cam 22 are in series to engage with the bolt groove 11 of the shift cam guide shaft 1, and the left cam curved surface 212 of the right shift cam 21 matches the left side The right cam curved surface 222 of the shift cam 22 aligns to form a first buffer clutch device 2 with clutch performance.

As shown in Figs. 14 to 23, the second buffer clutch device 3 includes two clutchable right shift cams 31 and a left shift cam 32 that can be aligned to form the second buffer clutch device 3, on the right side The shaft center hole 311 of the shift cam 31 and the shaft center hole 321 of the left shift cam 32 can be connected in series with the bolt groove 11 of the shift cam guide shaft 1, and the left cam curved surface 312 of the right shift cam 31 matches the left side The right cam curved surface 322 of the shift cam 32 aligns to form a second buffer clutch device 3 with clutch performance.

Please refer to Figures 2 and 3, the first buffer clutch device 2 and the second buffer clutch device 3 serially arranged on the shift cam guide shaft 1 are arranged in series on the shift cam guide shaft 1 The inner diameter of the spring seat 4, the axial hole 41 of the spring seat 4 is larger than the outer diameter of the left end of the left shift cam 22 of the first buffer clutch device 2, and is also larger than that of the right shift cam 31 of the second buffer clutch device 3 The outer diameter of the right end, and at the farthest end of one side of the spring seat 4, a baffle ring 42 with an outer diameter larger than the outer diameter of the spring seat 4 is integrally formed. A compression spring 5 is arranged in series on the periphery of the spring seat 4. The inner diameter is larger than the outer diameter of the spring seat 4, but smaller than the outer diameter of the stop ring 42 of the spring seat 4, and one end of the compression spring 5 is abutted on the left side of the first buffer clutch device 2 via the stop ring 42 of the spring seat 4 The cam 22 and the other end of the compression spring 5 abut against the shift cam 31 on the right side of the second buffer clutch device 3.

Please refer to Figure 2 again. In the gear shifting action, the operational technical principles of the first buffer clutch device 2 and the second buffer clutch device 3 are the same. As shown in Figures 2 and 2-1, the first buffer clutch The clutch device 2 cooperates with the first shift fork 6A to implement the displacement of the parking ratchet 6A1 of the parking gear P, so as to implement the buffering clutch of the parking gear P, the reverse gear R and the neutral gear N. The second buffer clutch device 3 cooperates with the second shift fork 6B to implement buffer clutch of the neutral gear N, the high gear H and the low gear L.

As shown in Figs. 24 to 31, the shifting operation of the second cushioning clutch device 3 is taken as an example to illustrate the cushioning clutch effect produced during the shifting process. As shown in Figures 24 and 24-1, when in the neutral free state, all parts are in the neutral position, that is, the shift cam guide shaft 1 is not stressed, and the right shift cam 31 of the second buffer clutch device 3 Closed to the left shift cam 32 by the thrust of the compression spring 5, at this time the second shift fork 6B is located on the left cam surface 312 of the right shift cam 31 of the second buffer clutch device 3 and the right cam surface of the left shift cam 32 The neutral N position between 322 is positioned by the thrust of the fork spring 6C.

As shown in Figure 25 and Figure 25-1, when the shift cam guide shaft 1 is rotated by force When the neutral gear N is switched to the high gear H, the shift cam guide shaft 1 drives the second buffer clutch device 3 to rotate synchronously, and the upper cylindrical shaft of the second shift fork 6B is connected to the right side of the second buffer clutch device 3 for shifting In the cam groove 3A between the cam 31 and the left shift cam 32, the dog clutch 6D, which is connected below the second shift fork 6B, is in contact with the groove 6F of the second shaft 6E, so the dog clutch 6D Can be panned. When the second buffer clutch device 3 rotates, the upper cylinder of the second shift fork 6B moves along the curved surface of the cam groove 3A, and the second shift fork 6B pushes the claw clutch 6D to move, and the claws of the claw clutch 6D and The claw hole of the high-speed gear 6G is not cut into the high-speed gear H due to misalignment.

As shown in Figures 26 and 26-1, the shift fork spring 6C provides thrust to push the second shift fork 6B, the second shift fork 6B pushes the dog clutch 6D to translate, and the thrust of the shift fork spring 6C makes The claws of the dog clutch 6D are aligned with the claw holes of the high-speed gear 6G and then the high gear H is cut.

As shown in Figures 27 and 27-1, when the shift cam guide shaft 1 is forced to rotate from the high gear H to the low gear L, the second buffer clutch device 3 rotates in the forward direction, and the second shift fork The upper cylinder of 6B moves along the curved surface of the cam groove 3A, and the spring seat 4 pushes the dog clutch 6D to move. The claws of the dog clutch 6D and the claw holes of the low-speed gear 6H are misaligned and do not cut into the low-speed gear L.

As shown in Figures 28 and 28-1, because the thrust of the compression spring 5 is greater than the thrust of the fork spring 6C, the compression spring 5 provides thrust to push the second shift fork 6B, and the second shift fork 6B pushes The claw clutch 6D is moved in translation, and the claw of the claw clutch 6D is aligned with the claw hole of the low-speed gear 6H by the thrust provided by the compression spring 5 and then cut into the low-speed gear L.

As shown in Fig. 29 and Fig. 29-1, when it is desired to switch from the low gear L to the neutral gear N, the second buffer clutch device 3 rotates in the reverse direction, and the upper cylinder of the second shift fork 6B moves along the curved surface of the cam groove 3A , The second shift fork 6B pushes the dog clutch 6D to move from the low gear L to the neutral gear N.

As shown in Figure 30 and Figure 30-1, when you want to switch from neutral N to high-speed H, shift the fork The spring 6C provides thrust to push the second shift fork 6B, and the second shift fork 6B pushes the dog clutch 6D to translate. The thrust of the fork spring 6C makes the claw of the dog clutch 6D and the claw hole of the high-speed gear 6G aligned. Cut into high gear H.

As shown in Figure 31 and Figure 31-1, when it is desired to switch from high gear H to neutral gear N, the second buffer clutch device 3 rotates in the reverse direction, and the upper cylinder of the second shift fork 6B moves along the curved surface of the cam groove 3A , The second shift fork 6B pushes the dog clutch 6D to move and cut away, and switch from the high gear H to the neutral gear N.

The above-mentioned embodiment is based on the principle of shifting buffering and clutching cooperation between the second buffering clutch device 3 and the second shift fork 6B, and the related shifting buffering clutch between the first buffering clutch device 2 and the first shifting fork 6A The operating principle is also the same, so I won't repeat it.

Based on the above, the invention of the present invention "the two-way balanced buffer clutch structure of the dual shift fork of the vehicle gearshift mechanism", when the shift cam guide shaft rotates due to external force gear shifting to perform an angular shifting action, it is interposed between the first buffer clutch device and the second The single compression spring between the two buffer clutch devices provides balanced buffer forces on both sides. The buffer clutch between the first or second buffer clutch device and the first or second shift fork corresponding to the shifting action on either side is used for It constitutes a two-way balanced buffer clutch structure with two-way balanced buffer clutch function and a simple structure of the vehicle gear shift mechanism double shift fork, and can indeed achieve the following practical creativity and industrial applicability:

(1) It is true to provide a buffer clutch structure that uses a single spring to generate a double-clutch device on both sides that can indeed have a two-way balanced buffer clutch function.

(2) It does provide a two-way balanced buffer clutch structure with simple structure, good practicability and high processing economic efficiency.

(3) It does provide a vehicle gear with simplified structure, reliable safety, and novel and advanced technology. The two-way balanced buffer clutch structure of the mechanism double shift fork.

1‧‧‧Shift cam guide shaft

11‧‧‧Slot

2‧‧‧The first buffer clutch device

21‧‧‧right shift cam

22‧‧‧Left shift cam

3‧‧‧Second buffer clutch device

31‧‧‧right shift cam

32‧‧‧Left shift cam

4‧‧‧Spring seat

42‧‧‧Retaining Ring

5‧‧‧Compression spring

6A‧‧‧First shift fork

6A1‧‧‧Parking ratchet

6B‧‧‧Second shift fork

6C‧‧‧Fork spring

6D‧‧‧Claw clutch

6E‧‧‧Second axis

6F‧‧‧Slot

6G‧‧‧High-speed gear

6H‧‧‧Low speed gear

Claims (7)

A two-way balanced buffer clutch structure for a dual shift fork of a vehicle gearshift mechanism, characterized in that: the two-way balanced buffer clutch structure includes a shift cam guide shaft, a first buffer clutch device, a second buffer clutch device, a spring seat and a compression Spring; a first buffer clutch device and a second buffer clutch device are arranged in series on the shift cam guide shaft, and a spring seat and a spring seat are additionally arranged in series on the shift cam guide shaft between the first buffer clutch device and the second buffer clutch device A compression spring, the spring seat and the compression spring are abutted between the first buffer clutch device and the second buffer clutch device. According to the two-way balanced buffer clutch structure of the dual shift fork of the vehicle gearshift mechanism according to the first item of the scope of patent application, wherein the shaft surface of the shift cam guide shaft is provided with two sets of first buffer clutch devices that are opposite to each other and The second buffer clutch device is provided with bolt grooves engaged in series. The two-way balanced buffer clutch structure of the dual shift fork of the vehicle gearshift mechanism according to the first item of the scope of patent application, wherein the first buffer clutch device includes two clutches that can be aligned to form the first buffer clutch device The right shift cam and the left shift cam, the shaft center hole of the right shift cam and the shaft center hole of the left shift cam are bolt grooves that can be connected in series with the shift cam guide shaft. According to the two-way balanced buffer clutch structure of the dual shift fork of the vehicle gearshift mechanism according to the first item of the scope of patent application, the second buffer clutch device includes two clutches that can be aligned to form a second buffer clutch device The right shift cam and the left shift cam, the shaft center hole of the right shift cam and the shaft center hole of the left shift cam are bolt grooves that can be connected in series with the shift cam guide shaft. The two-way balanced buffer clutch structure of the dual shift fork of the vehicle gearshift mechanism according to the first item of the scope of patent application, wherein the two-way balanced buffer clutch structure is arranged on the shift cam guide shaft in series and is interposed between the first buffer clutch device and the second buffer clutch device One end of the compression spring is placed against the first buffer clutch device that is placed in series on one side of the shift cam guide shaft, and the other end is placed against the first buffer clutch device that is placed in series on the shift cam rail shaft. The second buffer clutch device on the other side of the gear cam guide shaft. The two-way balanced buffer clutch structure of the dual shift fork of the vehicle gearshift mechanism according to item 5 of the scope of patent application, wherein the inner diameter of the shaft hole of the spring seat is larger than the left end of the left shift cam of the first buffer clutch device The outer diameter is also larger than the outer diameter of the right end of the right shift cam of the second buffer clutch device, and a baffle ring with an outer diameter larger than the outer diameter of the spring seat is integrally formed at the farthest end of one side of the spring seat, and the outer periphery of the spring seat A compression spring is set in series. According to item 5 of the scope of patent application, the two-way balanced buffer clutch structure of the dual shift fork of the vehicle gearshift mechanism, wherein the inner diameter of the compression spring is larger than the outer diameter of the spring seat, but smaller than the outer diameter of the retaining ring of the spring seat, and One end of the compression spring abuts against the left shift cam of the first buffer clutch device via the baffle ring of the spring seat, and the other end of the compression spring abuts against the right shift cam of the second buffer clutch device.

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