Vibration reduction gear assembly and air conditioner having the same

Abstract

The present invention discloses a vibration-damping gear assembly and an air conditioner having the same. The vibration-damping gear assembly includes: a vibration-damping gear, a driving shaft core and a vibration-damping sleeve. The vibration-damping gear has a center hole, and the driving axis is passed through the center hole. The vibration-damping sleeve includes a sleeve portion, a first end surface portion and a second end surface portion. The sleeve portion is sleeved on the driving shaft core and passed through the center hole so that the driving shaft core transmits torque to the vibration-damping gear through the vibration-damping sleeve. The first end surface portion and the second end surface portion are connected to the axial ends of the sleeve portion and are respectively located outside the axial end surfaces of the hub portion of the vibration-damping gear. According to the vibration-damping gear assembly of the present invention, the vibration-damping sleeve can be used to achieve radial and axial vibration reduction and noise reduction of the vibration-damping gear. In addition, when the vibration-damping gear assembly is applied to the driving component in the air conditioner for driving the movement of the opening and closing door component, the vibration and abnormal sound problems occurring during the movement of the opening and closing door can be effectively improved.

Description

Technical Field

[0001] The present invention relates to the technical field of air conditioners, and in particular to a vibration-damping gear assembly and an air conditioner having the same. Background Art

[0002] Some air conditioners in the related art usually use a driving motor to drive the opening and closing door movement. However, in the process of the driving motor driving the opening and closing door movement, a harsh resonance noise problem often occurs, resulting in a poor user experience. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention is to provide a vibration-damping gear assembly, which can use a vibration-damping sleeve to achieve radial and axial vibration reduction and noise reduction of the vibration-damping gear. In addition, when the vibration-damping gear assembly is applied to a driving component for driving the movement of a door opening and closing component in an air conditioner, the vibration and abnormal sound problems occurring during the movement of the door opening and closing can be effectively improved.

[0004] The present invention also provides an air conditioner having the vibration-reducing gear assembly.

[0005] According to the first aspect of the present invention, the vibration-damping gear assembly comprises: a vibration-damping gear having a center hole; a driving shaft core, the driving axis line being passed through the center hole; a vibration-damping sleeve, the vibration-damping sleeve comprising a sleeve portion, a first end surface portion and a second end surface portion, the sleeve portion being sleeved on the driving shaft core and passing through the center hole so that the driving shaft core transmits torque to the vibration-damping gear through the vibration-damping sleeve, the first end surface portion and the second end surface portion being connected to the axial ends of the sleeve portion and being respectively located outside the axial end surfaces on both sides of the hub portion of the vibration-damping gear.

[0006] According to the vibration-damping gear assembly of the embodiment of the present invention, the shaft sleeve portion can be used to make the driving shaft core transmit torque to the vibration-damping gear, and radial vibration and noise reduction of the vibration-damping gear can be achieved. At the same time, the first end surface portion and the second end surface portion can be used to achieve relative axial limitation between the vibration-damping gear and the vibration-damping shaft sleeve, avoid separation of the vibration-damping gear and the vibration-damping shaft sleeve, and achieve axial vibration and noise reduction of the vibration-damping gear. In addition, when the vibration-damping gear assembly is applied to a driving component in an air conditioner for driving the movement of a switch door component, the vibration and abnormal sound problems occurring during the movement of the switch door can be effectively improved.

[0007] In some embodiments, the driving shaft core includes a baffle portion, and the baffle portion is stopped at a side of the first end surface portion away from the vibration-damping gear, so that the baffle portion and the vibration-damping gear are separated by the first end surface portion.

[0008] In some embodiments, the vibration damping gear assembly further includes: a fixed end cover, the fixed end cover including a connecting portion and a stop portion, the connecting portion is passed through the vibration damping sleeve and is connected to the driving shaft core, and the stop portion is stopped on the side of the second end surface portion away from the vibration damping gear, so that the stop portion and the vibration damping gear are isolated by the second end surface portion.

[0009] In some embodiments, the drive shaft core has a plurality of locking portions spaced apart along the circumference of the drive shaft core, the connecting portion includes an elastic buckle, and the plurality of elastic buckles correspond to the plurality of locking portions respectively to connect the fixed end cover to the drive shaft core.

[0010] In some embodiments, there are two elastic buckles and they are axially symmetrically arranged about the central axis of the vibration damping gear.

[0011] In some embodiments, the vibration-damping sleeve is an integral flexible member.

[0012] In some embodiments, the outer circumferential surface and the inner circumferential surface of the sleeve portion are both prismatic circumferential surfaces, and the wall thickness of the sleeve portion is uniform.

[0013] In some embodiments, the drive shaft core has a central shaft hole, and the central shaft hole is suitable for cooperating with the motor shaft of the drive motor to transmit torque.

[0014] An air conditioner according to an embodiment of the second aspect of the present invention comprises: a switch door component, the switch door component comprises a switch door and a drive rack, the drive rack is arranged on the switch door; a driving component, the driving component is arranged on the air conditioner body and comprises a drive motor, a drive gear assembly and a transmission gear assembly, the drive gear assembly is a vibration-damping gear assembly according to an embodiment of the first aspect of the present invention, the drive shaft core is driven to rotate by the drive motor, and the transmission gear assembly cooperates with the drive gear assembly and the switch door respectively.

[0015] According to the air conditioner of the present invention, since it includes the vibration-damping gear assembly of the first embodiment of the present invention, the sleeve portion can be used to make the driving shaft core transmit torque to the vibration-damping gear, and radial vibration and noise reduction of the vibration-damping gear can be achieved. At the same time, the first end surface portion and the second end surface portion can be used to achieve relative axial limitation between the vibration-damping gear and the vibration-damping sleeve, avoid separation of the vibration-damping gear and the vibration-damping sleeve, and achieve axial vibration and noise reduction of the vibration-damping gear. In addition, when the vibration-damping gear assembly is applied to the driving component for driving the movement of the opening and closing door component in the air conditioner, the vibration and abnormal sound problems occurring during the movement of the opening and closing door can be effectively improved.

[0016] In some embodiments, the transmission gear assembly includes an anti-slip gear and an output gear, the anti-slip gear is meshed with the damping gear for transmission, the output gear and the anti-slip gear cooperate through an anti-slip structure to rotate synchronously in a non-slip state, and the output gear is meshed with the drive rack for transmission.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is an assembly diagram of a vibration-damping gear assembly and a driving motor according to an embodiment of the present invention;

[0019] Figure 2 yes Figure 1 A cross-sectional view of the vibration reduction gear assembly and the drive motor shown in ;

[0020] Figure 3 yes Figure 1 An exploded view of the vibration reduction gear assembly and the drive motor shown in ;

[0021] Figure 4 yes Figure 3 An exploded view of another angle of the vibration reduction gear assembly and the drive motor shown in FIG.

[0022] Figure 5 is an exploded view of an anti-slip gear assembly according to one embodiment of the present invention;

[0023] Figure 6 yes Figure 5 An exploded view of another angle of the anti-slip gear assembly shown in FIG.

[0024] Figure 7 yes Figure 6 The assembly drawing of the anti-slip gear assembly shown in ;

[0025] Figure 8 is a perspective view of a driving component according to an embodiment of the present invention;

[0026] Fig. 9 yes Figure 8 A three-dimensional view of the driving component shown in after the second box body is removed;

[0027] Fig.10 yes Fig. 9 A front view of the drive components shown in ;

[0028] Fig.11 yes Fig.10 A partial enlarged view of the cross-sectional view along line AA;

[0029] Fig.12yes Fig.11 A cross-sectional view of the vibration reduction assembly shown in ;

[0030] Fig.13 yes Fig.12 An exploded view of the vibration reduction assembly shown in ;

[0031] Fig.14 yes Fig.12 An exploded view of another angle of the vibration reduction assembly shown in FIG.

[0032] Fig.15 Fig.10 Sectional view along line BB;

[0033] Fig.16 Figure 8 An exploded view of the drive components shown in FIG.

[0034] Fig.17 is an exploded view of an air conditioner according to an embodiment of the present invention;

[0035] Fig.18 yes Fig.17 A cross-sectional view of the air conditioner shown in ;

[0036] Fig.19 yes Fig.17 A perspective view of the air conditioner shown in , in which the switch door is in an open position;

[0037] Fig. 20 yes Fig.17 A perspective view of the air conditioner shown in , in which the switch door is in a closed position;

[0038] Fig.21 yes Fig.17 An enlarged view of the circled portion C;

[0039] Fig. 22 yes Fig.17 The assembly drawing of the switch door component and the drive component shown in ;

[0040] Fig.23 yes Fig.17 A front view of a partial composition of an air supply component of an air conditioner shown in FIG.

[0041] Reference numerals:

[0042] Air Conditioner 1000:

[0043] Air conditioner body 100; front air outlet area 101; top air outlet area 102;

[0044] Air supply component 11;

[0045] First air duct 111; upstream air duct cavity 1111; downstream air duct cavity 1112;

[0046] Second air duct 112;

[0047] A first fan assembly 113; a second fan assembly 114;

[0048] Heat exchange component 12;

[0049] Opening and closing door component 200; opening and closing door 21; driving rack 22; meshing teeth 221;

[0050] Driving component 300;

[0051] Driving mechanism 301;

[0052] Driving motor 31; motor shaft 311;

[0053] Driving gear assembly 32; damping gear assembly 32a;

[0054] Rotating gear 320; supporting shaft 3201; limiting shoulder 3202; second limiting structure 3202a;

[0055] Damping gear 321; hub portion 3210; input gear 321a; center hole 3211;

[0056] Driving shaft core 322; baffle portion 3221; locking portion 3222; central shaft hole 3223;

[0057] Vibration-damping sleeve 323; sleeve portion 3231; first end surface portion 3232; second end surface portion 3233;

[0058] Fixed end cover 324; connecting portion 3241; elastic buckle 32411; stopper 3242;

[0059] Transmission gear assembly 33; Anti-slip gear assembly 33a;

[0060] Anti-slip structure 330;

[0061] Anti-slip gear 331; first gear 331a;

[0062] Central shaft cylinder 3310; first annular portion 3311;

[0063] First matching portion 3312; first weight-reducing hole 3313; elastic buckle 3314;

[0064] Second matching portion 3315; second weight-reducing hole 3316;

[0065] Support rib 3317; first receiving groove 3318;

[0066] Output gear 332; second gear 332a; tooth portion 332a1 of the second gear;

[0067] Central rotation axis 3320; second annular portion 3321;

[0068] Cylindrical boss 3322; cylindrical ring 3323; connecting rib 3324;

[0069] Positioning slot 3325; second receiving slot 3326;

[0070] Vibration reduction assembly 34;

[0071] A first vibration reduction assembly 34a; a second vibration reduction assembly 34b; a third vibration reduction assembly 34c;

[0072] Axial limiting structure 340;

[0073] Hollow shaft 341; clamping member 3411;

[0074] Vibration-damping sleeve 342; slot 3421; slot wall 3422;

[0075] First end surface 3423; second end surface 3424; first hole section 3425;

[0076] Second hole section 3426; recessed portion 3427;

[0077] Box body assembly 35; accommodating chamber 350;

[0078] First box body 351; shaft through hole 3511;

[0079] The second box body 352; avoidance opening 3521;

[0080] Support hole 353; limiting ring 354; first limiting structure 354a; protruding portion 355. DETAILED DESCRIPTION

[0081] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0082] The disclosure below provides many different embodiments or examples to implement different structures of the present invention. In order to simplify the disclosure of the present invention, the parts and settings of specific examples are described below. Of course, they are only examples, and the purpose is not to limit the present invention. In addition, the present invention can repeat reference numbers and / or letters in different examples. This repetition is for the purpose of simplicity and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present invention provides various specific processes and examples of materials, but those of ordinary skill in the art can be aware of the applicability of other processes and / or the use of other materials.

[0083] Hereinafter, a damping gear assembly 32a according to an embodiment of a first aspect of the present invention will be described with reference to the accompanying drawings.

[0084] like Figure 1 and Figure 2 As shown, according to the first embodiment of the present invention, the vibration-damping gear assembly 32a may include: a vibration-damping gear 321, a driving shaft core 322 and a vibration-damping sleeve 323, the vibration-damping gear 321 having a center hole 3211, the driving shaft core 322 passing through the center hole 3211 (that is, at least a portion of the driving shaft core 322 is located in the center hole 3211), the vibration-damping sleeve 323 including a sleeve portion 3231, a first end face portion 3232 and a second end face portion 3233, the sleeve portion 3231 being sleeved on the driving shaft core 322 and passing through the center hole 3211 (that is, the sleeve portion 3231 being sleeved on the first end face portion 3232 and the second end face portion 3233 On the outside of at least a portion of the driving shaft core 322, and at least a portion of the sleeve portion 3231 is located in the center hole 3211), and the driving shaft core 322 transmits torque to the vibration-damping gear 321 through the vibration-damping sleeve 323, that is, when the driving shaft core 322 rotates, it can drive the vibration-damping sleeve 323 to rotate synchronously, and when the vibration-damping sleeve 323 rotates, it can drive the vibration-damping gear 321 to rotate synchronously. The first end surface portion 3232 and the second end surface portion 3233 are connected to the axial ends of the sleeve portion 3231, and are respectively located outside the axial end surfaces on both sides of the hub portion 3210 of the vibration-damping gear 321.

[0085] That is to say, the sleeve portion 3231 in the vibration-damping sleeve 323 is sleeved on the outer side of the driving shaft core 322, and the vibration-damping gear 321 is sleeved on the outer side of the sleeve portion 3231. In other words, the sleeve portion 3231 is arranged between the vibration-damping gear 321 and the driving shaft core 322, so that the sleeve portion 3231 can be used to transmit torque to the vibration-damping gear 321, and radial vibration reduction of the vibration-damping gear 321 can be achieved. At the same time, the first end surface portion 3232 and the second end surface portion 3233 in the vibration-damping sleeve 323 are respectively located on the outer sides of the axial end surfaces of the hub portion 3210 of the vibration-damping gear 321, so that the first end surface portion 3232 and the second end surface portion 3233 can be used to achieve fixed installation of the vibration-damping gear 321 and the vibration-damping sleeve 323, and axial vibration reduction of the vibration-damping gear 321 can be achieved.

[0086] For example, when the driving shaft core 322 transmits torque to the vibration damping gear 321 through the vibration damping sleeve 323, vibration may be generated. At this time, the radial vibration relative to the driving shaft core 322 will be first transmitted by the driving shaft core 322 to the sleeve portion 3231, and then transmitted to the vibration damping gear 321 (or completely absorbed by the sleeve portion 3231 and no longer transmitted to the vibration damping gear 321), and the axial vibration relative to the driving shaft core 322 will be first transmitted by the driving shaft core 322 to the first end surface portion 3232 and the second end surface 3424, and then transmitted to the vibration damping gear 321 (or completely absorbed by the sleeve portion 3231 and no longer transmitted to the vibration damping gear 321). In this way, the vibration transmitted to the vibration damping gear 321 by the driving shaft core 322 can be reduced, thereby reducing the damage of the vibration damping gear 321 caused by excessive vibration, thereby increasing the service life of the vibration damping gear 321.

[0087] At the same time, the vibration-damping gear 321 may also generate certain vibrations during operation, and this part of the vibration will first be transmitted to the vibration-damping sleeve 323, and then transmitted to the driving shaft core 322 after being damped by the vibration-damping sleeve 323 (or all absorbed by the sleeve part 3231 and no longer transmitted to the driving shaft core 322), thereby reducing the possibility of damage to the driving shaft core 322 when subjected to large vibrations, thereby increasing the service life of the driving shaft core 322.

[0088] In short, according to the vibration-damping gear assembly 32a of the first aspect of the present invention, the vibration is improved by setting a vibration-damping sleeve 323 between the driving shaft core 322 and the vibration-damping gear 321, so that the driving shaft core 322 and the vibration-damping gear 321 will not directly transmit vibration, thereby reducing the damage of the vibration-damping gear 321 and the driving shaft core 322 caused by excessive vibration, and thus can extend the service life of the vibration-damping gear assembly 32a to a certain extent. In addition, since vibration is accompanied by the generation of noise, noise reduction can be achieved while utilizing the vibration-damping sleeve 323 to reduce vibration.

[0089] In some embodiments, Figure 2 As shown, the driving shaft core 322 may include a baffle portion 3221, and the baffle portion 3221 is stopped on the side of the first end surface portion 3232 away from the vibration-damping gear 321, so that the baffle portion 3221 and the vibration-damping gear 321 are separated by the first end surface portion 3232. Therefore, by providing the baffle portion 3221, the driving shaft core 322 and the vibration-damping gear 321 can be relatively axially limited in a simple and effective manner, and the driving shaft core 322 is prevented from being separated from the vibration-damping gear 321 along the direction from the baffle portion 3221 to the first end surface portion 3232, thereby simply and effectively improving the connection reliability of the driving shaft core 322 and the vibration-damping gear 321.

[0090] In addition, as described above, by providing the first end surface portion 3232, the baffle portion 3221 and the vibration damping gear 321 will not be in direct contact, and a portion of the vibration transmitted by the driving shaft core 322 can first be transmitted from the baffle portion 3221 to the first end surface portion 3232, absorbed by the first end surface portion 3232, and then transmitted to the vibration damping gear 321 (or all absorbed by the first end surface portion 3232 and no longer transmitted to the vibration damping gear 321). Therefore, after the vibration damping effect of the first end surface portion 3232, the vibration transmitted to the vibration damping gear 321 can be reduced, thereby reducing the risk of damage to the vibration damping gear 321, and further improving the service life of the vibration damping gear assembly 32a to a certain extent.

[0091] In some embodiments, Figure 2 As shown, the vibration reduction gear assembly 32a may also include: a fixed end cover 324, combined with Figure 3 As shown, the fixed end cover 324 may include a connecting portion 3241 and a stopper 3242. The connecting portion 3241 is inserted into the vibration damping sleeve 323 (i.e., at least a portion of the connecting portion 3241 is inserted into the vibration damping sleeve 323) and connected to the driving shaft core 322. The stopper 3242 stops at a side of the second end surface portion 3233 away from the vibration damping gear 321, so that the stopper 3242 and the vibration damping gear 321 are separated by the second end surface portion 3233. Thus, the fixed end cover 324 can be used to simply and effectively limit the relative axial position of the driving shaft core 322 and the vibration damping gear 321, and prevent the driving shaft core 322 from being separated from the vibration damping gear 321 along the direction from the stopper 3242 to the second end surface portion 3233, thereby simply and effectively improving the connection reliability between the driving shaft core 322 and the vibration damping gear 321, and making the assembly of the vibration damping gear assembly 32a convenient and efficient.

[0092] In addition, since the second end surface portion 3233 is located between the stop portion 3242 and the vibration damping gear 321, at this time, the stop portion 3242 and the vibration damping gear 321 will not be in direct contact, and a portion of the vibration transmitted by the driving shaft core 322 can be transmitted to the stop portion 3242, first transmitted to the second end surface portion 3233 by the stop portion 3242, and then transmitted to the vibration damping gear 321 (or all absorbed by the second end surface portion 3233 and no longer transmitted to the vibration damping gear 321). Therefore, after the vibration damping effect of the second end surface portion 3233, the vibration transmitted to the vibration damping gear 321 can be reduced, thereby reducing the risk of damage to the vibration damping gear 321, and then the service life of the vibration damping gear assembly 32a can be improved to a certain extent.

[0093] In some embodiments, Figure 3 and Figure 4As shown, the driving shaft core 322 has a plurality of latching portions 3222 spaced apart and distributed along the circumference of the driving shaft core 322, and the connecting portion 3241 includes an elastic buckle 32411, and the plurality of elastic buckles 32411 respectively correspond to (i.e., one-to-one correspondence) with the plurality of latching portions 3222, so that the fixed end cover 324 is connected to the driving shaft core 322. As a result, the structure of the driving shaft core 322 and the fixed end cover 324 when connected is simple, easy to process, and convenient to connect. However, the present invention is not limited to this, for example, a plurality of elastic buckles 32411 can also be set on the driving shaft core 322, and a plurality of latching portions 3222 can be set on the fixed end cover 324, etc., which are not limited here.

[0094] In some embodiments, Figure 3 and Figure 4 As shown, there are two elastic buckles 32411 and they are symmetrically arranged about the central axis of the vibration damping gear 321, so that the force on the two elastic buckles 32411 is uniform and it is not easy to cause damage to the elastic buckles 32411. It should be noted that the structural form of the elastic buckle 32411 is not limited, for example, it can be a hook structure, etc., so that the structure is simple and easy to process. Correspondingly, the structural form of the locking part 3222 is not limited, for example, it can be a slot structure, a block structure, etc.

[0095] In some embodiments, the vibration-damping sleeve 323 may be an integrated flexible part, so that the vibration-damping sleeve 323 has a simple structure and is easy to process, and the assembly of the vibration-damping sleeve 323 and the vibration-damping gear 321 is relatively convenient, and the vibration-damping effect of the vibration-damping sleeve 323 can also be improved. It should be noted that the manufacturing material of the vibration-damping sleeve 323 is not limited, for example, it can be a rubber part, a plastic part, etc., as long as it can reduce the vibration transmitted between the driving shaft core 322 and the vibration-damping gear 321, and no limitation or elaboration is made here.

[0096] In some embodiments, Figure 3 and Figure 4 As shown, the outer circumference and the inner circumference of the sleeve portion 3231 are both prismatic circumferences, and the wall thickness of the sleeve portion 3231 is uniform. Therefore, the structural strength of the sleeve portion 3231 is good and the force is uniform, which can improve the working reliability of the driving shaft core 322 when transmitting torque to the vibration-damping gear 321 through the vibration-damping sleeve 323. At the same time, due to the uniform wall thickness of the sleeve portion 3231, the center of gravity of the sleeve portion 3231 will not shift during rotation, thereby ensuring the stability of the vibration-damping gear assembly 32a during operation.

[0097] In some embodiments, Figure 2As shown, the driving shaft core 322 has a central shaft hole 3223, and the central shaft hole 3223 is suitable for cooperating with the motor shaft 311 of the driving motor 31 to transmit torque. That is, when the driving motor 31 is working, the motor shaft 311 will rotate and drive the driving shaft core 322 to rotate synchronously, so that the driving shaft core 322 drives the vibration reduction gear assembly 32a to rotate together with the motor shaft 311.

[0098] It should be noted that there is no limit to the type of driving motor 31, and the external dimensions of the motor shaft 311 include but are not limited to a prismatic shape. As long as the connection reliability and working reliability of the motor shaft 311 and the driving shaft core 322 are not affected, they will not be elaborated here.

[0099] Next, an anti-slip gear assembly 33a according to an embodiment of a second aspect of the present invention will be described with reference to the accompanying drawings.

[0100] like Figure 5 As shown, the anti-slip gear assembly 33a according to the second aspect of the embodiment of the present invention may include: a first gear 331a and a second gear 332a, the first gear 331a has a first annular portion 3311, the outer ring of the first annular portion 3311 has a first matching portion 3312, and the first matching portion 3312 has an elastic buckle 3314.

[0101] like Figure 6 As shown, the second gear 332a has a second annular portion 3321, combined with Figure 7 The second annular portion 3321 is sleeved on the outside of the first matching portion 3312, and the center of the inner ring cavity of the second annular portion 3321 has a cylindrical boss 3322, that is, a boss with a cylindrical outer surface, and the cylindrical boss 3322 can be rotatably inserted into the first annular portion 3311, that is, at least a part of the cylindrical boss 3322 is inserted into the first annular portion 3311 and can rotate in the first annular portion 3311, and the inner circumferential wall of the second annular portion 3321 has a plurality of positioning grooves 3325 distributed at intervals along the circumference of the second annular portion 3321, and the elastic buckle 3314 is suitable for matching with any positioning groove 3325. When the elastic buckle 3314 matches with the positioning groove 3325, the first gear 331a and the second gear 332a rotate synchronously.

[0102] For example, when the anti-slip gear assembly 33a is working, the first gear 331a and the second gear 332a transmit torque through the cooperation between the elastic buckle 3314 and the positioning groove 3325, so that the first gear 331a and the second gear 332a can rotate synchronously. However, when one of the first gear 331a and the second gear 332a encounters a large resistance, or the first gear 331a or the second gear 332a suddenly rotates or stops, the elastic buckle 3314 can be elastically deformed, so that the elastic buckle 3314 slides out of the positioning groove 3325 matched with it and enters into the adjacent or interval positioning groove 3325 (depending on the magnitude of the impact force), that is, the first gear 331a and the second gear 332a slip. In other words, at this time, relative movement will occur between the first gear 331a and the second gear 332a until there is no more slip between the first gear 331a and the second gear 332a, and the first gear 331a and the second gear 332a can resume synchronous rotation.

[0103] It can be understood that the rotational force output by the drive motor 31 is smaller than the deformation force of the elastic buckle 3314, so that when the impact force is reduced or disappears, the first gear 331a and the second gear 332a can rotate synchronously to meet the requirement of synchronous rotation of the first gear 331a and the second gear 332a in a non-slip state.

[0104] Moreover, by setting the cylindrical boss 3322 to cooperate with the first annular portion 3311, the rotation center of the cylindrical boss 3322 and the first annular portion 3311 will not be offset at will, thereby avoiding the deformation problem of the first matching portion 3312 due to the offset, and then ensuring the reliable cooperation of the elastic buckle 3314 and the positioning groove 3325, thereby ensuring the reliability of power transmission, and by setting the cylindrical boss 3322, the structural strength of the second gear 332a with the positioning groove 3325 can be improved, thereby improving the service life of the anti-slip gear assembly 33a. In addition, in the case of slipping, by setting the cylindrical boss 3322 to cooperate with the first annular portion 3311, it can be ensured that the first gear 331a and the second gear 332a can rotate relatively stably, so that the elastic buckle 3314 can cooperate with other positioning grooves 3325.

[0105] In some embodiments, Figure 5 and Figure 6As shown, the first gear 331a may be provided with a central shaft 3310, and the second gear 332a may be provided with a central shaft 3320, at least part of the central shaft 3320 extends from the center of the cylindrical boss 3322 toward the first gear 331a, and is rotatably plugged into the central shaft 3310. Thus, when slippage occurs between the first gear 331a and the second gear 332a, the cooperation of the central shaft 3320 and the central shaft 3310 can further ensure that the first gear 331a and the second gear 332a can rotate relatively stably, so that the elastic buckle 3314 can smoothly cooperate with other positioning grooves 3325, thereby improving the working reliability of the anti-slip gear assembly 33a, and further improving the structural strength of the first gear 331a and the second gear 332a, thereby improving the service life of the anti-slip gear assembly 33a.

[0106] In some embodiments, Figure 5 and Figure 6 As shown, the cylindrical boss 3322 may include a cylindrical ring 3323 and a connecting rib 3324. The center shaft 3320 is passed through the cylindrical ring 3323. The connecting rib 3324 connects the cylindrical ring 3323 and the center shaft 3320. There are multiple connecting ribs 3324 and they are distributed at intervals along the circumference of the center shaft 3320. The end face of the center shaft cylinder 3310 facing the second gear 332a can be rotatably stopped at the connecting rib 3324 to limit the relative axial position of the first gear 331a and the second gear 332a.

[0107] Thus, the contact area between the first gear 331a and the second gear 332a for axial positioning can be reduced, thereby reducing the friction force when the first gear 331a and the second gear 332a slip, ensuring that the first gear 331a and the second gear 332a can slip smoothly, and also reducing the wear of the first gear 331a and the second gear 332a when they slip. For example, it is possible to avoid using the end face of the first matching portion 3312 facing the second gear 332a for axial positioning, so that the end face of the first matching portion 3312 can be gap-matched with the position opposite to the second gear 332a, avoiding the generation of large friction here during the slipping process and wearing the first matching portion 3312.

[0108] In some embodiments, Figure 5 and Figure 6 As shown, the central shaft cylinder 3310 and the first annular portion 3311 can be connected by support ribs 3317. There are multiple support ribs 3317 and they are distributed at intervals along the circumference of the central shaft cylinder 3310. Therefore, the weight of the first gear 331a can be reduced to a certain extent and its structural strength can be ensured.

[0109] In some embodiments, Figure 5 and Figure 6As shown, the first matching portion 3312 may have a first weight-reducing hole 3313 , so as to reduce the weight of the first gear 331 a to a certain extent, reduce the material used for the first gear 331 a , and further reduce the production cost of the first gear 331 a .

[0110] In some embodiments, Figure 5 and Figure 6 As shown, there are two first matching parts 3312 and they are symmetrically arranged about the center of the first annular part 3311. Each first matching part 3312 has elastic buckles 3314 at both ends of the circumference of the first annular part 3311. The outer ring of the first annular part 3311 also has two second matching parts 3315 symmetrically arranged about the center of the first annular part 3311. The two second matching parts 3315 are alternately arranged with the two first matching parts 3312, that is, one first matching part 3312 is provided between the two second matching parts 3315, and one second matching part 3315 is provided between the two first matching parts 3312. The outer surface (referring to the circumferential surface) of the second matching part 3315 and the outer surface (referring to the circumferential surface) of the first matching part 3312 are located on the same cylindrical surface, for example, a cylindrical surface coaxially arranged with the first annular part 3311, and the arc length of the outer surface of the second matching part 3315 is greater than or equal to one third of the arc length of the outer surface of the first matching part 3312.

[0111] As a result, the position of the elastic buckle 3314 can be evenly distributed or relatively evenly distributed, thereby ensuring that when the first gear 331a and the second gear 332a rotate synchronously, the elastic buckle 3314 is evenly stressed and not easily damaged, and in the event that the first gear 331a and the second gear 332a slip, the first matching portion 3312 and the second matching portion 3315 can be used to support the inner circumference of the second annular portion 3321, thereby ensuring that the first gear 331a and the second gear 332a can rotate relatively stably relative to each other, thereby allowing the elastic buckle 3314 to cooperate smoothly with other positioning grooves 3325.

[0112] In some embodiments, Figure 5 and Figure 6 As shown, the first matching part 3312 may have a first weight-reducing hole 3313, and the second matching part 3315 may have a second weight-reducing hole 3316, thereby making the structure of the first gear 331a more regular, thereby facilitating the processing of the first gear 331a, and also making the first gear 331a evenly stressed during operation and less prone to damage.

[0113] For example, in some specific examples, the second lightening holes 3316 and the first lightening holes 3313 may have the same or substantially the same size, and are evenly distributed along the circumference of the first annular portion 3311. Thus, the structure of the first gear 331a is relatively regular, which facilitates the processing of the first gear 331a, and also allows the first gear 331a to be evenly stressed during operation and not easily damaged.

[0114] In some embodiments, Figure 5 and Figure 6 As shown, in the axial direction of the second gear 332a, the second annular portion 3321 is located on the side of the tooth portion 332a1 of the second gear 332a close to the first gear 331a. Thus, the axial dimension of the tooth portion 332a1 of the second gear 332a can be reduced, thereby reducing the production cost of the second gear 332a.

[0115] Next, referring to the accompanying drawings, a driving component 300 according to an embodiment of the third aspect of the present invention will be described.

[0116] like Figure 8 and Fig. 9 As shown, the driving component 300 according to the third aspect of the embodiment of the present invention may include: a box body assembly 35, a rotating gear 320 and a vibration reduction assembly 34.

[0117] like Fig.10 and Fig.11 As shown, the box body assembly 35 may have a support hole 353 and a first limiting structure 354a, the rotating gear 320 is arranged in the box body assembly 35, and the rotating gear 320 may have a support shaft 3201 and a second limiting structure 3202a, the support shaft 3201 is passed through the support hole 353, and in the axial direction of the rotating gear 320, the first limiting structure 354a and the second limiting structure 3202a are stopped on both sides of the axial direction (the same as the axial direction of the rotating gear 320) of the vibration reduction assembly 34, and the vibration reduction assembly 34 is passed through the support hole 353 and is sleeved on the support shaft 3201, so that the support shaft 3201 can rotate relative to the support hole 353.

[0118] Therefore, the vibration reduction assembly 34 is sleeved on the support shaft 3201 and is located between the box body assembly 35 and the support shaft 3201 on the shaft, so that the vibration transmitted by the rotating gear 320 can be transmitted to the vibration reduction assembly 34 through the support shaft 3201, and will be transmitted to the box body assembly 35 only after the vibration reduction of the vibration reduction assembly 34, or it will be completely absorbed by the vibration reduction assembly 34, so that the vibration and noise generated when the driving component 300 is working are relatively small. At the same time, the vibration of the box body assembly 35 can be first transmitted to the vibration reduction assembly 34, and after the vibration reduction of the vibration reduction assembly 34, it is transmitted to the rotating gear 320 arranged in the box body assembly 35, or it will be completely absorbed by the vibration reduction assembly 34, so that the risk of damage to the rotating gear 320 due to excessive vibration can be reduced, and the service life of the driving component 300 can be extended to a certain extent.

[0119] According to the driving component 300 of the third aspect of the embodiment of the present invention, a vibration reduction assembly 34 is arranged between the support shaft 3201 and the box body assembly 35. The vibration reduction assembly 34 is used to reduce the internal and external vibrations of the box body assembly 35, thereby reducing the vibration and noise generated by the driving component 300 during operation. At the same time, the risk of damage to the rotating gear 320 due to vibration can be reduced, thereby extending the service life of the driving component 300 to a certain extent.

[0120] In some embodiments, Fig.11 and Fig.12 As shown, the vibration damping assembly 34 may include: a hollow shaft 341 and a vibration damping sleeve 342, the hollow shaft 341 is sleeved on the support shaft 3201 and is stopped by the second limiting structure 3202a, the vibration damping sleeve 342 is passed through the support hole 353 and is stopped by the first limiting structure 354a, the vibration damping sleeve 342 is sleeved on the hollow shaft 341 and cooperates with the hollow shaft 341 through the axial limiting structure 340 to limit the vibration damping sleeve 342 from moving relative to the hollow shaft 341 along the axial direction of the rotating gear 320 toward the rotating gear 320.

[0121] That is to say, when the vibration damping assembly 34 is assembled to the support shaft 3201, the hollow shaft 341 is sleeved on the support shaft 3201, and the hollow shaft 341 is stopped by the first limiting structure 354a on the support shaft 3201, the vibration damping sleeve 342 is sleeved on the outside of the hollow shaft 341, and the hollow shaft 341 and the vibration damping sleeve 342 are axially limited by the axial limiting structure 340, the first limiting structure 354a on the box body assembly 35 stops the vibration damping sleeve 342 to press the vibration damping assembly 34, so that the vibration damping assembly 34 cannot move in the direction close to the rotating gear 320, nor can it fall out in the direction away from the rotating gear 320, thereby achieving the installation and fixation of the vibration damping assembly 34.

[0122] Thus, by setting the hollow shaft 341 to be sleeved on the support shaft 3201, the friction between the vibration reduction assembly 34 and the rotating gear 320 can be reduced, thereby ensuring the working reliability of the rotating gear 320. Moreover, the vibration reduction sleeve 342 will not affect the rotation of the support shaft 3201, and can play an effective role in vibration reduction and installation. It should be noted that the material of the vibration reduction sleeve 342 includes but is not limited to rubber parts, which will not be described in detail here.

[0123] In some embodiments, Fig.11 As shown, the axial limiting structure 340 can also be configured to limit the vibration-damping sleeve 342 from moving relative to the hollow shaft 341 along the axial direction of the rotating gear 320 in the direction away from the rotating gear 320. In other words, through the axial limiting structure 340, the vibration-damping sleeve 342 can be prevented from moving in the direction close to the rotating gear 320, and can be prevented from moving in the direction away from the rotating gear 320. Therefore, by providing the axial limiting structure 340, the vibration-damping sleeve 342 and the hollow shaft 341 can be relatively fixed in the axial direction, and because the vibration-damping sleeve 342 is sleeved outside the hollow shaft 341, the vibration-damping sleeve 342 and the hollow shaft 341 are pre-fixed components, which can be installed and disassembled together, thereby reducing the difficulty of assembling the vibration-damping assembly 34 to the rotating gear 320. Moreover, the structure of the vibration-damping assembly 34 can be made compact, thereby further improving the working reliability of the vibration-damping assembly 34.

[0124] In some embodiments, Fig.12 As shown, the axial limiting structure 340 may include: a clamping groove 3421 and a clamping member 3411, the clamping groove 3421 is formed on the inner circumferential surface of the vibration-damping sleeve 342, and the clamping groove 3421 includes two groove walls 3422 arranged opposite to each other along the axial direction of the vibration-damping sleeve 342, the clamping member 3411 is arranged on the outer circumferential surface of the hollow shaft 341, and the clamping member 3411 is matched with the clamping groove 3421 to be sandwiched between the two groove walls 3422. Thus, the vibration-damping assembly 34 has a simple structure and high connection reliability, but the present invention is not limited thereto, and the axial limiting structure 340 may also be constructed in other forms, for example, the arrangement positions of the clamping groove 3421 and the clamping member 3411 may also be exchanged.

[0125] In some embodiments, Fig.13 and Fig.14 As shown, the slot 3421 can be an annular groove, and the clamp 3411 can be an annular card. Thus, the axial limiting structure 340 has a simple structure, is convenient for processing and forming, and the slot 3421 and the clamp 3411 are convenient to install in coordination, and do not need to be aligned in the circumferential direction.

[0126] In some embodiments, Fig.12As shown, the axial end faces of the vibration-damping sleeve 342 are respectively the first end face 3423 and the second end face 3424. In the axial direction of the vibration-damping sleeve 342, the distance from the center of the slot 3421 to the first end face 3423 is L1, and the distance from the center of the slot 3421 to the second end face 3424 is L2, and L1 is less than L2 (i.e., L1 < L2). As a result, the vibration-damping sleeve 342 is conveniently put on the hollow shaft 341, thereby improving the assembly efficiency of the vibration-damping assembly 34.

[0127] In some embodiments, Fig.12 As shown, the inner hole of the vibration-damping sleeve 342 may include a first hole section 3425 and a second hole section 3426. The first hole section 3425 is located on a side of the center plane of the slot 3421 close to the first end surface 3423, and the second hole section 3426 is located on a side of the center plane of the slot 3421 close to the second end surface 3424. The aperture d1 of the first hole section 3425 is greater than the aperture d2 of the second hole section 3426. As a result, the vibration-damping sleeve 342 is convenient to operate when being sleeved on the hollow shaft 341, thereby improving the assembly efficiency of the vibration-damping assembly 34.

[0128] In some embodiments, Fig.11 As shown, the first limiting structure 354a is a limiting ring 354 provided at the outer end of the support hole 353, and the limiting ring 354 stops at the outer end of the vibration-damping sleeve 342. In this way, the assembly reliability of the vibration-damping assembly 34 and the box body assembly 35 can be ensured, and when the vibration-damping assembly 34 and the box body assembly 35 are in place, the limiting ring 354 contacts the outer end of the vibration-damping sleeve 342, thereby improving the vibration-damping effect of the vibration-damping sleeve 342. Moreover, the first limiting structure 354a has a simple structure and is easy to process, and the inner ring area of ​​the limiting ring 354 can be used to observe whether the vibration-damping assembly 34 is installed in place. It should be noted that the "outside" mentioned in this paragraph and the next paragraph refers to the side away from the center of the box body assembly 35.

[0129] In some embodiments, Fig.11 As shown, the stop ring 354 has a protrusion 355 protruding from the outside to the inside, and the outer end of the vibration-damping sleeve 342 has a recessed portion 3427 for receiving the protrusion 355. Therefore, when the protrusion 355 cooperates with the recessed portion 3427, it can play a role in dispersing force, thereby improving the vibration reduction effect. However, the present invention is not limited to this. For example, in Fig.15 In the specific embodiment shown, the limiting ring 354 can also be configured to directly cooperate with the recessed portion 3427 at the outer end of the vibration damping sleeve 342, thereby saving the space occupied by the box body assembly 35 along the extension direction of the support shaft 3201, improving the compactness of the driving component 300, and also saving the use of materials for making the box body assembly 35.

[0130] In some embodiments, Fig.11As shown, the second limiting structure 3202a can be a limiting shoulder 3202 arranged on the support shaft 3201, and the limiting shoulder 3202 stops at the inner end of the hollow shaft 341. Therefore, the structure of the second limiting structure 3202a is simple and convenient for processing. It should be noted that the specific shape of the limiting shoulder 3202 is not limited, for example, it can be a continuous ring located in the circumference of the support shaft 3201 and coaxial with the support shaft 3201, and for example, it can be a boss arranged at intervals, etc., which will not be described in detail here. It should be noted that the "inside" mentioned in this paragraph refers to the side close to the center of the box body assembly 35.

[0131] In some embodiments, Fig.15 and Fig.16 As shown, the driving component 300 may include: a driving motor 31, a driving gear assembly 32 and a transmission gear assembly 33. The driving gear assembly 32 may include an input gear 321a, which is driven to rotate by the driving motor 31 (directly or indirectly). The transmission gear assembly 33 includes an anti-skid gear 331 and an output gear 332. The anti-skid gear 331 is meshed with the input gear 321a for transmission. The output gear 332 cooperates with the anti-skid gear 331 through an anti-skid structure 330 to rotate synchronously in a non-skid state. The output gear 332 is coupled to the driving rack 22 (combined with the output gear 332). Fig.17 It should be noted that the anti-skid structure 330 described in this paragraph may be, but is not limited to, the anti-skid structure 330 described above.

[0132] In short, the driving motor 31 drives the input gear 321a to rotate, the input gear 321a engages and rotates with the anti-slip gear 331, and the anti-slip gear 331 and the output gear 332 rotate synchronously through the anti-slip structure 330. Therefore, when the driving motor 31 drives the input gear 321a to rotate, the output gear 332 can be driven to transmit with the driving rack 22 in a non-slip state, so that the driving rack 22 can move along the set direction.

[0133] like Fig.15 As shown, the box assembly 35 may include a first box body 351 and a second box body 352 that are detachably connected, and a receiving cavity 350 is defined between the first box body 351 and the second box body 352. Fig.16 As shown, the first box body 351 has a support hole 353 and an axis through hole 3511, the second box body 352 has a support hole 353 and an avoidance opening 3521, and the input gear 321a, the anti-slip gear 331 and the output gear 332 are all rotating gears 320 and have a support shaft 3201.

[0134] like Fig.15 and Fig.16As shown, the driving motor 31 is arranged on the side of the first box body 351 away from the second box body 352, and the motor shaft 311 of the driving motor 31 passes through the shaft through hole 3511 into the accommodating cavity 350, the driving gear assembly 32 and the transmission gear assembly 33 are both arranged in the accommodating cavity 350, and the input gear 321a is connected to the motor shaft 311, Fig.11 The support shaft 3201 of the anti-skid gear 331 is rotatably matched with the support hole 353 at the corresponding position on the first box body 351 through the first vibration reduction component 34a, that is, the support shaft 3201 of each anti-skid gear 331 is rotatably matched with a corresponding support hole 353 on the first box body 351 through a first vibration reduction component 34a, and the support shaft 3201 of the output gear 332 is rotatably matched with the support hole 353 at the corresponding position on the second box body 352 through the second vibration reduction component 34b, that is, the support shaft 3201 of each output gear 332 is rotatably matched with a corresponding support hole 353 on the second box body 352 through a second vibration reduction component 34b, and a part of the output gear 332 is exposed in the avoidance opening 3521, combined with Fig.15 The support shaft 3201 of the input gear 321a is rotatably matched with the support hole 353 at the corresponding position on the second box body 352 through the third vibration damping assembly 34c, that is, the support shaft 3201 of each input gear 321a is rotatably matched with a corresponding support hole 353 on the second box body 352 through a third vibration damping assembly 34c, and the first vibration damping assembly 34a, the second vibration damping assembly 34b and the third vibration damping assembly 34c are all vibration damping assemblies 34.

[0135] Therefore, the input gear 321a, the output gear 332 and the anti-slip gear 331 are all rotatably matched with the box body assembly 35 through the vibration reduction assembly 34, so that when the support shaft 3201 and the box body assembly 35 transmit vibration to each other, the vibration reduction assembly 34 can be used to reduce vibration, thereby achieving the effect of vibration reduction and noise reduction.

[0136] At the same time, a vibration-damping sleeve 323 (see Figure 2 As shown), the vibration transmitted to the box body assembly 35 when the drive motor 31 is working can be reduced, and the output gear 332 and the anti-slip gear 331 are connected by an anti-slip structure 330 (as shown). Fig.16 As shown), when the output gear 332 or the anti-slip gear 331 is suddenly subjected to greater resistance, the output gear 332 and the anti-slip gear 331 can rotate relative to each other (i.e., the output gear 332 and the anti-slip gear 331 slip). For example, when the output gear 332 is stuck, the drive motor 31 can also drive the anti-slip gear 331 to rotate normally, while the output gear 332 does not rotate at this time, thereby reducing the risk of damage to the drive motor 31 when it is stuck.

[0137] In some embodiments, Fig.16 As shown, the anti-slip gear 331 in the anti-slip gear assembly 33a (such as the first gear 331a in the second aspect) can have a first receiving groove 3318 on the axial side away from the output gear 332 (such as the second gear 332a in the second aspect), and the anti-slip gear assembly 33a can include a first vibration reduction assembly 34a (the first vibration reduction assembly 34a described in this paragraph can be a vibration reduction assembly 34, or it can also be a common vibration reduction gasket) arranged in the first receiving groove 3318, and the output gear 332 (such as the second gear 332a in the second aspect) can have a second receiving groove 3326 on the axial side away from the anti-slip gear 331 (such as the first gear 331a in the second aspect). Figure 5 As shown in the figure, the anti-slip gear assembly 33a may include a second vibration reduction assembly 34b (the second vibration reduction assembly 34b described in this paragraph may be the vibration reduction assembly 34 or may not be the vibration reduction assembly 34, for example, it may also be a common vibration reduction gasket) disposed in the second receiving groove 3326. Thus, by providing the first receiving groove 3318 and the second receiving groove 3326, the compactness of the structure of the anti-slip gear assembly 33a may be improved, and the positioning of the first vibration reduction assembly 34a and the second vibration reduction assembly 34b may be convenient, and the assembly reliability may be high.

[0138] Hereinafter, an air conditioner 1000 according to a fourth embodiment of the present invention will be described with reference to the accompanying drawings.

[0139] like Fig.17 and Fig.18 As shown, the air conditioner 1000 according to the fourth embodiment of the present invention may include: an air conditioner body 100, a door opening and closing component 200 and a driving component 300, the air conditioner body 100 may include an air supply component 11 and a heat exchange component 12, the air conditioner body 100 has a front air outlet area 101, and the air conditioner body 100 has a front air outlet area 101. Figure 19-20 The door opening and closing member 200 is disposed on the outside of the air conditioner body 100. Fig.21 , and the door opening and closing component 200 includes a door opening and closing 21 and a driving rack 22, combined Figure 19-20 The switch door 21 can slide up and down relative to the air conditioner body 100 to open and close the front air outlet area 101. Fig.17 The driving rack 22 is disposed on the inner side of the switch door 21 and extends in the up-down direction.

[0140] like Fig.16As shown, the driving component 300 may include a driving mechanism 301, and the driving mechanism 301 includes: a driving motor 31, a driving gear assembly 32 and a transmission gear assembly 33, the driving gear assembly 32 includes an input gear 321a, the input gear 321a is driven to rotate by the driving motor 31, and the transmission gear assembly 33 includes an anti-skid gear 331 and an output gear 332, the anti-skid gear 331 is meshed with the input gear 321a for transmission, the output gear 332 cooperates with the anti-skid gear 331 through an anti-skid structure 330, so as to rotate synchronously in a non-skid state, and the output gear 332 is meshed with the driving rack 22 for transmission (combined with Fig.17 ). It should be noted that the anti-skid structure 330 described in this paragraph may be, but is not limited to, the anti-skid structure 330 described above.

[0141] Therefore, since the driving component 300 includes a driving gear assembly 32 and a transmission gear assembly 33 that satisfy the above-mentioned cooperation, it can meet the transmission ratio requirements and ensure the operating speed of the switch door. Moreover, since the output gear 332 and the anti-slip gear 331 are matched through the anti-slip structure 330, when the switch door 21 is subjected to an instantaneous impact force (for example, the moment when the switch door 21 just starts to move or is stuck by a foreign object, etc.), the output gear 332 and the anti-slip gear 331 can rotate relative to each other through the anti-slip structure 330 to achieve slipping, thereby avoiding the drive motor 31 from being affected by the impact force, so as to more effectively protect the drive motor 31.

[0142] In some embodiments, Fig.16 As shown, the diameter of the output gear 332 is greater than the diameter of the anti-skid gear 331. It can be understood that, since the anti-skid gear 331 rotates synchronously with the output gear 332, when the output gear 332 is meshed with the drive rack 22 for transmission, the speed of the anti-skid gear 331 on the meshing tangent is higher than the speed of the output gear 332 on the meshing tangent, and therefore, when the output gear 332 is meshed with the drive rack 22 for transmission, it is equivalent to accelerating the speed transmitted to the drive rack 22, thereby increasing the operating speed of the switch door 21, that is, realizing the rapid lifting and lowering of the switch door 21.

[0143] In some embodiments, Fig.21 and Fig. 22 As shown, the drive rack 22 has meshing teeth 221 on both sides perpendicular to the sliding direction of the switch door 21, and the drive component 300 includes two sets of drive mechanisms 301, which are axially symmetrically arranged and respectively correspond to the meshing teeth 221 on both sides of the drive rack 22 to jointly drive the switch door 21 to slide. Therefore, the switch door 21 is jointly driven by the two sets of drive mechanisms 301, so that the working stability of the switch door 21 when sliding can be improved, the force and size of each set of drive mechanisms 301 can be reduced, and the service life and driving reliability of the drive mechanisms 301 can be extended.

[0144] In some embodiments, Figure 1 As shown, the driving gear assembly 32 may be a vibration-reducing gear assembly 32a, and the vibration-reducing gear assembly 32a may include: a vibration-reducing gear 321, a driving shaft core 322 and a vibration-reducing sleeve 323, Figure 2 As shown, the damping gear 321 is an input gear 321a and has a center hole 3211, the driving shaft core 322 is inserted into the center hole 3211, and the damping sleeve 323 includes a sleeve portion 3231, a first end surface portion 3232 and a second end surface portion 3233. The sleeve portion 3231 is sleeved on the driving shaft core 322 and inserted into the center hole 3211, so that the driving shaft core 322 transmits torque to the damping gear 321 through the damping sleeve 323. The first end surface portion 3232 and the second end surface portion 3233 are connected to the axial ends of the sleeve portion 3231 and are respectively located outside the axial end surfaces of the hub portion 3210 of the damping gear 321. It should be noted that the detailed explanation of this paragraph can refer to the relevant parts of the above-mentioned first aspect embodiment, which will not be repeated here.

[0145] Therefore, the sleeve portion 3231 in the vibration-damping sleeve 323 is sleeved on the outer side of the driving shaft core 322, and the vibration-damping gear 321 is sleeved on the outer side of the sleeve portion 3231. In other words, the sleeve portion 3231 is arranged between the vibration-damping gear 321 and the driving shaft core 322, so that the sleeve portion 3231 can be used to transmit torque to the vibration-damping gear 321, and radial vibration reduction of the vibration-damping gear 321 can be achieved. At the same time, the first end surface portion 3232 and the second end surface portion 3233 in the vibration-damping sleeve 323 are respectively located on the outer sides of the axial end surfaces of the hub portion 3210 of the vibration-damping gear 321, so that the first end surface portion 3232 and the second end surface portion 3233 can be used to achieve fixed installation of the vibration-damping gear 321 and the vibration-damping sleeve 323, and axial vibration reduction of the vibration-damping gear 321 can be achieved.

[0146] At the same time, the vibration-damping gear 321 may also generate certain vibrations during operation, and this part of the vibration will first be transmitted to the vibration-damping sleeve 323, and then transmitted to the driving shaft core 322 after being damped by the vibration-damping sleeve 323 (or all absorbed by the sleeve part 3231 and no longer transmitted to the driving shaft core 322), thereby reducing the possibility of damage to the driving shaft core 322 when subjected to large vibrations, thereby increasing the service life of the driving shaft core 322.

[0147] In short, the shaft sleeve portion 3231 can be used to enable the driving shaft core 322 to transmit torque to the vibration-damping gear 321, and to achieve radial vibration reduction and noise reduction of the vibration-damping gear 321. At the same time, the first end surface portion 3232 and the second end surface portion 3233 can be used to achieve relative axial limitation of the vibration-damping gear 321 and the vibration-damping shaft sleeve 323, avoid separation of the vibration-damping gear 321 and the vibration-damping shaft sleeve 323, and achieve axial vibration reduction and noise reduction of the vibration-damping gear 321.

[0148] In some embodiments, Figure 2 As shown, the driving shaft core 322 may include a baffle portion 3221, and the baffle portion 3221 is stopped on the side of the first end surface portion 3232 away from the vibration-damping gear 321, so that the baffle portion 3221 and the vibration-damping gear 321 are separated by the first end surface portion 3232. Therefore, by providing the baffle portion 3221, the driving shaft core 322 and the vibration-damping gear 321 can be relatively axially limited in a simple and effective manner, and the driving shaft core 322 is prevented from being separated from the vibration-damping gear 321 along the direction from the baffle portion 3221 to the first end surface portion 3232, thereby simply and effectively improving the connection reliability of the driving shaft core 322 and the vibration-damping gear 321.

[0149] In addition, as described above, by providing the first end surface portion 3232, the baffle portion 3221 and the vibration damping gear 321 will not be in direct contact, and a portion of the vibration transmitted by the driving shaft core 322 can first be transmitted from the baffle portion 3221 to the first end surface portion 3232, absorbed by the first end surface portion 3232, and then transmitted to the vibration damping gear 321 (or all absorbed by the first end surface portion 3232 and no longer transmitted to the vibration damping gear 321). Therefore, after the vibration damping effect of the first end surface portion 3232, the vibration transmitted to the vibration damping gear 321 can be reduced, thereby reducing the risk of damage to the vibration damping gear 321, and further improving the service life of the vibration damping gear assembly 32a to a certain extent.

[0150] like Figure 2 As shown, the vibration reduction gear assembly 32a may also include a fixed end cover 324, combined with Figure 3 As shown, the fixed end cover 324 may include a connecting portion 3241 and a stopper 3242. The connecting portion 3241 is inserted into the vibration damping sleeve 323 (i.e., at least a portion of the connecting portion 3241 is inserted into the vibration damping sleeve 323) and connected to the driving shaft core 322. The stopper 3242 stops at a side of the second end surface portion 3233 away from the vibration damping gear 321, so that the stopper 3242 and the vibration damping gear 321 are separated by the second end surface portion 3233. Thus, the fixed end cover 324 can be used to simply and effectively limit the relative axial position of the driving shaft core 322 and the vibration damping gear 321, and prevent the driving shaft core 322 from being separated from the vibration damping gear 321 along the direction from the stopper 3242 to the second end surface portion 3233, thereby simply and effectively improving the connection reliability between the driving shaft core 322 and the vibration damping gear 321, and making the assembly of the vibration damping gear assembly 32a convenient and efficient.

[0151] In addition, since the second end surface portion 3233 is located between the stop portion 3242 and the vibration damping gear 321, at this time, the stop portion 3242 and the vibration damping gear 321 will not be in direct contact, and a portion of the vibration transmitted by the driving shaft core 322 can be transmitted to the stop portion 3242, first transmitted to the second end surface portion 3233 by the stop portion 3242, and then transmitted to the vibration damping gear 321 (or all absorbed by the second end surface portion 3233 and no longer transmitted to the vibration damping gear 321). Therefore, after the vibration damping effect of the second end surface portion 3233, the vibration transmitted to the vibration damping gear 321 can be reduced, thereby reducing the risk of damage to the vibration damping gear 321, and then the service life of the vibration damping gear assembly 32a can be improved to a certain extent.

[0152] In some embodiments, Figure 5 As shown, the anti-slip gear 331 may be a first gear 331a, the output gear 332 may be a second gear 332a, the first gear 331a has a first annular portion 3311, the outer ring of the first annular portion 3311 has a first matching portion 3312, and the first matching portion 3312 has an elastic buckle 3314, as shown in FIG. Figure 6 As shown, the second gear 332a has a second annular portion 3321, combined with Figure 7 The second annular portion 3321 is sleeved outside the first matching portion 3312, and the center of the inner ring cavity of the second annular portion 3321 has a cylindrical boss 3322, which is rotatably plugged into the first annular portion 3311. The inner circumferential wall of the second annular portion 3321 has a plurality of positioning grooves 3325 distributed at intervals along the circumferential direction, and the elastic buckle 3314 is suitable for cooperating with any positioning groove 3325 to form an anti-slip structure 330. When the elastic buckle 3314 cooperates with the positioning groove 3325, the first gear 331a and the second gear 332a rotate synchronously. It should be noted that the detailed explanation of this paragraph can refer to the relevant part of the above-mentioned second aspect embodiment, which will not be repeated here.

[0153] For example, when the anti-slip gear assembly 33a is working, the first gear 331a and the second gear 332a transmit torque through the cooperation between the elastic buckle 3314 and the positioning groove 3325, so that the first gear 331a and the second gear 332a can rotate synchronously. However, when one of the first gear 331a and the second gear 332a encounters a large resistance, or the first gear 331a or the second gear 332a suddenly rotates or stops, the elastic buckle 3314 can be elastically deformed, so that the elastic buckle 3314 slides out of the positioning groove 3325 matched with it and enters into the adjacent or interval positioning groove 3325 (depending on the magnitude of the impact force), that is, the first gear 331a and the second gear 332a slip. In other words, at this time, relative movement will occur between the first gear 331a and the second gear 332a until there is no more slip between the first gear 331a and the second gear 332a, and the first gear 331a and the second gear 332a can resume synchronous rotation.

[0154] It can be understood that the rotational force output by the drive motor 31 is smaller than the deformation force of the elastic buckle 3314, so that when the impact force is reduced or disappears, the first gear 331a and the second gear 332a can rotate synchronously to meet the requirement of synchronous rotation of the first gear 331a and the second gear 332a in a non-slip state.

[0155] Moreover, by setting the cylindrical boss 3322 to cooperate with the first annular portion 3311, the rotation center of the cylindrical boss 3322 and the first annular portion 3311 will not be offset at will, thereby avoiding the deformation problem of the first matching portion 3312 due to the offset, and then ensuring the reliable cooperation of the elastic buckle 3314 and the positioning groove 3325, thereby ensuring the reliability of power transmission, and by setting the cylindrical boss 3322, the structural strength of the second gear 332a with the positioning groove 3325 can be improved, thereby improving the service life of the anti-slip gear assembly 33a. In addition, in the case of slipping, by setting the cylindrical boss 3322 to cooperate with the first annular portion 3311, it can be ensured that the first gear 331a and the second gear 332a can rotate relatively stably, so that the elastic buckle 3314 can cooperate with other positioning grooves 3325.

[0156] In some embodiments, Fig.15 As shown, the driving component 300 may further include a box assembly 35, which may include a first box body 351 and a second box body 352 that are detachably connected, and a receiving cavity 350 is defined between the first box body 351 and the second box body 352. Fig.16 As shown, the first box body 351 has an axis through hole 3511, and the second box body 352 has an avoidance opening 3521. Fig.15As shown, the driving motor 31 is disposed on a side of the first box body 351 away from the second box body 352, and the motor shaft 311 of the driving motor 31 penetrates into the accommodating cavity 350 through the shaft through hole 3511, Fig.16 As shown, the driving gear assembly 32 and the transmission gear assembly 33 are both disposed in the accommodating chamber 350, and the input gear 321a is connected to the motor shaft 311, and a portion of the output gear 332 is exposed in the avoidance opening 3521 (such as Figure 8 shown).

[0157] Therefore, the driving component 300 has a simple structure, is easy to disassemble and assemble, and has a high degree of integration, and can be quickly installed. In addition, the box body assembly 35 can also protect the driving gear assembly 32 and the transmission gear assembly 33, thereby increasing the service life of the driving component 300.

[0158] In some embodiments, Fig.16 As shown, the first box body 351 and the second box body 352 are respectively provided with a support hole 353, the input gear 321a, the anti-skid gear 331 and the output gear 332 are all rotating gears 320 and have a support shaft 3201, the support shaft 3201 of the anti-skid gear 331 is rotatably matched with the support hole 353 at the corresponding position on the first box body 351 through the first vibration damping assembly 34a, the support shaft 3201 of the output gear 332 is rotatably matched with the support hole 353 at the corresponding position on the second box body 352 through the second vibration damping assembly 34b, and the support shaft 3201 of the input gear 321a is rotatably matched with the support hole 353 at the corresponding position on the second box body 352 through the third vibration damping assembly 34c.

[0159] Therefore, the input gear 321a, the output gear 332, and the anti-slip gear 331 are rotatably matched with the box body assembly 35 through the first vibration damping assembly 34a, the second vibration damping assembly 34b, and the third vibration damping assembly 34c respectively, so that when the support shaft 3201 and the box body assembly 35 transmit vibration to each other, the first vibration damping assembly 34a, the second vibration damping assembly 34b, and the third vibration damping assembly 34c can be used to dampen vibration, thereby achieving the effect of vibration reduction and noise reduction.

[0160] At the same time, a vibration-damping sleeve 323 (see Figure 2 As shown), the vibration transmitted to the box body assembly 35 when the drive motor 31 is working can be reduced, and the output gear 332 and the anti-slip gear 331 are connected by an anti-slip structure 330 (as shown). Fig.16As shown), when the output gear 332 or the anti-slip gear 331 is suddenly subjected to greater resistance, the output gear 332 and the anti-slip gear 331 can rotate relative to each other (i.e., the output gear 332 and the anti-slip gear 331 slip). For example, when the output gear 332 is stuck, the drive motor 31 can also drive the anti-slip gear 331 to rotate normally, while the output gear 332 does not rotate at this time, thereby reducing the risk of damage to the drive motor 31 when it is stuck.

[0161] In some embodiments, Fig.16 As shown, at least one of the first vibration damping assembly 34a, the second vibration damping assembly 34b and the third vibration damping assembly 34c is a vibration damping assembly 34, as shown in FIG. Fig.10 and Fig.11 As shown, the vibration reduction assembly 34 is sleeved on the support shaft 3201 and penetrates the support hole 353, the box assembly 35 has a first limiting structure 354a, and the rotating gear 320 has a second limiting structure 3202a. In the axial direction of the rotating gear 320, the first limiting structure 354a and the second limiting structure 3202a are stopped at both axial sides of the vibration reduction assembly 34. Therefore, the vibration reduction assembly 34 has a simple structure, is easy to install, and has a good vibration reduction effect.

[0162] In some embodiments, Fig.19 As shown, the air conditioner body 100 may also have a top air outlet area 102, and the top air outlet area 102 is located above the front air outlet area 101. Fig.18 and Fig.23 The air supply component 11 defines a first air duct 111 and a second air duct 112. The first air duct 111 includes an upstream air duct cavity 1111 and a downstream air duct cavity 1112 disposed above the upstream air duct cavity 1111. The second air duct 112 is disposed in the downstream air duct cavity 1112 and isolated from the first air duct 111. The downstream air duct cavity 1112 is connected to the top air outlet area 102 and the front air outlet area 101, respectively. The second air duct 112 is connected to the front air outlet area 101. The air supply component 11 also includes a first fan assembly 113 disposed in the upstream air duct cavity 1111 and a second fan assembly 114 disposed in the second air duct 112. The heat exchange component 12 is located at the entrance of the first air duct 111 and the entrance of the second air duct 112. Thus, the air outlet of the air conditioner 1000 in multiple wind-sensing modes can be realized, thereby increasing the user experience.

[0163] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0164] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A vibration-damping gear assembly, characterized in that: The vibration reducing gear assembly comprises: A vibration-reducing gear having a central hole; A driving shaft core, wherein the driving shaft core passes through the central hole; A vibration-damping sleeve, the vibration-damping sleeve comprising a sleeve portion, a first end surface portion and a second end surface portion, the sleeve portion being sleeved on the driving shaft core and passing through the center hole so that the driving shaft core transmits torque to the vibration-damping gear through the vibration-damping sleeve, the first end surface portion and the second end surface portion being connected to axial ends of the sleeve portion and being respectively located outside axial end surfaces of both sides of the hub portion of the vibration-damping gear; A fixed end cover, wherein the fixed end cover includes a connecting portion, wherein the connecting portion is passed through the vibration-damping sleeve and is connected to the driving shaft core; the driving shaft core has a plurality of locking portions spaced apart along the circumference of the driving shaft core, and the connecting portion includes an elastic buckle, wherein the plurality of elastic buckles correspond to and cooperate with the plurality of locking portions respectively, so that the fixed end cover is connected to the driving shaft core.

2. The vibration-damping gear assembly according to claim 1, characterized in that: The driving shaft core includes a baffle portion that is stopped at a side of the first end surface portion that is away from the vibration-damping gear, so that the baffle portion and the vibration-damping gear are separated by the first end surface portion.

3. The vibration-damping gear assembly according to claim 2, characterized in that: The fixed end cover also includes: The stopper portion is stopped at a side of the second end surface portion away from the damping gear, so that the stopper portion and the damping gear are separated by the second end surface portion.

4. The vibration-damping gear assembly according to claim 3, characterized in that: The elastic buckles are two and are symmetrically arranged about the central axis of the vibration-damping gear.

5. The vibration-damping gear assembly according to claim 1, characterized in that: The vibration-damping sleeve is an integrated flexible part.

6. The vibration-damping gear assembly according to claim 1, characterized in that: The outer circumferential surface and the inner circumferential surface of the shaft sleeve part are both prism circumferential surfaces, and the wall thickness of the shaft sleeve part is uniform.

7. The vibration-damping gear assembly according to claim 1, characterized in that: The driving shaft core has a central shaft hole, and the central shaft hole is suitable for cooperating with the motor shaft of the driving motor to transmit torque.

8. An air conditioner, characterized in that: include: A switch door component, the switch door component comprising a switch door and a drive rack, the drive rack being arranged on the switch door; A driving component, which is arranged on the air conditioner body and includes a driving motor, a driving gear assembly and a transmission gear assembly. The driving gear assembly is a vibration-damping gear assembly according to any one of claims 1 to 7. The driving shaft core is driven to rotate by the driving motor, and the transmission gear assembly cooperates with the driving gear assembly and the switch door respectively.

9. The air conditioner according to claim 8, characterized in that: The transmission gear assembly includes an anti-skid gear and an output gear. The anti-skid gear is meshed with the damping gear for transmission. The output gear and the anti-skid gear cooperate with each other through an anti-skid structure to rotate synchronously in a non-skid state. The output gear is meshed with the driving rack for transmission.

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