A shock-absorbing gear

Abstract

The present invention provides a shock-absorbing gear, which includes: a gear ring adapted to rotate around a rotation axis; a spoke plate connected to the inner side of the gear ring, the supplementary angle between the front surface of the spoke plate and the rotation axis is α1, and the supplementary angle between the back surface of the spoke plate and the rotation axis is α2. The ranges of both α1 and α2 are 65° to 115°, and 175° ≤ α1 + α2 ≤ 180°. By using non-uniform thickness and inclined spoke plates, the gear greatly controls the vibration characteristics of the gear on the premise of ensuring that the strength margin meets the design requirements. Its structure is simple and compact, and the weight is light, achieving the lightest weight under the condition of meeting the vibration strength requirements, and is especially suitable for aviation gears.

Description

Technical Field

[0001] The present invention relates to the technical field of gear transmission, and particularly to a shock-absorbing gear. Background Art

[0002] Gear transmission is widely used in various industries such as aerospace, automotive, and machinery. For some special aerospace transmission fields, it is required that the gear transmission has a high working speed, a large load, a light weight, and a wide common working speed range. It is required that the resonance frequency margin meets the design requirements within the full working speed range, so that the natural frequency of the gear is far from the working speed range. The conventional gears in the prior art adopt a web with an equal thickness and located in the middle of the tooth ring, making the vibration characteristics of the gear relatively fixed, and it is difficult to meet the requirement of increasing the resonance frequency margin under the requirements of heavy load and wide range of working speeds. Summary of the Invention

[0003] Therefore, the technical problem to be solved by the present invention is to overcome the defect that the prior art is difficult to meet the requirement of increasing the resonance frequency margin of gears under the requirements of heavy load and wide range of working speeds.

[0004] To solve the above technical problem, the present application provides a shock-absorbing gear, which includes:

[0005] A tooth ring adapted to rotate around a rotation axis;

[0006] A web connected to the inner side of the tooth ring. The supplementary angle between the front surface of the web and the rotation axis is α1, and the supplementary angle between the back surface of the web and the rotation axis is α2. The ranges of both α1 and α2 are 65° to 115°, and 175° ≤ α1 + α2 ≤ 180°.

[0007] Optionally, it further includes:

[0008] A mandrel in a spindle shape formed by connecting two hollow cones at their large ends; the axis of the mandrel is coaxial with the rotation axis;

[0009] The web is connected between the tooth ring and the thickest part of the spindle-shaped mandrel; the included angle between the side wall of the cone at the end of the spindle-shaped mandrel close to the front surface of the web and the rotation axis is β1, and the included angle between the side wall of the cone at the end of the spindle-shaped mandrel close to the back surface of the web and the rotation axis is β2. The ranges of both β1 and β2 are 10° to 20°, and |β1 - β2| ≤ 3°.

[0010] Optionally, a first shock-absorbing ring and a second shock-absorbing ring are clamped in the inner side of the tooth ring through a card slot; the first shock-absorbing ring is located on the side of the front surface of the web, and the second shock-absorbing ring is located on the side of the back surface of the web. Both the first shock-absorbing ring and the second shock-absorbing ring are elastic rings with openings, and both the first shock-absorbing ring and the second shock-absorbing ring are snapped into the corresponding card slots by compressing the diameter.

[0011] Optionally, the distance between the intersection point of the front side of the web and the ring gear and the front side of the ring gear is L1, and the distance between the intersection point of the back side of the web and the ring gear and the back side of the ring gear is L2, where L1 ≠ L2.

[0012] Optionally, when L1 > L2, then α1 > α2, and the range of L1 / L2 is 1 to 3.

[0013] Optionally, the range of L1 / L2 is 2 to 2.5.

[0014] Optionally, when the first damping ring and the second damping ring are installed in the corresponding card slots, the first damping ring has a greater elastic force than the second damping ring.

[0015] Optionally, the distance between the center point of the cross-section of the first damping ring and the intersection point of the front side of the web and the ring gear is L3, and the distance between the center point of the cross-section of the second damping ring and the intersection point of the front side of the web and the ring gear is L4. The range of L1 - L3 is 5 to 9 mm, and the range of L2 - L4 is 3 to 7 mm.

[0016] Optionally, both the first damping ring and the second damping ring are coated with a non-metallic material layer on the outer layer.

[0017] Optionally, the teeth of the ring gear are subjected to tooth profile modification in the tooth direction to form a tooth profile modification line. The distance between the intersection point of the tooth profile modification line and the front side of the ring gear and the highest point of the tooth profile modification line is H2, and the distance between the intersection point of the tooth profile modification line and the back side of the ring gear and the highest point of the tooth profile modification line is H1. H1 > H2, and the highest point of the tooth profile modification line is between the front side and the back side of the ring gear and close to the front side of the ring gear.

[0018] By adopting the above technical solutions, the present invention has the following technical effects:

[0019] 1. The damping gear provided by the present invention, by using a non-uniform thickness inclined web, can greatly control the vibration characteristics of the gear on the premise of ensuring that the strength margin meets the design requirements. Its structure is simple and compact, and the weight is light, achieving the lightest weight under the condition of meeting the vibration strength requirements, and is especially suitable for aviation gears.

[0020] 2. The damping gear provided by the present invention reduces the gear vibration by using damping rings that play the role of main and auxiliary damping and cooperating with the offset web. Through these comprehensive means, the vibration characteristics of the gear can be effectively controlled. After simulation calculation and relevant experiments, the maximum amplitude value of the gear can be reduced by 72%.

[0021] 3. The web of the damping gear provided by the present invention adopts a non-uniform thickness inclined design with an offset layout, which can effectively improve the resonance frequency margin of the gear. At the same time, the inclination angle of the shaft body also plays an auxiliary adjustment role while ensuring the strength design requirements.

[0022] 4. The shock-absorbing gear provided by the present invention has the offset distance and tilt angle of the web being very sensitive to the vibration characteristics of the gear, and can effectively avoid the resonance area by adjusting the corresponding parameters.

[0023] 5. For the shock-absorbing gear provided by the present invention, due to the skewed distribution of the web, the axial stiffness distribution of the gear changes. Therefore, tooth profile modification is performed on the teeth of the tooth ring in combination with the web offset, effectively improving the tooth surface contact fatigue strength and extending the service life of the gear.

[0024] 6. The shock-absorbing gear provided by the present invention has a vibration damping ring with two material structure forms inside and outside. The external non-metallic material layer can effectively reduce the metal chip alarm caused by wear. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0026] Figure 1 It is a schematic structural diagram of an embodiment of the present invention;

[0027] Figure 2 It is a schematic structural diagram of the first vibration damping ring of an embodiment of the present invention;

[0028] Figure 3 It is a schematic cross-sectional structural diagram of the first vibration damping ring of an embodiment of the present invention;

[0029] Figure 4 It is a schematic diagram of the shape of the first tooth profile modification of an embodiment of the present invention;

[0030] Figure 5 It is a schematic diagram of the shape of the second tooth profile modification of an embodiment of the present invention.

[0031] DESCRIPTION OF THE REFERENCE NUMERALS:

[0032] 1 - mandrel, 2 - first vibration damping ring, 3 - tooth ring, 4 - second vibration damping ring, 5 - web, 6 - non-metallic material layer, 7 - ring core, 8 - tooth profile modification line. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0033] The following will clearly and completely describe the technical solutions of the present invention in conjunction with the drawings. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts fall within the protection scope of the present invention.

[0034] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present invention.

[0035] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "mounted", "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0036] In addition, the technical features involved in different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0037] This embodiment provides a shock-absorbing gear.

[0038] In one embodiment, as Figures 1 to 5 shown, it includes a gear ring 3 and a web 5. The gear ring 3 is adapted to rotate about a rotation axis. The web 5 is connected to the inner side of the gear ring 3. The supplementary angle of the angle between the front surface of the web 5 and the rotation axis is α1. Taking Figure 1 as an example, that is, the inner side of the gear ring 3 is a cylindrical surface, and the cylindrical surface is coaxial with the rotation axis, then α1 is the angle between the front surface of the web 5 and a certain axial line of the cylindrical surface. And the supplementary angle of the angle between the back surface of the web 5 and the rotation axis is α2. The ranges of both α1 and α2 are 65° to 115°, and 175° ≤ α1 + α2 ≤ 180°. It should be noted that for the front and back surfaces of the gear and its components in the embodiments of the present invention, the two opposite surfaces can be arbitrarily specified, and are not defined by other factors, but only for the convenience of expression. Specifically in this embodiment, the left side of Figure 1 is selected as the orientation of the front surface.

[0039] The closer α1 and α2 are to 90°, the greater the local stiffness of the gear, which is applicable to the case where the axial force on the gear is small or there is no axial force; while the more α1 and α2 deviate from 90°, it represents that the web 5 is more inclined, which is applicable to the case where the axial force is large and the vibration margin is insufficient. However, generally, the deviation value should not be too large. The range of α1 and α2 should be 65° to 115°, that is, the deviation value relative to 90° should not be greater than 25°, so as to avoid the problems of insufficient local stiffness and strength of the gear. The deviation value is preferably between 10° and 25°, so that better gear strength and vibration margin can be obtained comprehensively. In addition, if α1 + α2 = 180°, it means that the web 5 is a plate body with equal thickness, and 175° ≤ α1 + α2 ≤ 180°, then it constitutes a non-uniform thickness designed web 5, which can effectively enhance the torque transmission capacity and stiffness of the gear, improve the torque transmission capacity and stiffness without increasing or slightly increasing the total weight of the gear, and change the vibration characteristics of the web 5 itself. In the case of cooperating with the inclined design of the web 5, the resonance frequency margin of the gear can be effectively improved. Especially under the working conditions of heavy load and wide range of operating speeds, through the above different combinations of α1 and α2, the resonance frequency margin of gears with different shapes and sizes can be targeted improved.

[0040] Based on the above embodiments, in an alternative embodiment, as Figure 1 shown, it further includes a mandrel 1. The mandrel 1 is in a spindle shape formed by connecting two hollow cones at their large ends; the axis of the mandrel 1 is coaxial with the rotation axis. The web 5 is connected between the tooth ring 3 and the thickest part of the spindle shape of the mandrel 1; the included angle between the side wall of the cone at the end of the spindle shape close to the front of the web 5 and the rotation axis is β1, and the included angle between the side wall of the cone at the end of the spindle shape close to the back of the web 5 and the rotation axis is β2. The ranges of both β1 and β2 are 10° to 20°, and the difference between β1 and β2 is less than 3°, that is, ∣β1 - β2∣ ≤ 3°.

[0041] Using a mandrel 1 with a hollow structure can reduce the total weight of the gear, which is particularly important for aviation gears. By making the mandrel 1 in a spindle shape through β1 and β2, it can be used to adjust and improve the torque transmission capacity of the gear, and at the same time cooperate to improve the stiffness. The ranges of β1 and β2 are set to 10° to 20°, which can greatly improve the torque transmission capacity, improve the torque transmission capacity and stiffness without increasing or slightly increasing the gear weight, and can improve the vibration characteristics of the mandrel 1 itself. Especially when β1 and β2 are not equal, the adjustment degree is stronger. After cooperating with different combinations of α1 and α2, the resonance margin of the gear can be comprehensively improved. And ∣β1 - β2∣ ≤ 3°, which can avoid a large difference in the bearing capacity performance of the mandrel 1 in the two axial end directions, which is particularly important when the gear with axial force has both forward and reverse functions.

[0042] Based on the above embodiments, in an alternative embodiment, as Figure 1 and2 As shown, a first vibration damping ring 2 and a second vibration damping ring 4 are clamped inside the gear ring 3 through a clamping groove; the first vibration damping ring 2 is located on the front side of the web 5, and the second vibration damping ring 4 is located on the back side of the web 5. Both the first vibration damping ring 2 and the second vibration damping ring 4 are elastic rings with openings, and both the first vibration damping ring 2 and the second vibration damping ring 4 are snapped into the corresponding clamping grooves by compressing the diameter.

[0043] The vibration damping rings snapped into the clamping grooves by compression means will closely fit the inner side wall of the gear ring 3. When the gear ring 3 vibrates, they will contract and expand accordingly, thereby generating an impedance effect on the vibration, weakening the vibration energy, so as to achieve the effect of reducing the vibration amplitude. In addition, because the vibration damping ring is equivalent to a damper, the vibration characteristics of the combined component of the gear ring 3 and the vibration damping ring can be changed. According to the damping provided by it, that is, the magnitude of the elastic force of the vibration damping ring, the resonance frequency of the entire gear can be effectively adjusted, so that its resonance frequency avoids the working rotation frequency, and the resonance frequency margin of the gear is improved. And because the web 5 and the gear ring 3 form a T-shaped support structure to a certain extent, the two end faces of the gear ring 3 are relatively more likely to vibrate. Therefore, vibration damping rings are provided on both sides of the web 5 to weaken the vibration at the far end of the gear ring 3.

[0044] Based on the above-described embodiment, in an alternative embodiment, as Figure 1 shown, the distance between the intersection point of the front surface of the web 5 and the gear ring 3 and the front surface of the gear ring 3 is L1, and the distance between the intersection point of the back surface of the web 5 and the gear ring 3 and the back surface of the gear ring 3 is L2, and L1≠L2. It should be noted that because a fillet is usually provided at the intersection of the web 5 and the gear ring 3, the intersection point of the two is the intersection point after straight-line extension. L1 and L2 can be used to adjust the distribution of the axial stiffness of the gear shaft. When L1≠L2, it means that the gear web 5 is in an eccentric state. In this way, the position of the web 5 can be adjusted according to the distribution of the axial force of the helical gear. For example, the web 5 can be made closer to the direction of the axial force received to enhance the overall stiffness of the gear, reduce the vibration amplitude, and improve the vibration characteristics. In addition, the offset web 5 can also cooperate with the vibration damping ring to change the local vibration characteristics of the gear.

[0045] Based on the above-described embodiment, in an alternative embodiment, as Figure 1As shown, when L1 > L2, then α1 > α2. Because, as described before, since the front and back of the gear can be arbitrarily specified when selected, the dimensional codes on both sides actually have a certain interchangeability. Therefore, L1 > L2 and α1 > α2 actually mean that the larger of L1 and L2 and the larger of α1 and α2 are on the same side of the web 5. This structure is suitable for situations where a large axial force needs to be borne, enhancing the axial load-bearing capacity, making the load distribution more reasonable, and thus reducing the vibration caused by uneven stress. And when the range of L1 / L2 is 1 to 3, it can not only play an adequate role in adjusting the stiffness distribution of the gear along the axis but also ensure that the gear has an appropriate radial stiffness. Preferably, when the range of L1 / L2 is within 2 to 2.5, better comprehensive effects can be achieved.

[0046] After the above parameters are comprehensively set, relevant experiments are carried out on the implementation modes of the following two groups of parameters:

[0047] Table 1 Two specific implementation modes

[0048] α1 (degrees) α2 (degrees) L1 (mm) L2 (mm) β1 (degrees) β2 (degrees) 1 99 81 23 9.2 15 16 2 113.5 66.5 21.5 11.5 11.5 11.5

[0049] In its first implementation mode, good performance is achieved under various high-speed and heavy-load working conditions; while in the second implementation mode, in the speed range above 20,000 revolutions per minute, under the same power condition, its vibration performance is reduced by about 30% compared with the first implementation mode.

[0050] Based on the above implementation mode, in an optional implementation mode, when the first damping ring 2 and the second damping ring 4 are installed in the corresponding card slots, the first damping ring 2 has a greater elastic force than the second damping ring 4. The greater elastic force is reflected in the characteristics of the elastic ring itself. It can be, for example, Figure 1 in which the cross-sectional diameter φ1 of the first damping ring 2 is larger than the cross-sectional diameter φ2 of the second damping ring 4, or the compressed radius L5 of the first damping ring 2 is smaller than the compressed radius L6 of the second damping ring 4. In short, the greater the elastic force, the more energy-absorbing ability the damping ring has to reduce vibration, and the higher the damping characteristics to change the vibration characteristics of relevant components, thereby improving the vibration frequency margin of the gear. And in the case of L1 > L2, the vibration of the front end face of the gear ring 3 is stronger than that of the back end face. Therefore, increasing the elastic force of the first damping ring 2 to make it play a stronger damping role compared with the second damping ring 4, making it play the main damping role, while the second damping ring 4 plays an auxiliary damping role, thus improving the overall vibration characteristics of the gear.

[0051] Based on the above implementation mode, in an optional implementation mode, such as Figure 1As shown, the distance between the center point of the cross-section of the first damping ring 2 and the intersection point of the front surface of the web 5 and the gear ring 3 is L3, and the distance between the center point of the cross-section of the second damping ring 4 and the intersection point of the front surface of the web 5 and the gear ring 3 is L4. The range of L1 - L3 is 5 - 9 mm, and the range of L2 - L4 is 3 - 7 mm.

[0052] L1 - L3 represents the distance between the center point of the cross-section of the first damping ring 2 and the front end face of the gear ring 3, and the same applies to L2 - L4. In order to maximize the damping effect of the damping ring, it is advisable to place the damping ring as close as possible to the end face of the gear ring 3. However, in order to adjust the vibration characteristics of the community formed by the damping ring and the gear ring 3 and keep its resonance frequency outside the operating speed range, setting the distance between the damping ring and the end face of the gear ring 3 within the above range can not only achieve a better damping effect but also provide sufficient resonance frequency margin.

[0053] Based on the above embodiment, in an alternative embodiment, as Figure 3 shown, the inside of the first damping ring 2 is a ring core 7, generally made of elastic metal, and a non-metallic material layer 6 is also coated on the ring core 7. Such a setting can effectively reduce the metal chips caused by the wear of the damping ring. Especially for aviation devices, which are equipped with alarm devices for metal chips, the outer non-metallic material layer 6 can avoid the hazards and false alarms caused by the metal chips. Similarly, the second damping ring 4 is also coated with a non-metallic material layer 6 on the outer layer.

[0054] Based on the above embodiment, in an alternative embodiment, due to the skewed distribution of the webs 5, the axial stiffness distribution of the gear changes. In order to reduce the tooth direction offloading caused by the elastic deformation of the shafting parts of the gear mechanism under heavy load conditions, tooth direction modification is performed on the teeth of the gear ring 3, that is, the tooth surface is machined along the tooth line direction. When the requirement for vibration margin is not high and the strength margin meets the requirements, Figure 4The symmetric crowning scheme with the lowest crowning point at both ends and the highest crowning point at the midpoint is shown. It should be noted that this figure uses an exaggerated drawing method to represent the crowned tooth profile line 8 after crowning. In fact, the distance H1 between the highest and lowest points of the crowning is only 0.008 mm, which is extremely small compared to the tooth profile length and its arc cannot be seen with the naked eye. This figure is obtained by extremely reducing the tooth profile length. When the gear operating environment is relatively harsh, that is, when the dynamic stress is large and the tooth surface contact fatigue is close to the limit, the combination of tooth profile crowning and the offset web 5 can be used to effectively improve the tooth surface contact fatigue. Specifically, the distance from the intersection point of the crowned tooth profile line 8 and the back of the tooth ring 3 to the highest point of the crowned tooth profile line 8 is H1, and the distance from the intersection point of the crowned tooth profile line 8 and the front of the tooth ring 3 to the highest point of the crowned tooth profile line 8 is H2. H1 > H2, and the highest point of the crowned tooth profile line 8 is closer to the front of the tooth ring 3 between the front and back of the tooth ring 3. Here, H1 is preferably 0.008 mm, and H2 is preferably 0.006 mm.

[0055] Obviously, the above embodiments are merely examples given for clear illustration and are not limitations on the implementation manners. For those of ordinary skill in the art, based on the above description, other different forms of changes or variations can be made. It is not necessary and impossible to list all the implementation manners here. And the obvious changes or variations derived therefrom are still within the protection scope of the present invention.

Claims

1. A shock-absorbing gear, characterized in that, Including: A ring gear (3), adapted to rotate about a rotational axis; A spoke plate (5), connected to the inner side of the ring gear (3). The supplementary angle between the front surface of the spoke plate (5) and the rotational axis is α1, and the supplementary angle between the back surface of the spoke plate (5) and the rotational axis is α2. The ranges of both α1 and α2 are 65° to 115°, and 175° ≤ α1 + α2 ≤ 180°. Tooth profile modification is performed on the teeth of the ring gear (3) to form a tooth profile modification line (8). The distance from the intersection point of the tooth profile modification line (8) and the front surface of the ring gear (3) to the highest point of the tooth profile modification line (8) is H2, and the distance from the intersection point of the tooth profile modification line (8) and the back surface of the ring gear (3) to the highest point of the tooth profile modification line (8) is H1. H1 > H2, and the highest point of the tooth profile modification line (8) is between the front and back surfaces of the ring gear (3) and closer to the front surface of the ring gear (3).

2. The shock-absorbing gear according to claim 1, characterized in that, Further including: A mandrel (1), in a spindle shape, which is formed by connecting two hollow cones at their large ends; the axis of the mandrel (1) is coaxial with the rotational axis; The spoke plate (5) is connected between the ring gear (3) and the thickest part of the spindle shape. The angle between the side wall of the cone at the end of the spindle shape close to the front surface of the spoke plate (5) and the rotational axis is β1, and the angle between the side wall of the cone at the end of the spindle shape close to the back surface of the spoke plate (5) and the rotational axis is β2. The ranges of both β1 and β2 are 10° to 20°, and |β1 - β2| ≤ 3°.

3. A shock-absorbing gear according to claim 1, characterized in that, A first damping ring (2) and a second damping ring (4) are clamped in the inner side of the ring gear (3) through a clamping groove. The first damping ring (2) is located on the front side of the spoke plate (5), and the second damping ring (4) is located on the back side of the spoke plate (5). Both the first damping ring (2) and the second damping ring (4) are elastic rings with openings, and both the first damping ring (2) and the second damping ring (4) are snapped into the corresponding clamping grooves by compressing the diameter.

4. The shock-absorbing gear according to claim 3, wherein, The distance from the intersection point of the front surface of the spoke plate (5) and the ring gear (3) to the front surface of the ring gear (3) is L1, and the distance from the intersection point of the back surface of the spoke plate (5) and the ring gear (3) to the back surface of the ring gear (3) is L2, and L1 ≠ L2.

5. A shock-absorbing gear according to claim 4, wherein, When L1 > L2, then α1 > α2, and the range of L1 / L2 is 1 to 3.

6. The shock-absorbing gear according to claim 5, characterized in that, The range of L1 / L2 is 2 to 2.

5.

7. A shock-absorbing gear according to claim 5, characterized in that, When the first damping ring (2) and the second damping ring (4) are installed in the corresponding clamping grooves, the first damping ring (2) has a greater elastic force than the second damping ring (4).

8. A shock-absorbing gear according to any one of claims 5 to 7, characterized in that The distance from the center point of the cross-section of the first damping ring (2) to the intersection point of the front surface of the spoke plate (5) and the ring gear (3) is L3, and the distance from the center point of the cross-section of the second damping ring (4) to the intersection point of the front surface of the spoke plate (5) and the ring gear (3) is L4. The range of L1 - L3 is 5 mm to 9 mm, and the range of L2 - L4 is 3 mm to 7 mm.

9. A damping gear according to any one of claims 3 to 7, characterized in that, Both the first damping ring (2) and the second damping ring (4) are coated with a non-metallic material layer (6) on the outer layer.

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