Engine transmission device

Abstract

The invention provides an engine transmission device, and relates to the technical field of engines, the engine transmission device comprises an input crankshaft and a rubber gear, the rubber gear comprises a metal gear hub, a metal gear rim is arranged on the outer side of the metal gear hub, and vulcanized rubber is arranged between the metal gear hub and the metal gear rim. Limiting pins are fixedly installed on the upper side and the lower side of the metal gear hub correspondingly, fixing screws are arranged on the upper side and the lower side of the metal gear rim correspondingly, and limiting plates are arranged on the two sides of the metal gear hub and the two sides of the metal gear rim correspondingly. A circle of vulcanized rubber is vulcanized between the metal gear hub and the metal gear rim, torsional vibration and impact caused by loading and unloading of a load are buffered through good elasticity of rubber, and tooth breakage, tooth breakage and transmission failure caused by the fact that a transmission gear bears large impact due to insufficient strength are avoided; and rubber tearing caused by overlarge torque is avoided.

Description

Technical Field

[0001] The present invention belongs to the technical field of engines, and more specifically, particularly relates to an engine transmission device. Background Art

[0002] The transmission device is a mechanism used to change the speed, torque and power transmission direction from the power mechanism. Most transmission devices use ordinary gear transmission. Gear transmission is a mechanical transmission that uses the teeth of two gears to mesh with each other to transmit power and motion. According to the relative position of the axis of the gear, it is divided into parallel axis cylindrical gear transmission, intersecting axis bevel gear transmission and staggered axis helical gear transmission. The gear transmission has a wide range of power and speed applications, and has a constant transmission ratio; it has high transmission efficiency, reliable operation and long service life. However, gear transmission also has obvious defects: the impact vibration generated by gear transmission during acceleration and deceleration and high-speed operation is large, especially in complex transmission structures, the impact caused by input or output will have a great impact on the working condition and life of the gear. Ordinary gear transmission has higher requirements for gear vibration and impact bearing capacity when carrying large torque in a small space, but it cannot be improved by increasing the gear due to space requirements, which has a great impact on the service life of the gear. This phenomenon is more significant in two-stroke engines with harsh working conditions.

[0003] Therefore, in view of this, the existing structure and defects are studied and improved, and an engine transmission device is provided to achieve a more practical purpose. Summary of the invention

[0004] In order to solve the above technical problems, the present invention provides an engine transmission device to solve the above problems.

[0005] An engine transmission device includes an input crankshaft and a rubber gear, wherein the rubber gear includes a metal gear hub, a metal gear rim is arranged on the outer side of the metal gear hub, vulcanized rubber is arranged between the metal gear hub and the metal gear rim, limit pins are fixedly installed on the upper and lower sides of the metal gear hub, fixing screws are arranged on the upper and lower sides of the metal gear rim, limit plates are arranged on both sides of the metal gear hub and the metal gear rim, limit holes are arranged on the two limit plates, and flush fixing holes are arranged on the two limit plates, wherein the vulcanized rubber is made of hydrogenated nitrile rubber, the limit pin is movably sleeved in the limit hole, the fixing screw is arranged in the flush fixing hole, and the two limit plates are fixedly connected to the metal gear rim through the fixing screws.

[0006] Preferably, an input gear is provided at the upper end of the input crankshaft, a fixing pin is provided on the input gear, a driven gear is provided above the input gear, and the input gear and the driven gear are fixedly connected via the fixing pin.

[0007] Preferably, an input spur gear is fixedly mounted on the driven gear, and the input spur gear is meshedly mounted with the rubber gear.

[0008] Preferably, a transmission bevel gear is fixedly mounted on the lower end of the rubber gear, a driven bevel gear is meshingly mounted on the side end of the transmission bevel gear, and an output shaft is provided on the side end of the driven bevel gear.

[0009] Compared with the prior art, the present invention has the following beneficial effects:

[0010] In the present invention, a circle of vulcanized rubber is vulcanized between a metal gear hub and a metal gear rim on the basis of a traditional gear, and the good elasticity of the rubber is used to buffer the torsional vibration and impact caused by the loading and unloading of the load, so as to avoid the transmission gear from being broken or chipped due to insufficient strength to withstand a large impact, and thus help to improve the transmission gear's ability to resist impact and vibration, extend the engine life, reduce the engine vibration, and thus effectively improve the practicability of the device.

[0011] In the present invention, by adding a limit plate to the rubber gear of the engine transmission device, the limit plates added on both sides of the metal gear rim can rotate along with the metal gear rim during use of the rubber gear, and the limit plates are provided with limit holes, so that the limit pins on the metal gear hub can rotate slightly in the limit holes, thereby avoiding rubber tearing caused by excessive torque, thereby effectively improving the practicability of the device.

[0012] In the present invention, by adding rubber gears to the engine transmission device to replace the shock absorber, it helps to reduce the overall space size and weight of the engine and improve the power-to-weight ratio of the engine, so that the engine can cope with more severe working environments, and provide an efficient and reliable engine solution under the overall requirements of smaller space and lighter weight.

[0013] In the present invention, by adopting innovative designs such as vulcanized rubber and limit plates, the engine transmission device is significantly improved in transmission efficiency, stability and durability. This design not only improves the performance of mechanical equipment, but also reduces maintenance costs, providing a more reliable and efficient solution for the application of various transmission systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a structural schematic diagram of the rubber gear of the present invention;

[0015] Figure 2 Schematic diagram of the structure of the vulcanized rubber of the present invention;

[0016] Figure 3 It is a structural schematic diagram of the limiting plate of the present invention;

[0017] Figure 4It is a structural schematic diagram of the rubber gear transmission system of the present invention.

[0018] In the figure, the corresponding relationship between the component names and the figure numbers is: 1. input crankshaft; 11. input gear; 12. fixing pin; 13. driven gear; 14. input spur gear; 15. driving bevel gear; 16. driven bevel gear; 17. output shaft; 2. rubber gear; 21. metal gear hub; 22. metal gear rim; 23. vulcanized rubber; 24. limit pin; 25. fixing screw; 26. limit plate; 27. limit hole; 28. flush fixing hole. DETAILED DESCRIPTION

[0019] The following is a further detailed description of the embodiments of the present invention in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention but are not intended to limit the scope of the present invention.

[0020] See also Figure 1 - Figure 4 The present invention provides an engine transmission device, including an input crankshaft 1 and a rubber gear 2, wherein the rubber gear 2 includes a metal gear hub 21, a metal gear rim 22 is arranged on the outer side of the metal gear hub 21, a vulcanized rubber 23 is arranged between the metal gear hub 21 and the metal gear rim 22, limit pins 24 are fixedly installed on both upper and lower sides of the metal gear hub 21, fixing screws 25 are arranged on both upper and lower sides of the metal gear rim 22, limit plates 26 are arranged on both sides of the metal gear hub 21 and the metal gear rim 22, limit holes 27 are arranged on the two limit plates 26, and flush fixing holes 28 are arranged on the two limit plates 26, wherein the material of the vulcanized rubber 23 is hydrogenated nitrile rubber, and the limit pin 24 is movably sleeved on the limit pins 24. The fixing screw 25 is arranged in the hole 27, and the fixing screw 25 is arranged in the embedded fixing hole 28. The two limit plates 26 are fixedly connected with the metal gear rim 22 by the fixing screws 25. Since the material of the vulcanized rubber 23 is hydrogenated nitrile rubber, and the metal gear hub 21 is provided with a limit pin 24, the metal gear rim 22 is fixedly installed with the limit plate 26 by the fixing screw 25. At the same time, the limit hole 27 is arranged on the limit plate 26, so that the limit pin 24 can be twisted within a small range in the limit hole 27, so that the metal gear hub 21 and the metal gear rim 22 can be twisted within a range of plus or minus several degrees; the rotation angle is determined according to the required rubber buffer torque, and the rubber gear is controlled to twist and buffer large torque within the permitted range to avoid rubber tearing and gear failure.

[0021] An input gear 11 is provided at the upper end of the input crankshaft 1, a fixing pin 12 is provided on the input gear 11, a driven gear 13 is provided above the input gear 11, the input gear 11 and the driven gear 13 are fixedly connected by the fixing pin 12, an input spur gear 14 is fixedly installed on the driven gear 13, the input spur gear 14 is meshed with the rubber gear 2, a transmission bevel gear 15 is fixedly installed at the lower end of the rubber gear 2, a driven bevel gear 16 is meshed with the side end of the transmission bevel gear 15, an output shaft 17 is provided at the side end of the driven bevel gear 16, the input crankshaft 1 drives the input gear 11 to rotate, the input gear 11 and the fixed The fixed pin 12 cooperates to drive the driven gear 13 to rotate, and the rotation of the driven gear 13 drives the input spur gear 14 to rotate. Since the input spur gear 14 is meshed with the rubber gear 2, the metal gear rim 22 on the rubber gear 2 is forced to rotate, and the metal gear rim 22 is forced to drive the vulcanized rubber 23, and the vulcanized rubber 23 is forced to drive the metal gear hub 21 to rotate, and the metal gear hub 21 is forced to drive the transmission bevel gear 15 to rotate. Since the transmission bevel gear 15 is meshed and installed with the driven bevel gear 16, the rotation of the transmission bevel gear 15 drives the driven bevel gear 16 to rotate, and the rotation of the driven bevel gear 16 drives the output shaft 17 to rotate.

[0022] Working principle:

[0023] During the operation of the engine transmission, a key transmission mechanism is to achieve the direction conversion of the transmission system through a pair of 90° cross-axis bevel gears. This conversion process allows the input power to enter the system in one direction and the output power to leave in another direction, thereby adapting to different mechanical transmission requirements.

[0024] The process is initiated by the input crankshaft 1, which drives the input gear 11 to rotate. The input gear 11 and the fixing pin 12 work well together to cause the driven gear 13 to start rotating. The rotation of the driven gear 13 further drives the movement of the input spur gear 14. It is worth noting that the input spur gear 14 is tightly meshed with the rubber gear 2, which allows the metal gear rim 22 on the rubber gear 2 to rotate under the action of force.

[0025] As the metal gear rim 22 rotates, it also drives the vulcanized rubber 23, which in turn drives the metal gear hub 21 to rotate. The metal gear hub 21 is acted upon by a force and begins to drive the transmission bevel gear 15 to rotate. Since the transmission bevel gear 15 is meshed and installed together with the driven bevel gear 16, the rotation of the transmission bevel gear 15 directly drives the rotation of the driven bevel gear 16, and the rotation of the driven bevel gear 16 is finally transmitted to the output shaft 17, thus completing the entire transmission process. In this process, the material of the vulcanized rubber 23 is hydrogenated nitrile rubber, which is a high-strength synthetic rubber that can provide good wear resistance and elasticity.

[0026] In order to ensure the safe operation of the transmission device, a limit pin 24 is installed on the metal gear hub 21, and a limit plate 26 is installed on the metal gear rim 22 through a fixing screw 25. A limit hole 27 is opened on the limit plate 26, so that the limit pin 24 can be twisted within a certain range in the limit hole 27. This design allows the metal gear hub 21 and the metal gear rim 22 to be twisted within a range of plus or minus a few degrees, thereby effectively controlling the torsion angle of the rubber gear.

[0027] The size of the rotation angle depends on the required rubber buffer torque. In this way, the rubber gear can be controlled to twist within the permitted range, thereby buffering the torsional vibration and impact caused by load loading and unloading. This design effectively avoids the problem of rubber tearing and gear failure caused by excessive torque.

[0028] By vulcanizing a circle of vulcanized rubber 23 between the metal gear hub 21 and the metal gear rim 22, and adding a limit plate 26, the engine transmission device can effectively transmit power while protecting the components from the influence of excessive torque, thereby ensuring the stability and durability of the transmission system. When the rubber gear is subjected to torque during the transmission process, the elastic properties of the vulcanized rubber 23 enable it to absorb and disperse these torsional vibrations and impacts. This buffering effect greatly reduces the risk of the transmission gear being damaged due to excessive impact. At the same time, due to the addition of the vulcanized rubber 23, the entire transmission system responds to sudden impacts more smoothly, thereby reducing vibration and noise during the transmission process.

[0029] In addition, the design of the limit pin 24 on the metal gear hub 21 and the limit plate 26 and the limit hole 27 on the metal gear rim 22 further enhances the stability and safety of the transmission system. The small range torsion of the limit pin 24 in the limit hole 27 not only allows the metal gear hub 21 and the metal gear rim 22 to be fine-tuned within a range of plus or minus a few degrees to meet different transmission requirements, but also prevents them from being damaged due to excessive torsion.

[0030] In practical applications, the engine transmission device of this design can be widely used in various transmission systems that require high precision, high stability and high durability. By optimizing the material and structure of the transmission gears and adding necessary buffering and limiting mechanisms, these transmission systems can operate more stably and reliably, thereby improving the working efficiency and service life of the entire mechanical equipment.

[0031] By adopting innovative designs such as vulcanized rubber 23 and limit plate 26, the engine transmission device has been significantly improved in transmission efficiency, stability and durability. This design not only improves the performance of mechanical equipment, but also reduces maintenance costs, providing a more reliable and efficient solution for various transmission system applications.

[0032] The embodiments of the present invention are given for the purpose of illustration and description, and are not intended to be exhaustive or to limit the invention to the disclosed forms. Many modifications and variations will be apparent to those of ordinary skill in the art. The embodiments are selected and described in order to better illustrate the principles and practical applications of the present invention and to enable those of ordinary skill in the art to understand the present invention and thereby design various embodiments with various modifications suitable for specific uses.

Claims

1. An engine transmission device, comprising an input crankshaft (1) and a rubber gear (2), wherein the rubber gear (2) comprises a metal gear hub (21), characterized in that: A metal gear rim (22) is arranged on the outer side of the metal gear hub (21), vulcanized rubber (23) is arranged between the metal gear hub (21) and the metal gear rim (22), limiting pins (24) are fixedly installed on both upper and lower sides of the metal gear hub (21), fixing screws (25) are arranged on both upper and lower sides of the metal gear rim (22), limiting plates (26) are arranged on both sides of the metal gear hub (21) and the metal gear rim (22), limiting holes (27) are arranged on the two limiting plates (26), and flush fixing holes (28) are arranged on the two limiting plates (26); The vulcanized rubber (23) is made of hydrogenated nitrile rubber, the limit pin (24) is movably sleeved in the limit hole (27), the fixing screw (25) is arranged in the embedded fixing hole (28), and the two limit plates (26) are fixedly connected to the metal gear rim (22) through the fixing screws (25).

2. An engine transmission device as claimed in claim 1, characterized in that: An input gear (11) is provided at the upper end of the input crankshaft (1).

3. An engine transmission device as claimed in claim 2, characterized in that: The input gear (11) is provided with a fixing pin (12).

4. An engine transmission device as claimed in claim 3, characterized in that: A driven gear (13) is arranged above the input gear (11).

5. An engine transmission device as claimed in claim 4, characterized in that: The input gear (11) and the driven gear (13) are fixedly connected via a fixing pin (12).

6. An engine transmission device as claimed in claim 5, characterized in that: An input spur gear (14) is fixedly mounted on the driven gear (13).

7. An engine transmission device as claimed in claim 6, characterized in that: The input spur gear (14) is meshedly mounted with the rubber gear (2).

8. An engine transmission device as claimed in claim 7, characterized in that: A transmission bevel gear (15) is fixedly mounted on the lower end of the rubber gear (2).

9. An engine transmission device as claimed in claim 8, characterized in that: A driven bevel gear (16) is meshedly mounted on the side end portion of the transmission bevel gear (15).

10. An engine transmission device as claimed in claim 9, characterized in that: An output shaft (17) is provided at the side end of the transmission bevel gear (16).

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