Gear click mitigation assembly

Abstract

A gear click mitigation assembly includes a rotatable shaft and a gear element mounted to the rotatable shaft. The gear element includes a primary mass rotatably fixed to the rotatable shaft and a secondary mass operatively connected to the primary mass. The gear element further includes a resilient member disposed between the secondary mass body and the primary mass body and configured to absorb variations in torque applied to the secondary mass body and mitigate gear rattling when the gear element is engaged with another gear. A gear train assembly employing the gear click mitigation assembly and a motor vehicle having such a gear train assembly are also included.

Description

Technical Field

[0001] This disclosure relates to a gear clicking noise reduction component for torque transmission gear systems. Background Technology

[0002] A gear train is a mechanical system formed by mounting multiple gears on a frame so that their teeth engage. It is typically used to transmit rotation and torque. Gear teeth are usually designed to ensure that the pitch circles of the mating gears roll over each other without slipping, thus providing a smooth transmission of motion from one gear to the next. The ratio of the pitch circles of the mating gears defines the speed ratio and mechanical gain of the gear train. The simplest example of a gear train has two gears. The input gear (also called the drive gear) transmits power to the output gear (also called the driven gear). The drive gear is typically connected to a power source, such as an electric motor or an internal combustion engine. In such an example, the torque or force output of the driven gear depends on the size ratio of the two mating gears.

[0003] Gear clicking or gear meshing noise is an acoustic disturbance generated by a gear train due to the dynamic behavior of the gears that make up the train. Typically, gear clicking is a result of excitation forces (such as angular velocity fluctuations applied to the input gear or external input forces applied to the frame on which the gear train is mounted) and tooth profile errors. Tooth profile errors are typically caused by the basic gear manufacturing process and are difficult to eliminate in mass production. Tooth profile errors often lead to increased gear clearance, which can result in repetitive impacts and springbacks of the meshing gear teeth. Gear clicking is typically caused by repetitive impacts and springbacks of the meshing gear teeth and is particularly common in unloaded or lightly loaded gears. Gear clicking can be positively or negatively influenced by the bearings supporting the gears and the corresponding gear lubrication conditions. Summary of the Invention

[0004] In one aspect, a gear clicking noise mitigation assembly includes a rotatable shaft and a gear element mounted on the rotatable shaft. The gear element includes a primary mass rotatably fixed to the rotatable shaft and a secondary mass operatively connected to the primary mass. The gear element also includes a resilience member disposed between the secondary mass and the primary mass, configured to absorb variations in torque applied to the secondary mass and to mitigate gear clicking noise when the gear element meshes with another gear.

[0005] In another aspect, a gear train assembly includes a gear click-reducing component as a sub-assembly. The gear train assembly includes a rotatable first shaft arranged along a first axis and configured to receive input torque, and a rotatable second shaft arranged along a second axis and configured to transmit gear train output torque. A first gear element is mounted to the rotatable first shaft, and a second gear element meshes with the first gear element and is mounted to the rotatable second shaft. The first gear element mounted to the rotatable first shaft is configured to receive input torque and is structured as the main gear click-reducing component.

[0006] The secondary mass may include multiple recesses, and the primary mass may include multiple lugs configured to extend into the corresponding recesses.

[0007] Each recess may be defined by a first wall and a second wall. Each lug may have a first side facing the first wall of the recess and a second side facing the second wall of the recess. Additionally, the resilient member may include a plurality of spring elements having a first spring element and a second spring element disposed in each recess. In such an embodiment, the first spring element may be disposed between the first side of the corresponding lug and the first wall of the corresponding recess, while the second spring element may be disposed between the second side of the corresponding lug and the second wall of the corresponding recess.

[0008] The gear train assembly may be additionally equipped with a retaining element configured to maintain the connection between the primary mass and the secondary mass and to retain a first spring element and a second spring element in a corresponding recess.

[0009] The retaining element can be a retaining ring.

[0010] The rotatable first axis can define a circumferential groove. In such an embodiment, a retaining ring can be seated inside the groove and configured to prevent the secondary mass from shifting along the rotatable first axis.

[0011] The secondary mass body may include multiple gear teeth.

[0012] The teeth of the secondary mass gear can be defined by a helix angle configured to direct axial forces away from the retaining ring.

[0013] The main mass can be rotatably fixed to a rotatable first axis.

[0014] The secondary mass can have an inner diameter larger than the outer diameter of the rotatable first shaft, thereby creating a rotational clearance between the two components.

[0015] The power source in a motor vehicle can supply torque to such a gear system assembly.

[0016] The present invention provides the following technical solutions.

[0017] Technical Solution 1. A gear train assembly, comprising:

[0018] A rotatable first shaft is arranged along a first axis and configured to receive input torque;

[0019] A rotatable second shaft, which is arranged along the second axis and configured to transmit the output torque of the gear train;

[0020] A first gear element, which is mounted to the rotatable first shaft; and

[0021] A second gear element meshes with the first gear element and is mounted to the rotatable second shaft;

[0022] The first gear element is structured as a gear click noise reduction component and includes:

[0023] The main mass body is connected to the rotatable first axis;

[0024] A secondary mass body, operatively connected to the primary mass body; and

[0025] A resilient member is disposed between the secondary mass and the primary mass and is configured to absorb changes in torque applied to the secondary mass and to reduce gear clicking noise caused by the meshing of the first gear element and the second gear element.

[0026] Technical Solution 2. The gear train assembly according to Technical Solution 1, wherein the secondary mass body includes a plurality of recesses, and the primary mass body includes a plurality of lugs configured to extend into the corresponding recesses.

[0027] Technical solution 3. The gear train assembly according to technical solution 2, wherein:

[0028] Each pit is defined by a first wall and a second wall;

[0029] Each lug has a first side facing the first wall of the recess and a second side facing the second wall of the recess;

[0030] The resilient member includes a plurality of spring elements, the plurality of spring elements having a first spring element and a second spring element arranged in each recess;

[0031] The first spring element is disposed between the first side of the corresponding lug and the first wall of the corresponding recess; and

[0032] The second spring element is disposed between the second side of the corresponding lug and the second wall of the corresponding recess.

[0033] Technical Solution 4. The gear train assembly according to Technical Solution 3, wherein the gear train assembly further includes a retaining element configured to maintain the connection between the primary mass body and the secondary mass body and to retain the first spring element and the second spring element in the corresponding recess.

[0034] Technical solution 5. The gear train assembly according to technical solution 4, wherein the retaining element is a retaining ring.

[0035] Technical Solution 6. The gear train assembly according to Technical Solution 5, wherein the rotatable first shaft defines a circumferential groove, and wherein the retaining ring is disposed within the groove and configured to prevent the secondary mass from shifting along the rotatable first shaft.

[0036] Technical Solution 7. The gear train assembly according to Technical Solution 6, wherein the secondary mass body includes a plurality of gear teeth.

[0037] Technical Solution 8. The gear train assembly according to Technical Solution 7, wherein the teeth of the secondary mass gear are defined by a helix angle, the helix angle being configured to direct axial force away from the retaining ring.

[0038] Technical Solution 9. The gear train assembly according to Technical Solution 1, wherein the main mass body is rotatably fixed to the rotatable first shaft.

[0039] Technical Solution 10. The gear train assembly according to Technical Solution 1, wherein the secondary mass body has an inner diameter that is larger than the outer diameter of the rotatable first shaft.

[0040] Technical Solution 11. A gear clicking noise reduction component, comprising:

[0041] Rotatable shaft; and

[0042] Gear element, which is mounted to the rotatable shaft and includes:

[0043] The main mass body is rotatably fixed to the rotatable shaft;

[0044] A secondary mass body, operatively connected to the primary mass body; and

[0045] A resilient member is arranged between the secondary mass and the primary mass and is configured to absorb variations in torque applied to the secondary mass and to reduce gear clicking noise when the gear element meshes with another gear.

[0046] Technical Solution 12. The gear clicking noise reduction assembly according to Technical Solution 11, wherein the secondary mass body includes a plurality of recesses, and the main mass body includes a plurality of lugs configured to extend into the corresponding recesses.

[0047] Technical Solution 13. The gear clicking noise reduction component according to Technical Solution 12, wherein:

[0048] Each pit is defined by a first wall and a second wall;

[0049] Each lug has a first side facing the first wall of the recess and a second side facing the second wall of the recess;

[0050] The resilient member includes a plurality of spring elements, the plurality of spring elements having a first spring element and a second spring element arranged in each recess;

[0051] The first spring element is disposed between the first side of the corresponding lug and the first wall of the corresponding recess; and

[0052] The second spring element is disposed between the second side of the corresponding lug and the second wall of the corresponding recess.

[0053] Technical Solution 14. The gear clicking noise reduction assembly according to Technical Solution 13 further includes a retaining element configured to maintain the connection between the main mass body and the secondary mass body and retain the first spring element and the second spring element in the corresponding recess.

[0054] Technical Solution 15. The gear clicking noise reduction assembly according to Technical Solution 14, wherein the retaining element is a retaining ring.

[0055] Technical Solution 16. The gear clicking noise reduction assembly according to Technical Solution 15, wherein the rotatable shaft defines a circumferential groove, and wherein the retaining ring is disposed within the groove and configured to prevent the secondary mass from shifting along the rotatable shaft.

[0056] Technical Solution 17. The gear clicking noise reduction component according to Technical Solution 16, wherein the secondary mass body includes a plurality of gear teeth.

[0057] Technical Solution 18. The gear clicking noise reduction assembly according to Technical Solution 17, wherein the gear teeth of the secondary mass body are defined by a helix angle, the helix angle being configured to guide axial force away from the retaining ring.

[0058] Technical Solution 19. The gear clicking noise reduction assembly according to Technical Solution 11, wherein the secondary mass body has an inner diameter larger than the outer diameter of the rotatable shaft.

[0059] Technical Solution 20. A motorized vehicle, comprising:

[0060] A power source, configured to generate power source torque; and

[0061] Gear train assembly configured to transmit torque from the power source to drive a load, the gear train assembly comprising:

[0062] A rotatable first shaft is arranged along a first axis and configured to receive the torque from the power source.

[0063] A rotatable second shaft, arranged along the second axis and configured to transmit the output torque of the gear train and drive the load;

[0064] A first gear element, which is mounted to the rotatable first shaft; and

[0065] A second gear element meshes with the first gear element and is mounted to the rotatable second shaft;

[0066] The first gear element includes:

[0067] The main mass body is connected to the rotatable first axis;

[0068] A secondary mass body, operatively connected to the primary mass body; and

[0069] A resilient member is arranged between the secondary mass and the primary mass and is configured to absorb changes in torque applied to the secondary mass and to reduce gear clicking noise caused by the meshing of the first gear element and the second gear element.

[0070] in:

[0071] The secondary mass includes a plurality of recesses, and the primary mass includes a plurality of lugs configured to extend into the corresponding recesses;

[0072] Each pit is defined by a first wall and a second wall;

[0073] Each lug has a first side facing the first wall of the recess and a second side facing the second wall of the recess;

[0074] The resilient member includes a plurality of spring elements, the plurality of spring elements having a first spring element and a second spring element arranged in each recess;

[0075] The first spring element is disposed between the first side of the corresponding lug and the first wall of the corresponding recess; and

[0076] The second spring element is disposed between the second side of the corresponding lug and the second wall of the corresponding recess.

[0077] The foregoing features and advantages, as well as other features and advantages, of this disclosure will become apparent from the following detailed description of embodiments and preferred modes for carrying out this disclosure, when taken in conjunction with the accompanying drawings and claims. Attached Figure Description

[0078] Figure 1 This is a schematic diagram of a motor vehicle employing a power system according to the present disclosure, the power system having a power source connected to the drive wheels via a transmission assembly and operatively connected to an accessory unit.

[0079] Figure 2 It is according to this disclosure for transmitting torque, for example, to Figure 1 The schematic perspective view of the gear train assembly of the drive wheel or accessory unit shown depicts a meshing first gear element and a second gear element, wherein the first gear element is configured as a split inertial gear click-reducing assembly having a primary mass, a secondary mass, and a resilient member disposed therebetween.

[0080] Figure 3 Based on this disclosure Figure 2 The schematic close-up cross-sectional front view of the click-reducing component shown depicts the lug of the main mass and the spring element of the rebound member, located inside the recess of the secondary mass.

[0081] Figure 4 Based on this disclosure Figure 3 The schematic close-up perspective view of the first gear element shown depicts the main mass and secondary mass in a disassembled state to illustrate specific features of the main mass.

[0082] Figure 5 Based on this disclosure Figure 2 and Figure 4 The schematic close-up partial cross-sectional side view of the gear click-reducing assembly shown depicts a retaining ring seated inside a groove on the input shaft. Detailed Implementation

[0083] The embodiments of this disclosure described herein are intended to be illustrative. Other embodiments may take different and alternative forms. Furthermore, the drawings are generally schematic and not necessarily drawn to scale. Some features may be exaggerated or minimized to show detail of particular components. Therefore, the specific structural and functional details disclosed herein should not be construed as limiting, but merely as a representative basis for teaching those skilled in the art to employ this disclosure in various ways.

[0084] Certain terms used in the following description may be for illustrative purposes only and are therefore not intended to be limiting. For example, terms such as “above” and “below” refer to orientation in the referenced figures. Terms such as “front,” “rear,” “forward,” “rear,” “left,” “right,” “rear,” “side,” “upward,” “downward,” “top,” and “bottom,” etc., describe the orientation and / or position of portions of a component or element within a consistent but arbitrary frame of reference, as becomes clear from the text describing the component or element in question and the associated figures. Furthermore, terms such as “first,” “second,” “third,” etc., may be used to describe individual components. Such terms may include the words specifically mentioned above, their derivatives, and words with similar meanings, and are used descriptively in the figures and do not represent a limitation on the scope of this disclosure as defined by the appended claims.

[0085] Referring to the accompanying drawings, in which identical elements are consistently identified by the same numbers, Figure 1 The illustration shows a wheeled motor vehicle 10. The vehicle 10 is typically arranged along a longitudinal vehicle axis and includes a power system and a passenger compartment. As shown, the power system of the vehicle 10 includes at least one power source 12, which is configured to generate a power source input or drive torque T. i As shown, power source 12 can be coupled to transmission assembly 14 and operatively connected to drive wheel axle 18 via drive shaft 16. Drive wheel axle 18 is in turn operatively connected to corresponding left road wheel 20-1 and right road wheel 20-2 configured to provide vehicle propulsion. Although a single power source 12 and a single drive wheel axle 18 are shown, the possibility of vehicle 10 using a combination of power sources and multiple drive wheel axles for its propulsion is not excluded. For example, power source 12 may include an internal combustion engine as well as an electric motor-generator to power vehicle 10. Input drive torque T is received from power source 12. i The specific load-bearing wheels 20-1 and 20-2 that provide power for the vehicle 10 to travel along the road surface can be defined as “drive” wheels.

[0086] like Figure 2 As schematically shown, vehicle 10 also includes a gear train assembly 24 having multiple meshing gears that transmit the input torque T from power source 12. i The speed ratio and mechanical gain are established during the driving load process. The main load can be the mass of vehicle 10 or an accessory unit 26 such as an alternator or oil pump. The torque input to gear train assembly 24 can be applied in a non-uniform or variable manner. For example, in vehicle 10 where power source 12 includes an internal combustion engine, the input torque T i It exhibits characteristics of a generally sinusoidal curve. When the internal combustion engine is configured as a compression-ignition or diesel power unit, the input torque T...i It may exhibit significant amplitude or changes from peak to trough.

[0087] Typically, due to the manufacturing process and molds used to produce gears, meshing gears exhibit tooth profile variations and tooth form errors. These variations and errors often lead to an increase in meshing tooth clearance or gear runout within the gear train. Input torque T i The variation in the angular velocity typically results in fluctuations in the excitation force F, which is directed into the gear train, causing high bidirectional acceleration of the meshing gears. This bidirectional acceleration of the meshing gears can cause repetitive impacts and springbacks of the meshing gear teeth across the gear clearance, resulting in an acoustic disturbance known as gear click. Therefore, the gear click in gear train assembly 24 is a dynamic response of the meshing gears, which generally varies with the magnitude of the excitation force F.

[0088] Continue to refer to Figure 2 The gear train assembly 24 includes a rotatable first shaft or input shaft 28, which is arranged along a first axis X1 and configured to receive an input power source torque T. i The first shaft 28 may be the crankshaft of an internal combustion engine. As shown, the gear train assembly 24 also includes a rotatable second shaft or output shaft 30 arranged along a second parallel axis X2. A first gear element 32 having a plurality of gear teeth 33 (in...) Figure 2 (Schematally shown) Mounted to the first shaft 28. The first gear element 32 can be considered as initially receiving and transmitting the input power source torque T. i The "drive gear" of the gear. A second gear element 34 (also having multiple gear teeth 35) Figure 2 (Schematally shown) It is mounted to the second shaft 30 and meshes with the first gear element 32. The second shaft 30 is configured to transmit the gear train output torque T, which is achieved via the ratio of the first gear element 32 to the second gear element 34. o To drive the load of accessory unit 26. Therefore, the second gear element 34 can be considered as the "driven gear" in gear train assembly 24.

[0089] The first gear element 32, mounted to the rotatable first shaft 28, is additionally configured to operate as a separate inertial gear click-reduction component. The first gear element 32 is configured to absorb the excitation force F by dividing the main gear into separate but operatively connected mass bodies or inertial bodies. Figure 2As shown, the first gear element 32 includes a primary mass 36, which is structured as an inner annular member having a first inertia and connected to a rotatable first shaft 28. The first gear element 32 also includes a secondary mass 38, shown as an outer annular member having a second inertia, which engages with and is operatively connected to the primary mass 36. As shown, the secondary mass 38 includes gear teeth 33 configured to mesh with gear teeth 35 of the second gear element 34. Gear teeth 33 and gear teeth 35 may have a helical tooth profile. Each of the primary mass 36 and the secondary mass 38 may be constructed or formed (e.g., cast and / or machined) from a metal such as carbon steel or alloy steel.

[0090] like Figure 3 and Figure 4 As shown, the primary mass 36 may include multiple lugs, shown as four individual lugs 36-1, 36-2, 36-3, and 36-4. The secondary mass 38 may include multiple recesses, shown as four individual recesses 38-1, 38-2, 38-3, and 38-4. When the secondary mass 38 is assembled with the primary mass 36, the lugs 36-1, 36-2, 36-3, and 36-4 extend into the corresponding recesses 38-1, 38-2, 38-3, and 38-4, with a space 40 provided for the lugs to offset within the recesses. Although four individual lugs 36-1, 36-2, 36-3, and 36-4 and four individual recesses 38-1, 38-2, 38-3, and 38-4 are shown, this does not preclude the gear click-reducing assembly from having fewer or more of these matching lugs and recesses.

[0091] Continue to refer to Figure 2 The gear clicking noise reduction assembly additionally includes a rebound member 42, which is disposed between the secondary mass 38 and the primary mass 36 and configured to operatively disengage from the first and second inertial bodies. The rebound member 42 may include a plurality of spring elements mounted to corresponding recesses 38-1, 38-2, 38-3, 38-4. Figure 3 In the space 40 shown in the diagram. In this embodiment of the gear click reduction assembly, the rebound member 42 includes a total of eight spring elements, wherein the first spring element 42-1 and the second spring element 42-2 are arranged in each recess 38-1, 38-2, 38-3, 38-4. The spring elements 42-1 and 42-2 are configured to substantially absorb the torque applied to the secondary mass (e.g., the input torque T). iThe change in the gears reduces the clicking sound caused by the meshing of the first gear element 32 and the second gear element 34. Specifically, the clicking sound is reduced by attenuating the excitation force F, which is otherwise transmitted across the gear tooth clearance between the first gear element 32 and the second gear element 34 via the disengagement of the first and second inertial bodies.

[0092] like Figure 4 As shown, each recess 38-1, 38-2, 38-3, 38-4 is defined by a right wall and a left wall, designated as a first wall 44 and an opposing second wall 46. Additionally, each lug 36-1, 36-2, 36-3, 36-4 has a right side and a left side, designated as a first side 48 facing the first wall 44 of the corresponding recess and a second side 50 facing the second wall 46 of the same recess. (Reference) Figure 3 and Figure 4 In the image, in each recess 38-1, 38-2, 38-3, 38-4, a first spring element 42-1 is arranged between the first side 48 of the corresponding lug 36-1, 36-2, 36-3, 36-4 and the first wall 44 of the corresponding recess. Similarly, in each recess 38-1, 38-2, 38-3, 38-4, a second spring element 42-2 is arranged between the second side 50 of the corresponding lug 36-1, 36-2, 36-3, 36-4 and the second wall 46 of the corresponding recess. As a result, individual spring elements 42-1 and 42-2 are arranged in the corresponding recesses and act on the corresponding lugs therein.

[0093] like Figure 5 As shown, the primary mass 36 is rotatably fixed (e.g., press-fitted to) a rotatable first shaft 28. On the other hand, the secondary mass 38 has an inner diameter (ID) larger than the outer diameter (OD) of the rotatable first shaft 28, thus creating a rotational clearance 52 between them. The rotational clearance 52 allows the secondary mass 38 to shift relative to the primary mass 36, compressing a corresponding spring element within the space 40, thereby absorbing the input torque T transmitted across the clearance in the meshing first gear element 32 and second gear element 34. i The gear clicking noise reduction assembly may include a retaining element 54. The retaining element 54 is configured to fix the secondary mass 38 relative to the first shaft 28 and maintain the connection between the primary mass 36 and the secondary mass 38. The retaining element 54 is also used to retain the resilient member 42 inside the gear clicking noise reduction assembly (the first spring element 42-1 and the second spring elements 42-1, 42-2 are in corresponding recesses 38-1, 38-2, 38-3, 38-4).

[0094] The retaining element 54 may be a shoulder (not shown) coupled to the rotatable shaft 28 or, for this purpose, a retaining ring ( Figure 5(shown in the diagram) A separate component. A rotatable first shaft 28 may define a circumferential groove 56. A retaining element 54 may be seated within the groove 56 and is configured to prevent the secondary mass 38 from shifting along the main rotatable axis and axially separating from the primary mass 36. The secondary mass gear teeth 33 may be made of helix angle θ (in the diagram). Figure 2 and Figure 4 As shown in the diagram, the helix angle is configured to direct the axial force (i.e., the component of the excitation force F guided along the first axis X1) away from (e.g., in the direction opposite to the retaining element 54) the retaining element 54. Therefore, the helix angle θ is advantageous during transmission and at the input torque T. i The retaining ring 54 is reliably held on the rotatable first shaft 28 under the change.

[0095] In general, gear click damping components are used to absorb variations in input torque in a gear train that could otherwise cause noise interference from repetitive impacts and rebounds of the meshing gear teeth. Gear click damping components include a two-mass gear element mounted to a rotatable shaft that receives the input torque. Resilience members, such as multiple individual spring elements, are arranged between the mass bodies of the gear element to absorb variations in input torque and attenuate the excitation forces that generate impacts and rebounds from the meshing gear teeth. The two-mass gear element may include a lug of one mass body positioned in a recess of the other mass body, with the spring element arranged in the recess and acting on the lug. Retention elements, such as snap rings, can be used to hold the click damping components together within the gear train.

[0096] The detailed description and accompanying drawings are supporting and descriptive of this disclosure, but the scope of this disclosure is defined only by the claims. While the best mode and some other embodiments for implementing the claimed disclosure have been described in detail, various alternative designs and embodiments exist for practicing the disclosure as defined in the appended claims. Furthermore, the features of the embodiments illustrated in the drawings or the various embodiments mentioned in this specification are not necessarily to be construed as independent embodiments. Rather, it is possible that each feature described in one example of an embodiment may be combined with one or more other desired features from other embodiments to produce other embodiments not described in words or by reference to the drawings. Therefore, such other embodiments fall within the framework and scope of the appended claims.

Claims

1. A gear train assembly, comprising: A rotatable first shaft is arranged along a first axis and configured to receive input torque; A rotatable second shaft, which is arranged along the second axis and configured to transmit the output torque of the gear train; A first gear element is mounted to the rotatable first shaft; and A second gear element meshes with the first gear element and is mounted to the rotatable second shaft; The first gear element is structured as a gear click noise reduction component and includes: The main mass body is connected to the rotatable first axis; A secondary mass body, operatively connected to the primary mass body; and A resilient member is disposed between the secondary mass and the primary mass and is configured to absorb changes in torque applied to the secondary mass and to reduce gear clicking noise caused by the meshing of the first gear element and the second gear element.

2. The gear train assembly according to claim 1, wherein, The secondary mass includes a plurality of recesses, and the primary mass includes a plurality of lugs configured to extend into the corresponding recesses.

3. The gear train assembly according to claim 2, wherein: Each pit is defined by a first wall and a second wall; Each lug has a first side facing the first wall of the recess and a second side facing the second wall of the recess; The resilient member includes a plurality of spring elements, the plurality of spring elements having a first spring element and a second spring element arranged in each recess; The first spring element is disposed between the first side of the corresponding lug and the first wall of the corresponding recess; and The second spring element is disposed between the second side of the corresponding lug and the second wall of the corresponding recess.

4. The gear train assembly according to claim 3, wherein, The gear train assembly additionally includes a retaining element configured to maintain the connection between the primary mass and the secondary mass and to retain the first spring element and the second spring element in the corresponding recess.

5. The gear train assembly according to claim 4, wherein, The retaining element is a retaining ring.

6. The gear train assembly according to claim 5, wherein, The rotatable first axis defines a circumferential groove, and wherein the retaining ring is seated inside the groove and configured to prevent the secondary mass from shifting along the rotatable first axis.

7. The gear train assembly according to claim 6, wherein, The secondary mass body includes multiple gear teeth.

8. The gear train assembly according to claim 7, wherein, The gear teeth of the secondary mass body are defined by a helix angle configured to direct axial force away from the retaining ring.

9. A gear clicking noise reduction component, comprising: Rotatable shaft; and Gear element, which is mounted to the rotatable shaft and includes: The main mass body is rotatably fixed to the rotatable shaft; A secondary mass body, operatively connected to the primary mass body; and A resilient member is arranged between the secondary mass and the primary mass and is configured to absorb variations in torque applied to the secondary mass and to reduce gear clicking noise when the gear element meshes with another gear.

10. A motorized vehicle, comprising: A power source, which is configured to generate power source torque; and Gear train assembly configured to transmit torque from the power source to drive a load, the gear train assembly comprising: A rotatable first shaft is arranged along a first axis and configured to receive the torque from the power source. A rotatable second shaft, arranged along the second axis and configured to transmit the output torque of the gear train and drive the load; A first gear element, which is mounted to the rotatable first shaft; and A second gear element meshes with the first gear element and is mounted to the rotatable second shaft; The first gear element includes: The main mass body is connected to the rotatable first axis; A secondary mass body, operatively connected to the primary mass body; and A resilient member is arranged between the secondary mass and the primary mass and is configured to absorb changes in torque applied to the secondary mass and to reduce gear clicking noise caused by the meshing of the first gear element and the second gear element. in: The secondary mass includes a plurality of recesses, and the primary mass includes a plurality of lugs configured to extend into the corresponding recesses; Each pit is defined by a first wall and a second wall; Each lug has a first side facing the first wall of the recess and a second side facing the second wall of the recess; The resilient member includes a plurality of spring elements, the plurality of spring elements having a first spring element and a second spring element arranged in each recess; The first spring element is disposed between the first side of the corresponding lug and the first wall of the corresponding recess; and The second spring element is disposed between the second side of the corresponding lug and the second wall of the corresponding recess.

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