Vibration reduction gear of hybrid engine

Abstract

The vibration reduction gear of the hybrid engine comprises an outer gear ring, and a plurality of outer gear ring radial bosses are arranged on the inner circumference of the outer gear ring; a plurality of inner hub radial bosses are arranged on the periphery of the inner hub, and the inner hub radial bosses and the outer gear ring radial bosses are arranged in a staggered mode; each rubber block is embedded into a space formed by the radial boss of the outer gear ring and the radial boss of the inner hub; the limiting gasket is arranged on one side of the outer gear ring; the connecting piece is used for locking the limiting gasket and the outer gear ring, so that the limiting gasket, the inner hub flange part of the inner hub and the axial limiting flange part of the outer gear ring jointly clamp the rubber block in the axial direction, and when the inner hub does not have the rubber block relative to the outer gear ring, the relative circumferential rotation angle of the inner hub is limited to be 30 degrees. Gear transmission is changed into flexible transmission, torsional vibration and impact in the gear transmission process are subjected to energy absorption through compression of the multiple rubber blocks, torsional vibration and inertia force in the gear transmission process are reduced, gear knocking is avoided, and transmission is more stable.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile engine, in particular to a damping gear of a hybrid engine. BACKGROUND

[0002] Gear transmission is widely used in engine timing system and automobile driving system to transmit torque. Generally, the gear used in automobile is made of single metal material, and the transmission process is rigid connection. The torsional vibration of the input end is almost transmitted to the output end without attenuation. When the torsional vibration or unbalanced force of the power source is too large, serious unacceptable gear knocking noise will be generated. The engine balance shaft system is used to eliminate the second-order reciprocating inertia force of the crankshaft connecting rod mechanism. Therefore, there is a high unbalanced force when the balance shaft rotates at high speed. The gear is usually used to drive the balance shaft system. In order to prevent gear noise, a damping gear is usually needed.

[0003] The general technical scheme of the existing damping gear of the hybrid engine is that the damping gear is composed of an outer gear ring, an intermediate rubber layer and an inner hub. The outer gear ring and the inner hub are adhered together through the intermediate rubber. The damping performance is realized through the compression and tension deformation of the intermediate rubber layer. When the existing damping gear works, the intermediate rubber layer is repeatedly extruded and stretched. The rubber will heat up. As the temperature becomes higher and higher, and the rubber durability ages, the tensile strength performance of the rubber will decrease sharply. In severe cases, the rubber layer will be torn off, causing transmission failure and serious quality problems such as the locking of the entire rotating system. The failure risk is huge. In addition, the existing damping gear cannot withstand a large axial force, and can only use straight tooth transmission. Compared with the helical gear, the straight gear has a smaller overlap, and is more likely to produce knocking. SUMMARY

[0004] The technical problem to be solved by the present application is to provide a damping gear of a hybrid engine, which solves the problems of transmission failure and locking caused by the tearing and falling of the intermediate layer rubber due to high temperature and durability in the existing damping gear technical scheme, and the problem of being unable to withstand axial force. At the same time, the damping gear of the present application has the function of adjustable damping performance.

[0005] The technical problem to be solved by the present application is solved by the following technical scheme: A damping gear of a hybrid engine, comprising: an outer gear ring, the inner circumference of which is provided with a plurality of circumferentially distributed outer gear ring radial bosses; an inner hub, the outer circumference of which is provided with a plurality of circumferentially distributed inner hub radial bosses, the inner hub radial bosses being staggered with the outer gear ring radial bosses; a plurality of rubber blocks, each of which is embedded in the space formed by the adjacent outer gear ring radial bosses and inner hub radial bosses in an interference fit manner; A limiting washer is disposed on one side of the external gear ring; A connector is used to lock the limiting washer to the outer gear ring, such that the limiting washer, the inner hub flange of the inner hub, and the axial limiting flange on the outer gear ring are clamped together to constrain the rubber block in the axial direction. When there is no rubber block, the relative circumferential rotation angle of the inner hub relative to the outer gear ring is limited to 30°.

[0006] Preferably, in the above technical solution, the connector is a countersunk conical screw, and the external gear ring is provided with a corresponding countersunk hole to ensure a compact overall structure.

[0007] Preferably, in the above technical solution, the number of radial bosses on the outer gear ring and the inner hub are both 4, and the number of rubber blocks is 8, which are evenly distributed circumferentially.

[0008] Preferably, in the above technical solution, the rubber block is a modular design, and its stiffness can be adjusted according to the vibration reduction requirements, so as to realize the adjustable vibration reduction performance of the vibration reduction gear.

[0009] Preferably, in the above technical solution, the teeth of the external gear ring are helical gears, which enables the vibration damping gear to withstand axial force.

[0010] Preferably, in the above technical solution, the number of radial bosses on the outer gear ring and the inner hub is 2, 3 or 5, and the volume and number of the rubber blocks match the number and size of the bosses.

[0011] Preferably, in the above technical solution, the axial limiting flange includes a first external gear ring flange and a second external gear ring flange. The first external gear ring flange is used to axially constrain the rubber block, and the second external gear ring flange is used to cooperate with the connector for locking.

[0012] A balance shaft assembly, including the aforementioned damping gear.

[0013] A vehicle transmission system includes a gearbox or an electric drive system, wherein the vibration damping gear is used in the gearbox or electric drive system to achieve flexible transmission and vibration reduction and noise reduction in scenarios where gear transmission exists.

[0014] The above-described technical solution of the present invention has the following beneficial effects: This invention transforms rigid gear transmission into flexible transmission. Torsional vibration and impact during gear transmission are absorbed by the compression of multiple rubber blocks, reducing torsional vibration and inertial force during gear transmission, avoiding gear knocking, and making the transmission smoother.

[0015] Compared with existing technologies, the vibration damping gear of the present invention can withstand axial force, and the spur gear of the original solution can be replaced with a helical gear, thus achieving a better anti-knock effect for gear transmission.

[0016] The technical solution of this invention has high versatility, a compact structure, and strong interchangeability with existing solutions, thereby improving the sound quality of the product. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments of the invention and, together with their description, serve to explain the principles of the invention.

[0018] Figure 1 This is a top view of the vibration damping gear of the hybrid engine of the present invention; Figure 2 This is a top view of the damping gear of the hybrid engine of the present invention; Figure 3 This is a cross-sectional view of the vibration damping gear of the hybrid engine of the present invention; Figure 4 This is a view illustrating an application example of the present invention.

[0019] Wherein: 1-Limiting gasket, 2-Inner hub, 21-Inner hub radial boss, 22-Inner hub flange, 3-Screw, 4-Outer gear ring, 41-Outer gear ring radial boss, 42-Outer gear ring gear, 43-First outer gear ring flange, 44-Second outer gear ring flange, 5-Rubber block. Detailed Implementation

[0020] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention.

[0021] This invention provides a vibration damping gear for hybrid engines, aiming to solve the technical problems of existing integral vulcanized rubber vibration damping gears, which are prone to cracking and falling off under high temperature and alternating stress, and cannot withstand axial force, thus limiting their application scenarios.

[0022] like Figure 1 As shown, the main structure of the vibration damping gear of the present invention includes an outer gear ring 4, an inner hub 2, a rubber block 5, a limiting washer 1, and a connecting piece 3. Its core is that the pure compressive stress working state of the rubber is realized through the modular rubber block 5 and the unique axial constraint structure.

[0023] like Figure 2 and Figure 3As shown, the inner circumference of the external gear ring 4 is provided with a plurality of radial bosses 41 (four in this embodiment) evenly distributed circumferentially. Correspondingly, the outer circumference of the inner hub 2 is also provided with the same number of radial bosses 21 evenly distributed circumferentially. The radial bosses 21 of the inner hub and the radial bosses 41 of the external gear ring are staggered in the circumferential direction, thereby forming a plurality of independent, evenly distributed circumferentially accommodating spaces between them.

[0024] Each accommodating space contains an independent rubber block 5, which is embedded with an interference fit. In this embodiment, there are eight rubber blocks 5, matching the number of spaces formed by the bosses, and they are evenly distributed circumferentially. This interference fit design ensures that there is no relative circumferential rotation between the inner hub 2 and the outer gear ring 4 when there is no external torque input, i.e., it has a definite zero position. At the same time, the interference provides an initial preload, ensuring the immediacy of the transmission response.

[0025] The inner hub 2 has an inner hub flange 22 extending radially outward on one side end face. The corresponding side end face of the outer gear ring 4 has two flanges that are axially separate and have different functions: the first outer gear ring flange 43 and the second outer gear ring flange 44.

[0026] The first external gear ring flange 43 and the inner hub flange 22 are axially opposite each other, and together they form an axial limiting "groove" that precisely clamps all the rubber blocks 5 from both sides to prevent them from moving axially. The radial position of the second external gear ring flange 44 is usually designed to be larger than that of the first external gear ring flange 43, and it is mainly used to cooperate with the limiting gasket 1 and the connector 3.

[0027] The limiting washer 1 covers the side of the outer gear ring 4 where the outer gear ring flange 44 is located. The connecting piece 3 (preferably a countersunk screw in this embodiment to maintain a compact structure) passes through the limiting washer 1 and locks into the threaded hole of the outer gear ring flange 44. By tightening the connecting piece 3, the limiting washer 1, the inner hub flange 22, and the outer gear ring flange 44 are pressed together to form a stable "sandwich" locking structure. This structure fulfills a dual purpose: firstly, it axially fixes the inner hub 2, preventing it from coming out of the outer gear ring 4; secondly, by pressing the inner hub flange 22, it indirectly ensures the stable clamping of the rubber block 5 by the first outer gear ring flange 43 and the inner hub flange 22.

[0028] Based on the above structure, this invention achieves its core working mode: the pure compression working state of the rubber block 5. When torque is input from the external gear ring 4, the torque is transmitted through the radial boss 41 of the external gear ring, compressing the rubber block 5 on one side. The compressed rubber block 5 then transmits the pressure to the radial boss 21 of the inner hub, thereby driving the inner hub 2 to rotate. Throughout the entire torque transmission path, the rubber block 5 is always in a compressed state, bearing only compressive stress and not tensile stress at all. This working mode greatly improves the stress condition of the rubber, effectively avoiding the generation and propagation of fatigue cracks caused by repeated stretching, thereby significantly improving the durability and reliability of the vibration damping element under high temperature and high load conditions. In addition, the circumferential rotation angle of the inner hub 2 relative to the external gear ring 4 without the rubber block 5 is designed to be approximately 30°. This angle limits the maximum torsional angle and torque capacity of the vibration damping gear.

[0029] The rubber block 5 in this application is an independent standard module. By replacing rubber blocks with different hardness, elastic modulus, or sizes, the torsional stiffness and damping characteristics of the entire damping gear can be easily adjusted, thereby matching the damping requirements of different engines. This achieves product serialization and customization, reducing development and spare parts costs. Furthermore, the robust axial locking structure formed by the second external gear ring flange 44, the limiting washer 1, and the connecting member 3 ensures that the damping gear of this invention can reliably withstand axial forces. This allows the teeth of the external gear ring 4 to adopt a helical gear design. Compared to spur gears, helical gears have advantages such as high overlap ratio, smooth transmission, and low noise. Therefore, this invention is particularly suitable for applications with stringent NVH (noise, vibration, and harshness) requirements.

[0030] like Figure 4 The figure illustrates a typical application of the vibration-damping gear of this invention—as a drive gear in an engine balance shaft assembly. In the figure, the vibration-damping gear of this application directly replaces the original integral rubber vibration-damping gear or gear coupling. Due to its compact axial dimensions, the present invention can be directly installed into the existing assembly space without altering the surrounding structure. Its superior vibration-damping performance effectively absorbs torsional vibrations transmitted from the crankshaft, significantly reducing knocking noise in the gear transmission system. Simultaneously, because it can withstand axial forces, it allows the use of helical gears as drive gears, further optimizing gear meshing noise and improving the overall NVH level of the engine.

[0031] Although the present invention has been disclosed above with reference to embodiments, it is not intended to limit the present invention. Any person skilled in the art can make various different choices and modifications without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention is defined by the claims and their equivalents.

Claims

1. A vibration damping gear for a hybrid engine, characterized in that, include: The outer gear ring (4) has multiple circumferentially distributed radial bosses (41) on its inner circumference. The inner hub (2) has multiple circumferentially distributed radial bosses (21) on its outer periphery, and the radial bosses (21) of the inner hub and the radial bosses (41) of the outer gear ring are arranged alternately. Multiple rubber blocks (5), each of the rubber blocks (5) is embedded in the space formed by the adjacent radial boss (41) of the outer gear ring and the radial boss (21) of the inner hub in an interference fit manner; A limiting washer (1) is disposed on one side of the external gear ring (4); The connector (3) is used to lock the limiting gasket (1) and the outer gear ring (4) together, so that the limiting gasket (1), the inner hub flange (22) of the inner hub (2) and the axial limiting flange on the outer gear ring (4) are clamped together to constrain the rubber block (5) in the axial direction. The relative circumferential rotation angle of the inner hub (2) relative to the outer gear ring (4) is limited to 30° when there is no rubber block (5).

2. The vibration damping gear according to claim 1, characterized in that, The connector (3) is a countersunk conical screw, and the external gear ring (4) is provided with a corresponding countersunk hole to ensure that the overall structure is compact.

3. The vibration damping gear according to claim 1, characterized in that, The number of radial bosses (41) on the outer gear ring and the number of radial bosses (21) on the inner hub are both 4, and the number of rubber blocks (5) is 8, which are evenly distributed circumferentially.

4. The vibration damping gear according to claim 1, characterized in that, The rubber block (5) is modularly designed, and its stiffness can be adjusted according to the vibration reduction requirements to achieve adjustable vibration reduction performance of the vibration reduction gear.

5. The vibration damping gear according to claim 1, characterized in that, The teeth of the external gear ring (4) are helical gears, which enables the damping gear to withstand axial force.

6. The vibration damping gear according to claim 1, characterized in that, The number of radial bosses (41) on the outer gear ring and radial bosses (21) on the inner hub is 2, 3 or 5, and the volume and number of the rubber blocks (5) match the number and size of the bosses.

7. The vibration damping gear according to claim 1, characterized in that, The axial limiting flange includes a first external gear ring flange (43) and a second external gear ring flange (44). The first external gear ring flange (43) is used to axially constrain the rubber block (5), and the second external gear ring flange (44) is used to cooperate with the connector (3) for locking.

8. A balance shaft assembly, characterized in that, Including the vibration damping gear as described in any one of claims 1-7.

9. A vehicle transmission system, comprising a gearbox or an electric drive system, characterized in that, The transmission or electric drive system uses a damping gear as described in any one of claims 1-7 to achieve flexible transmission and vibration reduction / noise reduction in scenarios where gear transmission exists.

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