A noise-reducing timing gear train capable of transmitting high power for a diesel engine

Abstract

The present application relates to diesel engine technical field, specifically to a kind of big power transmission's noise reduction timing gear train for diesel engine, including idler gear component and transition gap elimination gear component, the two sides of the idler gear component are engaged with fuel pump driving gear and camshaft driving gear respectively, when there is tooth side gap between crankshaft timing gear, hydraulic pump driving gear and transition gap elimination gear component, the maximum gear knock sound occurs, rear end gap elimination gear pair, gap elimination master gear and crankshaft timing gear form a pair of gear pair, and the tooth side gap between this pair of gear pair is eliminated by rear end gap elimination gear pair;Front end gap elimination gear pair, gap elimination master gear and hydraulic pump driving gear form a pair of gear pair, and the tooth side gap between this pair of gear pair is eliminated by front end gap elimination gear pair, realize double gear pair elastic pre-tightening gap elimination structure, and each component works cooperatively by three mechanisms of axial positioning, elastic pre-tightening and limit locking, complete gapless transmission.

Description

Technical Field

[0001] This invention relates to the field of diesel engine technology, specifically to a noise-reducing timing gear system for diesel engines that can transmit high power. Background Technology

[0002] Diesel engines are widely used in non-road mobile machinery due to their high thermal efficiency and high torque, especially as the power source for forklifts. The engine timing gear system needs to output a large amount of power to maintain the normal operation of the forklift's hydraulic system, such as lifting and lowering of goods, mast tilt control, power steering, and power transmission and distribution. Noise is generated during operation. In addition, according to the requirements of "Occupational Exposure Limits for Hazardous Factors in the Workplace Part 2: Physical Factors", the equivalent sound level limit for environmental noise during forklift operation is 85 dB(A), while the noise of diesel engines often exceeds the specified value during operation.

[0003] In existing technologies, transition gears are often used to adjust the center distance, balance the load, and buffer vibration, making the entire transmission system more efficient and durable. However, traditional transition gears often use a single involute helical gear. Although this makes the transmission smoother and the load-bearing capacity higher, it is difficult to eliminate tooth backlash, which leads to increased noise in the transmission process and lag in the rotation of the driven wheel, affecting positioning accuracy. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a noise-reducing timing gear system for diesel engines that can transmit high power, thus solving the problems mentioned in the background section.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution: a noise-reducing timing gear system for a diesel engine capable of transmitting high power, comprising an idler gear component and a transition backlash-free gear component, wherein a fuel pump drive gear and a camshaft drive gear are respectively meshed on both sides of the idler gear component, and a crankshaft timing gear and a hydraulic pump drive gear are respectively meshed on both sides of the transition backlash-free gear component, wherein the crankshaft timing gear meshes with the idler gear component, and an oil pump driven gear is meshed on the lower side of the crankshaft timing gear;

[0006] Preferably, the camshaft drive gear is provided with a phase signal disk, and the phase signal disk is provided with a cotter pin.

[0007] Preferably, the transition backlash-eliminating gear component includes a backlash-eliminating main gear, and the front and rear tooth surfaces of the backlash-eliminating main gear are respectively provided with a front backlash-eliminating auxiliary gear and a rear backlash-eliminating auxiliary gear.

[0008] Preferably, a front wave spring is provided between the backlash-eliminating main gear and the front backlash-eliminating secondary gear, and a rear wave spring is provided between the backlash-eliminating main gear and the rear backlash-eliminating secondary gear.

[0009] Preferably, a front shaft retaining ring and a rear shaft retaining ring are provided on both sides of the backlash-free main gear, a front gear spring is provided between the front backlash-free secondary gear and the front shaft retaining ring, and a rear gear spring is provided between the rear shaft retaining ring and the rear backlash-free secondary gear.

[0010] Preferably, a deep groove ball bearing is provided inside the backlash-free main gear, and a pressure plate is provided on one side of the deep groove ball bearing.

[0011] Preferably, a spring sheet is provided between the deep groove ball bearing and the pressure plate, and both ends of the spring sheet are in contact with the outer ring of the deep groove ball bearing.

[0012] Preferably, it also includes a lubrication compensation component, which includes a guide module and an opening and closing module. The guide module includes an oil box disposed in the pressure plate and an oil outlet disposed at the bottom of the oil box. A hose is connected to the oil outlet, and a rigid pipe is fixedly installed at the other end of the hose.

[0013] Preferably, the opening and closing module includes a guide rod fixedly installed at one end of the spring sheet, and a limiting frame fixedly installed at the other end of the guide rod, with the hose located inside the limiting frame.

[0014] In the above technical solution, the beneficial effects of the present invention are as follows: when there is backlash between the crankshaft timing gear, the hydraulic pump drive gear, and the transition backlash elimination gear component, the gear knocking sound is the greatest. The rear backlash elimination secondary gear, the backlash elimination main gear, and the crankshaft timing gear form a pair of gears, and the backlash between these two gears is eliminated by the rear backlash elimination secondary gear. The front backlash elimination secondary gear, the backlash elimination main gear, and the hydraulic pump drive gear form a pair of gears, and the backlash between these two gears is eliminated by the front backlash elimination secondary gear, thereby achieving the purpose of noise reduction and realizing a double-pair gear elastic preload backlash elimination structure. Each component works in concert through a triple mechanism of axial positioning, elastic preload, and limit locking to complete backlash-free transmission.

[0015] It should be understood that the foregoing general description and the following detailed description are exemplary and illustrative only, and are not intended to limit this disclosure.

[0016] This application provides an overview of various implementations or examples of the technology described in this disclosure, and is not a full disclosure of the entire scope or all features of the disclosed technology. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the gear train structure of the present invention;

[0018] Figure 2 This is a schematic cross-sectional view of the assembly structure of the transition backlash elimination gear component of the present invention;

[0019] Figure 3This is a three-dimensional exploded view of the transition backlash elimination gear component of the present invention;

[0020] Figure 4 This is a schematic diagram showing the positional relationship between the crankshaft timing gear, the transition backlash elimination gear component, and the hydraulic pump drive gear of the present invention.

[0021] Figure 5 For the present invention Figure 3 Schematic diagram of the enlarged structure at point A in the middle Figure 1 ;

[0022] Figure 6 For the present invention Figure 3 Schematic diagram of the enlarged structure at point A in the middle Figure 2 .

[0023] In the diagram: 1. Fuel pump drive gear; 2. Idler gear assembly; 3. Camshaft drive gear; 4. Phase signal disc; 5. Cotter pin; 6. Phillips head countersunk screw; 7. Crankshaft timing gear; 8. Hydraulic pump drive gear; 9. Transition backlash-free gear assembly; 91. Rear end backlash-free secondary gear; 92. Backlash-free main gear; 93. Front end backlash-free secondary gear; 94. Latch pin; 95. Rear end shaft retaining ring; 96. Rear end wave spring; 97. Rear end gear spring; 98. Front end gear spring; 99. Front end wave spring; 910. Front end shaft retaining ring; 10. Oil pump driven gear; 11. Deep groove ball bearing; 12. Spring; 13. Transition gear shaft; 14. Hex head bolt; 15. Pressure plate; 151. Oil box; 152. Oil outlet; 153. Hose; 154. Rigid pipe; 155. Guide rod; 156. Limiting frame. Detailed Implementation

[0024] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0025] Example 1: Please refer to Figures 1 to 4 The present invention provides a technical solution: a noise-reducing timing gear system for a diesel engine that can transmit high power, comprising an idler gear component 2 and a transition backlash-free gear component 9. The idler gear component 2 is respectively meshed with a fuel pump drive gear 1 and a camshaft drive gear 3 on both sides. The transition backlash-free gear component 9 is respectively meshed with a crankshaft timing gear 7 and a hydraulic pump drive gear 8 on both sides. The crankshaft timing gear 7 meshes with the idler gear component 2. The lower side of the crankshaft timing gear 7 meshes with an oil pump driven gear 10.

[0026] A phase signal disk 4 is provided on the camshaft drive gear 3, and a cotter pin 5 is provided on the phase signal disk 4.

[0027] The transition backlash-eliminating gear component 9 includes a backlash-eliminating main gear 92, and a front backlash-eliminating auxiliary gear 93 and a rear backlash-eliminating auxiliary gear 91 are respectively provided on the front and rear tooth surfaces of the backlash-eliminating main gear 92.

[0028] A front wave spring 99 is provided between the backlash-free main gear 92 and the front backlash-free secondary gear 93, and a rear wave spring 96 is provided between the backlash-free main gear 92 and the rear backlash-free secondary gear 91.

[0029] The backlash-free main gear 92 is provided with a front shaft retaining ring 910 and a rear shaft retaining ring 95 on both sides. A front gear spring 98 is provided between the front backlash-free secondary gear 93 and the front shaft retaining ring 910. A rear gear spring 97 is provided between the rear shaft retaining ring 95 and the rear backlash-free secondary gear 91.

[0030] Specifically, the gear system of the present invention consists of a fuel pump drive gear 1, an idler gear component 2, a camshaft drive gear 3, a phase signal disk 4, a cotter pin 5, a crankshaft timing gear 7, a hydraulic pump drive gear 8, a transition backlash elimination gear component 9, and an oil pump driven gear 10. The crankshaft timing gear 7, the idler gear component 2, and the camshaft drive gear 3 provide the correct timing for the engine's valve train and phase sensor: ensuring that the rotation of the camshaft and crankshaft is synchronized, and that the opening and closing times of the intake and exhaust valves are precisely matched with the movement position of the piston. In addition, the camshaft drive gear 3 is also provided with a cross-slot countersunk screw 6, which fixes the phase signal disk 4 to the camshaft drive gear 3. The cotter pin 5 can provide positioning for the phase signal disk 4 to obtain a more accurate angle, thereby providing signal support for the electronic fuel system to determine the cylinder firing order.

[0031] Furthermore, the backlash-free main gear 92 serves as a structural reference component, with transition gear shafts 13 extending axially from both ends to radially support the rear backlash-free secondary gear 91 and the front backlash-free secondary gear 93, ensuring meshing accuracy and forming a bidirectional meshing transmission chain. Both the rear backlash-free secondary gear 91 and the front backlash-free secondary gear 93 are floating gears loosely fitted onto the transition gear shafts 13, capable of slight axial movement but not circumferential relative rotation. Both the rear backlash-free secondary gear 91 and the front backlash-free secondary gear 93 have elongated grooves on their end faces, with latching pins 94 penetrating through these grooves. The backlash-free main gear 92 has a pin hole on its end face, with the latching pin 94 penetrating the elongated groove and its end embedded in the pin hole on the end face of the backlash-free main gear 92, forming an axial rigid limit to prevent the rear backlash-free secondary gear 91 and the front backlash-free secondary gear 93 from rotating. The gears disengage axially from the meshing zone, while allowing the rear backlash-free auxiliary gear 91 and the front backlash-free auxiliary gear 93 to slide axially along the long slot under the action of spring force; the rear wave spring 96 and the front wave spring 99 are installed between their respective auxiliary gears and the shaft retaining ring to provide preload force; the rear gear spring 97 and the front gear spring 98 are respectively installed between the end faces of their respective auxiliary gears and the main gear, and can be either helical springs or disc springs, to drive their respective auxiliary gears to rotate and eliminate the backlash between the meshing gear pairs; the rear shaft retaining ring 95 and the front shaft retaining ring 910 are respectively clamped on the outer side of the shoulder of the transition gear shaft 13 to limit the maximum axial displacement of the front backlash-free auxiliary gear 93 and the rear backlash-free auxiliary gear 91, preventing them from sliding excessively under the action of spring force, and forming a hard limit boundary for axial movement;

[0032] Thus, in this invention, the transition backlash-eliminating gear component 9 has three layers of gears: a rear backlash-eliminating secondary gear 91, a backlash-eliminating main gear 92, and a front backlash-eliminating secondary gear 93. When the transition backlash-eliminating gear component 9 is assembled onto the engine, the latch pin 94 is pulled out, and the method for eliminating tooth backlash is as follows: The rear backlash-eliminating secondary gear 91 is deflected by the spring force of the rear gear spring 97, eliminating the tooth backlash between it and the crankshaft timing gear 7, so that the crankshaft timing gear 7 and the front backlash-eliminating secondary gear 93 do not contact each other; the front backlash-eliminating secondary gear 93 is deflected by the spring force of the front gear spring 98, eliminating the tooth backlash between it and the hydraulic pump drive gear 8, so that the hydraulic pump drive gear 8 and the rear backlash-eliminating secondary gear 91 do not contact each other, as per the attached specification. Figure 4 As shown;

[0033] In summary, in the entire gear system, the crankshaft timing gear 7 is responsible for power output, the hydraulic pump drive gear 8 is responsible for driving the vehicle's hydraulic pump, and the transition backlash elimination gear component 9 is responsible for power transmission. When there is backlash between the crankshaft timing gear 7, the hydraulic pump drive gear 8, and the transition backlash elimination gear component 9, the gear knocking noise is the loudest. The rear backlash elimination secondary gear 91, the backlash elimination main gear 92, and the crankshaft timing gear 7 form a gear pair, and the backlash between this pair is eliminated by the rear backlash elimination secondary gear 91. The front backlash elimination secondary gear 93, the backlash elimination main gear 92, and the hydraulic pump drive gear 8 form a gear pair, and the backlash between this pair is eliminated by the front backlash elimination secondary gear 93, thereby achieving noise reduction and realizing a double-pair gear elastic preload backlash elimination structure. All components work together through a triple mechanism of axial positioning, elastic preload, and limit locking to complete backlash-free transmission.

[0034] Example 2: Please refer to Figure 5 and Figure 6 A deep groove ball bearing 11 is installed inside the backlash-free main gear 92, and a pressure plate 15 is installed on one side of the deep groove ball bearing 11.

[0035] A spring sheet 12 is provided between the deep groove ball bearing 11 and the pressure plate 15, and both ends of the spring sheet 12 are in contact with the outer ring of the deep groove ball bearing 11.

[0036] It also includes a lubrication compensation component, which includes a guide module and an opening and closing module. The guide module includes an oil box 151 disposed in the pressure plate 15 and an oil outlet 152 disposed at the bottom of the oil box 151. A hose 153 is connected to the oil outlet 152, and a rigid pipe 154 is fixedly installed at the other end of the hose 153.

[0037] The opening and closing module includes a guide rod 155 fixedly installed at the end of the spring piece 12, and a limiting frame 156 fixedly installed at the other end of the guide rod 155, with the hose 153 located inside the limiting frame 156.

[0038] Specifically, in the prior art, the inner hole of the transition gear is often press-fitted with a gear bushing. However, the alloy layer of the bushing can only withstand a small specific pressure, and the transition gear with the bushing requires sufficient lubrication when working. When the engine gear system outputs high power or lacks lubrication, bushing seizure will occur. In this invention, the transition backlash-free gear is press-fitted with a deep groove ball bearing. Its inner ring is interference-fitted with the transition gear shaft 13. The axial direction is limited by the shaft shoulder in one direction, and the other end is fixed by the retaining ring inserted into the annular groove on the shaft. The outer ring is axially limited by the bearing seat shoulder and the retaining ring together to prevent the outer ring from moving axially. In this way, it can withstand high power output and can also achieve the purpose of lubrication by using a small amount of splashed lubricating oil in the gearbox. In this invention, a hexagonal head bolt 14 is also provided to fasten the assembly to the transition gear shaft 13. The assembly consists of the transition backlash-free gear component 9, the deep groove ball bearing 11, the spring 12, and the pressure plate 15.

[0039] Furthermore, in order to cope with thermal expansion, uniform load and control vibration, the deep groove ball bearing 11 will have a preset clearance. However, the existence of clearance will also cause noise and reduce the stiffness and precision of the bearing. In this invention, the outer ring of the deep groove ball bearing 11 is pre-tightened by the spring 12 to eliminate clearance and solve the problem of clearance. Moreover, when thermal expansion occurs, the deformation of the spring 12 can provide collision space for the inner ring.

[0040] Furthermore, the pressure plate 15 is installed on the outer end of the bearing housing and limits the spring 12, pressing it against the outer ring end face of the deep groove ball bearing 11. When thermal collision does not occur, the spring 12 contacts the outer ring end face of the deep groove ball bearing 11. At this time, the inner cavity end of the limiting frame 156 will squeeze the hose 153, thereby cutting off the passage of lubricating oil. When thermal expansion occurs, the spring 12 deforms, and the limiting frame 156 will move towards the oil box 151, so that the inner cavity end of the limiting frame 156 no longer squeezes the hose 153. At this time, the passage of lubricating oil is opened, and the lubricating oil in the oil box 151 can flow from the oil outlet 152 into 513, and finally be guided by the rigid pipe 154 to the balls of the inner ring of the deep groove ball bearing 11 to lubricate and dissipate heat, making the deep groove ball bearing 11 run more smoothly and achieving the purpose of lubrication compensation.

[0041] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A noise-reducing timing gear system for a diesel engine capable of transmitting high power, comprising an idler gear component (2) and a transition backlash-free gear component (9), characterized in that: The idler gear component (2) is meshed with a fuel pump drive gear (1) and a camshaft drive gear (3) on both sides respectively. The transition backlash elimination gear component (9) is meshed with a crankshaft timing gear (7) and a hydraulic pump drive gear (8) on both sides respectively. The crankshaft timing gear (7) meshes with the idler gear component (2). The lower side of the crankshaft timing gear (7) meshes with an oil pump driven gear (10).

2. The noise-reducing timing gear system for a diesel engine capable of transmitting high power according to claim 1, characterized in that: A phase signal disk (4) is provided on the camshaft drive gear (3), and a cotter pin (5) is provided on the phase signal disk (4).

3. A noise-reducing timing gear system for a diesel engine capable of transmitting high power, as described in claim 1, is characterized in that: The transition backlash-free gear component (9) includes a backlash-free main gear (92), and the front and rear tooth surfaces of the backlash-free main gear (92) are respectively provided with a front backlash-free auxiliary gear (93) and a rear backlash-free auxiliary gear (91).

4. A noise-reducing timing gear system for a diesel engine capable of transmitting high power, as described in claim 3, characterized in that: A front wave spring (99) is provided between the backlash-free main gear (92) and the front backlash-free secondary gear (93), and a rear wave spring (96) is provided between the backlash-free main gear (92) and the rear backlash-free secondary gear (91).

5. A noise-reducing timing gear system for a diesel engine capable of transmitting high power, as described in claim 3, characterized in that: The backlash-free main gear (92) is provided with a front shaft retaining ring (910) and a rear shaft retaining ring (95) on both sides. A front gear spring (98) is provided between the front backlash-free secondary gear (93) and the front shaft retaining ring (910). A rear gear spring (97) is provided between the rear shaft retaining ring (95) and the rear backlash-free secondary gear (91).

6. A noise-reducing timing gear system for a diesel engine capable of transmitting high power, as described in claim 3, characterized in that: The backlash-free main gear (92) is provided with a deep groove ball bearing (11), and a pressure plate (15) is provided on one side of the deep groove ball bearing (11).

7. A noise-reducing timing gear system for a diesel engine capable of transmitting high power, as described in claim 6, characterized in that: A spring sheet (12) is provided between the deep groove ball bearing (11) and the pressure plate (15), and both ends of the spring sheet (12) are in contact with the outer ring of the deep groove ball bearing (11).

8. A noise-reducing timing gear system for a diesel engine capable of transmitting high power, as described in claim 6, characterized in that: It also includes a lubrication compensation component, which includes a guide module and an opening and closing module. The guide module includes an oil box (151) disposed in the pressure plate (15) and an oil outlet (152) disposed at the bottom of the oil box (151). A hose (153) is connected to the oil outlet (152), and a rigid pipe (154) is fixedly installed at the other end of the hose (153).

9. A noise-reducing timing gear system for a diesel engine capable of transmitting high power, as described in claim 8, characterized in that: The opening and closing module includes a guide rod (155) fixedly installed at the end of the spring (12) and a limiting frame (156) fixedly installed at the other end of the guide rod (155), with the hose (153) located inside the limiting frame (156).

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