Gear pair, driving mechanism and vehicle

Abstract

The utility model discloses a gear pair, a driving mechanism and a vehicle. The gear pair comprises a driving gear and a driven gear, the driving gear comprises first main teeth and first auxiliary teeth, and the modulus of at least part of transmission teeth of the first auxiliary teeth is smaller than that of the first main teeth; the driven gear comprises second main teeth and second auxiliary teeth, and the modulus of the second auxiliary teeth is smaller than that of the second main teeth. Wherein the first main teeth are in meshing transmission with the second main teeth, and the first auxiliary teeth are in meshing transmission with the second auxiliary teeth. The gear error-proofing mechanism is formed by the transmission teeth with reduced modulus, the original size of a gear pair is not affected, the number of the meshed transmission teeth in the gear error-proofing mechanism is increased, and the transmission stability of the gear pair is improved.

Description

Technical Field

[0001] The utility model generally relates to the technical field of gears, and more specifically to a gear pair, a driving mechanism and a vehicle. Background Art

[0002] In the prior art, a vehicle air conditioner is a device used in a vehicle to cool, heat, ventilate and purify the cabin. The vehicle air conditioner includes a housing having at least one opening facing the cabin to define an air outlet. The air outlet is usually provided with blades for guiding the air outlet direction. The blades are driven by a transmission gear pair to rotate around the blade rotation axis. Since the gears in the gear pair are generally small in size, misaligned teeth are easily installed during assembly, resulting in the blades not being able to rotate normally, affecting the guiding function.

[0003] Therefore, a gear misalignment prevention mechanism is provided in the gear pair to prevent the problem of misaligned gear installation. However, the existing gear misalignment prevention mechanism has a low overlap, unstable transmission, and is prone to vibration, resulting in noise and abnormal sound.

[0004] Therefore, it is necessary to provide a gear pair, a drive mechanism and a vehicle to at least partially solve the above problems. Utility Model Content

[0005] A series of simplified concepts are introduced in the utility model content section, which will be further described in detail in the detailed implementation section. The utility model content section of the utility model does not mean to attempt to define the key features and essential technical features of the technical solution claimed for protection, nor does it mean to attempt to determine the scope of protection of the technical solution claimed for protection.

[0006] In order to at least partially solve the above problems, the first aspect of the present invention provides a gear pair, comprising:

[0007] A driving gear, the driving gear comprising a first main tooth and a first auxiliary tooth, wherein the module of at least part of the transmission teeth of the first auxiliary tooth is smaller than the module of the first main tooth;

[0008] A driven gear, the driven gear comprising a second main tooth and a second auxiliary tooth, wherein a module of the second auxiliary tooth is smaller than a module of the second main tooth;

[0009] Wherein, the first main teeth mesh with the second main teeth for transmission, and the first auxiliary teeth mesh with the second auxiliary teeth for transmission.

[0010] Optionally, the module of at least some transmission teeth of the first auxiliary teeth is half of the module of the first main teeth, and the module of the second auxiliary teeth is half of the module of the second main teeth.

[0011] Optionally, the first auxiliary teeth include at least three transmission teeth and two tooth grooves, and the second auxiliary teeth include at least two transmission teeth and one tooth groove.

[0012] Optionally, there are three meshing points during the meshing transmission process between the driving gear and the driven gear in which the first auxiliary teeth and the second auxiliary teeth fully participate, and there are two meshing points during the meshing transmission process between the driving gear and the driven gear in which the first auxiliary teeth and the second auxiliary teeth do not fully participate.

[0013] Optionally, the first auxiliary teeth include adjacently arranged:

[0014] A first transmission tooth, wherein a first meshing side of the first transmission tooth is a main tooth profile, a second meshing side is an auxiliary tooth profile, and a module of the auxiliary tooth profile is half of a module of the main tooth profile;

[0015] a second transmission tooth, wherein the first meshing side and the second meshing side of the second transmission tooth are both auxiliary tooth profiles;

[0016] The third transmission tooth, the first meshing side of the third transmission tooth is the auxiliary tooth profile, the second meshing side is the main tooth profile, and the module of the auxiliary tooth profile is half of the module of the main tooth profile.

[0017] Optionally, the first auxiliary tooth further includes:

[0018] a first tooth groove, the first tooth groove being arranged between the first transmission tooth and the second transmission tooth;

[0019] The second tooth groove is arranged between the second transmission tooth and the third transmission tooth.

[0020] Optionally, the second auxiliary teeth include adjacently arranged:

[0021] A fourth transmission tooth, wherein the first meshing side and the second meshing side of the fourth transmission tooth are both auxiliary tooth profiles;

[0022] A fifth transmission tooth, wherein the first meshing side and the second meshing side of the fifth transmission tooth are both auxiliary tooth profiles.

[0023] Optionally, the second auxiliary tooth further includes:

[0024] The third tooth groove is arranged between the fourth transmission tooth and the fifth transmission tooth.

[0025] Optionally, the meshing rotation angle of the driving gear and the driven gear in which the first auxiliary tooth and the second auxiliary tooth participate is at least degrees.

[0026] Optionally, both the driving gear and the driven gear are involute gears.

[0027] Optionally, the driving gear further includes:

[0028] a first shaft, the first main tooth and the first auxiliary tooth being arranged around a first end of the first shaft;

[0029] A first connecting mechanism is disposed at the second end of the first shaft and is used for connecting to a driving motor.

[0030] Optionally, the driving gear further includes:

[0031] A first limiting mechanism is provided on a side surface of the first shaft and is used for limiting the rotational travel of the driving gear.

[0032] A second aspect of the utility model provides a driving mechanism, comprising the gear pair described in any one of the above technical solutions.

[0033] A third aspect of the utility model is a vehicle, comprising the gear pair described in any one of the above technical solutions or the drive mechanism described in the above technical solutions.

[0034] According to a gear pair, a drive mechanism and a vehicle of the utility model, the gear pair forms a gear error prevention mechanism through transmission teeth with reduced modulus, which does not affect the original size of the gear pair, increases the number of meshing transmission teeth in the gear error prevention mechanism, increases the stability of the gear pair transmission, reduces gear wear, increases the working life, and can also reduce the occurrence of noise and abnormal sound. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The following drawings of the embodiments of the present invention are used as part of the present invention for understanding the present invention. The drawings show the embodiments of the present invention and their descriptions, and are used to explain the principles of the present invention. In the drawings,

[0036] Figure 1 It is a stereogram of a gear pair in the prior art;

[0037] Figure 2 This is a usage scenario diagram of a gear pair in the prior art;

[0038] Figure 3 It is a stereoscopic diagram of a gear pair according to a preferred embodiment of the utility model;

[0039] Figure 4 It is an exploded view of a gear pair according to a preferred embodiment of the utility model;

[0040] Figure 5 This is a diagram of the installation state of a gear pair according to a preferred embodiment of the utility model, in which the driving gear and the driven gear can be installed and meshed normally;

[0041] Figure 6 This is a diagram of the installation state of a gear pair according to a preferred embodiment of the utility model, in which the first auxiliary tooth of the driving gear and the second main tooth of the driven gear have mechanical interference and cannot be installed and meshed normally;

[0042] Figure 7 This is a diagram of the installation state of a gear pair according to a preferred embodiment of the utility model, in which the first main tooth of the driving gear and the second auxiliary tooth of the driven gear have mechanical interference and cannot be installed and meshed normally;

[0043] Figure 8 It is a schematic diagram of various basic structural parameters of a driven gear according to a preferred embodiment of the utility model;

[0044] Fig. 9 A top view of a gear pair according to a preferred embodiment of the present utility model;

[0045] Fig.10 for Fig. 9 The enlarged view of the D part in FIG.

[0046] Fig.11 A comparison diagram of the meshing state between a gear pair according to a preferred embodiment of the utility model and a gear pair in the prior art;

[0047] Fig.12 A comparison diagram of the rotation angle and meshing number of gear pairs in the prior art;

[0048] Fig.13 The figure is a comparison diagram of the rotation angle and meshing number of a gear pair according to a preferred embodiment of the utility model.

[0049] Description of reference numerals:

[0050] 1: Driving gear 101: First main gear

[0051] 102: Anti-error tooth 103: First pair of teeth

[0052] 104: first axis 105: first connecting mechanism

[0053] 106: first limiting mechanism 131: first tooth profile

[0054] 132: Second tooth profile 133: Third tooth profile

[0055] 134: fourth tooth profile 135: fifth tooth profile

[0056] 136: Sixth tooth profile 137: First transmission tooth

[0057] 138: First tooth groove 139: Second transmission tooth

[0058] 140: second tooth groove 141: third transmission tooth

[0059] 2: Driven gear 201: Second main gear

[0060] 202: Anti-error tooth groove 203: Second auxiliary tooth

[0061] 204: second connection mechanism 231: seventh tooth profile

[0062] 232: Eighth tooth profile 233: Ninth tooth profile

[0063] 234: Tenth tooth profile 235: Eleventh tooth profile

[0064] 236: twelfth tooth profile 237: fourth transmission tooth

[0065] 238: Third tooth groove 239: Fifth transmission tooth DETAILED DESCRIPTION

[0066] In the following description, a large number of specific details are given to provide a more thorough understanding of the utility model. However, it is obvious to those skilled in the art that the utility model can be implemented without one or more of these details. In other examples, in order to avoid confusion with the utility model, some technical features known in the art are not described.

[0067] In order to thoroughly understand the utility model, a detailed description will be provided in the following description. It should be understood that these embodiments are provided to make the disclosure of the utility model thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. Obviously, the implementation of the embodiments of the utility model is not limited to the specific details familiar to those skilled in the art. The preferred embodiments of the utility model are described in detail below, but in addition to these detailed descriptions, the utility model may also have other embodiments.

[0068] Ordinal numbers such as "first" and "second" cited in the present invention are merely identifiers and do not have any other meanings, such as a specific order, etc. Moreover, for example, the term "first component" itself does not imply the existence of the "second component", and the term "second component" itself does not imply the existence of the "first component".

[0069] It should be noted that the terms "upper", "lower", "front", "back", "left", "right", "inside", "outside" and similar expressions used in the present invention are for illustrative purposes only and are not restrictive.

[0070] In some application scenarios, gear error prevention mechanisms such as Figure 1As shown, it includes: a driving gear 1 and a driven gear 2 that mesh with each other; the driving gear 1 is used to be installed on the motor shaft or other connecting rods connected to the motor, and the driven gear 2 is used to be installed on the transmission shaft that controls the damper. The driving gear 1 is used to drive the driven gear 2, thereby driving the damper to rotate.

[0071] Application scenarios of gear error prevention mechanism Figure 2 As shown, H is the face-blowing damper gear fit, I is the defrost damper gear fit, and J is the foot-blowing damper gear fit.

[0072] Among them, the outer circumference of the driving gear 1 has a plurality of standard teeth, and an anti-mistake tooth 102 between two adjacent standard teeth for preventing mis-installation, and the tooth thickness of the anti-mistake tooth 102 is greater than the tooth thickness of other standard teeth of the driving gear 1; the outer circumference of the driven gear 2 has a plurality of standard tooth grooves for adapting to the standard teeth of the driving gear 1, and an anti-mistake tooth groove 202 for adapting to the anti-mistake tooth 102, and the tooth groove width of the anti-mistake tooth groove 202 is greater than the tooth groove width of other standard tooth grooves of the driven gear 2. The increase in tooth thickness and tooth groove width distinguishes the modified gear teeth and tooth grooves from other standard gear teeth and tooth groove widths, so as to achieve the purpose of fast and accurate installation and anti-mistake installation.

[0073] However, the above gear error prevention mechanism has the following deficiencies and reasons:

[0074] Due to the increase in tooth thickness and tooth width, there will be a stage in the matching cycle of the two gears where the gear overlap is equal to one, resulting in unstable matching of the two gears.

[0075] When the overlap between the two gears is low, the gears may vibrate and the speed may be unstable.

[0076] When the overlap between the two gears is low, noise and abnormal sound may occur.

[0077] The two gears may not fit well together, causing increased tooth wear and shortened service life.

[0078] This may be due to the jamming of the coupling, which causes the maximum torque required by the motor to increase and the energy consumption to increase.

[0079] In order to solve or improve at least one of the above problems, the utility model discloses a gear pair, a driving mechanism and a vehicle.

[0080] Now, exemplary embodiments according to the present invention will be described in more detail with reference to the accompanying drawings.

[0081] like Figure 3 , Figure 4As shown, in a preferred embodiment, a gear pair includes: a driving gear 1 and a driven gear 2; the driving gear 1 is used to be installed on the motor shaft or other connecting rods connected to the motor, and the driven gear 2 is used to be installed on the transmission shaft for controlling the damper;

[0082] The driving gear 1 includes a first main tooth 101 and a first auxiliary tooth 103. The module of at least part of the transmission teeth of the first auxiliary tooth 103 is smaller than the module of the first main tooth 101. The tooth thickness and the full height of the transmission teeth with a small module are smaller than those of the standard transmission teeth. Therefore, the transmission teeth in the first auxiliary tooth 103 are more numerous and denser than those in other positions.

[0083] The driven gear 2 includes a second main tooth 201 and a second auxiliary tooth 203. The module of the second auxiliary tooth 203 is smaller than the module of the second main tooth 201. The tooth thickness and the total height of the transmission teeth with a small module are smaller than those of the standard transmission teeth. Therefore, the transmission teeth in the second auxiliary tooth 203 are more numerous and denser than those in other positions.

[0084] During the meshing transmission process between the first main teeth 101 and the second main teeth 201 , the first main teeth 101 and the second main teeth 201 are meshed for transmission, and the first auxiliary teeth 103 and the second auxiliary teeth 203 are meshed for transmission.

[0085] Since the module of at least part of the transmission teeth of the first auxiliary teeth 103 is smaller than the module of the first main teeth 101, this part of the transmission teeth can mesh normally with the second auxiliary teeth 203, but cannot mesh normally with the second main teeth 201. Similarly, the second auxiliary teeth 203 cannot mesh normally with the first main teeth 101.

[0086] like Figure 5 As shown, during the installation of the driving gear 1 and the driven gear 2, if the first auxiliary teeth 103 and the second auxiliary teeth 203 are installed correspondingly, the driving gear 1 and the driven gear 2 can be installed and rotated normally.

[0087] like Figure 6 , Figure 7 As shown, if the first auxiliary tooth 103 is installed correspondingly to the second main tooth 201 (or the second auxiliary tooth 203 is installed correspondingly to the first main tooth 101), it will cause mechanical interference between the driving gear 1 and the driven gear 2, and at least one cannot be installed normally or cannot rotate normally, thereby achieving the purpose of fast and accurate installation and preventing wrong installation.

[0088] The gear pair in this embodiment forms a gear anti-error mechanism by means of transmission teeth with reduced modulus, which does not affect the original size of the gear pair, increases the number of meshing transmission teeth in the gear anti-error mechanism, increases the stability of the gear pair transmission, reduces gear wear, increases the service life, and can also reduce the occurrence of noise and abnormal sound.

[0089] The gear pair in this embodiment is mainly used in the car air conditioner box. The driving gear 1 cooperates with the motor or other structures connected to the motor as the driving gear, and the driven gear 2 cooperates with the rotating shafts of each damper. When moving, the power source is transmitted to the driving gear 1, and the driving gear 1 then drives the driven gear 2 to rotate, and the driven gear 2 then drives the damper to move so that each damper reaches a specified angle when the air conditioning mode is switched. The installation position of the gear pair on the car air conditioner box can be referred to Figure 5 As shown, the error-proofing structure in this embodiment can also meet other application scenarios with similar structural requirements.

[0090] like Figure 8 As shown, some basic structural parameters of the gear are marked in the figure. For simplicity and clarity, the standard tooth structure of one of the gears in the gear error prevention mechanism introduced in this embodiment is marked in the figure, and the error prevention tooth structure and the structure of the other matching gear are similar. Wherein circle A is the top circle, and its radius is rA; circle B is the pitch circle, and its radius is rB; circle C is the root circle, and its radius is rC; P is the pitch of the gear shown, which is the center distance between any two adjacent teeth, and the radius of the pitch circle is determined by the pitch and the number of teeth. In addition to the parameters shown in the figure, there are also basic parameters such as the number of teeth, pressure angle and module. As the name implies, the number of teeth is the number of teeth on a complete gear. The commonly used angle of the current gear pressure angle is the standard value of 20°. The module is also an important basic parameter for calculating the geometric dimensions of the gear. The module can be obtained by comparing the pitch with the pi, or by comparing the pitch circle diameter with the number of teeth. The specific calculation method can refer to the prior art. The size of the module can reflect the thickness, size and load-bearing capacity of the gear. The above parameters can be customized by the designer in actual application scenarios to meet the structural design requirements.

[0091] In one embodiment, the module of at least part of the transmission teeth of the first auxiliary teeth 103 is half of the module of the first main teeth 101, and the module of the second auxiliary teeth 203 is half of the module of the second main teeth 201. Selecting half facilitates the design of the first auxiliary teeth 103 and the second auxiliary teeth 203, and other proportional relationships can also be selected as needed. The standard tooth module of the gear error prevention mechanism is twice the module of the error prevention tooth. When the pitch circle diameters of the standard teeth and the error prevention teeth are the same, the number of teeth of the error prevention teeth will be more and denser.

[0092] In one embodiment, if Fig. 9 , Fig.10 As shown, the first auxiliary tooth 103 includes at least three transmission teeth and two tooth grooves, and the second auxiliary tooth 203 includes at least two transmission teeth and one tooth groove.

[0093] Selecting the above number of transmission teeth and tooth grooves can basically achieve the purpose of preventing wrong installation. The number of transmission teeth and tooth grooves provided by the first auxiliary teeth 103 and the number of transmission teeth and tooth grooves provided by the second auxiliary teeth 203 can also be increased as needed.

[0094] In one embodiment, if Fig.11 As shown, there are three meshing points between the driving gear 1 and the driven gear 2 in the meshing transmission process where the first auxiliary teeth 103 and the second auxiliary teeth 203 fully participate, and there are two meshing points between the driving gear 1 and the driven gear 2 in the meshing transmission process where the first auxiliary teeth 103 and the second auxiliary teeth 203 do not fully participate.

[0095] During the rotation of the gear pair, the increase in the number of meshing points of the gear anti-mismatch mechanism directly reflects the increase in the gear overlap. Compared with the existing gear anti-mismatch mechanism, the overlap of the two gears in this embodiment will not be reduced to one due to gear anti-mismatch, but will increase the overlap, improve the stability of the two gear transmission, and the speed will become more stable. It avoids the noise and abnormal sound caused by the large impact force, and also reduces the wear of the anti-mismatch teeth and anti-mismatch tooth grooves, thereby increasing the service life. The two gears are matched smoothly, and the maximum torque required to drive the motor becomes smaller, thereby saving energy.

[0096] In one embodiment, if Fig. 9 , Fig.10 As shown, the first auxiliary tooth 103 includes adjacently arranged:

[0097] A first transmission tooth 137, wherein the first meshing side of the first transmission tooth 137 is a main tooth profile, i.e., a sixth tooth profile 136 in the figure, and the second meshing side is an auxiliary tooth profile, i.e., a fifth tooth profile 135 in the figure, and the module of the auxiliary tooth profile is half of the module of the main tooth profile;

[0098] The second transmission tooth 139, the first meshing side and the second meshing side of the second transmission tooth 139 are both auxiliary tooth profiles, that is, the fourth tooth profile 134 and the third tooth profile 133 in the figure;

[0099] The third transmission tooth 141, the first meshing side of the third transmission tooth 141 is the auxiliary tooth profile, that is, the second tooth profile 132 in the figure, the second meshing side is the main tooth profile, that is, the first tooth profile 131 in the figure, and the module of the auxiliary tooth profile is half of the module of the main tooth profile.

[0100] In one embodiment, if Fig. 9 , Fig.10 As shown, the first auxiliary tooth 103 also includes:

[0101] A first tooth groove 138, wherein the first tooth groove 138 is disposed between the first transmission tooth 137 and the second transmission tooth 139;

[0102] The second tooth groove 140 is disposed between the second transmission tooth 139 and the third transmission tooth 141 .

[0103] In one embodiment, if Fig. 9 , Fig.10 As shown, the second auxiliary tooth 203 includes adjacently arranged:

[0104] A fourth transmission tooth 237, wherein the first meshing side and the second meshing side of the fourth transmission tooth 237 are both auxiliary tooth profiles, namely the eleventh tooth profile 235 and the tenth tooth profile 234 in the figure;

[0105] The fifth transmission tooth 239 , the first meshing side and the second meshing side of the fifth transmission tooth 239 are both auxiliary tooth profiles, namely the ninth tooth profile 233 and the eighth tooth profile 232 in the figure.

[0106] The twelfth tooth profile 236 in the figure is the tooth profile of the second main tooth 201 adjacent to the fourth transmission tooth 237, and is the main tooth profile; the seventh tooth profile 231 is the tooth profile of the second main tooth 201 adjacent to the fifth transmission tooth 239, and is the main tooth profile.

[0107] During the meshing transmission process between the driving gear 1 and the driven gear 2 , the sixth tooth profile 136 contacts the twelfth tooth profile 236 , and the first tooth profile 131 contacts the seventh tooth profile 231 , so both are designed as main tooth profiles.

[0108] In one embodiment, if Fig. 9 , Fig.10 As shown, the second auxiliary tooth 203 also includes:

[0109] The third tooth groove 238 is disposed between the fourth transmission tooth 237 and the fifth transmission tooth 239 .

[0110] During the meshing transmission of the driving gear 1 and the driven gear 2, the fourth transmission tooth 237 can enter the first tooth groove 138, the second transmission tooth 139 can enter the third tooth groove 238, and the fifth transmission tooth 239 can enter the second tooth groove 140, thereby realizing the meshing transmission of the first auxiliary tooth 103 and the second auxiliary tooth 203.

[0111] In one embodiment, if Fig.13 As shown, the meshing rotation angle of the driving gear 1 and the driven gear 2 in which the first auxiliary teeth 103 and the second auxiliary teeth 203 participate is at least 62 degrees.

[0112] like Fig.12 As shown, in the existing gear anti-error mechanism, the meshing rotation angle range of the anti-error tooth and the anti-error tooth groove is 38°, the number of meshing points is 1, and in the rotation range where it does not participate in meshing, the number of meshing points is 2. The change process of the number of meshing points of the two gears in the whole motion matching can be seen Fig.11 First row.

[0113] like Fig.13As shown, in the gear anti-error mechanism of this embodiment, the meshing rotation angle range of the anti-error tooth and the anti-error tooth groove is 62°, the number of meshing points is 3, and in the rotation range where it does not participate in meshing, the number of meshing points is 2. The change process of the number of meshing points of the two gears in the whole motion matching can be seen Fig.11 Second row.

[0114] In one embodiment, both the driving gear 1 and the driven gear 2 are involute gears. The tooth profile of the involute gear is in the shape of an involute line, and the involute gear has the advantages of stable transmission, low noise and low energy consumption.

[0115] In one embodiment, if Figure 4 As shown, the driving gear 1 also includes:

[0116] The first shaft 104 , the first main tooth 101 and the first auxiliary tooth 103 are arranged around a first end of the first shaft 104 ;

[0117] The first connecting mechanism 105 is disposed at the second end of the first shaft 104 and is used to connect to the driving motor.

[0118] The first shaft 104 can be made integrally with the first main tooth 101 and the first auxiliary tooth 103. The first connecting mechanism 105 can be a spline, and the first connecting mechanism 105 and the first shaft 104 can be made integrally.

[0119] In one embodiment, if Figure 4 As shown, the driving gear 1 also includes:

[0120] The first limiting mechanism 106 is disposed on the side of the first shaft 104 and is used to limit the rotation stroke of the driving gear 1 .

[0121] The first limiting mechanism 106 protrudes from the side of the first shaft 104. A corresponding blocking mechanism can be provided at the installation position of the gear pair. When the first limiting mechanism 106 contacts the blocking mechanism, the first shaft 104 cannot rotate, thereby limiting the rotation stroke of the driving gear 1.

[0122] An embodiment of the utility model further provides a driving mechanism, comprising the gear pair described in any one of the above embodiments.

[0123] The driving mechanism may further include a motor, which is connected to the first connecting mechanism 105 of the driving gear 1 and can drive the driving gear 1 to rotate.

[0124] In one embodiment, if Figure 4 As shown, the driven gear 2 also includes:

[0125] A shaft hole, which is arranged in the middle of the driven gear 2 and is used to connect the transmission shaft of the damper;

[0126] The second connecting mechanism 204 is arranged on the side wall of the shaft hole. The second connecting mechanism 204 is a planar structure, which can prevent the transmission shaft of the damper from rotating in the shaft hole, so that the driven gear 2 and the transmission shaft of the damper remain relatively fixed in the circumferential direction, and the driven gear 2 can drive the transmission shaft of the damper to rotate synchronously.

[0127] An embodiment of the utility model further provides a vehicle, comprising the gear pair or driving mechanism described in any one of the above embodiments.

[0128] The utility model provides a gear pair, a driving mechanism and a vehicle, which have the following characteristics:

[0129] 1. During the cooperation of the two gears in the gear pair, the overlap will not be reduced to one due to the anti-misalignment of the gear teeth. Instead, the overlap will be increased, thereby increasing the stability of the transmission of the two gears.

[0130] 2. The speed stability is improved due to the increased overlap between the two gears.

[0131] 3. As the overlap between the two gears increases, the meshing between the gear teeth and the tooth grooves becomes relatively stable, reducing the occurrence of noise and abnormal sound.

[0132] 4. Gear wear is reduced and working life is increased.

[0133] 5. The gear pair cooperates smoothly, the maximum torque required to drive the motor is reduced, and energy is saved.

[0134] The processes and steps described in all the above preferred embodiments are only examples. Unless adverse effects occur, various processing operations can be performed in a sequence different from the sequence of the above processes. The sequence of steps in the above processes can also be increased, merged or deleted according to actual needs.

[0135] In understanding the scope of the present invention, the term "comprising" and its derivatives as used herein are intended to be open terms, which specify the existence of the recorded features, elements, components, groups, wholes and / or steps, but do not exclude the existence of other unrecorded features, elements, components, groups, wholes and / or steps. This concept also applies to words with similar meanings, such as the terms "including", "having" and their derivatives.

[0136] The terms "attached" or "attached" as used herein include: a configuration where an element is directly secured to another element by directly securing the element to the other element; a configuration where an element is indirectly secured to another element by securing the element to an intermediate member which in turn is secured to the other element; and a configuration where one element is integral with the other element, i.e., one element is substantially a part of the other element. This definition also applies to words with similar meanings such as "connect," "connect," "couple," "mount," "bond," "fix," and their derivatives. Finally, terms of degree such as "substantially," "approximately," and "approximately" as used herein represent the amount of deviation that modifies the term such that the end result will not be significantly changed.

[0137] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as those generally understood by those skilled in the art of the present invention. The terms used herein are only for describing specific implementation purposes and are not intended to limit the present invention. The features described herein in one embodiment may be applied to another embodiment alone or in combination with other features, unless the feature is not applicable or otherwise specified in the other embodiment.

[0138] The utility model has been described through the above-mentioned embodiments, but it should be understood that the above-mentioned embodiments are only for the purpose of example and description, and are not intended to limit the utility model to the scope of the described embodiments. In addition, it can be understood by those skilled in the art that the utility model is not limited to the above-mentioned embodiments, and more variations and modifications can be made according to the teachings of the utility model, and these variations and modifications all fall within the scope of protection claimed by the utility model.

Claims

1. A gear pair, characterized in that: include: A driving gear (1), the driving gear (1) comprising a first main tooth (101) and a first auxiliary tooth (103), the module of at least part of the transmission teeth of the first auxiliary tooth (103) being smaller than the module of the first main tooth (101); A driven gear (2), the driven gear (2) comprising a second main tooth (201) and a second auxiliary tooth (203), the module of the second auxiliary tooth (203) being smaller than the module of the second main tooth (201); The first main tooth (101) and the second main tooth (201) are meshed for transmission, and the first auxiliary tooth (103) and the second auxiliary tooth (203) are meshed for transmission.

2. The gear pair according to claim 1, characterized in that: The module of at least part of the transmission teeth of the first auxiliary teeth (103) is half of the module of the first main teeth (101), and the module of the second auxiliary teeth (203) is half of the module of the second main teeth (201).

3. The gear pair according to claim 1, characterized in that: The first auxiliary tooth (103) includes at least three transmission teeth and two tooth grooves, and the second auxiliary tooth (203) includes at least two transmission teeth and one tooth groove.

4. The gear pair according to claim 1, characterized in that: During the meshing transmission process between the driving gear (1) and the driven gear (2), the first auxiliary teeth (103) and the second auxiliary teeth (203) fully participate in three meshing points, and during the meshing transmission process between the driving gear (1) and the driven gear (2) without fully participating in two meshing points.

5. The gear pair according to claim 1, characterized in that: The first auxiliary teeth (103) include adjacently arranged: A first transmission tooth (137), wherein a first meshing side of the first transmission tooth (137) is a main tooth profile, and a second meshing side is an auxiliary tooth profile, and a module of the auxiliary tooth profile is half of a module of the main tooth profile; A second transmission tooth (139), wherein a first meshing side and a second meshing side of the second transmission tooth (139) are both auxiliary tooth profiles; A third transmission tooth (141), wherein a first meshing side of the third transmission tooth (141) is a secondary tooth profile, and a second meshing side is a primary tooth profile, and a module of the secondary tooth profile is half of a module of the primary tooth profile.

6. The gear pair according to claim 5, characterized in that: The first auxiliary tooth (103) further comprises: A first tooth groove (138), wherein the first tooth groove (138) is arranged between the first transmission tooth (137) and the second transmission tooth (139); A second tooth groove (140), wherein the second tooth groove (140) is arranged between the second transmission tooth (139) and the third transmission tooth (141).

7. The gear pair according to claim 1, characterized in that: The second auxiliary teeth (203) include adjacently arranged: A fourth transmission tooth (237), wherein a first meshing side and a second meshing side of the fourth transmission tooth (237) are both auxiliary tooth profiles; A fifth transmission tooth (239), wherein the first meshing side and the second meshing side of the fifth transmission tooth (239) are both auxiliary tooth profiles.

8. The gear pair according to claim 7, characterized in that: The second auxiliary tooth (203) further comprises: A third tooth groove (238), wherein the third tooth groove (238) is arranged between the fourth transmission tooth (237) and the fifth transmission tooth (239).

9. The gear pair according to claim 1, characterized in that: The meshing rotation angle of the driving gear (1) and the driven gear (2) in which the first auxiliary teeth (103) and the second auxiliary teeth (203) participate is at least 62 degrees.

10. The gear pair according to claim 1, characterized in that: The driving gear (1) and the driven gear (2) are both involute gears.

11. The gear pair according to claim 1, characterized in that: The driving gear (1) further comprises: A first shaft (104), the first main tooth (101) and the first auxiliary tooth (103) being arranged around a first end of the first shaft (104); A first connecting mechanism (105), wherein the first connecting mechanism (105) is arranged at the second end of the first shaft (104) and is used for connecting to a driving motor.

12. The gear pair according to claim 11, characterized in that: The driving gear (1) further comprises: A first limiting mechanism (106), the first limiting mechanism (106) is arranged on the side of the first shaft (104) and is used to limit the rotational travel of the driving gear (1).

13. A driving mechanism, characterized in that: Comprising a gear pair according to any one of claims 1-12.

14. A vehicle, characterized in that: It comprises a gear pair according to any one of claims 1 to 12 or a drive mechanism according to claim 13.

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