Large-load damping gear assembly structure
By adopting splined pair connections and groove design in the large-load shock absorbing gear assembly structure, the problem of insufficient torque and axial downforce is solved, which improves load-bearing capacity and service life, while reducing weight and cost.
Patent Information
- Application Number
- CN202422300834.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-20
- Publication Date
- 2025-07-25
- Estimated Expiration
- 2034-09-20
AI Technical Summary
The existing high-load shock absorbing gear assembly structure has poor capabilities in withstand torque and axial downforce, which makes it difficult to effectively solve the vibration and noise problems.
The splined pair connection design of the hub, ring gear and ring gear is adopted, wherein the inner surface of the ring gear and the outer surface of the hub are connected by a first spline pair, the outer surface and the inner surface of the ring gear are connected by a second spline pair, and grooves are provided on the spline surface to enhance buffering ability.
It improves the adhesion and load-bearing torque of the rubber, enhances the impact resistance of the structure, extends the service life, and reduces weight and cost.
Smart Images
Figure CN223152694U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of gears, in particular to a large-load shock-absorbing gear assembly structure. Background Art
[0002] For automobiles with engines, especially hybrid vehicles, high requirements are imposed on the running smoothness and low vibration. It is necessary to rely on a balance shaft to reduce the vibration caused by free inertial force and inertia moment. The balance shaft is usually driven by a crankshaft, and the crankshaft is connected to the balance shaft through a gear. In order to reduce the noise of the tooth engagement between the balance shaft and the crankshaft and absorb vibration, a large-load shock-absorbing gear assembly structure is usually adopted. A large-load shock-absorbing gear assembly structure includes a hub inside, a gear ring outside, and a rubber ring formed between the outer surface of the hub and the inner surface of the gear ring. Since the middle rubber ring is circular, its ability to withstand torsion and axial downward pressure is poor.
[0003] It should be noted that the information disclosed in the above background art section is only used to enhance the understanding of the background of the present disclosure, and thus may include information that does not constitute the prior art known to those of ordinary skill in the art. Summary of the Utility Model
[0004] Aiming at the deficiencies of the prior art, an embodiment of the utility model discloses a large-load shock-absorbing gear assembly structure to solve the problem that a large-load shock-absorbing gear assembly structure has poor ability to withstand torsion and axial downward pressure.
[0005] The technical solution adopted by the utility model is as follows:
[0006] A large-load shock-absorbing gear assembly structure includes: a hub, which is circular; a gear ring, which is annular; an annular member, sleeved between the outer side of the hub and the inner side of the gear ring, and the inner surface is connected to the outer surface of the hub through a first spline pair, and the outer surface is connected to the inner surface of the gear ring through a second spline pair; wherein, the hub, the annular member and the gear ring are concentrically arranged, and the distance between the outer side of the first spline pair and the center of the circle is less than the distance between the inner side of the second spline pair and the center of the circle.
[0007] Further, the outer surface of the hub has a first external spline, the inner surface of the gear ring has a first internal spline, the inner surface of the annular member has a second internal spline that engages with the first external spline, and the outer surface of the annular member has a second external spline that engages with the first internal spline.
[0008] Further, the first external spline, the first internal spline, the second internal spline and the second external spline are any one of involute tooth profiles, rectangular tooth profiles, triangular tooth profiles and circular arc tooth profiles.
[0009] A further technical solution is that second grooves are axially formed on the surfaces of the first external spline, the first internal spline, the second internal spline, and the second external spline.
[0010] A further technical solution is that the hub is made of 40Cr steel and has a hardness of 34 - 38HRC after quenching and tempering.
[0011] A further technical solution is that the annular member is made of vulcanized rubber.
[0012] A further technical solution is that the gear ring is made of 16MnCr5 steel. After carburizing and quenching, its hardness is 58 - 62HRC, the case depth is 0.3 - 0.6 (512HV), and the core hardness is 28 - 48HRC.
[0013] A further technical solution is that a through hole is formed in the middle of the hub. A keyway is formed on the inner surface of the through hole, and chamfers are provided at both ends of the through hole.
[0014] A further technical solution is that annular first grooves are formed on the front and rear end surfaces of the hub.
[0015] A further technical solution is that drum-shaped teeth are annularly arranged on the outer surface of the gear ring.
[0016] The present utility model also discloses a manufacturing method for a large-load shock-absorbing gear assembly structure, including the following steps:
[0017] Preparation of the gear ring: forging and forming, isothermal normalizing, rough turning before heat treatment, hobbing, chamfering, carburizing and quenching, decarburizing turning, and broaching the first internal spline on the inner surface;
[0018] Preparation of the hub: forging and forming, rough turning, quenching and tempering, finish turning, and rolling the first external spline on the outer surface;
[0019] Preparation of the annular member: after applying glue to the inner surface of the gear ring and the outer surface of the hub, injecting rubber and vulcanizing after forming;
[0020] Obtaining the finished product: machining the inner hole, broaching the keyway, and grinding the teeth.
[0021] The beneficial effects of the embodiments of the present utility model are as follows:
[0022] (1) The large-load shock-absorbing gear assembly structure of the present utility model includes a hub, a ring gear, and an annular member. The inner surface of the annular member is splined to the outer surface of the hub, and the outer surface of the annular member is splined to the inner surface of the ring gear, increasing the contact area between the annular member and the steel parts by at least 50%. Under the same vulcanization process, the adhesion of the rubber is greatly improved. When a large-load shock-absorbing gear assembly structure is subjected to abnormal alternating loads, the design of the two-sided key connection can well disperse the abnormal loads to the tooth surfaces of all spline pairs. Under the condition of the same size and bonding strength, the circumferential bearing torque of a large-load shock-absorbing gear assembly structure is greatly increased, improving the service life, and it can be widely used in various transmission systems with large impact loads.
[0023] (2) Further, annular first grooves are provided on the front and rear end surfaces of the hub, reducing the weight of a large-load shock-absorbing gear assembly structure while ensuring a certain strength, and reducing the cost.
[0024] (3) Further, second grooves are axially provided on the surfaces of the first external spline, the first internal spline, the second internal spline, and the second external spline. When a large-load shock-absorbing gear assembly structure is subjected to axial forces when the tooth part is a helical gear and abnormal axial impacts, the trapezoidal second groove structure plays a good buffering role in the annular member part, and greatly improves the index of the axial bearing failure moment of a large-load shock-absorbing gear assembly structure, improving the service life of a large-load shock-absorbing gear assembly structure. Description of the Drawings
[0025] Figure 1 It is a front view structural schematic diagram of the large-load shock-absorbing gear assembly structure of the present utility model.
[0026] Figure 2 is Figure 1 a cross-sectional view taken along A-A.
[0027] In the figure:
[0028] 1. Hub; 11. First through hole; 12. Keyway; 13. First groove; 14. First external spline; 2. Annular member; 21. Second external spline; 22. Second internal spline; 3. Ring gear; 31. First internal spline; 32. Tooth part; 4. Second groove. Detailed Embodiment
[0029] The following combines the drawings to illustrate the detailed embodiment of the present utility model.
[0030] In order to make the objectives, technical solutions and advantages of the present utility model clearer and more understandable, the device proposed by the present utility model will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. According to the following description, the advantages and features of the present utility model will be clearer. It should be noted that the accompanying drawings are in a very simplified form and all use non-precise scales, and are only used to conveniently and clearly assist in explaining the objectives of the embodiments of the present utility model. In order to make the objectives, features and advantages of the present utility model more obvious and understandable, please refer to the accompanying drawings. It should be noted that the structures, scales, sizes, etc. shown in the drawings of this specification are only used to cooperate with the content disclosed in the specification for those who are familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the present utility model. Therefore, they do not have technical substantive significance. Any modification of the structure, change of the proportional relationship or adjustment of the size, without affecting the effects that the present utility model can produce and the objectives that can be achieved, should still fall within the scope covered by the technical content disclosed by the present utility model.
[0031] First Embodiment:
[0032] This embodiment discloses a large-load shock-absorbing gear assembly structure.
[0033] A large-load shock-absorbing gear assembly structure includes a hub 1, a gear ring 3 and an annular member 2.
[0034] The hub 1 is circular. Exemplarily, the hub 1 is made of 40Cr steel and has a hardness of 34 - 38 HRC after quenching and tempering. The weight percentage of each chemical element in the hub 1 is: C: 0.37 - 0.44%; Si: 0.17 - 0.37%; Mn: 0.5 - 0.8%; Cr: 0.8 - 1.1%; the balance is Fe.
[0035] The gear ring 3 is annular. Exemplarily, the gear ring 3 is made of 16MnCr5 steel and has a hardness of 58 - 62 HRC, a case depth of 0.3 - 0.6 (512 HV), and a core hardness of 28 - 48 HRC after carburizing and quenching. The weight percentage of each chemical element in the gear ring 3 is: C: 0.14 - 0.19%; Si ≤ 0.4%; Mn: 1 - 1.3%; P ≤ 0.025%; S ≤ 0.035%; Cr: 0.8 - 1.1%; the balance is Fe.
[0036] The annular member 2 is sleeved between the outer side of the hub 1 and the inner side of the gear ring 3, and is connected to the outer surface of the hub 1 through a first spline pair and to the inner surface of the gear ring 3 through a second spline pair.
[0037] Among them, the hub 1, the annular member 2, and the gear ring 3 are concentrically arranged, and the distance between the outer side of the first spline pair and the center of the circle is less than the distance between the inner side of the second spline pair and the center of the circle. Exemplarily, the outer surface of the hub 1 has a first external spline 14, the inner surface of the gear ring 3 has a first internal spline 31, the inner surface of the annular member 2 has a second internal spline 22 that is keyed to the first external spline 14, and the outer surface of the annular member 2 has a second external spline 21 that is keyed to the first internal spline 31. The radius R1 of the addendum circle of the first external spline 14 is less than the radius R2 of the root circle of the first internal spline 31, avoiding the coincidence of the first spline pair and the second spline pair, which affects the force dispersion effect at the keyed joint.
[0038] Specifically, the first external spline 14, the first internal spline 31, the second internal spline 22, and the second external spline 21 can be in the shape of involute teeth, rectangular teeth, triangular teeth, etc., or can be special-shaped tooth shapes such as arc teeth and knurling. Knurling includes shapes such as diamond knurling and straight knurling. As long as they can satisfy the spline connection between the inner and outer surfaces of the annular member 2 and the outer surface of the hub 1 and the inner surface of the gear ring 3 respectively, the present utility model does not make further restrictions in this regard. The annular member 2 is made of vulcanized rubber. The rubber can be, for example, hydrogenated nitrile rubber or fluororubber, etc.
[0039] Furthermore, second grooves 4 are axially opened on the surfaces of the first external spline 14, the first internal spline 31, the second internal spline 22, and the second external spline 21. Exemplarily, the cross-section of the second groove 4 is an inverted isosceles trapezoid, and it is opened at the middle position of the surfaces of the first external spline 14, the first internal spline 31, the second internal spline 22, and the second external spline 21. When a large-load shock-absorbing gear assembly structure is subjected to an axial force when the tooth part 32 is a helical gear and an abnormal axial impact, the trapezoidal second groove 4 structure plays a good buffering role in the annular member 2 part, and greatly improves the index of the axial load-bearing failure moment of a large-load shock-absorbing gear assembly structure, and improves the service life of a large-load shock-absorbing gear assembly structure.
[0040] Furthermore, a through hole 11 is opened in the middle of the hub 1, a keyway 12 is opened on the inner surface of the through hole 11, and both ends of the through hole 11 have chamfers, which are convenient for the key shaft to be inserted and fixed.
[0041] Furthermore, annular first grooves 13 are opened on the front and rear end surfaces of the hub 1 to reduce the weight of a large-load shock-absorbing gear assembly structure on the premise of ensuring a certain strength of the large-load shock-absorbing gear assembly structure.
[0042] Furthermore, teeth 32 are annularly arranged on the outer surface of the gear ring 3. The teeth 32 can be arranged parallel or inclined relative to the axis. Preferably, the teeth 32 are crowned teeth, which improve the tooth surface friction and wear conditions and reduce the noise.
[0043] A manufacturing method for a large-load shock-absorbing gear assembly structure includes the following steps:
[0044] Step S1, prepare the gear ring 3: Forging, isothermal normalizing, rough turning before heat treatment, hobbing, chamfering, carburizing and quenching, decarburizing turning, and broaching the first internal spline 31 on the inner surface.
[0045] Specifically, the isothermal normalizing step includes: heating the gear ring 3 forging to 920 - 930 °C, holding isothermally at 550 - 600 °C to obtain a finer pearlite + ferrite structure, and then air cooling.
[0046] Step S2, prepare the wheel hub 1: Forging, rough turning, quenching and tempering, finish turning, and rolling the first external spline 14 on the outer surface.
[0047] Step S3, prepare the annular part 2: Inject rubber between the inner surface of the gear ring 3 and the outer surface of the wheel hub 1, and vulcanize after molding.
[0048] Step S4, obtain the finished product: Broach the keyway 12 in the through hole 11 of the wheel hub 1, and grind the tooth part 32 of the positioning through hole 11.
[0049] Experimental example:
[0050] Perform performance testing on a manufactured large-load shock-absorbing gear assembly structure.
[0051] (1) Fix the wheel hub 1, use a fully automatic torsion testing machine, twist the gear ring 3 with a torque of 85 Nm, conduct 5 million alternating tests at a test frequency of 20 Hz, and a large-load shock-absorbing gear assembly structure is not damaged.
[0052] (2) Use a universal tensile testing machine, support the outer side of the gear ring 3 with an annular fixture, and axially press the inside of the wheel hub 1. The axial compressive failure force is greater than 25 KN.
[0053] It can be seen that the large-load shock-absorbing gear assembly structure of the present utility model has a simple structure, is lighter in weight, has a low cost, the inner surface of the annular part 2 is spline-connected to the outer surface of the wheel hub 1, and the outer surface of the annular part 2 is spline-connected to the inner surface of the gear ring 3, which increases the contact area between the annular part 2 and the steel parts by at least 50%. Under the same vulcanization process, the adhesion of the rubber is greatly improved. When the large-load shock-absorbing gear assembly structure is subjected to abnormal alternating loads, the design of the double-sided keyed connection can well disperse the abnormal loads to the tooth surfaces of all spline pairs. Under the condition of the same size and bonding strength, the circumferential load-bearing torque of the large-load shock-absorbing gear assembly structure is greatly increased, the service life is improved, and it can be widely used in various transmission systems with large impact loads.
[0054] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as within the scope described in this specification.
[0055] The above-described embodiments only express several implementation manners of the present utility model. The description is relatively specific and detailed, but it should not be construed as a limitation on the scope of the utility model patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present utility model, several modifications and improvements can still be made, and these all belong to the protection scope of the present utility model. Therefore, the protection scope of the present utility model patent shall be subject to the appended claims.
Claims
1. A large-load shock-absorbing gear assembly structure, characterized in that, Including: The hub is circular; The ring gear is annular; The annular member is sleeved between the outside of the hub and the inside of the ring gear, and is connected to the outer surface of the hub through a first spline pair, and is connected to the inner surface of the ring gear through a second spline pair; Wherein, the hub, the annular member and the ring gear are concentrically arranged, and the distance between the outside of the first spline pair and the center of the circle is less than the distance between the inside of the second spline pair and the center of the circle.
2. The large-load shock-absorbing gear assembly structure according to claim 1, characterized in that: The outer surface of the hub has a first external spline, the inner surface of the ring gear has a first internal spline, the inner surface of the annular member has a second internal spline that engages with the first external spline, and the outer surface of the annular member has a second external spline that engages with the first internal spline.
3. The structure of the large-load shock-absorbing gear assembly according to claim 2, wherein: The first external spline, the first internal spline, the second internal spline and the second external spline are any one of involute tooth profiles, rectangular tooth profiles, triangular tooth profiles and circular arc tooth profiles.
4. The structure of the large-load shock-absorbing gear assembly according to claim 2, wherein: Second grooves are axially formed on the surfaces of the first external spline, the first internal spline, the second internal spline and the second external spline.
5. The large-load shock-absorbing gear assembly structure according to claim 1, characterized in that: The hub is made of 40Cr steel and has a hardness of 34 - 38HRC after quenching and tempering.
6. The structure of the large-load shock-absorbing gear assembly according to claim 1, characterized in that: The annular member is made of vulcanized rubber.
7. The structure of the large-load shock-absorbing gear assembly according to claim 1, characterized in that: The ring gear is made of 16MnCr5 steel. After carburizing and quenching treatment, the hardness is 58 - 62HRC, the layer depth is 0.3 - 0.6, and the core hardness is 28 - 48HRC.
8. The structure of the large-load shock-absorbing gear assembly according to claim 1, wherein, A through hole is formed in the middle of the hub, a keyway is formed on the inner surface of the through hole, and chamfers are provided at both ends of the through hole.
9. The structure of the large-load shock-absorbing gear assembly according to claim 1, characterized in that: Annular first grooves are formed on the front and rear end surfaces of the hub.
10. The large-load shock-absorbing gear assembly structure according to claim 1, wherein: Drum-shaped teeth are annularly arranged on the outer surface of the ring gear.