Barrier gate speed reduction transmission mechanism

Abstract

The utility model provides a barrier gate speed reduction transmission mechanism which is applied to the technical field of speed reducers, and the transmission efficiency of the barrier gate speed reduction transmission mechanism is improved by designing a two-stage transmission structure. The first transmission part is directly connected with the motor, the second transmission part is in reversing transmission with the first transmission part, the power transmission direction is changed, the second transmission part is of a shaft-shaped structure, one end of the second transmission part is connected with the gate, the gate is directly driven to be opened and closed, and the transmission structure is simplified. The buffer structure can relieve impact force in the opening and closing process of the gate, improve operation stability and prolong the service life of the gate. According to the design, a transmission structure is simplified, transmission links are reduced, and transmission efficiency is improved. Meanwhile, the stability of the system is enhanced through the arrangement of the buffer structure. Therefore, the scheme has the beneficial effects that the structure is simpler, the motor power can be better exerted, and more efficient torque output is realized.

Description

Technical Field

[0001] The present application relates to the technical field of speed reducers, and in particular to a speed reduction transmission mechanism for a gate. Background Art

[0002] Electric gates, also known as vehicle blocks or barriers, are entrance and exit management devices specifically used to restrict the travel of motor vehicles on roads. They are now widely used in highway toll stations and parking lot systems to manage vehicle passages and to manage the entry and exit of vehicles.

[0003] Currently, electric gates on the market are typically driven by a reducer door operator. For example, a reducer door operator, disclosed in Chinese Utility Model Patent No. CN217056259, utilizes a multi-stage crank arm assembly to drive the output shaft, replacing the traditional single-stage transmission method with a multi-stage transmission. The reduction ratio can be configured as needed, enabling a low-power motor to deliver high torque output. However, in practice, this multi-stage crank arm assembly-driven output shaft transmission method still fails to achieve the maximum torque output of the motor power, and its structure is relatively complex.

[0004] In view of the above problems, the existing technology needs to be improved urgently. Utility Model Content

[0005] The purpose of this application is to provide a barrier gate reduction transmission mechanism that improves transmission efficiency by designing a two-stage transmission structure. The first transmission part is directly connected to the motor, and the second transmission part and the first transmission part perform reverse transmission, thereby changing the direction of power transmission. The second transmission part adopts an axial structure, one end of which is connected to the gate, directly driving the gate to open and close, thereby simplifying the transmission structure. The other end is connected to a buffer structure, which can reduce the impact force during the opening and closing of the gate, thereby improving operational stability and service life. This design reduces the number of transmission links and improves transmission efficiency by simplifying the transmission structure. At the same time, the provision of the buffer structure enhances the stability of the system.

[0006] In the first aspect, the present application provides a gate deceleration transmission mechanism, the technical solution of which is as follows:

[0007] A gate reduction transmission mechanism for driving the gate to open and close includes a motor and a transmission assembly connected to the motor, wherein the transmission assembly includes a first transmission part directly connected to the motor and a second transmission part that performs a reversing transmission with the first transmission part.

[0008] The second transmission part is a shaft-shaped structure, one end of which is connected to the gate, and the other end is connected to the buffer structure.

[0009] The present application proposes a barrier gate reduction transmission mechanism, which improves transmission efficiency by designing a two-stage transmission structure. The first transmission part is directly connected to the motor, which can reduce energy loss in the intermediate links. The second transmission part and the first transmission part perform reverse transmission, realizing a change in the direction of power transmission and adapting to the movement requirements of the gate opening and closing. The second transmission part adopts an axial structure, one end of which is connected to the gate, directly driving the gate to open and close, simplifying the transmission structure. The other end is connected to a buffer structure, which can reduce the impact force during the gate opening and closing process, and improve operational stability and service life. This design reduces the transmission links and improves transmission efficiency by simplifying the transmission structure. At the same time, the setting of the buffer structure enhances the stability of the system. Compared with the multi-stage crank arm assembly transmission method mentioned in the background technology, the structure of this solution is simpler, and can better exert the power of the motor and achieve more efficient torque output.

[0010] Furthermore, the motor includes a driving shaft for transmitting power, the first transmission part includes a transmission worm and a reduction gear sleeved on the transmission worm, the reduction gear is connected to the driving shaft, and the motor drives the reduction gear to operate through the driving shaft, thereby driving the transmission worm to rotate.

[0011] This application proposes a gate reduction transmission mechanism in which the motor's driving shaft is connected to a reduction gear. The reduction gear's deceleration action reduces the motor's output speed. The reduction gear is mounted on a transmission worm, and when the reduction gear rotates, it drives the transmission worm. This design achieves effective power transmission and reduction. The transmission worm, a key component of the first transmission section, meshes with the worm gear of the second transmission section, further enabling power transmission and direction change. Through this transmission structure, the motor's rotational motion is ultimately converted into motion that drives the gate to open and close. This technical solution cleverly solves the problem of motor power transmission and reduction through the combination of a driving shaft, reduction gear, and transmission worm. The use of a reduction gear reduces the motor's operating speed and increases output torque, facilitating smooth opening and closing of the gate. Furthermore, the worm drive has a self-locking feature that prevents the gate from moving due to external forces when not in operation, thereby improving the safety and reliability of the gate system.

[0012] Furthermore, the reduction ratio between the driving shaft and the reduction gear is 10:1.

[0013] This application proposes a gate reduction transmission mechanism. By setting a 10:1 reduction ratio, this mechanism effectively converts the motor's high-speed, low-torque output into a low-speed, high-torque output, thereby achieving stable, reliable, and efficient gate operation. This design not only addresses speed control and torque requirements but also potentially improves the energy efficiency and service life of the entire system.

[0014] Furthermore, the second transmission part includes an output shaft arranged perpendicular to the transmission worm, and the output shaft is connected to the transmission worm for converting the power rotating around the axis of the transmission worm into the power rotating around the output shaft to drive the gate to open and close.

[0015] This application proposes a barrier gate reduction transmission mechanism in which the output shaft of the second transmission unit is arranged perpendicular to the transmission worm. This layout effectively utilizes space and makes the entire transmission mechanism more compact. The output shaft is connected to the transmission worm, converting the rotational motion of the first transmission unit around the axis of the transmission worm into rotational motion around the output shaft. This motion conversion not only changes the direction of motion but also further reduces speed, increasing output torque.

[0016] Furthermore, a first mounting area, a second mounting area and a third mounting area are provided on the output shaft. The first mounting area is provided at the end of the output shaft for installing a buffer structure; the third mounting area is provided at the end of the other end of the output shaft for installing the gate; the second mounting area is located between the first mounting area and the third mounting area, for setting a worm gear, and the worm gear is meshed and connected with the transmission worm.

[0017] Furthermore, the worm gear is fixedly sleeved on the output shaft to form an integrated structure with the output shaft.

[0018] Furthermore, it also includes a metal shell, which includes at least a first cavity for accommodating the first transmission part and a second cavity for accommodating the second transmission part, and the first cavity is vertically connected to the second cavity.

[0019] Furthermore, one end of the first cavity is connected to the outside world, and the other end is closed; the end of the first cavity connected to the outside world is fixed to the motor by a bolt.

[0020] Furthermore, both ends of the second cavity are in communication with the outside world; one end of the second cavity is fixed to a cover sleeved on the output shaft by bolts, and the other end is fixed to the gate.

[0021] Furthermore, the buffer structure includes a spring crank arm, one end of the spring crank arm is sleeved on the output shaft of the second transmission part, and the other end is connected to the pull rope spring. When the gate is in a closed state, the spring crank arm drives the pull rope spring to a stretched state. During the opening process of the gate, the spring crank arm rotates with the output shaft to restore the deformation of the pull rope spring. During the closing process of the gate, the output shaft rotates to stretch the pull rope spring to balance the tension at both ends of the output shaft, thereby preventing the gate from hitting the ground due to its own gravity when it falls and closes.

[0022] As can be seen from the above, the present application provides a barrier gate reduction transmission mechanism, which improves transmission efficiency by designing a two-stage transmission structure. The first transmission part is directly connected to the motor, which can reduce energy loss in the intermediate links. The second transmission part and the first transmission part perform reverse transmission, realizing a change in the direction of power transmission and adapting to the movement requirements of the gate opening and closing. The second transmission part adopts an axial structure, one end of which is connected to the gate, directly driving the gate to open and close, simplifying the transmission structure. The other end is connected to a buffer structure, which can reduce the impact force during the gate opening and closing process, and improve operational stability and service life. This design reduces the transmission links and improves transmission efficiency by simplifying the transmission structure. At the same time, the setting of the buffer structure enhances the stability of the system. Compared with the multi-stage crank arm assembly transmission method mentioned in the background technology, the structure of this solution is simpler, and can better exert the power of the motor and achieve more efficient torque output. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A three-dimensional diagram of a barrier deceleration transmission mechanism provided in this application.

[0024] Figure 2 A three-dimensional diagram of a barrier gate reduction transmission mechanism provided in this application without the metal shell.

[0025] Figure 3 This is a three-dimensional diagram of the second transmission part of a barrier deceleration transmission mechanism provided in this application.

[0026] Figure 4 A three-dimensional diagram of the metal shell of a barrier deceleration transmission mechanism provided in this application.

[0027] In the figure: 1. Motor; 2. Transmission assembly; 21. First transmission part; 22. Second transmission part; 3. Gate; 4. Buffer structure; 41. Spring arm; 11. Driving shaft; 211. Transmission worm; 212. Reduction gear; 221. Output shaft; 222. First installation area; 223. Second installation area; 224. Third installation area; 225. Worm gear; 5. Metal shell; 51. First cavity; 52. Second cavity; 53. Cover. DETAILED DESCRIPTION

[0028] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application generally described and marked in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work fall within the scope of protection of the present application.

[0029] It should be noted that similar numbers and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. At the same time, in the description of this application, the terms "first, second, third" and the like are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0030] In the prior art, when a multi-stage crank arm assembly is provided to drive the output shaft for transmission, there are still problems in that the maximum torque output of the motor power cannot be achieved and the structure is relatively complicated.

[0031] For this, please refer to Figures 1 to 4 , a gate deceleration transmission mechanism, the technical solution is as follows:

[0032] A gate reduction transmission mechanism for driving a gate 3 to open and close includes a motor 1 and a transmission assembly 2 connected to the motor 1. The transmission assembly 2 includes a first transmission part 21 directly connected to the motor 1 and a second transmission part 22 that performs a reversing transmission with the first transmission part 21.

[0033] The second transmission part 22 is a shaft-shaped structure, one end of which is connected to the gate 3 , and the other end of which is connected to the buffer structure 4 .

[0034] Please refer to Figure 1 、 Figure 2The gate reduction transmission mechanism of the present application includes a motor 1 and a transmission assembly 2 connected thereto. The transmission assembly 2 is composed of two parts: a first transmission part 21 is directly connected to the motor 1, and a second transmission part 22 is connected to the first transmission part 21 for reversing transmission. The second transmission part 22 adopts an axial structure, one end of which is connected to the gate 3, and the other end is connected to a buffer structure 4. This design improves the transmission efficiency through a two-stage transmission structure. The first transmission part 21 is directly connected to the motor 1, reducing the energy loss in the intermediate links. The second transmission part 22 and the first transmission part 21 are reversed for transmission, realizing a change in the direction of power transmission and adapting to the movement requirements of the gate 3 opening and closing. The second transmission part 22 adopts an axial structure, one end of which is directly connected to the gate 3, simplifying the transmission structure. The other end is connected to the buffer structure 4, which can reduce the impact force during the opening and closing process of the gate 3 and improve the operational stability and service life.

[0035] The first transmission unit 21 can be implemented in a variety of ways. For example, gear transmission, belt transmission, or chain transmission can be used. Considering transmission efficiency and structural compactness, a preferred implementation is to use a worm 211 transmission. Specifically, the output shaft 221 of the motor 1 can be connected to a reduction gear 212, which in turn drives the transmission worm 211 to rotate. This design can achieve a large reduction ratio while maintaining transmission efficiency, for example, a reduction ratio of 10:1 can be set.

[0036] Please refer to Figure 3 The shaft-like structure of the second transmission part 22 can be an output shaft 221. To achieve reversing transmission with the first transmission part 21, the output shaft 221 can be arranged perpendicular to the transmission worm 211. The output shaft 221 can be divided into three mounting areas: a first mounting area 222 at one end of the shaft for mounting the buffer structure 4; a second mounting area 223 located in the middle for mounting a worm gear 225 that meshes with the transmission worm 211; and a third mounting area 224 at the other end for connecting to the gate 3.

[0037] The design of the buffer structure 4 is crucial to improving the stability of the system. One possible implementation method is to use a combination of a spring crank arm 41 and a pull rope spring. One end of the spring crank arm 41 can be mounted on the output shaft 221, and the other end is connected to the pull rope spring. When the gate 3 is in the closed state, the pull rope spring is in a stretched state. During the opening process of the gate 3, the spring crank arm 41 rotates with the output shaft 221, causing the pull rope spring to gradually recover its deformation. During the closing process of the gate 3, the spring crank arm 41 will stretch the pull rope spring, thereby balancing the tension at both ends of the output shaft 221 and preventing the gate 3 from falling rapidly due to its own gravity and causing an impact.

[0038] To further optimize the structure, it is possible to enclose the entire transmission mechanism within a metal housing 5. This housing can include two main cavities: one for accommodating the first transmission component 21 and the other for accommodating the second transmission component 22. These two cavities can be vertically connected to accommodate changes in transmission direction. The metal housing 5 not only protects the internal mechanism but also provides necessary support and fixing points.

[0039] Through this design, the gate reduction transmission mechanism of this application successfully improves transmission efficiency, simplifies the structure, and enhances system stability. Compared to traditional multi-stage arm assembly transmission methods, this solution has a simpler structure, better utilizes the power of motor 1, and achieves more efficient torque output. Furthermore, the introduction of buffer structure 4 effectively reduces the impact during the opening and closing of gate 3, extending the service life of the equipment and improving overall operational reliability.

[0040] Compared with existing technologies, the barrier reduction transmission mechanism has significant advantages. It has higher transmission efficiency, fewer transmission links, and lower energy loss. It also has a simpler structure consisting of only two main parts, which greatly reduces manufacturing difficulty and maintenance costs.

[0041] Furthermore, the motor 1 includes a driving shaft 11 for transmitting power, and the first transmission part 21 includes a transmission worm 211 and a reduction gear 212 mounted on the transmission worm 211. The reduction gear 212 is connected to the driving shaft 11. The motor 1 drives the reduction gear 212 to operate through the driving shaft 11, thereby driving the transmission worm 211 to rotate.

[0042] The driving shaft 11 of the motor 1 is connected to the reduction gear 212. The reduction gear 212 reduces the output speed of the motor 1. The reduction gear 212 is mounted on the transmission worm 211. When the reduction gear 212 rotates, it drives the transmission worm 211 to rotate. This design ensures efficient power transmission and reduction. The transmission worm 211, a key component of the first transmission unit 21, meshes with the worm gear 225 of the second transmission unit 22, further enabling power transmission and direction change. Through this transmission structure, the rotational motion of the motor 1 is ultimately converted into motion that drives the gate 3 to open and close. This technical solution, through the combination of the driving shaft 11, the reduction gear 212, and the transmission worm 211, cleverly solves the problem of power transmission and reduction in the motor 1. The use of the reduction gear 212 reduces the operating speed of the motor 1 and increases the output torque, facilitating smooth opening and closing of the gate 3. Furthermore, the self-locking nature of the transmission of the transmission worm 211 prevents the gate 3 from moving due to external forces when not in operation, thereby improving the safety and reliability of the gate system.

[0043] In this application, the driving shaft 11 of the motor 1 can take various forms, such as a cylindrical shaft, a splined shaft, or a polygonal shaft, to accommodate different connection requirements. The reduction gear 212 can be a spur gear, a helical gear, or a herringbone gear, with the appropriate type selected depending on the specific application. The transmission worm 211 can be a single-start worm or a multi-start worm, and can be made of wear-resistant alloy steel to improve transmission efficiency and service life.

[0044] The reduction gear 212 can be connected to the driving shaft 11 by a key connection, interference fit, or threaded connection. The reduction gear 212 can be sleeved on the transmission worm 211 by a sliding fit or bearing support to ensure that the reduction gear 212 can rotate freely without affecting the movement of the transmission worm 211.

[0045] When the transmission worm 211 is engaged with the worm gear 225 of the second transmission part 22, the axes of the two are usually arranged vertically. This layout can effectively change the direction of movement, converting horizontal rotational movement into vertical rotational movement, and adapting to the opening and closing requirements of the gate 3.

[0046] The technical solution of this application achieves a dual deceleration effect through the combination of a reduction gear 212 and a drive worm 211. First, the driving shaft 11 of the motor 1 drives the reduction gear 212, completing the initial deceleration. Then, the reduction gear 212 drives the drive worm 211 to rotate, meshing with the worm gear 225 of the second transmission part 22 for secondary deceleration. This dual deceleration mechanism not only significantly reduces the operating speed of the motor 1, but also significantly increases the output torque, allowing even a low-power motor 1 to drive a large gate 3.

[0047] Furthermore, the reduction ratio between the driving shaft 11 and the reduction gear 212 is 10:1.

[0048] The 10:1 reduction ratio, combined with the coordination between motor 1 and drive worm 211, produces remarkable results. Motor 1 drives reduction gear 212 via drive shaft 11, which in turn drives drive worm 211. Due to the 10:1 reduction ratio, the speed of drive worm 211 is significantly reduced, while torque is correspondingly increased. This low-speed, high-torque output characteristic is ideal for driving a gate system, as it provides sufficient force to overcome the weight of gate 3 and any external resistance, while ensuring smooth opening and closing of gate 3.

[0049] Furthermore, the second transmission part 22 includes an output shaft 221 arranged perpendicular to the transmission worm 211. The output shaft 221 is connected to the transmission worm 211 to convert the power rotating around the axis of the transmission worm 211 into power rotating around the output shaft 221 to drive the gate 3 to open and close.

[0050] The output shaft 221 of the second transmission unit 22 is arranged perpendicular to the transmission worm 211. This layout effectively utilizes space and makes the entire transmission mechanism more compact. The output shaft 221 is connected to the transmission worm 211, converting the rotational motion around the axis of the transmission worm 211 transmitted from the first transmission unit 21 into rotational motion about the output shaft 221. This motion conversion not only changes the direction of motion but also further reduces speed, increasing output torque. Through this design, the power of the motor 1 is decelerated by the first transmission unit 21, then converted in direction and further decelerated by the second transmission unit 22, ultimately driving the gate 3 to open and close. This multi-stage deceleration and direction conversion design improves transmission efficiency, increases output torque, and makes the opening and closing of the gate 3 smoother and more reliable. Furthermore, the worm gear transmission has a self-locking feature that prevents the gate 3 from moving due to external forces when not in operation, thereby improving the safety of the system.

[0051] Furthermore, a first mounting area 222, a second mounting area 223 and a third mounting area 224 are provided on the output shaft 221. The first mounting area 222 is provided at the end of the output shaft 221 for installing the buffer structure 4; the third mounting area 224 is provided at the end of the other end of the output shaft 221 for installing the gate 3; the second mounting area 223 is located between the first mounting area 222 and the third mounting area 224, for setting a worm gear 225, and the worm gear 225 is meshed and connected with the transmission worm 211.

[0052] Among them, by setting three different installation areas on the output shaft 221, the layout problem of various functional components is solved. The first installation area 222 is used to install the buffer structure 4, which can effectively reduce the impact force when the gate 3 is opened and closed; the third installation area 224 is used to install the gate 3, directly realizing the drive of the gate 3; the second installation area 223 is located in the middle and is used to set the worm gear 225, which is meshed with the transmission worm 211 to realize the reduction transmission function. This layout design makes full use of the space of the output shaft 221, so that the various functional components are arranged in an orderly manner without interfering with each other. The meshing connection between the worm gear 225 and the transmission worm 211 realizes the transmission of power and speed reduction, improving the transmission efficiency and stability. The setting of the buffer structure 4 can protect the gate 3 and the transmission mechanism and extend the service life. The overall design is compact and reasonable, which not only realizes the drive function of the gate 3, but also takes into account the needs of deceleration and buffering, thereby improving the overall performance and reliability of the gate system.

[0053] In practice, the first mounting area 222 can be secured to the buffer structure 4 in a variety of ways. For example, a groove or step can be provided at the end of the output shaft 221 to accommodate one end of the buffer structure 4. Alternatively, the buffer structure 4 can be securely mounted to the first mounting area 222 using snap-fit, threaded, or welded connections. The third mounting area 224 can be designed with a connection structure that matches the gate 3, such as a flange or keyway connection, to ensure a secure connection and synchronous rotation between the gate 3 and the output shaft 221.

[0054] The second mounting area 223 serves as the core transmission component. The worm gear 225 can be integrally formed directly onto the output shaft 221, forming a one-piece structure. Alternatively, it can be split and secured to the output shaft 221 via a key connection or interference fit. The tooth profile, module, and number of teeth of the worm gear 225 must precisely match those of the transmission worm 211 to ensure smooth and efficient transmission.

[0055] This layout design synergizes well with the motor 1, drive worm 211, and other components in the aforementioned embodiment. Motor 1 drives reduction gear 212 via drive shaft 11, which in turn drives drive worm 211. The meshing of drive worm 211 and worm gear 225 achieves vertical power transmission and further speed reduction, ultimately driving gate 3 to open and close via output shaft 221. This transmission chain not only achieves efficient power transmission but also increases the system's output torque through multi-stage speed reduction.

[0056] Furthermore, the worm gear 225 is fixedly mounted on the output shaft 221 to form an integrated structure with the output shaft 221 .

[0057] Among them, by fixing the worm gear 225 on the output shaft 221 to form an integrated structure, the connection problem between the worm gear 225 and the output shaft 221 is solved. This design has the following advantages: First, the fixed sleeve method ensures a firm connection between the worm gear 225 and the output shaft 221, avoids loosening or sliding that may occur during operation, and improves the reliability of the transmission. Secondly, the integrated structure simplifies the assembly process, reduces the number of parts, and reduces production and maintenance costs. Furthermore, this structure enhances the force transmission efficiency between the worm gear 225 and the output shaft 221, reduces energy loss, and improves the efficiency of the entire transmission system. Finally, the integrated structure enhances the rigidity of the entire transmission component, improves the system's anti-torsion ability and durability, and extends the service life of the equipment.

[0058] Furthermore, it includes a metal shell 5 , which at least includes a first cavity 51 for accommodating the first transmission part 21 and a second cavity 52 for accommodating the second transmission part 22 , and the first cavity 51 and the second cavity 52 are vertically connected.

[0059] Please refer to Figure 4 The metal shell 5 provides a shell structure that protects the first transmission part 21 and the second transmission part 22. The first cavity 51 and the second cavity 52 are used to accommodate the first transmission part 21 and the second transmission part 22, respectively. This design can effectively protect the transmission assembly 2 from the influence of the external environment and extend its service life. The vertical connection between the first cavity 51 and the second cavity 52 matches the switching transmission characteristics of the first transmission part 21 and the second transmission part 22. This structural design not only provides a suitable installation space for the transmission assembly 2, but also ensures the correct connection and transmission between the transmission assemblies 2. The choice of metal material enhances the strength and durability of the shell, which can better protect the transmission assembly 2 inside. At the same time, the metal shell 5 may also have excellent heat dissipation properties, which helps to dissipate the heat generated during the transmission process. By adopting this structural design, the various components of the gate reduction transmission mechanism are rationally arranged and effectively protected, which not only ensures the normal operation of the mechanism but also improves the overall reliability and durability. This design also facilitates maintenance and repair, improving the practicality of the product.

[0060] The metal housing 5 can be made of a variety of materials, such as aluminum alloy, stainless steel, or carbon steel. Factors such as strength, weight, and cost should be considered when selecting the material. The housing thickness can be designed based on actual needs, typically ranging from 3 to 10 mm. The dimensions of the first cavity 51 and the second cavity 52 should match those of the internal transmission assembly 2, leaving adequate space for installation and maintenance.

[0061] Furthermore, one end of the first cavity 51 is connected to the outside, and the other end is closed; the end of the first cavity 51 connected to the outside is fixed to the motor 1 by a bolt.

[0062] In a specific implementation, the first cavity 51 can be cylindrical, with one end being open to the outside world for easy installation of the motor 1. The open end can be flanged to fit the motor 1 housing for easy bolt fastening. The other end can be closed, such as an integrally formed end wall or a removable end cap, to improve sealing.

[0063] The connection between the motor 1 and the first cavity 51 can be achieved in a variety of ways. For example, four to eight bolt holes can be evenly distributed around the opening of the first cavity 51, matching the corresponding holes on the motor 1 housing. Bolts can be in sizes from M6 to M10, depending on the size and weight of the motor 1. To further improve sealing, a sealing ring or gasket can be added at the connection between the motor 1 and the first cavity 51.

[0064] Furthermore, both ends of the second cavity 52 are in communication with the outside world; one end of the second cavity 52 is fixed to the cover 53 sleeved on the output shaft 221 by bolts, and the other end is fixed to the gate 3 .

[0065] Among them, by setting a structure connected to the outside world at both ends of the second cavity 52, the installation of the output shaft 221 and the connection of the gate 3 are realized. One end of the second cavity 52 is fixed to the cover body 53 sleeved on the output shaft 221 by bolts. This design can not only protect the output shaft 221, but also facilitate maintenance and replacement. The other end is fixed to the gate 3, directly transmitting power to the gate 3 to achieve the opening and closing function. This design solves the problem of connection and protection of the end of the output shaft 221. The use of the cover body 53 effectively prevents external factors such as dust and moisture from entering the interior of the mechanism, extending the service life of the equipment. At the same time, the bolt connection method is convenient for disassembly and maintenance. The direct fixation of the other end to the gate 3 simplifies the transmission structure and improves the transmission efficiency. The overall design not only ensures the stability and reliability of the mechanism, but also takes into account practicality and ease of maintenance.

[0066] The cover 53 can be secured to one end of the second cavity 52 using a variety of bolt connection methods. For example, four to eight bolt holes can be evenly distributed around the perimeter of the cover 53, with corresponding threaded holes provided at the end of the second cavity 52. ​​This design not only provides a secure connection but also facilitates disassembly and maintenance. The cover 53 can be made of a metal material (such as aluminum alloy or stainless steel) to provide sufficient strength and durability. A sealing ring can be provided inside the cover 53 to further enhance dust and water resistance.

[0067] The gate 3 can also be secured to the other end of the second cavity 52 using bolts, but the method of connection may need to be adjusted based on the specific structure of the gate 3. For example, a flange can be designed at the end of the second cavity 52, through which the gate 3 is connected to the output shaft 221. The flange can be provided with multiple bolt holes (e.g., 6-12) to ensure connection stability and load-bearing capacity.

[0068] Furthermore, the buffer structure 4 includes a spring crank arm 41, one end of the spring crank arm 41 is sleeved on the output shaft 221 of the second transmission part 22, and the other end is connected to the pull rope spring. When the gate is in the closed state, the spring crank arm 41 drives the pull rope spring to be in a stretched state. During the opening process of the gate, the spring crank arm 41 rotates with the output shaft 221 to restore the deformation of the pull rope spring. During the closing process of the gate, the output shaft 221 rotates to stretch the pull rope spring to balance the tension at both ends of the output shaft 221, thereby preventing the gate from hitting the ground due to its own gravity when it falls and closes.

[0069] The combination of the spring arm 41 and the drawstring spring in the buffer structure 4 plays a key role in resolving the technical problem. The spring arm 41 is connected to the output shaft 221 and can rotate with it, while the drawstring spring provides variable tension. When the gate is closed, the drawstring spring is in a stretched state, storing a certain amount of potential energy. When the gate is opened, the spring arm 41 rotates with the output shaft 221, and the drawstring spring gradually recovers its deformation, releasing potential energy. During the gate closing process, the spring arm 41 rotates again with the output shaft 221, re-stretching the drawstring spring. During this process, the drawstring spring provides a force opposite to the gate's own weight, effectively balancing the tension at both ends of the output shaft 221. With this design, the gate does not crash to the ground rapidly due to its own weight when it falls closed, but instead descends smoothly under the buffering effect of the drawstring spring. This not only avoids safety hazards but also reduces impact on the equipment and extends its service life.

[0070] The spring lever 41 can be implemented in a variety of shapes and materials. For example, an L-shaped metal rod can be used, with one end fixed to the output shaft 221 and the other end connected to the pull rope spring. A high-strength, elastic alloy steel can be selected to ensure long-term deformation resistance. The pull rope spring can be made of various specifications, with its tension and length adjusted according to the weight and size of the gate. For example, for a standard gate weighing approximately 50 kg, a pull rope spring with a tension range of 200N to 500N can be used.

[0071] The spring crank arm 41 and the output shaft 221 can be connected by a key connection or a spline connection, which can ensure that the spring crank arm 41 rotates synchronously with the output shaft 221 and is also convenient for disassembly and maintenance. The connection between the cable spring and the spring crank arm 41 can be fixed with a hook or a bolt to facilitate adjustment of the preload force of the cable spring.

[0072] When the gate is closed, the rope spring is at its maximum tension, and the angle between the spring arm 41 and the horizontal plane can be designed to be between 60° and 80°. This angle range ensures that the rope spring can provide sufficient reverse torque during the initial opening of the gate, while also providing effective buffering during the final closing phase.

[0073] The foregoing is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. Persons skilled in the art will readily appreciate that the present application may be modified and altered in various ways. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A gate reduction transmission mechanism for driving a gate (3) to open and close, comprising a motor (1) and a transmission assembly (2) connected to the motor (1), wherein the transmission assembly (2) comprises a first transmission part (21) directly connected to the motor (1) and a second transmission part (22) for reversing transmission with the first transmission part (21), characterized in that: The second transmission part (22) is a shaft-shaped structure, one end of which is connected to the gate (3) and the other end of which is connected to the buffer structure (4).

2. A barrier gate deceleration transmission mechanism according to claim 1, characterized in that: The motor (1) includes a driving shaft (11) for transmitting power, the first transmission part (21) includes a transmission worm (211) and a reduction gear (212) sleeved on the transmission worm (211), the reduction gear (212) is connected to the driving shaft (11), and the motor (1) drives the reduction gear (212) to operate through the driving shaft (11), thereby driving the transmission worm (211) to rotate.

3. A barrier gate deceleration transmission mechanism according to claim 2, characterized in that: The reduction ratio between the driving shaft (11) and the reduction gear (212) is 10:

1.

4. The barrier gate deceleration transmission mechanism according to claim 2, characterized in that: The second transmission part (22) includes an output shaft (221) arranged perpendicular to the transmission worm (211). The output shaft (221) is connected to the transmission worm (211) in a transmission manner, and converts the power rotating around the axis of the transmission worm (211) into power rotating around the output shaft (221), so as to drive the gate (3) to open and close.

5. The barrier gate deceleration transmission mechanism according to claim 4, characterized in that: The output shaft (221) is provided with a first mounting area (222), a second mounting area (223) and a third mounting area (224), wherein the first mounting area (222) is provided at the end of the output shaft (221) and is used for mounting a buffer structure (4); the third mounting area (224) is provided at the other end of the output shaft (221) and is used for mounting the gate (3); the second mounting area (223) is located between the first mounting area (222) and the third mounting area (224) and is used for mounting a worm gear (225), wherein the worm gear (225) is meshedly connected with the transmission worm (211).

6. The barrier gate deceleration transmission mechanism according to claim 5, characterized in that: The worm gear (225) is fixedly sleeved on the output shaft (221) and forms an integrated structure with the output shaft (221).

7. The barrier gate deceleration transmission mechanism according to claim 1, characterized in that: The invention also includes a metal shell (5), wherein the metal shell (5) includes at least a first cavity (51) for accommodating the first transmission part (21), and a second cavity (52) for accommodating the second transmission part (22), wherein the first cavity (51) and the second cavity (52) are arranged to be vertically connected.

8. The barrier gate deceleration transmission mechanism according to claim 7, characterized in that: One end of the first cavity (51) is in communication with the outside world, and the other end is closed; the end of the first cavity (51) in communication with the outside world is fixed to the motor (1) via bolts.

9. The barrier gate deceleration transmission mechanism according to claim 7, characterized in that: Both ends of the second cavity (52) are in communication with the outside world; one end of the second cavity (52) is fixed to a cover (53) sleeved on the output shaft (221) by means of bolts, and the other end is fixed to the gate (3).

10. The barrier gate deceleration transmission mechanism according to claim 1, characterized in that: The buffer structure (4) includes a spring crank arm (41), one end of which is sleeved on the output shaft (221) of the second transmission part (22), and the other end is connected to the pull rope spring. When the gate is in a closed state, the spring crank arm (41) drives the pull rope spring to be in a stretched state. During the opening process of the gate, the spring crank arm (41) rotates with the output shaft (221) to restore the deformation of the pull rope spring. During the closing process of the gate, the spring crank arm (41) rotates with the output shaft (221) to stretch the pull rope spring to balance the tension at both ends of the output shaft (221), thereby preventing the gate from hitting the ground due to its own gravity when it falls and closes.

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