Gear transmission reducing mechanism

Abstract

The utility model relates to a gear transmission reducing mechanism which is used for a window opener, and the window opener is provided with an input assembly and an output assembly. The gear transmission reducing mechanism comprises a first transmission assembly and a second transmission assembly which are distributed in parallel, and each of the first transmission assembly and the second transmission assembly comprises at least two transmission gears which are coaxially distributed. The at least two transmission gears in the first transmission assembly are sequentially connected with the at least two transmission gears in the second transmission assembly in a staggered and meshed mode at intervals. The two transmission assemblies in the gear transmission reducing mechanism are distributed in parallel and are in staggered meshing connection, and the transmission stability is good. According to the gear transmission speed reduction mechanism, the multiple transmission gears are axially arranged, two parallel transmission assemblies are sequentially meshed in a staggered mode to form a continuous speed reduction transmission path, and on the basis that multi-stage speed reduction is achieved, the window opener space occupied by the speed reduction mechanism is greatly shortened.

Description

Technical Field

[0001] This utility model relates to the technical field of power control mechanisms for wing fans, and in particular to a gear transmission reduction mechanism. Background Technology

[0002] A window opener is a mechanical device used to open and close windows, widely used in modern buildings. Window openers not only improve the convenience of window operation but also play an important role in many fields such as fire safety, high-rise building ventilation, and intelligent building control. For example, in the event of a fire, a window opener can automatically open the window to help expel indoor smoke and ensure the safety of people.

[0003] As a device for opening and closing windows, the overall structural dimensions of a window opener need to be controlled to reduce space occupation. For example, the public document with publication number CN112302463A provides a concealed manual-automatic electric window opener. In this opener, a multi-stage gear set is arranged in sequence after the gear disc A inside the housing, and the pinion of the last stage of the multi-stage gear set is engaged with a swing gear.

[0004] However, existing window openers use multi-stage gears for speed reduction, which can reduce the output speed of the motor. However, the gear meshing transmission is all radial sequential meshing, and the gear reduction mechanism occupies a large amount of internal space in the window opener housing, increasing the length of the window opener. Therefore, improvements are needed. Utility Model Content

[0005] To overcome the problems existing in the related technologies, this utility model provides a gear transmission reduction mechanism, which, based on multi-stage reduction, solves the technical problem that the reduction mechanism occupies a large space inside the window opener and that the length of the window opener is difficult to shorten.

[0006] According to a first aspect of the present invention, a gear transmission reduction mechanism is provided for a window opener. The window opener is provided with an input component and an output component. The gear transmission reduction mechanism includes a first transmission component and a second transmission component arranged in parallel. Each of the first and second transmission components includes at least two transmission gears arranged coaxially. The at least two transmission gears in the first transmission component and the at least two transmission gears in the second transmission component are sequentially and interleaved in a staggered meshing connection.

[0007] The input component and the first transmission component have their input transmission gears meshing, and the output component and the second transmission component have their output transmission gears meshing.

[0008] In one embodiment, the first transmission assembly includes a first shaft, and the transmission gear of the first transmission assembly includes a first gear and a second gear rotatably mounted on the first shaft.

[0009] The second transmission assembly includes a second shaft, and the transmission gears of the second transmission assembly include a fourth gear and a third gear rotatably mounted on the second shaft;

[0010] The first gear meshes with the input component and the third gear, the second gear meshes with the third gear and the fourth gear, and the fourth gear meshes with the output component.

[0011] In one embodiment, the first transmission assembly further includes a first limiting portion that defines the mounting position of the first gear on the first shaft; and / or,

[0012] The second transmission assembly further includes a second limiting part, which defines the mounting position of the fourth gear on the second shaft.

[0013] In one embodiment, the first limiting portion includes a limiting boss integrally formed with the first gear; or,

[0014] The first limiting part is a limiting sleeve sleeved on the first shaft, and the limiting sleeve abuts against the first gear; or,

[0015] The first limiting part is a first step portion that is radially protruding from the first shaft.

[0016] In one embodiment, the second limiting portion includes an adjusting boss that protrudes axially from one end of the fourth gear, the protrusion direction of the adjusting boss being opposite to that of the third gear.

[0017] In one embodiment, the second gear and / or the fourth gear includes an axially protruding adjustment boss that abuts against an adjacent transmission gear arranged coaxially.

[0018] In one embodiment, at least two adjacent of the first gear, the second gear, and the third gear include a large gear portion and a small gear portion coaxially fixed, the large gear portion meshing with the small gear portion on an adjacent transmission gear; and / or,

[0019] The large gear section meshes with the input component or an adjacent transmission gear.

[0020] In one embodiment, the fourth gear is a cylindrical gear, and the pinion portion of the second gear meshes with a portion of the cylindrical gear.

[0021] In one embodiment, the rotation center of the input component is offset relative to the plane in which the rotation center of the first transmission component is located.

[0022] In one embodiment, the input component includes an input shaft, an input gear sleeved on the input shaft, and a retaining sleeve, wherein the retaining sleeve is used to limit the installation position of the input gear on the input shaft, and the input gear is meshed with the transmission component.

[0023] The technical solution provided by the embodiments of this utility model can include the following beneficial effects: the two sets of transmission components in the gear transmission reduction mechanism are distributed in parallel and are interlocked and meshed with each other, resulting in good transmission stability. The gear transmission reduction mechanism uses multiple transmission gears arranged axially, and the two sets of parallel transmission components achieve sequential interlocking to form a continuous reduction transmission path. While achieving multi-stage reduction, it greatly reduces the space occupied by the reduction mechanism in the window opener.

[0024] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit the present invention. Attached Figure Description

[0025] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the present invention and, together with the description, serve to explain the principles of the present invention.

[0026] Figure 1 This is a partial cross-sectional schematic diagram of a window opener according to one embodiment.

[0027] Figure 2 This is a schematic diagram of the structure of a gear transmission reduction mechanism according to an embodiment.

[0028] Figure 3 This is an enlarged schematic diagram of the mounting location of the gear transmission reduction mechanism on the housing, according to one embodiment.

[0029] Figure 4 This is a top view schematic diagram of a gear transmission reduction mechanism according to an embodiment.

[0030] Figure 5 This is a schematic diagram of a first transmission assembly according to an embodiment, showing a first limiting part and a first gear integrated into one structure.

[0031] Figure 6 This is a schematic diagram of a first transmission assembly according to an embodiment, wherein the first limiting part is a sleeve structure.

[0032] Figure 7 This is a schematic diagram illustrating a second transmission assembly according to one embodiment.

[0033] Figure 8 This is a schematic diagram showing an integral structure of the large gear section and the small gear section according to an embodiment.

[0034] In the figure, there are: transmission gear 101; first transmission assembly 11; first shaft 111; first gear 112; large gear section 1121; small gear section 1122; second gear 113; first limiting part 114; adjusting boss 115; second transmission assembly 12; second shaft 121; third gear 122; fourth gear 123; second limiting part 1231; input assembly 20; input shaft 21; abutting sleeve 22; input gear 23; input tooth body 231; drive tooth body 232; plug-in shaft body 233; power mechanism 30; output assembly 40; housing 50; first side plate 51; second side plate 52. Detailed Implementation

[0035] The accompanying drawings are for illustrative purposes only and are schematic diagrams, not actual pictures. They should not be construed as limiting the present invention. To better illustrate the embodiments of the present invention, some parts in the drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0036] like Figures 1 to 4 As shown, this utility model provides a gear transmission reduction mechanism for a window opener, serving as the transmission reduction component of the power mechanism 30 within the window opener. The window opener is equipped with an input component 20 and an output component 40, with the input component 20 connected to the power mechanism 30 and the output component 40 connected to the window opening actuator.

[0037] The gear transmission reduction mechanism is installed on the housing 50 of the window opener. Specifically, the gear transmission reduction mechanism includes a first transmission component 11 and a second transmission component 12 arranged in parallel. The housing 50 includes a first side plate 51 and a second side plate 52 arranged opposite to each other. The two ends of the shafts of the first transmission component 11 and the second transmission component 12 are respectively connected to the first side plate 51 and the second side plate 52.

[0038] The first transmission assembly 11 and the second transmission assembly 12 include at least two coaxially distributed transmission gears 101, which are rotatably connected to a shaft. Multiple transmission gears 101 are spaced apart along the shaft. At least two transmission gears 101 in the first transmission assembly 11 and at least two transmission gears 101 in the second transmission assembly 12 are sequentially and alternately meshed. This sequential and alternately meshing connection constitutes a continuous transmission and deceleration path formed by the alternating meshing of the transmission gears on the first and second transmission assemblies. Both the first transmission assembly 11 and the second transmission assembly 12 have two or more transmission gears 101. A transmission gear 101 located at an intermediate transmission position needs to simultaneously mesh with two adjacent transmission gears 101 in another set of transmission assemblies 10 to form continuous transmission. The two meshing gears have a transmission ratio greater than 1.

[0039] In this design, the input component 20 meshes with the transmission gear 101 input to the first transmission component 11, and the output component 40 meshes with the transmission gear 101 output to the second transmission component 12. The gear transmission reduction mechanism, by axially arranging multiple transmission gears 101, achieves sequential staggered meshing of the parallel first transmission component 11 and second transmission component 12 to form a continuous reduction transmission path. This significantly reduces the space required for the window opener while achieving multi-stage reduction.

[0040] like Figures 2 to 7 As shown, in a specific embodiment, the first transmission assembly 11 includes a first shaft 111, and the second transmission assembly 12 includes a second shaft 121. The first shaft 111 and the second shaft 121 are arranged in parallel, and their two ends are respectively connected to the first side plate 51 and the second side plate 52.

[0041] The first transmission assembly 11 includes a first gear 112 and a second gear 113 rotatably mounted on a first shaft 111, the first gear 112 and the second gear 113 being spaced apart along the axial direction of the first shaft 111. Optionally, the second gear 113 and the first gear 112 are partially engaged to position the axial position between the second gear 113 and the first gear 112.

[0042] Similarly, the second transmission assembly 12 includes a fourth gear 123 and a third gear 122 rotatably mounted on the second shaft 121, the fourth gear 123 and the third gear 122 being spaced apart along the axial direction of the second shaft 121. In the axial direction of the shaft, the first gear 112 and the third gear 122 are at least partially misaligned.

[0043] The first gear 112 meshes with the input component 20 and the third gear 122 respectively, the second gear 113 meshes with the third gear 122 and the fourth gear 123 respectively, and the fourth gear 123 is meshed with the output component 40.

[0044] The third gear 122 simultaneously meshes with the first gear 112 and the second gear 113. The first gear 112 is the drive input end of the third gear 122, the third gear 122 is the drive input end of the second gear 113, the second gear 113 is the drive input end of the fourth gear 123, the fourth gear 123 is the output transmission gear 101 in the second transmission assembly 12, and the first gear 112 is the input transmission gear 101 in the first transmission assembly 11.

[0045] The first transmission assembly 11 also includes a first limiting part 114, which defines the mounting position of the first gear 112 on the first shaft 111. The first gear 112 serves as an input transmission gear 101, and its height and position are adapted to the meshing position of the input assembly 20.

[0046] Furthermore, the first limiting part 114 limits the axial position of the first gear 112, and the third gear 122 can mesh with the first gear 112 and be positioned axially by the first gear 112. The second gear 113 is then positioned by the third gear 122, and the fourth gear 123 is positioned by the third gear 122 or the second gear 113, thus achieving continuous contact positioning.

[0047] The transmission gear 101 can also be positioned by its own structural intervals, such as by positioning the coaxial transmission gear 101 by a boss, a spacer sleeve, or a shaft.

[0048] like Figure 5 As shown, in one embodiment, the first limiting part 114 includes a limiting boss integrally formed with the first gear 112. The limiting boss is a limiting boss that protrudes from the end face of the first gear 112, and the limiting boss is a boss structure that partially protrudes from the end face of the first gear 112. Preferably, the limiting boss abuts against the first side plate 51 to position the gear portion of the first gear 112.

[0049] like Figure 6 As shown, in another embodiment, the first limiting part 114 is a limiting sleeve sleeved on the first shaft 111, and the limiting sleeve abuts against the first gear 112. The limiting sleeve is a tubular sleeve structure, and the length of the limiting sleeve can be determined according to the installation position requirements of the first gear 112. The limiting sleeve is sleeved on the first shaft 111 and abuts against the first side plate 51 to limit the position of the gear portion of the first gear 112.

[0050] In another embodiment, the first limiting portion 114 is a first stepped portion that radially protrudes from the first shaft 111. The first shaft 111 has a stepped shaft structure, and the first stepped portion is a stepped part of the first shaft 111 used to limit the axial position of the first gear 112. The shaft diameter of the first stepped portion is smaller than the root circle size of the first gear 112 to support the first gear 112 and reduce the rotational friction of the first gear 112.

[0051] like Figure 2 , Figure 3 and Figure 7 As shown, the second transmission assembly 12 further includes a second limiting portion 1231, which defines the mounting position of the fourth gear 123 on the second shaft 121. The second limiting portion 1231 positions the axial position of the fourth gear 123 on the second shaft 121 to ensure accurate axial positioning of the fourth gear 123. Optionally, the second limiting portion 1231 may be configured as a boss structure integrally formed with the fourth gear 123; or, the second limiting portion 1231 may be configured as a bushing structure sleeved on the second shaft 121 and abutting against and positioning the fourth gear 123; or, the second shaft 121 is a stepped shaft structure, and the second limiting portion 1231 is a stepped portion of the second shaft 121.

[0052] The second limiting part 1231 and the first limiting part 114 have opposite limiting directions, so that the first limiting part 114 and the second limiting part 1231 can axially limit all the transmission gears 101 of the first transmission assembly 11 and the second transmission assembly 12.

[0053] When window openers are used for opening and closing control of window products, they have both forward and reverse installation requirements to correspond to left-opening and right-opening windows. To adapt to the installation requirements of window openers, the gear transmission reduction mechanism can limit the transmission engagement position by cooperating with the housing 50 through the second limiting part 1231 and the first limiting part 114.

[0054] Preferably, the second limiting part 1231 includes an adjusting boss that protrudes axially from one end of the fourth gear 123, and the protrusion direction of the adjusting boss is opposite to that of the third gear 122. The adjusting boss is an annular boss structure that protrudes from the end face of the fourth gear 123. At least part of the end faces of the third gear 122 and the fourth gear 123 are in contact, thereby achieving axial positioning of the two.

[0055] The cross-sectional area of ​​the adjusting boss is much smaller than the outer diameter of the fourth gear 123, and the end face of the adjusting boss abuts against the second side plate 52, thereby reducing the friction between the fourth gear 123 and the second side plate 52.

[0056] Furthermore, the second gear 113 and / or the fourth gear 123 include an axially protruding adjusting boss 115, which abuts against the end of an adjacent coaxially arranged transmission gear 101. The adjusting boss 115 is a partially protruding structure, which can abut against and adjust the axial position, and also reduce the rotational friction between two adjacent transmission gears 101.

[0057] Specifically, the adjusting boss 115 of the second gear 113 abuts against the end face of the first gear 112, and the adjusting boss 115 of the fourth gear 123 abuts against the end face of the third gear 122, so that the second gear 113 and the third gear 122 achieve a misaligned meshing connection.

[0058] like Figures 5 to 8 As shown in the above embodiment, at least two adjacent gears among the first gear 112, second gear 113, and third gear 122 include a large gear portion 1121 and a small gear portion 1122 coaxially fixedly connected. The large gear portion 1121 and the small gear portion 1122 are an integral structure, and the outer diameter of the large gear portion 1121 is larger than the outer diameter of the small gear portion 1122. In the same transmission gear 101, the large gear portion 1121 and the small gear portion 1122 rotate at the same speed. The first gear 112, second gear 113, and third gear 122 mesh sequentially and alternately, thereby forming an alternating transmission path along the axial direction, forming a multi-stage reduction, which greatly reduces the space occupied by the reduction mechanism in the length direction of the window opener.

[0059] The large gear portion 1121 meshes with the small gear portion 1122 on the adjacent transmission gear 101; and / or, the large gear portion 1121 meshes with the input assembly 20 or the adjacent transmission gear 101.

[0060] The large gear portion 1121 of the first gear 112 meshes with the input assembly 20, and the small gear portion 1122 of the first gear 112 meshes with the large gear portion 1121 of the third gear 122. The small gear portion 1122 of the third gear 122 meshes with the large gear portion 1121 of the second gear 113, and the small gear portion 1122 of the third gear 122 meshes with the transmission gear 101 on the second transmission assembly 12, that is, the small gear portion 1122 of the third gear 122 meshes with the fourth gear 123.

[0061] The fourth gear 123 is a cylindrical gear, and the pinion portion 1122 of the second gear 113 meshes with a part of the cylindrical gear. The fourth gear 123 has a spur gear structure and a large axial length, which can increase the meshing size between the second gear 113 and the fourth gear 123. Furthermore, the fourth gear 123 and the third gear 122 are spaced apart by adjusting the boss 115 to adjust the clearance and reduce relative rotational friction.

[0062] The first transmission assembly 11 and the second transmission assembly 12 are arranged side by side, and their center lines form a plane. The rotation center of the input assembly 20 is offset relative to the plane containing the rotation center of the first transmission assembly 11, thereby shortening the dimensions of the input assembly 20 and the first transmission assembly 11 in the length direction of the window opener. The line connecting the rotation centers of the first transmission assembly 11 and the second transmission assembly 12 to the rotation center of the input assembly 20 forms an approximately triangular structure.

[0063] The input component 20 includes an input shaft 21, an input gear 23 sleeved on the input shaft 21, and an abutment sleeve 22. The abutment sleeve 22 is used to limit the installation position of the input gear 23 on the input shaft 21. The input gear 23 is meshed with the first transmission component 11.

[0064] like Figures 1 to 3 As shown, the two ends of the input shaft 21 are fixed to the first side plate 51 and the second side plate 52 respectively, and the input shaft 21 is parallel to the first shaft 111. The abutment sleeve 22 is a tubular sleeve structure, and the length of the abutment sleeve 22 is adjustable according to the meshing position of the input gear 23, which allows for flexible adjustment and good results.

[0065] The input gear 23 and the first gear 112 are meshed together.

[0066] The input gear 23 is also used to connect the power mechanism and transmit the driving force of the power mechanism 30 to the first transmission assembly 11.

[0067] Optionally, the input gear 23 is an integral structure, and two tooth body structures are provided according to the meshing part of the first gear 112 and the power mechanism 30.

[0068] The input gear 23 includes an input gear body 231 and a drive gear body 232 connected as one piece. The input gear body 231 is meshed with the first transmission assembly 11, and the drive gear body 232 is used to connect to the power mechanism 30. The input gear body 231 and the drive gear body 232 are located at both ends of the input gear 23 to connect the first gear 112 and the power mechanism 30 respectively, thereby realizing misaligned transmission.

[0069] Optionally, the input gear 23 is a split structure, and the structure and shape of the input gear 23 can be flexibly adjusted according to different transmission requirements.

[0070] The input gear 23 includes an input gear body 231 and a drive gear body 232 that are plugged into each other. The drive gear body 232 is configured as a helical tooth or a bevel tooth. The input gear body 231 and / or the drive gear body 232 are plugged into each other, and at least one transmission surface is provided at the plugging part of the two, so as to realize the synchronous rotation of the input gear body 231 and the drive gear body 232.

[0071] The input gear body 231 is provided with a protruding plug-in shaft 233, which is plugged into and connected to the drive gear body 232. Preferably, the drive gear body 232 is configured as a helical tooth or a bevel tooth, which can achieve silent output.

[0072] It should be understood that this invention is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this invention is limited only by the appended claims.

Claims

1. A gear-driven reduction mechanism for a window opener, the window opener being provided with an input component (20) and an output component (40), characterized in that, The gear transmission reduction mechanism includes a first transmission component (11) and a second transmission component (12) arranged in parallel. The first transmission component (11) and the second transmission component (12) each include at least two transmission gears (101) arranged coaxially. The at least two transmission gears (101) in the first transmission component (11) and the at least two transmission gears (101) in the second transmission component (12) are sequentially and interleaved in a staggered meshing connection. The input component (20) and the transmission gear (101) input in the first transmission component (11) mesh with each other, and the output component (40) and the transmission gear (101) output in the second transmission component (12) mesh with each other.

2. The gear transmission reduction mechanism according to claim 1, characterized in that, The first transmission assembly (11) includes a first shaft (111), and the transmission gear (101) of the first transmission assembly (11) includes a first gear (112) and a second gear (113) rotatably mounted on the first shaft (111). The second transmission assembly (12) includes a second shaft (121), and the transmission gear (101) of the second transmission assembly (12) includes a fourth gear (123) and a third gear (122) rotatably mounted on the second shaft (121). The first gear (112) meshes with the input component (20) and the third gear (122) respectively, the second gear (113) meshes with the third gear (122) and the fourth gear (123) respectively, and the fourth gear (123) is meshed with the output component (40).

3. The gear transmission reduction mechanism according to claim 2, characterized in that, The first transmission assembly (11) further includes a first limiting portion (114) that defines the mounting position of the first gear (112) on the first shaft (111); and / or, The second transmission assembly (12) further includes a second limiting part (1231) that defines the mounting position of the fourth gear (123) on the second shaft (121).

4. The gear transmission reduction mechanism according to claim 3, characterized in that, The first limiting part (114) includes a limiting boss integrally formed with the first gear (112); or, The first limiting part (114) is a limiting sleeve sleeved on the first shaft (111), and the limiting sleeve abuts against the first gear (112); or, The first limiting part (114) is a first step part that is radially protruding from the first shaft (111).

5. The gear transmission reduction mechanism according to claim 3, characterized in that, The second limiting part (1231) includes an adjusting boss that protrudes axially from one end of the fourth gear (123), and the protrusion direction of the adjusting boss is opposite to that of the third gear (122).

6. The gear transmission reduction mechanism according to any one of claims 2-5, characterized in that, The second gear (113) and / or the fourth gear (123) include an axially protruding adjustment boss (115) that abuts against an adjacent transmission gear (101) arranged coaxially.

7. The gear transmission reduction mechanism according to any one of claims 2-5, characterized in that, At least two adjacent of the first gear (112), the second gear (113), and the third gear (122) include a large gear portion (1121) and a small gear portion (1122) coaxially fixed, wherein the large gear portion (1121) meshes with the small gear portion (1122) on the adjacent transmission gear (101); and / or, The large gear (1121) meshes with the input assembly (20) or the adjacent transmission gear (101).

8. The gear transmission reduction mechanism according to claim 7, characterized in that, The fourth gear (123) is a cylindrical gear, and the pinion portion (1122) of the second gear (113) meshes with a portion of the cylindrical gear.

9. The gear transmission reduction mechanism according to claim 1, characterized in that, The rotation center of the input component (20) is offset relative to the plane of the rotation center of the first transmission component (11).

10. The gear transmission reduction mechanism according to claim 1, characterized in that, The input component (20) includes an input shaft (21), an input gear (23) sleeved on the input shaft (21), and abutment sleeve (22). The abutment sleeve (22) is used to limit the installation position of the input gear (23) on the input shaft (21). The input gear (23) is meshed with the first transmission component (11).

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