Composite gearbox gear

Abstract

The utility model provides a composite gearbox gear, and belongs to the technical field of gears. The composite gearbox gear comprises a change gear, a stop gear, a positioning sleeve wheel and a rolling bearing, the speed change gear is of a double-layer gear ring structure, a circle of continuous connecting outer teeth are evenly formed on the outer side wall of the upper end in the circumferential direction, a circle of continuous speed change meshing teeth are evenly formed on the outer side wall of the lower end in the circumferential direction, and a penetrating oil passing pipe is formed in a speed change meshing tooth gear ring. The stop gear is of an annular inner and outer gear ring structure, a circle of continuous connecting inner teeth are evenly formed on the annular inner side wall of the stop gear in the circumferential direction, a circle of continuous braking teeth are evenly formed on the outer side wall in the circumferential direction, and the connecting inner teeth and the connecting outer teeth are nested in a matched mode. The positioning sleeve wheel sleeves the upper ends of the change gear and the stop gear, and a plurality of positioning blocks are circumferentially formed on a gear cover mounting sleeve formed by extending the inner side wall of the center of the positioning sleeve wheel at equal intervals. The utility model has the advantages of higher structural strength, convenience in installation and positioning, and stronger functionality and practicability.

Description

Technical Field

[0001] This utility model belongs to the field of gear technology, and specifically relates to a composite gearbox gear. Background Technology

[0002] A gearbox, also known as a transmission, is a mechanism used to change the speed and torque from an engine. It can change the transmission ratio between the output shaft and the input shaft in a fixed or progressively increasing manner. A gearbox consists of a transmission mechanism and a control mechanism; some cars also have a power take-off mechanism. Gearboxes primarily utilize the speed reduction principle of gear transmission, and contain multiple sets of gear pairs with different transmission ratios. The gear-shifting behavior when a car is driving involves using the control mechanism to engage different gear pairs within the gearbox. For example, at low speeds, gear pairs with higher transmission ratios are engaged, while at high speeds, gear pairs with lower transmission ratios are engaged.

[0003] According to patent application number CN201920495226.1, a transmission gear includes an external gear ring and an internal gear ring. The external and internal gear rings are assembled and fixed by tooth meshing and block insertion, which has the advantages of convenient assembly and disassembly and good radial locking. However, due to the frequent gear shifting requirements during vehicle operation, the gears of each gear in the transmission are often under constantly changing loads, and the gear tooth surfaces are also subjected to impact loads, making the gears, especially the tooth surfaces, prone to damage. Therefore, a gear structure with better structural performance is needed. Utility Model Content

[0004] The purpose of this invention is to address the aforementioned problems in the existing technology by providing a composite gearbox gear.

[0005] The objective of this utility model can be achieved through the following technical solution: a composite gearbox gear, comprising a speed-changing gear, a stop gear, a positioning sleeve, and a rolling bearing;

[0006] The gear is a double-layer gear ring structure with a through-hole shaft in the center. A rolling bearing is installed inside the shaft hole. A continuous ring of connecting external teeth is evenly formed on the upper outer wall of the gear ring, and a continuous ring of gear shifting meshing teeth is evenly formed on the lower outer wall. The outer diameter of the gear ring of the gear shifting meshing teeth is larger than the outer diameter of the gear ring of the connecting external teeth. A spoke platform and an annular inter-tooth groove are formed between the two gear rings. An oil passage is opened through the gear ring towards the shaft hole at the tooth tip of the gear shifting meshing teeth. Several oil passages are evenly arranged circumferentially around the gear central axis inside the gear ring, and an oil passage is formed on the gear shifting meshing teeth at one end.

[0007] The stop gear is an annular internal and external gear ring structure. A continuous ring of connecting internal teeth is uniformly formed circumferentially on the inner side wall of the annular ring, and a continuous ring of braking teeth is uniformly formed circumferentially on the outer side wall. The gear height of the stop gear is greater than the tooth groove height of the transmission gear. During installation, the connecting internal teeth and connecting external teeth are meshed and connected to fit the stop gear onto the upper end of the transmission gear.

[0008] The positioning sleeve is fitted onto the upper end of the transmission gear and the stop gear. Its central inner sidewall extends upward to form a tooth cover mounting sleeve. The tooth cover mounting sleeve has several positioning blocks formed at equal intervals around its circumference. The outer edge of the base of the positioning sleeve has several continuous auxiliary positioning teeth formed around its circumference. At the interval of each auxiliary positioning tooth, there is a positioning block on the tooth cover mounting sleeve corresponding upward.

[0009] In the aforementioned composite gearbox gear, the rolling bearing is selected as a radial needle roller bearing.

[0010] In the aforementioned composite gearbox gear, the number of oil pipes is preferably two symmetrically arranged. The top of the gearbox has two sets of indicator grooves on the connecting end face of the shaft hole and the connecting external teeth. The two sets of indicator grooves indicate the position of the oil passage of the oil pipes on both sides.

[0011] In the aforementioned composite gearbox gear, a mounting step is raised on the spoke platform between the two gear rings of the transmission gear. The stop gear is placed and mounted on the mounting step, and the height of the mounting step should be less than the groove height of the inter-tooth groove.

[0012] In the aforementioned composite gearbox gear, the stop gear has several through-holes evenly spaced on its spokes.

[0013] In the aforementioned composite gearbox gear, the number of positioning blocks on the positioning sleeve should be no less than two, and preferably three.

[0014] Compared with the prior art, the composite gearbox gear provided by this utility model is formed by nesting and installing a transmission gear, a stop gear, and a positioning sleeve. Compared with conventional gearbox gears, it has higher structural strength. At the same time, the positioning sleeve facilitates the installation and positioning of the gearbox gear and the synchronizer gear, and the stop gear can stop the operation of the brake gear in time in emergency situations of the car, making the functionality and practicality of this utility model stronger. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of the gears in this composite gearbox;

[0016] Figure 2 This is a cross-sectional view of the structure of the gears in this composite gearbox;

[0017] Figure 3 This is an exploded view of the structure of the gears in this composite gearbox;

[0018] In the above figure, 100 is the gear; 110 is the shaft hole; 120 is the connecting external tooth; 121 is the indicator groove; 130 is the gear meshing tooth; 131 is the oil passage; 132 is the oil pipe; 140 is the spoke platform; 141 is the mounting step; 150 is the inter-tooth groove; 200 is the stop gear; 210 is the connecting internal tooth; 220 is the brake tooth; 230 is the heat dissipation hole; 300 is the positioning sleeve; 310 is the tooth cover mounting sleeve; 311 is the positioning block; 320 is the auxiliary positioning tooth; and 400 is the rolling bearing. Detailed Implementation

[0019] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0020] like Figures 1 to 3 As shown, this composite gearbox gear includes a transmission gear 100, a stop gear 200, a positioning sleeve 300, and a rolling bearing 400. The stop gear 200 is sleeved on the upper end of the transmission gear 100, and the positioning sleeve 300 is sleeved on the upper ends of both the transmission gear 100 and the stop gear 200. A through-hole 110 is formed in the center of the transmission gear 100, and the rolling bearing 400 is fitted inside the hole 110. The rolling bearing 400 is a radial needle roller bearing. The main function of the radial needle roller bearing 400 is to support the rotating shaft and its components, and to reduce friction loss through rolling friction, thereby improving the operating efficiency and accuracy between the gear and the transmission shaft. The composite gear formed by the nested installation of the transmission gear 100, the stop gear 200, and the positioning sleeve 300 has higher structural strength than conventional gearbox gears.

[0021] like Figures 2 to 3 As shown, the speed-changing gear 100 has a double-layer gear ring structure. A continuous ring of connecting external teeth 120 is uniformly formed circumferentially on the upper outer wall of the shaft hole 110, and a continuous ring of speed-changing meshing teeth 130 is uniformly formed circumferentially on the lower outer wall. The outer diameter of the gear ring of the speed-changing meshing teeth 130 is larger than the outer diameter of the gear ring of the connecting external teeth 120. A spoke platform 140 and an annular inter-tooth groove 150 are formed between the two gear rings. An annular mounting step 141 is protruded on the spoke platform 140. The height of the mounting step 141 should be less than the groove height of the inter-tooth groove 150.

[0022] An oil passage 132 is provided at the tip of the gear 130, extending from the gear ring towards the central hole 110. Several oil passages 132 are evenly arranged radially around the gear's central axis inside the gear ring. One end of each passage forms an oil passage 131 on the gear 130. During gearbox operation, lubricating oil is added through the oil passage 131 and stored in the oil passage 132. When the gears are running, the lubricating oil automatically seeps out under centrifugal force to lubricate the gear meshing area, reducing friction and improving operating efficiency. Preferably, two oil passages 132 are symmetrically arranged; too many passages can easily cause oil leakage from the gear 100. Two sets of indicator grooves 121 are provided on the top of the gear 100 at the connection end face between the central hole 110 and the connecting external gear 120. These grooves indicate the positions of the oil passages 131 of the oil passages 132 on both sides.

[0023] The stop gear 200 has an annular internal and external gear ring structure. Its gear height is greater than the height of the inter-tooth groove 150 of the transmission gear 100. A continuous ring of connecting internal teeth 210 is evenly formed on the inner side wall of the annular stop gear 200. During installation, the connecting internal teeth 210 are meshed with the connecting external teeth 120 to fit the stop gear 200 onto the upper end of the transmission gear 100. At this time, an annular groove gap is formed between the inter-tooth groove 150 and the connecting internal teeth 210 of the stop gear 200. The stop gear 200 is placed on the mounting step 141. The mounting step 141 leaves a gap on the contact surface between the transmission gear 100 and the stop gear 200. The setting of the two gaps can effectively avoid wear and overheating caused by large friction on the contact surface of the gearbox gear during emergency stop, and play the role of buffering impact force and heat dissipation.

[0024] The outer side wall of the stop gear 200 has a continuous ring of brake teeth 220 evenly formed circumferentially. The cross-section of the brake teeth 220 protruding from the outer side wall surface of the stop gear 200 has an L-shaped structure. Several through-holes 230 are evenly spaced circumferentially on the spokes of the stop gear 200. This not only serves to dissipate heat between the teeth but also reduces the weight of the gear and material costs while maintaining the structural strength of the stop gear 200. The stop gear 200 can stop the vehicle in an emergency by promptly engaging the brake teeth 220, thus enhancing the functionality and practicality of this transmission gear.

[0025] like Figure 1 and Figure 3As shown, the inner sidewall of the positioning sleeve 300 extends upward to form a tooth cover mounting sleeve 310, which is nested with the tooth cover of the synchronizer gear during gearbox installation. The tooth cover mounting sleeve 310 has several circumferentially spaced positioning blocks 311, with at least two, preferably three, to effectively facilitate the installation and positioning of the gearbox gear and synchronizer gear. The outer edge of the base of the positioning sleeve 300 has several continuous auxiliary positioning teeth 320 circumferentially formed. At the intervals of each auxiliary positioning tooth 320, a positioning block 311 on the tooth cover mounting sleeve 310 corresponds upward. The tooth spacing of the auxiliary positioning teeth 320 is consistent with the braking teeth 220 of the stop gear 200 and protrudes beyond the top outer edge of the braking teeth 220, serving as an auxiliary positioning and braking mechanism.

[0026] The specific embodiments described herein are merely illustrative examples illustrating the spirit of this utility model. Those skilled in the art to which this utility model pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of this utility model or exceeding the scope defined by the appended claims.

[0027] Although this document uses a variety of terms, the possibility of using other terms is not excluded. These terms are used merely for the convenience of describing and explaining the essence of this invention; interpreting them as any additional limitation would contradict the spirit of this invention.

Claims

1. A composite gearbox gear, comprising a speed-changing gear (100), a stop gear (200), a positioning sleeve (300), and a rolling bearing (400); Its features are, The speed-changing gear (100) has a double-layer gear ring structure with a through shaft hole (110) in its center. A rolling bearing (400) is installed inside the shaft hole (110). The speed-changing gear (100) has a continuous ring of connecting external teeth (120) evenly formed on the upper outer wall of the shaft hole (110) and a continuous ring of speed-changing meshing teeth (130) evenly formed on the lower outer wall. The diameter is larger than the outer diameter of the gear ring connecting the external teeth (120), and a spoke platform (140) and an annular inter-tooth groove (150) are formed between the two gear rings; an oil passage (132) is provided at the tooth tip of the gear ring in the direction of the shaft hole (110), and several oil passages (132) are evenly arranged in a radial pattern around the gear central axis inside the gear ring, and an oil passage (131) is formed on the gear ring at one end; The stop gear (200) is an annular inner and outer gear ring structure. A continuous ring of connecting inner teeth (210) is uniformly formed circumferentially on the inner sidewall of the ring, and a continuous ring of braking teeth (220) is uniformly formed circumferentially on the outer sidewall. The gear height of the stop gear (200) is greater than the height of the tooth groove (150) of the gear (100). During installation, the connecting inner teeth (210) and the connecting outer teeth (120) are meshed and connected to fit the stop gear (200) onto the upper end of the gear (100). The positioning sleeve (300) is sleeved on the upper end of the speed-changing gear (100) and the stop gear (200). Its central inner sidewall extends upward to form a tooth cover mounting sleeve (310). A number of positioning blocks (311) are formed circumferentially at equal intervals on the tooth cover mounting sleeve (310). A number of continuous auxiliary positioning teeth (320) are formed circumferentially on the outer edge of the base of the positioning sleeve (300). The positioning blocks (311) on the tooth cover mounting sleeve (310) are positioned upward at the intervals of each auxiliary positioning tooth (320).

2. The composite gearbox gear according to claim 1, characterized in that, The rolling bearing (400) is selected as a radial needle roller bearing (400).

3. The composite gearbox gear according to claim 1, characterized in that, The number of oil pipes (132) is preferably two symmetrically arranged. The top of the gear (100) has two sets of indicator grooves (121) on the connecting end face of the shaft hole (110) and the connecting external gear (120). The two sets of indicator grooves (121) indicate the position of the oil passage (131) of the oil pipes (132) on both sides respectively.

4. A composite gearbox gear according to claim 1, characterized in that, An installation step (141) is formed on the spoke platform (140) between the two gear rings of the speed change gear (100). The stop gear (200) is placed on the installation step (141). The height of the installation step (141) should be less than the groove height of the inter-tooth groove (150).

5. A composite gearbox gear according to claim 1, characterized in that, The stop gear (200) has several through-holes (230) evenly spaced on the spokes.

6. A composite gearbox gear according to claim 1, characterized in that, The number of positioning blocks (311) on the positioning sleeve (300) should be no less than two, preferably three.

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