Gear shock absorbing structure for engine

Abstract

The utility model discloses a gear damping structure for engine relates to gear damping technical field, including engine crank, the output fixedly connected with input spur gear of engine crank, the wheel hub fixedly connected with three novel damping material of input spur gear, the side away from engine crank of input spur gear is provided with damping mechanism, and the moment of force of engine is transmitted to input spur gear on the output end of engine crank, and through the novel damping material of adding in input spur wheel hub and damping block each other extrusion, novel damping material and damping block in damping alloy and rubber force each other offset, its damping alloy friction and dislocation movement can convert vibration energy into heat energy, and macromolecular rubber converts the heat energy that it generates into mechanical energy and internal energy, realizes the dissipation of heat energy, and then reaches the effect of shock absorption and stress load removal, solves the current engine gear stress load not easy to eliminate, leads to the problem of low engine transmission efficiency.

Description

Technical Field

[0001] This utility model relates to the field of gear vibration reduction technology, and in particular to a gear vibration reduction structure for engines. Background Technology

[0002] As the core power source of various mechanical equipment, the stability and reliability of the internal gear transmission system of the engine directly affect the performance of the whole machine. In the field of mechanical engineering, the design and manufacture of transmission gears are characterized by high precision, high stability and low maintenance costs.

[0003] Currently, most existing engine gears achieve their effect using the following technologies;

[0004] Material selection: Engine gears often use low-carbon alloy carburized steel (such as 20CrMnTi) and high-carbon alloy steel (such as 42CrMo). Through heat treatment processes such as carburizing, quenching, and nitriding, the surface hardness and wear resistance of the gears are improved, while ensuring the toughness of the core. In addition, engineering plastics, powder metallurgy, and other materials are also used in specific applications to achieve lightweighting and self-lubrication.

[0005] Structural Design: In terms of structural design, helical gears and herringbone gears are widely used. Helical gears can reduce vibration and noise, while herringbone gears can counteract axial forces and are suitable for high-speed, heavy-load conditions. At the same time, the meshing process is optimized by modifying the tooth profile and tooth direction to reduce impact and vibration; elastic connection structures or elastic spokes are used to absorb vibration energy.

[0006] Manufacturing process: High-precision machining processes, such as gear grinding and gear hobbing, are crucial to ensure gear meshing accuracy and reduce vibrations caused by transmission errors. In addition, powder metallurgy and injection molding are commonly used in the manufacture of small gears, reducing costs while maintaining performance.

[0007] Auxiliary technologies include: the use of damping and vibration reduction technologies, such as installing damping rings and spraying damping coatings, to dissipate vibration energy; the reduction of gear friction through forced lubrication or the use of self-lubricating materials; and the use of phase adjustment design for some gears to offset meshing impact, further reducing vibration and noise.

[0008] Currently, existing engine gears have been found to have at least the following technical problems during actual use;

[0009] Existing engine gears generate significant stress loads during operation (due to the collisions between gear meshing during torque transmission, large axial and radial loads are generated, which not only increases the engine's vibration frequency but also affects the gear's transmission efficiency and service life). Most of them do not have stress load relief structures, and high stress loads can lead to lower engine transmission efficiency. Utility Model Content

[0010] To address the shortcomings of existing technologies, this utility model provides a gear damping structure for engines, which solves the problem that existing engine gear stress loads are difficult to eliminate, leading to lower engine transmission efficiency.

[0011] To achieve the above objectives, this utility model provides the following technical solution:

[0012] An engine gear damping structure includes an engine crankshaft, an input spur gear fixedly connected to the output end of the engine crankshaft, three novel damping materials fixedly connected to the hub of the input spur gear, and a damping mechanism provided on the side of the input spur gear away from the engine crankshaft. The damping mechanism includes a flywheel housing, and three sector-shaped grooves are opened on the side of the flywheel housing near the input spur gear. Each of the three sector-shaped grooves is loaded with two damping blocks. During the production of the input spur gear and the flywheel housing, the surfaces of the input spur gear and the flywheel housing are specially treated. High-speed shot can be used to blast the side of the input spur gear and the flywheel housing where the damping blocks need to be pressed, so that residual compressive stress is generated on its surface, which inhibits the generation and propagation of cracks, while increasing surface damping and reducing the relative slippage of the damping blocks.

[0013] Preferred configuration: Six damping blocks are arranged in pairs to clamp three new damping materials.

[0014] Preferably, the flywheel housing has a through hole at the shaft center that matches the engine crank, and three threaded holes are provided on the side of the flywheel housing away from the input spur gear.

[0015] Preferably, a threaded hole is provided at one end of the engine crank near the flywheel housing, and a flywheel cover plate is provided on the side of the flywheel housing away from the input spur gear.

[0016] Preferably, the flywheel cover has three through holes on its surface.

[0017] Preferably, the three through holes of the flywheel cover plate and the three threaded holes on the surface of the flywheel housing are fitted with three first internal hex bolts.

[0018] Preferably, a second internal hex bolt is connected to the threaded hole in the engine crank, and the flywheel cover is located between the flywheel housing and the second internal hex bolt.

[0019] Preferred: Both the novel damping material and the damping block are made of a mixture of polymer rubber and high-density damping alloy. When the input spur gear is subjected to vibration, the damping alloy and rubber in the damping block cancel each other out. The friction and dislocation motion of the damping alloy can convert the vibration energy into heat energy, and the polymer rubber converts the heat energy it generates into mechanical energy and internal energy, thereby achieving heat dissipation.

[0020] Compared with the prior art, the present invention has the following beneficial effects:

[0021] I. The engine torque is transmitted from the engine crank output end to the input spur gear. A new type of damping material is added inside the hub of the input spur gear. The damping block is pressed onto the outermost side of the engine crank output end by the flywheel housing through the sector groove. During the movement of the engine crank, the new damping material added inside the hub of the input spur gear and the damping block are squeezed against each other. The damping alloy and rubber in the new damping material and the damping block cancel each other out. The friction of the damping alloy and the dislocation movement can convert the vibration energy into heat energy. The polymer rubber converts the heat energy generated into mechanical energy and internal energy, realizing the dissipation of heat energy, thereby achieving the effect of damping and stress load removal. This solves the problem that the stress load of the existing engine gear is not easy to eliminate, which leads to the low transmission efficiency of the engine.

[0022] Second, this application innovates the structure inside the input spur gear by adding new damping materials and damping blocks, eliminating the axial load of the input spur gear itself. A flywheel housing is added to the press-fit damping block at the output end of the engine crank to eliminate the radial load generated by the input spur gear. This input spur gear is not only efficient and durable, but also can be adjusted and applied in a variety of engines due to its flexibility and adaptability, making this application highly applicable overall. Attached Figure Description

[0023] The above description is only an overview of the technical solution of this utility model. In order to better understand the technical means of this utility model and to implement it in accordance with the contents of the specification, the preferred embodiments of this utility model are described in detail below with reference to the accompanying drawings.

[0024] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0025] Figure 2 This is an exploded structural diagram of the present invention;

[0026] Figure 3 This is a structural diagram of the shock-absorbing structure of this utility model in the separated state from the input spur gear;

[0027] Figure 4 This is a half-sectional view of the input spur gear and flywheel housing of this utility model.

[0028] Legend: 1. Engine crankshaft; 2. Input spur gear; 3. Shock absorber block; 4. Flywheel housing; 5. Flywheel cover plate; 6. First internal hex bolt; 7. Second internal hex bolt; 201. New type of shock absorber material; 401. Sector groove. Detailed Implementation

[0029] This application provides a gear damping structure for engines, which effectively solves the problem that existing engine gear stress loads are difficult to eliminate, resulting in low engine transmission efficiency.

[0030] Example

[0031] like Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown, the technical solution in this application embodiment effectively solves the technical problem that the stress load on the existing engine gears is not easy to eliminate, resulting in low engine transmission efficiency. The overall idea is as follows:

[0032] To address the problems existing in the prior art, this utility model provides a gear damping structure for an engine, including an engine crank 1. An input spur gear 2 is fixedly connected to the output end of the engine crank 1. Three novel damping materials 201 are fixedly connected to the hub of the input spur gear 2. A damping mechanism is provided on the side of the input spur gear 2 away from the engine crank 1. The damping mechanism includes a flywheel housing 4. Three sector-shaped grooves 401 are opened on the side of the flywheel housing 4 near the input spur gear 2. Two damping blocks 3 are loaded in each of the three sector-shaped grooves 401. During the production of the input spur gear 2 and the flywheel housing 4, the surfaces of the input spur gear 2 and the flywheel housing 4 are specially treated. High-speed shot can be used to spray the side of the input spur gear 2 and the flywheel housing 4 where the damping blocks 3 need to be pressed, so that residual compressive stress is generated on its surface, which inhibits the generation and propagation of cracks, while increasing surface damping and reducing the relative slippage of the damping blocks 3.

[0033] The six damping blocks are arranged in pairs to clamp the three new damping materials 201.

[0034] The flywheel housing 4 has a through hole at its shaft center that is compatible with the engine crank 1, and three threaded holes are provided on the side of the flywheel housing 4 away from the input spur gear 2.

[0035] A threaded hole is provided at one end of the engine crank 1 near the flywheel housing 4, and a flywheel cover plate 5 is provided on the side of the flywheel housing 4 away from the input spur gear 2.

[0036] The flywheel cover plate 5 has three through holes on its surface.

[0037] The three through holes of the flywheel cover plate 5 and the three threaded holes on the surface of the flywheel housing 4 are fitted with three first internal hex bolts 6.

[0038] The engine crank 1 has a threaded hole with a second internal hex bolt 7 connected to it, and the flywheel cover 5 is located between the flywheel housing 4 and the second internal hex bolt 7.

[0039] Both the new damping material 201 and the damping block 3 are made of a mixture of high-molecular rubber and high-density damping alloy. When the input spur gear 2 is subjected to vibration, the damping alloy and rubber in the damping block 3 cancel each other out. The friction and dislocation motion of the damping alloy can convert the vibration energy into heat energy, and the high-molecular rubber converts the heat energy it generates into mechanical energy and internal energy, thereby dissipating the heat energy.

[0040] Engine crank 1: Outputs engine torque to provide power to the entire transmission system.

[0041] Input spur gear 2: Receives the torque of engine crank 1 and transmits it to subsequent components; new damping material 201 at the hub is used to reduce vibration.

[0042] Shock absorber 3: In conjunction with the new shock absorber material 201, it eliminates radial load through mutual compression and converts vibration energy into thermal and mechanical energy.

[0043] Flywheel housing 4: The shock absorber 3 is loaded through the sector groove 401, and the radial load of the input spur gear 2 is eliminated by its own weight and bolt torque.

[0044] Flywheel cover 5: It is fitted with flywheel housing 4 and fixed with bolts to enhance structural stability.

[0045] First internal hex bolt 6: Secures the flywheel cover plate 5 and the flywheel housing 4, ensuring a tight connection between the two.

[0046] Second internal hex bolt 7: Fixes the flywheel cover plate 5 to the engine crank 1 to ensure the axial positioning of the entire structure.

[0047] New type of damping material 201: Located at the hub of the input spur gear 2, it works together with the damping block 3 to reduce vibration transmission.

[0048] Sector 401: Located on the flywheel housing 4, it is used to load the shock absorber 3 and provide space for the shock absorber 3 to move.

[0049] Working principle:

[0050] The engine torque is transmitted from the output end of the engine crank 1 to the input spur gear 2. A new type of damping material 201 is added inside the hub of the input spur gear 2. The damping block 3 is pressed onto the outermost part of the output end of the engine crank 1 by the flywheel housing 4 through the sector groove 401. During the movement of the engine crank 1, the new type of damping material 201 added inside the hub of the input spur gear 2 and the damping block 3 are pressed against each other to eliminate the radial load transmitted from the engine crank 1 to the input spur gear 2. A flywheel cover plate 5 is installed on the outside of the flywheel housing 4 and fixed by the torque of the first hexagon socket bolt 6 and the second hexagon socket bolt 7. The weight of the flywheel housing 4 itself and the bolt torque together eliminate the radial load generated by the input spur gear 2, thereby efficiently outputting torque.

[0051] Finally, it should be noted that the above embodiments are merely examples for clearly illustrating the present invention and are not intended to limit the implementation. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations. However, obvious variations or modifications derived therefrom are still within the protection scope of this invention.

Claims

1. A gear damping structure for an engine, comprising an engine crank (1), wherein an input spur gear (2) is fixedly connected to the output end of the engine crank (1), characterized in that, Three new damping materials (201) are fixedly connected to the hub of the input spur gear (2), and a damping mechanism is provided on the side of the input spur gear (2) away from the engine crank (1); The shock absorption mechanism includes a flywheel housing (4), which has three fan-shaped slots (401) on the side near the input spur gear (2), and each of the three fan-shaped slots (401) is equipped with two shock absorbers (3).

2. The gear damping structure for an engine as described in claim 1, characterized in that: The six shock absorbers (3) clamp the three novel shock absorber materials (201) in pairs.

3. The gear damping structure for an engine as described in claim 2, characterized in that: The flywheel housing (4) has a through hole at its shaft center that is compatible with the engine crank (1), and the flywheel housing (4) has three threaded holes on the side away from the input spur gear (2).

4. The gear damping structure for an engine as described in claim 3, characterized in that: The engine crank (1) has a threaded hole at one end near the flywheel housing (4), and the flywheel housing (4) has a flywheel cover plate (5) on the side away from the input spur gear (2).

5. The gear damping structure for an engine as described in claim 4, characterized in that: The flywheel cover plate (5) has three through holes on its surface.

6. The gear damping structure for an engine as described in claim 5, characterized in that: The three through holes of the flywheel cover plate (5) and the three threaded holes on the surface of the flywheel housing (4) are fitted with three first internal hex bolts (6).

7. The gear damping structure for an engine as described in claim 6, characterized in that: The engine crank (1) has a threaded hole with a second internal hex bolt (7) connected to it. The flywheel cover (5) is located between the flywheel housing (4) and the second internal hex bolt (7).

8. The gear damping structure for an engine as described in claim 7, characterized in that: The novel damping material (201) and the damping block (3) are both made of a mixture of high-molecular rubber and high-density damping alloy.

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