Double-reduction gear

Abstract

The utility model discloses a kind of double reduction gear, including main gear, auxiliary gear and damping structure, the damping structure includes arc damping rubber;The arc damping rubber is located between main gear and auxiliary gear, and is used to complete the torque transmission between main gear and auxiliary gear;The utility model replaces traditional metal spring by arc damping rubber, utilizes the high damping characteristic of rubber material to effectively absorb torsional vibration energy transmitted by engine;When torque fluctuation, the relative rotation between main gear and auxiliary gear makes damping rubber produce periodic shearing deformation, and mechanical energy is converted into heat energy dissipation;Compared with metal spring damping structure, rubber element can avoid metal collision noise in start-stop stage, and simultaneously through reasonable design rubber hardness, vibration attenuation effect and torque transmission accuracy can be considered.

Description

Technical Field

[0001] This utility model relates to the field of mechanical transmission technology, specifically to a double-linked vibration damping gear. Background Technology

[0002] The input speed of the transmission is provided by the engine, but the engine crankshaft experiences significant speed fluctuations, resulting in torsional vibration. While existing technologies use torsional dampers on the engine block to attenuate this vibration, considerable torsional vibration is still transmitted to other parts of the drivetrain. In traditional transmission structures, power transmission is typically achieved using gear pairs composed of ordinary metal gears between the input shaft, intermediate drive shaft, and output shaft. This rigid transmission method has certain drawbacks. Due to variations in external excitation torque and the presence of backlash, the transmission is prone to whistling, severely impacting the NVH performance of the drivetrain. To address this issue, existing technologies attempt to use damping gears to absorb torsional vibration. However, these damping gears mostly use metal springs as vibration-absorbing elements, revealing new problems in practical applications. Especially during engine start-stop, the metal springs and gear blocks easily generate metallic knocking or chattering noise, failing to completely eliminate the whistling problem and instead introducing new noise sources, affecting the user's driving experience.

[0003] Therefore, it is necessary to develop and design a new type of vibration-damping gear in order to reduce the squealing and noise problems during gear torque transmission. Utility Model Content

[0004] In view of this, the purpose of this utility model is to provide a double-linked vibration damping gear. By adopting this gear structure, it is possible to reduce the whistling and noise problems in the gear torque transmission process.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a double-gear damping system, comprising a main gear, a secondary gear, and a damping structure, wherein the damping structure includes an arc-shaped damping rubber; the arc-shaped damping rubber is located between the main gear and the secondary gear and is used to complete the torque transmission between the main gear and the secondary gear.

[0006] Furthermore, the vibration damping structure also includes a spring element, which applies an axial preload to the secondary gear or the primary gear and makes the secondary gear and the primary gear axially engaged.

[0007] Furthermore, the main gear includes a hub, and the secondary gear is sleeved on the hub and the axial preload is applied through the spring.

[0008] Furthermore, the spring is a butterfly spring, which is sleeved on the hub and applies the axial preload to the secondary gear.

[0009] Furthermore, an arc-shaped vibration damping cavity is formed between the main gear and the auxiliary gear, and the arc-shaped vibration damping rubber is disposed in the arc-shaped vibration damping cavity, and the vibration damping rubber is conformally configured to the shape of the arc-shaped vibration damping cavity.

[0010] Furthermore, the arc-shaped damping cavity is in two sets, and the two sets of arc-shaped damping cavities are symmetrical about the center of the main gear.

[0011] Furthermore, the main gear is provided with heat dissipation holes that connect the arc-shaped damping cavity to the outside.

[0012] Furthermore, when the damping rubber is in a free state, the teeth of the main gear and the auxiliary gear are misaligned.

[0013] Furthermore, the main gear is provided with a first tooling positioning hole, and the secondary gear is provided with a second tooling positioning hole arranged opposite to the first tooling positioning hole.

[0014] Furthermore, the radial edge of the main gear facing the auxiliary gear is provided with a first annular boss protruding towards the auxiliary gear, and the radial edge of the auxiliary gear facing the main gear is provided with a second annular boss protruding towards the main gear, with the first annular boss and the second annular boss fitting together.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0016] By employing the double-linked vibration-damping gears provided by this invention, the whistling and noise problems during gear torque transmission can be effectively reduced. Specifically, this technical solution replaces traditional metal springs with arc-shaped vibration-damping rubber. The torque transmission between the main gear and the auxiliary gear is achieved using the arc-shaped vibration-damping rubber, effectively absorbing the torsional vibration energy transmitted by the engine by utilizing the high damping characteristics of the rubber material. During torque fluctuations, the relative rotation between the main and auxiliary gears causes the vibration-damping rubber to undergo periodic shear deformation, converting mechanical energy into heat energy for dissipation. Compared to metal spring vibration damping structures, rubber components can avoid metal-on-metal collision noise during start-stop phases. Furthermore, by rationally designing the rubber hardness, both vibration damping effect and torque transmission accuracy can be achieved.

[0017] Other advantages, objectives, and features of this invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination and study, or may be learned from practice of this invention. The objectives and other advantages of this invention can be realized and obtained through the following description. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the cross-sectional structure of the present invention at the heat dissipation hole;

[0019] Figure 2 This is a schematic diagram of the cross-sectional structure of the tooling positioning hole of this utility model;

[0020] Figure 3 This is a first-view axonometric structural schematic diagram of the present invention;

[0021] Figure 4 This is an isometric structural schematic diagram of the present invention from another perspective;

[0022] Figure 5 This is a schematic diagram of the exploded structure of this utility model;

[0023] Figure 6 for Figure 1 A magnified schematic diagram of the structure at point A in the middle.

[0024] Reference numerals in the attached drawings: 1-Main gear; 1a-Arc-shaped damping cavity; 1b-Heat dissipation hole; 1c-First tooling positioning hole; 101-Hub; 101a-Annular limiting groove; 102-First annular boss; 2-Secondary gear; 201-Second annular boss; 2a-Second tooling positioning hole; 3-Arc-shaped damping rubber; 4-Spring component; 5-Retaining ring. Detailed Implementation

[0025] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that the illustrations provided in the following embodiments are only for illustrating the basic concept of this utility model. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. It should be noted that in the description of this application, the terms "first," "second," etc., are only used for distinguishing descriptions and should not be construed as indicating or implying relative importance.

[0026] Please see Figure 1-6This embodiment discloses a double-stage vibration-damping gear, including a main gear 1, a secondary gear 2, and a vibration-damping structure. The vibration-damping structure includes an arc-shaped vibration-damping rubber 3. The arc-shaped vibration-damping rubber 3 is located between the main gear and the secondary gear and is used to complete the torque transmission between the main gear 1 and the secondary gear 2. Specifically, the torque transmission between the main gear 1 and the secondary gear 2 can be achieved by compressing the arc-shaped vibration-damping rubber 3 along the circumferential direction (the circumferential direction of the main gear 1 or the secondary gear 2). More specifically, a hub 101 is integrally formed on the main gear 1, and the secondary gear 2 is rotatably mounted on the hub 101. An arc-shaped vibration-damping cavity 1a is formed between the main gear 1 and the secondary gear 2. The arc-shaped vibration-damping rubber 3 is disposed in the arc-shaped vibration-damping cavity 1a. During torque transmission, the main gear 1 receives the torque rotation of the previous stage gear and pushes the arc-shaped vibration-damping rubber 3 to rotate. The arc-shaped vibration-damping rubber 3 then pushes the secondary gear 2 to rotate, and the power is transmitted to the next stage gear through the secondary gear 2. Of course, in other embodiments, a hub can also be provided on the secondary gear 2, with the main gear 1 rotatably mounted on the hub of the secondary gear 2; this will not be elaborated further here. The arc-shaped damping rubber 3 can be made of elastic materials such as natural rubber, nitrile rubber, or silicone rubber. This technical solution uses the arc-shaped damping rubber 3 to complete the torque transmission between the main gear 1 and the secondary gear 2, effectively absorbing the torsional vibration energy transmitted by the engine by utilizing the high damping characteristics of the rubber material. During torque fluctuations, the relative rotation between the main and secondary gears causes the damping rubber to undergo periodic shear deformation, converting mechanical energy into heat energy for dissipation. Compared to metal spring damping structures, rubber elements can avoid metal collision noise during start-stop phases, and by reasonably designing the rubber hardness, both vibration damping effect and torque transmission accuracy can be achieved.

[0027] In this embodiment, the vibration damping structure further includes a spring 4, which applies an axial preload to the secondary gear 2 or the primary gear 1, causing the secondary gear 2 and the primary gear 1 to axially engage. Specifically, the primary gear 1 includes a hub 101, and the secondary gear 2 is rotatably mounted on the hub 101. The spring 4, using a disc spring or cylindrical spring, applies an axial preload to the secondary gear 2, causing the secondary gear 2 to engage with the primary gear 1. Alternatively, in other embodiments, a hub can be provided on the secondary gear 2, and the primary gear 1 can be rotatably mounted on the hub of the secondary gear 2. The spring 4 applies an axial preload to the primary gear 1, causing the primary gear 1 to engage with the secondary gear 2. The engagement of the secondary gear 2 and the primary gear 1 is achieved through the spring 4, simplifying the installation structure. Simultaneously, the spring 4 can absorb a certain amount of axial vibration energy, which helps ensure the smoothness of torque transmission between the secondary gear 2 and the primary gear 1.

[0028] In this embodiment, the main gear 1 includes a hub 101, and the secondary gear 2 is sleeved on the hub 101 and subjected to the axial preload through the spring 4. Specifically, in this embodiment, the spring 4 is a disc spring, which is sleeved on the hub 101 and applies the axial preload to the secondary gear 2. Specifically, the hub 101 of the main gear 1 can be integrally forged or a split structure, and its axial length must meet the installation space requirements of the secondary gear 2. The secondary gear 2 can be directly rotatably mounted on the hub 101, or it can achieve rotational engagement with the hub 101 through a low-friction bushing. A disc spring is a conical washer with axial elasticity, which generates elastic deformation under compression due to its unique conical structure. In this design, the disc spring is designed to be sleeved on the hub 101 of the main gear 1, with its two ends contacting the retaining ring 5 and the secondary gear 2, respectively. When the disc spring is compressed, it generates a continuous axial elastic force, pressing the secondary gear 2 tightly onto the main gear 1. The disc spring can be constructed using a single-layer or multi-layer stacked structure, preferably made of spring steel to ensure sufficient elasticity and fatigue life. As a preferred embodiment, the cone angle of the disc spring is designed to be 12-15 degrees to balance elasticity and service life. Furthermore, the inner diameter of the disc spring and the hub 101 are fitted with a clearance fit to ensure free compression without radial constraint.

[0029] This technical solution achieves axial preload on the secondary gear 2 by adding a disc spring to the vibration damping structure, ensuring the stability of torque transmission. Simultaneously, the elastic properties of the disc spring absorb some axial vibration. Compared to solutions relying solely on curved rubber for vibration damping, this design better controls the relative position between gears, reducing noise caused by axial movement. Furthermore, the disc spring provides additional damping, reducing knocking noise from the rapid contact between the gears and the curved rubber during start-stop phases. The composite vibration damping structure of the curved damping rubber 3 and the disc spring more effectively absorbs torsional vibration transmitted from the engine, further reducing gear knocking noise. In addition, the mating structure between the disc spring and the retaining ring 5 facilitates assembly and preload adjustment, improving product manufacturability.

[0030] More specifically, in this embodiment, an annular limiting groove 101a is provided on the circumferential surface of the hub 101, and a retaining ring 5 is provided in the annular limiting groove 101a. One end of the disc spring abuts against the retaining ring 5, and the other end of the disc spring 4 abuts against the secondary gear 2. The annular limiting groove can be formed by turning, and its cross-sectional shape is preferably rectangular. The retaining ring is an elastic retaining ring or a retaining spring with a thickness of 0.5-1.5mm. As an alternative, the retaining ring can adopt a split structure, consisting of two semi-circular retaining rings, which are fixed by bolts. This technical solution achieves accurate positioning and reliable support of the disc spring through the cooperation of the annular limiting groove and the retaining ring. Among them, the retaining ring, as an axial limiting reference, can ensure that the disc spring always maintains the designed preload and avoids spring relaxation due to long-term vibration. The mechanical limiting effect of the annular limiting groove can effectively prevent the retaining ring from axially moving under high-speed rotation conditions. This structural design enables the vibration damping system to work stably during engine start-stop and ensures the reliability of torque transmission.

[0031] In this embodiment, an arc-shaped vibration damping cavity 1a is formed between the main gear 1 and the auxiliary gear 2. The arc-shaped vibration damping rubber 3 is disposed in the arc-shaped vibration damping cavity 1a, and the vibration damping rubber 3 is conformally configured to the shape of the arc-shaped vibration damping cavity 1a. Here, the cross-sectional shape of the arc-shaped vibration damping cavity 1a is preferably circular, which facilitates processing and uniform distribution of the force on the vibration damping rubber. The arc range of a single arc-shaped vibration damping cavity 1a is preferably 120°-160° to balance space utilization and vibration damping effect. More specifically, the arc-shaped vibration damping cavity 1a is formed by machining arc-shaped grooves on the opposite surfaces of the main gear 1 and the auxiliary gear 2. The two ends of the arc-shaped vibration damping rubber 3 respectively abut against the corresponding sidewalls of the arc-shaped grooves or leave a thermal expansion gap of 0.2-0.5mm. In use, the sidewalls of the arc-shaped grooves on the main gear 1 push the arc-shaped rubber block to rotate circumferentially, thereby driving the auxiliary gear to rotate. This technical solution achieves vibration absorption during torque transmission by setting a matching arc-shaped damping cavity 1a and arc-shaped damping rubber 3 between the main and auxiliary gears. Specifically, the arc-shaped structure enables the damping rubber to produce uniform elastic deformation under circumferential force, avoiding local stress concentration; the conformally designed arc-shaped damping rubber can make full use of the cavity space and increase the effective working area of ​​the damping material.

[0032] In this embodiment, there are two sets of arc-shaped vibration damping cavities 1a, and the two sets of arc-shaped vibration damping cavities 1a are symmetrical about the center of the main gear 1. As a preferred embodiment, the arc of the arc-shaped vibration damping cavity 1a can be selected between 120 degrees and 160 degrees to ensure that the vibration damping rubber has sufficient length. Thus, by setting two sets of centrally symmetrical arc-shaped vibration damping cavities 1a, the arc-shaped vibration damping rubber 3 can be evenly stressed when the gear is running, avoiding excessive stress on one side that would reduce the vibration damping effect. This symmetrical arrangement is beneficial for balancing the torque transmission between the main gear 1 and the auxiliary gear 2, reducing the impact and vibration during gear meshing. At the same time, the symmetrical arrangement of the vibration damping cavity structure allows the vibration damping rubber to produce more uniform elastic deformation when compressed, thereby effectively absorbing and buffering the torsional vibration generated during gear transmission and reducing gear transmission noise. In addition, the symmetrical arrangement of the vibration damping cavity structure can better meet the vibration absorption effect during forward and reverse rotation.

[0033] In this embodiment, the main gear 1 is provided with a heat dissipation hole 1b that connects the arc-shaped damping cavity 1a to the outside. Specifically, the heat dissipation hole 1b penetrates the gear body of the main gear 1, forming an airflow channel between the arc-shaped damping cavity 1a and the external environment of the gear. As a preferred embodiment, the heat dissipation hole 1b is arranged along the axial direction of the main gear 1, ensuring that each arc-shaped damping cavity 1a is provided with at least one heat dissipation hole 1b. Thus, this technical solution effectively solves the problem of temperature rise caused by frictional heat generation of the arc-shaped damping rubber 3 during continuous operation by setting heat dissipation holes 1b in the damping gear. The specific working principle is as follows: when the gear rotates at high speed, the heat dissipation hole 1b forms an air convection channel. External cold air is drawn into the arc-shaped damping cavity 1a through centrifugal force, carrying away the frictional heat generated by the contact surface between the damping rubber and the gear. At the same time, the hot air is discharged through another heat dissipation hole. Compared with the prior art, this structure significantly improves the working environment temperature of the damping rubber while maintaining the damping performance, avoiding the problem of accelerated rubber aging caused by overheating, thereby extending the service life of the damping structure.

[0034] In this embodiment, when the damping rubber 3 is in a free state, the teeth of the main gear 1 and the secondary gear 2 are misaligned. Specifically, misaligned teeth mean that the teeth of the main gear 1 and the secondary gear 2 are not completely aligned in the circumferential direction, and there is a certain phase difference. The damping rubber 3 is in a free state, meaning that the damping rubber 3 is not subjected to compressive force in the circumferential direction of the gears. Therefore, this technical solution, through the misaligned arrangement of the teeth of the main gear 1 and the secondary gear 2, allows the vibration energy between the main gear 1 and the previous stage gear, and between the secondary gear 2 and the next stage gear, to cancel each other out or significantly weaken in the transmission path. This helps to better improve the noise problem in the gear transmission system.

[0035] In this embodiment, the main gear 1 is provided with a first tooling positioning hole 1c, and the auxiliary gear 2 is provided with a second tooling positioning hole 2a arranged opposite to the first tooling positioning hole 2a. The first tooling positioning hole 1c and the second tooling positioning hole 2a are used to achieve precise alignment of the main gear 1 and the auxiliary gear 2 during assembly, ensuring the accurate relative position of the main gear 1 and the auxiliary gear 2. Preferably, the tooling positioning hole can adopt a circular through hole structure, and the tooling positioning hole is connected to the arc-shaped vibration damping cavity, which also has a certain heat dissipation function. A guide chamfer can be provided in the positioning hole to facilitate the insertion of the tooling pin. This technical solution solves the problem of difficulty in ensuring the relative position accuracy of the main and auxiliary gears during the assembly of the vibration damping gear by providing corresponding positioning holes on the main and auxiliary gears. The specific working principle is: during assembly, the tooling pin is simultaneously inserted into the first and second tooling positioning holes 2c, so that the main gear 1 and the auxiliary gear 2 maintain the relative angular position required by the design. Thus, the stability of torque transmission is ensured, and the reduction of vibration damping performance due to assembly errors is avoided. Compared with existing technologies, this solution significantly improves assembly efficiency and accuracy, while reducing vibration and noise caused by improper assembly.

[0036] In this embodiment, the radial edge of the main gear 1 facing the auxiliary gear 2 is provided with a first annular boss 102 protruding towards the auxiliary gear 2, and the radial edge of the auxiliary gear 2 facing the main gear 1 is provided with a second annular boss 201 protruding towards the main gear 1. The first annular boss 102 and the second annular boss 201 are fitted together. Specifically, the first annular boss 102 and the second annular boss 201 form an axial limiting structure by fitting together, which can effectively constrain the axial relative displacement between the main gear 1 and the auxiliary gear 2. The radial width of the first annular boss 201 and the second annular boss 201 can be adjusted according to the actual working conditions. Thus, this technical solution, by providing mutually fitted annular bosses on the main gear 1 and the auxiliary gear 2, can further limit the axial movement of the gear pair while ensuring the reliability of torque transmission. In addition, the mating surfaces of the first annular boss 102 and the second annular boss 201 can be precision machined to improve contact accuracy, and the reduced contact area of ​​the first annular boss 102 and the second annular boss 201 can help to further reduce impact noise during vibration transmission.

[0037] The vibration reduction and noise reduction working principle of the above-mentioned double vibration damping gear is as follows: In specific use, the main gear 1 is used to mesh with the previous gear, and the auxiliary gear 2 is used to mesh with the next gear. The torque received by the main gear 1 is transmitted to the auxiliary gear 2 through the arc-shaped vibration damping rubber 3. When the previous gear has torque fluctuations, the arc-shaped vibration damping rubber 2 can effectively absorb a certain amount of vibration energy, thereby reducing the howling and noise problems in the gear torque transmission process. Moreover, the rubber element does not make a metallic knocking sound when it contacts the gear. In addition, during the start-stop phase, the disc spring can also provide some damping, thereby effectively reducing the knocking noise caused by the rapid contact between the gear and the arc-shaped vibration damping rubber 3 during the start-stop phase.

[0038] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A double-stage vibration damping gear, characterized in that: It includes a main gear (1), a secondary gear (2) and a vibration damping structure. The vibration damping structure includes an arc-shaped vibration damping rubber (3). The arc-shaped vibration damping rubber (3) is located between the main gear and the secondary gear and is used to complete the torque transmission between the main gear (1) and the secondary gear (2).

2. The double-stage vibration damping gear according to claim 1, characterized in that: The vibration damping structure also includes a spring (4), which applies an axial preload to the auxiliary gear (2) or the main gear (1) and makes the auxiliary gear (2) and the main gear (1) axially fit together.

3. The double-stage vibration damping gear according to claim 2, characterized in that: The main gear (1) includes a hub (101), and the secondary gear (2) is sleeved on the hub (101) and the axial preload is applied through the spring (4).

4. The double-stage vibration damping gear according to claim 3, characterized in that: The spring (4) is a butterfly spring, which is sleeved on the hub (101) and applies the axial preload to the auxiliary gear (2).

5. The double-stage vibration damping gear according to claim 3, characterized in that: An arc-shaped damping cavity (1a) is formed between the main gear (1) and the auxiliary gear (2). The arc-shaped damping rubber (3) is disposed in the arc-shaped damping cavity (1a), and the damping rubber (3) is conformally disposed to the shape of the arc-shaped damping cavity (1a).

6. The double-stage vibration damping gear according to claim 5, characterized in that: The arc-shaped damping cavity (1a) consists of two sets, and the two sets of arc-shaped damping cavities (1a) are symmetrical about the center of the main gear (1).

7. The double-stage vibration damping gear according to claim 5, characterized in that: The main gear (1) is provided with a heat dissipation hole (1b) that connects the arc-shaped damping cavity (1a) to the outside.

8. The double-stage vibration damping gear according to claim 5, characterized in that: When the damping rubber (3) is in a free state, the teeth of the main gear (1) and the auxiliary gear (2) are misaligned.

9. The double-stage vibration damping gear according to claim 8, characterized in that: The main gear (1) is provided with a first tooling positioning hole (1c), and the secondary gear (2) is provided with a second tooling positioning hole (2a) arranged opposite to the first tooling positioning hole (1c).

10. The double-stage vibration damping gear according to claim 5, characterized in that: The main gear (1) has a first annular boss (102) protruding towards the side of the auxiliary gear (2) on its radial edge facing the auxiliary gear (2), and the auxiliary gear (2) has a second annular boss (201) protruding towards the side of the main gear (1) on its radial edge facing the main gear (1). The first annular boss (102) and the second annular boss (201) are in contact.

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