Damping type transmission gear

Abstract

The utility model discloses a damping type transmission gear, including gear body and damper wheel, the damper wheel is installed in gear body and is through inertia damper and absorbs the torsional vibration that generates in the transmission process of gear body, the utility model discloses a damping type transmission gear, when the gear knocks, namely, when the gear occurs sudden acceleration and deceleration, inertia ring can keep the original movement state, and reduces part knock tooth energy, because the effect of rubber block, the rotation frequency of inertia ring can slow down the torque fluctuation of gear, greatly relieve even solve the noise, vibration and roughness problem of acoustic vibration, and the whole structure assembly process is simple and has high commonality, can use in the place where the engine or transmission knocks seriously.

Description

Technical Field

[0001] This utility model belongs to the field of gear technology and relates to a damping type transmission gear. Background Technology

[0002] During engine operation, the high-speed reciprocating motion of the piston generates significant inertial forces, and this vibration is transmitted to the entire transmission system through the crankshaft. Although the introduction of a balance shaft can partially offset the vibration generated by the piston's movement, its own gear transmission process introduces new vibration problems. Especially in multi-cylinder engines, torque fluctuations caused by differences in the ignition timing of each cylinder result in meshing gears often being out of sync. When the driven gears collide back and forth within the meshing gap due to backlash, noticeable knocking noise is generated, severely affecting the overall vehicle's noise, vibration, and harshness (NVH) performance. Currently, conventional gear structures used in engine transmission systems, such as balance shaft driven gears and camshaft gears, lack effective torsional vibration absorption mechanisms and cannot solve this knocking problem caused by internal transmission system vibrations.

[0003] Therefore, it is necessary to improve the transmission gear structure in the existing engine to solve the problems of knocking noise, vibration and acoustic roughness in the gear transmission system. Utility Model Content

[0004] In view of this, the present invention provides a damped transmission gear that can maintain the original motion state of the inertial ring when the gear is struck, that is, when the gear is rapidly accelerated and decelerated, thereby reducing some of the knocking energy; and can significantly improve noise, vibration and acoustic roughness.

[0005] This utility model discloses a damped transmission gear, including a gear body and a damping wheel. The damping wheel is installed on the gear body and absorbs the torsional vibration generated during the transmission of the gear body through inertial damping.

[0006] Furthermore, the inner radial side of the damping wheel is a power receiving part, which rotates synchronously with the gear body and receives rotational power, while the outer radial side of the damping wheel is an inertial damping part, and the power receiving part and the inertial damping part are elastically connected.

[0007] Furthermore, the inertial damping part is an inertial ring, the power receiving part is a bushing, and the inertial ring and the bushing are formed into an integral damping wheel structure by vulcanizing a rubber ring.

[0008] Furthermore, the gear body has an inwardly recessed journal on one axial side for connecting the damping wheel and a mounting groove for accommodating the damping wheel. The bushing is fixed at the journal, and the inertia ring and rubber ring are disposed in the mounting groove.

[0009] Furthermore, the end face of the rubber ring away from the mounting groove and the end face of the inertia ring away from the mounting groove are both set in the axial direction of the journal without exceeding the end face of the journal, and the end face of the bushing away from the mounting groove is flush with the end face of the journal.

[0010] Furthermore, a stepped structure is provided between the journal and the bottom surface of the mounting groove, and the stepped structure is used for positioning the bushing during installation.

[0011] Furthermore, the natural frequency of the damping wheel is adjusted by changing the stiffness of the rubber ring and / or the moment of inertia of the inertial ring.

[0012] Furthermore, the natural frequency of the damping wheel is consistent with the vibration frequency of the transmission gear.

[0013] Furthermore, the gear body has a waist-shaped hole, and several of the waist-shaped holes are arranged around the shaft on the same circumference.

[0014] The beneficial effects of this utility model are:

[0015] This invention provides a damping transmission gear. When gear knocking occurs, i.e., when gears accelerate or decelerate rapidly, the inertia ring maintains its original motion state. The inertia ring is fixedly connected to the rubber ring, thus creating a damping effect and reducing some of the knocking energy. It can significantly improve noise, vibration, and acoustic roughness. Due to the effect of the rubber block, the rotation frequency of the inertia ring will slow down the torque fluctuation of the gear, greatly alleviating or even solving the problems of noise, vibration, and acoustic roughness. The overall structure has a simple assembly process and strong versatility, and can be used in places where engine or transmission knocking is severe. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the damping transmission gear in this utility model;

[0017] Figure 2 for Figure 1 AA section view in the middle;

[0018] Reference numerals: 1. Gear body; 2. Bushing; 3. Rubber ring; 4. Inertia ring; 101. Mounting groove; 102. Journal shaft; 103. Stepped structure; 104. Waist-shaped hole. Detailed Implementation

[0019] It should be noted that in the description of this specification, the terms "upper", "lower", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0020] As shown in the figure, an embodiment of this utility model discloses a damped transmission gear, including a gear body 1 and a damping wheel. The damping wheel is mounted on the gear body 1 and absorbs torsional vibrations generated during gear transmission through inertial damping. The damping wheel can be made of elastic materials such as rubber or polyurethane, and its shape can be annular, disc-shaped, or other shapes suitable for absorbing vibrations. The connection between the damping wheel and the gear body 1 can be by interference fit, bonding, or mechanical fixation. This technical solution, by setting a damping wheel on the gear body 1, can effectively absorb torsional vibrations generated during gear transmission. When the gear body 1 is subjected to torque fluctuations, the damping wheel absorbs vibration energy through elastic deformation, thereby reducing the impact and noise between gears.

[0021] In this embodiment, the inner radial side of the damping wheel is a power receiving part, which rotates synchronously with the gear body 1 and receives rotational power. The outer radial side of the damping wheel is an inertial damping part, and the power receiving part and the inertial damping part are elastically connected. The damping wheel is mainly fixedly connected to the gear body 1 through the power receiving part, while the inertial damping part forms inertial damping to absorb the torsional vibration generated during the transmission of the gear body 1. Specifically, when the gear knocks, that is, when the gear accelerates and decelerates rapidly, the inertial damping part can maintain its original motion state, and the power receiving part and the inertial damping part are elastically connected. The inertial damping part can form an inertial damping effect, thereby reducing some of the knocking energy.

[0022] In this embodiment, the gear body 1 has an inwardly recessed journal 102 for connecting the damping wheel and a mounting groove 101 for accommodating the damping wheel on one axial side. The gear body 1 is typically made of alloy steel or cast iron, with an inwardly recessed journal 102 and mounting groove 101 on one axial side. The journal 102 is used to connect the damping wheel, and the mounting groove 101 is used to accommodate the damping wheel. The journal 102 is a cylindrical structure and can be derived during the formation of the mounting groove 101. The mounting groove 101 can be an annular groove or a stepped groove.

[0023] In this embodiment, the inertial damping part is an inertial ring 4, and the power receiving part is a bushing 2. The inertial ring 4 and the bushing 2 are vulcanized with a rubber ring 3 to form an integral damping wheel structure. The damping wheel includes a bushing 2, a rubber ring 3, and an inertial ring 4. The bushing 2 is fixed to the journal 102 by an interference fit. The rubber ring 3 covers the bushing 2, and the inertial ring 4 is disposed on the rubber ring 3. The inertial ring 4 can be made of gray iron, and the rubber ring 3 can be made of HNBR (hydrogenated nitrile butadiene rubber), which is oil-resistant, high-temperature resistant, chemically resistant, and has high strength, tear resistance, and wear resistance. The bushing 2 can be made of steel or aluminum alloy. Its inner diameter is fixed to the journal 102 by an interference fit or key connection. The rubber ring 3 and the bushing 2 can be joined by vulcanization bonding or mechanical pressing.

[0024] This technical solution effectively absorbs torsional vibration generated during gear transmission through the resonance between the rubber ring 3 and the transmission gear. When the gear body 1 vibrates due to torque fluctuations, the rubber ring 3 deforms accordingly, converting mechanical energy into heat energy for dissipation. The synergistic effect of the inertia ring 4 and the rubber ring 3 achieves frequency regulation: the inertia ring 4 increases rotational inertia to lower the natural frequency, while the change in stiffness of the rubber ring 3 directly affects the frequency response. When the gear body 1 experiences torsional vibration due to torque fluctuations, the damping wheel forms a mass-spring system through the three-layer structure of the inertia ring 4, rubber ring 3, and bushing 2, adjusting its natural frequency to match the gear vibration frequency, thereby absorbing vibration energy through resonance. Therefore, in engine gear transmission scenarios, this structure can effectively suppress knocking noise caused by backlash and improve NVH performance.

[0025] In this embodiment, the natural frequency of the damping wheel is adjusted by changing the stiffness of the rubber ring 3 and / or the moment of inertia of the inertia ring 4; the natural frequency of the damping wheel is consistent with the vibration frequency of the transmission gear. The closer the natural frequency of the damping wheel is to the vibration frequency of the transmission gear, the better the vibration reduction effect. The natural frequency of the damping wheel can be adjusted by changing the stiffness of the rubber ring 3 and / or the moment of inertia of the inertia ring 4, so that the damping wheel can be adapted to different engine balance shaft devices. The inertia ring 4 changes the rotational moment of inertia of the system through its mass distribution and geometry. Specific implementation methods include, but are not limited to: using high-density metal materials to make a ring structure to increase mass; changing the moment of inertia distribution by adjusting the radial thickness or axial width of the ring; and adopting a split design to facilitate adjustment of the moment of inertia value. The stiffness of the rubber ring 3 can be adjusted by changing the rubber hardness or cross-sectional shape. The lower the stiffness, the greater the damping and the better the vibration reduction performance. The greater the thickness of the rubber ring 3, the smaller the shear deformation when absorbing the same vibration energy, thus improving fatigue life.

[0026] In this embodiment, the end face of the rubber ring 3 away from the mounting groove 101 and the end face of the inertia ring 4 away from the mounting groove 101 are both positioned axially on the journal 102 without extending beyond the end face of the journal 102. The end face of the bushing 2 away from the mounting groove 101 is flush with the end face of the journal 102. Positioning the end faces of the rubber ring 3 and the inertia ring 4 away from the mounting groove 101 within the axial direction of the journal 102 prevents the damping transmission gear from malfunctioning during mounting. When the timing rubber ring 3 and inertia ring 4 are in contact with the mounting limiting surface, the end face of the journal 102 cannot be in contact with the mounting limiting surface, which can easily cause the damping transmission gear to move axially and affect stability. However, by setting the end face of the bushing 2 away from the mounting groove 101 flush with the end face of the journal 102, the axial limiting of the bushing 2 can be achieved by relying on the mounting limiting surface and the stepped structure 103, thereby preventing the rubber ring 3 and inertia ring 4 from moving axially on the journal 102, thus improving the stability of the gear transmission system.

[0027] In this embodiment, a stepped structure 103 is provided between the journal 102 and the bottom surface of the mounting groove 101. The stepped structure 103 is used for mounting and positioning the bushing 2. By setting the stepped structure 103, it is possible to ensure that the bushing 2 of the damping wheel is accurately positioned during the installation process, avoiding the coaxiality error between the damping wheel and the gear body 1 caused by assembly deviation. At the same time, when installing the damping transmission gear, it can cooperate with the mounting limiting surface on the mounting shaft to achieve axial limiting of the bushing 2.

[0028] In this embodiment, the gear body 1 has a recessed hole 104, and several recessed holes 104 are arranged around the axis on the same circumference. By providing a recessed hole 104 structure evenly distributed around the axis on the gear body 1, the rotational inertia of the gear can be effectively reduced, thereby reducing the speed fluctuation amplitude of the gear when torque fluctuates. Specifically, when the engine shaft system transmits torque fluctuations, the gear with the recessed hole 104 structure can respond to speed changes more quickly due to the reduced rotational inertia, thus reducing the speed difference between the driving and driven gears and reducing gear impact caused by backlash.

[0029] 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 damped transmission gear, characterized in that: It includes a gear body and a damping wheel, wherein the damping wheel is mounted on the gear body and absorbs the torsional vibration generated during the transmission of the gear body through inertial damping; The inner radial side of the damping wheel is a power receiving part, which rotates synchronously with the gear body and receives rotational power. The outer radial side of the damping wheel is an inertial damping part, and the power receiving part and the inertial damping part are elastically connected.

2. The damping transmission gear according to claim 1, characterized in that: The inertial damping part is an inertial ring, and the power receiving part is a bushing. The inertial ring and the bushing are formed into an integral damping wheel structure by vulcanizing a rubber ring.

3. The damping transmission gear according to claim 2, characterized in that: The gear body has an inwardly recessed journal on one axial side for connecting the damping wheel and a mounting groove for accommodating the damping wheel. The bushing is fixed at the journal, and the inertia ring and rubber ring are disposed in the mounting groove.

4. The damping transmission gear according to claim 2, characterized in that: The end face of the rubber ring away from the mounting groove and the end face of the inertia ring away from the mounting groove are both set in the axial direction of the journal without exceeding the end face of the journal. The end face of the bushing away from the mounting groove is flush with the end face of the journal.

5. The damping transmission gear according to claim 3, characterized in that: A stepped structure is provided between the journal and the bottom surface of the mounting groove, and the stepped structure is used for positioning the bushing during installation.

6. The damping transmission gear according to claim 2, characterized in that: The natural frequency of the damping wheel is adjusted by changing the stiffness of the rubber ring and / or the moment of inertia of the inertial ring.

7. The damping transmission gear according to claim 2, characterized in that: The natural frequency of the damping wheel is the same as the vibration frequency of the transmission gear.

8. The damping transmission gear according to claim 1, characterized in that: The gear body has a waist-shaped hole, and several of the waist-shaped holes are arranged around the shaft on the same circumference.

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