CN204312683U - A kind of dual Gear Trains reducing sideshake - Google Patents
A kind of dual Gear Trains reducing sideshake Download PDFInfo
- Publication number
- CN204312683U CN204312683U CN201420791005.6U CN201420791005U CN204312683U CN 204312683 U CN204312683 U CN 204312683U CN 201420791005 U CN201420791005 U CN 201420791005U CN 204312683 U CN204312683 U CN 204312683U
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- shaft
- gear
- transmission
- branch road
- input
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Abstract
The utility model discloses a kind of dual Gear Trains reducing sideshake, when input shaft rotates forward, second transmission branch road provides power that output shaft is rotated forward, the rotating speed of output shaft is determined by the rotating speed of the first transmission branch road, and the unnecessary rotating speed of the second transmission branch road is balanced by the frictional rotation of friction coupling; The surface friction drag of friction coupling passes to the Surface of action one of each engaging gear pressure compaction Surface of action contrary with rotating Impact direction; During input shaft reversion, the first transmission branch road provides power that output shaft is reversed, and the Surface of action between gear does not change, and can not produce gap.The utility model can ensure that the Surface of action when input shaft rotates and reverse between gear does not change, and on Surface of action, form the pressure compaction Surface of action contrary with rotating Impact direction, thus effectively reduce backlash, make gear drive after working long hours, backlash is still little of negligible degree on the impact of transmission accuracy.
Description
Technical field
The utility model belongs to mechanical field, relates to gear-box, is specifically related to a kind of dual Gear Trains reducing sideshake.
Background technique
During meshed transmission gear, in order to form lubricant film between contacting profile, avoid rubbing sassafras fever expansion and stuck because of the gear teeth, must leave gap between flank profil, this gap is called backlash, is called for short sideshake.The existence of sideshake can produce a series of consequence: between cog impact can affect gear-driven stationarity, and when driving wheel sense of rotation changes, the motion of follower often lags behind the motion of driving wheel.This phenomenon claims " return difference ", and the existence due to " return difference " has had a strong impact on the precision of transmission.Such as in servomechanism, control circuit is to after actuating motor instruction, and actuating motor rotates certain angle, but due to the existence of sideshake, the actual angle passing to output terminal is less than predetermined, and especially when actuating motor frequent clockwise and anticlockwise, integrating error will reach the degree that cannot ignore.And along with the development of machinery industry, also more and more higher to mechanically operated required precision, common gear transmission is then difficult to meet high-precision requirement.
Summary of the invention
For the deficiency that prior art exists, the purpose of this utility model is, provides a kind of dual Gear Trains reducing sideshake, can make gear drive after working long hours, and backlash is still little of negligible degree on the impact of transmission accuracy.
In order to solve the problems of the technologies described above, the utility model adopts following technological scheme to be achieved:
Reduce a dual Gear Trains for sideshake, comprise casing, the side of casing is provided with input shaft, the opposite side that casing is relative is provided with output shaft;
Also be provided with first transmission shaft parallel with output shaft with input shaft, second driving shaft and the 3rd transmission shaft in casing, the first transmission shaft is arranged on the side of input shaft, and second driving shaft and the 3rd transmission shaft are coaxially set at the opposite side of input shaft;
Input shaft is provided with the first input gear, the first transmission shaft is provided with the second input gear, second driving shaft is provided with the 3rd input gear; First input gear and the second input gear engagement driving, the first input gear simultaneously with the 3rd input gear engagement driving;
Output shaft is provided with the first output gear, the first transmission shaft is also provided with the second output gear, the 3rd transmission shaft is provided with the 3rd output gear; First output gear and the second output gear engagement driving, with the 3rd output gear engagement driving while of the first output gear;
The end of second driving shaft is connected with axle consolidation in overrunning clutch, and the outer ring of overrunning clutch is connected with one end consolidation of friction coupling, and the other end of friction coupling is connected with the end consolidation of the 3rd transmission shaft;
The outer ring of overrunning clutch is also provided with break, and the housing of break is fixed in casing, and the rubbing surface of break contacts with the outer ring of overrunning clutch and brakes;
Input shaft and the first transmission shaft form a first transmission branch road, input shaft, second driving shaft and the 3rd transmission shaft form a second transmission branch road, and the velocity ratio between the first transmission branch road and output shaft is greater than the velocity ratio between the second transmission branch road and output shaft;
When input shaft rotates forward, the interior axle of overrunning clutch is relative to outer ring locking, and the 3rd transmission shaft rotates under the drive of second driving shaft, and the second transmission branch road provides power that output shaft is rotated forward, and the rotating speed of output shaft is determined by the rotating speed of the first transmission branch road;
The rotation of input shaft is supplied to Surface of action rotatory force of each engaging gear, and the rotating speed of the first transmission branch road is delayed is supplied to the Surface of action one of each engaging gear pressure compaction Surface of action contrary in rotatory force direction;
During input shaft reversion, the interior axle of overrunning clutch is relative to outer ring rotating, 3rd transmission shaft and second driving shaft depart from, first transmission branch road provides power that output shaft is reversed, the rotating speed of output shaft is determined by the rotating speed of the first transmission branch road, Surface of action between gear does not change, and can not produce gap;
The rotation of input shaft is supplied to Surface of action rotatory force of each engaging gear, and break applies resistance to the outer ring of overrunning clutch, and resistance passes to the Surface of action one of each engaging gear pressure compaction Surface of action contrary with rotatory force direction.
The utility model compared with prior art, has following technique effect:
The utility model can ensure that the Surface of action when input shaft rotates and reverse between gear does not change, and on Surface of action, form the pressure compaction Surface of action contrary with rotating Impact direction, thus effectively reduce backlash, make gear drive after working long hours, backlash is still little of negligible degree on the impact of transmission accuracy.
Accompanying drawing explanation
Fig. 1 is overall structure schematic diagram of the present utility model.
Fig. 2 is the structure enlarged diagram of overrunning clutch, friction coupling and part brake.
Fig. 3 is the A-A cross section structure schematic diagram of Fig. 2.
Fig. 4 is transmission principle figure of the present utility model.
Fig. 5 to Fig. 8 is the engagement schematic diagram of four pairs of engaging gears, no matter turns clockwise or is rotated counterclockwise, and the Surface of action of four pairs of engaging gears can not change.
In figure, the implication of each label is: 1-casing, 2-input shaft, 3-output shaft, 4-first transmission shaft, 5-second driving shaft, 6-the 3rd transmission shaft, 7-first input gear, 8-second input gear, 9-the 3rd input gear, 10-first output gear, 11-second output gear, 12-the 3rd output gear, 13-overrunning clutch, (13-1)-Nei axle, (13-2)-outer ring, 14-friction coupling, 15-break, (15-1)-housing, (15-2)-rubbing surface, (15-3)-preloading spring, 16-first transmission branch road, 17-second transmission branch road.
Below in conjunction with accompanying drawing, explanation is further explained in detail to particular content of the present utility model.
Embodiment
Below provide specific embodiment of the utility model, it should be noted that the utility model is not limited to following specific embodiment, all equivalents done on technical scheme basis all fall into protection domain of the present utility model.
Embodiment:
Defer to technique scheme, as shown in Figures 1 to 8, the present embodiment provides a kind of dual Gear Trains reducing sideshake, comprises casing 1, the side of casing 1 is provided with input shaft 2, and the opposite side that casing 1 is relative is provided with output shaft 3;
First transmission shaft 4 parallel with output shaft 3 with input shaft 2, second driving shaft 5 and the 3rd transmission shaft 6 are also installed in casing, first transmission shaft 4 is arranged on the side of input shaft 2, and second driving shaft 5 and the 3rd transmission shaft 6 are coaxially set at the opposite side of input shaft 2;
Input shaft 2 is provided with on the first input gear 7, first transmission shaft 4 and second input gear 8 is installed, second driving shaft 5 is provided with the 3rd input gear 9; First input gear 7 and the second input gear 8 engagement driving, the first input gear 7 simultaneously with the 3rd input gear 9 engagement driving;
Output shaft 3 is provided with the first output gear 10, first transmission shaft 4 is also provided with on the second output gear the 11, three transmission shaft 6 and the 3rd output gear 12 is installed; First output gear 10 and the second output gear 11 engagement driving, with the 3rd output gear 12 engagement driving while of the first output gear 10;
The end of second driving shaft 5 is connected with axle 13-1 consolidation in overrunning clutch 13, and the outer ring 13-2 of overrunning clutch 13 is connected with one end consolidation of friction coupling 14, and the other end of friction coupling 14 is connected with the end consolidation of the 3rd transmission shaft 6;
The outer ring of overrunning clutch 13 is also provided with break 15, and the housing 15-1 of break 15 is fixed in casing 1, and the rubbing surface 15-2 of break 15 contacts with the outer ring 13-2 of overrunning clutch 13 and brakes;
Input shaft 2 and the first transmission shaft 4 form a first transmission branch road 16, input shaft 2, second driving shaft 5 and the 3rd transmission shaft 6 velocity ratio formed between second transmission branch road 17, a first transmission branch road 16 and output shaft 3 is greater than the velocity ratio between the second transmission branch road 17 and output shaft 3;
When input shaft 2 rotates forward, the interior axle 13-1 of overrunning clutch 13 is relative to outer ring 13-2 locking, 3rd transmission shaft 6 rotates under the drive of second driving shaft 5, second transmission branch road 17 provides power that output shaft 3 is rotated forward, the rotating speed of output shaft 3 is determined by the rotating speed of the first transmission branch road 16, and the unnecessary rotating speed of the second transmission branch road 17 is balanced by the frictional rotation of friction coupling 14;
The rotation of input shaft 2 is supplied to Surface of action rotatory force of each engaging gear, and the rotating speed of the first transmission branch road 16 is delayed is supplied to the Surface of action one of each engaging gear pressure compaction Surface of action contrary in rotatory force direction;
When input shaft 2 reverses, the interior axle 13-1 of overrunning clutch 13 rotates relative to outer ring 13-2,3rd transmission shaft 6 departs from second driving shaft 5, first transmission branch road 16 provides power that output shaft 3 is reversed, the rotating speed of output shaft 3 is determined by the rotating speed of the first transmission branch road 16, Surface of action between gear does not change, and can not produce gap;
The rotation of input shaft 2 is supplied to Surface of action rotatory force of each engaging gear, and break 15 applies resistance to the outer ring 13-2 of overrunning clutch 13, and resistance passes to the Surface of action one of each engaging gear pressure compaction Surface of action contrary with rotatory force direction.
It should be noted that the velocity ratio between the first transmission branch road 16 described in the application and output shaft 3 refers to the velocity ratio that the situation only having the first transmission branch road 16 to exist is rained between output shaft 3; Velocity ratio between second transmission branch road 17 and output shaft 3, refers to and only has the second transmission branch road 17 to deposit in case and velocity ratio when frictional rotation does not occur friction coupling 14 and between output shaft 3.
By the friction torque of preloading spring 15-3 regulating brake 15, holding torque required when the outer ring 13-2 making the friction torque of break 15 must be greater than overrunning clutch 13 rotates on its disengaging transferring power direction.
Below to rotate clockwise the rotating forward for input shaft 2, to rotate counterclockwise the reversion for input shaft 2, working procedure of the present utility model is described.
When input shaft 2 rotates clockwise, first input gear 7 rotates clockwise, second input gear 8 drives the first transmission shaft 4 to rotate counterclockwise, 3rd input gear 9 drives second driving shaft 5 to rotate counterclockwise, in second transmission branch road 17, the interior axle 13-1 of overrunning clutch 13 is relative to outer ring 13-2 locking, and the 3rd transmission shaft 6 rotates counterclockwise under the drive of second driving shaft 5, by engaging between the first output gear 10 with the 3rd output gear 12, output shaft is rotated clockwise.
First transmission branch road 17 also has transmission process as above, but because the velocity ratio between the first transmission branch road 16 and output shaft 3 is greater than the velocity ratio between the second transmission branch road 17 and output shaft 3, when the rotating speed of input shaft 2 is identical, the rotating ratio second transmission branch road 17 causing the first transmission branch road 16 that output shaft 3 is rotated is slow, namely the rotating speed of the first transmission branch road 16 is delayed, and the rotating speed of output shaft 3 only has one, be as the criterion with a slow speed, namely for the rotating clockwise of output shaft 3, second transmission branch road 17 provides power, first transmission branch road 16 determines rotating speed.
In this case, the extra rotating speed of second transmission branch road 17 is by balancing by the frictional rotation of friction coupling 14, the rotation of input shaft 2 is supplied to Surface of action rotatory force of each engaging gear, the rotating speed of the first transmission branch road 16 is delayed is supplied to the Surface of action one of each engaging gear pressure compaction Surface of action contrary with rotatory force direction, in rotation process, Surface of action can not produce loosening, improves the accuracy of transmission.
When input shaft 2 rotates counterclockwise, first input gear 7 rotates counterclockwise, second input gear 8 drives the first transmission shaft 4 to rotate clockwise, 3rd input gear 9 drives second driving shaft 5 to rotate clockwise, in second transmission branch road 17, the interior axle 13-1 of overrunning clutch 13 rotates relative to outer ring 13-2, 3rd transmission shaft 6 departs from second driving shaft 5, second transmission branch road 17 does not reoffer power, second driving shaft 5 can be driven to rotate in input shaft 2 rotation process, the 3rd transmission shaft 6 can be driven in output shaft 3 rotation process to rotate, not synchronized between second driving shaft 5 and the 3rd transmission shaft 6, therebetween there is speed difference.
Because the second transmission branch road 17 does not reoffer power, the power of output shaft 3 can only obtain from the first transmission branch road 17, and namely for the rotating counterclockwise of output shaft 3, the first transmission branch road 16 provides power, and the first transmission branch road 16 also determines rotating speed simultaneously.
Because input shaft 2 is in the process rotating clockwise and rotate counterclockwise, the rotating speed of output shaft 3 decides by the first transmission branch road 16, therefore the Surface of action between engaging gear can not change clockwise and in the handoff procedure rotated counterclockwise, can not gap be produced, improve the accuracy of transmission.
In this case, the rotation of input shaft 2 is supplied to Surface of action rotatory force of each engaging gear, break 15 applies resistance to the outer ring 13-2 of overrunning clutch 13, make the rotation between outer ring 13-2 and interior axle 13-1 can be more smooth and easy, this resistance also can pass to the Surface of action one of each engaging gear pressure compaction Surface of action contrary with rotatory force direction by friction coupling 14 and the 3rd transmission shaft 6 simultaneously, in rotation process, Surface of action can not produce loosening, improves the accuracy of transmission.
Claims (1)
1. one kind can be reduced the dual Gear Trains of sideshake, comprise casing (1), the side of casing (1) is provided with input shaft (2), the opposite side that casing (1) is relative is provided with output shaft (3), it is characterized in that:
First transmission shaft (4) parallel with output shaft (3) with input shaft (2), second driving shaft (5) and the 3rd transmission shaft (6) are also installed in casing, first transmission shaft (4) is arranged on the side of input shaft (2), and second driving shaft (5) and the 3rd transmission shaft (6) are coaxially set at the opposite side of input shaft (2);
Input shaft (2) is provided with the first input gear (7), first transmission shaft (4) is provided with the second input gear (8), second driving shaft (5) is provided with the 3rd input gear (9); First input gear (7) and the second input gear (8) engagement driving, the first input gear (7) simultaneously with the 3rd input gear (9) engagement driving;
Output shaft (3) is provided with the first output gear (10), first transmission shaft (4) is also provided with the second output gear (11), the 3rd transmission shaft (6) is provided with the 3rd output gear (12); First output gear (10) and the second output gear (11) engagement driving, with the 3rd output gear (12) engagement driving the while of the first output gear (10);
The end of second driving shaft (5) is connected with interior axle (13-1) consolidation of overrunning clutch (13), the outer ring (13-2) of overrunning clutch (13) is connected with one end consolidation of friction coupling (14), and the other end of friction coupling (14) is connected with the end consolidation of the 3rd transmission shaft (6);
The outer ring of overrunning clutch (13) is also provided with break (15), the housing (15-1) of break (15) is fixed in casing (1), and the rubbing surface (15-2) of break (15) contacts with the outer ring (13-2) of overrunning clutch (13) and brakes;
Input shaft (2) and the first transmission shaft (4) form a first transmission branch road (16), input shaft (2), second driving shaft (5) and the 3rd transmission shaft (6) form a second transmission branch road (17), and the velocity ratio between the first transmission branch road (16) and output shaft (3) is greater than the velocity ratio between the second transmission branch road (17) and output shaft (3);
When input shaft (2) rotates forward, the interior axle (13-1) of overrunning clutch (13) is relative to outer ring (13-2) locking, 3rd transmission shaft (6) rotates under the drive of second driving shaft (5), second transmission branch road (17) provides power that output shaft (3) is rotated forward, the rotating speed of output shaft (3) is determined by the rotating speed of the first transmission branch road (16), and the unnecessary rotating speed of the second transmission branch road (17) is balanced by the frictional rotation of friction coupling (14);
The rotation of input shaft (2) is supplied to Surface of action rotatory force of each engaging gear, and the rotating speed of the first transmission branch road (16) is delayed is supplied to the Surface of action one of each engaging gear pressure compaction Surface of action contrary in rotatory force direction;
During input shaft (2) reversion, the interior axle (13-1) of overrunning clutch (13) rotates relative to outer ring (13-2), 3rd transmission shaft (6) and second driving shaft (5) depart from, first transmission branch road (16) provides power that output shaft (3) is reversed, the rotating speed of output shaft (3) is determined by the rotating speed of the first transmission branch road (16), Surface of action between gear does not change, and can not produce gap;
The rotation of input shaft (2) is supplied to Surface of action rotatory force of each engaging gear, break (15) applies resistance to the outer ring of overrunning clutch (13) (13-2), and resistance passes to the Surface of action one of each engaging gear pressure compaction Surface of action contrary with rotatory force direction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201420791005.6U CN204312683U (en) | 2014-12-12 | 2014-12-12 | A kind of dual Gear Trains reducing sideshake |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201420791005.6U CN204312683U (en) | 2014-12-12 | 2014-12-12 | A kind of dual Gear Trains reducing sideshake |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN204312683U true CN204312683U (en) | 2015-05-06 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201420791005.6U Expired - Fee Related CN204312683U (en) | 2014-12-12 | 2014-12-12 | A kind of dual Gear Trains reducing sideshake |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN204312683U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI620885B (en) * | 2016-09-30 | 2018-04-11 | Backlash adjustment device for double output transmission mechanism | |
| CN113217581A (en) * | 2021-05-06 | 2021-08-06 | 浙江冠宝实业有限公司 | Speed reducer for circular sawing machine stable in operation |
-
2014
- 2014-12-12 CN CN201420791005.6U patent/CN204312683U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI620885B (en) * | 2016-09-30 | 2018-04-11 | Backlash adjustment device for double output transmission mechanism | |
| CN113217581A (en) * | 2021-05-06 | 2021-08-06 | 浙江冠宝实业有限公司 | Speed reducer for circular sawing machine stable in operation |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20150506 Termination date: 20161212 |