CN211977198U

CN211977198U - Driving part and air conditioner with same

Info

Publication number: CN211977198U
Application number: CN202020428695.4U
Authority: CN
Inventors: 彭代杰
Original assignee: Midea Group Co Ltd; GD Midea Air Conditioning Equipment Co Ltd
Current assignee: Midea Group Co Ltd; GD Midea Air Conditioning Equipment Co Ltd
Priority date: 2020-03-27
Filing date: 2020-03-27
Publication date: 2020-11-20
Anticipated expiration: 2030-03-27

Abstract

The utility model discloses a drive assembly and air conditioner that has it, drive assembly includes: the box body subassembly, rotating gear and damping subassembly have supported hole and first limit structure on the box body subassembly, rotating gear locates in the box body subassembly, and rotating gear has back shaft and second limit structure, and the back shaft is worn to locate the supported hole, and in rotating gear's axial, first limit structure and second limit structure backstop are in damping subassembly's axial both sides, and damping subassembly is worn to locate the supported hole and is located the back shaft to make the back shaft relatively support the hole rotatable. According to the utility model discloses a driving part is through setting up the damping subassembly between back shaft and box body subassembly to make the vibration and the noise of driving part during operation little.

Description

Driving part and air conditioner with same

Technical Field

The utility model belongs to the technical field of the air conditioner technique and specifically relates to a drive assembly and air conditioner that has it is related to.

Background

Some air conditioners in the related art usually adopt a driving motor to drive a door to be opened and closed to move, however, in the process of driving the door to be opened and closed by the driving motor, the problem of harsh vibration and abnormal sound often occurs, so that the user experience is poor.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. To this end, the invention proposes a drive part whose vibration and noise are low.

The utility model discloses still provide an air conditioner with above-mentioned driver part.

According to the utility model discloses drive part of first aspect embodiment includes: the box body assembly is provided with a supporting hole and a first limiting structure; the rotating gear is arranged in the box body assembly and is provided with a supporting shaft and a second limiting structure, and the supporting shaft penetrates through the supporting hole; and the vibration damping assembly is arranged in the axial direction of the rotating gear, the first limiting structure and the second limiting structure are stopped at two axial sides of the vibration damping assembly, and the vibration damping assembly is arranged in the supporting hole in a penetrating mode and sleeved on the supporting shaft, so that the supporting shaft can rotate relative to the supporting hole.

According to the utility model discloses a driving part is through setting up the damping subassembly between back shaft and box body subassembly to make the vibration and the noise of driving part during operation little.

In some embodiments, the vibration reduction assembly comprises: the hollow shaft is sleeved on the supporting shaft and is stopped by the second limiting structure; the damping sleeve is arranged on the hollow shaft and matched with the hollow shaft through an axial limiting structure so as to limit the damping sleeve to move relative to the hollow shaft along the direction that the axial direction of the rotating gear is close to the rotating gear.

In some embodiments, the axial stop structure is further configured to: and the vibration reduction sleeve is limited to move relative to the hollow shaft along the axial direction of the rotating gear towards the direction far away from the rotating gear.

In some embodiments, the axial stop structure comprises: the clamping groove is formed in the inner peripheral surface of the vibration damping sleeve and comprises two groove walls which are oppositely arranged along the axial direction of the vibration damping sleeve, the clamping piece is arranged on the outer peripheral surface of the hollow shaft, and the clamping piece is matched with the clamping groove to be clamped between the two groove walls.

In some embodiments, the slot is an annular groove and the catch is an annular catch.

In some embodiments, two axial end surfaces of the damping sleeve are respectively a first end surface and a second end surface, in the axial direction of the damping sleeve, a distance from a center of the clamping groove to the first end surface is L1, a distance from the center of the clamping groove to the second end surface is L2, and L1 is smaller than L2.

In some embodiments, the inner bore of the damping sleeve includes a first bore section located on a side of the central plane of the snap groove proximate the first end face and a second bore section located on a side of the central plane of the snap groove proximate the second end face, the bore diameter d1 of the first bore section being greater than the bore diameter d2 of the second bore section.

In some embodiments, the first limiting structure is a limiting ring arranged at the outer end of the supporting hole.

In some embodiments, the stop ring is stopped at the outer end of the damping sleeve, the stop ring has a protrusion protruding from the outside to the inside, and the outer end of the damping sleeve has a recess for receiving the protrusion.

In some embodiments, the outer end of the damping sleeve has a recess that receives the stop collar.

In some embodiments, the second limiting structure is a limiting shoulder provided on the support shaft, and the limiting shoulder stops at the inner end of the hollow shaft.

In some embodiments, the drive component comprises: the anti-slip gear assembly comprises an anti-slip gear and an output gear, the anti-slip gear is in meshing transmission with the input gear, the output gear and the anti-slip gear are matched through an anti-slip structure to synchronously rotate in a non-slip state, and the output gear is in meshing transmission with the driving rack; the box body assembly comprises a first box body and a second box body which are detachably connected, an accommodating cavity is defined in front of the first box body and the second box body, the driving gear assembly and the transmission gear assembly are arranged in the accommodating cavity, the driving motor is arranged on one side of the first box body, which is far away from the second box body, and a motor shaft of the driving motor penetrates through the first box body to be connected with the input gear; the input gear, the anti-slip gear and the output gear are all the rotating gears and are provided with the supporting shafts, the first box body and the second box body are provided with the supporting holes, the second box body is provided with an avoiding opening, the support shaft of the antiskid gear is rotatably matched with the support hole at the corresponding position on the first box body through a first vibration damping component, the supporting shaft of the output gear is rotatably matched with the supporting hole at the corresponding position on the second box body through a second vibration reduction assembly, and part of the output gear is exposed out of the avoiding opening, the support shaft of the input gear is rotatably matched with the support hole at the corresponding position on the second box body through a third vibration damping component, the first vibration reduction assembly, the second vibration reduction assembly and the third vibration reduction assembly are the vibration reduction assemblies.

According to the utility model discloses air conditioner of second aspect embodiment includes: the door opening and closing component comprises an opening and closing door and a driving rack, and the driving rack is arranged on the opening and closing door; a drive component, the drive component is the drive component of the embodiment of the first aspect of the present invention, the drive component with the cooperation of the drive rack is in order to drive the motion of the switch door.

According to the utility model discloses an air conditioner, owing to include the utility model discloses the drive assembly of first aspect embodiment, when drive assembly is used for the motion of drive switch door part, can improve vibration and the abnormal sound problem that appears in the switch door motion process effectively.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

FIG. 1 is an assembly view of a damper gear assembly and a drive motor according to one embodiment of the present invention;

FIG. 2 is a cross-sectional view of the damper gear assembly and drive motor shown in FIG. 1;

FIG. 3 is an exploded view of the damper gear assembly and drive motor shown in FIG. 1;

FIG. 4 is an exploded view of another angle of the damper gear assembly and drive motor shown in FIG. 3;

FIG. 5 is an exploded view of an anti-slip gear assembly according to one embodiment of the present invention;

FIG. 6 is an exploded view of another angle of the anti-slip gear assembly shown in FIG. 5;

FIG. 7 is an assembly view of the anti-slip gear assembly shown in FIG. 6;

fig. 8 is a perspective view of a drive member according to an embodiment of the present invention;

FIG. 9 is a perspective view of the driving part shown in FIG. 8 with the second container removed;

FIG. 10 is a front view of the drive member shown in FIG. 9;

FIG. 11 is an enlarged fragmentary view of the cross-sectional view taken along line A-A of FIG. 10;

FIG. 12 is a cross-sectional view of the vibration damping assembly shown in FIG. 11;

FIG. 13 is an exploded view of the vibration damping assembly shown in FIG. 12;

FIG. 14 is an exploded view of another angle of the damping assembly shown in FIG. 12;

FIG. 15 is a cross-sectional view taken along line B-B of FIG. 10;

FIG. 16 is an exploded view of the drive member shown in FIG. 8;

fig. 17 is an exploded view of an air conditioner according to an embodiment of the present invention;

fig. 18 is a sectional view of the air conditioner shown in fig. 17;

FIG. 19 is a perspective view of the air conditioner illustrated in FIG. 17, with the open door in the open position;

FIG. 20 is a perspective view of the air conditioner illustrated in FIG. 17, with the open door in the closed position;

FIG. 21 is an enlarged view of the circled portion C of FIG. 17;

FIG. 22 is an assembly view of the door opening and closing member and the drive member shown in FIG. 17;

fig. 23 is a front view of a partial assembly of a blower unit of the air conditioner shown in fig. 17.

Reference numerals:

the air conditioner 1000:

an air conditioner body 100; a front air-out region 101; a top outlet air region 102;

a wind feeding member 11;

a first air duct 111; an upstream duct chamber 1111; a downstream duct chamber 1112;

a second air duct 112;

a first fan assembly 113; a second fan assembly 114;

a heat exchange member 12;

a door opening and closing member 200; opening and closing the door 21; a drive rack 22; the meshing teeth 221;

a driving part 300;

a drive mechanism 301;

a drive motor 31; a motor shaft 311;

a drive gear assembly 32; damping gear assembly 32 a;

a rotating gear 320; a support shaft 3201; a limiting shaft shoulder 3202; a second limiting structure 3202 a;

a vibration reduction gear 321; a hub portion 3210; the input gear 321 a; a central bore 3211;

a drive shaft core 322; a flap portion 3221; a positioning portion 3222; a central axial aperture 3223;

a damping bush 323; a boss portion 3231; a first end face portion 3232; a second end face portion 3233;

a fixed end cap 324; a connecting portion 3241; a resilient snap 32411; a stopper portion 3242;

a transmission gear assembly 33; the anti-slip gear assembly 33 a;

an anti-slip structure 330;

the non-slip gear 331; the first gear 331 a;

a central shaft barrel 3310; a first annular portion 3311;

a first fitting portion 3312; a first lightening hole 3313; an elastic buckle 3314;

a second fitting portion 3315; a second lightening hole 3316;

support ribs 3317; a first receiving groove 3318;

an output gear 332; the second gear 332 a; the tooth portion 332a1 of the second gear;

a central rotating shaft 3320; a second annular portion 3321;

a cylindrical surface boss 3322; a cylindrical ring 3323; a connecting rib 3324;

a positioning slot 3325; a second housing groove 3326;

a damping assembly 34;

a first damping assembly 34 a; a second vibration damping module 34 b; a third vibration attenuation module 34 c;

an axial stop 340;

a hollow shaft 341; the chuck 3411;

a damping sleeve 342; a card slot 3421; groove walls 3422;

a first end surface 3423; a second end surface 3424; a first bore section 3425;

a second bore section 3426; a recessed portion 3427;

a cartridge assembly 35; a receiving cavity 350;

the first case 351; a shaft through hole 3511;

the second container 352; an escape opening 3521;

support holes 353; a stop collar 354; the first limiting structure 354 a; a projection 355.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present invention, and should not be construed as limiting the present invention.

The following disclosure provides many different embodiments, or examples, for implementing different features of the invention. In order to simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present invention. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, the present disclosure provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the applicability of other processes and/or the use of other materials.

Next, with reference to the drawings, a damper gear assembly 32a according to an embodiment of the first aspect of the present invention is described.

As shown in fig. 1 and 2, the damping gear assembly 32a according to an embodiment of the first aspect of the present invention may include: the vibration reduction gear 321, the driving shaft core 322 and the vibration reduction shaft sleeve 323, the vibration reduction gear 321 has a central hole 3211, the driving shaft core 322 is disposed through the central hole 3211 (i.e. at least a portion of the driving shaft core 322 is located in the central hole 3211), the vibration reduction shaft sleeve 323 includes a shaft sleeve portion 3231, a first end face portion 3232 and a second end face portion 3233, the shaft sleeve portion 3231 is sleeved on the driving shaft core 322, and is inserted into the central hole 3211 (i.e., the sleeve portion 3231 is sleeved on at least a portion of the driving shaft core 322, and at least a portion of the sleeve portion 3231 is located in the central hole 3211), and the driving shaft core 322 transmits torque to the damping gear 321 through the damping sleeve 323, that is, the driving shaft 322 can drive the vibration damping shaft sleeve 323 to rotate synchronously, the vibration damping shaft sleeve 323 can drive the vibration damping gear 321 to rotate synchronously, the first end face portion 3232 and the second end face portion 3233 are connected to the two axial ends of the shaft sleeve portion 3231, and are located outside the axial both-side end surfaces of the boss portion 3210 of the vibration reduction gear 321, respectively.

That is, the sleeve portion 3231 of the damping sleeve 323 is externally fitted over the driving shaft core 322, and the damping gear 321 is externally fitted over the sleeve portion 3231, in other words, the sleeve portion 3231 is disposed between the damping gear 321 and the driving shaft core 322, so that torque can be transmitted to the damping gear 321 by the sleeve portion 3231, and radial damping of the damping gear 321 can be achieved, and the first end surface portion 3232 and the second end surface portion 3233 of the damping sleeve 323 are respectively located outside both axial end surfaces of the hub portion 3210 of the damping gear 321, so that the damping gear 321 and the damping sleeve 323 can be fixedly mounted by the first end surface portion 3232 and the second end surface portion 3233, and axial damping of the damping gear 321 can be achieved.

For example, when the driving shaft core 322 transmits torque to the damping gear 321 through the damping bushing 323, vibration may be generated, at this time, radial vibration relative to the driving shaft core 322 may be transmitted from the driving shaft core 322 to the bushing portion 3231 and then transmitted to the damping gear 321 (or may be completely absorbed by the bushing portion 3231 and no longer transmitted to the damping gear 321), and axial vibration relative to the driving shaft core 322 may be transmitted from the driving shaft core 322 to the first end surface portion 3232 and the second end surface 3424 and then transmitted to the damping gear 321 (or may be completely absorbed by the bushing portion 3231 and no longer transmitted to the damping gear 321), so that vibration transmitted from the driving shaft core 322 to the damping gear 321 may be reduced, thereby reducing the occurrence of damage problem of the damping gear 321 due to excessive vibration, and further improving the service life of the damping gear 321.

Meanwhile, the vibration reduction gear 321 may generate certain vibration during operation, and the vibration may be transmitted to the vibration reduction shaft sleeve 323, and then transmitted to the driving shaft core 322 after being subjected to vibration reduction by the vibration reduction shaft sleeve 323 (or completely absorbed by the shaft sleeve portion 3231 and no longer transmitted to the driving shaft core 322), so that the possibility that the driving shaft core 322 is damaged when being subjected to large vibration can be reduced, and the service life of the driving shaft core 322 can be prolonged.

In short, according to the utility model discloses damping gear assembly 32a of first aspect embodiment improves the vibration through set up damping axle sleeve 323 between driveshaft core 322 and damping gear 321, make driveshaft core 322 and damping gear 321 can not direct transmission vibration, thereby reduce the damage problem of damping gear 321 and driveshaft core 322 that causes because the vibration is too big, and then can prolong damping gear assembly 32 a's life to a certain extent, in addition because the vibration accompanies the production of noise, thereby when utilizing damping axle sleeve 323 to damp, can also realize making an uproar.

In some embodiments, as shown in fig. 2, the driving shaft core 322 may include a baffle portion 3221, the baffle portion 3221 being stopped at a side of the first end face portion 3232 away from the vibration reduction gear 321, so as to isolate the baffle portion 3221 and the vibration reduction gear 321 by the first end face portion 3232. Thus, by providing the stopper portion 3221, the relative axial direction between the driving shaft core 322 and the damper gear 321 can be easily and effectively restricted, and the driving shaft core 322 is prevented from being separated from the damper gear 321 in the direction from the stopper portion 3221 to the first end surface portion 3232, thereby easily and effectively improving the connection reliability between the driving shaft core 322 and the damper gear 321.

In addition, as described above, by providing the first end surface portion 3232, the baffle portion 3221 does not directly contact the damping gear 321, and a part of the vibration transmitted by the driving shaft core 322 may be transmitted to the first end surface portion 3232 by the baffle portion 3221, absorbed by the first end surface portion 3232, and then transmitted to the damping gear 321 (or may be completely absorbed by the first end surface portion 3232 and not transmitted to the damping gear 321), so that after the damping action of the first end surface portion 3232, the vibration transmitted to the damping gear 321 may be reduced, thereby reducing the damage risk of the damping gear 321, and further increasing the service life of the damping gear assembly 32a to a certain extent.

In some embodiments, as shown in fig. 2, damping gear assembly 32a may further include: the fixed end cover 324, as shown in fig. 3, the fixed end cover 324 may include a connecting portion 3241 and a stopping portion 3242, the connecting portion 3241 is disposed through the damping sleeve 323 (i.e., at least a portion of the connecting portion 3241 is disposed through the damping sleeve 323) and is connected to the driving shaft core 322, and the stopping portion 3242 is stopped at a side of the second end face portion 3233 away from the damping gear 321, so that the stopping portion 3242 and the damping gear 321 are separated by the second end face portion 3233. Therefore, the fixed end cover 324 can be used for simply and effectively limiting the relative axial position of the driving shaft core 322 and the damping gear 321, and preventing the driving shaft core 322 from being separated from the damping gear 321 along the direction from the stopping portion 3242 to the second end face portion 3233, so that the connection reliability of the driving shaft core 322 and the damping gear 321 is simply and effectively improved, and the damping gear assembly 32a is convenient to assemble and high in efficiency.

In addition, because the second end surface portion 3233 is located between the stopping portion 3242 and the damping gear 321, at this time, the stopping portion 3242 does not directly contact with the damping gear 321, and a part of the vibration transmitted by the driving shaft core 322 can be transmitted to the stopping portion 3242, then transmitted to the second end surface portion 3233 by the stopping portion 3242, and then transmitted to the damping gear 321 (or completely absorbed by the second end surface portion 3233 and not transmitted to the damping gear 321 again), therefore, after the damping effect of the second end surface portion 3233, the vibration transmitted to the damping gear 321 can be reduced, the damage risk of the damping gear 321 is reduced, and the service life of the damping gear assembly 32a can be prolonged to a certain extent.

In some embodiments, as shown in fig. 3 and 4, the driving shaft core 322 has a plurality of detent portions 3222 spaced apart from each other along the circumference of the driving shaft core 322, the connecting portion 3241 includes a plurality of elastic catch portions 32411, and the plurality of elastic catch portions 32411 are respectively matched with the plurality of detent portions 3222 (i.e., in a one-to-one correspondence) to connect the fixing end cap 324 with the driving shaft core 322. Therefore, the driving shaft core 322 is simple in structure, convenient to process and convenient to connect when being connected with the fixed end cover 324. However, the present invention is not limited thereto, and for example, the plurality of elastic snap portions 32411 may be provided on the driving shaft core 322, and the plurality of engaging portions 3222 may be provided on the fixed end cap 324, and the like, which is not limited thereto.

In some embodiments, as shown in fig. 3 and 4, the two elastic fastening positions 32411 are disposed in a line-symmetric manner about the central axis of the damping gear 321, so that the two elastic fastening positions 32411 are uniformly stressed and the elastic fastening position 32411 is not easily damaged, it should be noted that the structure of the elastic fastening position 32411 is not limited, for example, it may be a hook structure, so that the structure is simple and convenient to process, and correspondingly, the structure of the locking portion 3222 is not limited, for example, it may be a slot structure, a latch structure, and the like.

In some embodiments, the damping sleeve 323 may be an integral flexible member, so that the damping sleeve 323 has a simple structure and is convenient to process, the damping sleeve 323 and the damping gear 321 are convenient to assemble, and the damping effect of the damping sleeve 323 can be improved. It should be noted that the material for manufacturing the damping sleeve 323 is not limited, and may be, for example, a rubber member, a plastic member, etc., as long as the damping sleeve can reduce the vibration transmitted between the driving shaft core 322 and the damping gear 321, and therefore, the material is not limited or described herein.

In some embodiments, as shown in fig. 3 and 4, the outer circumferential surface and the inner circumferential surface of the sleeve portion 3231 are prism circumferential surfaces, and the wall thickness of the sleeve portion 3231 is uniform, so that the structural strength of the sleeve portion 3231 is good, the stress is uniform, the operational reliability of the driving shaft core 322 when transmitting the torque to the damping gear 321 through the damping sleeve 323 can be improved, and meanwhile, the wall thickness of the sleeve portion 3231 is uniform, so that the center of gravity of the sleeve portion 3231 during rotation does not shift, and the operational stability of the damping gear assembly 32a can be ensured.

In some embodiments, as shown in FIG. 2, the drive shaft core 322 has a central shaft aperture 3223, and the central shaft aperture 3223 is adapted to cooperate with the motor shaft 311 of the drive motor 31 to transmit torque. That is, when the driving motor 31 is operated, the motor shaft 311 rotates and drives the driving shaft core 322 to rotate synchronously, so that the driving shaft core 322 drives the vibration reduction gear assembly 32a to rotate together with the motor shaft 311.

It should be noted that the kind of the driving motor 31 is not limited, and the external dimension of the motor shaft 311 includes, but not limited to, a prism shape, as long as the connection reliability and the working reliability when the motor shaft 311 is matched with the driving shaft core 322 are not affected, which is not described herein again.

Next, with reference to the drawings, a slip prevention gear assembly 33a according to an embodiment of the second aspect of the present invention is described.

As shown in fig. 5, the anti-slip gear assembly 33a according to the embodiment of the second aspect of the present invention may include: the first gear 331a has a first annular portion 3311, an outer ring of the first annular portion 3311 has a first fitting portion 3312, and the first fitting portion 3312 has an elastic buckle 3314.

As shown in fig. 6, the second gear 332a has a second ring portion 3321, and referring to fig. 7, the second ring portion 3321 is sleeved outside the first matching portion 3312, the center of the inner ring cavity of the second ring portion 3321 has a cylindrical surface boss 3322, i.e., a boss whose outer circumferential surface is a cylindrical surface, the cylindrical surface boss 3322 is rotatably inserted into the first ring portion 3311, i.e., at least a portion of the cylindrical surface boss 3322 is inserted into the first ring portion 3311 and can rotate in the first ring portion 3311, the inner circumferential wall of the second ring portion 3321 has a plurality of positioning slots 3325 spaced apart from each other along the circumferential direction of the second ring portion 3321, the elastic buckles 3314 are adapted to cooperate with any one of the positioning slots 3325, and when the elastic buckles 3314 cooperate with the positioning slots 3325, the first gear 331a and the second gear 332a rotate synchronously.

For example, when the anti-slip gear assembly 33a is operated, the first gear 331a and the second gear 332a transmit torque through the cooperation of the elastic buckle 3314 and the positioning slot 3325, so that the first gear 331a and the second gear 332a can rotate synchronously, but when one of the first gear 331a and the second gear 332a is subjected to a large resistance, or the first gear 331a or the second gear 332a suddenly rotates or stops, the elastic buckle 3314 slides out of the positioning slot 3325 which is matched with the elastic buckle 3314 and enters into the adjacent or spaced positioning slot 3325 (depending on the magnitude of the impact force), i.e. the first gear 331a and the second gear 332a slip, in other words, the first gear 331a and the second gear 332a move relatively until the first gear 331a and the second gear 332a no longer slip occurs, the first gear 331a and the second gear 332a can resume synchronous rotation.

It is understood that the rotational force output by the driving motor 31 is smaller than the deformation force of the elastic buckle 3314, so that the first gear 331a and the second gear 332a can rotate synchronously after the impact force is reduced or eliminated, so as to meet the requirement that the first gear 331a and the second gear 332a rotate synchronously in the non-slip state.

And, through setting up the cooperation of face of cylinder boss 3322 and first ring portion 3311, can make face of cylinder boss 3322 and first ring portion 3311's rotation center can not take place the skew at will, thereby can avoid the deformation problem that first cooperation portion 3312 takes place because of the skew, and then can guarantee that elasticity is detained 3314 and the reliable cooperation of constant head tank 3325, therefore guarantee the reliability of power transmission, and, through setting up face of cylinder boss 3322, can improve the structural strength of the second gear 332a that has constant head tank 3325, thereby improve the life of the gear assembly 33a that prevents skidding. In addition, under the condition of slipping, by arranging the cylindrical surface boss 3322 to cooperate with the first annular portion 3311, the first gear 331a and the second gear 332a can be ensured to relatively rotate stably, so that the elastic buckle 3314 can cooperate with other positioning grooves 3325.

In some embodiments, as shown in fig. 5 and 6, the first gear 331a may have a central shaft barrel 3310 thereon, and the second gear 332a has a central rotating shaft 3320 thereon, at least a portion of the central rotating shaft 3320 extends from the center of the cylindrical boss 3322 toward the direction of the first gear 331a and is rotatably inserted into the central shaft barrel 3310. Therefore, when a slip occurs between the first gear 331a and the second gear 332a, the first gear 331a and the second gear 332a can be further ensured to relatively and stably rotate through the cooperation of the central rotating shaft 3320 and the central shaft barrel 3310, so that the elastic buckle 3314 can smoothly cooperate with other positioning grooves 3325, thereby improving the operational reliability of the anti-slip gear assembly 33a, and further improving the structural strength of the first gear 331a and the second gear 332a, thereby improving the service life of the anti-slip gear assembly 33 a.

In some embodiments, as shown in fig. 5 and 6, the cylindrical boss 3322 may include a cylindrical ring 3323 and a connection rib 3324, the central rotation shaft 3320 is disposed through the cylindrical ring 3323, the connection rib 3324 connects the cylindrical ring 3323 and the central rotation shaft 3320, the connection ribs 3324 are plural and are spaced apart from each other along the circumferential direction of the central rotation shaft 3320, and an end surface of the central shaft 3310 facing the second gear 332a is rotatably abutted against the connection rib 3324 to define the relative axial positions of the first gear 331a and the second gear 332 a.

Therefore, the contact area of the first gear 331a and the second gear 332a at the position for axial positioning can be reduced, so that the friction force when the first gear 331a and the second gear 332a slip can be reduced, smooth slipping of the first gear 331a and the second gear 332a can be ensured, and the abrasion when the first gear 331a and the second gear 332a slip can be reduced. For example, axial positioning by an end surface of the first fitting portion 3312 facing the second gear 332a can be avoided, so that the end surface of the first fitting portion 3312 can be in clearance fit with a position opposite to the second gear 332a, thereby avoiding high friction during slipping to wear the first fitting portion 3312.

In some embodiments, as shown in fig. 5 and 6, the center shaft tube 3310 and the first annular portion 3311 may be connected by a plurality of support ribs 3317, the support ribs 3317 being spaced apart along the circumference of the center shaft tube 3310, so that the weight of the first gear 331a may be reduced to some extent and the structural strength thereof may be ensured.

In some embodiments, as shown in fig. 5 and 6, the first fitting portion 3312 may have a first weight-reducing hole 3313, so that the weight of the first gear 331a may be reduced to some extent, and the material of the first gear 331a may be reduced, thereby reducing the production cost of the first gear 331 a.

In some embodiments, as shown in fig. 5 and 6, the first matching parts 3312 are two and are symmetrically disposed about the center of the first annular part 3311, each of the first matching parts 3312 has elastic buckles 3314 at two ends of the first annular part 3311 in the circumferential direction, the outer ring of the first annular part 3311 further has two second matching parts 3315 symmetrically disposed about the center of the first annular part 3311, the two second matching parts 3315 are alternately disposed with the two first matching parts 3312, that is, a first fitting portion 3312 is provided between the two second fitting portions 3315, a second fitting portion 3315 is provided between the two first fitting portions 3312, the outer surface (referred to as circumferential surface) of the second fitting portion 3315 and the outer surface (referred to as circumferential surface) of the first fitting portion 3312 are positioned on the same cylindrical surface, such as a cylindrical surface disposed coaxially with the first annular portion 3311, and the arc length of the outer surface of the second fitting portion 3315 is equal to or greater than one third of the arc length of the outer surface of the first fitting portion 3312.

Therefore, the positions of the elastic buckles 3314 can be uniformly or relatively uniformly distributed, so that the elastic buckles 3314 can be uniformly stressed and hardly damaged when the first gear 331a and the second gear 332a rotate synchronously, and the inner circumferential surface of the second annular portion 3321 can be supported by the first matching portion 3312 and the second matching portion 3315 under the condition that the first gear 331a and the second gear 332a slip, so that the first gear 331a and the second gear 332a can relatively and stably rotate, and the elastic buckles 3314 can be smoothly matched with other positioning grooves 3325.

In some embodiments, as shown in fig. 5 and 6, the first fitting portion 3312 may have a first lightening hole 3313, and the second fitting portion 3315 may have a second lightening hole 3316, so that the first gear 331a has a regular structure, thereby facilitating the processing of the first gear 331a, and the first gear 331a is stressed uniformly and not easily damaged during operation.

For example, in some embodiments, the second lightening holes 3316 may be the same or substantially the same size as the first lightening holes 3313 and may be evenly spaced about the circumference of the first annular portion 3311. Therefore, the structure of the first gear 331a is regular, the first gear 331a can be conveniently machined, and the first gear 331a can be stressed uniformly and is not easy to damage during working.

In some embodiments, as shown in fig. 5 and 6, in the axial direction of the second gear 332a, the second annular portion 3321 is located on a side of the tooth portion 332a1 of the second gear 332a close to the first gear 331 a. Thereby, the axial dimension of the tooth portion 332a1 of the second gear 332a can be reduced, so that the production cost of the second gear 332a can be reduced.

Next, a drive member 300 according to an embodiment of the third aspect of the present invention is described with reference to the drawings.

As shown in fig. 8 and 9, a driving member 300 according to an embodiment of the third aspect of the present invention may include: a cartridge assembly 35, a rotation gear 320, and a vibration damping assembly 34.

As shown in fig. 10 and 11, the case assembly 35 may have a supporting hole 353 and a first limiting structure 354a, the rotation gear 320 is disposed in the case assembly 35, and the rotation gear 320 may have a supporting shaft 3201 and a second limiting structure 3202a, the supporting shaft 3201 is disposed through the supporting hole 353, the first limiting structure 354a and the second limiting structure 3202a are stopped by the vibration damping assembly 34 (in the same axial direction as the rotation gear 320) on two sides in the axial direction of the rotation gear 320, and the vibration damping assembly 34 is disposed through the supporting hole 353 and sleeved on the supporting shaft 3201, so that the supporting shaft 3201 can rotate relative to the supporting hole 353.

Therefore, the vibration damping assembly 34 is sleeved on the supporting shaft 3201 and is located between the box body assembly 35 and the supporting shaft 3201 on the shaft, so that vibration transmitted by the rotating gear 320 can be transmitted to the vibration damping assembly 34 through the supporting shaft 3201, and the vibration is transmitted to the box body assembly 35 after being damped by the vibration damping assembly 34, or is completely absorbed by the vibration damping assembly 34, so that vibration and noise generated when the driving component 300 works are small, meanwhile, vibration of the box body assembly 35 can be transmitted to the vibration damping assembly 34 firstly, and then transmitted to the rotating gear 320 arranged in the box body assembly 35 after being damped by the vibration damping assembly 34, or is completely absorbed by the vibration damping assembly 34, so that the risk of damage to the rotating gear 320 due to overlarge vibration can be reduced, and the service life of the driving component 300 can be prolonged to a certain extent.

According to the utility model discloses drive part 300 of third aspect embodiment, through set up damping subassembly 34 between support shaft 3201 and box body subassembly 35, utilize damping subassembly 34 to reduce the inside and outside vibration of box body subassembly 35 to it is less to make the vibration and the noise that drive part 300 during operation produced, can also reduce simultaneously because the vibration causes the risk that the running gear 320 damaged, and then can prolong drive part 300's life to a certain extent.

In some embodiments, as shown in fig. 11 and 12, the vibration damping assembly 34 may include: the hollow shaft 341 is sleeved on the support shaft 3201 and is stopped by the second limiting structure 3202a, the damping sleeve 342 is inserted into the support hole 353 and is stopped by the first limiting structure 354a, and the damping sleeve 342 is sleeved on the hollow shaft 341 and is matched with the hollow shaft 341 through the axial limiting structure 340 to limit the movement of the damping sleeve 342 relative to the hollow shaft 341 in the direction close to the rotating gear 320 along the axial direction of the rotating gear 320.

That is, when the vibration damping module 34 is assembled to the support shaft 3201, the hollow shaft 341 is sleeved on the support shaft 3201, the hollow shaft 341 is stopped by the first limiting structure 354a on the support shaft 3201, the vibration damping sleeve 342 is sleeved outside the hollow shaft 341, the hollow shaft 341 and the vibration damping sleeve 342 are axially matched and limited by the axial limiting structure 340, and the first limiting structure 354a on the box body module 35 stops the vibration damping sleeve 342 to compress the vibration damping module 34, so that the vibration damping module 34 cannot move in a direction close to the rotating gear 320 or come off in a direction away from the rotating gear 320, and thus, the vibration damping module 34 can be installed and fixed.

Therefore, by arranging the hollow shaft 341 to be sleeved on the support shaft 3201, the friction force between the damping assembly 34 and the rotating gear 320 can be reduced, so that the operational reliability of the rotating gear 320 is ensured, and the damping sleeve 342 does not affect the rotation of the support shaft 3201 and can effectively damp and mount the vibration. It should be noted that the material for making the damping sleeve 342 includes, but is not limited to, rubber, and is not described herein.

In some embodiments, as shown in fig. 11, the axial limiting structure 340 may be further configured to limit the movement of the damping sleeve 342 relative to the hollow shaft 341 in the direction away from the rotary gear 320 along the axial direction of the rotary gear 320. That is to say, through the axial limiting structure 340, the damping sleeve 342 can not move towards the direction close to the rotating gear 320, and the damping sleeve 342 can not move towards the direction far away from the rotating gear 320, therefore, by providing the axial limiting structure 340, the damping sleeve 342 and the hollow shaft 341 can be relatively fixed in the axial direction, and because the damping sleeve 342 is sleeved outside the hollow shaft 341, the damping sleeve 342 and the hollow shaft 341 are pre-fixed assemblies, and can be installed and disassembled together, thereby reducing the assembling difficulty of the damping assembly 34 to the rotating gear 320. Moreover, the structure of the vibration damping module 34 can be made compact, thereby further improving the operational reliability of the vibration damping module 34.

In some embodiments, as shown in fig. 12, the axial restraining structure 340 may include: a catching groove 3421 and a catching piece 3411, the catching groove 3421 being formed on the inner circumferential surface of the damping sleeve 342, and the catching groove 3421 including two groove walls 3422 oppositely provided in the axial direction of the damping sleeve 342, the catching piece 3411 being provided on the outer circumferential surface of the hollow shaft 341, and the catching piece 3411 being fitted into the catching groove 3421 to be sandwiched between the two groove walls 3422. From this, damping component 34's simple structure, and connect the reliability higher, nevertheless the utility model discloses be not limited to this, axial limit structure 340 can also be constructed other forms, for example can also change the setting position of draw-in groove 3421 and fastener 3411.

In some embodiments, as shown in fig. 13 and 14, the catch 3421 can be an annular groove and the catch 3411 can be an annular catch. From this, axial limit structure 340's simple structure makes things convenient for the machine-shaping, and draw-in groove 3421 is convenient when installing with the cooperation of fastener 3411, need not to aim at in circumference.

In some embodiments, as shown in fig. 12, two axial end surfaces of the damping sleeve 342 are a first end surface 3423 and a second end surface 3424, respectively, and in the axial direction of the damping sleeve 342, the distance from the center of the clamping groove 3421 to the first end surface 3423 is L1, the distance from the center of the clamping groove 3421 to the second end surface 3424 is L2, and L1 is smaller than L2 (i.e., L1 < L2). Thus, the operation of externally fitting the damping sleeve 342 to the hollow shaft 341 is facilitated, thereby improving the assembling efficiency of the damping module 34.

In some embodiments, as shown in fig. 12, the inner bore of the damping sleeve 342 may include a first bore section 3425 and a second bore section 3426, the first bore section 3425 being located on a side of the central plane of the clamping groove 3421 adjacent to the first end surface 3423, the second bore section 3426 being located on a side of the central plane of the clamping groove 3421 adjacent to the second end surface 3424, the bore diameter d1 of the first bore section 3425 being greater than the bore diameter d2 of the second bore section 3426. Therefore, the operation of sleeving the damping sleeve 342 on the hollow shaft 341 is convenient, and the assembly efficiency of the damping module 34 is improved.

In some embodiments, as shown in fig. 11, the first limiting structure 354a is a limiting ring 354 disposed at the outer end of the supporting hole 353, and the limiting ring 354 stops at the outer end of the damping sleeve 342. Therefore, the assembly reliability of the vibration damping assembly 34 and the box body assembly 35 can be ensured, and when the vibration damping assembly 34 and the box body assembly 35 are matched in place, the limiting ring 354 is contacted with the outer end of the vibration damping sleeve 342, so that the vibration damping effect of the vibration damping sleeve 342 can be improved. The first limiting structure 354a is simple in structure and convenient to machine, and whether the vibration damping assembly 34 is installed in place can be observed through the inner ring area of the limiting ring 354. It should be noted that the term "outer" in this and the following paragraphs refers to the side away from the center of the cassette assembly 35.

In some embodiments, as shown in FIG. 11, the retainer ring 354 has an outwardly and inwardly projecting protrusion 355 thereon, and the outer end of the damping sleeve 342 has a recess 3427 for receiving the protrusion 355 therein. Thus, the protrusion 355 can function as a dispersing force when it is engaged with the recess 3427, so that the vibration damping effect can be improved. However, the present invention is not limited thereto, for example, in the embodiment shown in fig. 15, the limiting ring 354 may be configured to directly cooperate with the concave portion 3427 of the outer end of the damping sleeve 342, so that the occupied space of the cartridge assembly 35 in the extending direction of the supporting shaft 3201 can be saved, the compactness of the driving part 300 can be improved, and the use of the manufacturing material of the cartridge assembly 35 can be saved.

In some embodiments, as shown in fig. 11, the second limiting structure 3202a may be a limiting shoulder 3202 provided on the support shaft 3201, the limiting shoulder 3202 stopping at the inner end of the hollow shaft 341. Therefore, the second limiting structure 3202a is simple in structure and convenient to process. It should be noted that the specific shape of the limiting shoulder 3202 is not limited, and may be, for example, a continuous ring shape that is located in the circumferential direction of the supporting shaft 3201 and is coaxial with the supporting shaft 3201, or may be, for example, bosses that are arranged at intervals, and the like, which are not described herein again. It should be noted that "inside" in this paragraph refers to the side near the center of the cassette assembly 35.

In some embodiments, as shown in fig. 15 and 16, the driving part 300 may include: the driving gear assembly 32 may include an input gear 321a, the input gear 321a is driven to rotate (directly or indirectly) by the driving motor 31, the transmission gear assembly 33 includes an anti-slip gear 331 and an output gear 332, the anti-slip gear 331 is in meshed transmission with the input gear 321a, the output gear 332 and the anti-slip gear 331 are matched through an anti-slip structure 330 to rotate synchronously in a non-slip state, and the output gear 332 is in meshed transmission with the driving rack 22 (see fig. 17). It should be noted that the anti-slip structure 330 described in this paragraph may be, but is not limited to, the anti-slip structure 330 described above.

In short, the driving motor 31 drives the input gear 321a to rotate, the input gear 321a is meshed with the anti-slip gear 331 to rotate, and the anti-slip gear 331 and the output gear 332 are matched to rotate synchronously through the anti-slip structure 330, so that when the driving motor 31 drives the input gear 321a to rotate, the output gear 332 can be driven to transmit power with the driving rack 22 in a non-slip state, so that the driving rack 22 can move in a set direction.

As shown in fig. 15, the cartridge assembly 35 may include a first cartridge 351 and a second cartridge 352 detachably connected, an accommodating chamber 350 is defined between the first cartridge 351 and the second cartridge 352, as shown in fig. 16, a supporting hole 353 and a shaft penetrating hole 3511 are formed on the first cartridge 351, a supporting hole 353 and an avoiding opening 3521 are formed on the second cartridge 352, and the input gear 321a, the anti-slip gear 331 and the output gear 332 are all rotation gears 320 and have supporting shafts 3201.

As shown in fig. 15 and 16, the driving motor 31 is disposed on a side of the first case 351 away from the second case 352, the motor shaft 311 of the driving motor 31 is inserted into the receiving cavity 350 through the shaft through hole 3511, the driving gear assembly 32 and the transmission gear assembly 33 are disposed in the receiving cavity 350, the input gear 321a is connected to the motor shaft 311, in conjunction with fig. 11, the supporting shaft 3201 of the anti-slip gear 331 is rotatably engaged with the corresponding supporting hole 353 of the first case 351 through the first vibration damping assembly 34a, i.e., the supporting shaft 3201 of each anti-slip gear 331 is rotatably engaged with the corresponding one of the supporting holes 353 of the first case 351 through one of the first vibration damping assemblies 34a, respectively, the supporting shaft 3201 of the output gear 332 is rotatably engaged with the corresponding one of the supporting holes 353 of the second case 352 through one of the second vibration damping assemblies 34b, respectively, i.e., the supporting shaft 3201 of each output gear 332 is rotatably engaged with the corresponding one of the supporting holes 353 of the second case 352, and a part of the output gear 332 is exposed to the escape opening 3521, in conjunction with fig. 15, the support shaft 3201 of the input gear 321a is rotatably engaged with the support hole 353 at a corresponding position on the second case 352 through the third vibration damping assembly 34c, that is, the support shaft 3201 of each input gear 321a is rotatably engaged with a corresponding support hole 353 on the second case 352 through one third vibration damping assembly 34c, and the first vibration damping assembly 34a, the second vibration damping assembly 34b and the third vibration damping assembly 34c are all the vibration damping assemblies 34.

Therefore, the input gear 321a, the output gear 332 and the anti-slip gear 331 are rotatably matched with the box body assembly 35 through the vibration damping assembly 34, so that when the support shaft 3201 and the box body assembly 35 transmit vibration to each other, vibration can be damped through the vibration damping assembly 34, and vibration damping and noise reduction effects are achieved.

Meanwhile, a damping sleeve 323 (shown in fig. 2) may be disposed between the input gear 321a and the driving motor 31, so as to reduce vibration transmitted into the box assembly 35 when the driving motor 31 operates, and the output gear 332 and the anti-slip gear 331 are connected through an anti-slip structure 330 (shown in fig. 16), so that when the output gear 332 or the anti-slip gear 331 suddenly receives a large resistance, relative rotation between the output gear 332 and the anti-slip gear 331 (i.e., slip between the output gear 332 and the anti-slip gear 331) can be performed (for example, when the output gear 332 is jammed, the driving motor 31 can normally drive the anti-slip gear 331 to rotate, and the output gear 332 does not rotate at this time, so as to reduce the risk of damage to the driving motor 31 when the jammed output gear 332 is generated.

In some embodiments, as shown in fig. 16, an axial side of the anti-slip gear 331 (e.g., the first gear 331a in the second aspect implementation) of the anti-slip gear assembly 33a away from the output gear 332 (e.g., the second gear 332a in the second aspect implementation) may have a first receiving groove 3318, the anti-slip gear assembly 33a may include a first vibration reduction assembly 34a (the first vibration reduction assembly 34a in this paragraph may be a vibration reduction assembly 34, and may not be a vibration reduction assembly 34, and may also be a common vibration reduction gasket, for example) disposed in the first receiving groove 3318, an axial side of the output gear 332 (e.g., the second gear 332a in the second aspect implementation) away from the anti-slip gear 331 (e.g., the first gear 331a in the second aspect implementation) may have a second receiving groove 3326 (as shown in fig. 5), and the anti-slip gear assembly 33a may include a second vibration reduction assembly 34b (the second vibration reduction assembly 34b in this paragraph may be a vibration reduction assembly 3326) 34, or not the damping assembly 34, for example, a common damping shim). Therefore, by providing the first receiving groove 3318 and the second receiving groove 3326, the structural compactness of the anti-slip gear assembly 33a can be improved, and the first and second vibration damping members 34a and 34b can be positioned conveniently with high assembling reliability.

Next, an air conditioner 1000 according to a fourth aspect of the present invention is described with reference to the drawings.

As shown in fig. 17 and 18, an air conditioner 1000 according to a fourth aspect of the present invention may include: the air conditioner comprises an air conditioner body 100, a door opening and closing component 200 and a driving component 300, wherein the air conditioner body 100 can comprise an air supply component 11 and a heat exchange component 12, a front air outlet area 101 is arranged on the air conditioner body 100, with reference to fig. 19-20, the door opening and closing component 200 is arranged on the outer side of the air conditioner body 100, with reference to fig. 21, the door opening and closing component 200 comprises an opening and closing door 21 and a driving rack 22, with reference to fig. 19-20, the opening and closing door 21 can slide up and down relative to the air conditioner body 100 to open and close the front air outlet area 101, and with reference to fig. 17, the driving rack 22 is arranged on.

As shown in fig. 16, the driving part 300 may include a driving mechanism 301, the driving mechanism 301 including: the driving gear assembly 32 comprises an input gear 321a, the input gear 321a is driven to rotate by the driving motor 31, the transmission gear assembly 33 comprises an anti-slip gear 331 and an output gear 332, the anti-slip gear 331 is in meshing transmission with the input gear 321a, the output gear 332 is matched with the anti-slip gear 331 through an anti-slip structure 330 to synchronously rotate in a non-slip state, and the output gear 332 is in meshing transmission with the driving rack 22 (refer to fig. 17). It should be noted that the anti-slip structure 330 described in this paragraph may be, but is not limited to, the anti-slip structure 330 described above.

Therefore, since the driving member 300 includes the driving gear assembly 32 and the transmission gear assembly 33 which meet the above-mentioned matching, the requirement of transmission ratio can be met, and the operation speed of opening and closing the door can be ensured, and since the output gear 332 is matched with the anti-slip gear 331 through the anti-slip structure 330, when the door 21 is subjected to an instant impact force (for example, the door 21 just starts moving, or is stuck by a foreign object), the output gear 332 and the anti-slip gear 331 can relatively rotate through the anti-slip structure 330 to realize slipping, so as to avoid the driving motor 31 from being influenced by the impact force, thereby more effectively protecting the driving motor 31.

In some embodiments, as shown in fig. 16, the diameter of the output gear 332 is larger than the diameter of the anti-slip gear 331. It can be understood that, since the anti-slip gear 331 and the output gear 332 rotate synchronously, when the output gear 332 is in meshing transmission with the driving rack 22, the speed of the anti-slip gear 331 on the meshing tangent line is higher than that of the output gear 332 on the meshing tangent line, and therefore, when the output gear 332 is in meshing transmission with the driving rack 22, the speed transmitted to the driving rack 22 is accelerated, so that the running speed of the switch door 21 is increased, i.e. the switch door 21 can be lifted quickly.

In some embodiments, as shown in fig. 21 and 22, the driving rack 22 has engaging teeth 221 on both sides perpendicular to the sliding direction of the switch door 21, and the driving member 300 includes two sets of driving mechanisms 301, where the two sets of driving mechanisms 301 are disposed axially symmetrically and respectively and correspondingly cooperate with the engaging teeth 221 on both sides of the driving rack 22 to jointly drive the switch door 21 to slide. Therefore, the two groups of driving mechanisms 301 drive the switch door 21 together, so that the working stability of the switch door 21 during sliding can be improved, the stress and the size of each group of driving mechanisms 301 are reduced, and the service life and the driving reliability of the driving mechanisms 301 are prolonged.

In some embodiments, as shown in fig. 1, drive gear assembly 32 may be a damper gear assembly 32a, and damper gear assembly 32a may include: the damping gear 321, the driving shaft core 322 and the damping shaft sleeve 323, as shown in fig. 2, the damping gear 321 is an input gear 321a and has a central hole 3211, the driving shaft core 322 passes through the central hole 3211, the damping shaft sleeve 323 includes a shaft sleeve portion 3231, a first end surface portion 3232 and a second end surface portion 3233, the shaft sleeve portion 3231 is sleeved on the driving shaft core 322 and passes through the central hole 3211, so that the driving shaft core 322 transmits torque to the damping gear 321 through the damping shaft sleeve 323, and the first end surface portion 3232 and the second end surface portion 3233 are connected to two axial ends of the shaft sleeve portion 3231 and are respectively located outside two axial side end surfaces of a hub portion 3210 of the damping gear 321. It should be noted that, for details of this paragraph, reference may be made to relevant parts of the foregoing embodiments of the first aspect, which are not described herein again.

Thus, the boss portion 3231 of the damper boss 323 is fitted around the drive shaft core 322, the damper gear 321 is fitted around the boss portion 3231, in other words, the boss portion 3231 is provided between the damper gear 321 and the drive shaft core 322, so that torque can be transmitted to the damper gear 321 by the boss portion 3231 and radial damping of the damper gear 321 can be achieved, and the first end surface portion 3232 and the second end surface portion 3233 of the damper boss 323 are respectively located outside both axial end surfaces of the boss portion 3210 of the damper gear 321, so that the damper gear 321 and the damper boss 323 can be fixedly attached by the first end surface portion 3232 and the second end surface portion 3233, and axial damping of the damper gear 321 can be achieved.

In short, the shaft sleeve portion 3231 may be utilized to enable the driving shaft core 322 to transmit torque to the damping gear 321, and radial damping and noise reduction of the damping gear 321 may be achieved, and meanwhile, the first end surface portion 3232 and the second end surface portion 3233 may be utilized to achieve relative axial limiting of the damping gear 321 and the damping shaft sleeve 323, avoid separation of the damping gear 321 and the damping shaft sleeve 323, and achieve axial damping and noise reduction of the damping gear 321.

As shown in fig. 2, the damping gear assembly 32a may further include a fixed end cover 324, and as shown in fig. 3, the fixed end cover 324 may include a connecting portion 3241 and a stopping portion 3242, the connecting portion 3241 is disposed through the damping sleeve 323 (i.e., at least a portion of the connecting portion 3241 is disposed through the damping sleeve 323) and is connected to the driving shaft core 322, and the stopping portion 3242 is stopped at a side of the second end portion 3233 away from the damping gear 321, so that the stopping portion 3242 and the damping gear 321 are separated by the second end portion 3233. Therefore, the fixed end cover 324 can be used for simply and effectively limiting the relative axial position of the driving shaft core 322 and the damping gear 321, and preventing the driving shaft core 322 from being separated from the damping gear 321 along the direction from the stopping portion 3242 to the second end face portion 3233, so that the connection reliability of the driving shaft core 322 and the damping gear 321 is simply and effectively improved, and the damping gear assembly 32a is convenient to assemble and high in efficiency.

In some embodiments, as shown in fig. 5, the anti-slip gear 331 may be a first gear 331a, the output gear 332 may be a second gear 332a, the first gear 331a has a first annular portion 3311, an outer ring of the first annular portion 3311 has a first matching portion 3312, the first matching portion 3312 has an elastic buckle 3314, as shown in fig. 6, the second gear 332a has a second ring portion 3321, and referring to fig. 7, the second ring portion 3321 is sleeved outside the first matching portion 3312, the center of the inner ring cavity of the second ring portion 3321 has a cylindrical surface boss 3322, the cylindrical surface boss 3322 is rotatably inserted into the first ring portion 3311, the inner peripheral wall of the second ring portion 3321 has a plurality of positioning slots 3325 circumferentially spaced apart, the elastic buckle 3314 is adapted to match with any positioning slot 3325 to form the anti-slip structure 330, when the elastic buckle 3314 is engaged with the positioning slot 3325, the first gear 331a and the second gear 332a rotate synchronously. It should be noted that, for details of this paragraph, reference may be made to relevant portions of the above-mentioned second aspect embodiment, which are not described herein again.

In some embodiments, as shown in fig. 15, the driving part 300 may further include a case assembly 35, the case assembly 35 may include a first case 351 and a second case 352 detachably connected, a receiving cavity 350 is defined between the first case 351 and the second case 352, as shown in fig. 16, a shaft through hole 3511 is formed on the first case 351, an escape opening 3521 is formed on the second case 352, as shown in fig. 15, the driving motor 31 is disposed on a side of the first case 351 away from the second case 352, and the motor shaft 311 of the driving motor 31 is penetrated into the receiving cavity 350 through the shaft through hole 3511, as shown in fig. 16, the driving gear assembly 32 and the transmission gear assembly 33 are disposed in the receiving cavity 350, and the input gear 321a is connected to the motor shaft 311, and a part of the output gear 332 is exposed to the escape opening 3521 (as shown in fig. 8).

From this, the simple structure of drive unit 300, make things convenient for the dismouting, and the integrated level is high, can realize quick installation, in addition, can also be by box body subassembly 35 protection drive gear subassembly 32 and transmission gear subassembly 33, improve drive unit 300's life.

In some embodiments, as shown in fig. 16, the first case 351 and the second case 352 are respectively provided with a support hole 353, the input gear 321a, the anti-slip gear 331 and the output gear 332 are all the rotation gear 320 and are provided with a support shaft 3201, the support shaft 3201 of the anti-slip gear 331 is rotatably engaged with the support hole 353 at the corresponding position on the first case 351 through the first vibration damping member 34a, the support shaft 3201 of the output gear 332 is rotatably engaged with the support hole 353 at the corresponding position on the second case 352 through the second vibration damping member 34b, and the support shaft 3201 of the input gear 321a is rotatably engaged with the support hole 353 at the corresponding position on the second case 352 through the third vibration damping member 34 c.

Accordingly, the input gear 321a, the output gear 332, and the anti-slip gear 331 are rotatably engaged with the cassette assembly 35 through the first vibration damping unit 34a, the second vibration damping unit 34b, and the third vibration damping unit 34c, respectively, so that when the support shaft 3201 and the cassette assembly 35 transmit vibration to each other, vibration can be damped through the first vibration damping unit 34a, the second vibration damping unit 34b, and the third vibration damping unit 34c, thereby achieving vibration damping and noise reduction effects.

In some embodiments, as shown in fig. 16, at least one of the first, second and third vibration damping assemblies 34a, 34b and 34c is the vibration damping assembly 34, as shown in fig. 10 and 11, the vibration damping assembly 34 is sleeved on the support shaft 3201 and is inserted into the support hole 353, the box body assembly 35 has a first limiting structure 354a thereon, the rotating gear 320 has a second limiting structure 3202a thereon, and the first limiting structure 354a and the second limiting structure 3202a are stopped at two axial sides of the vibration damping assembly 34 in the axial direction of the rotating gear 320. Therefore, the vibration damping assembly 34 is simple in structure, convenient to install and good in vibration damping effect.

In some embodiments, as shown in fig. 19, the air conditioner body 100 may further include a top air outlet region 102, the top air outlet region 102 is located above the front air outlet region 101, with reference to fig. 18 and 23, a first air duct 111 and a second air duct 112 are defined in the air supply component 11, the first air duct 111 includes an upstream air duct cavity 1111 and a downstream air duct cavity 1112 located above the upstream air duct cavity 1111, the second air duct 112 is located in the downstream air duct cavity 1112 and is isolated from the first air duct 111, the downstream air duct cavity 1112 is respectively communicated with the top air outlet region 102 and the front air outlet region 101, the second air duct 112 is communicated with the front air outlet region 101, the air supply component 11 further includes a first fan assembly 113 located in the upstream air duct cavity 1111 and a second fan assembly 114 located in the second air duct 112, and the heat exchange component 12 is located at an inlet of the first air duct 111 and an inlet of the second air duct 112. From this, can realize the many wind sense modes air-out of air conditioner 1000 to increase user experience.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A drive member, comprising:

the box body assembly is provided with a supporting hole and a first limiting structure;

the rotating gear is arranged in the box body assembly and is provided with a supporting shaft and a second limiting structure, and the supporting shaft penetrates through the supporting hole; and

the vibration reduction assembly is arranged in the axial direction of the rotating gear, the first limiting structure and the second limiting structure stop at two axial sides of the vibration reduction assembly, and the vibration reduction assembly penetrates through the supporting hole and is sleeved on the supporting shaft, so that the supporting shaft can rotate relative to the supporting hole.

2. The drive component of claim 1, wherein the vibration attenuation assembly comprises:

the hollow shaft is sleeved on the supporting shaft and is stopped by the second limiting structure; and

the damping sleeve penetrates through the supporting hole and is stopped by the first limiting structure, the damping sleeve is arranged on the hollow shaft and is matched with the hollow shaft through the axial limiting structure so as to limit the damping sleeve to move relative to the hollow shaft along the direction that the axial direction of the rotating gear is close to the rotating gear.

3. The drive component of claim 2, wherein the axial stop structure is further configured to: and the vibration reduction sleeve is limited to move relative to the hollow shaft along the axial direction of the rotating gear towards the direction far away from the rotating gear.

4. The drive component of claim 3, wherein the axial stop arrangement comprises: the clamping groove is formed in the inner peripheral surface of the vibration damping sleeve and comprises two groove walls which are oppositely arranged along the axial direction of the vibration damping sleeve, the clamping piece is arranged on the outer peripheral surface of the hollow shaft, and the clamping piece is matched with the clamping groove to be clamped between the two groove walls.

5. The drive member of claim 4, wherein the catch is an annular groove and the catch is an annular tab.

6. The drive member according to claim 4, wherein two axial end surfaces of the damper bushing are a first end surface and a second end surface, respectively, and a distance from a center of the snap groove to the first end surface is L1, a distance from the center of the snap groove to the second end surface is L2, and the L1 is smaller than the L2 in the axial direction of the damper bushing.

7. The drive component of claim 6, wherein the inner bore of the damping sleeve comprises a first bore section located on a side of the central plane of the snap groove proximate the first end face and a second bore section located on a side of the central plane of the snap groove proximate the second end face, the first bore section having a bore diameter d1 that is greater than the bore diameter d2 of the second bore section.

8. The drive component of claim 2, wherein the first stop structure is a stop collar disposed at an outer end of the support hole.

9. The drive component of claim 8, wherein the stop ring is stopped at an outer end of the damping sleeve, the stop ring having an outwardly and inwardly projecting protrusion thereon, the outer end of the damping sleeve having a recess receiving the protrusion therein.

10. The drive component of claim 8, wherein an outer end of the damping sleeve has a recess that receives the stop collar.

11. The drive component of claim 2, wherein the second limit formation is a limit shoulder provided on the support shaft, the limit shoulder stopping at an inner end of the hollow shaft.

12. The drive component of any one of claims 1-11, wherein the drive component comprises: the anti-slip transmission device comprises a driving motor, a driving gear assembly and a transmission gear assembly, wherein the driving gear assembly comprises an input gear, the input gear is driven by the driving motor to rotate, the transmission gear assembly comprises an anti-slip gear and an output gear, the anti-slip gear is in meshing transmission with the input gear, the output gear and the anti-slip gear are matched through an anti-slip structure to synchronously rotate in a non-slip state, and the output gear is in meshing transmission with a driving rack;

the box body assembly comprises a first box body and a second box body which are detachably connected, an accommodating cavity is defined in front of the first box body and the second box body, the driving gear assembly and the transmission gear assembly are arranged in the accommodating cavity, the driving motor is arranged on one side of the first box body, which is far away from the second box body, and a motor shaft of the driving motor penetrates through the first box body to be connected with the input gear;

the input gear, the anti-slip gear and the output gear are all the rotating gears and are provided with the supporting shafts, the first box body and the second box body are provided with the supporting holes, the second box body is provided with an avoiding opening, the support shaft of the antiskid gear is rotatably matched with the support hole at the corresponding position on the first box body through a first vibration damping component, the supporting shaft of the output gear is rotatably matched with the supporting hole at the corresponding position on the second box body through a second vibration reduction assembly, and part of the output gear is exposed out of the avoiding opening, the support shaft of the input gear is rotatably matched with the support hole at the corresponding position on the second box body through a third vibration damping component, the first vibration reduction assembly, the second vibration reduction assembly and the third vibration reduction assembly are the vibration reduction assemblies.

13. An air conditioner, comprising:

the door opening and closing component comprises an opening and closing door and a driving rack, and the driving rack is arranged on the opening and closing door; a drive component according to any one of claims 1 to 12 cooperating with the drive rack to drive movement of the switching door.