CN219139756U - Noise-reducing and buffering gear mechanism of motorcycle engine - Google Patents

Abstract

A noise-reducing and buffering gear mechanism for motorcycle engine features that the meshing vibration noise is reduced in the running process of gear meshing pair, and the impact of alternate load is buffered to smooth output of power and protect gear teeth from damage. The gear mechanism comprises a main tooth and an auxiliary tooth which are formed by dividing a gear on one side of a meshing pair into two, and an anti-backlash spring clamped between the main tooth and the auxiliary tooth and used for accommodating a gear framework of the variable-rigidity buffer spring. The compressed anti-backlash spring makes the tooth surface of the auxiliary tooth have a tendency to rotate towards the non-meshing tooth surface of the meshing pair, compensates the tooth side clearance between the meshing pair, suppresses the vibration amplitude between the gear teeth and reduces the noise. The variable stiffness buffer spring is arranged between the main teeth and the gear framework, buffers alternating load born by the main teeth, protects gear teeth, stably outputs power, and has better buffer effect than the constant stiffness spring.

Description

Noise-reducing and buffering gear mechanism of motorcycle engine

Technical field:

the utility model belongs to the field of motorcycles, and particularly relates to a noise-reducing and buffering motorcycle engine gear mechanism.

The background technology is as follows:

at present, with the increasing development of motorcycle technology, motorcycle engines are gradually developed towards the directions of large discharge capacity and high crankshaft rotation speed. After the displacement and the crankshaft rotation speed are increased, the requirements on the engine gear mechanism are correspondingly increased. The inaccuracy and the non-uniformity of the tooth side clearance increase the noise of the gear pair in and out; meanwhile, the rotation speed caused by discontinuous power fluctuates, so that the gear teeth of the gear mechanism bear the impact of alternating load, and when the impact load is overlarge, the gear teeth have the risk of broken teeth. In order to solve the excessive noise generated in the operation process of the engine gear mechanism of the large-displacement high-rotation-speed motorcycle, and simultaneously avoid the risk of broken teeth of the gear mechanism caused by impact, higher manufacturing precision requirements on gear teeth are required, and a wider gear is designed. Limited by the precision and production cost of the current processing equipment, the requirement of too high precision on the manufacture of gear teeth is obviously unrealistic; meanwhile, the adoption of a wider and larger gear to improve the overall strength of the gear can certainly avoid gear tooth breakage, but the weight of the gear mechanism is increased, and the design trend of the weight reduction in the current motorcycle field is not consistent. Therefore, it is imperative to optimize the structure of the existing gear mechanism to make it have noise reduction and buffering functions so as to adapt to the development of motorcycle technology.

CN 201687893U discloses a reduction gear mechanism for a motorcycle engine, which comprises a small-tooth-diameter member, a large-tooth-diameter member, a compression spring, and a plurality of box-type compression spring grooves for placing the compression spring are arranged on the joint surface of the small-tooth-diameter member and the large-tooth-diameter gear member. When the gear component bears instant impact load, the impact of the small-tooth-diameter gear on the large-tooth-diameter gear is avoided through the effective buffering of the compression spring, and meanwhile abnormal sound caused by the increase of the fit clearance due to the abrasion of the gear set is reduced.

The reduction gear mechanism described in the above reference is provided with a structure for relieving impact on the power transmission path, and the impact between the gear meshing pairs is effectively reduced by the buffer action of the compression spring, and the impact abnormal sound caused by the increase of the fit clearance of the gear set is reduced. However, for design reasons, the problem of increased fit-up clearances among gear sets of the reduction gear mechanism due to long-term meshing wear has not been solved by effective means. Although the gear mechanism can reduce mechanical noise caused by impact load through the cushioning effect of the compression spring, the meshing pair of the gear mechanism also increases meshing noise due to the increase of the backlash and uneven wear. Meanwhile, the characteristics of the compression springs arranged between the gear members are not explicitly described, and when the equal-stiffness linear compression springs are arranged between the gear mechanisms, the instant impact moment caused by alternating load cannot be well and smoothly buffered.

The utility model comprises the following steps:

in order to solve the problems, the utility model aims to provide a gear mechanism of a motorcycle engine, which has a simple structure and simultaneously has a noise reduction function and an impact moment buffering function.

In order to solve the technical problems, the utility model provides a noise-reducing and buffering gear mechanism of a motorcycle engine, which comprises main teeth, auxiliary teeth, an anti-backlash spring for shifting the auxiliary teeth between the main teeth and the auxiliary teeth and compensating a tooth side gap formed by meshing gear teeth between a driving gear and the main teeth, a variable stiffness buffer spring for buffering the load borne by the main teeth and stably outputting the load, and a gear framework for accommodating the variable stiffness buffer spring and supporting the main teeth and the auxiliary teeth, and is characterized in that: one side end face of the main tooth is attached to one side end face of the auxiliary tooth, an anti-backlash spring is arranged between the two gears, and a variable-rigidity buffer spring is fixed between the main tooth and the gear framework.

According to the utility model, the main teeth and the auxiliary teeth are formed by dividing one side of the common gear meshing pair into two parts, and the tooth shapes are completely consistent. The method is characterized in that: the main teeth are provided with overhanging claws which extend into the auxiliary teeth and are attached to the gap eliminating springs and the rigidity-variable buffer springs. Meanwhile, the auxiliary teeth are further provided with anti-backlash spring grooves for accommodating the anti-backlash springs, the variable-stiffness buffer springs and the outward-extending clamping jaws on the main teeth.

According to the utility model, the main teeth and the auxiliary teeth are in clearance fit with the gear framework, and the two teeth can rotate freely and relatively on the matching surface of the gear framework. In order to keep the tooth shape of the main tooth and the tooth shape of the auxiliary tooth staggered by a certain angle, a group of gap eliminating spring grooves which are opposite in the circumferential direction are arranged on the auxiliary tooth, one side of each groove is provided with a gap eliminating spring pusher dog, an overhanging claw on the main tooth stretches into the gap eliminating spring groove of the auxiliary tooth, and a group of gap eliminating springs are arranged between the overhanging claw on the main tooth and the gap eliminating spring pusher dog on the auxiliary tooth. The method is characterized in that: one end face of the anti-backlash spring is attached to an overhanging claw on the main tooth, the other end face of the anti-backlash spring is attached to an anti-backlash spring pusher dog on the auxiliary tooth, and the anti-backlash springs are distributed symmetrically in groups in the circumferential direction of the gear.

According to the utility model, the middle part of the main tooth is provided with a plurality of groups of buffer spring grooves which are opposite in the circumferential direction, the variable-stiffness buffer springs are arranged in the buffer spring grooves, and buffer spring clamping claws on the main tooth are tightly attached to two end surfaces of the variable-stiffness buffer springs. The method is characterized in that: the damping spring grooves on the main teeth are attached to two end faces of the variable-stiffness damping spring, and half of the cross section of the variable-stiffness damping spring is fixed on the main teeth and distributed symmetrically in groups in the circumferential direction of the gear. Meanwhile, the other half cross section of the variable stiffness buffer spring is further fixed in a buffer spring clamping groove on the gear framework.

According to the utility model, the external driving gear and the gear mechanism form a gear meshing pair, and in the meshing operation process of the gear pair, main teeth of the gear mechanism are attached to one side tooth surface of the gear teeth of the meshed gear, and auxiliary teeth are attached to the non-meshing side tooth surface of the gear teeth of the meshed gear under the resilience force of the backlash eliminating spring. In the gear meshing operation process of the gear meshing pair, the pair teeth are always contacted with one side non-meshing tooth surface of the gear teeth of the meshing gear by the resilience force of the backlash eliminating spring, so that uneven tooth side gaps between the main teeth and the meshing gear are actively compensated, and the gear mechanism and the meshing gear are driven without the tooth side gaps. In the process of engaging in and out of the gear engagement pair, vibration of the gear teeth is greatly reduced due to disappearance of a backlash, and collision among the gear teeth is limited, so that generation of engagement noise is inhibited.

In addition, when the driving gear and the gear mechanism generate excessive impact moment in the meshing transmission process, the main gear rotates relatively to the gear framework, and the buffer spring claw on the main gear compresses the variable-stiffness buffer spring; the rigidity-variable buffer spring generates resilience force, and then the resilience force is released through a buffer spring clamping groove on the gear framework to transfer torque to the gear framework. In the process of transmitting torque through meshing of the gear meshing pair, the variable-stiffness buffer spring is equivalent to a torque transmission medium, absorbs fluctuating impact torque in the compression process, and then releases the transmission torque through elasticity. The method is characterized in that: the pitch or outer diameter of the spring varies over the length of the spring, and the spring rate increases as the compression stroke increases.

Because the spring of the variable-stiffness buffer spring is used in the utility model, compared with an equal-stiffness linear compression spring, the spring pitch of the variable-stiffness buffer spring is nonlinear, namely, when the main tooth is subjected to impact load, the stiffness of the spring is continuously changed in the process of compressing the variable-stiffness buffer spring. The characteristic of the spring with variable stiffness can buffer various impact moments, so that the moment transmission in the impact process is smoother, and the gear mechanism works more stably.

In a free state, namely when the gear mechanism of the utility model is not subjected to external force to form a meshing pair with an external driving gear, the tooth shapes of the main tooth and the auxiliary tooth are staggered by a certain angle. When the auxiliary tooth is installed, the auxiliary tooth is required to be twisted, the gap eliminating spring pusher dog of the auxiliary tooth compresses the gap eliminating spring, the tooth shape is aligned with the main tooth, and the positions of the two teeth are fixed through the installation hole. During assembly, the gear mechanism and the meshed driving gear form a meshing pair, the auxiliary teeth are released, and the auxiliary teeth rotate by an angle relative to the main teeth under the rebound force of the anti-backlash spring, so that the tooth surfaces of the auxiliary teeth are attached to the non-meshing tooth surfaces of one side of the gear teeth of the meshed gear. The method is characterized in that: in the free state, the tooth shape of the auxiliary tooth is kept at a staggered angle relative to the tooth shape of the main tooth, and the staggered angle direction is to enable the tooth surface of the auxiliary tooth to be close to the tooth surface of the non-meshing side of the driving gear. Meanwhile, further, in the process that the gear mechanism is switched to the tooth shape superposition of the main tooth and the auxiliary tooth in a free state, the buffer spring avoiding groove cannot touch or compress the variable stiffness buffer spring.

The beneficial effects are that:

according to the utility model, the gear on one side of the meshing gear pair is divided into the main gear and the auxiliary gear along the tooth width direction, and the gap eliminating spring and the variable stiffness buffer spring are arranged in the middle of the two gears, so that the gear mechanism has the functions of noise reduction and buffer. Compared with the prior art, the impact moment buffering effect is better than that of the spring with equal stiffness by using the variable stiffness buffering spring, the impact moment buffering mechanism can adapt to various impact moments, the gear teeth of the gear mechanism are effectively prevented from being broken by impact, and the power transmission is smoother. Meanwhile, the utility model has the function of eliminating the backlash between the meshing gear pair, which is not possessed by the prior art, and the auxiliary teeth are always attached to the tooth surfaces of the meshed gears in the meshing operation process of the gear pair, so that the vibration of the gear teeth is reduced, and the noise is reduced.

Description of the drawings:

fig. 1 is a perspective view showing a main tooth structure.

Fig. 2 is a perspective view showing the structure of the sub teeth.

Fig. 3 is a perspective view showing a gear skeleton structure.

Fig. 4 is a perspective view showing two views of the relationship of the arrangement of the main teeth and the sub teeth.

Fig. 5 is a perspective view showing two views of the assembled position of the anti-backlash spring.

Fig. 6 is a perspective view showing the assembled position of the variable rate damper spring.

FIG. 7 is a schematic diagram showing the tooth profile relationship of the primary and secondary teeth after assembling the anti-backlash spring and the variable stiffness buffer spring.

Fig. 8 is a schematic perspective view showing the positions of the gap eliminating spring and the stiffness varying buffer spring in the gear skeleton.

Fig. 9 is an exploded view showing the mating relationship of the main teeth and the auxiliary teeth in the gear frame.

Fig. 10 is a perspective view of a balance shaft assembly of a motorcycle engine to which the gear mechanism according to the present embodiment is applied.

Fig. 11 is an exploded view showing the assembly relationship between the balance shaft and the gear mechanism according to the present embodiment.

Fig. 12 is a schematic view of the gear mechanism according to the present embodiment from a free state to an attached state on the balance shaft.

Fig. 13 is a schematic view of a motor cycle engine balance shaft assembly in which a drive gear meshes with a main tooth to create a backlash.

FIG. 14 is a schematic view of the elimination of inter-meshing pair side backlash by the pair teeth in a balance shaft assembly of a motorcycle engine.

Fig. 15 is a schematic view of the assembly structure of the main teeth and the auxiliary teeth.

Description of the reference numerals

000: a motorcycle engine balance shaft assembly;

001: gear mechanism

100: a main tooth; 101: an overhanging claw; 102: a buffer spring groove; 103: an anti-backlash spring slot; 104: a buffer spring finger; 105: a mounting hole; 106: round hole surface

200: auxiliary teeth; 201: an anti-backlash spring slot; 202: an anti-backlash spring finger; 203: buffer spring dodges the groove; 204: a supporting claw; 205: a mounting hole; 206: round hole surface

300: a gear skeleton; 301: a flange portion; 302: a fastening surface; 303: a buffer spring clamping groove; 304: an anti-backlash spring avoiding groove; 305: outer circular surface

400: rigidity-variable buffer spring

500: an anti-backlash spring;

600: a balance shaft;

700: a spring baffle;

800: a drive gear;

900: a crankshaft;

1000: a connecting rod;

the specific embodiment is as follows:

the preferred embodiments of the present utility model will be described in detail below with reference to the attached drawings:

structural constituent Unit of Gear mechanism and structural arrangement feature of each constituent Unit

A noise-reducing and buffering gear mechanism for motorcycle engine is composed of main teeth 100 and auxiliary teeth 200 with same tooth numbers and tooth shapes, gear skeleton 300, rigidity-varying buffer spring 400 and gap-eliminating spring 500.

Fig. 1 is a schematic structural view of a main tooth 100. A circular hole surface 106 is formed in the center of the end surface of the main tooth 100, and the circular hole surface 106 is divided by a plurality of groove-shaped cavities 102 and 103 to form a plurality of claws 101 and 104. The groove-shaped cavity comprises a buffer spring groove 102, an anti-backlash spring groove 103, and the buffer spring groove 102 and the anti-backlash spring groove 103 are respectively and symmetrically arranged along the circumferential direction. The two groove wall surfaces where the buffer spring groove 102 and the circular hole surface 106 intersect are substantially parallel, and the two groove wall surfaces where the gap eliminating spring groove 103 and the circular hole surface intersect are also substantially parallel. The dogs include an overhanging dog 101 and a buffer spring dog 104. The overhanging pawl 101 is located on the side of the anti-backlash spring slot 103, which extends outwardly in the direction of an end face of the main tooth 100 so as to protrude from the end face of the main tooth 100. Buffer spring finger 104 is formed between two buffer spring slots 102 and has a height value equal to or slightly less than the tooth width of main tooth 100. A mounting hole 105 is provided in the middle of one of the damper spring fingers 104.

Fig. 2 is a schematic structural view of the sub-teeth 200. A circular hole surface 206 is formed in the center of the end surface of the sub-tooth 200, and has the same diameter as the circular hole surface 106 of the main tooth 100. The circular hole surface 206 is divided by a plurality of groove-shaped cavities 201, 203 to form a plurality of claws 202, 204. The groove-shaped cavity comprises an anti-backlash spring groove 201 and a buffer spring avoiding groove 203, the wall surfaces of two ends of each groove are approximately parallel, the number of the anti-backlash spring grooves 201 is equal to the number of the anti-backlash spring grooves 103 arranged in the main tooth 100, and the groove cavity of the anti-backlash spring groove 201 is large enough to simultaneously accommodate one overhanging claw 101, one variable-stiffness buffer spring 400 and one anti-backlash spring 500 in the main tooth 100. The buffer spring avoiding groove 203 is provided at a position corresponding to the buffer spring groove 102 on the main tooth 100, and a groove wall distance of the buffer spring avoiding groove 203 is wider than that of the buffer spring groove 102. The sum of the number of the relief spring grooves 203 plus the number of the anti-backlash spring grooves 201 is equal to the number of the relief spring grooves 102 arranged on the main tooth 100. The two groove-shaped cavities on the auxiliary tooth 200 are symmetrically arranged along the circumferential direction. An anti-backlash spring finger 202 is formed on one side of the anti-backlash spring slot 201 and a support finger 204 is formed on the other side. A supporting claw 204 is formed in the middle of the two cushion spring escape grooves 203. A mounting hole 205 is provided at a position approximately in the middle of one of the support claws 204, and this hole is provided so as to coincide with the mounting hole 105 when the tooth form of the sub-tooth 200 coincides with that of the main tooth 100, and the two holes communicate with each other.

Fig. 3 is a schematic structural view of a gear skeleton 300. The gear frame 300 has an outer circumferential surface 305, a fastening surface 302 at a central position, and buffer spring engaging grooves 303 symmetrically arranged in a circumferential direction of the outer circumferential surface 305, an anti-backlash spring escape groove 304 penetrating the outer circumferential surface 305, and an eave-shaped flange portion 301 formed at one end in an axial direction of the outer circumferential surface 305. The number of the buffer spring clamping grooves 303 and the anti-backlash spring avoiding grooves 304 is respectively equal to the number of the buffer spring avoiding grooves 203 and the anti-backlash spring grooves 201 on the auxiliary tooth 200.

The structural arrangement features between the main teeth 100, the sub-teeth 200, the variable rate buffer springs 400, and the anti-backlash springs 500 are described below in conjunction with fig. 4, 5, and 6. As shown in fig. 4, the overhanging jaw 101 of the main tooth 100 extends into the anti-backlash spring slot 201 on the secondary tooth 200 until the two tooth end faces come into abutment. As shown in fig. 5 and 6, the overhanging jaw 101 divides the anti-backlash spring slot 201 into an a region and a B region, and the a region and the B region are sized such that the anti-backlash spring 500 can be placed in the a region and the variable stiffness buffer spring 400 can be placed in the B region. One end face of the anti-backlash spring 500 is attached to the overhanging pawl 101 in the region a, and the other end face is attached to the anti-backlash spring finger 202 so as to be fixed between the main tooth 100 and the sub-tooth 200. In region B, with reference to fig. 4, one end of the variable rate damper spring 400 engages the overhanging pawl 101 and the other end engages the damper spring finger 104 on the main tooth 100. As shown in fig. 6, the variable rate damper springs 400 are placed in the remaining damper spring slots 102 on the main tooth 100 such that half of the cross section of all the variable rate damper springs 400 are fixed to the main tooth. As shown in fig. 7, the variable stiffness buffer spring 400 and the anti-backlash spring 500 abut the overhanging pawl 101 at a substantially middle position in the anti-backlash spring groove 201, at this time, the tooth shapes of the main tooth 100 and the auxiliary tooth 200 are just staggered by an angle α (the value α is designed to be about 20-30 times of the tooth side gap jbn) when the end face of the auxiliary tooth 200 is seen toward the main tooth 100, and a gap with a minimum distance Δx exists between a groove wall surface of the buffer spring avoiding groove 203 and the variable stiffness buffer spring 400, and the gap ensures that the buffer spring avoiding groove 203 does not contact with the buffer spring 400 when the auxiliary tooth 200 rotates by an angle α relative to the main tooth 100 to overlap the tooth shapes of the main tooth 100 and the auxiliary tooth 200.

The structural arrangement relationship between the gears, springs and the gear skeleton 300 in the gear mechanism 001 is described with reference to fig. 8 and 9. The outer circumferential surface 305 of the gear frame 300 is sequentially sleeved with the main tooth 100 and the auxiliary tooth 200, so that the flange 301 is close to the end surface of the main tooth 100 to axially position the main tooth 100. The circular hole surface 106 on the main tooth 100 and the circular hole surface 206 on the auxiliary tooth 200 are in clearance fit on the outer circular surface 305 of the gear framework 300, and the main tooth 100 and the auxiliary tooth 200 can freely rotate around the outer circular surface 305 when the damping spring 400 and the gap eliminating spring 500 are not restrained. Simultaneously, the overhanging claw 101, the buffer spring finger 104, the anti-backlash spring finger 202 and the supporting claw 204 on the main tooth 100 and the auxiliary tooth 200 are radially limited by the outer circular surface 305 on the gear framework 300, so that the common axis of the main tooth 100 and the auxiliary tooth 200 is ensured to be limited on the axis of the outer circular surface 305. As shown in fig. 8, two end faces of the variable-stiffness buffer spring 400 are clamped in the buffer spring clamping grooves 303, and half of the end faces of the springs protrude out of the outer circular surface 305. The anti-backlash spring 500 is supported on the backlash spring escape groove 304, and the spring skeleton 300 is free from constraint of the anti-backlash spring 500 in the spring axis direction. The outer circle of the flange 301 on the gear frame 300 is higher than the axial height of the spring in the groove cavity, and the axial movement of the spring to the main tooth side is limited.

Specific application and effect of gear mechanism in motorcycle engine

Fig. 10 shows a balance shaft assembly 000 in a motorcycle engine, which includes a connecting rod 1000, a crankshaft 900, a drive gear 800, a balance shaft 600, and a noise-reducing and buffering gear mechanism 001. The up-and-down motion of the connecting rod 1000 drives the crankshaft 900 to rotate at the angular speed omega, the driving gear 800 which is fixed on the crankshaft 900 in an interference manner drives the gear mechanism 001 to rotate around the shaft at the average angular speed omega according to the set center distance, and the driving gear 800 and gear teeth of the gear mechanism 001 form an externally meshed gear pair. One end of the balance shaft 600 penetrates into the gear frame 300 on the gear mechanism 001, and rotates in the same direction as the gear mechanism 001 at the angular velocity "ω -driven".

As shown in fig. 11, the spring damper 700 is fitted into one end of the balance shaft 600 from the outside, and the fastening surface 302 of the gear mechanism 001 is pressed into the journal 601 at one end of the balance shaft 600 from the outside, so that the gear frame 300 is fixed to the balance shaft 600 with interference. The spring shutter 700 prevents the springs disposed between the main teeth 100, the sub-teeth 200, and the gear frame 300 from moving axially toward the sub-teeth side. As shown in fig. 12, in the free state, the gear mechanism 001 is shifted in the tooth form of the main tooth 100 and the sub-tooth 200 by an angle α (α≡20-30 times the inter-pair tooth flank gap jbn of the gear engagement in the present embodiment). The secondary teeth 200 are twisted by an angle α with respect to the primary teeth 100 using an installation tool (not shown) to compress the anti-backlash spring 500, and when the two gear teeth are overlapped, the two gear positions are fixed by inserting a positioning pin (not shown) from the installation hole 105 of the primary teeth 100 into the installation hole 205 of the secondary teeth 200, at which time the gear mechanism 001 is in an installed state. In the mounted state, the gear mechanism 001 has a tendency to return to the free state by the repulsive force "fspring" of the backlash spring 500, which is a tendency to bring the tooth surface of the pinion 200 close to the non-meshing side tooth surface of the meshing teeth of the drive gear 800.

In the power stroke of the four-stroke motorcycle engine, the connecting rod 1000 is driven by a piston (not shown) to move downward, driving the crankshaft 900 to rotate, and in the remaining three strokes, the crankshaft 900 and the connecting rod 1000 perform rotational movement and up-down movement under the inertial action. The driving gear 800 is fixed at one end of the crankshaft 900 in an interference manner, and synchronously rotates along with the crankshaft 900 in the rotation process of the crankshaft driven by the angular velocity omega, and the driving gear 800 and the gear mechanism 001 are externally meshed to form a meshing pair, so that the gear mechanism 001 is driven to rotate at the average angular velocity omega. As shown in fig. 13, the drive gear 800 is in contact with the tooth surface of the main gear 100 of the gear mechanism 001, and the normal distance between the non-active tooth surfaces is jbn. The backlash must exist in the gear design, vary with speed, temperature, load, etc. as the gear operates, and also become uneven as the teeth wear. The presence and uneven distribution of the tooth flank clearance increases the impact vibration generated by the meshing teeth during the meshing in and out process, creating noise. When the gear mechanism 001 and the driving gear 800 are assembled at a set center distance, the pin between the main tooth 100 and the sub tooth 200 is released. Referring to fig. 6, during the operation of the gear mechanism 001, the auxiliary tooth 200 on the gear mechanism 001 pushes the anti-backlash spring finger 202 to swing under the resilience force of the anti-backlash spring 500, so that the auxiliary tooth 200 rotates by an angle relative to the main tooth 100, and the tooth surface on one side of the auxiliary tooth 200 is always attached to the tooth surface on the non-meshing side of the driving gear 800 during the gear meshing operation, thereby compensating the tooth side gap between gear pairs, inhibiting the vibration amplitude between gear teeth and reducing noise.

During the operation of the four-stroke engine, the connecting rod 1000 and the crankshaft 900 drive the gear 800 to perform periodical acceleration and deceleration movements, and the load acting on the gear mechanism 001 is also changed alternately, so that the rotational speed between the gear meshing pairs fluctuates, and the alternating load is impacted between the meshing teeth. Referring to fig. 6, 8 and 9, when an impact load is applied to the teeth of the main tooth 100, the damper spring finger 104 compresses the variable stiffness damper spring 400, the variable stiffness damper spring 400 transmits pressure to the damper spring catch 303 of the gear frame 300, and the spring force is released to push the gear frame 300 to rotate, thereby driving the balance shaft 600 to rotate, so that power output from the motorcycle engine is transmitted to the end of the power train. The stiffness characteristics of the variable stiffness buffer spring 400 are varied, in the present utility model, the pitch of the spring is varied along the length of the spring, and is formed by combining spring segments with different pitches. During compression of the variable rate buffer spring 400, the fine pitch spring segments are compressed first, and the spring rate is then increased to accommodate the peak of the impact load. The use of the variable stiffness spring 400 can enable the gear mechanism 001 to obtain the better effect of buffering load fluctuation to avoid gear tooth impact fracture and stably transmitting power under the alternating load.

The above description is only of the preferred embodiment of the present utility model, and is not intended to limit the structure of the present utility model in any way. Any simple modification, equivalent variation and modification of the above embodiments according to the technical substance of the present utility model still fall within the scope of the technical solution of the present utility model.

Claims (9)

1. The motorcycle engine gear mechanism capable of reducing noise and buffering comprises a main tooth (100) and an auxiliary tooth (200), a gap eliminating spring (500) for stirring the auxiliary tooth (200) between the main tooth (100) and the auxiliary tooth (200) and compensating a tooth side gap formed by meshing gear teeth between a driving gear (800) and the main tooth (100), a variable stiffness buffer spring (400) for buffering load borne by the main tooth (100) and stably outputting the load, and a gear framework (300) for accommodating the variable stiffness buffer spring (400) and supporting the main tooth (100) and the auxiliary tooth (200), and is characterized in that: one side end surface of the main tooth (100) is attached to one side end surface of the auxiliary tooth (200), an anti-backlash spring (500) is arranged between the two gears, and a variable-stiffness buffer spring (400) is fixed between the main tooth (100) and the gear framework (300).

2. The noise reducing and cushionable motorcycle engine gear arrangement of claim 1, wherein: the main teeth (100) are provided with overhanging claws (101) which extend into the auxiliary teeth (200) and are attached to the gap eliminating springs (500) and the variable-stiffness buffer springs (400).

3. The noise reducing and cushionable motorcycle engine gear arrangement of claim 1, wherein: the auxiliary teeth (200) are provided with anti-backlash spring grooves (201) which are used for accommodating the anti-backlash springs (500), the variable-stiffness buffer springs (400) and the outward-extending clamping jaws (101) on the main teeth (100) at the same time.

4. The noise reducing and cushionable motorcycle engine gear arrangement of claim 1, wherein: and an anti-backlash spring (500) arranged between the main tooth (100) and the auxiliary tooth (200), wherein one end surface is attached to the overhanging claw (101) on the main tooth (100), the other end surface is attached to the anti-backlash spring pusher dog (202) on the auxiliary tooth (200), and the anti-backlash springs are symmetrically distributed in groups in the circumferential direction of the gear.

5. The noise reducing and cushionable motorcycle engine gear arrangement of claim 1, wherein: the damping spring grooves (102) on the main teeth (100) are attached to two end faces of the variable-stiffness damping spring (400), and half of the cross section of the variable-stiffness damping spring (400) is fixed on the main teeth (100) and distributed symmetrically in groups in the circumferential direction of the gear.

6. A noise reducing and cushionable motorcycle engine gear arrangement according to claim 1 or 5, wherein: the gear framework (300) is provided with a buffer spring clamping groove (303), and the other half cross section of the variable-stiffness buffer spring (400) is fixed in the clamping groove.

7. The noise reducing and cushionable motorcycle engine gear arrangement of claim 5, wherein: the pitch or outer spring diameter of the variable rate buffer spring (400) varies over the length of the spring, with the spring rate increasing as the compression stroke increases.

8. The noise reducing and cushionable motorcycle engine gear arrangement of claim 1, wherein: in a free state, the tooth form of the auxiliary tooth (200) is kept at a staggered angle relative to the tooth form of the main tooth (100), and the staggered angle direction is that the tooth surface of the auxiliary tooth (200) is close to the tooth surface of the non-meshing side of the driving gear (800).

9. The noise reducing and cushionable motorcycle engine gear arrangement of claim 1, wherein: the auxiliary teeth (200) are provided with buffer spring avoiding grooves (203), and the buffer spring avoiding grooves cannot touch or compress the variable stiffness buffer spring (400) in the process that the gear mechanism is switched to the tooth shape superposition process of the main teeth (100) and the auxiliary teeth (200) in a free state.

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