JPS5926662A - Gear noise reducing apparatus - Google Patents

Abstract

PURPOSE:To remove backlash of gears and to reduce the gear noises, by imparting a subsidiary gear with a force for driving the same in the opposite direction by use of the centrifugal force of a flyweight fixed to a main gear, and thereby causing phase shifting between the teeth of the above two gears. CONSTITUTION:When a main gear 1 is turned in a counterclockwise direction, a subsidiary gear 3 is turned in the same direction as the main gear 1 since it is urged onto the end face of the main gear 1 by a resilient metal stopper 13 and held in mesh with a mating gear 4. On the other hand, a flyweight 6 is pivoted at one end thereof by a pin 5 fixed to the main gear 1 and the other end of the flyweight 6 is set free, so that the flyweight 6 is forced to turn in a clockwise direction around the pin 5. By this force of the flyweight 6, a roller 8 urges the side face 32A of a hole through which the subsidiary gear 3 is extended in a clockwise direction. Resultantly, the phase of the teeth 31 of the subsidiary gear 3 is delayed relatively to that of the teeth of the main gear 1, so that phase shifting is caused between these two gears 1 and 3.

Description

Detailed Description of the Invention The present invention relates to a gear noise reduction device, and particularly relates to a gear noise reduction device, in which a main gear and a secondary gear are arranged side by side, and the centrifugal force of a flyweight provided in the main gear is used to reduce noise in the secondary gear. The present invention relates to a gear noise reduction device that applies a force in the opposite driving direction and utilizes a phase shift between the teeth of both gears.

For gears, it is still not possible to eliminate production errors caused by heat treatment due to tooth machining, and when gears mesh, backlash can be reduced to zero due to problems such as gear errors, gear device errors, and temperature rise due to operation. Therefore, there is a problem in that noise is generated when the transmitted torque fluctuates greatly.

This invention was made by focusing on the problems of the prior art, and by arranging the main gear and the auxiliary gear side by side,
By providing pins, flyweights, roller pins, and rollers in the main gear and secondary gear, the centrifugal force of the flyweights is used during driving to apply a force in the counter-driving direction to the secondary gear, and the teeth of both gears are thereby generated. It is an object of this invention to solve the above-mentioned problem by maintaining the two-to-two crush at zero during driving by utilizing the phase shift between the two.

The present invention will be explained below based on the drawings.

FIG. 1 is a diagram showing an embodiment of the present invention.

To explain the configuration, 1 is the main gear for torque transmission;
It is supported by a support shaft 2. Helical teeth 11 are formed on the outer peripheral surface of the main gear 1, and recesses 12 are formed on the inner surface of the main gear 1.

6 is an auxiliary gear rotatably attached to the support shaft 2 via a bearing 21, and an elastic stopper 16. Natsu 1
Press 4 to the end face of main gear 1.

They are installed in parallel. Helical teeth 61 are formed on the outer circumferential surface of the auxiliary teeth 3, and a penetrating portion 62 is bored inside the auxiliary teeth 3.

Gao, both gears 1. The teeth 11.31 of the second gear are arranged to continuously mesh with the same mating gear 4.

Reference numeral 5 denotes a pin that projects from the support shaft 2 side in the recess 12 of the main gear 1 toward the auxiliary gear 6 side.

A flyweight 6 is large enough to be accommodated in the recess 12, and one end of the flyweight is pivotally connected to the pin 5.

Reference numeral 7 denotes a roller pin, which projects from the other end of the flyweight 6 into the penetrating portion 32 of the auxiliary tooth single 3.

8 is a roller, which is pivotally attached to the roller pin 7, and has a penetrating portion 62.
is pressed against the side surface 32A.

A spring 9 is attached between the side surface 6A of the flyweight 6 and the side surface 12A of the recess 12, and pushes the flyweight 6 toward the side surface 32A of the penetrating portion 62.

Although FIG. 1(b) shows a case where there are two flyweights 6, etc., the number may be one or six or more, and may be determined depending on the size of the main gear 1. In addition, since the rotation direction (arrow in the figure) is counterclockwise, the pin 5 is located at an upper right angle and a lower left angle with respect to the spindle 2, but the rotation direction is clockwise. If so, tilt it up to the left and tilt it down to the right. The position of the pin 5 is determined so that the flyweight 6 rotates in a direction opposite to the rotation direction.

Next, the effect will be explained.

When the main gear 1 is rotating at its peak, that is, when the gear 3 is assembled, both gears 1 and 6 are meshed with the mating gear 4, as shown in FIGS. 1(a) and 2. There is.

When the main gear 1 rotates counterclockwise, the auxiliary gear 3 is pressed against the end face of the main gear 1 by the elastic stopper 13 and meshes with the mating gear 4, so that it rotates in the same direction as the main gear 1. Of course, pin 5. The flyweights 6, roller pins 7, and rollers 8 also rotate in the same direction as the main gear 1. However, since one end of the flyweight 6 is pivotally connected to the pin 5 and the other end is a free end, the flyweight 6 tends to rotate clockwise by centrifugal force using the pin 5 as a fulcrum. This force causes the roller 8 to push the side surface 32A of the penetrating portion of the auxiliary teeth in the clockwise direction. Therefore, if the main gear 1 is rotating in the direction of the arrow in the figure as shown in FIG.
1 is relatively delayed, both teeth 1. A gap occurs between the two.

Then, as shown in FIG. 4, the teeth 31 of the auxiliary teeth come into contact with the non-transmission surface of the teeth of the mating gear 4, as shown in FIG. When the centrifugal force exceeds 4-9, it begins to press against the non-transmitting surface. In other words, the size of the misalignment increases until it matches the size of the notch crush between the main gear 1 and the mating gear 4, so that the notch crush as a whole becomes substantially zero, and the resistance due to torque fluctuations increases. Noise such as impact noise caused by alternate collisions between the tooth surface and the normal tooth surface is prevented.

In the embodiment, the auxiliary gear is juxtaposed to only one end surface of the main gear, but if the rotation direction is switched between forward and reverse, the auxiliary gear may be mounted on both end surfaces.

As explained above, the present invention arranges the main gear and the secondary gear side by side, and also includes pins, flyweights, and roller pins in the main gear and the secondary gear.

By providing rollers, it is possible to eliminate the knock-on crash during driving, so almost no noise is generated even when there are large fluctuations in the transmitted torque, and reduction gears and transmissions using this type of gear The effect of reducing noise such as noise can be obtained.

[BRIEF DESCRIPTION OF THE DRAWINGS] FIG. 1 is a diagram showing a second embodiment of the present invention, in which (a) is a sectional view of the main part, (b) is a side view of the main part, and (c) is a (1) )
Fig. 2 is a plan view of the teeth when stopped, Fig. 3
The figure is a plan view of the teeth during rotation, and FIG. 4 is a side view of the main parts during rotation. 1... Main gear, 3... Secondary gear, 5... Pin, 6...
...Fly weight, 7...Roller pin, 8...Roller, 9...Spring

Claims (1)

[Claims] 1 A secondary gear that meshes with a mating gear with which the main gear for torque transmission meshes and is arranged in parallel on the end face of the main gear, and a sub-gear that protrudes toward the sub-gear from the support shaft side in a recess formed in the main gear. a flyweight having one end pivotally connected to the pin and having a size to be accommodated in the recess, and a roller protruding from the other end of the flyweight into a through-hole formed in the secondary gear. A gear noise reduction device comprising a pin and a roller pivotally connected to the roller pin and pressed against a side surface of the through part.