CN202441836U - Vehicle starter and driving gear thereof - Google Patents
Vehicle starter and driving gear thereof Download PDFInfo
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- CN202441836U CN202441836U CN2012200382271U CN201220038227U CN202441836U CN 202441836 U CN202441836 U CN 202441836U CN 2012200382271 U CN2012200382271 U CN 2012200382271U CN 201220038227 U CN201220038227 U CN 201220038227U CN 202441836 U CN202441836 U CN 202441836U
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- 239000007858 starting material Substances 0.000 title claims abstract description 29
- 238000000926 separation method Methods 0.000 claims description 5
- 238000000034 method Methods 0.000 description 13
- 238000005457 optimization Methods 0.000 description 13
- 230000008569 process Effects 0.000 description 11
- 230000007246 mechanism Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000006872 improvement Effects 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 230000037452 priming Effects 0.000 description 1
- 230000007306 turnover Effects 0.000 description 1
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Abstract
The utility model relates to a driving gear used in a vehicle starter. Each tooth is provided with an addendum chamfer formed between an addendum and the front end face and a tooth side chamfer formed between a non-driving tooth side and the front end face. The distance between a radial innermost point of each addendum chamber and each addendum is 40%-75% of tooth height, an angle between an intersecting line of each addendum chamfer and each front end face and a vertical central line of each tooth ranges from 125 to 155 degrees, and an angle between each addendum chamber and each front end face ranges from 15 to 32 degrees. The utility model further relates to a vehicle starter containing the driving gear. By means of the vehicle starter and the driving gear, the driving gear can be meshed with a gear ring on a flywheel of a vehicle engine fast.
Description
Technical field
The utility model relates to a kind of vehicle starter that is used for the actuation gear of vehicle starter and comprises this actuation gear.
Background technique
The common electrification starter motor of modern vehicle starts the motor of vehicle, and starter motor changes the electric energy that vehicle battery stores into mechanical energy, drives the engine running of vehicle, with engine start.
Starter motor is made up of direct current motor, driving mechanism and control gear etc. substantially.When the motor of starting vehicle, motor produces running torque under the effect of DC of storage battery.This running torque is delivered to the gear ring on the engine flywheel through driving mechanism, drives the crankshaft rotating of motor.Driving mechanism comprises the reducing gear that links to each other with the output shaft of motor, the free wheel device that links to each other with reducing gear, passes through the output shaft that spline links to each other with free wheel device in the rear end, is installed in the small gear that is used to drive gear ring at output shaft front end place.Said spline comprises internal spline that is formed in the free wheel device and the external splines on the output shaft rear end that is formed on that is mated, and external splines can endwisely slip with respect to internal spline.Control gear is used to control the running of motor and moving axially of output shaft, so that small gear and gear ring engagement and disengaging.
After starter motor started, small gear was along with output shaft is moved forward, and the tooth of small gear will be pushed against on the tooth of gear ring by elasticity; Then; Small gear is along with output shaft is rotated, so that the tooth of small gear slips in the teeth groove of gear ring, thereby realizes the engagement of small gear and gear ring.
If small gear can not quick engaging-in gear ring in, the long-time bump of the tooth of the two can take place so, thereby influences the priming speed of motor.In addition since the tooth of small gear the tooth hardness than gear ring is big usually, so the tooth of small gear might bite the front end material (mill teeth) of the tooth of gear ring off, this can make the gear ring premature damage.
In order to make small gear and gear ring mesh apace, be that the tooth of the two processes tooth top chamfering and flank chamfering usually at the opposing end surface place of small gear and gear ring, to help to guide of the tooth slip of the tooth of small gear along gear ring.
Yet in the existing technology, small gear still needs in the very big engaging-in gear ring of relative rotation angle ability.Therefore, hope can solve oversize problem of engaging-in time of small gear in the existing technology.
The model utility content
The purpose of the utility model is that the small gear that is used for vehicle starter (actuation gear) is made improvement, so that it can quick engaging-in gear ring.
An aspect according to the utility model; A kind of actuation gear that is used for vehicle starter is provided; Comprise a plurality of teeth, each tooth has tooth top and the tooth top chamfering between the front-end face that is formed on tooth and is formed on the non-driving flank of tooth and the flank chamfering between the front-end face; Wherein, the radially the most inboard point of tooth top chamfering and the distance between the tooth top are 0.4～0.75 times of tooth depth; Angle between the intersection of tooth top chamfering and front-end face and the vertical center line of tooth is 125～155 °; Angle between tooth top chamfering and the front-end face is 15～32 °.
According to a kind of preferred implementation of the utility model, the radially the most inboard point of tooth top chamfering and the distance between the tooth top are 0.5～0.7 times of tooth depth.
According to a kind of preferred implementation of the utility model, the angle between the intersection of tooth top chamfering and front-end face and the vertical center line of tooth is 135～150 °.
According to a kind of preferred implementation of the utility model, the angle between tooth top chamfering and the front-end face is 20～30 °.
According to a kind of preferred implementation of the utility model, the intersection between flank chamfering and the front-end face is 0.3～0.65 times of transverse tooth thickness to the lateral separation of the driving flank tooth root of tooth, preferred 0.35～0.5 times.
According to a kind of preferred implementation of the utility model, said tooth top, drive some in the intersection between flank, non-driving flank, tooth top chamfering and the flank chamfering or all have fillet.
According to a kind of preferred implementation of the utility model, the angle between flank chamfering and the front-end face is 20～60 °, preferred 30～50 °.
Another aspect according to the utility model provides a kind of vehicle starter, comprising: motor; The reducing gear that links to each other with the output shaft of motor; The free wheel device that links to each other with reducing gear; The output shaft that links to each other with free wheel device through spline; And such as the front description and be installed in being used on the output shaft and export the actuation gear that rotatablely moves.
According to the utility model, be optimized through tooth top chamfering and/or flank chamfering the tooth of actuation gear, can reduce to allow the engaging-in required maximum angle of swing of actuation gear.Like this, after starter motor starts, in the gear ring of actuation gear on can engaging-in quickly engine flywheel, thus can be sooner, ato unit more successfully, and can reduce the mill teeth effect of actuation gear to gear ring, to improve the working life of gear ring.
Description of drawings
Fig. 1 is the schematic representation according to the part of the vehicle starter of a preferred implementation of the utility model.
Fig. 2 is the enlarged diagram of a tooth of the small gear in the starter motor.
Enlarged diagram when Fig. 3 is the tooth engagement of tooth and gear ring of the small gear in the starter motor.
Fig. 4 is the enlarged diagram of the process of the engaging-in gear ring of small gear in the starter motor.
Fig. 5 and 6 is schematic elevational view and plan views of each item chamfering parameter of explaining the tooth of small gear.
Fig. 7 is the schematic representation of tooth top chamfering gradient of explaining the tooth of small gear.
Fig. 8 is the schematic elevational view of explaining according to the tooth top chamfering optimized project of the utility model principle.
Fig. 9 explains according to the tooth top chamfering of the utility model principle and the schematic elevational view of flank chamfering Combinatorial Optimization scheme.
Embodiment
Some preferred implementations of the utility model are described with reference to the accompanying drawings.
Part according to the vehicle starter of the preferred implementation of the utility model has been shown among Fig. 1.This starter motor mainly comprises compositions such as direct current motor 1, driving mechanism and control gear.
Driving mechanism mainly comprises the reducing gear 2 that links to each other with the output shaft of motor 1, the free wheel device 4 that links to each other with reducing gear 2, (near that end of motor 1) is installed in the small gear (actuation gear) 30 that is used to drive gear ring (driven gear) 20 that output shaft 8 front ends (away from that end of motor 1) are located through the output shaft 8 that spline 6 in axial sliding links to each other with free wheel device 4 in the rear end.
Reducing gear 2 can be any type of reducing gear, for example the planetary gear reducing mechanism shown in Fig. 1.The output terminal of reducing gear 2 is connecting the active part of free wheel device 4, and the secondary part of free wheel device 4 transmits rotatablely moving from reducing gear 2 through spline 6 to output shaft 8.
In addition, small gear 30 with can with respect to output shaft 8 in axial sliding mode be loaded on the front end shaft part of output shaft 8.The Returnning spring 12 that is sleeved on the front end shaft part of output shaft pushes small gear 30 forward.Output shaft is provided with stop element or structure, and for example the snap ring shown in Fig. 1 14 small gear 30 is remained on the forward position with respect to output shaft 8, prevents that small gear 30 from further moving forward.
When output shaft 8 as shown in fig. 1 is in axially last side position, the gear ring 20 that small gear 30 breaks away from the engine flywheels.
When starter motor began to operate, control gear control driving lever 10 pivoted, and move forward to drive output shaft 8, and small gear 30 also moved forward thereupon together.When small gear 30 touched gear ring 20, the tooth of small gear 30 can not get in the teeth groove of gear ring 20 usually at once, but one or more tooth of small gear 30 is connected on one or more tooth of gear ring 20.Next, small gear 30 is blocked by gear ring 20 and can not continue to move forward with output shaft 8, and this makes Returnning spring 12 be compressed.Then, control gear actuating motor 1 be delivered to small gear 30 so that the output of motor 1 rotatablely moves successively through reducing gear 2, free wheel device 4, spline 6, output shaft 8, thereby small gear 30 is with respect to gear ring 20 rotations.Through after certain angle of swing, the tooth of small gear 30 can slip in the teeth groove of gear ring 20 (by means of the thrust of Returnning spring 12), thereby realizes the engagement of small gear 30 and gear ring 20.Like this, small gear 30 drives gear ring 20 rotations, so that drive the engine flywheel rotation, thus ato unit.Behind engine start, control gear moves output shaft 8 through driving lever 10 towards rear side, so that small gear 30 breaks away from gear rings 20.
Schematically illustrate a tooth 32 of small gear 30 among Fig. 2.Tooth 32 inserts in the teeth groove of gear ring with its front-end face 34, and drives the tooth on the gear ring along direction shown in the arrow among Fig. 2.Tooth 32 has the front-end face 34 perpendicular to the Gear center axis, the tooth top 36 that extends back from front-end face, and the driving flank 38 and non-driving flank 40 that are positioned at the tooth top both sides.
Described in front background technique part, hope in the engaging-in as soon as possible gear ring of small gear 30.For this reason, usually process tooth top chamfering 42 and flank chamfering 44 at front-end face 34 places of each tooth 32 of small gear 30.
Being appreciated that above-mentioned each intersection possibly be a straight line, also possibly be curve.
It may be noted that tooth top chamfering 42 and flank chamfering 44 can be the forms on plane, shown in figure.Yet the utility model has been contained tooth top chamfering 42 equally and has been the mode of execution of curved surface with flank chamfering 44.
As shown in Figure 3, driven flank 23 and non-driven flank 25 that each tooth 22 of gear ring 20 has tooth top 21 and is positioned at tooth top 21 both sides.When small gear 30 drove gear ring 20, a tooth 32 of small gear drove gear ring 20 rotations thus with its driven flank 23 that drives the respective teeth 22 of flank 38 pushing gear rings 20.This tooth 32 that is driving the tooth 22 of gear ring 20 can be called main tooth, and it provides maximum driving force.
Be formed with flank chamfering 26 on the tooth 22, its front-end face (towards that side end face of starter motor, in Fig. 3,4 back to the observer) that is formed on non-driven flank 25 and tooth 22 is between 27.Flank chamfering 26 forms corresponding intersection between the two and between each surface of they and tooth 22.For the engagement of small gear and gear ring, need on gear ring, not form the tooth top chamfering.
Although each intersection on small gear and the gear ring is shown in the figure all to be the form of lines, to be appreciated that and to process fillet along some or whole intersection, so that realize the purpose of small gear and gear ring engagement sooner, more swimmingly.Be appreciated that equally other seamed edge or intersection on small gear and the gear ring also can process fillet.
Schematically shown the engaging-in process of small gear 30 in gear ring 20 with the stage (a)-(f) that occurs successively among Fig. 4.In these stages, small gear 30 is along the rotation of direction shown in the arrow, and gear ring 20 is motionless.With small gear and each two tooth of gear ring engaging-in process is described among Fig. 4.
Stage, (a) represented the most extreme initial engaging-in state.Since the initial engaging-in state shown in the stage (a), small gear 30 will rotate through maximum engaging-in angle and could mesh with gear ring 20.Certainly; Initial position according to small gear; The initial engaging-in state of small gear possibly be the state shown in one of stage (b)-(f), and under these states, 30 of small gears need rotation just can mesh with gear ring 20 through the engaging-in angle (even zero engaging-in angle) less than the engaging-in angle of said maximum.
In the stage (a), the driving gear thruster of the previous tooth of small gear 30 is lower than the driven flank of the previous tooth of gear ring 20, and a back tooth of small gear 30 does not contact a back tooth of gear ring 20 as yet.
Next; Along with pinion rotation; The entering stage (b); Form first surface of contact (left side dash area) at this moment between the front-end face 27 of the previous tooth of the front-end face 34 of the previous tooth of small gear 30 and gear ring 20, form second surface of contact (right shade part) between the front-end face of the front-end face of a back tooth of small gear 30 and a back tooth of gear ring 20.
Next, along with small gear further rotates, in the entering stage (c), wherein, first and second surface of contact have all increased.
Next, along with small gear further rotates, in the entering stage (d), wherein, first surface of contact begins to reduce, and second surface of contact continues to increase.
Next, along with small gear further rotates, in the entering stage (e), wherein, first surface of contact continues to reduce, and second surface of contact begins to reduce.
Next, along with small gear further rotates, first surface of contact is reduced to zero earlier, and second surface of contact is reduced to zero subsequently, thus the entering stage (f).In this stage; Said first and second surface of contact have all disappeared; The flank chamfering 44 of the previous tooth of small gear 30 slides on the flank chamfering 26 of previous tooth of gear ring 20 and by its guiding, and the flank chamfering of a back tooth of small gear 30 slides on the flank chamfering of a back tooth of gear ring 20 and by its guiding.Since stage (f), a previous and back tooth of small gear 30 can slip in the teeth groove of a previous and back front flank of gear ring 20 fast.
Can find out that based on top description first surface of contact on the small gear between previous tooth and the gear ring corresponding teeth disappears prior to second surface of contact between a back tooth and the gear ring corresponding teeth.Therefore, reached when allowing to slip into the state of teeth groove at previous tooth, a back tooth is stopped still and can not be slipped into that this makes that the engaging-in time of small gear is longer.
The utility model is intended to shorten the engaging-in time of small gear.For this reason; The basic measures that the utility model is taked are; Tooth top chamfering and/or flank chamfering to small gear are transformed; Make that in the engaging-in process of small gear the time (rotary angle position) that a back tooth allows to slip into is approaching with the time (rotary angle position) that previous tooth allows to slip into as far as possible, even identical.
Before the measure that specific descriptions the utility model is taked, define some parameters relevant with the flank chamfering on the small gear earlier with the tooth top chamfering.
At first referring to Fig. 5; This figure is the front view along an axial tooth of doing of small gear; The vertical center line of second intersection 48 and this tooth (line between Gear center and the tooth top center wherein; Not shown) between angle be α, the intersection point O between second intersection 48, the 6th intersection 56, the 7th intersection 58 is H to the vertical height of tooth top 36, the 6th intersection 56 and the lateral separation that drives between flank 38 tooth roots are W.
It may be noted that in embodiment illustrated longitudinal center's line parallel of the 6th intersection 56 and tooth; Therefore, for ease, be that α is labeled between second intersection 48 and the 6th intersection 56 with angle; But be appreciated that the 6th intersection 56 maybe be not and longitudinal center's line parallel of tooth.
Next referring to Fig. 6, this figure is the plan view of directly over a tooth 32 of small gear, being done, and wherein, the angle between flank chamfering 44 and the front-end face 34 is β.Intersection point P and the axial distance between the front-end face 34 between first intersection 46 and the 3rd intersection 50 are e.
Next referring to Fig. 7, this figure be along with front-end face 34 and all parallel direction of tooth top chamfering 42 on the view done, wherein, the angle between front-end face 34 and the tooth top chamfering 42 is γ.Can find out that tooth top chamfering 42 recedes incessantly vertically for front-end face 34, also towards non-driving gear tilt.After the axial position of intersection point Q between first intersection 46 and the 7th intersection 58 leans on than the axial position of the intersection point P between first intersection 46 and the 3rd intersection 50.
A mode of execution according to the application; The tooth top chamfering is optimized; As shown in Figure 8; Wherein, parameters optimization is aforementioned height H, angle [alpha], angle γ, and optimization aim is to make the surface of contact between the front-end face of adjacent two front-end faces of preparing engaging-in tooth and the corresponding teeth of gear ring before and after in the engaging-in process small gear be reduced to zero as far as possible simultaneously.
Specifically, after the most initial engaging-in state shown in the stage (a) of small gear from Fig. 4 began to have rotated first angle, two adjacent previous teeth of preparing in the engaging-in tooth of the front and back of small gear had just reached and have allowed to slip into state.Yet a back tooth did not still reach and allowed to slip into state this moment.Be rotated further passed through additional angle after, a back tooth just reaches and allows to slip into state.Like this, the engaging-in required maximum angle of swing of permission of whole small gear is that first angle adds additional angle.
It may be noted that previous tooth reaches the width that the angle of swing (first angle) that allows the state that slips into required depends primarily on the flank chamfering.Width through increasing the flank chamfering can reduce this first angle.Yet, owing to the consideration of others, can not ad infinitum increase the width of flank chamfering, therefore, the utility model at first will be optimized through the tooth top chamfering to small gear, to dwindle the value of this additional angle.
Below table in introduced the major parameter relevant with the flank chamfering in the specific embodiment of the tooth top chamfering optimized project employing in small gear and the gear ring cooperating structure with the tooth top chamfering.
| Small gear | Gear ring | |
| The number of |
12 | 159 |
| Modulus | 3 | 3 |
| Pressure angle | 14.5° | 15° |
| The gear width | 23.5mm | 20mm |
| Addendum coefficient | 1.000 | 1.066 |
| Addendum coefficient | 1.197 | 1.134 |
| Fillet radius | 0.6mm | 2.5mm |
| Modification coefficient | 0.780 | -0.066 |
| Helix angle | 0° | 0° |
The major parameter value that adopts before optimizing:
H＝2mm，α＝121°，γ＝34°，W＝3.1mm，e＝0.96mm。
Allowing engaging-in required maximum angle of swing (being that the most initial engaging-in state shown in the stage (a) of small gear from Fig. 4 begins to reach the angle that allows the engaging-in stage (f) to turn over) before optimizing is 18.5 °.
More particularly, after the most initial engaging-in state shown in the stage (a) of small gear from Fig. 4 had begun to rotate the first about 14 ° angle, two adjacent previous teeth of preparing in the engaging-in tooth of the front and back of small gear had just reached and have allowed to slip into state.Yet a back tooth did not still reach and allowed to slip into state this moment.After being rotated further the additional angle of having passed through 4 °, a back tooth just reaches and allows to slip into state.Like this, the engaging-in required maximum angle of swing of permission of whole small gear is up to 18.5 °.To reduce this additional angle is target, and the major parameter value after the optimization of tooth top chamfering is:
H＝4.5mm，α＝149°，γ＝25°，W＝3.1mm，e＝0.9mm。
Allowing engaging-in required maximum angle of swing after the optimization of tooth top chamfering is 14 °.
Can find out that through the tooth top chamfering is optimized, make a back tooth reach to allow the required additional angle of the state that slips into to be reduced to almost nil, therefore to arrive the required angle of swing of state that allows to slip into equal basically for two teeth.In this way, the engaging-in required maximum angle of swing of the permission of whole small gear has reduced (reduced 4.5 ° in the foregoing description, reduction rate is 19%).
Further mode of execution according to the application; The flank chamfering is optimized; As shown in Figure 9; Wherein, parameters optimization is aforementioned lateral distance W (coming down to the width of flank chamfering is optimized), and optimization aim is to make the surface of contact between the front-end face of adjacent two front-end faces of preparing engaging-in tooth and the corresponding teeth of gear ring before and after in the engaging-in process small gear be reduced to zero as soon as possible.
Further carry out a specific embodiment of flank chamfering optimized project on the basis of the specific embodiment of the tooth top chamfering optimized project of introducing in front.
Major parameter value after tooth top chamfering and flank chamfering are optimized:
H＝4.5mm，α＝149°，γ＝25°，W＝2.2mm，e＝1.2mm。
Through tooth top chamfering and flank chamfering Combinatorial Optimization, allowing engaging-in required maximum angle of swing is 12 °.
Through tooth top chamfering and flank chamfering are carried out Combinatorial Optimization, allow engaging-in required maximum angle of swing to be reduced a lot (reduced 6.5 ° in the foregoing description, reduction rate is 28%).
The utility model carries out Combinatorial Optimization based on small gear with different parameters and gear ring structure to tooth top chamfering and flank chamfering, has confirmed the roughly span of following parameters optimization:
Height H: 0.4～0.75 times of tooth depth, preferred 0.5～0.7 times.
Angle [alpha]: 125～155 °, preferred 135～150 °.
Angle γ: 15～32 °, preferred 20～30 °.
Lateral separation W: 0.3～0.65 times of transverse tooth thickness, preferred 0.35～0.5 times.
Be appreciated that for different small gears and gear ring structure the above-mentioned parameter scope maybe be different.
In addition, about the angle beta between flank chamfering 44 and the front-end face 34, it does not influence and allows engaging-in required maximum angle of swing, but influence allows the insertion process of the gear teeth in the teeth groove of gear ring and the front end intensity of small gear of engaging-in back small gear.After these factors were considered in balance, the span of angle beta was generally at 20～60 °, preferred 30～50 °.
It will be understood by those skilled in the art that above-mentioned optimized project can be through various concrete optimizers realizations.
In addition, in the superincumbent specific embodiment, the tooth of small gear and gear ring all is a straight-tooth, but the utility model is equally applicable to the situation that the tooth of small gear and gear ring is a helical tooth.
According to the utility model, carry out Combinatorial Optimization through tooth top chamfering and flank chamfering to the tooth of small gear, can greatly reduce to allow the engaging-in required maximum angle of swing of small gear.Like this, after starter motor starts, in the gear ring of small gear on can engaging-in quickly engine flywheel, thus can be sooner, ato unit more successfully, and can reduce the mill teeth effect of pinion mate gear ring.
This small gear that tooth top chamfering and flank chamfering have been carried out Combinatorial Optimization of the utility model is applicable to the starter motor of various vehicles, the for example starter motor of diesel vehicle.
Though described the utility model, the details shown in the scope of the utility model is not limited to reference to concrete mode of execution here.Under the situation of the basic principle that does not depart from the utility model, can make various modifications to these details.
Claims (10)
1. an actuation gear that is used for vehicle starter comprises a plurality of teeth, and each tooth has tooth top and the tooth top chamfering between the front-end face that is formed on tooth and is formed on the non-driving flank of tooth and the flank chamfering between the front-end face;
It is characterized in that the radially the most inboard point of tooth top chamfering and the distance (H) between the tooth top are 0.4～0.75 times of tooth depth;
Angle (α) between the intersection of tooth top chamfering and front-end face and the vertical center line of tooth is 125～155 °;
Angle between tooth top chamfering and the front-end face (γ) is 15～32 °.
2. actuation gear as claimed in claim 1 is characterized in that, the radially the most inboard point of tooth top chamfering and the distance (H) between the tooth top are 0.5～0.7 times of tooth depth.
3. actuation gear as claimed in claim 1 is characterized in that, the angle (α) between the intersection of tooth top chamfering and front-end face and the vertical center line of tooth is 135～150 °.
4. actuation gear as claimed in claim 1 is characterized in that, the angle between tooth top chamfering and the front-end face (γ) is 20～30 °.
5. like each described actuation gear in the claim 1 to 4, it is characterized in that the intersection between flank chamfering and the front-end face is 0.3～0.65 times of transverse tooth thickness to the lateral separation (W) of the driving flank tooth root of tooth.
6. like each described actuation gear in the claim 1 to 4, it is characterized in that the intersection between flank chamfering and the front-end face is 0.35～0.5 times of transverse tooth thickness to the lateral separation (W) of the driving flank tooth root of tooth.
7. like each described actuation gear in the claim 1 to 4, it is characterized in that, said tooth top, drive some in the intersection between flank, non-driving flank, tooth top chamfering and the flank chamfering or all have fillet.
8. like each described actuation gear in the claim 1 to 4, it is characterized in that the angle between flank chamfering and the front-end face (β) is 20～60 °.
9. like each described actuation gear in the claim 1 to 4, it is characterized in that the angle between flank chamfering and the front-end face (β) is 30～50 °.
10. vehicle starter comprises:
Motor;
The reducing gear that links to each other with the output shaft of motor;
The free wheel device that links to each other with reducing gear;
The output shaft that links to each other with free wheel device through spline; And
Being installed in being used on the output shaft exports the actuation gear that rotatablely moves, and it is characterized in that said actuation gear is like each described actuation gear in the claim 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2012200382271U CN202441836U (en) | 2012-02-06 | 2012-02-06 | Vehicle starter and driving gear thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2012200382271U CN202441836U (en) | 2012-02-06 | 2012-02-06 | Vehicle starter and driving gear thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN202441836U true CN202441836U (en) | 2012-09-19 |
Family
ID=46823288
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2012200382271U Expired - Lifetime CN202441836U (en) | 2012-02-06 | 2012-02-06 | Vehicle starter and driving gear thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN202441836U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103244640A (en) * | 2012-02-06 | 2013-08-14 | 博世汽车部件(长沙)有限公司 | Vehicle starter and driving gear thereof |
| EP3578803A1 (en) * | 2018-06-06 | 2019-12-11 | Mahle International GmbH | Drive pinion for a starter of an internal combustion engine |
-
2012
- 2012-02-06 CN CN2012200382271U patent/CN202441836U/en not_active Expired - Lifetime
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103244640A (en) * | 2012-02-06 | 2013-08-14 | 博世汽车部件(长沙)有限公司 | Vehicle starter and driving gear thereof |
| WO2013117161A1 (en) * | 2012-02-06 | 2013-08-15 | Bosch Automotive Products (Changsha) Co. Ltd. | Vehicle starter and driving gear thereof |
| CN103244640B (en) * | 2012-02-06 | 2017-03-22 | 博世汽车部件(长沙)有限公司 | Vehicle starter and driving gear thereof |
| EP3578803A1 (en) * | 2018-06-06 | 2019-12-11 | Mahle International GmbH | Drive pinion for a starter of an internal combustion engine |
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