CN219549533U - Gear assembly, gear transmission mechanism and vehicle interior part - Google Patents

Abstract

The utility model relates to a gear assembly, a gear transmission mechanism and a vehicle interior part, which comprise a first gear, an elastic piece and a second gear which are sequentially arranged along the axial direction, wherein the elastic piece is arranged to apply a pretightening force to the first gear and the second gear, and the pretightening force enables the first gear and the second gear to rotate relatively so as to enable gear teeth of the first gear and gear teeth of the second gear to be staggered. According to the gear assembly, the gear transmission mechanism and the vehicle interior part, the elastic piece applies a pretightening force to the first gear and the second gear, so that the first gear and the second gear rotate relatively, the gear teeth of the first gear and the gear teeth of the second gear are staggered, and when gaps exist between the gear teeth of the first gear and the gear teeth of the matched gear, the gear teeth of the second gear are abutted with the gear teeth of the matched gear to compensate the gaps, and shaking and noise are avoided in the transmission process.

Description

Gear assembly, gear transmission mechanism and vehicle interior part

Technical Field

The present utility model relates to the field of transmission parts, and more particularly to a gear assembly, a gear train and a vehicle interior component.

Background

Gears are the transmission elements commonly used in mechanical parts. For example, in a foot rest of a vehicle, a motor is usually coupled to a gear transmission mechanism for effecting movement of the foot rest, the gear transmission mechanism includes a driving gear and a driven gear, the motor is connected to the driving gear, the driving gear is meshed with the driven gear, the driven gear is connected to a foot rest plate, and in operation, the motor drives the driving gear to rotate, the driving gear then rotates with the driven gear, and the driven gear then rotates with the foot rest plate.

In the existing gear transmission mechanism, the driving gear and the driven gear are conventional gears and comprise a plurality of gear teeth, tooth grooves are formed between any two adjacent gear teeth, and when the gear teeth are meshed, the gear teeth of the driving gear and the driven gear which are meshed with each other are respectively positioned in the tooth grooves of the other side wall of the gear teeth of the other side and are in contact with each other.

However, the conventional gears are worn during the engagement, resulting in a gap between the teeth of the driving gear and the driven gear during the engagement, thereby causing rattle and noise during the transmission.

Disclosure of Invention

The utility model aims to provide a gear assembly, a gear transmission mechanism and a vehicle interior part, so as to make up a gap when the gear assembly is meshed with a matched gear, and avoid shaking and noise during transmission.

In view of the above, an aspect of the present utility model provides a gear assembly including a first gear, an elastic member, and a second gear sequentially disposed in an axial direction, the elastic member being configured to apply a pre-tightening force to the first gear and the second gear, the pre-tightening force rotating the first gear and the second gear relative to each other so as to cause gear teeth of the first gear and gear teeth of the second gear to be offset from each other.

Further, the gear assembly further comprises a gear shaft, the first gear and the second gear are sleeved on the outer side of the gear shaft, and the elastic piece is clamped between the first gear and the second gear.

Further, a limiting step is arranged on the gear shaft, and the first gear and the second gear are assembled on the limiting step.

Further, a first groove is formed in the first gear, a second groove is formed in the second gear, a protrusion matched with the first groove and the second groove is arranged on the gear shaft, the protrusion is clamped into the first groove and the second groove, and a gap exists between the protrusion and the second groove, so that the second gear can rotate relative to the gear shaft and the first gear.

Further, the device further comprises an adjusting nut which is in threaded connection with the gear shaft and is used for adjusting and limiting the axial positions of the first gear and the second gear.

Further, the elastic component is a torsion spring, the torsion spring is sleeved on the outer side of the gear shaft, the first gear is fixedly connected with the gear shaft, the second gear can rotate around the gear shaft, one end of the torsion spring is connected with the first gear, the other end of the torsion spring is connected with the second gear, and the second gear rotates relative to the first gear and the gear shaft due to the pretightening force of the torsion spring.

Further, a first boss is arranged on the first gear, a second boss is arranged on the second gear, the first boss and the second boss are in contact with each other, and the contact surface is an inclined surface which is inclined at an angle with the axial direction.

Further, the elastic piece is a spring or a spring piece, so that axial pretightening force is applied to the first gear and the second gear, and the axial pretightening force enables the second boss and the first boss to move relatively along the inclined plane, so that the second gear and the first gear rotate relatively.

Another aspect of the utility model provides a gear transmission comprising a mating gear and a gear assembly as described above, the mating gear being in mesh with a first gear and a second gear of the gear assembly.

In a further aspect the utility model provides a vehicle interior component comprising a fixed part, a moving part and a gear transmission as described above, the fixed part and the moving part being connected by the gear transmission to move the moving part relative to the fixed part.

According to the gear assembly, the gear transmission mechanism and the vehicle interior part, the elastic piece applies a pretightening force to the first gear and the second gear, so that the first gear and the second gear rotate relatively, the gear teeth of the first gear and the gear teeth of the second gear are staggered, and when gaps exist between the gear teeth of the first gear and the gear teeth of the matched gear, the gear teeth of the second gear are abutted with the gear teeth of the matched gear to compensate the gaps, and shaking and noise are avoided in the transmission process.

Drawings

Fig. 1A is a schematic structural view of a vehicle according to an exemplary embodiment of the present utility model;

FIG. 1B is an interior schematic view of the vehicle of FIG. 1A;

FIG. 2A is an exploded view of a gear assembly according to an embodiment of the present utility model;

FIG. 2B is a front view of a gear assembly according to an embodiment of the present utility model;

FIG. 2C is a schematic illustration of a gear assembly with a first gear and a second gear assembled together according to an embodiment of the present utility model;

FIG. 3A is a schematic diagram of the mating relationship of a second gear with a gear shaft according to an embodiment of the present utility model;

FIG. 3B is a B-B cross-sectional view of FIG. 3A;

FIG. 3C is an enlarged view of section I of FIG. 3A;

FIG. 3D is a schematic diagram of the mating relationship of a first gear with a gear shaft according to an embodiment of the present utility model;

FIG. 4A is a schematic diagram of a gear assembly according to another embodiment of the present utility model;

FIG. 4B is an enlarged view of section II of FIG. 4A;

FIG. 5A is a schematic view of an electric foot rest according to another embodiment of the present utility model;

fig. 5B is an exploded view of the powered foot rest of fig. 5A.

Detailed Description

Preferred embodiments of the present utility model will be described in detail with reference to the accompanying drawings.

As shown in fig. 1A and 1B, the interior of the vehicle V is generally provided with a moving screen located at the instrument panel IP and a footrest located below the glove box GB, which is driven by a gear transmission mechanism, thereby effecting movement of the screen and rotation of the footrest.

As shown in fig. 2A, 2B and 2C, the embodiment of the present utility model provides a gear assembly 100, which includes a first gear 110, an elastic member 120 and a second gear 130 sequentially disposed along an axial direction, wherein the elastic member 120 applies a pretightening force to the first gear 110 and the second gear 130, so that the first gear 110 and the second gear 130 rotate relatively, and thus the gear teeth 111 of the first gear 110 and the gear teeth 131 of the second gear 130 are offset from each other, i.e., the gear teeth of the first gear 110 and the gear teeth 131 of the second gear 130 do not overlap, but are staggered, each gear tooth 111 of the first gear 110 is located between two adjacent gear teeth 131 of the second gear tooth 130, and each gear tooth 131 of the second gear tooth 130 is located between two adjacent gear teeth 111 of the first gear tooth 110. In use, the gear assembly 100 is required to be used with a mating gear, i.e. the gear assembly 100 meshes with the mating gear to effect a transmission. When the gear assembly 100 is engaged with the mating gear, if there is a gap between the gear teeth 111 of the first gear 110 and the gear teeth of the mating gear, the gear teeth 131 of the second gear 130 will contact with the gear teeth of the mating gear to compensate the gap because the second gear 130 can rotate relative to the first gear 110 under the pretightening force of the elastic member 120.

The gear assembly 100 may include a gear shaft 140, the first gear 110 and the second gear 130 are sleeved on the outer side of the gear shaft 140, the elastic member 120 is sandwiched between the first gear 110 and the second gear 130, and the elastic member 120 is in a compressed state to provide a pre-tightening force to the first gear 110 and the second gear 130, and the pre-tightening force enables the first gear 110 and the second gear 130 to rotate relatively.

In some embodiments, the first gear 110 is configured to move axially along the gear shaft 140, but not rotate about the gear shaft 140, and the second gear 130 is configured to move axially along the gear shaft 140 and rotate about the gear shaft 140, and the elastic member 120 is a spring or a leaf spring, which is compressed between the first gear 110 and the second gear 130 to provide an axial pre-tightening force; as shown in fig. 3A and 3B, the first gear 110 is provided with a first boss 112, the second gear 130 is provided with a second boss 132, the first boss 112 and the second boss 132 are in contact with each other, and the contact surface is an inclined surface with an inclination angle with respect to the axial direction, so that the first boss 112 and the second boss 132 will move relatively along the inclined surface under the action of the pretightening force in the axial direction, thereby enabling the second gear 130 and the first gear 110 to rotate relatively.

Specifically, the first gear 110 is provided with a first groove 113, the second gear 130 is provided with a second groove 133, the gear shaft 140 is provided with a protrusion 141, and the protrusion 141 is snapped into the first groove 113 and the second groove 133 and is slidable therein. As shown in fig. 3C, the circumferential dimension of the second groove 133 is set to be greater than the circumferential dimension of the protrusion 141, and when the protrusion 141 is clamped into the second groove 133, a gap is formed between the protrusion 141 and the side wall of the second groove 133, and the protrusion 141 can move between the two side walls of the second groove 133, so that the second gear 130 can rotate around the gear shaft 140 and can also move along the axial direction of the gear shaft 140, and the difference between the circumferential dimensions of the second groove 133 and the protrusion 141 is the rotatable distance of the second gear 130. As shown in fig. 3D, the dimensions of the first groove 113 and the protrusion 141 are matched, that is, after the protrusion 141 is snapped into the first groove 113, there is no gap between the protrusion and the first groove 113, so that the first gear 110 cannot rotate relative to the gear shaft 140, but can only move axially along the gear shaft 140.

With continued reference to fig. 2A, the gear shaft 140 is formed with a limiting step 142, and the first gear 110 and the second gear 130 are assembled on the limiting step 142. The gear shaft 140 may be provided with an adjusting nut 150, the adjusting nut 150 is in threaded connection with the gear shaft 140, and the adjusting nut 150 is used for limiting the axial positions of the first gear 110 and the second gear 130 on the limiting step 142, so that the first gear 110 and the second gear 130 are locked between the adjusting nut 150 and the side wall of the limiting step 142 to prevent the first gear and the second gear from moving along the axial direction. Since the elastic member 120 is sandwiched between the first gear 110 and the second gear 130, the distance between the first gear 110 and the second gear 130, i.e., the compression amount of the elastic member 120, can be adjusted by rotating the adjustment nut 150, thereby adjusting the magnitude of the pre-tightening force. For example, by tightening the adjusting nut 150, the first gear 110 can move toward the second gear 130, so that the compression amount of the elastic member 120 is increased, and the pretightening force is correspondingly increased, so that the elastic member 120 can overcome the friction resistance between the first gear 110 and the second gear 130 during rotation more easily, and the second gear 130 can be rotated more smoothly; by unscrewing the adjusting nut 150, the first gear 110 is far away from the second gear 130 under the action of the elastic member 120, so that the compression amount of the elastic member 120 is reduced, and the pretightening force is correspondingly reduced. After the adjusting nut 150 is locked, neither the first gear 110 nor the second gear 130 can move in the axial direction, but the second gear 130 can rotate relative to the first gear 120 under the pretightening force of the elastic member 120, so that the gear teeth 131 of the second gear 130 and the gear teeth 111 of the first gear 110 are dislocated. After the assembly, the second gear 130 will rotate by a maximum distance relative to the first gear 110 under the action of the pre-tightening force of the elastic member 120, when the gear assembly 100 is meshed with the mating gear, the rotation distance of the second gear 130 relative to the first gear 110 can be adaptively adjusted according to the gap, for example, if the maximum rotation distance is 5mm and the gap between the first gear 110 and the mating gear is 3mm, the mating gear overcomes the pre-tightening force of the elastic member 120 in the meshing process, so that the second gear 130 reversely rotates by 2mm, and the second gear 130 contacts with the gear teeth of the mating gear to compensate the gap; if the gap between the first gear 110 and the mating gear is greater than 5mm, the second gear 130 cannot compensate for the gap, that is, the maximum rotational distance of the second gear 130 relative to the first gear 110 is the maximum gap amount that the gear assembly 100 can compensate for.

In other embodiments, the elastic member 120 may be a torsion spring, which is sleeved on the outer side of the gear shaft 140, and has one end connected to the first gear 110 and the other end connected to the second gear 130, where the first gear 110 is fixedly connected to the gear shaft 140, and the second gear 130 may rotate around the gear shaft 140, and the torsion spring is in a pre-tightening state, and the pre-tightening force of the torsion spring rotates the second gear 130 around the gear shaft 140, so that the teeth of the second gear 130 and the teeth of the first gear 110 are dislocated from each other, and when there is a gap between the teeth of the first gear 110 and the teeth of the mating gear, the teeth of the second gear 130 may contact with the teeth of the mating gear, so as to compensate the gap, and avoid shaking and noise during the transmission process. At this time, the gear shaft 140 may not be provided with an adjusting nut, and the axial position of the second gear 130 may be defined by the sidewalls of the first gear 110 and the limiting step 142. It will be appreciated that the second gear 130 may be fixedly coupled to the gear shaft 140, and the first gear 110 may be rotatably disposed about the gear shaft 140 such that the first gear 110 rotates relative to the second gear 130 under the preload of the torsion spring.

In the gear assembly 100 of the embodiment of the utility model, a pretightening force is applied to the first gear 110 and the second gear 130 by the elastic member 120, so that the first gear 110 and the second gear 130 relatively rotate, and the gear teeth 111 of the first gear 110 and the gear teeth 131 of the second gear 130 are staggered, so that when a gap exists between the gear teeth 111 of the first gear 110 and the gear teeth of the matched gear, the gear teeth 131 of the second gear 130 are abutted with the gear teeth of the matched gear to compensate the gap, and shaking and noise are avoided in the transmission process.

As shown in fig. 4A and 4B, another embodiment of the present utility model provides a gear transmission mechanism 200 including a gear assembly 100 and a mating gear 210, the mating gear 210 being meshed with both the first gear 110 and the second gear 130. Since the gear teeth 111 of the first gear 110 and the gear teeth 131 of the second gear are staggered, when a gap d exists between the gear teeth 111 of the first gear 110 and the side wall of the gear teeth 211 of the mating gear 210, the gear teeth 131 of the second gear 130 will abut against the gear teeth 211, so that the gap d is compensated, and shaking and noise are avoided in the transmission process.

A further embodiment of the present utility model provides a vehicle interior component, which includes a fixed member and a moving member, where the fixed member and the moving member are connected by a gear transmission mechanism in the above embodiment, and a driving device such as a motor may be disposed on the fixed member, and the motor is connected to the gear transmission mechanism, so as to drive the moving member to move relative to the fixed member.

As shown in fig. 5A and 5B, the vehicle interior component may be an electric foot rest 300 that includes a stationary member 310 (e.g., a base or mount) and a moving member 320, the stationary member 310 and the moving member 320 being connected by the gear train 200 of the above-described embodiment. The moving member 320 includes a foot bracket 321 and a foot supporting plate 322, a motor 330 is fixed to the fixing member 310, the motor 330 is connected to the mating gear 210 of the gear transmission mechanism 200, the gear assembly 100 of the gear transmission mechanism 200 is connected to the foot bracket 321, the foot supporting plate 322 is fixed to the foot bracket 321, when the motor 330 rotates, the mating gear 210 rotates with the mating gear 210, and the mating gear 210 rotates the gear assembly 100 by meshing, thereby rotating the foot bracket 321 and the foot supporting plate 322 even though the moving member 320 rotates with respect to the fixing member 310. Since the gear assembly 100 can compensate for the gap with the mating gear 210, the foot rest 321 and the foot rest 322 can be smoothly rotated without shaking and noise. For example, gear shaft 140 of gear assembly 100 may be fixedly coupled to foot bracket 321 such that when mating gear 210 is rotated, first gear 110 is also rotated, thereby rotating with gear shaft 140, and gear shaft 140 rotates with foot bracket 321.

The vehicle interior component may also be a moving screen, where the moving member is a screen mounted to the dashboard of the vehicle via a mount, base, or the like, and the screen is moved back and forth relative to the mount between a driver position and a co-driver position via the gear assembly 200. It will be appreciated that the vehicle interior component may be any other component requiring movement, as the utility model is not limited in this regard.

It is noted that the present utility model (e.g., inventive concepts, etc.) has been described in the specification and/or illustrated in the drawings of this patent document according to exemplary embodiments; the examples of the present utility model are presented by way of example only and are not intended to limit the scope of the utility model. The structures and/or arrangements of the elements of the inventive concepts embodied in the present utility model as described in the specification and/or illustrated in the drawings are illustrative only. Although exemplary embodiments of the present utility model have been described in detail in this patent document, those of ordinary skill in the art will readily appreciate that equivalents, modifications, variations, etc. of the subject matter of the exemplary embodiments and alternative embodiments are possible and are considered to be within the scope of the present utility model; all such subject matter (e.g., modifications, variations, embodiments, combinations, equivalents, etc.) is intended to be included within the scope of this utility model. It should also be noted that various/other modifications, changes, substitutions, equivalents, alterations, omissions, and the like, may be made in the configuration and/or arrangement of the exemplary embodiments (e.g., in the form, design, construction, means, function, system, process/method, step, sequence of process/method steps, operation, operating conditions, performance, materials, compositions, combinations, etc.) without departing from the scope of the utility model; all such subject matter (e.g., modifications, variations, embodiments, combinations, equivalents, etc.) is intended to be included within the scope of this utility model. The scope of the present utility model is not intended to be limited to the particular subject matter (e.g., details, structures, functions, materials, acts, steps, sequences, systems, results, etc.) described in the specification and/or drawings of this patent document. It is intended that the claims of this patent document be interpreted appropriately as covering the full range of the inventive subject matter (e.g., including any and all such modifications, variations, embodiments, combinations, equivalents, etc.); it is to be understood that the terminology used in the present patent document is for the purpose of providing a description of the subject matter of the exemplary embodiments, and is not intended to limit the scope of the utility model.

It is also noted that, according to exemplary embodiments, the present utility model may include conventional techniques (e.g., techniques implemented and/or integrated in exemplary embodiments, modifications, variations, combinations, equivalents, or any other suitable technique (now and/or in the future) having the ability to perform the functions and procedures/operations described in the specification and/or illustrated in the figures. All such techniques (e.g., techniques implemented in examples, modifications, variations, combinations, equivalents, etc.) are considered to be within the scope of the utility model of this patent document.

Claims (10)

1. The utility model provides a gear assembly, its characterized in that includes first gear, elastic component and the second gear that set gradually along the axial, the elastic component sets up to first gear with the second gear is exerted a pretightning force, and this pretightning force makes first gear and second gear rotate relatively, so that the teeth of a cogwheel of first gear with the teeth of a cogwheel of second gear dislocation each other.

2. The gear assembly of claim 1, further comprising a gear shaft, wherein the first gear and the second gear are sleeved outside the gear shaft, and wherein the elastic member is sandwiched between the first gear and the second gear.

3. The gear assembly of claim 2, wherein the gear shaft is provided with a limiting step thereon, and wherein the first gear and the second gear are both assembled on the limiting step.

4. The gear assembly of claim 2, wherein the first gear is provided with a first recess and the second gear is provided with a second recess, the gear shaft is provided with a protrusion that mates with the first recess and the second recess, the protrusion snaps into the first recess and the second recess, and a gap exists between the protrusion and the second recess such that the second gear is rotatable relative to the gear shaft and the first gear.

5. The gear assembly of claim 2, further comprising an adjustment nut threadably coupled to the gear shaft for adjusting and defining the axial position of the first gear and the second gear.

6. The gear assembly according to claim 2, wherein the elastic member is a torsion spring, the torsion spring is sleeved on the outer side of the gear shaft, the first gear is fixedly connected with the gear shaft, the second gear can rotate around the gear shaft, one end of the torsion spring is connected with the first gear, the other end of the torsion spring is connected with the second gear, and the pretightening force of the torsion spring enables the second gear to rotate relative to the first gear and the gear shaft.

7. The gear assembly of claim 1, wherein the first gear is provided with a first boss, the second gear is provided with a second boss, the first boss and the second boss are in contact with each other, and the contact surface is an inclined surface at an inclination angle with respect to the axial direction.

8. The gear assembly of claim 7, wherein the elastic member is a spring or a spring plate to apply an axial pre-tightening force to the first gear and the second gear, the axial pre-tightening force causing the second boss and the first boss to move relatively along an inclined plane to cause the second gear and the first gear to rotate relatively.

9. A gear train comprising a mating gear and a gear assembly according to any one of claims 1 to 8, the mating gear being in mesh with a first gear and a second gear of the gear assembly.

10. A vehicle interior component comprising a stationary member, a moving member, and the gear assembly of claim 9, wherein the stationary member and the moving member are coupled by the gear assembly to move the moving member relative to the stationary member.