A double-layer opposed speed reduction mechanism and valve control system

Abstract

The present application discloses a double-layer opposed speed reduction mechanism and a valve control system. The double-layer opposed speed reduction mechanism includes a mounting plate, a main shaft rotatably inserted through the mounting plate, a main gear and a central gear installed on the main shaft, and a cross-layer gear rotatably inserted through the mounting plate; the main gear and the central gear are distributed on opposite sides of the mounting plate, the main gear meshes with the cross-layer gear on the same side, the central gear meshes with the cross-layer gear on the same side, and the central gear rotates in coordination with the main shaft. The speed reduction mechanism of the present application can effectively reduce the overall volume of the speed reduction mechanism while ensuring transmission efficiency, so that the valve control system can adapt to more working conditions and improve market acceptance.

Description

Technical Field

[0001] The present application relates to the field of valve control, and in particular to a double-layer opposed speed reduction mechanism and a valve control system. Background Art

[0002] In central air conditioning, building automation or heating systems, the opening and closing control of the water system is achieved by controlling the valve with an electric actuator; for some high-pressure valves, due to the high actual working pressure, the torque required to open or close the valve is very large, and it is difficult to open or close the valve using an electric actuator alone. Therefore, it is necessary to add a speed reduction mechanism to the valve control system that is driven by the electric actuator to increase the torque of the valve control system.

[0003] In the related art, the reduction mechanism of the valve control system adopts a one-stage turbine and worm mechanism to increase the torque of the actuator. However, this structure makes the input shaft and the output shaft of the reduction mechanism arranged at right angles, which occupies a large space, and the worm gear structure is complex, the manufacturing cost is high, and the transmission efficiency is low. Another reduction mechanism adopts a two-stage turbine, worm mechanism and bevel gear mechanism. Although the input shaft and the output shaft of the reduction mechanism are arranged in parallel, the size of the reduction mechanism is still large, and the two-stage structure is more complex, the transmission efficiency is lower, and the cost is higher.

[0004] In summary, how to solve the problems of large size, low transmission efficiency and high cost of the reduction mechanism is an urgent problem to be solved by those skilled in the art. Summary of the invention

[0005] In order to solve the above problems, the present application provides a double-layer opposed speed reduction mechanism and a valve control system.

[0006] In the first aspect, the present application provides a double-layer opposed speed reduction mechanism, which adopts the following technical solution:

[0007] A double-layer opposed reduction mechanism comprises a mounting plate, a main shaft rotatably passed through the mounting plate, a main gear and a center gear mounted on the main shaft, and a cross-layer gear rotatably passed through the mounting plate; the main gear and the center gear are distributed on opposite sides of the mounting plate, the main gear is meshed with the cross-layer gear on the same side, the center gear is meshed with the cross-layer gear on the same side, and the center gear is rotationally matched with the main shaft.

[0008] By adopting the above technical solution, the main shaft of the reduction mechanism is arranged in the center, the gear sets are relatively distributed with the main shaft as the center, and are arranged in double layers up and down. The upper and lower layers of gears are then pulled by cross-layer gears, which can effectively reduce the overall volume of the reduction mechanism while ensuring the transmission efficiency, so that the valve control system can adapt to more working conditions and improve market acceptance.

[0009] Optionally, the central gear is directly driven by a power source.

[0010] Optionally, a transmission gear set is installed on the mounting plate, the transmission gear set and the central gear are located on the same side of the mounting plate, the central gear is meshed and transmission-connected with the transmission gear set, and the input end of the transmission gear set is driven by a power source.

[0011] Optionally, a support frame is provided on the mounting plate, and each gear of the transmission gear set is independently rotatably mounted in the support frame.

[0012] By adopting the above technical solution, the support frame provides a mounting base for each gear of the transmission gear set, so that the gears of the transmission gear set are assembled together, which can save more space.

[0013] Optionally, the support frame is provided with a rotation point that enables it to move closer to or away from the main shaft, and the mounting plate is provided with a fixing member that limits the rotation of the support frame and keeps the transmission gear set and the central gear in a meshing transmission state.

[0014] By adopting the above technical solution, when assembling or replacing the gear set of the double-layer opposed reduction mechanism, the transmission gear set and the center gear can be separated by rotating the support frame, and the installation position of the center gear can be made free for subsequent disassembly and assembly operations.

[0015] Optionally, the fixing member includes a fixing shaft fixed on the mounting plate and a torsion spring sleeved on the fixing shaft, and the force-applying end of the torsion spring applies a force to the supporting frame to drive the free end of the supporting frame to rotate toward the main shaft.

[0016] By adopting the above technical solution, the elastic force of the torsion spring presses the third double gear onto the central gear, making the two fit more closely and improving the stability of the fit between the two.

[0017] Optionally, the fixing part includes a limiting shaft rotatably passed through the mounting plate, a limiting structure and a driving gear coaxially fixed to the limiting shaft, and a driven gear coaxially fixed to the rotating point of the supporting frame; the limiting shaft is slidably matched with the mounting plate, the driving gear is relatively located above the limiting structure, and the driving gear is meshed with the driven gear; a countersunk hole matching the limiting structure is provided on the mounting plate.

[0018] By adopting the above technical solution, when adjusting the position of the support frame, the limit gear is lifted out of the countersunk hole through the limit shaft, and then the limit shaft is rotated, and through the meshing transmission of the driving gear and the driven gear, the support frame is finally driven to rotate, so that the third double gear and the center gear are separated, and then the limit shaft is returned to its position, and the limit gear is installed in the countersunk hole. After the support frame is kept in a fixed state, subsequent disassembly and assembly operations are performed; in this way, the support frame can be adjusted and fixed by utilizing the tooth meshing transmission characteristics, so that the support frame can be kept in a fixed state at any angle, and the disassembly and assembly operations of the gear set will not be interfered with, making people's working process more convenient.

[0019] Optionally, the limiting structure is in the shape of a gear.

[0020] By adopting the above technical solution, the limiting mechanism is configured in a gear shape, so that the fixing member limits more angles of the supporting frame and has better adaptability.

[0021] Optionally, the gears, central gear and cross-layer gears of the transmission gear set are all double gears, and the size specifications of each double gear increase successively along the meshing transmission direction.

[0022] By adopting the above technical solution, a double gear set is used to change the transmission ratio and increase the torque of the valve control system.

[0023] In a second aspect, the present application provides a valve control system, which adopts the following technical solution:

[0024] A valve control system includes an electric actuator and a reduction mechanism. The electric actuator includes a housing with a chamber, a power motor installed on the housing, and an actuator. The reduction mechanism is installed in the housing and transmits the power of the power motor to the actuator.

[0025] By adopting the above technical solution, when the valve control system is working, the power motor drives the first double gear, the second double gear, and the third double gear in the support frame to rotate in sequence through the motor gear, and the third double gear then drives the center gear and the cross-layer gear in the first reduction zone to rotate, and then drives the main gear and the main shaft to rotate through the small gear that penetrates into the cross-layer gear in the second reduction zone, thereby realizing the driving of the actuator.

[0026] Optionally, the valve control system also includes a manual component, which is arranged on the side of the mounting plate away from the main gear. The manual component includes a manual gear shaft and a fourth double gear both rotatably mounted on the mounting plate, and the fourth double gear links the manual gear shaft with the center gear.

[0027] By adopting the above technical solution, the manual gear shaft is rotated, and through the transmission of the fourth double gear, the remaining gear sets of the reduction mechanism are driven to rotate synchronously, and finally the main shaft is driven to rotate synchronously to drive the actuator to work.

[0028] In summary, the present application includes at least one of the following beneficial technical effects:

[0029] 1. The reduction mechanism uses a double gear set to change the transmission ratio, which can effectively increase the torque of the valve control system.

[0030] 2. The speed reduction mechanism arranges the main shaft in the center, and the double gear sets are relatively distributed with the main shaft as the center, and are arranged in double layers from top to bottom. While ensuring the transmission efficiency, it can effectively reduce the overall volume of the speed reduction mechanism, so that the valve control system can adapt to more working conditions and improve market acceptance;

[0031] 3. Rotate the support frame equipped with the double gear set so that the support frame can move closer to or farther from the main shaft to facilitate subsequent disassembly and assembly of the gear set. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 is a schematic diagram of the structure of the valve control system in Example 1;

[0033] Figure 2 is a schematic diagram of the bottom structure of the double-layer opposed speed reduction mechanism in Example 1;

[0034] Figure 3 is a schematic structural diagram of the elastic fixing member in Example 2;

[0035] Figure 4 It is a schematic diagram of the structure of the rigid fixing member in Example 3.

[0036] Explanation of the accompanying drawings: 1. Electric actuator; 2. Housing; 21. Mounting shaft; 3. Power motor; 31. Motor gear; 4. Actuator; 5. Double-layer opposed reduction mechanism; 51. Mounting plate; 511. Countersunk hole; 52. Main shaft; 53. Main gear; 54. First double gear; 55. Second double gear; 56. Third double gear; 57. Center gear; 58. Cross-layer gear; 6. Support frame; 7. Manual assembly; 71. Manual gear shaft; 72. Fourth double gear; 8. Elastic fixing member; 81. Fixed shaft; 82. Torsion spring; 9. Rigid fixing member; 91. Limiting shaft; 92. Limiting gear; 93. Driving gear; 94. Driven gear. DETAILED DESCRIPTION

[0037] The present application is further described in detail below in conjunction with the accompanying drawings.

[0038] The embodiment of the present application discloses a valve control system.

[0039] Example 1

[0040] like Figure 1 As shown, the valve control system includes an electric actuator 1 and a double-layer opposed speed reduction mechanism 5. The double-layer opposed speed reduction mechanism 5 is transmission-connected to the electric actuator 1 to reduce the speed and thereby increase the torque.

[0041] The electric actuator 1 includes a casing 2, a power motor 3 and an actuator 4. The casing 2 has a chamber inside. The power motor 3 is installed on the casing 2, and its output end extends into the chamber of the casing 2, and a motor gear 31 is installed thereon; a double-layer opposed reduction mechanism 5 is installed in the chamber of the casing 2, and the input end of the double-layer opposed reduction mechanism 5 is connected to the output end of the power motor 3, and the output end of the double-layer opposed reduction mechanism 5 is connected to the actuator 4.

[0042] like Figure 1 , Figure 2 As shown, the double-layer opposed speed reduction mechanism 5 includes a mounting plate 51, a main shaft 52, a main gear 53, a first double gear 54, a second double gear 55, a third double gear 56, a central gear 57, and a cross-layer gear 58; the central gear 57 and the cross-layer gear 58 are also double gears, and the sizes of the first double gear 54 to the cross-layer gear 58 increase in sequence. The first double gear 54, the second double gear 55, and the third double gear 56 form a transmission gear set of this embodiment.

[0043] Among them, the mounting plate 51 is horizontally installed in the casing 2, dividing the chamber of the casing 2 into two upper and lower working areas. The upper working area is the first deceleration area, and the lower working area is the second deceleration area. The output end of the power motor 3 is located in the first deceleration area.

[0044] The main shaft 52 is vertically arranged in the middle of the mounting plate 51, one end of which is located in the first deceleration zone and the other end of which is located in the second deceleration zone, and can be connected to the actuator 4; the main shaft 52 can be rotatably mounted with the mounting plate 51 through a bearing. The main gear 53 is located in the second deceleration zone and is mounted on the main shaft 52 by a key connection, driving the main shaft 52 to rotate synchronously.

[0045] A support frame 6 is fixedly provided on the plate surface of the mounting plate 51 facing the first deceleration zone. In this embodiment, the main body of the support frame 6 is rectangular and vertically fixed to the mounting plate 51 , and the opening of the support frame 6 is arranged toward the main shaft 52 .

[0046] The first double gear 54, the second double gear 55 and the third double gear 56 are all independently rotatably installed in the support frame 6, and the first double gear 54 and the third double gear 56 are coaxially distributed, and the second double gear 55 is arranged on the side of the first double gear 54 and the third double gear 56 away from the main shaft 52; the matching relationship between them is that the motor gear 31 is meshed with the large gear of the first double gear 54, the small gear of the first double gear 54 is meshed with the large gear of the second double gear 55, and the small gear of the second double gear 55 is meshed with the large gear of the third double gear 56.

[0047] The central gear 57 is sleeved on the shaft of the main shaft 52 located in the first deceleration zone, and the two are rotated and matched through bearings. The cross-layer gear 58 is arranged on one side of the central gear 57, and is arranged opposite to the gear set in the support frame 6, and the pinion of the cross-layer gear 58 is distributed toward the second deceleration zone; the housing 2 is vertically fixed with a mounting shaft 21 at the mounting position of the cross-layer gear 58, and a clearance hole is opened on the mounting plate 51, and the upper end of the mounting shaft 21 penetrates into the first deceleration zone through the clearance hole; the cross-layer gear 58 is rotatably installed on the upper end of the mounting shaft 21 through a bearing, and the large gear of the cross-layer gear 58 is meshed with the pinion of the central gear 57, and the pinion of the cross-layer gear 58 extends downward into the second deceleration zone through the clearance hole and meshes with the main gear 53.

[0048] When the valve control system is working, the power motor 3 drives the first double gear 54, the second double gear 55, and the third double gear 56 in the support frame 6 to rotate in sequence through the motor gear 31, and the third double gear 56 then drives the central gear 57 and the cross-layer gear 58 in the first deceleration zone to rotate, and then drives the main gear 53 and the main shaft 52 to rotate through the small gear that penetrates into the cross-layer gear 58 in the second deceleration zone, thereby realizing the driving of the actuator 4.

[0049] The speed reduction mechanism in the valve control system adopts a double gear set to change the transmission ratio and increase the torque of the valve control system; the main shaft 52 of the speed reduction mechanism is arranged in the center, and the double gear sets are relatively distributed with the main shaft 52 as the center, and are arranged in double layers from top to bottom. While ensuring the transmission efficiency, the overall volume of the speed reduction mechanism can be effectively reduced, so that the valve control system can adapt to more working conditions and improve market acceptance.

[0050] A manual component 7 can also be provided in the valve control system. The manual component 7 includes a manual gear shaft 71 and a fourth double gear 72. The manual gear shaft 71 and the fourth double gear 72 are both located in the first deceleration zone, wherein the manual gear shaft 71 is vertically rotatably mounted on the mounting plate 51, and the axis is parallel to the axis of the main shaft 52; the input end of the manual gear passes through the housing 2 and is connected to a handwheel structure. The fourth double gear 72 is rotatably mounted on the mounting plate 51, and the large gear of the fourth double gear 72 is meshed with the manual gear shaft 71, and the small gear is meshed with the fourth gear shaft.

[0051] When the manual gear shaft 71 is rotated by the hand wheel structure, the fourth double gear 72 drives the remaining gear sets of the reduction mechanism to rotate synchronously, and finally drives the main shaft 52 to rotate synchronously, driving the actuator 4 to work.

[0052] Example 2

[0053] The difference between this embodiment and embodiment 1 is that Figure 3 As shown, the support frame 6 is rotatably mounted on the mounting plate 51 , and the rotation point can be set at the end of the support frame 6 , so that the support frame 6 can be displaced away from the main shaft 52 .

[0054] The side of the mounting plate 51 facing the first deceleration zone is provided with an elastic fixing member 8 for limiting the support frame 6, and the elastic fixing member 8 includes a fixed shaft 81 and a torsion spring 82 sleeved on the fixed shaft 81. The elastic fixing member 8 is arranged on one side of the movable end of the support frame 6, wherein the fixed shaft 81 is vertically fixed to the mounting plate 51, one end of the torsion spring 82 can be fixed to the mounting plate 51, and the other end is pressed against the free end of the support frame 6 and away from the main shaft 52, exerting pressure on the support frame 6 to drive the free end of the support frame 6 to rotate toward the main shaft 52.

[0055] With such arrangement, firstly, the third double gear 56 can be pressed onto the center gear 57 by utilizing elastic force, so that the two can fit more closely and the stability of the fit can be improved; secondly, when assembling or replacing the gear set of the double-layer opposed reduction mechanism 5, the third double gear 56 and the center gear 57 can be separated by rotating the support frame 6, so as to make way for the installation position of the center gear 57 for subsequent disassembly and assembly operations.

[0056] Example 3

[0057] The difference between this embodiment and embodiment 2 is that Figure 4 As shown, a rigid fixing member 9 for limiting the support frame 6 is provided on the side of the mounting plate 51 facing the first deceleration zone. The rigid fixing member 9 includes a limiting shaft 91 , a limiting gear 92 , a driving gear 93 and a driven gear 94 .

[0058] The rigid fixing part 9 is arranged on one side of the rotation point of the supporting frame 6, wherein the limiting shaft 91 is rotatably vertically penetrated on the mounting plate 51, and the limiting shaft 91 is slidably matched with the mounting plate 51; a blind hole matching with the limiting shaft 91 is opened on the mounting plate 51.

[0059] The limit gear 92 and the driving gear 93 are coaxially fixed on the limit shaft 91, and the driving gear 93 is relatively located above the limit gear 92, and the teeth of the two are one-to-one corresponding; the plate surface of the mounting plate 51 is provided with a countersunk hole 511 that matches the shape of the limit gear 92, and the countersunk hole 511 is coaxial with the blind hole. The limit shaft 91 is slidable, and the limit gear 92 can be inserted into or removed from the countersunk hole 511, and when the limit gear 92 is removed from the countersunk hole 511, the end of the limit shaft 91 is still located in the blind hole.

[0060] The driven gear 94 is coaxially fixed to the rotation point of the support frame 6 , the driving gear 93 is meshed with the driven gear 94 , and the matching width of the tooth surfaces of the two is not less than the displacement dimension of the limiting gear 92 to escape from the countersunk hole 511 .

[0061] When adjusting the position of the support frame 6, the limit gear 92 is lifted out of the countersunk hole 511 through the limit shaft 91, and then the limit shaft 91 is rotated, and through the meshing transmission of the driving gear 93 and the driven gear 94, the support frame 6 is finally driven to rotate, so that the third double gear 56 and the center gear 57 are separated, and then the limit shaft 91 is returned to its position, and the limit gear 92 is installed in the countersunk hole 511. After keeping the support frame 6 in a fixed state, subsequent disassembly and assembly operations are carried out; after completion, the support frame 6 can be rotated in the reverse direction.

[0062] In this embodiment, the tooth meshing transmission characteristics are used to adjust and fix the support frame 6, so that the support frame 6 can be kept in a fixed state at any angle without interfering with the disassembly and assembly operations of the gear set, making the working process more convenient for people.

[0063] In this embodiment, the structure for limiting the rotation of the limit shaft 91 can be set to a gear shape or a centrally symmetrical shape such as a prism, as long as it is installed in the countersunk hole 511 and the two are snap-fitted together; the shape of the countersunk hole 511 is compatible with the limit structure.

[0064] This specific embodiment is merely an explanation of the present application and is not a limitation of the present application. After reading this specification, those skilled in the art may make modifications to the present embodiment without any creative contribution as needed, but such modifications are protected by the patent law as long as they are within the scope of the claims of the present application.

Claims

1. A double-layer opposed speed reduction mechanism, characterized in that: It comprises a mounting plate (51), a main shaft (52) rotatably passing through the mounting plate (51), a main gear (53) and a central gear (57) mounted on the main shaft (52), and a cross-layer gear (58) rotatably passing through the mounting plate (51); The main gear (53) and the central gear (57) are distributed on opposite sides of the mounting plate (51), the main gear (53) is meshed with the cross-layer gear (58) on the same side, the central gear (57) is meshed with the cross-layer gear (58) on the same side, and the central gear (57) is rotationally matched with the main shaft (52); A transmission gear set is mounted on the mounting plate (51), the transmission gear set and the central gear (57) are located on the same side of the mounting plate (51), the central gear (57) is meshed and transmission-connected with the transmission gear set, and the input end of the transmission gear set is driven by a power source; The gears, central gear (57) and cross-layer gear (58) of the transmission gear set are all double gears, and the size specifications of each double gear increase in sequence along the meshing transmission direction; A support frame (6) is provided on the mounting plate (51), and each gear of the transmission gear set is independently rotatably mounted in the support frame (6); The support frame (6) is provided with a rotation point that enables the support frame (6) to move closer to or farther from the main shaft (52), and the mounting plate (51) is provided with a fixing member that limits the rotation of the support frame (6) and keeps the transmission gear set and the central gear (57) in a meshing transmission state; The fixing member comprises an elastic fixing member (8), wherein the elastic fixing member (8) comprises a fixing shaft (81) fixed on the mounting plate (51) and a torsion spring (82) sleeved on the fixing shaft (81), wherein the force-applying end of the torsion spring (82) applies a force to the supporting frame (6) to drive the free end of the supporting frame (6) to rotate toward the main shaft (52).

2. The double-layer opposed speed reduction mechanism according to claim 1, characterized in that: The central gear (57) is directly driven by a power source.

3. The double-layer opposed speed reduction mechanism according to claim 1, characterized in that: The fixing member further comprises a rigid fixing member (9), wherein the rigid fixing member (9) comprises a limiting shaft (91) rotatably inserted through the mounting plate (51), a limiting structure and a driving gear (93) coaxially fixed to the limiting shaft (91), and a driven gear (94) coaxially fixed to a rotation point of the supporting frame (6); The limiting shaft (91) is slidably matched with the mounting plate (51); the driving gear (93) is relatively located above the limiting structure; the driving gear (93) is meshed with the driven gear (94); and a countersunk hole (511) adapted to the limiting structure is provided on the mounting plate (51).

4. A valve control system, comprising an electric actuator (1) and a speed reduction mechanism, wherein the electric actuator (1) comprises a housing (2) having a chamber, a power motor (3) mounted on the housing (2), and an actuator (4), characterized in that: The deceleration mechanism is installed in the casing (2), and the deceleration mechanism transmits the power of the power motor (3) to the actuator (4); the deceleration mechanism is a double-layer opposed deceleration mechanism as claimed in any one of claims 1 to 3.

5. The valve control system according to claim 4, characterized in that: The valve control system further comprises a manual assembly (7), wherein the manual assembly (7) is arranged on a side of the mounting plate (51) away from the main gear (53), and the manual assembly (7) comprises a manual gear shaft (71) and a fourth double gear (72) both rotatably mounted on the mounting plate (51), wherein the fourth double gear (72) links the manual gear shaft (71) with the central gear (57).

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