A clutch mechanism for a gearbox and a gear-driven motor

Abstract

The present invention discloses a clutch mechanism for a gearbox and a gear transmission motor. The clutch mechanism includes an upper rotating member having a cylindrical body portion and an upper gear portion formed on the cylindrical body portion; a lower rotating member having a plurality of elastically deformable portions that are elastically in contact with the circumferential surface for clutch of the cylindrical body portion in the radial direction; wherein, an uneven structure is oppositely arranged between the elastically deformable portion and the circumferential surface for clutch. Compared with the existing traditional clutch friction mechanism that uses the sliding friction force of the entire circumferential surface as the clutch friction force output for slip protection, the present invention makes the abutment between the elastically deformable portion and the circumferential surface for clutch more stable and reliable by oppositely arranging an uneven structure between the elastically deformable portion and the circumferential surface for clutch, realizes more stable and reliable clutch friction force output of the entire clutch mechanism, and has a relatively long friction failure time, solving the technical problems of unstable output friction force and short friction failure time of the traditional clutch friction mechanism.

Description

Technical Field

[0001] The present invention relates to the technical field of gears, and in particular to a clutch mechanism for a gear box and a gear-driven motor. Background Art

[0002] Currently, common stepper motors typically incorporate a clutch mechanism within their plastic gearboxes to protect the gears from overload damage. There are two existing clutch mechanisms: one located on the output shaft and one located on the gear. Specifically, the clutch mechanism located on the output shaft is set using the frictional resistance of the output shaft's surface roughness and the plastic gear's surface roughness, while another uses the friction created by two friction plates riveted to the output shaft, clamping the plastic gear. The clutch mechanism is located on the gear (C tooth position) by creating a split tooth on the secondary reduction tooth. A retaining spring applies force to create friction between the upper and lower split teeth, forming the clutch mechanism.

[0003] The above two clutch mechanisms have the following problems:

[0004] 1. Output shaft clutch mechanism: The surface roughness and riveting method limit the clutch friction output torque specification. This cannot be used in motors with excessive output torque. The clutch mechanism is also not allowed to operate excessively (the risk of failure increases with the number of times; generally, only about 7 friction operations are allowed). This can lead to numerous unstable factors, making it easy for defects such as excessive clutch force causing teeth to knock or clutch failure causing slippage.

[0005] 2. C-tooth position clutch mechanism: This mechanism uses the elastic force of a force-applying component, such as a retaining spring, to control friction. This mechanism can easily slip and fail under load, or its inherent friction is too low, leading to clutch failure. This mechanism, described in Chinese invention patent CN104421349A - Friction Mechanism and Gear Motor, also suffers from the following issues: Because the gear component uses the sliding friction between the entire inner circumference and the elastically deformed portion of the rotating component as the clutch friction output for the slip protection mechanism, the friction failure time is short, and the requirements for different levels of friction clutching cannot be met, resulting in a relatively limited application. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to provide a clutch mechanism for a gearbox and a gear-driven motor. Among them, by relatively arranging concave and convex structures between the elastic deformation part and the circumferential surface for clutch, the concave-convex biting and disengaging force between the elastic deformation part and the circumferential surface for clutch and / or the convex-convex extrusion friction force between the elastic deformation part and the circumferential surface for clutch are output as clutch friction forces. With such a structural design, compared with the existing traditional clutch friction mechanism that uses the sliding friction force of the entire circumferential surface as the clutch friction force output for slip protection, the present invention makes the contact between the elastic deformation part and the circumferential surface for clutch more stable and reliable through the concave-convex structure, realizes the clutch friction force output of the entire clutch mechanism more stable and reliable, and ensures that the friction failure time is relatively long, solving the technical problems of unstable output friction force and short friction failure time of the traditional clutch friction mechanism. At the same time, the present invention can also meet the requirements of different levels of friction clutches, with a wider application range, further solving the technical problem that the traditional clutch friction structure cannot be adjusted according to the requirements of different levels of friction clutches.

[0007] The technical problem to be solved by the present invention is realized through the following technical solutions:

[0008] A clutch mechanism for a gearbox, which includes:

[0009] An upper rotating component, which has a cylindrical body part and an upper gear part formed on the cylindrical body part;

[0010] A lower rotating component, which has a plurality of elastic deformation parts that are elastically in contact with the circumferential surface for clutch of the cylindrical body part in the radial direction;

[0011] Among them, concave and convex structures are relatively arranged between the elastic deformation part and the circumferential surface for clutch.

[0012] As a preferred embodiment of the clutch mechanism for a gearbox provided by the present invention, the concave and convex structures include concave parts arranged on the circumferential surface for clutch and arranged along its circumferential direction, and clamping platforms arranged on each elastic deformation part, and convex parts are formed between the concave parts.

[0013] As a preferred embodiment of the clutch mechanism for a gearbox provided by the present invention, each elastic deformation part is provided with one or more than two of the clamping platforms.

[0014] As a preferred embodiment of the clutch mechanism for a gearbox provided by the present invention, the circumferential width of each elastic deformation part is equal to the circumferential width of the clamping platform.

[0015] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, the concave-convex structure includes a clamping platform provided on the circumferential surface for clutch and concave portions provided on each of the elastic deformation portions and arranged circumferentially along the elastic deformation portions, and convex portions are formed on the sides of the concave portions.

[0016] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, each of the elastic deformation portions is provided with one or more than two of the concave portions.

[0017] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, when the clamping platform contacts the convex portion, it is a surface contact.

[0018] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, the clamping platform or the convex portion is provided with a wedge surface.

[0019] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, the concave-convex engagement and disengagement force between the elastic deformation portion and the circumferential surface for clutch is equal to or approximately equal to the convex-convex extrusion friction force between the elastic deformation portion and the circumferential surface for clutch.

[0020] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, the circumferential widths of the concave portions and the convex portions are equal or unequal.

[0021] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, the radial depth of the concave portion is equal to or unequal to the radial thickness of the convex portion.

[0022] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, the radial thickness of the clamping platform is equal to or unequal to the radial depth of the concave portion.

[0023] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, the connection portion between the concave portion and the convex portion is provided as a transition inclined surface, the two sides of the clamping platform are provided as disengagement inclined surfaces, and the transition inclined surface and the disengagement inclined surface are arranged corresponding to each other.

[0024] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, the inclination angle a between the transition inclined surface and the circumferential surface for clutch or the circumferential surface of the elastic deformation portion is controlled to be 90°≤a<180°.

[0025] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, the inclination angle β between the disengagement inclined surface and the circumferential surface for clutch or the circumferential surface of the elastic deformation portion is controlled to be 90°≤β<180°.

[0026] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, the clutch mechanism further includes a force-applying component, which is installed inside the plurality of elastically deformable parts and is used to expand the plurality of elastically deformable parts towards the radially outer side.

[0027] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, the force-applying component is a C-shaped pin or a U-shaped spring bow.

[0028] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, the force-applying component is a hard block filled between the elastically deformable part and the central shaft part of the lower rotating component.

[0029] As a preferred embodiment of the clutch mechanism for the gearbox provided by the present invention, the hard block is a steel ball.

[0030] A gear-driven motor includes the clutch mechanism according to any one of the above.

[0031] As a preferred embodiment of the gear-driven motor provided by the present invention, the gear-driven motor outputs the rotation of the rotor of the motor part to the outside through a gearbox formed by a plurality of gears, and the clutch mechanism is configured for one of the plurality of gears.

[0032] The present invention has the following beneficial effects:

[0033] By relatively arranging concave and convex structures between the elastically deformable part and the clutch peripheral surface, the clutch mechanism outputs the concave-convex engagement disengagement force and / or the convex-convex extrusion friction force between the elastically deformable part and the clutch peripheral surface as the clutch friction force. With such a structural design, compared with the existing traditional clutch friction mechanism that uses the sliding friction force of the entire circumferential surface as the clutch friction force output for slip protection, the present invention makes the contact between the elastically deformable part and the clutch peripheral surface more stable and reliable through the concave-convex structure between the elastically deformable part and the clutch peripheral surface, realizes the more stable and reliable output of the clutch friction force of the entire clutch mechanism, and ensures that the friction failure time is relatively long, solving the technical problems of unstable output friction force and short friction failure time of the traditional clutch friction mechanism. At the same time, the present invention can also meet the requirements of different levels of friction clutches, has a wider application range, and further solves the technical problems that the traditional clutch friction structure cannot be adjusted according to the requirements of different levels of friction clutches, or the adjustment degree is limited and the adjustment is difficult and costly. The clutch mechanism of the present invention can be used to meet the different requirements of different customers for the separation force of different products. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1Schematic structural diagram of the clutch mechanism of the present invention;

[0035] Figure 2 Exploded view of the clutch mechanism of the present invention;

[0036] Figure 3 Another exploded view of the clutch mechanism of the present invention;

[0037] Figure 4 Another exploded view of the clutch mechanism of the present invention;

[0038] Figure 5 is Figure 4 Partial enlarged view at position A in

[0039] Figure 6 Another exploded view of the clutch mechanism of the present invention;

[0040] Figure 7 Another exploded view of the clutch mechanism of the present invention;

[0041] Figure 8 Top view of the upper rotating part of the clutch mechanism of the present invention;

[0042] Figure 9 is Figure 8 Partial enlarged view at position B in

[0043] Figure 10 Cross-sectional view of the lower rotating part of the clutch mechanism of the present invention;

[0044] Figure 11 is Figure 10 Partial enlarged view at position C in

[0045] Figure 12 Exploded view of the clutch mechanism of the embodiment of the present invention;

[0046] Figure 13 Another exploded view of the clutch structure of the embodiment of the present invention;

[0047] Figure 14 Schematic structural diagram of the gearbox in the gear-driven motor of the present invention. Detailed implementation manners

[0048] In the existing traditional clutch friction mechanism (Chinese invention patent CN104421349A - friction mechanism and gear motor), the entire inner peripheral surface of the cylindrical part of the gear component and multiple elastic deformation parts of the rotating component output the frictional clamping force between the inner peripheral surface and the elastic deformation parts as the clutch frictional force under the action of the biasing component. However, it has the following defects: ① Since the gear component uses the entire inner circumferential surface to abut against the entire outer peripheral surface of the elastic deformation part of the rotating component to generate sliding frictional force (also called frictional clamping force) and then outputs it as the clutch frictional force of the slip protection mechanism, if the inner circumferential surface is deformed or cracked or there is an unnatural abutment between the inner circumferential surface and the elastic deformation part, it is easy to cause frictional failure, that is, the frictional failure time is short. ② The biasing component can make the elastic deformation part contact the circumferential surface of the gear component with a specified elasticity, so as to generate an appropriate frictional clamping force. However, there is an extremely high risk of the biasing component failing or falling off poorly, that is, the clutch action is unstable. ③ Mainly by adjusting the abutment degree between the inner peripheral surface and the elastic deformation part to adjust the output size of the clutch frictional force, but the adjustment degree is limited, the adjustment process is complex and costly, and increasing the output of the clutch frictional force is likely to cause deformation and cracking of the gear component and other problems, and it is impossible to flexibly adjust the requirements of different levels of frictional clutch, the application is relatively single and there is a problem that it can only be used at low friction.

[0049] To solve the above technical defects of the traditional clutch friction mechanism, please refer to Figure 1-13 , the present invention proposes a clutch mechanism 1 for a gearbox. Specifically, the clutch mechanism 1 includes:

[0050] An upper rotating component 11, which has a cylindrical part 111 and an upper gear part 112 formed on the cylindrical part 111;

[0051] A lower rotating component 12, which has multiple elastic deformation parts 121 that are elastically in contact with the clutch circumferential surface of the cylindrical part 111 in the radial direction;

[0052] Among them, an uneven structure 13 is relatively arranged between the elastic deformation part 121 and the clutch circumferential surface, so that the uneven engagement and disengagement force between the elastic deformation part 121 and the clutch circumferential surface and / or the convex - convex extrusion frictional force between the elastic deformation part 121 and the clutch circumferential surface are output as the clutch frictional force. [[ID=P16]]

[0053] The clutch friction force output by the clutch mechanism is controlled between the minimum friction force and the maximum friction force through the concave-convex structure between the elastic deformation part 121 and the circumferential surface for clutch. The minimum friction force is set as the maximum output force required by the motor, and the maximum friction force is set as less than the force at which a single tooth of the entire gearbox is damaged. That is, the concave-convex engagement disengaging force and the convex-convex extrusion friction force can be independently output as the clutch friction force for slip protection, or can be combined to output as the clutch friction force for slip protection, as long as the clutch friction force requirements of the entire clutch mechanism are met.

[0054] When a one-convex-one-concave engagement between the elastic deformation part 121 and the circumferential surface for clutch of the cylindrical part 111 forms a bite-type clutch structure, the concave-convex engagement disengaging force in this state can be output as one way of the clutch friction force for slip protection; when the convex-convex mutual extrusion between the elastic deformation part 121 and the circumferential surface for clutch of the cylindrical part 111 forms an extrusion-type clutch structure, the convex-convex extrusion friction force in this state can be output as another way of the clutch friction force for slip protection. Compared with the existing traditional clutch friction mechanism that uses the sliding friction force of the entire circumferential surface as the clutch friction force for slip protection, through the above bite-type clutch structure and / or extrusion-type clutch structure, the present invention makes the contact between the elastic deformation part and the circumferential surface for clutch more stable and reliable, realizes the clutch friction force output of the entire clutch mechanism more stable and reliable, and ensures that the friction failure time is relatively long-lasting, and can support more stall occurrences for the clutch action, solving the technical problems of unstable output friction force and short friction failure time of the traditional clutch friction mechanism, and also eliminating the risk of failure or falling off of the force application ring in the traditional friction mechanism that realizes the clutch friction force output by relying on the force application ring. At the same time, the present invention can also meet the requirements of different levels of friction clutch, with a wider application range, further solving the technical problems that the traditional clutch friction structure cannot be adjusted according to the requirements of different levels of friction clutch, or the adjustment degree is limited and the adjustment is difficult and costly. The clutch mechanism 1 of the present invention can be used to meet the different requirements of different customers for the magnitude of the separation force of different products.

[0055] The clutch mechanism 1 of the present invention has a simple structure, is easy to manufacture and convenient to assemble, greatly improves the problems of complex motor production and assembly processes using traditional clutch friction mechanisms, and problems such as slipping, failure and gear tooth damage of the clutch mechanism 1, and can effectively control the defects inevitably generated by the original motor due to the manufacturing process.

[0056] More preferably, when the concave-convex engagement disengaging force and the convex-convex extrusion friction force are combined as the clutch friction force output, the concave-convex engagement disengaging force and the convex-convex extrusion friction force are equal or approximately equal to ensure the stable output position angle accuracy. With such a design, it is possible to avoid the instability of the motor output position angle accuracy caused by inconsistent or large differences in friction forces. For example, assuming that the convex-convex extrusion friction force meets the requirements of the clutch friction force but is relatively smaller than the concave-convex engagement disengaging force, when the clutch just shifts to the convex-convex position, the motor operates normally. Without stalling, the output force may be slightly larger and the clutch mechanism 1 starts to act and slip, resulting in the loss of the position output of this section.

[0057] In the first embodiment, as Figure 2-4 shown, the concave-convex structure 13 includes concave portions 131 arranged on the circumferential surface for the clutch along its circumferential direction and clamping platforms 132 provided on each of the elastic deformation portions 121. Convex portions 133 are formed between the concave portions 131. During assembly, all the clamping platforms 132 are located within the concave portions 131 or on the convex portions 133. It can be understood that when all the clamping platforms 132 are within the concave portions 131, it is concave-convex engagement, forming a bite-type clutch structure; when all the clamping platforms 132 are on the convex portions 133, it is convex-convex extrusion, forming an extrusion-type clutch structure. During specific implementation, for the convenience of assembly, it is preferred to assemble the clamping platforms 132 into the concave portions 131. After specific stalling, the clamping platforms 132 may be within the concave portions 131 or on the convex portions 133. Further, each elastic deformation portion 121 is provided with one clamping platform 132, or multiple clamping platforms 132 can also be provided, such as more than two. During specific implementation, the output level of the clutch friction force can be adjusted by adjusting the number of the clamping platforms 132.

[0058] Preferably, the circumferential width of each elastic deformation portion 121 can also be equal to the circumferential width of the clamping platform 132, that is, one elastic deformation portion 121 is one clamping platform 132.

[0059] In the second embodiment, as Figure 6As shown, the concave-convex structure 13 includes a clamping table 132 provided on the circumferential surface for the clutch and concave portions 131 provided on each of the elastic deformation portions 121 and arranged along the circumferential direction thereof. A convex portion 133 is formed on the side of the concave portion 131. During assembly, all the clamping tables 132 are located within the concave portions 131 or on the convex portions 133. It can be understood that when all the clamping tables 132 are within the concave portions 131, it is concave-convex engagement, forming an engagement type clutch structure. When all the clamping tables 132 are on the convex portions 133, it is convex-convex extrusion, forming an extrusion type clutch structure. In specific implementation, for the convenience of assembly, it is preferred to assemble the clamping tables 132 into the concave portions 131. After a specific stall occurs, the clamping tables 132 may be within the concave portions 131 or on the convex portions 133. The number of the clamping tables 132 at least matches the number of the elastic deformation portions 121, that is, the number of the clamping tables 132 is not less than the number of the elastic deformation portions 121. In specific implementation, the output level of the clutch friction force can be adjusted by adjusting the number of the clamping tables 132.

[0060] Furthermore, each of the elastic deformation portions 121 may be provided with one concave portion 131 and two convex portions 133 on both sides thereof, or may be provided with multiple concave portions 131, such as more than two.

[0061] In any of the above embodiments, when the clamping table 132 contacts the convex portion 133, it is surface contact. Compared with the line contact method, when the convex-convex extrusion friction force is used as the clutch friction force output, it can better provide the clutch friction force output for slip protection. That is, with such a design, not only can it be ensured that when the clamping table 132 slides to the convex portion 133, it can form good surface contact with the convex portion 133, but also the sliding friction force between the clamping table 132 and the convex portion 133 can be used as another clutch friction force output method for slip protection. Further, such as Figure 3 、 4, as shown in Figures 6 and 7, in order to ensure that the convex-convex extrusion friction force can effectively output the clutch friction force, the clamping platform 132 or the convex portion 133 is provided with a wedge surface, and the thickness of the wedge surface gradually decreases from the top 1212 to the root 1211 of the elastic deformation portion 121. With such a design, when the clamping platform 132 is located on the convex portion 133 to form a convex-convex extrusion, since the elastic deformation portion 121 is in a compressed state and offsets radially inward, if both the clamping platform 132 and the convex portion 133 are of a similar rectangular structure, it is difficult for the two to form a good surface contact when they come into contact. Even if there is surface contact, it is a relatively small surface contact, which is difficult to output as the clutch friction force. However, if one of the clamping platform 132 and the convex portion 133 is wedge-shaped (i.e., provided with a wedge surface), it is easy to form a larger surface contact when the two come into contact, and it can be better used as the clutch friction force output. It can be understood that the clamping platform 132 or the convex portion 133 may not be provided with a wedge surface, as shown in Figure 13 shown.

[0062] In any of the above embodiments, the circumferential width of the concave portion 131 and the convex portion 133 may be equal or unequal. The radial depth of the concave portion 131 and the radial thickness of the convex portion 133 may be equal or unequal. The radial thickness of the clamping platform 132 and the radial depth of the concave portion 131 may be equal or unequal. For the convenience of design and manufacturing, the circumferential width of the concave portion 131 and the convex portion 133 is preferably configured to be equal, and the circumferential width of the clamping platform 132 and the circumferential width of the concave portion 131 are preferably configured to be equal.

[0063] In any of the above embodiments, as shown in Figure 8-11 shown, the connection between the concave portion 131 and the convex portion 133 is provided with a transition inclined surface 134, and the two sides of the clamping platform 132 are provided with escape inclined surfaces 135. The transition inclined surface 134 and the escape inclined surface 135 are arranged correspondingly. With such a design, under the condition of meeting the friction force of the clutch mechanism 1, when the load is too large, it is convenient to escape to play a clutch role, avoiding excessive biting friction force that may cause the inability to play a clutch role. Moreover, being arranged in an inclined shape is beneficial for escape during escape without causing mechanical damage and without frequent escape during idling without wearing and generating debris, so as to increase the service life, the use safety of the motor, and ensure that the effective clutch function can still be achieved after multiple locked-rotor situations. The inclination angle a between the transition inclined surface 134 and the clutch-use circumferential surface or the circumferential surface of the elastic deformation portion 121 is controlled to be 90° ≤ a < 180°, preferably greater than 90°; the inclination angle β between the escape inclined surface 135 and the clutch-use circumferential surface or the circumferential surface of the elastic deformation portion 121 is controlled to be 90° ≤ β < 180°, preferably greater than 90°. Specifically, when implemented, a ≤ β. It can be understood that when the inclination angles a and β are larger, the corresponding convex-concave biting and escaping force is greater.

[0064] It should be noted that the circumferential surface for engaging and disengaging can be the inner circumferential surface 113 of the cylindrical body portion 111 or the outer circumferential surface of the cylindrical body portion 111.

[0065] To further increase the output of the engaging and disengaging friction force, as Figure 12 shown, the engaging and disengaging mechanism 1 further includes a force applying member 14, which is installed inside the plurality of elastically deformable portions 121 and is used to expand the plurality of elastically deformable portions 121 towards the radially outer side and abut against the concave portion 131 or the convex portion 133 to form an inner ring spring-loaded engaging and disengaging structure. By the force applying member 14, the elastically deformable portions 121 are tensioned, and after tensioning, the relative sliding friction force of the entire engaging and disengaging mechanism 1 is the output of the engaging and disengaging friction force for slip protection. Preferably, the force applying member 14 is a C-shaped pin or a U-shaped spring bow, and the force applying member 14 can also be a hard block filled between the elastically deformable portion 121 and the central axis of the lower rotating member 12, such as a steel ball or the like.

[0066] To vary the output magnitude of the engaging and disengaging friction force, in some embodiments, the thickness of the clamping table 132 and the depth of the concave portion 131 can be correspondingly increased to increase the output of the engaging and disengaging friction force, and vice versa; in some embodiments, the thickness of the convex portion 133 can be correspondingly increased to increase the output of the engaging and disengaging friction force, and vice versa; in some embodiments, the elastic force of the force applying member 14 can be correspondingly increased to increase the output of the engaging and disengaging friction force, and vice versa; in some embodiments, the inclination angle of the transition inclined surface 134 and / or the escape inclined surface 135 is increased to increase the output of the escape engaging and disengaging friction force, and vice versa. In specific implementation, according to the required friction force magnitude and life requirements of the engaging and disengaging mechanism 1, the thickness of the clamping table 132, the depth of the concave portion 131, the thickness of the convex portion 133, the elastic force of the force applying member 14, the slope of the inclined surface, etc. can be configured in combination.

[0067] A gear transmission motor includes the engaging and disengaging mechanism 1 described in any one of the above. As a preferred implementation manner of the gear transmission motor provided by the present invention, as Figure 14 shown, the gear transmission motor outputs the rotation of the rotor of the motor part to the outside through a gearbox 2 formed by a plurality of gears, and one of the plurality of gears is provided with the engaging and disengaging mechanism 1.

[0068] (Operation description)

[0069] In the gear transmission motor of the present embodiment, a friction clutch mechanism 1 is formed on the first gear 22 of the gearbox 2. In the clutch mechanism 1 of the present invention, the clutch structure for outputting the clutch friction force can be a clamping clutch structure, or an extrusion clutch structure, or a clamping clutch structure and an extrusion clutch structure, or a clamping clutch structure combined with an inner ring spring pressing clutch structure, or an extrusion clutch structure combined with an inner ring spring pressing clutch structure, or a clamping clutch structure, an extrusion clutch structure, and an inner ring spring pressing clutch structure. No matter which of the above clutch structure methods is adopted, a frictional output force is generated between the clamping table 132 and the concave portion 131 and / or the convex portion 133, and it is sufficient to ensure that the entire clutch friction force is above the minimum friction force and below the maximum friction force. Therefore, as long as an excessive load is not applied to the upper rotating member 11 or the lower rotating member 12, the two will rotate integrally. In contrast, when a large load is applied to one of the upper rotating member 11 and the lower rotating member 12, idling occurs between the upper rotating member 11 and the lower rotating member 12. Therefore, it is possible to prevent breakage of gears and the like that are meshed and connected to the upper rotating member 11 and the lower rotating member 12. For example, when a strong force is applied to the output shaft 21 from the outside, the rotation of the output shaft 21 is transmitted toward the rotor side. Due to the reluctance torque provided between the stator and the permanent magnet in the transmission motor, the rotor is subjected to a force that attempts to maintain its position. Therefore, if the force is not very large, the rotor will not start to rotate. Thus, in the absence of the friction clutch mechanism 1, tooth breakage or the like will occur in a certain gear portion of the gearbox 2, resulting in operational failures. In the present embodiment, however, due to the idling generated between the upper rotating member 11 and the lower rotating member 12 in the clutch mechanism 1, such tooth breakage can be prevented.

[0070] The following will describe the present invention in detail with reference to Figure 1-14 the accompanying drawings and embodiments. The embodiments are merely preferred embodiments of the present invention and do not limit the present invention. For ease of explanation, in the following embodiments, the clamping table 132 is taken as an example and is provided on the elastic deformation portion 121, but it can be understood that this is not limited thereto.

[0071]

Clutch mechanism 1 for gearbox

[0072] Please refer to Figure 1-5 Figures 8 - 13, the clutch mechanism 1 includes:

[0073] An upper rotating member 11, which has a cylindrical body portion 111 and an upper gear portion 112 formed on the cylindrical body portion 111;

[0074] A lower rotating member 12, which has a plurality of elastic deformation portions 121 that are elastically in contact with the circumferential surface of the cylindrical body portion 111 in the radial direction;

[0075] Among them, there is a concave-convex structure 13 disposed oppositely between the elastic deformation portion 121 and the circumferential surface for clutch, so that the concave-convex engagement and disengagement force between the elastic deformation portion 121 and the circumferential surface for clutch and / or the convex-convex extrusion friction force between the elastic deformation portion 121 and the circumferential surface for clutch are output as clutch friction forces.

[0076]

Structure of the upper rotating component 11

[0077] The upper rotating component 11 includes a cylindrical body portion 111 that is open at both ends along the axis direction of the motor and an upper gear portion 112 formed on the outer circumferential surface of the cylindrical body portion 111. Among them, the upper gear portion 112 can be located at the upper end portion of the outer circumferential surface of the cylindrical body portion 111 or on the entire outer circumferential surface of the cylindrical body portion 111. The two-way opening of the cylindrical body portion 111 forms a central hole 114 having an inner circumferential surface 113 for embedding the elastic deformation portion 121 of the lower rotating component 12. Further, a plurality of concave portions 131 are provided along the circumferential direction on the inner circumferential surface of the central hole 114 for accommodating and positioning the clamping table 132 of the elastic deformation portion 121 to form a bite-type clutch structure. That is, when the clamping table 132 is embedded into the concave portion 131, the disengagement force of the clamping table 132 relative to the concave portion 131 is output as the clutch friction force for slip protection.

[0078] A convex portion 133 is formed between adjacent concave portions 131. When the clamping table 132 of the elastic deformation portion 121 elastically abuts against the convex portion 133, a convex-convex extrusion is formed to constitute an extrusion-type clutch structure. That is, when the clamping table 132 slides onto the surface of the convex portion 133 and generates deformation, a sliding friction force is formed with the convex portion 133 as the clutch friction force for slip protection.

[0079] For the convenience of manufacturing, the circumferential widths of the concave portion 131 and the convex portion 133 are preferably equal, but they can also be configured to be unequal. Similarly, the depth of the concave portion 131 and the thickness of the convex portion 133 are preferably equal, and they can also be configured to be unequal.

[0080] Further, a transition inclined surface 134 is provided at the connection between the concave portion 131 and the convex portion 133. The inclination angle a between the transition inclined surface 134 and the surface of the concave portion 131 is controlled to be 90° ≤ a < 180°, preferably greater than 90°. With such a design, under the condition of meeting the friction force of the clutch mechanism 1, when the load is too large, it is convenient to disengage to play a clutch role, avoiding the situation that the bite friction force is too large to cause the inability to play a clutch role. Moreover, it is set to be inclined so that when disengagement occurs, it is beneficial for disengagement without causing mechanical damage and without frequent disengagement during idling without wearing and generating debris, so as to increase the service life, the use safety of the motor, and ensure that the effective clutch function can still be achieved after multiple stallings. Specifically, when implementing, the size of the inclination angle can be adjusted according to the requirements of the clutch friction force.

[0081]

Structure of the Lower Rotating Component 12

[0082] The lower rotating component 12 has a cylindrical central shaft portion 122 and an annular bearing portion 123. The axis of the central shaft portion 122 is parallel to the axis of the motor, and a shaft hole 124 is provided inside the central shaft portion 122 for the support shaft 26 to be inserted. The inner ring of the annular bearing portion 123 is abutted and arranged on the outer peripheral surface of the central shaft portion 122, which can be arranged at the upper end portion, the middle portion, or the lower end portion of the outer peripheral surface of the central shaft portion 122, and can be designed according to the actual situation; a lower gear portion 125 can also be formed on the outer peripheral surface of the central shaft portion 122 below the annular bearing portion 123. Further, the lower rotating component 12 further includes a plurality of elastic deformation portions 121 that are in elastic contact with the inner peripheral surface 113 of the cylindrical body portion 111 in the radial direction, and they are formed on the outer edge circumference of the annular bearing portion 123. In some embodiments, the elastic deformation portion 121 is an arc-shaped plate structure and is arranged in two pieces in the circumferential direction, that is, it can be understood that an annular plate is divided by a slit 126 to form two symmetric arc-shaped plate elastic deformation portions 121; in other embodiments, the elastic deformation portion 121 can also be three or more arc-shaped plate elastic deformation portions 121 along the circumferential direction. In the lower rotating component 12, a deformation air gap 127 is formed between the inner peripheral surface of the elastic deformation portion 121 and the outer peripheral surface of the central shaft portion 122.

[0083] Each elastic deformation portion 121 is provided with a clamping platform 132 facing the side of the inner peripheral surface 113 of the cylindrical body portion 111. In some embodiments, one elastic deformation portion 121 is provided with one clamping platform 132; in other embodiments, one elastic deformation portion 121 is provided with a plurality of clamping platforms 132, and the clamping platforms 132 are arranged in the circumferential direction.

[0084] Preferably but not limited to, each clamping platform 132 is configured with a wedge-shaped surface, which is arranged as a strip structure, and the length direction thereof is parallel to the axis of the central shaft portion 122. Further, the thickness of the clamping platform 132 is thinner closer to the annular bearing portion 123 along the length direction. Designed in this way, it is ensured that when the clamping platform 132 slides to the convex portion 133, it can form a good surface contact with the convex portion 133. It can be understood that the clamping platform 132 can also not be provided with a wedge-shaped surface, as Figure 13 shown.

[0085] The two sides of the clamping platform 132 in the circumferential direction are provided with escape inclined surfaces 135, and the inclination angle β between the escape inclined surface 135 and the circumferential surface of the elastic deformation portion 121 is controlled to be 90° ≤ β < 180°, preferably greater than 90°; where a ≤ β. Designed in this way, under the condition of meeting the frictional force of the clutch mechanism 1, even if the clamping platform 132 escapes from the concave portion 131, no mechanical damage will occur, so as to increase the service life.

[0086] Furthermore, in the deformation air gap 127, a force-applying component 14 can be added, that is, the force-applying component 14 is installed inside the plurality of elastic deformation parts 121, and is used to expand the plurality of elastic deformation parts 121 outward in the radial direction and abut against the concave part 131 or the convex part 133 to form an inner-ring elastic pressing type clutch structure. Through the force-applying component 14, the elastic deformation parts 121 are tightened, and after tightening, the relative sliding friction force of the entire clutch mechanism 1 is the clutch friction force output for slip protection. Preferably, the force-applying component 14 is a C-shaped pin or a U-shaped spring bow, and the force-applying component 14 can also be a hard block filled between the elastic deformation part 121 and the central axis of the lower rotating part 12, such as a steel ball, etc.

[0087] On the side of the outer peripheral surface of the elastic deformation part 121 away from the annular bearing part 123, a guiding part 128 extending outward in the radial direction is formed. The upper part of the outer end surface of the guiding part 128 is provided with a guiding inclined surface 1281, which is convenient for assembling the elastic deformation part 121 into the inner peripheral surface 113 of the cylinder part 111. The side of the guiding part 128 facing the annular bearing part 123 is configured as a platform surface 1282. Correspondingly, an annular positioning table 115 is provided on the upper part of the inner peripheral surface 113 of the cylinder part 111. When the elastic deformation part 121 is embedded into the inner peripheral surface 113 of the cylinder part 111, the platform surface 1282 is engaged with the annular positioning table 115, which can not only limit the embedding depth of the elastic deformation part 121, but also prevent the elastic deformation part 121 from disengaging from the inner peripheral surface 113 of the cylinder part 111. When the elastic deformation part 121 needs to be pulled out, since the guiding part 128 is relatively small, by pressing the guiding part 128 inward or pressing the lower rotating part 12 downward, the elastic deformation part 121 can be pulled out from the inner peripheral surface 113 of the cylinder part 111.

[0088] As a preferred solution, the guiding part 128 can also be designed at the upper end of the clamping table 132.

[0089]

Gear Transmission Motor

[0090] In a gear transmission motor, when the motor operates under the state that an excessive load is applied to the output shaft 21, the gears and the rotor pinion used in the gearbox 2 may be damaged. To avoid this damage, a clutch mechanism 1 acting as a torque limiter is constituted in the middle of the gearbox 2. In the present embodiment, a gear transmission motor outputs the rotation of the rotor of the motor part to the outside through a gearbox 2 formed by a plurality of gears, such as [[ID=]14] Figure 13As shown, the clutch mechanism 1 is provided for one of the multiple gears. In this embodiment, the gearbox 2 includes a total of four gears, and the last-stage gear includes an output shaft 21. Here, three gears other than the last-stage gear 25 are supported by a support shaft 26 so as to be rotatable, and both ends of the support shaft 26 are fixed to the motor housing. The last-stage gear is supported by a bearing portion so as to be rotatable. In this embodiment, the large-diameter gear portion of the first gear 22 meshes with the rotor pinion gear, the large-diameter gear portion of the second gear 23 meshes with the small-diameter gear portion of the first gear 22, the large-diameter gear portion of the third gear 24 meshes with the small-diameter gear portion of the second gear 23, and the gear portion of the last-stage gear 25 meshes with the small-diameter gear portion of the third gear 24. Thus, the gearbox 2 is configured as a reduction gearbox 2. Here, the four gears are arranged around the rotor pinion gear.

[0091] It can be understood that in this embodiment, the gearbox 2 is not limited to four gears, and may also be a gearbox 2 composed of more or less than four gears. In this embodiment, the clutch mechanism 1 can be provided in any one of the gears of the gearbox 2, such as the first gear 22.

[0092] The above embodiments only represent the implementation modes of the present invention, and the description is relatively specific and detailed. However, it should not be construed as a limitation on the scope of the patent of the present invention. Any technical solution obtained by means of equivalent replacement or equivalent transformation shall fall within the protection scope of the present invention.

Claims

1. A clutch mechanism for a gearbox, characterized in that: It includes: an upper rotating member having a cylindrical portion and an upper gear portion formed on the cylindrical portion; a lower rotating member having a plurality of elastic deformation portions that elastically contact the clutch peripheral surface of the cylindrical portion in a radial direction; A concave-convex structure is provided between the elastic deformation portion and the clutch circumferential surface; the concave-convex structure includes concave portions provided on the clutch circumferential surface and arranged along its circumference, and a clamping platform provided on each of the elastic deformation portions, with a convex portion formed between the concave portions; or the concave-convex structure includes a clamping platform provided on the clutch circumferential surface and concave portions provided on each of the elastic deformation portions and arranged along its circumference, with convex portions formed on the sides of the concave portions; Each of the elastic deformation parts is provided with one or more than two of the clamping platforms; or each of the elastic deformation parts is provided with one or more than two of the recessed parts; The contact between the card table and the protrusion is surface contact; The clamping platform or the protrusion is provided with a wedge-shaped surface, and the thickness of the wedge-shaped surface gradually decreases from the top to the root of the elastic deformation part; The lower rotating component has a cylindrical central axis portion and an annular bearing portion, the inner ring of the annular bearing portion is abutted against the outer peripheral surface of the central axis portion, the elastic deformation portion is formed on the outer circumference of the annular bearing portion, and a guide portion extending radially outward is formed on the side of the outer peripheral surface of the elastic deformation portion away from the annular bearing portion; the concave-convex bite-out force between the elastic deformation portion and the clutch peripheral surface and the convex-convex extrusion friction force between the elastic deformation portion and the clutch peripheral surface are equal or approximately equal.

2. The clutch mechanism for a gear box according to claim 1, characterized in that: The connection between the concave portion and the convex portion is set as a transition slope, and the two sides of the card table are set as escape slopes, and the transition slope is set corresponding to the escape slope; the inclination angle a of the transition slope is set to 90°≤a<180°; the inclination angle β of the escape slope is set to 90°≤β<180°, and the angle a≤β.

3. The clutch mechanism for a gear box according to claim 1, characterized in that: The clutch mechanism further includes a force applying component installed on the inner sides of the plurality of elastic deformation parts and configured to expand the plurality of elastic deformation parts radially outward.

4. The clutch mechanism for a gear box according to claim 3, characterized in that: The force-applying component is a C-shaped latch or a U-shaped slingshot; or, the force-applying component is a hard block filled between the elastic deformation portion and the central axis portion of the lower rotating component.

5. A gear transmission motor, characterized in that: The clutch mechanism comprises the clutch mechanism according to any one of claims 1 to 4.

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