A damping structure for synchronously engaging and locking the automatic clutch belt

Abstract

A damping structure for synchronously automatically engaging and locking a clutch belt, which comprises a damping plug, a damping inner ring, a damping oil chamber I, a damping oil chamber II, an oil inlet passage, a circulating oil passage I, an oil drain passage, a circulating oil passage II, and a mechanical valve for automatically controlling the on-off of the oil passage according to the rotational speed. A damping component is arranged between the input component and the sliding component; a damping oil ring on the input component is arranged in an oil chamber on the sliding component, and a damping plug is arranged on the damping inner ring; an oil inlet passage is arranged on the input component, a circulating oil passage I and a circulating oil passage II are arranged on the sliding component, an oil guiding passage is arranged on the mechanical valve, the oil inlet passage and the circulating oil passage I are both communicated with the damping oil chamber II, the circulating oil passage II is communicated with the damping oil chamber I, and the oil guiding passage is communicated with the circulating oil passage II. The invention simplifies the structural design, cancels an additional mechanical locking mechanism, and has a simple and compact structure.

Description

Technical Field

[0001] The present invention relates to a synchronous automatic clutch, and more particularly to a damping structure for a synchronous automatic clutch with an engagement locking function. Background Art

[0002] A high-torque synchronous automatic clutch is a one-way overrunning clutch, which is widely used in condensing extraction back-pressure generator sets for combined heat and power generation. The clutch is arranged between the high-pressure rotor and the low-pressure rotor of the steam turbine and engages and disengages automatically with the rotor speed. When the speed of the high-pressure rotor is higher than that of the low-pressure rotor, the clutch disengages; when the speed of the low-pressure rotor is higher than that of the high-pressure rotor, the clutch engages. During power generation in the non-heating period, the high- and low-pressure rotors jointly drive the motor to generate electricity, and the clutch engages. When it comes to the winter heating season, the low-pressure rotor stops running, and steam is used for heating, and the clutch disengages, and the high-pressure rotor runs alone.

[0003] When the unit starts up, the high-pressure rotor needs to drive the low-pressure rotor to increase its speed. However, due to the presence of the clutch, under normal conditions, the clutch will automatically disengage, and the low-pressure rotor remains stationary. Therefore, the clutch needs to be equipped with an engagement locking function so that the clutch is always in the engaged state, and regardless of how the speeds of the rotors at both ends of the clutch change, the clutch will not disengage. At high speeds, when the low-pressure rotor can rotate independently, the engagement locking function is unlocked, and the clutch can engage and disengage automatically according to the required operating conditions and the speed.

[0004] The existing technical solution is to add a set of mechanical locking gear rings to the clutch, and the locking and unlocking functions of the engagement locking function are realized by controlling the relative position of the locking gear rings on the shaft through a hydraulic cylinder. This mechanical device has a relatively complex structure, resulting in poor equipment compactness and increasing the probability of equipment failure. Summary of the Invention

[0005] In order to overcome the deficiencies of the prior art, the present invention provides a damping structure for a synchronous automatic clutch with an engagement locking function. This structure can automatically achieve the locking function according to the operating speed, and according to the operating conditions of the unit, it can automatically achieve the engagement locking of the clutch under low-speed conditions, and the clutch cannot disengage automatically; under high-speed conditions, the engagement locking function of the clutch is unlocked, and the clutch can automatically engage and disengage according to the speeds at both ends of the clutch.

[0006] A damping structure for a synchronous automatic clutch with an engagement locking function includes a damping component, which includes a damping plug, a damping inner ring, a damping oil chamber I, a damping oil chamber II, an oil inlet passage, a circulation oil passage I, an oil drain passage, a circulation oil passage II, and a mechanical valve that automatically controls the on-off of the oil passage according to the speed. The damping component is arranged between the input component and the sliding component;

[0007] The mechanical valve is arranged in a sunk groove on the sliding component. The damping inner ring on the input component is arranged in an oil chamber on the sliding component, and divides the oil chamber into a damping oil chamber I and a damping oil chamber II. A damping plug is arranged on the damping inner ring;

[0008] An oil inlet oil path is arranged on the input component, a circulation oil path I and a circulation oil path II are arranged on the sliding component, and an oil guiding oil path is arranged on the mechanical valve. The oil inlet oil path and the circulation oil path I are both communicated with the damping oil chamber II, the circulation oil path II is communicated with the damping oil chamber I, and the oil guiding oil path is communicated with the circulation oil path II. When the clutch is fully engaged, the oil guiding oil path is not communicated with the circulation oil path I, and the circulation oil path I is communicated with an oil discharging oil path in the sunk groove.

[0009] The beneficial effects of the present invention compared with the prior art are as follows:

[0010] First, the original design structure is simplified. A set of locking gear rings and a hydraulic drive system required for the original clutch engagement and locking function are completely removed, and the product structure is more compact. The problem that the original locking gear ring may cause damage to the clutch under some working conditions is solved, and the product reliability is improved.

[0011] Second, a mechanical valve core that automatically controls the on-off of the oil path according to the rotational speed is designed. This valve core is used to control the locking and unlocking of the clutch engagement and locking function. The spring stiffness for controlling the opening and closing of the valve core is adjustable, and the rotational speed for opening and closing the valve core can be designed according to the working conditions. The limit plug of the spring is designed outside the clutch, and the spring is easy to adjust and replace.

[0012] Third, the engagement and locking structure and the damping oil chamber structure are integrated together. The external dimensions of the clutch body structure remain unchanged, and the external interfaces remain unchanged, with good interchangeability and replaceability. An additional mechanical locking mechanism is cancelled, and the structure is simpler.

[0013] Fourth, the present invention can automatically realize the clutch damping structure with a locking function according to the working rotational speed. According to the operating conditions of the unit, it can automatically realize that under low rotational speed conditions, the clutch is engaged and locked, and the clutch cannot be automatically disengaged; under high rotational speed conditions, the engagement and locking function of the clutch is unlocked, and the clutch can automatically engage and disengage according to the rotational speeds at both ends of the clutch. The on-off of the oil path controlled by the mechanical valve core can match the pressures of the oil chambers at both ends of the inner ring of the damping oil chamber. When the oil path is disconnected and only one oil chamber is filled with oil and has pressure, the clutch realizes the engagement and locking function. When the oil path is communicated and the pressures of the left and right oil chambers are balanced, the clutch realizes the unlocking of the engagement and locking function.

[0014] The technical solution of the present invention will be further described below in conjunction with the drawings and embodiments: Description of the Drawings

[0015] Figure 1 It is a schematic diagram of a synchronous automatic clutch in a fully disengaged state;

[0016] Figure 2 Schematic diagram of a synchronous automatic clutch in a fully engaged state;

[0017] Figure 3 State diagram when damping starts to act during the clutch engagement process;

[0018] Figure 4 State diagram of the locked state of the engagement locking function after the clutch is engaged;

[0019] Figure 5 State diagram of the unlocked state of the engagement locking function after the clutch is engaged.

[0020] Among them, 1. Output component, 2. Sliding component, 3. Damping component, 4. Input component, 101. Inner drive tooth, 102. Outer drive tooth, 300. Mechanical valve, 301. Mechanical valve core, 302. Valve core spring, 303. Spring set screw, 304. Damping plug, 305. Damping inner ring, 311. Damping oil chamber I, 312. Damping oil chamber II, 321. Oil inlet passage, 322. Circulation oil passage I, 323. Oil drain passage, 324. Circulation oil passage II. Detailed implementation manners

[0021] The embodiments of the technical solutions of the present invention will be described in detail below with reference to the accompanying drawings. Unless otherwise specified, the technical terms or scientific terms used in this application should have the ordinary meanings understood by those skilled in the art to which the present invention belongs.

[0022] As Figures 3 - 5 shown, a damping structure for a synchronous automatic clutch with an engagement locking function includes a damping component 3, which includes a damping plug 304, a damping inner ring 305, a damping oil chamber I 311, a damping oil chamber II 312, an oil inlet passage 321, a circulation oil passage I 322, an oil drain passage 323, a circulation oil passage II 324, and a mechanical valve 300 that automatically controls the on / off of the oil passage according to the rotational speed. The damping component 3 is disposed between the input component 4 and the sliding component 2;

[0023] The mechanical valve 300 is disposed in a sunk groove on the sliding component 2. The damping inner ring 305 on the input component 4 is disposed in an oil chamber on the sliding component 2, and the oil chamber is divided into a damping oil chamber I 311 and a damping oil chamber II 312. A damping plug 304 is disposed on the damping inner ring 305;

[0024] An oil inlet passage 321 is provided on the input component 4, a circulating oil passage I 322 and a circulating oil passage II 324 are provided on the sliding component 2, an oil guiding passage is provided on the mechanical valve 300. The oil inlet passage 321 and the circulating oil passage I 322 communicate with the damping oil chamber II 312, the circulating oil passage II 324 communicates with the damping oil chamber I 311, and the oil guiding passage communicates with the circulating oil passage II 324. When the clutch is fully engaged, the oil guiding passage does not communicate with the circulating oil passage I 322, and the circulating oil passage I 322 communicates with the oil draining passage 323 in the sinking groove. In this embodiment, the engagement locking structure and the damping oil chamber structure are integrated together. The external dimension of the clutch body structure remains unchanged, and the external interfaces remain unchanged, so the interchangeability and substitution are good. The additional mechanical locking mechanism is cancelled, and the structure is simpler. A set of locking gear rings and the hydraulic drive system required for the original clutch engagement locking function are completely removed, making the product structure more compact, solving the problem that the original locking gear ring may cause damage to the clutch under some working conditions, and improving the product reliability. The movement of the mechanical valve core is realized by the combined action of the centrifugal force generated by the rotation of the clutch and the valve core spring, and the rotation speed when the mechanical valve core opens can be controlled by adjusting the stiffness of the valve core spring.

[0025] The unlocking and locking of the engagement locking function are automatically controlled by the rotation speed at the input end of the clutch. This damping structure has two main functions. First, when the synchronous automatic clutch is engaged, it reduces the collision force during the sliding process of the sliding component of the clutch at the final engagement position. Second, a mechanical valve core controlled by centrifugal force is provided, which can automatically control the on-off of the oil passage according to the rotation speed, and further achieve the function of automatically controlling the engagement locking function of the clutch to be locked and unlocked according to the rotation speed.

[0026] A damping oil chamber is provided on the sliding component 2 of the synchronous automatic clutch, and relevant oil passages are machined. A mechanical valve core 301 that automatically controls the on-off of the oil passage according to the rotation speed is installed on the sliding component 2. When the mechanical valve core 301 is in the closed state, since the two ends of the damping oil chamber are not connected and there is a pressure difference in the oil pressure in the chamber, there is always an axial force that keeps the clutch in the engaged state. At this time, the clutch remains in the engaged and locked state. After the valve core is opened, the two ends of the damping oil chamber are connected, and the pressure in the damping inner ring is kept consistent. The axial force that keeps the clutch in the engaged state disappears, and the engaged and locked state of the clutch is unlocked. The clutch can freely engage and disengage automatically according to the rotation speeds at both ends.

[0027] A damping inner ring 305 is provided on the input component 4, a damping plug 304 is installed on the damping inner ring 305, and damping oil holes are machined on the damping plug 304. Damping plugs 304 with different specifications can be machined, and the damping plugs 304 can be replaced according to the required movement characteristics of the sliding component 2.

[0028] Such as Figure 1 and Figure 2As shown, the engagement and disengagement of the entire clutch are achieved by the axial movement of the sliding component 2. When the inner drive tooth 101 and the outer drive tooth 102 are axially offset, the clutch is disengaged; when the inner drive tooth 101 and the outer drive tooth 102 are axially coincident, the clutch is engaged. A damping structure is provided between the input component 4 and the sliding component 2 to reduce the moving speed of the sliding component 2 and prevent impact on the shafting at the end of the stroke.

[0029] Based on the above solution, optionally, the mechanical valve 300 includes a mechanical valve core 301, a valve core spring 302, and a spring set screw 303; the mechanical valve core 301 and the valve core spring 302 are arranged in a sunk groove on the sliding component 2, and a spring set screw 303 is screwed onto the upper end of the sunk groove. An oil drain hole communicating with the oil drain oil path 323 is provided in the middle of the spring set screw 303. The two ends of the valve core spring 302 respectively abut against the upper end of the mechanical valve core 301 and the bottom of the spring set screw 303. A oil guiding oil path communicating with the circulation oil path II 324 is provided on the mechanical valve core 301.

[0030] Optionally, the rotation height of the spring set screw 303 is adjustable to achieve the adjustment of the stiffness of the valve core spring 302. The rotation speed of the valve core opening and closing can be designed according to the working conditions. The limit plug of the spring is designed outside the clutch, and the spring is easy to adjust and replace.

[0031] As Figure 3 shown, before the clutch is engaged, the damping oil chamber I 311 and the damping oil chamber II 312 are filled with oil through the oil inlet oil path 321. When the clutch is engaged, when the sliding component 2 slides to the position shown in the figure to the right, the mating surface of the damping oil chamber starts to function and the damping effect is formed. At this time, during the sliding process of the sliding component 2, the axial movement speed of the sliding component 2 is achieved by the oil in the damping oil chamber I 311 flowing into the damping oil chamber II 312 through the damping hole of the damping plug 304. The axial movement speed of the sliding component 2 slows down, reducing the axial impact. During the damping process, the moving speed of the sliding component 2 is determined by the diameter of the damping hole on the damping plug 304. The damping plug 304 with different damping hole diameters can be processed and replaced to adjust the damping force and the moving speed of the sliding component 2.

[0032] As an implementable manner, as Figure 4 shown in the state, at this time the clutch is fully engaged in place. The clutch is ready to increase speed at this time and needs to execute the engagement locking command to keep the input end and the output end of the clutch in the engaged state all the time. At this time, the mechanical valve core 301 is in the closed state under the action of the valve core spring 302, and the oil path is blocked. During the speed increase process of the clutch, before reaching the designed working speed, the mechanical valve core 301 is always in the closed state.

[0033] The locked state after the clutch engages is as follows: All the lubricating oil in the damping oil chamber I 311 passes through the damping plug 304 and enters the damping oil chamber II 312. Moreover, pressure oil enters the damping oil chamber II 312 through the oil inlet passage 321. Under the action of the pressure oil, an axial thrust in the engaging direction is generated at this time, ensuring that the sliding assembly 2 is in the engaged state. To ensure the cooling and circulation effect of the lubricating oil, part of the lubricating oil in the damping oil chamber II 312 flows out of the clutch through the circulation passage I 322, the oil drain passage 323, and the oil drain hole of the spring set screw 303. By controlling the diameter of the oil drain hole, the damping oil chamber II 312 is always filled with pressure oil, and the axial force always exists, and the sliding assembly 2 is always kept in the engaged state. In this state, there is no pressure oil in the damping oil chamber I 311, which also ensures that the sliding assembly 2 is always subjected to an axial force in the engaging direction, thus achieving the purpose of engaging and locking, realizing the engaging and locking function, and keeping the sliding assembly 2 always in the engaged state.

[0034] As another implementable manner, as Figure 5 shown in the state, the unlocked state after the clutch engages is as follows: When the clutch speed reaches the maximum operating speed or is greater than the set speed, the mechanical valve core 301 automatically opens under the action of centrifugal force and blocks the oil drain hole of the spring set screw 303. At this time, the circulation passage I 322 stops draining oil to the outside of the clutch, and the circulation passage I 322 is connected to the circulation passage II 324 through the oil guiding passage of the mechanical valve core 301. The pressure oil enters the damping oil chamber II 312 through the oil inlet passage 321, and finally enters the damping oil chamber I 311 through the circulation passage I 322, the mechanical valve core 301, and the circulation passage II 324. At this time, the damping oil chamber I 311 and the damping oil chamber II 312 are interconnected, the pressures on both sides of the damping inner ring 305 are balanced, there is no axial force, and the engaging and locking function is unlocked. The clutch can automatically realize the engaging and disengaging functions according to the speeds at both ends.

[0035] When the clutch needs to disengage, the pressure oil in the damping oil chamber II 312 enters the damping oil chamber I 311 through the damping hole of the damping plug 304. The damping plug 304 can slow down the moving speed of the sliding part during disengagement and reduce the probability of accidental disengagement of the clutch when the rotational speed fluctuates due to insufficient low-pressure cylinder steam volume.

[0036] When the clutch needs to engage again after a temporary disengagement, the damping process during clutch engagement is the same as that Figure 3 shown at the time of just starting the machine.

[0037] The above-described embodiments are applied to a synchronous automatic clutch. It is applicable to a synchronous automatic clutch that requires engagement and locking functions to be locked under low-speed operating conditions, and can automatically unlock the engagement and locking functions at high speeds without additional manual control. With a mechanical valve core controlled by speed, at low speeds, the mechanical valve core closes the oil circuits on both sides of the inner ring of the damping oil chamber, resulting in unbalanced pressures on both sides of the inner ring of the damping oil chamber. There is always an axial force that prevents the sliding member from disengaging, achieving the effect of engagement and locking. At high speeds, the mechanical valve core opens under the action of centrifugal force, the pressures on both sides of the inner ring of the damping oil chamber are balanced, and the axial force that prevents the sliding member from disengaging disappears. The clutch can freely engage and disengage according to the speeds at both ends. By designing this damping structure with engagement and locking functions, the original locking gear ring and driving oil cylinder are simplified, the structure is more compact, the failure rate of the equipment is reduced, and the interchangeability of the original structure shape is not changed. According to the operating conditions of the unit, the engagement and locking functions of the clutch are automatically controlled by centrifugal force without manual intervention, and the controllability is good.

[0038] The present invention has been disclosed above with preferred embodiments. However, it is not intended to limit the present invention. Any person skilled in the art, without departing from the scope of the technical solution of the present invention, can make some modifications or variations using the above-disclosed structure and technical content as equivalent embodiments of equivalent changes, and still fall within the scope of the technical solution of the present invention.

Claims

1. A damping structure for synchronously engaging and locking the function of an automatic clutch, characterized in that: It includes a damping component (3), which includes a damping plug (304), a damping inner ring (305), a damping oil chamber I (311), a damping oil chamber II (312), an oil inlet passage (321), a circulating oil passage I (322), an oil drain passage (323), a circulating oil passage II (324), and a mechanical valve that automatically controls the on / off of the oil passage according to the rotational speed. The damping component (3) is arranged between the input component (4) and the sliding component (2); The mechanical valve is arranged in a sunk groove on the sliding component (2). The damping inner ring (305) on the input component (4) is arranged in an oil chamber on the sliding component (2), and the oil chamber is divided into a damping oil chamber I (311) and a damping oil chamber II (312). A damping plug (304) is arranged on the damping inner ring (305); An oil inlet passage (321) is arranged on the input component (4), a circulating oil passage I (322) and a circulating oil passage II (324) are arranged on the sliding component (2), and an oil guiding passage is arranged on the mechanical valve. The oil inlet passage (321) and the circulating oil passage I (322) are both communicated with the damping oil chamber II (312), the circulating oil passage II (324) is communicated with the damping oil chamber I (311), and the oil guiding passage is communicated with the circulating oil passage II (324). When the clutch is fully engaged, the oil guiding passage is not communicated with the circulating oil passage I (322), and the circulating oil passage I (322) is communicated with the oil drain passage (323) in the sunk groove; The mechanical valve (300) includes a mechanical valve core (301), a valve core spring (302), and a spring set screw (303); the mechanical valve core (301) and the valve core spring (302) are arranged in a sunk groove on the sliding component (2). A spring set screw (303) is screwed at the upper end of the sunk groove. An oil drain hole communicated with the oil drain passage (323) is opened in the middle of the spring set screw (303). Two ends of the valve core spring (302) respectively abut against the upper end of the mechanical valve core (301) and the bottom of the spring set screw (303). An oil guiding passage communicated with the circulating oil passage II (324) is arranged on the mechanical valve core (301); during the sliding process of the sliding component (2), the axial moving speed of the sliding component (2) is realized by the oil in the damping oil chamber I (311) flowing into the damping oil chamber II (312) through the damping hole of the damping plug (304); The unlocking state after the clutch is engaged is: when the rotational speed of the clutch reaches the maximum working rotational speed or is greater than the set rotational speed, the mechanical valve core (301) automatically opens under the action of centrifugal force; The locked state after the clutch engages is as follows: All the lubricating oil in the damping oil chamber I (311) passes through the damping plug (304) and enters the damping oil chamber II (312). Moreover, pressure oil enters the damping oil chamber II (312) through the oil inlet passage (321). Under the action of the pressure oil, an axial thrust in the engaging direction is generated at this time, ensuring that the sliding assembly (2) is in the engaged state. Part of the lubricating oil in the damping oil chamber II (312) flows out of the clutch through the circulation oil passage I (322), the oil drain passage (323), and the oil drain hole of the spring set screw (303). By controlling the diameter of the oil drain hole, it is ensured that the damping oil chamber II (312) is always filled with pressure oil, the axial force always exists, and the sliding assembly (2) is always in the engaged state.

2. A damping structure for a synchronous automatic clutch with an engagement and locking function according to claim 1, characterized in that: The mechanical valve core (301) automatically opens under the action of centrifugal force and blocks the oil drain hole of the spring set screw (303). At this time, the circulation oil passage I (322) stops draining oil to the outside of the clutch, and the circulation oil passage I (322) is connected to the circulation oil passage II (324) through the oil guiding passage of the mechanical valve core (301). The pressure oil enters the damping oil chamber II (312) through the oil inlet passage (321), and finally enters the damping oil chamber I (311) through the circulation oil passage I (322), the mechanical valve core (301), and the circulation oil passage II (324). At this time, the damping oil chamber I (311) and the damping oil chamber II (312) are interconnected, the pressures on both sides of the damping inner ring (305) are balanced, there is no axial force, and the engagement locking function is unlocked.

3. A damping structure for a synchronous automatic clutch with an engagement and locking function according to claim 1, characterized in that: The rotation height of the spring set screw (303) is adjustable to achieve the stiffness of the regulating valve core spring (302).

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