A high-speed loadable disengaging tooth clutch

Abstract

The application discloses a high-speed loadable disengaging gear type clutch and belongs to the field of mechanical transmission. In order to solve the problems of the existing gear type clutch in the static state or the small speed difference state, such as the engagement of the teeth and the disengagement in the dynamic state with load, the power input shaft is connected with the power output end of a transmission gear system, the power output shaft is connected with the power input end of the transmission gear system, the driving engagement sliding assembly is sleeved on the power input shaft and is connected with the power input shaft through a key, the claw type locking assembly is fixedly installed on the power output end of the power input shaft and is used for the axial location of the driving engagement sliding assembly, the passive engagement deflection assembly is sleeved on the power output shaft and is connected with the power output shaft through a screw key and can move along the axial direction of the power output shaft and rotate around the power output shaft, and the driving engagement sliding assembly and the passive engagement deflection assembly are engaged through the tooth engagement and are disengaged through the tooth separation. The application is mainly used for the engagement and disengagement of the mechanical transmission system.

Description

Technical Field

[0001] This invention belongs to the field of mechanical transmission and relates to a clutch, and more particularly to a toothed clutch that can be disengaged under high-speed loading. Background Technology

[0002] Clutches are widely used in various mechanical transmission systems. Among them, gear-type controllable clutches offer high torque transmission, high power density, compact structure, and good dynamic stability, making them popular in applications requiring high speed, high power, and high dynamic stability. Gear-type clutches have many applications, primarily operating by achieving clutch engagement and disengagement through the axial relative relationship of the drive teeth. When the axial positions of the drive teeth coincide, the clutch engages; when the axial positions of the drive teeth are misaligned, the clutch disengages. Due to limitations in the driving principle and structure, clutch engagement is primarily performed in a static state or at low speed with manual turning, requiring the creation of a speed difference between the two clutch ends for gear alignment, necessitating additional equipment. Clutch disengagement typically occurs under static or dynamic no-load conditions; it is difficult to disengage the clutch under dynamic conditions with a driving load.

[0003] Therefore, in order to solve the problem of engagement and disengagement of the toothed clutch under static or small speed difference conditions and under dynamic load conditions, a toothed clutch that can self-align and compensate for engagement and can dynamically disengage under load was designed. Summary of the Invention

[0004] In order to solve the problems of engagement and disengagement of existing toothed clutches under static or small speed difference conditions and under dynamic load conditions, this invention provides a toothed clutch that can disengage under high-speed loading, which can achieve engagement and disengagement under static or small speed difference conditions and under dynamic load conditions.

[0005] The technical solution adopted by the present invention to solve the above-mentioned technical problems is as follows:

[0006] A high-speed loading disengagement toothed clutch includes a power input shaft, an active engagement sliding assembly, a passive engagement deflection assembly, a power output shaft, and a claw-type locking assembly. The power input shaft and power output shaft are coaxially arranged within a gearbox. The power input end of the power input shaft is connected to the power output end of the transmission gear system, and the power output end of the power output shaft is connected to the power input end of the transmission gear system. The active engagement sliding assembly is sleeved on the power input shaft and is keyed to the power input shaft, and is movable along the axial direction of the power input shaft. The claw-type locking assembly is fixedly installed at the power output end of the power input shaft and is used for axial limiting of the active engagement sliding assembly. The passive engagement deflection assembly is sleeved on the power output shaft and is helically keyed to the power output shaft, and is movable along the axial direction of the power output shaft and rotates around the power output shaft. The active engagement sliding assembly and the passive engagement deflection assembly engage by tooth meshing and disengage by tooth separation.

[0007] Preferably, the power input end of the power input shaft is a flange structure, the power output end of the transmission gear system is a flange structure, and the power input shaft and the transmission gear system are connected by flanges.

[0008] Preferably, a truncated cone is integrally formed and coaxially arranged on the side of the power input shaft and near the power output end;

[0009] The active engagement sliding assembly includes an oil baffle ring, an inner gear sleeve with an inner retaining ring, a drive spring, and an oil injection pipe. The oil baffle ring is fitted onto the power input shaft and located on the left side of the frustum. The inner gear sleeve is fitted onto the power input shaft and is keyed to the frustum on the power input shaft via a flat key to achieve torque transmission. The left end of the inner gear sleeve is fixedly connected to the oil baffle ring. The oil baffle ring, the inner wall of the inner gear sleeve, and the left end face of the frustum form an annular disengagement oil chamber. The oil injection pipe is aligned with the oil inlet hole on the oil baffle ring to inject oil into the disengagement oil chamber, thereby achieving axial leftward movement of the inner gear sleeve. The inner retaining ring on the inner gear sleeve is located on the right side of the frustum. The inner retaining ring, the inner wall of the inner gear sleeve, and the right end face of the frustum form an installation cavity. The drive spring is fitted onto the power input shaft and located within the installation cavity to achieve axial rightward movement of the inner gear sleeve. The right end of the inner gear sleeve has a drive inner tooth that engages with the drive outer tooth on the passive engagement deflection assembly to achieve torque transmission.

[0010] Preferably, the power output end of the power output shaft is a flange structure, the power input end of the transmission gear system is a flange structure, and the power output shaft and the transmission gear system are connected by flanges.

[0011] Preferably, the power output shaft is provided with a helical spline;

[0012] The passive engagement deflection assembly includes an outer gear sleeve and N buffer reset units. The inner wall of the outer gear sleeve has a helical groove. The outer gear sleeve is fitted onto the power output shaft, and the helical groove on the outer gear sleeve engages with the helical spline on the power output shaft to achieve a helical key connection between the outer gear sleeve and the power output shaft. The outer gear sleeve has N through holes circumferentially, and a buffer reset unit is installed in each through hole. The left end of the buffer reset unit abuts against the inner wall of the through hole, and the right end of the buffer reset unit abuts against the flange of the power output shaft. A driving external tooth is located on the outer ring wall of the outer gear sleeve, opposite the left port, and meshes with the driving internal tooth on the inner gear sleeve.

[0013] Preferably, a left limiting ring is provided on the power input end of the power output shaft, and the outer diameter of the left limiting ring is larger than the inner diameter of the outer gear sleeve, so as to limit the outer gear sleeve.

[0014] Preferably, the longitudinal cross-section of the driving internal tooth and the driving external tooth is an isosceles trapezoid, and the angle between the working tooth surface of the driving internal tooth and the tooth height direction is α, where α < arctanμ, and μ is the friction coefficient between the loaded tooth surfaces.

[0015] Preferably, the buffer reset unit includes a damping guide rod and a damping spring. The damping guide rod has a shoulder, and the damping spring is sleeved on the damping guide rod and located on the left side of the shoulder. The damping guide rod is inserted into the through hole of the outer gear sleeve and can move back and forth. The right end of the damping guide rod abuts against the flange of the power output shaft. One end of the damping spring abuts against the inner wall of the through hole, and the other end of the damping spring abuts against the shoulder of the damping guide rod.

[0016] Preferably, the claw-type locking assembly includes a limiting plate, two pawls, two fixing pins, and a telescopic rod; the limiting plate faces the power output end of the power input shaft and is fixed to the power input shaft by the two fixing pins; the power input shaft has a notch, the pawls are in the notch and are sleeved on the fixing pins; the inner toothed sleeve has a through hole at the position opposite the pawls, and the telescopic rod can pass through the through hole and drive the pawls to rotate.

[0017] The beneficial effects of this invention compared to the prior art are:

[0018] 1. The power output shaft and the external gear sleeve of this application are connected by a spiral key. During the docking process, the external gear sleeve can rotate around the power output shaft to change the tooth alignment angle. In other words, the external gear sleeve has a self-aligning compensation engagement function under the guidance of the power output shaft, which can complete the tooth alignment and engagement of the clutch drive teeth without the need for turning the shafts at both ends.

[0019] 2. In this application, the angle between the working tooth surfaces of the internal and external drive teeth and the tooth height direction is α, which is slightly less than arctanμ. This ensures that the axial force generated by the torque transmission pressure on the tooth surface is balanced with or slightly less than the frictional force, reducing the resistance when the clutch disengages under load. Simultaneously, under different load tests, the operating power of the entire unit varies. Different shaped pawls can be used to change the center of gravity, making the length of the notch thrown out by the pawl under a certain centrifugal force and the take-off torque controllable. This prevents the pawl locking assembly from experiencing excessive take-off torque due to excessive centrifugal force at high speeds, which could obstruct the movement of the internal gear sleeve and affect clutch disengagement. These two measures solve the problem of the toothed clutch being unable to unload and disengage under heavy load conditions.

[0020] 3. The damping spring of this application has a buffering and limiting function when the outer gear sleeve is impacted and moves to the left, preventing the outer gear sleeve from moving too far or rotating too much on the power output shaft, thus avoiding failure to mesh smoothly with the inner gear sleeve. At the same time, the left limiting ring and the buffer reset unit have a certain limiting function on the movement of the outer gear sleeve, which can prevent the outer gear sleeve from rotating and axially moving with the power output shaft during rotation, thereby ensuring complete transmission of rotational torque.

[0021] 4. The fuel injection pipe, oil baffle ring and disengagement oil chamber of this application constitute a fuel injection supply assembly, which can generate driving oil pressure by high-speed rotation centrifugal force to realize clutch disengagement, and solves the problem that it is difficult for the high-speed rotating shaft system to supply high-pressure driving oil to the internal oil circuit of the clutch under the condition that the shaft system has no free end center hole for oil supply. Attached Figure Description

[0022] The accompanying drawings, which form part of this application, are provided to further illustrate the invention.

[0023] Figure 1 This is a schematic diagram of a toothed clutch in the disengaged / locked state.

[0024] Figure 2 This is a schematic diagram of a toothed clutch in the engaged state.

[0025] Figure 3 yes Figure 1 A magnified view of a portion of point A in the middle.

[0026] Figure 4 yes Figure 1 A magnified view of a section at point B in the middle.

[0027] Figure 5 yes Figure 1 A magnified view of a section at point C.

[0028] Figure 6This is a schematic diagram of the claw locking component in the locked and unlocked states.

[0029] Figure 7 This is a schematic diagram showing the misalignment of the tooth grooves and tooth profiles of the internal and external driving teeth.

[0030] Figure 8 This is a schematic diagram showing the alignment of the tooth grooves and tooth profiles of the internal and external driving teeth after self-alignment compensation adjustment.

[0031] Figure 9 This is a schematic diagram of the structure after the internal drive teeth and external drive teeth mesh.

[0032] Explanation of reference numerals in the attached drawings: 1: Power input shaft; 1-1: Frustum; 2: Active engagement sliding assembly; 2-1: Oil retaining ring; 2-2: Inner gear sleeve; 2-2-1: Inner retaining ring; 2-2-2: Drive internal gear; 2-3: Disengagement oil chamber; 2-4: Mounting chamber; 2-5: Drive spring; 2-6: Fuel injection pipe; 2-7: Flat key; 3: Passive engagement deflection assembly; 3-1: Outer gear sleeve; 3-1-1: Drive external gear; 3-2: Damping guide rod; 3-3: Damping spring; 4: Power output shaft; 4-1: Spiral spline; 4-2: Left limit ring; 5: Claw locking assembly; 5-1: Limiting disc; 5-2: Pawl; 5-3: Fixing pin; 5-4: Telescopic rod. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings. The following embodiments are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0034] See Figure 1This application provides a high-speed disengageable gear clutch, which can self-align and compensate for engagement in static or small speed difference states or disengage under high-speed dynamic load conditions. Specifically, it includes a power input shaft 1, an active engagement sliding assembly 2, a passive engagement deflection assembly 3, a power output shaft 4, and a claw-type locking assembly 5. The power input shaft 1 and power output shaft 4 are coaxially arranged within a gearbox. The power input end of the power input shaft 1 is connected to the power output end of the transmission gear system, and the power output end of the power output shaft 4 is connected to the power input end of the transmission gear system. The active engagement sliding assembly 2 is annular and sleeved on the power input shaft 1. The active engagement sliding assembly 2 is keyed to the power input shaft 1 and can move along the power input shaft. The input shaft 1 moves along its axial direction; the claw-type locking assembly 5 is fixedly installed at the power output end of the power input shaft 1 and is used for axial limiting of the active engagement sliding assembly 2; the passive engagement deflection assembly 3 is also annular and is sleeved on the power output shaft 4. The passive engagement deflection assembly 3 is connected to the power output shaft 4 by a spiral key and can move along the axial direction of the power output shaft 4 and rotate around the power output shaft 4; the active engagement sliding assembly 2 and the passive engagement deflection assembly 3 are engaged by tooth meshing and disengaged by tooth separation.

[0035] In this embodiment, it should be noted that although the power input shaft 1 and the power output shaft 4 are coaxially arranged, they are designed separately. This ensures that when the active meshing sliding component 2 on the power input shaft 1 and the passive meshing deflection component 3 on the power output shaft 4 are engaged, torque can be transmitted through engagement. When the teeth are disengaged, torque transmission can be avoided by disengaging. Furthermore, since the active meshing sliding component 2 and the passive meshing deflection component 3 engage or disengage using a toothed engagement method, their tooth grooves and profiles may not align perfectly during tooth alignment, thus preventing engagement. Therefore, in this embodiment, the power output shaft 4 and the passive meshing deflection component 3 are connected by a spiral key. During the engagement process, the passive meshing deflection component 3 can rotate around the power output shaft 4 to change the tooth alignment angle. In other words, the passive meshing deflection component 3 has a self-aligning compensation engagement function under the guidance of the power output shaft 4, ensuring that the active meshing sliding component 2 and the passive meshing deflection component 3 can engage using a toothed engagement method. This device solves the problem of clutch self-compensation to achieve engagement when the input and output shaft systems lack the ability to rotate.

[0036] In order to connect the power input shaft 1 and the transmission gear system, the power input end of the power input shaft 1 in this embodiment is a flange structure. Correspondingly, the power output end of the transmission gear system is also a flange structure. The power input shaft 1 and the transmission gear system are connected by flanges to achieve a fixed connection between the two.

[0037] In addition, to achieve the axial reciprocating movement of the active engagement sliding assembly 2, in this embodiment, a truncated cone 1-1 is integrally and coaxially arranged on the side of the power input shaft 1 near the power output end; the active engagement sliding assembly 2 includes an oil baffle ring 2-1, an internal gear sleeve 2-2 with an inner retaining ring 2-2-1, a drive spring 2-5, and an oil injection pipe 2-6. The oil baffle ring 2-1 is fitted on the power input shaft 1 and is located on the left side of the truncated cone 1-1. The internal gear sleeve 2-2 is fitted on the power input shaft 1 and is keyed to the truncated cone 1-1 on the power input shaft 1 by a flat key 2-7 to achieve torque transmission; the left end of the internal gear sleeve 2-2 is fixedly connected to the oil baffle ring 2-1 by a screw; the oil baffle ring 2-1 and the internal gear sleeve 2-2 The inner wall of the inner sleeve 2-2 and the left end face of the frustum 1-1 form an annular disengagement oil chamber 2-3. The oil injection pipe 2-6 is aligned with the oil inlet hole on the oil baffle ring 2-1 to inject oil into the disengagement oil chamber 2-3, thereby enabling the inner gear sleeve 2-2 to move axially to the left. The inner retaining ring 2-2-1 on the inner gear sleeve 2-2 is located on the right side of the frustum 1-1. The inner retaining ring 2-2-1, the inner wall of the inner gear sleeve 2-2, and the right end face of the frustum 1-1 form an installation cavity 2-4. The drive spring 2-5 is sleeved on the power input shaft 1 and is located in the installation cavity 2-4 to enable the inner gear sleeve 2-2 to move axially to the right. The right end of the inner gear sleeve 2-2 has a drive inner tooth 2-2-2, which cooperates with the drive outer tooth on the passive engagement deflection assembly 3 to achieve torque transmission.

[0038] It should be noted that before the active engagement sliding component 2 engages with the passive engagement deflection component 3, the drive spring 2-5 in this embodiment is in a compressed state. Therefore, the drive spring 2-5 provides driving force for the axial rightward movement of the inner gear sleeve 2-2. The drive inner tooth 2-2-2 at the right end of the inner gear sleeve 2-2 engages with the drive outer tooth on the passive engagement deflection component 3 and realizes the transmission of torque. The fuel injection pipe 2-6, the oil baffle ring 2-1, and the disengagement oil chamber 2-3 constitute a fuel injection and supply assembly. It can generate driving oil pressure by high-speed rotation centrifugal force to disengage the clutch. This solves the problem that it is difficult to supply high-pressure driving oil to the internal oil circuit of the clutch when the shaft system has no free end center hole for oil supply. When the disengagement oil chamber 2-3 is filled with lubricating oil and is running at high speed, the lubricating oil generates driving oil pressure under centrifugal force and pushes the inner gear sleeve 2-2 to move axially to the left. The driving inner gear 2-2-2 at the right end of the inner gear sleeve 2-2 disengages from the driving outer gear on the passive engagement deflection assembly 3, avoiding the transmission of torque. Therefore, in this embodiment, the inner gear sleeve 2-2 achieves axial reciprocating motion with the cooperation of the driving spring 2-5 and the disengagement oil chamber 2-3 filled with lubricating oil, thereby realizing the engagement or disengagement with the passive engagement deflection assembly 3.

[0039] It should also be noted that the driving force required for the internal driving teeth 2-2-2 and the external driving teeth of the gear clutch to disengage is the high-speed rotating self-built hydraulic driving force and the axial force generated by the loading of the tooth surface when the internal gear sleeve rotates at high speed. The resistance mainly comes from four aspects: the elastic force of the driving spring 2-5, the friction between the oil baffle ring 2-1 and the sliding surface of the internal gear sleeve 2-2 and the power input shaft 1, the friction between the internal driving teeth 2-2-2 and the external driving teeth (loaded tooth surface friction), and the friction of the claw locking assembly 5. The gear clutch can only disengage when the resultant force of the driving force and the axial force is greater than the resultant force of all resistances. In addition, among the above four resistances, the loaded tooth surface friction and the friction between the claw locking assembly 5 and the internal gear sleeve are relatively large. Therefore, how to reduce or offset the loaded tooth surface friction and the friction between the claw locking assembly 5 and the internal gear sleeve is also the focus of this embodiment. The specific methods adopted are described below.

[0040] In order to connect the power output shaft 4 with the transmission gear system, the power output end of the power output shaft 4 in this embodiment is a flange structure. Correspondingly, the power input end of the transmission gear system is also a flange structure. The power output shaft 4 and the transmission gear system are connected by flanges to achieve a fixed connection between the two.

[0041] In addition, to achieve axial movement and rotation of the passive engagement deflection assembly 3, a helical spline 4-1 is provided on the power output shaft 4 in this embodiment, and a left limiting ring 4-2 is provided on the power input end of the power output shaft 4. The passive engagement deflection assembly 3 includes an outer gear sleeve 3-1 and N buffer reset units. A helical groove is formed on the inner wall of the outer gear sleeve 3-1. The outer gear sleeve 3-1 is fitted onto the power output shaft 4, and when it moves axially to the left, the outer gear sleeve 3-1 is limited by the left limiting ring 4-2 because the outer diameter of the left limiting ring 4-2 is larger than the inner diameter of the outer gear sleeve 3-1. The helical groove on the outer gear sleeve 3-1 cooperates with the helical spline 4-1 on the power output shaft 4 to achieve the external gear... The sleeve 3-1 is connected to the power output shaft 4 by a spiral key; the outer gear sleeve 3-1 has N through holes circumferentially, and a buffer reset unit is installed in each through hole. The left end of the buffer reset unit abuts against the inner wall of the through hole, and the right end of the buffer reset unit abuts against the flange of the power output shaft 4, so as to realize the limit of the outer gear sleeve 3-1 when it moves to the right, and to buffer the impact force on the outer gear sleeve 3-1 when the inner gear sleeve 2-2 and the outer gear sleeve 3-1 are engaged, and to complete the reset of the outer gear sleeve 3-1; the outer ring wall of the outer gear sleeve 3-1 and the position opposite the left port are provided with a driving outer tooth 3-1-1, which meshes with the driving inner tooth 2-2-2 on the inner gear sleeve 2-2.

[0042] In this embodiment, when the inner gear sleeve 2-2 moves axially to the right, due to the misalignment of the tooth profile and tooth groove, the driving inner tooth 2-2-2 on the inner gear sleeve 2-2 impacts the driving outer tooth 3-1-1 on the outer gear sleeve 3-1. The outer gear sleeve 3-1 is subjected to an axial thrust to the right and moves axially to the right. At the same time, the outer gear sleeve 3-1 rotates around the power output shaft 4 under the guidance of the helical spline 4-1. The circumferential motion of the outer gear sleeve 3-1 changes the angle of the driving outer tooth 3-1-1. The inner gear sleeve 2-2 continues to move to the right under the drive of the drive spring 2-5 until the driving inner tooth 2-2-2 aligns with the driving outer tooth 3-1-1 and meshes, realizing the engagement of the clutch. When the power input shaft 1 rotates, the torque is transmitted to the outer gear sleeve 3-1 through the inner gear sleeve 2-2, and then transmitted to the power output shaft 4 by the outer gear sleeve 3-1, realizing the transmission of torque.

[0043] It should be noted that, since the left limiting ring 4-2 and the buffer reset unit in this embodiment have a certain limiting effect on the movement of the outer gear sleeve 3-1, the problem of rotation and axial movement between the outer gear sleeve 3-1 and the power output shaft 4 during rotation can be avoided, and thus the rotational torque can be completely transmitted.

[0044] In order to reduce the friction between the loaded tooth surfaces, the longitudinal cross-section of the driving internal tooth 2-2-2 and the driving external tooth 3-1-1 in this embodiment is an isosceles trapezoid, and the angle between the working tooth surface of the driving internal tooth 2-2-2 and the driving external tooth 3-1-1 and the tooth height direction is α, and α < arctanμ, where μ is the friction coefficient between the loaded tooth surfaces.

[0045] In this embodiment, when the toothed clutch transmits torque, it simultaneously generates a reaction force (axial force) in the disengagement direction. Let the reaction force in the disengagement direction be F1 = Ft * sinα. The frictional force that hinders the movement of the inner tooth sleeve 2-2 due to the friction between the loaded tooth surfaces is F2 = Ft * cosα * μ, where Ft is the circumferential force and μ is the friction coefficient of the tooth surface. If F1 = F2, we can derive μ = tanα, α = arctanμ (the friction angle of the tooth surface). To ensure the continuity and stability of engagement, we design α to be slightly smaller than arctanμ. The axial force generated by the torque transmission normal pressure of the tooth surface reaches a balance with or is slightly smaller than the frictional force of the tooth surface, reducing the resistance when the clutch disengages under load. That is to say, in this embodiment, the working tooth surfaces of the driving inner tooth 2-2-2 and the driving outer tooth 3-1-1 are both machined to an angle α, so a smaller axial driving force is needed to disengage the clutch. This design solves the problem that the toothed clutch cannot unload and disengage under heavy load conditions.

[0046] The buffer reset unit includes a damping guide rod 3-2 and a damping spring 3-3. The damping guide rod 3-2 has a shoulder, and the damping spring 3-3 is sleeved on the damping guide rod 3-2 and located on the left side of the shoulder. The damping guide rod 3-2 is inserted into the through hole of the outer gear sleeve 3-1 and can move back and forth. The right end of the damping guide rod 3-2 abuts against the flange of the power output shaft 4. One end of the damping spring 3-3 abuts against the inner wall of the through hole, and the other end of the damping spring 3-3 abuts against the shoulder of the damping guide rod 3-2.

[0047] In this embodiment, the damping spring 3-3 has a buffering and limiting function when the outer gear sleeve 3-1 is impacted and moves to the left, preventing the outer gear sleeve 3-1 from moving too far or rotating too much on the power output shaft 4, thus avoiding failure to mesh smoothly with the inner gear sleeve 2-2. In addition, the right end of the damping guide rod 3-2 is in abutting state with the flange of the power output shaft 4, thus not affecting the rotation of the outer gear sleeve 3-1.

[0048] To prevent automatic clutch engagement, the claw-type locking assembly 5 in this embodiment includes a limiting disc 5-1, two pawls 5-2, two fixing pins 5-3, and a telescopic rod 5-4. The limiting disc 5-1 faces the power output end of the power input shaft 1 and is fixed to the power input shaft 1 by the two fixing pins 5-3. The power input shaft 1 has two notches, and the two pawls 5-2 are respectively set in the two notches and fitted onto the corresponding fixing pins 5-3. The internal gear sleeve 2-2 has a through hole at the position opposite to the pawls 5-2, and the telescopic rod 5-4 can pass through the through hole and drive the pawls 5-2 to rotate.

[0049] It should be noted that the pawl 5-2 and the fixed pin 5-3 are eccentrically positioned to ensure that the pawl 5-2 can deflect under centrifugal force and achieve limit positioning. In addition, under different load tests, the operating power and speed of the entire unit are different. The center of gravity position can be changed by replacing the pawl 5-2 with different shapes, so that the length of the notch thrown out by the pawl 5-2 and the take-off torque under a certain centrifugal force are controllable. This avoids the pawl locking component 5 from having an excessive take-off torque due to excessive centrifugal force at high speed, which would cause the inner tooth sleeve 2-2 to move in a blocked manner and affect the disengagement of the clutch.

[0050] In this embodiment, during operation, the pawl 5-2 is subjected to centrifugal force, causing the pawl tip to extend out of the notch on the power input shaft 1 and abut against the inner retaining ring 2-2-1 on the inner gear sleeve 2-2, thereby locking the inner gear sleeve 2-2 and preventing axial movement of the active engagement sliding assembly 2, thus leading to automatic clutch engagement. Normally, when the clutch needs to engage, it is in a stationary state. The telescopic rod 5-4 is manually inserted into the clutch, driving the pawl 5-2 to rotate, causing the pawl tip of the pawl 5-2 to extend into the notch on the power input shaft 1, unlocking the inner gear sleeve 2-2. Driven by the drive spring 2-5, the inner gear sleeve 2-2 can move to the right, and the clutch returns to the engaged state.

[0051] The working process of the present invention will be described in detail below to further demonstrate the working principle and advantages of the present invention:

[0052] Clutch engagement: The pawl 5-2 is rotated by the telescopic rod 5-4, causing the pawl end of the pawl 5-2 to extend into the notch on the power input shaft 1. The inner gear sleeve 2-2 moves to the right under the drive spring 2-5. The drive inner gear 2-2-2 on the inner gear sleeve 2-2 impacts the drive outer gear 3-1-1 on the outer gear sleeve 3-1. The outer gear sleeve 3-1 is subjected to an axial thrust to the right and moves axially to the right. At the same time, the outer gear sleeve 3-1 rotates around the power output shaft 4 under the guidance of the helical spline 4-1. The circumferential motion of the outer gear sleeve 3-1 changes the angle of the drive outer gear 3-1-1. The inner gear sleeve 2-2 continues to move to the right under the drive spring 2-5 until the drive inner gear 2-2-2 aligns with the drive outer gear 3-1-1 and meshes, thus realizing the clutch engagement.

[0053] Clutch disengagement: When disengagement is required, lubricating oil is injected into the oil baffle ring 2-1 via the self-pressurizing oil injection structure through the oil injection pipe 2-6. The lubricating oil then enters the disengagement oil chamber 2-3 through the transverse oil passage. The lubricating oil rotates at high speed inside the clutch, spontaneously generating centrifugal oil pressure. Under this pressure, the internal gear sleeve generates an axial thrust to the left. Since the frictional resistance of the driving internal gear 2-2-2 and driving external gear 3-1-1 that hinders clutch disengagement is largely offset, when the axial thrust to the left exceeds the spring force, the clutch slip assembly moves to the left, disengaging the clutch. Once fully disengaged, the pawl 5-2 lifts up, locking the clutch in the disengaged state. This allows the gear clutch to disengage under load during high-speed operation. After stopping, if re-engagement is desired, the pawl 5-2 can be unlocked via the telescopic rod 5-4, completing the clutch re-engagement.

[0054] While the invention has been described herein with reference to specific embodiments, it should be understood that these embodiments are merely examples of the principles and applications of the invention. Therefore, it should be understood that many modifications can be made to the exemplary embodiments, and other arrangements can be designed without departing from the spirit and scope of the invention as defined by the appended claims. It should be understood that different dependent claims and features described herein can be combined in ways different from those described in the original claims. It is also understood that features described in conjunction with individual embodiments can be used in other described embodiments.

Claims

1. A toothed clutch capable of high-speed disengagement under load, characterized in that: It includes a power input shaft (1), an active engagement sliding assembly (2), a passive engagement deflection assembly (3), a power output shaft (4), and a claw locking assembly (5); the power input shaft (1) and the power output shaft (4) are coaxially arranged in the gearbox, the power input end of the power input shaft (1) is connected to the power output end of the transmission gear system, and the power output end of the power output shaft (4) is connected to the power input end of the transmission gear system; the active engagement sliding assembly (2) is sleeved on the power input shaft (1), the active engagement sliding assembly (2) and the power input shaft (1) are keyed together, and can move along the gearbox. The power input shaft (1) moves along its axial direction; the claw locking assembly (5) is fixedly installed at the power output end of the power input shaft (1) and is used for axial limiting of the active engagement sliding assembly (2); the passive engagement deflection assembly (3) is sleeved on the power output shaft (4), and the passive engagement deflection assembly (3) is connected to the power output shaft (4) by a spiral key, and can move along the axial direction of the power output shaft (4) and rotate around the power output shaft (4); the active engagement sliding assembly (2) and the passive engagement deflection assembly (3) are engaged by tooth engagement and disengaged by tooth separation. The power input end of the power input shaft (1) is a flange structure, and the power output end of the transmission gear system is a flange structure. The power input shaft (1) and the transmission gear system are connected by flanges. On the power input shaft (1) and on the side near the power output end, there is an integral and coaxially arranged frustum (1-1). The active engagement sliding assembly (2) includes an oil baffle ring (2-1), an inner gear sleeve (2-2) with an inner retaining ring (2-2-1), a drive spring (2-5), and an injection pipe (2-6). The oil baffle ring (2-1) is fitted on the power input shaft (1) and is located on the left side of the frustum (1-1). The inner gear sleeve (2-2) is fitted on the power input shaft (1) and is keyed to the frustum (1-1) on the power input shaft (1) by a flat key (2-7) to achieve torque transmission. The left end of the inner gear sleeve (2-2) is fixedly connected to the oil baffle ring (2-1). The inner walls of the oil baffle ring (2-1) and the inner gear sleeve (2-2) and the left end face of the frustum (1-1) form an annular disengagement oil chamber (2-3). The injection pipe ( 2-6) Align the oil inlet hole on the oil baffle ring (2-1) and inject oil into the disengagement oil chamber (2-3) to achieve axial leftward movement of the inner gear sleeve (2-2); the inner retaining ring (2-2-1) on the inner gear sleeve (2-2) is located on the right side of the frustum (1-1), and the inner wall of the inner retaining ring (2-2-1) and the inner wall of the inner gear sleeve (2-2) together with the right end face of the frustum (1-1) form the mounting cavity (2-4). The drive spring (2-5) is sleeved on the power input shaft (1) and is located in the mounting cavity (2-4) to achieve axial rightward movement of the inner gear sleeve (2-2); the right end of the inner gear sleeve (2-2) has a drive inner tooth (2-2-2) which cooperates with the drive outer tooth on the passive engagement deflection assembly (3) to achieve torque transmission.

2. The toothed clutch capable of high-speed loading disengagement according to claim 1, characterized in that: The power output end of the power output shaft (4) is a flange structure, and the power input end of the transmission gear system is a flange structure. The power output shaft (4) and the transmission gear system are connected by flanges.

3. A high-speed loading disengagement toothed clutch according to claim 2, characterized in that: The power output shaft (4) is provided with a spiral spline (4-1). The passive engagement deflection assembly (3) includes an outer gear sleeve (3-1) and N buffer reset units. The inner wall of the outer gear sleeve (3-1) has a spiral groove. The outer gear sleeve (3-1) is fitted onto the power output shaft (4). The spiral groove on the outer gear sleeve (3-1) cooperates with the spiral spline (4-1) on the power output shaft (4) to realize the spiral key connection between the outer gear sleeve (3-1) and the power output shaft (4). The outer gear sleeve (3-1) has N through holes in the circumferential direction. A buffer reset unit is installed in each through hole. The left end of the buffer reset unit abuts against the inner wall of the through hole, and the right end of the buffer reset unit abuts against the flange of the power output shaft (4). The outer ring wall of the outer gear sleeve (3-1) is provided with a driving external tooth (3-1-1) at the position opposite to the left port. The driving external tooth (3-1-1) meshes with the driving internal tooth (2-2-2) on the inner gear sleeve (2-2).

4. A high-speed loading disengagement toothed clutch according to claim 3, characterized in that: A left limiting ring (4-2) is provided on the power input end of the power output shaft (4). The outer diameter of the left limiting ring (4-2) is larger than the inner diameter of the outer gear sleeve (3-1) to achieve the limiting of the outer gear sleeve (3-1).

5. A high-speed loading disengagement toothed clutch according to claim 4, characterized in that: The longitudinal cross-section of the driving internal tooth (2-2-2) and the driving external tooth (3-1-1) is an isosceles trapezoid, and the angle between the working tooth surface of the driving internal tooth (2-2-2) and the tooth height direction is α, where α < arctanμ, and μ is the friction coefficient between the loaded tooth surfaces.

6. A high-speed loading disengagement toothed clutch according to claim 5, characterized in that: The buffer reset unit includes a damping guide rod (3-2) and a damping spring (3-3). The damping guide rod (3-2) has a shoulder, and the damping spring (3-3) is sleeved on the damping guide rod (3-2) and located on the left side of the shoulder. The damping guide rod (3-2) is inserted into the through hole of the outer gear sleeve (3-1) and can move back and forth. The right end of the damping guide rod (3-2) abuts against the flange of the power output shaft (4). One end of the damping spring (3-3) abuts against the inner wall of the through hole, and the other end of the damping spring (3-3) abuts against the shoulder of the damping guide rod (3-2).

7. A high-speed loading disengagement toothed clutch according to claim 6, characterized in that: The claw-type locking assembly (5) includes a limiting plate (5-1), two pawls (5-2), two fixing pins (5-3), and a telescopic rod (5-4). The limiting plate (5-1) faces the power output end of the power input shaft (1) and is fixed to the power input shaft (1) by the two fixing pins (5-3). The power input shaft (1) has a notch, the pawls (5-2) are inside the notch and are fitted onto the fixing pins (5-3). The inner toothed sleeve (2-2) has a through hole at the position facing the pawls (5-2), and the telescopic rod (5-4) can pass through the through hole and drive the pawls (5-2) to rotate.

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