A clutch mechanism for use between a gear box and a coupling
By using a clutch mechanism between the gearbox and the coupling, the torque transmission is cut off in the event of a motor failure, thus solving the problem of overheating caused by inertial rotation of the motor, protecting the motor, and extending its service life.
Patent Information
- Application Number
- CN202411297295.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-18
- Publication Date
- 2025-11-25
- Estimated Expiration
- 2044-09-18
AI Technical Summary
When a train stops rotating due to a motor malfunction, the inertia of the wheels causes the motor output shaft to continue rotating, leading to overheating and burnout of internal components. Existing technology cannot effectively protect the motor.
Design a clutch mechanism for use between a gearbox and a coupling. In the event of a motor failure, the outer ring of the bearing engages with the coupling via a drive mechanism, cutting off torque transmission between the motor output shaft and the gearbox input shaft, and preventing reverse rotational torque from being transmitted to the motor.
It effectively protects the motor, preventing it from overheating and burning out due to passive rotation, thus extending the motor's service life. It has a simple structure and is highly feasible to implement.
Smart Images
Figure CN119084481B_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of clutch mechanism, in particular to a clutch mechanism for gear box and shaft coupling. BACKGROUND
[0002] Train is driven by the output shaft of the motor through the shaft coupling and gear box in turn to rotate the rail on the track. At present, the motor used in the train is mostly permanent magnet motor. In the process of train running, if the motor stops rotating due to failure, the wheels will continue to run a distance under the inertia of the train due to the large weight of the train. In this process, the wheels will drive the output shaft of the motor to continue rotating through the gear box and shaft coupling, thereby causing the internal elements of the motor to overheat and burn out. Therefore, the present application provides a clutch mechanism for gear box and shaft coupling to solve the above technical problems. SUMMARY
[0003] The present application aims to overcome the defects in the prior art and provide a clutch mechanism for gear box and shaft coupling. When the motor stops rotating due to failure, the control system will trigger the driving mechanism to start. The driving mechanism drives the spline transmission sleeve to move between the bearing and the shaft coupling to make the bearing outer ring of the bearing engage with the shaft coupling to cut off the torque transmission between the motor output shaft and the gear box input shaft. In this way, when the motor stops rotating due to failure, the rotational torque of the gear box side transmitted to the motor output shaft can be released, thereby ensuring that the internal elements of the motor will not overheat and burn out due to passive rotation of the motor output shaft, avoiding secondary damage to the motor, effectively protecting the motor and prolonging the service life of the motor. The overall structure is simple in design, high in preparation and application implementation feasibility and strong in practicality.
[0004] In order to achieve the above object, the technical scheme of the present application is to design a clutch mechanism between a gear box and a shaft coupling, comprising a motor, a shaft coupling and a gear box, the motor output shaft of the motor is drivingly connected with the gear box input shaft of the gear box through the shaft coupling, characterized in that a bearing and a spline sleeve are fixedly arranged on the gear box input shaft, the bearing is located at the end of the gear box input shaft, the outer side of the bearing outer ring and the outer side of the spline sleeve are both circumferentially spaced with a plurality of outer spline grooves, one end of the shaft coupling is sleeved on the outer side of the bearing and the spline sleeve, and a plurality of inner spline grooves are circumferentially spaced on the inner side of the end, the outer spline grooves and the inner spline grooves form an annular spline cavity around the outer circumferential side of the gear box input shaft, a spline transmission sleeve located inside the annular spline cavity is slidingly sleeved and mounted on the outer circumferential side of the gear box input shaft, the spline transmission sleeve is connected with a driving mechanism, under normal working conditions: the spline transmission sleeve is located between the spline sleeve and the shaft coupling to make the spline sleeve and the shaft coupling engaged to transmit the torque on the motor output shaft to the gear box input shaft; in the fault state: the driving mechanism drives the spline transmission sleeve to move between the bearing and the shaft coupling to make the bearing outer ring and the shaft coupling engaged to cut off the torque transmission between the motor output shaft and the gear box input shaft.
[0005] The clutch mechanism between the gear box and the shaft coupling of the present application can release the rotational torque of the gear box side transmitted to the motor output shaft in reverse when the motor stops rotating due to failure, thereby ensuring that the internal elements of the motor will not be overheated and burned due to the passive rotation of the motor output shaft, avoiding the secondary damage of the motor, effectively protecting the motor and prolonging the service life of the motor.
[0006] Preferably, the shaft coupling comprises a left half and a right half composed of an outer ring and an inner ring meshing transmission, the left half is fixedly installed on the motor output shaft of the motor, the right half is fixedly installed on the gear box input shaft of the gear box, the right end of the inner ring on the right half is provided with an annular eaves plate one extending to the inner circumferential side thereof, the spline transmission sleeve comprises a key groove section and a smooth section connected coaxially, the key groove section is slidingly installed inside the annular spline cavity, and the smooth section right end penetrates the center hole of the annular eaves plate one and is connected with the driving mechanism. The spline transmission sleeve is designed ingeniously, the key groove section and the annular spline cavity have good fitting adaptability, the smooth section has good sliding property inside the center hole of the annular eaves plate one, and is convenient to connect with the driving mechanism.
[0007] Further preferred technical solutions also have, the inner end edge surface of the ring-shaped bargeboard one is embedded and fixed with a sealing ring, and the outer peripheral side surface of the smooth section is in sliding contact with the inner peripheral edge surface of the sealing ring. The inner end edge surface of the ring-shaped bargeboard one is sealed and slidably connected with the smooth section of the spline transmission sleeve through the sealing ring, which ensures that the inside of the ring-shaped spline cavity has good sealing performance, avoids the entry of external rainwater, dust and other sundries into the inside of the ring-shaped spline cavity, and thus ensures that the clutch mechanism of the present application has high response sensitivity in the motor fault state.
[0008] Further preferred technical solutions also have, the drive mechanism includes a sliding ring, a shift fork and a drive element, the sliding ring is slidably sleeved and installed on the right end of the gear box input shaft, the sliding ring is connected with the right end of the smooth section on the spline transmission sleeve, and the right end of the gear box input shaft and the smooth section are provided with a locking structure for limiting the key groove section to the right end of the ring-shaped spline cavity, one end of the shift fork is connected with the sliding ring, and the other end is connected with the driving end of the drive element. The drive mechanism is designed ingeniously and reasonably, has high preparation feasibility, and ensures that the clutch mechanism of the present application can be smoothly prepared and implemented.
[0009] Further preferred technical solutions also have, further including an elastic sleeve, the left end of the elastic sleeve is sleeved and fixed on the annular boss on the outer peripheral side of the spline sleeve, the right end edge of the elastic sleeve is bent towards the inner peripheral side and is press-fitted to the right end of the outer peripheral side of the spline sleeve, the right end of the inner side surface of the smooth section on the spline transmission sleeve and the right end of the outer side surface of the elastic sleeve are provided with annular groove three and annular protrusion which are matched with each other, under normal working conditions: the smooth section on the spline transmission sleeve and the elastic sleeve are embedded and locked through annular groove three and annular protrusion to limit the key groove section to the right end of the ring-shaped spline cavity, the spline sleeve, annular groove three and annular protrusion constitute the locking structure; in the fault state, the drive element drives the sliding ring to move left along the gear box input shaft through the shift fork to limit the key groove section to the left end of the ring-shaped spline cavity, and annular groove three and annular protrusion are separated from each other. The locking structure is designed ingeniously and reasonably, has good adaptability with the drive mechanism, and thus ensures that the clutch mechanism of the present application can quickly unlock the spline transmission sleeve and the elastic sleeve in the motor fault state, and thus further ensures that the clutch mechanism of the present application has high response sensitivity when the motor fault occurs.
[0010] Further preferred technical solutions are that the outer peripheral side of the sliding ring is provided with annular groove one, the inner peripheral side is provided with annular groove two, and the inner peripheral side of the sliding ring is radially provided with annular driving plate located at the right side of the annular groove two, the right end of the smooth section is provided with annular eaves plate two extending radially to the outer peripheral side, the annular eaves plate two is movably inserted into the annular groove two of the sliding ring, the yoke has two, one end of the two yokes is respectively embedded in the annular groove one on the front and rear sides of the sliding ring, the other end of the two yokes is correspondingly fixedly connected to the two ends of the sleeve, and the inside of the sleeve is penetrated by the rotating shaft, and the outside of the sleeve is fixedly provided with the swing arm, the swing arm is connected with the driving end of the driving element through the hinged connecting rod, and under normal working conditions: there is a gap between the annular eaves plate two and the inner side of the annular groove two; when a fault occurs, the driving element drives the sliding ring to move left along the input shaft of the gear box through the connecting structure between the yoke, the swing arm, the connecting rod and the driving element, so that the key groove section is limited to the left end of the annular spline cavity, and the annular driving plate abuts against the annular eaves plate two. The connecting structure between the sliding ring in the driving mechanism, the yoke, the swing arm, the connecting rod and the driving element is designed ingeniously, so that the movement direction of the driving end of the driving element can be flexibly selected according to the space size of the actual use scene, that is, the force direction of the driving element can be selectively good when a fault occurs, which helps to improve the use flexibility of the clutch mechanism of the present application.
[0011] Further preferred technical solutions are that the outer peripheral side of the sliding ring is provided with annular groove one, the inner peripheral side is provided with annular groove two, and the inner peripheral side of the sliding ring is radially provided with annular driving plate located at the right side of the annular groove two, the right end of the smooth section is provided with annular eaves plate two extending radially to the outer peripheral side, the annular eaves plate two is movably inserted into the annular groove two of the sliding ring, the yoke has two, one end of the two yokes is respectively embedded in the annular groove one on the front and rear sides of the sliding ring, the other end of the two yokes is correspondingly fixedly connected to the two ends of the sleeve, and the inside of the sleeve is penetrated by the rotating shaft, and the outside of the sleeve is fixedly provided with the swing arm, the swing arm is connected with the driving end of the driving element through the hinged connecting rod, and under normal working conditions: there is a gap between the annular eaves plate two and the inner side of the annular groove two; when a fault occurs, the driving element drives the sliding ring to move left along the input shaft of the gear box through the connecting structure between the yoke, the swing arm, the connecting rod and the driving element, so that the key groove section is limited to the left end of the annular spline cavity, and the annular driving plate abuts against the annular eaves plate two. The connecting structure between the sliding ring in the driving mechanism, the yoke, the swing arm, the connecting rod and the driving element is designed ingeniously, so that the movement direction of the driving end of the driving element can be flexibly selected according to the space size of the actual use scene, that is, the force direction of the driving element can be selectively good when a fault occurs, which helps to improve the use flexibility of the clutch mechanism of the present application.
[0012] Further preferred technical solutions are that the driving element is one of a hydraulic cylinder, a gas cylinder and an electric push rod. The driving element has good universality, which ensures that the clutch mechanism of the present application can be smoothly prepared and implemented.
[0013] Further preferred technical solutions also include a pressing plate, the pressing plate and the left end face of the gear box input shaft are provided with corresponding mounting holes, the pressing plate is fixedly installed on the left end face of the gear box input shaft through locking screws inserted in the mounting holes, and the inner ring of the bearing on the bearing is tightly fitted and installed on the shaft shoulder of the left end of the gear box input shaft. The inner ring of the bearing on the bearing is tightly fitted and installed on the shaft shoulder of the left end of the gear box input shaft through the pressing plate, the installation method is simple, and the installation firmness and convenience of the bearing on the left end of the gear box input shaft are ensured.
[0014] Further preferred technical solutions also include that the left end edge of the bearing outer ring is provided with a eave one extending outwardly, a plurality of teeth one extending radially outwardly are arranged on the right side of the outer peripheral edge surface of the eave one in a ring shape, a tooth groove one is formed between adjacent teeth one, a plurality of teeth two extending radially inwardly are arranged on the left end edge of the inner ring inner side surface in a ring shape, a tooth groove two is formed between adjacent teeth two, the size of the tooth groove two can accommodate the tooth one to pass through, the size of the tooth groove one can accommodate the tooth two to pass through, and the teeth one correspondingly fit on the right side of the teeth two after the bearing is installed on the gear box input shaft. After the bearing is installed on the gear box input shaft, the teeth one correspondingly fit on the right side of the teeth two, so that the bearing outer ring is well limited in the axial direction, the axial movement of the bearing outer ring is avoided, and the stability of the clutch mechanism in the fault state when the motor fails is ensured.
[0015] The advantages and benefits of the present application are that:
[0016] 1. The clutch mechanism for the gear box and the shaft coupling in the application can release the rotational torque of the gear box side transmitted to the motor output shaft in reverse when the motor stops rotating due to failure, so that the overheat and burnout of the internal elements of the motor caused by the passive rotation of the motor output shaft are avoided, the motor is effectively protected, the service life of the motor is prolonged, the overall structure is simple in design, the preparation and application are feasible, and the practicability is high.
[0017] 2. The spline transmission sleeve is clever and reasonable in structure design, the key groove section and the annular spline cavity are well fitted, the smooth section is good in sliding property in the center hole of the annular eave plate one, and the driving mechanism is connected.
[0018] 3, the inner end edge surface of the ring eaves plate one is sealed and slid with the smooth section of the spline transmission sleeve through the sealing ring, the inside of the ring spline cavity is ensured to have good sealing property, the outside rain, dust and other sundries are avoided to enter the inside of the ring spline cavity, thereby the clutch mechanism of the application can have high response sensitivity when the motor is in fault state.
[0019] 4, the locking structure is designed ingeniously and reasonably, and is good in adaptability with the driving mechanism, thereby the clutch mechanism of the application can quickly unlock the spline transmission sleeve and the elastic sleeve when the motor is in fault state, thereby the clutch mechanism of the application can have high response sensitivity when the motor is in fault state.
[0020] 5, the connecting structure between the sliding ring in the driving mechanism and the driving element through the shift fork, swing arm and pull rod is designed ingeniously, the driving end movement direction of the driving element can be flexibly selected according to the space size of the actual use scene, that is, the force applying direction of the driving element can be selected when the fault occurs, which is helpful to improve the use flexibility of the clutch mechanism of the application.
[0021] 6, the sliding ring is sleeved on the guide column parallel to the gear box input shaft, when the driving mechanism drives the sliding ring to move along the guide column, the sliding ring and the gear box input shaft always keep good concentricity, that is, the spline transmission sleeve and the gear box input shaft always keep good concentricity, when the motor is in fault, the smoothness of the key groove section when sliding in the ring spline cavity is ensured, and the smoothness of the clutch mechanism of the application when switching from normal working condition to fault state is further ensured.
[0022] 7, after the bearing is installed in place on the gear box input shaft, the teeth one one one correspondingly fit on the right side of the teeth two, thereby the bearing outer ring is well axially limited, the axial movement of the bearing outer ring is avoided, and the stability of the clutch mechanism of the application when switching to fault state when the motor is in fault is ensured. BRIEF DESCRIPTION OF DRAWINGS
[0023] Figure 1 is a front view of the clutch mechanism for the gear box and the coupling;
[0024] Figure 2 is Figure 1 the local enlarged view of W in the figure;
[0025] Figure 3 is Figure 2 the local enlarged view of S in the figure;
[0026] Figure 4 is Figure 2 the local enlarged view of T in the figure;
[0027] Figure 5 is Figure 2 the sectional view of B-B position in the figure;
[0028] Figure 6 is Figure 2 a sectional view in the C-C position;
[0029] Figure 7 is a fault state Figure 2 a sectional view in the D-D position (or E-E position in the normal working state);
[0030] Figure 8 is a normal working state Figure 2 a sectional view in the D-D position (or E-E position in the fault state);
[0031] Figure 9 is Figure 2 a sectional view in the F-F position;
[0032] Figure 10 is a longitudinal sectional view (partial sectional view) of the clutch mechanism between the gear box and the coupling in the position between the coupling and the driving mechanism according to the present application;
[0033] Figure 11 is a sectional view in the G-G position and H-H position in one embodiment Figure 10 and a view in the K direction; Figure 10
[0034] Figure 12 is another embodiment Figure 10 a sectional view in the G-G position and H-H position Figure 10 and a view in the K direction.
[0035] In the figure: 1, motor; 2, coupling; 3, gear box; 4, spline sleeve; 5, spline transmission sleeve; 6, bearing; 7, pressing plate; 8, locking screw; 9, driving mechanism; 10, annular spline cavity; 11, elastic sleeve; 1-1, motor output shaft; 2-1, left half; 2-2, right half; 3-1, gear box input shaft; 3-2, gear box left end face; 4-1, annular boss; 5-1, keyway section; 5-2, smooth section; 5-3, annular eaves plate two; 6-1, bearing inner ring; 6-2, bearing outer ring; 6-2a, eaves one; 6-3, tooth one; 6-4, tooth groove one; 9-1, sliding ring; 9-1a, annular groove one; 9-1b, annular groove two; 9-1c, annular driving plate; 9-2, yoke; a, outer ring; b, inner ring; b-1, annular eaves plate one; b-2, tooth two; b-3, tooth groove two; c, sealing ring; d, annular groove three; e, annular protrusion; f, guide column; f-1, eaves two; g, sleeve; h, rotating shaft; i, swing arm; j, pull rod. DETAILED DESCRIPTION
[0036] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings and examples. The following examples are only used to more clearly illustrate the technical solutions of the present invention and should not be construed as limiting the scope of protection of the present invention.
[0037] Example
[0038] like Figures 1 to 12 As shown, this invention is a clutch mechanism for a gearbox and a coupling, comprising a motor 1, a coupling 2, and a gearbox 3. The output shaft 1-1 of the motor 1 is connected to the input shaft 3-1 of the gearbox 3 via the coupling 2. The key feature is that a bearing 6 and a spline sleeve 4 are fitted onto the input shaft 3-1, with the bearing 6 located at the end of the input shaft 3-1. The outer surface of the bearing outer ring 6-2 and the outer surface of the spline sleeve 4 are both provided with a plurality of external spline grooves spaced circumferentially. One end of the coupling 2 is fitted onto the outside of the bearing 6 and the spline sleeve 4, and a plurality of internal spline grooves are provided circumferentially spaced on the inner surface of this end. The external and internal spline grooves enclose... An annular spline cavity 10 is formed around the outer periphery of the gearbox input shaft 3-1. A spline transmission sleeve 5 is slidably sleeved on the outer periphery of the gearbox input shaft 3-1 and located inside the annular spline cavity 10. The spline transmission sleeve 5 is connected to the drive mechanism 9. Under normal operating conditions, the spline transmission sleeve 5 is located between the spline sleeve 4 and the coupling 2, so that the spline sleeve 4 and the coupling 2 are engaged to transmit the torque on the motor output shaft 1-1 to the gearbox input shaft 3-1. Under fault conditions, the drive mechanism 9 drives the spline transmission sleeve 5 to move between the bearing 6 and the coupling 2, so that the outer ring 6-2 of the bearing 6 is engaged with the coupling 2 to cut off the torque transmission between the motor output shaft 1-1 and the gearbox input shaft 3-1.
[0039] Preferably, the coupling 2 includes a left half 2-1 and a right half 2-2 formed by the meshing transmission of an outer ring a and an inner ring b. The left half 2-1 is fixedly installed on the motor output shaft 1-1 of the motor 1, and the right half 2-2 is fixedly installed on the gearbox input shaft 3-1 of the gearbox 3. The right end of the inner ring b on the right half 2-2 is provided with an annular eclipse plate b-1 extending towards its inner circumference. The spline transmission sleeve 5 includes a keyway section 5-1 and a smooth section 5-2 coaxially connected. The keyway section 5-1 is slidably installed inside the annular spline cavity 10, and the right end of the smooth section 5-2 passes through the central hole of the annular eclipse plate b-1 and is connected to the drive mechanism 9.
[0040] More preferably, a sealing ring c is embedded and fixed on the inner end edge surface of the annular eaves plate b-1, and the outer peripheral side surface of the smooth section 5-2 is slidably connected to the inner peripheral edge surface of the sealing ring c.
[0041] Further preferably, the driving mechanism 9 comprises a sliding ring 9-1, a shift fork 9-2 and a driving element, the sliding ring 9-1 is slidingly sleeved on the right end of the gear box input shaft 3-1, the sliding ring 9-1 is connected with the right end of the smooth section 5-2 on the spline transmission sleeve 5, and the right end of the gear box input shaft 3-1 and the smooth section 5-2 are provided with a locking structure limiting the key groove section 5-1 to the right end of the annular spline cavity 10, one end of the shift fork 9-2 is connected with the sliding ring 9-1, and the other end is connected with the driving end of the driving element.
[0042] Further preferably, it further comprises an elastic sleeve 11, the left end of the elastic sleeve 11 is fixedly sleeved on the annular boss 4-1 on the outer circumferential side of the spline sleeve 4, the right end of the elastic sleeve 11 is bent to the inner circumferential side and is press-fitted on the right end of the outer circumferential side of the spline sleeve 4, the right end of the inner side of the smooth section 5-2 on the spline transmission sleeve 5 and the right end of the outer side of the elastic sleeve 11 are provided with annular recesses three d and annular protrusions e which are matched with each other, under normal working conditions: the smooth section 5-2 on the spline transmission sleeve 5 and the elastic sleeve 11 are embedded and locked through the annular recesses three d and the annular protrusions e to limit the key groove section 5-1 to the right end of the annular spline cavity 10, the spline sleeve 4, the annular recesses three d and the annular protrusions e constitute the locking structure; under fault conditions, the driving element drives the sliding ring 9-1 to move left along the gear box input shaft 3-1 through the shift fork 9-2 to limit the key groove section 5-1 to the left end of the annular spline cavity 10, and the annular recesses three d and the annular protrusions e are separated from each other.
[0043] Further preferably, the outer circumferential side of the sliding ring 9-1 is provided with an annular recess one 9-1a, the inner circumferential side is provided with an annular recess two 9-1b, and the inner circumferential side of the sliding ring 9-1 is radially provided with an annular driving plate 9-1c located to the right of the annular recess two 9-1b, the right end of the smooth section 5-2 is provided with an annular eave plate two 5-3 extending radially to the outer circumferential side, the annular eave plate two 5-3 is movably inserted into the annular recess two 9-1b of the sliding ring 9-1, the shift fork 9-2 has two, one end of the two shift forks 9-2 is respectively embedded into the annular recess one 9-1a on the front and back sides of the sliding ring 9-1, the other end of the two shift forks 9-2 is respectively fixedly connected with the sleeves g at both ends, and the sleeves g are internally penetrated by a rotating shaft h, and the sleeves g are externally fixedly provided with a swing arm i, the swing arm i is connected with the driving end of the driving element through a hinged connecting pull rod j, under normal working conditions: the annular eave plate two 5-3 and the inner side of the annular recess two 9-1b leave a gap; under fault conditions, the driving element drives the sliding ring 9-1 to move left along the gear box input shaft 3-1 through the pull rod j, the swing arm i, the sleeves g and the shift fork 9-2 to limit the key groove section 5-1 to the left end of the annular spline cavity 10, and the annular driving plate 9-1c abuts against the annular eave plate two 5-3.
[0044] Further preferably, a plurality of guide posts f are vertically and circumferentially spaced and fixedly arranged on the outer circumferential side of the left end surface 3-2 of the gear box 3, a plurality of through holes are circumferentially spaced and arranged on the sliding ring 9-1 and pass through the left and right end surfaces, the sliding ring 9-1 is slidably sleeved and mounted on the guide posts f, and the left end of each guide post f is provided with a baffle f-1 for limiting the sliding ring 9-1.
[0045] Further preferably, the driving element is one of a hydraulic cylinder, a pneumatic cylinder and an electric push rod.
[0046] Further preferably, the pressure plate 7 is provided with a corresponding mounting hole on the left end surface of the gear box input shaft 3-1, the pressure plate 7 is fixedly mounted on the left end surface of the gear box input shaft 3-1 by locking screws 8 inserted into the mounting hole, and the bearing inner ring 6-1 on the bearing 6 is tightly sleeved and mounted on the shaft shoulder of the left end of the gear box input shaft 3-1 by the pressure plate 7.
[0047] Further preferably, the left end edge of the bearing outer ring 6-2 is provided with a baffle 6-2a extending outwardly, a plurality of teeth 6-3 radially extending outwardly are circumferentially spaced and arranged on the right side of the outer circumferential surface of the baffle 6-2a, a tooth groove 6-4 is formed between adjacent teeth 6-3, a plurality of teeth b-2 radially extending inwardly are circumferentially spaced and arranged on the left end edge of the inner side of the inner ring b on the right half 2-2, a tooth groove b-3 is formed between adjacent teeth b-2, the size of the tooth groove b-3 can accommodate the teeth b-2 to pass through, and the size of the tooth groove 6-4 can accommodate the teeth 6-3 to pass through, and after the bearing 6 is mounted on the gear box input shaft 3-1, the teeth 6-3 are correspondingly and tightly fitted on the right side of the teeth b-2.
[0048] (I) The working principle of the clutch mechanism between the gear box and the shaft coupling
[0049] Under normal working conditions, the key groove section 5-1 of the spline transmission sleeve 5 is located at the right end of the annular spline cavity 10, and the spline sleeve 4 is engaged with the inner ring b on the right half 2-2 (see the D-D cross-sectional view of Fig. 2 and the E-E cross-sectional view of Fig. 3), the smooth section 5-2 of the spline transmission sleeve 5 and the elastic sleeve 11 are embedded and locked by the annular groove three d and the annular protrusion e (see the D-D cross-sectional view of Fig. 2 and the E-E cross-sectional view of Fig. 3), and the spline sleeve 4 is tightly sleeved and mounted on the inner ring b of the right half 2-2. Figure 7 Figure 8 Figure 2 3 At this time, the output shaft 1-1 of motor 1 transmits torque to the input shaft 3-1 of gearbox 3 through coupling 2; when motor 1 fails, the control system sends a start command to the drive mechanism 9, the drive end of the drive element begins to extend and pushes the sliding ring 9-1 towards the left end of the gearbox input shaft 3-1 through the pull rod j, swing arm i, sleeve g and shift fork 9-2, and the annular groove 3d and annular protrusion e between the smooth section 5-2 on the spline transmission sleeve 5 and the elastic sleeve 11 disengage and switch to the unlocked state (see Appendix). Figure 2 and 4 Simultaneously, the annular drive plate 9-1c abuts against the annular eaves plate 5-3 to drive the spline transmission sleeve 5 to move to the left until the left end of the keyway section 5-1 on the spline transmission sleeve 5 abuts against the retaining wall 6-2a, at which point the drive element stops moving (see Appendix). Figure 7 EE sectional view and appendix Figure 8 (DD cross-sectional view), at this time, the outer ring 6-2 of bearing 6 engages with the inner ring b on the right half 2-2 to cut off the torque transmission between the motor output shaft 1-1 and the gearbox input shaft 3-1.
[0050] Among them, the appendix Figure 11 The diagram illustrates the state of the drive mechanism 9 under two conditions: normal operation and fault operation, according to one embodiment. The angle between the length direction of the swing arm i and the axial centerline direction of the sleeve g is 0° to 90°. In this case, the direction of the force F applied by the drive element to the tie rod j can be vertical. (See attached diagram.) Figure 12 The diagram illustrates the state of the drive mechanism 9 under two conditions: normal operation and fault operation, according to another implementation. The angle between the length direction of the swing arm i and the axial center line direction of the sleeve g is 90° to 180°. In this case, the direction of the force F applied by the drive element to the tie rod j can be the horizontal direction along the axial center line of the gearbox input shaft 3-1. In addition, the angle between the swing arm i and the axial center line direction of the sleeve g, as well as the installation position of the drive element, can be flexibly designed according to the space size and orientation of the actual use scenario to meet the extension requirements of the drive end of the drive element.
[0051] (II) Assembly principle of a clutch mechanism for use between a gearbox and a coupling according to the present invention
[0052] The spline sleeve 4 is fixedly installed (can be interference fit) on the right end of the gear box input shaft 3-1; then the left end of the elastic sleeve 11 is interference fit on the outer circumferential side of the annular boss 4-1 of the spline sleeve 4, and the right end edge of the elastic sleeve 11 is abutted and pressed on the right end of the outer circumferential side of the spline sleeve 4; the spline transmission sleeve 5 is inserted into the inner ring b, and then the spline transmission sleeve 5 is interference fit on the outer circumferential side of the spline sleeve 4 and the elastic sleeve 11, wherein the keyway section 5-1 is located on the left side of the annular boss 4-1 of the spline sleeve 4, the smooth section 5-2 is located on the right side of the annular boss 4-1, and the smooth section 5-2 and the elastic sleeve 11 are embedded and locked through the annular groove three d and the annular protrusion e; the teeth one 6-3 and the tooth groove one 6-4 of the bearing 6 are staggered with the teeth two b-2 and the tooth groove two b-3 of the inner ring b, then the teeth one 6-3 is correspondingly inserted through the teeth two b-2 on the left end of the inner ring b and rotated by a certain angle, and finally the bearing inner ring 6-1 of the bearing 6 is interference fit on the shaft shoulder of the left end of the gear box input shaft 3-1, at this time, the teeth one 6-3 is correspondingly fitted on the right side of the teeth two b-2 (see the left side of the inner ring b in FIG. 6). Figure 2 、 5 ,6); finally, the pressing plate 7 is fixedly installed on the left end surface of the gear box input shaft 3-1 through the locking screw 8 inserted into the installation hole; the left half 2-1 of the shaft coupling 2 is interference fit (can be interference fit) on the motor output shaft 1-1 of the motor 1 through the inner ring b, and then the right half 2-2 installed on the gear box input shaft 3-1 is connected with the left half 2-1 installed on the motor output shaft 1-1 through the bolt assembly.
[0053] The clutch mechanism for the gear box and the shaft coupling can release the rotating torque of the gear box side transmitted to the motor output shaft in reverse when the motor stops rotating due to failure, so as to prevent the motor internal elements from being overheated and burned due to the passive rotation of the motor output shaft, avoid the secondary damage of the motor, effectively protect the motor, and prolong the service life of the motor.
[0054] The above only describes the preferred embodiments of the present application, and it should be pointed out that those skilled in the art can make some improvements and refinements without departing from the technical principles of the present application, and these improvements and refinements should also be considered as the protection scope of the present application.
Claims
1. A clutch mechanism for use between a gearbox and a coupling, comprising a motor (1), a coupling (2), and a gearbox (3), wherein the output shaft (1-1) of the motor (1) is connected to the input shaft (3-1) of the gearbox (3) via the coupling (2), characterized in that, A bearing (6) and a spline sleeve (4) are fitted onto the gearbox input shaft (3-1). The bearing (6) is located at the end of the gearbox input shaft (3-1). The outer surface of the bearing outer ring (6-2) of the bearing (6) and the outer surface of the spline sleeve (4) are provided with a number of external spline grooves spaced apart in a circumferential direction. One end of the coupling (2) is fitted onto the outside of the bearing (6) and the spline sleeve (4), and a number of internal spline grooves are provided on the inner surface of this end spaced apart in a circumferential direction. The external spline grooves and the internal spline grooves form an annular spline cavity (10) surrounding the outer periphery of the gearbox input shaft (3-1). A slidably fitted spline cavity located on the outer periphery of the gearbox input shaft (3-1) is mounted on the annular spline cavity (10). The spline transmission sleeve (5) inside the spline cavity (10) is connected to the drive mechanism (9). Under normal working conditions, the spline transmission sleeve (5) is located between the spline sleeve (4) and the coupling (2) so that the spline sleeve (4) and the coupling (2) are engaged to transmit the torque on the motor output shaft (1-1) to the gearbox input shaft (3-1). Under fault conditions, the drive mechanism (9) drives the spline transmission sleeve (5) to move between the bearing (6) and the coupling (2) so that the outer ring (6-2) of the bearing (6) is engaged with the coupling (2) to cut off the torque transmission between the motor output shaft (1-1) and the gearbox input shaft (3-1).
2. The clutch mechanism for use between a gearbox and a coupling as described in claim 1, characterized in that, The coupling (2) includes a left half (2-1) and a right half (2-2) formed by the meshing transmission of an outer ring (a) and an inner ring (b). The left half (2-1) is fixedly installed on the motor output shaft (1-1) of the motor (1), and the right half (2-2) is fixedly installed on the gearbox input shaft (3-1) of the gearbox (3). The right end of the inner ring (b) on the right half (2-2) is provided with an annular eave plate (b-1) extending to its inner circumference. The spline transmission sleeve (5) includes a keyway section (5-1) and a smooth section (5-2) coaxially connected. The keyway section (5-1) is slidably installed inside the annular spline cavity (10). The right end of the smooth section (5-2) passes through the center hole of the annular eave plate (b-1) and is connected to the drive mechanism (9).
3. The clutch mechanism for use between a gearbox and a coupling as described in claim 2, characterized in that, A sealing ring (c) is embedded and fixed on the inner end edge of the annular eaves plate (b-1), and the outer peripheral side of the smooth section (5-2) is slidably connected to the inner peripheral edge of the sealing ring (c).
4. The clutch mechanism for use between a gearbox and a coupling as described in claim 3, characterized in that, The drive mechanism (9) includes a sliding ring (9-1), a shift fork (9-2), and a drive element. The sliding ring (9-1) is slidably mounted on the right end of the gearbox input shaft (3-1). The sliding ring (9-1) is connected to the right end of the smooth section (5-2) on the spline transmission sleeve (5). A locking structure is provided between the right end of the gearbox input shaft (3-1) and the smooth section (5-2) to limit the keyway section (5-1) to the right end of the annular spline cavity (10). One end of the shift fork (9-2) is connected to the sliding ring (9-1), and the other end is connected to the drive end of the drive element.
5. The clutch mechanism for use between a gearbox and a coupling as described in claim 4, characterized in that, It also includes an elastic sleeve (11), the left end of which is fitted and fixed on the annular boss (4-1) on the outer periphery of the spline sleeve (4), and the right edge of the elastic sleeve (11) is bent toward its inner periphery and pressed against the right end of the outer periphery of the spline sleeve (4). The right end of the inner side of the smooth section (5-2) on the spline transmission sleeve (5) and the right end of the outer side of the elastic sleeve (11) are provided with mutually matching annular grooves (d) and annular protrusions (e). Under normal working conditions: the smooth section (5-2) on the spline transmission sleeve (5) and the elastic sleeve (11) The keyway segment (5-1) is locked in place by the annular groove three (d) and the annular protrusion (e) to the right end of the annular spline cavity (10). The spline sleeve (4), the annular groove three (d) and the annular protrusion (e) constitute the locking structure. In the fault state, the drive element drives the sliding ring (9-1) to move to the left along the gearbox input shaft (3-1) through the shift fork (9-2) to the left so that the keyway segment (5-1) is locked in place at the left end of the annular spline cavity (10), and the annular groove three (d) and the annular protrusion (e) disengage from each other.
6. The clutch mechanism for use between a gearbox and a coupling as described in claim 5, characterized in that, The sliding ring (9-1) has an annular groove 1 (9-1a) on its outer circumferential side and an annular groove 2 (9-1b) on its inner circumferential side. An annular drive plate (9-1c) is radially positioned to the right of the annular groove 2 (9-1b) on the inner circumferential side of the sliding ring (9-1). The smooth section (5-2) has an annular eaves plate 2 (5-3) extending radially outward at its right end. The annular eaves plate 2 (5-3) is movably inserted into the annular groove 2 (9-1b) of the sliding ring (9-1). There are two shift forks (9-2). One end of each shift fork (9-2) is respectively embedded in the annular groove 1 (9-1a) on the front and rear sides of the sliding ring (9-1). The two shift forks (9-2) also... One end is fixedly connected to both ends of the sleeve (g), and a rotating shaft (h) passes through the inside of the sleeve (g). A swing arm (i) is fixedly provided on the outside of the sleeve (g). The swing arm (i) is connected to the driving end of the driving element through a hinged pull rod (j). Under normal working conditions, there is a gap between the inner side of the annular eaves plate 2 (5-3) and the annular groove 2 (9-1b). In the fault state, the driving element pushes the sliding ring (9-1) along the gearbox input shaft (3-1) to the left through the pull rod (j), swing arm (i), sleeve (g) and shift fork (9-2) so that the keyway section (5-1) is limited to the left end of the annular spline cavity (10), and the annular drive plate (9-1c) abuts against the annular eaves plate 2 (5-3).
7. The clutch mechanism for use between a gearbox and a coupling as described in claim 6, characterized in that, A number of guide posts (f) are fixedly fixed in a circumferential direction on the outer periphery of the left end face (3-2) of the gearbox (3). A number of through holes penetrating the left and right end faces are provided in a circumferential direction on the sliding ring (9-1). The sliding ring (9-1) is slidably sleeved on the guide posts (f) through the through holes. The left end of the guide post (f) is provided with a second retaining wall (f-1) for limiting the sliding ring (9-1).
8. The clutch mechanism for use between a gearbox and a coupling as described in claim 7, characterized in that, The driving element is one of a hydraulic cylinder, a pneumatic cylinder, or an electric push rod.
9. The clutch mechanism for use between a gearbox and a coupling as described in any one of claims 2 to 8, characterized in that, It also includes a pressure plate (7), and the pressure plate (7) and the left end face of the gearbox input shaft (3-1) are provided with corresponding mounting holes. The pressure plate (7) is fixedly installed on the left end face of the gearbox input shaft (3-1) by a locking screw (8) passing through the mounting hole. The bearing inner ring (6-1) located on the bearing (6) is pressed and sleeved on the shoulder of the left end of the gearbox input shaft (3-1) by the pressure plate (7).
10. The clutch mechanism for use between a gearbox and a coupling as described in claim 9, characterized in that, The left end edge of the outer ring (6-2) of the bearing is provided with a retaining edge (6-2a) extending outward to the peripheral side. The right side of the outer peripheral surface of the retaining edge (6-2a) is provided with a plurality of teeth (6-3) extending outward to the peripheral side at intervals. A tooth groove (6-4) is formed between adjacent teeth (6-3). The left end edge of the inner side surface of the inner ring (b) on the right half (2-2) is provided with a plurality of teeth (b-2) extending inward to the peripheral side at intervals. A tooth groove (b-3) is formed between adjacent teeth (b-2). The size of the tooth groove (b-3) is sufficient to accommodate the passage of teeth (6-3) and the size of the tooth groove (6-4) is sufficient to accommodate the passage of teeth (b-2). After the bearing (6) is installed on the input shaft (3-1) of the gearbox, the teeth (6-3) are fitted one-to-one with the right side of the teeth (b-2).
Citation Information
Patent Citations
Drive arrangement for drivetrain
CN104755302A
Multifunctional compound machine tool power switching device
CN104895944A