Flexible coupling

Abstract

The flexible coupler comprises a driving shaft and a driven shaft, one end of the driven shaft is provided with an assembling shell, the assembling shell is provided with an assembling cavity extending in the axial direction of the driven shaft, and the driving shaft comprises a transmission section arranged in the assembling cavity in a matched mode; the transmission section is separated from the inner wall of the assembly cavity, a friction piece capable of swinging up and down is arranged on the peripheral face of the transmission section, and when the friction piece swings to the horizontal state, the friction piece makes friction contact with the inner wall of the assembly cavity. According to the flexible coupler, transmission is achieved through friction contact between the swinging friction piece and the driven shaft, friction force can absorb part of vibration and impact energy, the transmission structure is stable, meanwhile, friction can consume part of mechanical energy, the rotating speed of the driven shaft is reduced, and the situation that the speed is uncontrollable due to the too high rotating speed of the driving shaft is avoided; and the safety of the transmission system is ensured.

Description

Technical Field

[0001] The invention relates to the technical field of transmission equipment, and in particular to a flexible coupling. Background Art

[0002] In heavy machinery transmission units, a rigid coupling plus a brake disc structure is often used to connect the units. This structure is widely used due to its simple manufacturing, low cost and easy installation. However, the rigid coupling has no elastic elements and no compensation function, so it cannot absorb the vibration and impact of the unit. There is also a safety hazard caused by uncontrollable speed due to excessive speed. Summary of the invention

[0003] The present invention aims to solve the technical problems in the related technologies. To this end, an embodiment of the present invention proposes a flexible coupling, which utilizes the friction contact between a swingable friction part and a driven shaft to achieve transmission. The friction force can absorb part of the vibration and impact energy to make the transmission structure stable. At the same time, the friction can consume part of the mechanical energy, reduce the rotation speed of the driven shaft, avoid uncontrollable speed due to excessive rotation speed of the driving shaft, and ensure the safety of the transmission system.

[0004] The flexible coupling of the embodiment of the present invention includes a driving shaft and a driven shaft, an assembly shell is provided at one end of the driven shaft, the assembly shell is provided with an assembly cavity extending along the axial direction of the driven shaft, the driving shaft includes a transmission section fitted in the assembly cavity, the transmission section is spaced apart from the inner wall of the assembly cavity and a friction member that can swing up and down is provided on the outer peripheral surface of the transmission section, and when the friction member swings to a horizontal state, the friction member is in friction contact with the inner wall of the assembly cavity.

[0005] In the flexible coupling of the embodiment of the present invention, an assembly shell is provided at one end of the driven shaft, and the assembly shell is provided with an assembly cavity extending along the axial direction of the driven shaft. The driving shaft includes a transmission section fitted in the assembly cavity, the transmission section is spaced apart from the inner wall of the assembly cavity and a friction member that can swing up and down is provided on the outer peripheral surface of the transmission section. When the friction member swings to a horizontal state, the friction member is in friction contact with the inner wall of the assembly cavity. As a result, the friction member can be swung up to a horizontal position as the driving shaft rotates to achieve friction contact with the assembly shell, thereby driving the driven shaft to rotate, and the friction force can absorb part of the vibration and impact energy to make the transmission structure stable. At the same time, friction can consume part of the mechanical energy, reduce the rotation speed of the driven shaft, avoid uncontrollable speed due to excessive rotation speed of the driving shaft, and ensure the safety of the transmission system.

[0006] In some embodiments, there are a plurality of friction members, and the plurality of friction members are arranged at intervals along the circumference of the transmission section.

[0007] In some embodiments, at least two of the plurality of friction members are symmetrically arranged with respect to the transmission shaft.

[0008] In some embodiments, the driving shaft has a plurality of friction layers spaced apart in the axial direction thereof, and each of the friction layers includes at least one friction member.

[0009] In some embodiments, the friction members of at least two of the friction layers among the plurality of friction layers have different weights.

[0010] In some embodiments, the cross-sectional area of ​​the assembly cavity gradually increases in a direction away from the driven shaft, and the lengths of the friction members of the plurality of friction layers gradually increase in a direction away from the driven shaft.

[0011] In some embodiments, the inner peripheral surface of the assembly cavity is a frosted surface and / or the outer end surface of the friction member is a frosted surface.

[0012] In some embodiments, friction protrusions are provided on the outer end surface of the friction member.

[0013] In some embodiments, the friction part includes a connecting rod and a friction plate, one end of the connecting rod is rotationally connected to the transmission section, and the other end is connected to the friction plate. When the connecting rod swings to a horizontal state, the friction plate is opposite to and in contact with the inner circumferential surface of the assembly cavity.

[0014] In some embodiments, a reinforcing rib is provided between the connecting rod and the friction plate. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 Schematic diagram of the structure of a flexible coupling according to an embodiment of the present invention.

[0016] Reference numerals:

[0017] Driving shaft 1, transmission section 11, friction member 2, low-speed friction member 21, medium-speed friction member 22, high-speed friction member 23, driven shaft 3, assembly shell 4, frosted surface 5. DETAILED DESCRIPTION

[0018] Embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to be used to explain the present invention, but should not be understood as limiting the present invention.

[0019] like Figure 1As shown, the flexible coupling of the embodiment of the invention includes a driving shaft 1 and a driven shaft 3, an assembly shell 4 is provided at one end of the driven shaft 3, the assembly shell 4 is provided with an assembly cavity extending along the axial direction of the driven shaft 3, the driving shaft 1 includes a transmission section 11 fitted in the assembly cavity, the transmission section 11 is spaced apart from the inner wall of the assembly cavity and a friction member 2 which can swing up and down is provided on the outer peripheral surface of the transmission section 11, when the friction member 2 swings to a horizontal state, the friction member 2 is in friction contact with the inner wall of the assembly cavity.

[0020] It can be understood that the specific transmission process of the flexible coupling of the present application is: when the driving shaft 1 rotates to a certain speed, the friction part 2 will swing upward to a horizontal state under the action of centrifugal force. At this time, the friction part 2 can frictionally contact the inner wall of the assembly cavity, thereby driving the driven shaft 3 to rotate. During the contact between the friction part 2 and the assembly shell 4, the friction force can absorb part of the vibration and impact energy, making the transmission structure stable, and the friction can consume part of the mechanical energy, reducing the rotation speed of the driven shaft 3, avoiding uncontrollable speed due to excessive rotation speed of the driving shaft 1, and ensuring the safety of the transmission system.

[0021] In the flexible coupling of the embodiment of the present invention, an assembly shell 4 is provided at one end of the driven shaft 3, and the assembly shell 4 is provided with an assembly cavity extending along the axial direction of the driven shaft 3. The driving shaft 1 includes a transmission section 11 fitted in the assembly cavity, the transmission section 11 is spaced apart from the inner wall of the assembly cavity, and a friction member 2 that can swing up and down is provided on the outer peripheral surface of the transmission section 11. When the friction member 2 swings to a horizontal state, the friction member 2 is in friction contact with the inner wall of the assembly cavity. As a result, the friction member 2 can be swung up to a horizontal position as the driving shaft 1 rotates to achieve friction contact with the assembly shell 4, thereby driving the driven shaft 3 to rotate, and the friction force can absorb part of the vibration and impact energy to make the transmission structure stable. At the same time, friction can consume part of the mechanical energy, reduce the rotation speed of the driven shaft 3, avoid uncontrollable speed due to excessive rotation speed of the driving shaft 1, and ensure the safety of the transmission system.

[0022] Preferably, there are multiple friction members 2, and the multiple friction members 2 are arranged at intervals along the circumference of the transmission section 11. It can be understood that multiple friction members 2 can provide a larger friction contact area, thereby improving the braking ability and making the transmission more stable.

[0023] Preferably, at least two of the plurality of friction members 2 are arranged symmetrically with respect to the transmission shaft.

[0024] In some embodiments, the driving shaft 1 is provided with a plurality of friction layers arranged at intervals in the axial direction thereof, and each friction layer includes at least one friction member 2. Thus, each layer of friction member 2 can form friction contact with the driven shaft 3, providing a greater braking effect at the initial stage of contact, and providing better transmission stability by utilizing a larger friction contact surface.

[0025] In some embodiments, at least two friction layers among the multiple friction layers have different weights of friction members 2. It is understandable that the faster the speed of the driving shaft 1 is, the greater the friction contact area required between the friction member 2 and the assembly shell 4 is to meet the demand for smooth transmission, and the greater the weight of the friction member 2 is, the greater the speed requirement of the driving shaft 1 when it swings to a horizontal state. Therefore, by differentiating the weight of the friction member 2, the multi-layer friction member 2 can be made to swing adaptively according to the rotation speed of the driving shaft 1, so that the friction contact area is automatically increased according to the speed of the driving shaft 1, and different friction contact areas are automatically realized at different speeds.

[0026] For example, taking three layers of friction parts 2 as an example, and the weight of the first layer of friction parts 2 is less than the weight of the second layer of friction parts 2, and the weight of the second layer of friction parts 2 is less than the weight of the third layer of friction parts 2, then when the rotation speed of the driving shaft 1 is relatively low, only the friction parts 2 of the first layer can swing to a horizontal state. Since the rotation speed of the driving shaft 1 is relatively low, the braking provided by one layer of friction parts 2 can meet the demand for smooth transmission. As the rotation speed of the driving shaft 1 increases to the second gear, at this time, the braking provided by the first layer of friction parts 2 can no longer match the current rotation speed, but at this time the rotation speed of the driving shaft 1 can already drive the second layer of friction parts 2 to a horizontal position, then the friction contact between the second layer of friction parts 2 and the assembly shell 4 can compensate for the lack of braking ability. Similarly, when the rotation speed of the driving shaft 1 increases to the third gear, the third layer of friction parts 2 can be driven to a horizontal state to further increase the friction contact surface, so as to provide greater braking ability for high-speed transmission and meet the demand for smooth transmission.

[0027] In other embodiments, the gradient braking of the multi-layer friction member 2 is not limited to being achieved by using the difference in weight, for example, Figure 1 As shown, the cross-sectional area of ​​the assembly cavity gradually increases in the direction away from the driven shaft 3, and the length of the friction member 2 of the multiple friction layers gradually increases in the direction away from the driven shaft 3. It can be understood that the longer the friction member 2 is, the greater the centrifugal force required for it to swing to a horizontal state, that is, when the driving shaft 1 rotates at a low speed, the relatively short friction member 2 can swing to a horizontal state, when the speed of the driving shaft 1 increases to the second gear, the medium-length friction member 2 can swing to a horizontal state, and when the speed of the driving shaft 1 increases to the third gear, the relatively long friction member 2 can swing to a horizontal state. Therefore, as the speed of the driving shaft 1 increases, the friction members 2 of different layers gradually swing to a horizontal state and contact and rub with the assembly shell 4, thereby matching different braking capabilities for different speeds.

[0028] Specifically, Figure 1As shown, three layers of friction members 2 are arranged on the driving shaft 1, and are arranged in sequence as a low-speed friction member 21, a medium-speed friction member 22 and a high-speed friction member 23 in a direction away from the driven shaft 3. It can be seen that the low-speed friction member 21 is the shortest, and the medium-speed friction member 22 and the high-speed friction member 23 are successively longer. When the driving shaft 1 rotates at a low speed, the low-speed friction member 21 can be swung to a horizontal state to achieve contact friction with the assembly shell 4. At this time, since the speed of the driving shaft 1 is relatively low, the braking provided by the low-speed friction member 21 can meet the demand for smooth transmission. As the speed of the driving shaft 1 increases to the second gear, the braking provided by the low-speed friction member 21 can no longer match the current speed, but at this time the speed of the driving shaft 1 can drive the medium-speed friction member 22 to a horizontal position. The superposition of the medium-speed friction member 22 and the low-speed friction member 21 can provide greater braking capacity to match the current speed. Similarly, when the speed of the driving shaft 1 increases to the third gear, the high-speed friction member 23 can be driven to a horizontal state to further increase the friction contact surface, so as to provide greater braking capacity for high-speed transmission and meet the demand for smooth transmission.

[0029] Furthermore, the inner peripheral surface of the assembly cavity is a frosted surface 5 and / or the outer end surface of the friction member 2 is a frosted surface 5. As a result, the friction contact between the friction member 2 and the assembly cavity is more stable, and the braking effect and transmission stability are better.

[0030] Preferably, friction protrusions are provided on the outer end surface of the friction member 2 to further increase the stability and reliability of the friction contact and improve the braking capability.

[0031] In some embodiments, Figure 1 As shown, the friction member 2 includes a connecting rod and a friction plate. One end of the connecting rod is rotatably connected to the transmission section 11, and the other end is connected to the friction plate. When the connecting rod swings to a horizontal state, the friction plate is opposite to and in contact with the inner circumference of the assembly cavity.

[0032] Preferably, a reinforcing rib is provided between the connecting rod and the friction plate.

[0033] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axis", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0034] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0035] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral one; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0036] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0037] In the present invention, the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" etc. mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the described specific features, structures, materials or characteristics may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0038] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A flexible coupling, characterized in that: It includes a driving shaft and a driven shaft, one end of the driven shaft is provided with an assembly shell, the assembly shell is provided with an assembly cavity extending along the axial direction of the driven shaft, the driving shaft includes a transmission section fitted in the assembly cavity, the transmission section is spaced apart from the inner wall of the assembly cavity and a friction member that can swing up and down is provided on the outer peripheral surface of the transmission section, and when the friction member swings to a horizontal state, the friction member is in friction contact with the inner wall of the assembly cavity.

2. The flexible coupling according to claim 1, characterized in that: There are a plurality of friction members, and the plurality of friction members are arranged at intervals along the circumferential direction of the transmission section.

3. The flexible coupling according to claim 2, characterized in that: At least two of the plurality of friction members are symmetrically arranged with respect to the transmission shaft.

4. The flexible coupling according to claim 2, characterized in that: The driving shaft is provided with a plurality of friction layers spaced apart in the axial direction thereof, and each of the friction layers includes at least one friction member.

5. The flexible coupling according to claim 4, characterized in that: The friction members of at least two of the friction layers among the plurality of friction layers have different weights.

6. The flexible coupling according to claim 4, characterized in that: The cross-sectional area of ​​the assembly cavity gradually increases in a direction away from the driven shaft, and the length of the friction members of the plurality of friction layers gradually increases in a direction away from the driven shaft.

7. The flexible coupling according to claim 1, characterized in that: The inner peripheral surface of the assembly cavity is a frosted surface and / or the outer end surface of the friction member is a frosted surface.

8. The flexible coupling according to claim 1, characterized in that: The outer end surface of the friction piece is provided with friction protrusions.

9. The flexible coupling according to claim 1, characterized in that: The friction member includes a connecting rod and a friction plate, one end of the connecting rod is rotationally connected to the transmission section, and the other end is connected to the friction plate. When the connecting rod swings to a horizontal state, the friction plate is opposite to and in contact with the inner circumferential surface of the assembly cavity.

10. The flexible coupling according to claim 9, characterized in that: A reinforcing rib is provided between the connecting rod and the friction plate.

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