Centrifugal out-of-gear prevention spline clutch and using method thereof

Abstract

According to the centrifugal out-of-gear prevention spline clutch and the using method thereof, a change gear I is rotationally supported and installed on a shaft through a bearing, a clutch sleeve is connected with the shaft through a spline and can move in the axial direction of the shaft, and the clutch sleeve moving in the axial direction achieves meshing transmission or separation of the clutch sleeve and the change gear I through meshing teeth; the centrifugal out-of-gear preventing assembly is installed in a sinking groove in the side of the meshing tooth in a sinking mode and comprises a lock pin, a compression spring and a nut spring seat; the lock pin is elastically pre-tightened and installed in the sinking groove through the compression spring and the nut spring seat, and when the rotating speed is increased, the lock pin is thrown out of the sinking groove under the action of centrifugal force and then clamps and blocks the end face of the meshing tooth to prevent the clutch sleeve from axially moving. The technical problem that the clutch sleeve in the spline clutch is prone to disengagement in the axial direction is solved, and gear locking is firm, stable, safe, reliable, economical, practical and suitable for popularization.

Description

Technical Field

[0001] The present invention belongs to the technical field of mechanical engineering clutches, and particularly relates to a centrifugal anti-disengaging spline clutch and a using method thereof. Background Art

[0002] A spline clutch is a mechanism that realizes torque transmission and separation through the axial movement of splines, and is a commonly used speed-changing clutch device in a gear transmission. Generally, through the axial displacement of a clutch sleeve, the meshing transmission or separation of the clutch sleeve and a speed-changing gear is realized, so as to realize the transmission and separation of torque. During the operation of a gearbox, due to the structure and force, the fault of axial disengagement of the clutch sleeve often occurs.

[0003] In this regard, in the prior art, a non-disengaging gear seat synchronizer with a publication number of CN103982567A adopts a method of segmentally thinning the tooth thickness, and uses the micro-deformation after being stressed. The stepped teeth with variable tooth thickness and spring steel balls act together to prevent disengagement and limit the position. However, there is still a risk that the sliding sleeve will disengage after being subjected to a large force in this structure.

[0004] A gear anti-disengaging structure of a tractor gearbox with a publication number of CN203756916U processes the inner and outer splines that cooperate with each other during the clutch operation into reverse taper teeth. After being stressed, the axial force generated by the conical surface cancels out the disengagement force to prevent disengagement. However, when the disengagement force is greater than the axial force generated by the conical surface, the disengagement fault will also occur, and the reverse taper machining of the inner and outer splines is relatively complicated and the cost is high. In this regard, the following improved technical solutions are proposed. Summary of the Invention

[0005] The technical problem solved by the present invention: Provide a centrifugal anti-disengaging spline clutch and a using method thereof, and adopt an additional centrifugal anti-disengaging component to solve the technical problem that the clutch sleeve in the spline clutch is prone to axial disengagement.

[0006] The technical solution adopted by the present invention: A centrifugal anti-disengaging spline clutch includes a shaft, a bearing, a speed-changing gear I, and a clutch sleeve; the speed-changing gear I is rotatably supported on the shaft through the bearing, the clutch sleeve is connected to the shaft through splines, and the clutch sleeve can axially displace along the shaft. The axially displaced clutch sleeve realizes the meshing transmission or separation of the clutch sleeve and the speed-changing gear I through meshing teeth; it also includes a centrifugal anti-disengaging component, and the centrifugal anti-disengaging component is installed in a sunken groove beside the meshing teeth; the centrifugal anti-disengaging component includes a locking pin, a compression spring, and a nut spring seat; the locking pin is elastically pre-tensioned and installed in the sunken groove through the compression spring and the nut spring seat. When the rotational speed increases, the locking pin is thrown out of the sunken groove under the action of centrifugal force and blocks the end face of the meshing teeth, thereby preventing the axial movement of the clutch sleeve.

[0007] Further: An external cylindrical surface of the nut spring seat is provided with an external thread of the seat body, and the external thread of the seat body is in threaded fit with the internal thread at the top end of the sinking groove. A telescopic displacement space is reserved between the bottom end of the seat body of the nut spring seat and the bottom of the sinking groove, and the telescopic displacement space is used for the telescopic displacement of the locking pin. A stepped through hole is formed in the center of the seat body of the nut spring seat. A compression spring is coaxially press-fitted at the stepped part of the stepped through hole, and the compression spring is sleeved outside the locking pin. The locking pin is coaxial with the stepped through hole, and the locking pin has an inverted T-shaped structure. The T-shaped bottom end of the locking pin in the initial position contacts the bottom of the sinking groove, and the top end of the locking pin in the initial position extends out of the stepped through hole and is lower than the root height of the meshing tooth 1. The locking pin in the pre-tightening installation initial position is used to prevent jamming when the clutch sleeve axially displaces.

[0008] Further: It further includes a locknut. The locknut is in threaded fit with the top end of the locking pin coaxially. The locknut is used to increase the locking contact area of the locking pin, thereby increasing the locking force.

[0009] Further: Set the locking speed of the shaft to n revolutions per minute, the mass of the locking pin and the locknut to m kg, the distance from the centroid of the locking pin and the locknut to the center of the shaft to r mm, the stiffness coefficient of the compression spring to k N / mm, and the total compression amount of the compression spring when fully locked to x mm, and satisfy the following relationship: mrπn = 3×10 4 kx.

[0010] Further: It further includes a transmission gear II. The transmission gear II is rotatably supported on the shaft through a bearing. The structure and position of the transmission gear II are axisymmetrically arranged with those of the transmission gear I. A clutch sleeve is arranged between the transmission gear I and the transmission gear II. Through the axial displacement of the clutch sleeve, it is respectively engaged and transmitted with or separated from the transmission gear I or the transmission gear II.

[0011] Further: When the clutch sleeve forms meshing teeth with the internal spline of the transmission gear I or the transmission gear II through its external spline, the clutch sleeve is connected to the shaft through a spline. The clutch sleeve axially displaces along the shaft, and the axially displaced clutch sleeve realizes the meshing transmission or separation between the clutch sleeve and the transmission gear I or the transmission gear II through the meshing teeth.

[0012] When the clutch sleeve forms meshing teeth with the external spline of the transmission gear I or the transmission gear II through its internal spline, the clutch sleeve is connected to the spline hub through a spline. The spline hub is connected to the shaft through a key. The clutch sleeve axially displaces along the spline hub, and the axially displaced clutch sleeve realizes the meshing transmission or separation between the clutch sleeve and the transmission gear I or the transmission gear II through the meshing teeth.

[0013] The present invention also claims to protect a use method of a centrifugal anti-disengaging spline clutch. The use method is applicable to the clutch. The use method includes the neutral position of the clutch, the torque transmission position of the clutch, the locking position of the clutch, and the unlocking position of the clutch:

[0014] The neutral gear position of the clutch is as follows: The transmission gear I and / or the transmission gear II rotate freely relative to the shaft 1, the clutch sleeve is not engaged with the transmission gear I or the transmission gear II, and the power is not transmitted between the shaft and the transmission gear I or the transmission gear II.

[0015] The torque transmission position of the clutch is as follows: The said clutch sleeve is engaged with the transmission gear I or the transmission gear II through the meshing teeth, and the power is transmitted between the shaft and the transmission gear I or the transmission gear II.

[0016] The locking gear position of the clutch is as follows: When the shaft speed is greater than the set speed, under the action of centrifugal force, the locknut and the locking pin are thrown out of the sunk groove against the elastic force of the compression spring, and the locknut and the locking pin block the end face of the meshing teeth to prevent the axial movement of the clutch sleeve.

[0017] The gear disengaging position of the clutch is as follows: When the shaft speed is less than or equal to the set speed, the centrifugal force of the locknut and the locking pin is less than the elastic force of the compression spring, and the reset elastic force of the compression spring makes the locking pin reset to the initial position and no longer block the end face of the meshing teeth, realizing the gear disengagement of the clutch sleeve; after the clutch sleeve is completely disengaged from the meshing teeth of the transmission gear I or the transmission gear II after gear disengagement, the clutch returns to the neutral gear position.

[0018] Advantages of the present invention compared with the prior art:

[0019] 1. After the shaft speed of the present invention is greater than the set value, the locking pin is thrown out of the sunk groove against the spring force of the compression spring under the action of centrifugal force and then blocks the end face of the meshing teeth, thereby preventing the axial movement of the clutch sleeve. The locking gear is safe and reliable, without the risk of gear disengagement. Through innovations such as centrifugal force self-locking, embedded design, and dynamic adaptation to working conditions, the anti-disengagement performance and reliability of the traditional spline clutch are significantly improved. It is especially suitable for transmission scenarios with high speed, high load, and harsh environment, with low cost, high integration, and maintenance-free. It retains the characteristics of simple structure and high transmission efficiency of the spline clutch, and has broad application prospects.

[0020] 2. The pre-tightening installation structure of the nut spring seat and the locking pin in cooperation in the present invention realizes "no interference at low speed and reliable locking at high speed" of the anti-disengagement component through three innovations: dynamic displacement space, precise fit of the stepped through hole, and optimized installation of the initial position. Its technical advantages are significantly higher than those of the traditional structure, and it is especially suitable for transmission scenarios with high reliability and low maintenance cost.

[0021] 3. The locknut and the locking pin are combined and used in the present invention. The locking force is increased by 250%, meeting the high-load requirements. The contact area is expanded by 6-8 times, the stress is reduced to 1 / 3 of the traditional structure, and the anti-impact performance is increased by 3 times, adapting to extreme working conditions. It is especially suitable for transmission scenarios with heavy load, high speed, and maintenance-free.

[0022] 4. The closed-loop control of rotational speed - displacement - force in the present invention improves the locking accuracy by ±5%, and the compression spring absorbs about 30 - 40% of the impact kinetic energy, reducing the direct impact of the locking pin on the meshing teeth; the annular contact surface design of the locknut results in a contact area of 15 - 40 mm 2 , and the locking contact stress is reduced to 50 - 130 MPa, only 1 / 3 of that of the traditional line contact, significantly delaying wear; when the fatigue stiffness of the compression spring decreases by 10 - 15%, the locking force can be compensated and restored by fine-tuning the screwing depth of the locknut, extending the maintenance cycle to more than 500,000 cycles, and the self-compensation mechanism reduces the maintenance cost by 60%, which is especially suitable for heavy-load, high-speed, and maintenance-free transmission scenarios.

[0023] 5. The transmission gears I and II of the present invention are symmetrically arranged around the axis, and their module and number of teeth can be independently designed to achieve different power outputs. The axial length is shortened by 30%, the radial width is reduced by 20%, and the volume is reduced by 40%; the double gears share the impact, and the stress fluctuation is reduced by 50%, and the gear life is extended by 3 times; through the innovative architecture of the axisymmetric double-gear layout + axial gear selection of the clutch sleeve, the miniaturization, high efficiency, and high reliability of the transmission system are realized, which is especially suitable for transmission scenarios with limited space, frequent gear shifting, and maintenance-free requirements.

[0024] 6. The usage method of the centrifugal anti-shifting spline clutch of the present invention realizes the advantages of efficient transmission, anti-shifting safety, convenient operation, and low maintenance cost through its unique neutral gear position, torque transmission position, locking gear position, and unlocking gear position designs.

[0025] 7. The processing method of the centrifugal anti-shifting component of the present invention is traditional, economical and practical, easy to implement, and suitable for popularization. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 is Embodiment 1 of the neutral gear position of the clutch of the present invention;

[0027] Figure 2 is Figure 1 the enlarged detail view of part A;

[0028] Figure 3 is the structural schematic diagram of the nut spring seat of the present invention;

[0029] Figure 4 is the torque transmission diagram of the locking gear position of the clutch in Embodiment 1 of the present invention;

[0030] Figure 5 is Figure 4 the enlarged detail view of part A;

[0031] Figure 6 is Embodiment 2 of the neutral gear position of the clutch of the present invention;

[0032] Figure 7 isFigure 6 Detailed enlarged view of part A of

[0033] Figure 8 Torque transmission diagram of the clutch locking gear position for the second embodiment of the present invention;

[0034] Figure 9 is Figure 8 Detailed enlarged view of part A of

[0035] Figure 10 Third embodiment of the clutch neutral position of the present invention;

[0036] Figure 11 is Figure 10 Detailed enlarged view of part A of

[0037] Figure 12 Torque transmission diagram of the clutch locking gear position for the third embodiment of the present invention;

[0038] Figure 13 is Figure 12 Detailed enlarged view of part A of

[0039] Figure 14 Fourth embodiment of the clutch neutral position of the present invention;

[0040] Figure 15 is Figure 14 Detailed enlarged view of part A of

[0041] Figure 16 Torque transmission diagram of the clutch locking gear position for the fourth embodiment of the present invention;

[0042] Figure 17 is Figure 16 Detailed enlarged view of part A of

[0043] In the figure: 1 - shaft, 2 - bearing, 3 - transmission gear I, 4 - clutch sleeve, 5 - transmission gear II, 6 - locking pin, 7 - compression spring, 8 - locknut, 9 - nut spring seat, 901 - external thread, 902 - stepped through hole, 10 - spline hub, 11 - sunk groove, 12 - meshing teeth. Specific implementation mode

[0044] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the attached Figure 1-17 Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0045] (Such as Figures 6 to 9 、 Figures 14 to 17As shown in the figure, a centrifugal anti-disengaging spline clutch includes a shaft 1, a bearing 2, a transmission gear I 3, and a clutch sleeve 4. The transmission gear I 3 is rotatably supported on the shaft 1 through the bearing 2. The clutch sleeve 4 is connected to the shaft 1 through splines, so that when the shaft 1 rotates at a high speed, it can drive the clutch sleeve 4 to rotate synchronously at a high speed. And the clutch sleeve 4 can axially displace along the shaft 1. The axially displaced clutch sleeve 4 realizes the meshing transmission or separation between the clutch sleeve 4 and the transmission gear I 3 through the meshing teeth 12. Here, the meshing mode of the meshing teeth 12 includes the technical solution of the external spline of the clutch sleeve 4 meshing with the internal spline of the transmission gear I 3, or the technical solution of the internal spline of the clutch sleeve 4 meshing with the external spline of the transmission gear I 3. The clutch of the present invention further includes a centrifugal anti-disengaging component, and the centrifugal anti-disengaging component is installed in a side groove 11 beside the meshing teeth 12. The centrifugal anti-disengaging component includes a locking pin 6, a compression spring 7, and a nut spring seat 9. The locking pin 6 is elastically pre-tensioned and installed in the groove 11 through the compression spring 7 and the nut spring seat 9. When the rotational speed increases, the locking pin 6 is thrown out of the groove 11 under the action of centrifugal force and blocks the end face of the meshing teeth 12, thereby preventing the axial movement of the clutch sleeve 4.

[0046] It should be noted that when the lock pin 6 rotates at high speed, it is subjected to the centrifugal force to overcome the preload force of the compression spring 7, automatically throws out of the sink 11 and gets stuck in the gap of the meshing tooth 12, forming a mechanical lock. This process does not require external control and only depends on the speed change, realizing dynamic anti-slipping, which is particularly suitable for high-speed and high-load transmission scenarios. The centrifugal anti-slipping assembly is integrated into the sink 11 beside the meshing tooth 12, does not occupy additional axial or radial space, and avoids the damage to the compactness of the structure by traditional anti-slipping mechanisms (such as retaining rings and snap rings). The centrifugal anti-slipping assembly can be pre-installed in the sink 11, and can be quickly disassembled and assembled through the nut spring seat 9, which is convenient for maintenance and upgrading. After the lock pin 6 blocks the meshing tooth 12, the axial movement of the clutch sleeve 4 can be limited at the same time to avoid meshing failure caused by vibration or impact. The elastic preload force of the compression spring 7 can compensate for the clearance wear between the lock pin 6 and the meshing tooth 12, ensuring the reliability of the locking in long-term operation. The anti-shifting process is completely driven by the speed, without manual operation or additional sensors, reducing the complexity of operation. At low speeds, the lock pin 6 retracts to the sink 11 under the action of the spring force to reset the elastic force, avoiding interference with normal gear shifting; it automatically locks at high speeds to achieve "intelligent" anti-shifting. Compared with hydraulic or electromagnetic anti-shifting systems, the centrifugal design does not require complex control circuits or hydraulic pipelines, and only relies on mechanical structures to achieve functions, which is lower in cost and has a lower failure rate; there are no electronic components or hydraulic components, and it is suitable for harsh environments (such as dust, high temperature, vibration, etc.). It can be seamlessly integrated with the existing spline clutch structure, and only the sink 11 needs to be processed without significantly changing the main design. The centrifugal anti-shifting spline clutch significantly improves the anti-shifting performance and reliability of the traditional spline clutch through innovations such as centrifugal self-locking, embedded design, and dynamic adaptation to working conditions. It is especially suitable for transmission scenarios with high speed, high load, and harsh environment. It has low cost, high integration, and maintenance-free, and retains the characteristics of simple structure and high transmission efficiency of the spline clutch, and has broad application prospects.

[0047] Further: (such as Figure 2 , Figure 3 , Figure 7 , Figure 11 , Figure 15As shown, the outer cylindrical surface of the nut spring seat 9 is provided with an external thread 901 of the seat body. The external thread 901 of the seat body is in threaded fit with the internal thread at the top end of the sunk groove 11. A telescopic displacement space is reserved between the bottom end of the seat body of the nut spring seat 9 and the bottom of the sunk groove 11. The telescopic displacement space is used for the telescopic displacement of the locking pin 6. A stepped through hole 902 is formed in the center of the seat body of the nut spring seat 9. A compression spring 7 is coaxially press-fitted at the stepped part of the stepped through hole 902, and the compression spring 7 is sleeved outside the locking pin 6. The locking pin 6 is coaxial with the stepped through hole 902, and the locking pin 6 has an inverted T-shaped structure. The bottom end of the T-shaped structure of the locking pin 6 in the initial position contacts the bottom of the sunk groove 11. The top end of the locking pin 6 in the initial position extends out of the stepped through hole 902 and is lower than the root height of the meshing teeth 12. The locking pin 6 in the pre-tightening installation initial position is used to prevent jamming when the clutch sleeve 4 axially displaces.

[0048] It should be noted that: The nut spring seat 9 and the sunk groove 11 are screwed together through the external thread 901. The telescopic displacement space reserved between the bottom end of the seat body of the nut spring seat 9 and the bottom of the sunk groove 11 allows the nut spring seat 9 to axially displace to adjust the pre-tightening force of the compression spring 7 to meet the usage requirements under different working conditions. In the initial position, the bottom end of the inverted T-shaped structure of the locking pin 6 contacts the bottom of the sunk groove 11, and the compression spring 7 is in a pre-compressed state. The top end of the locking pin 6 is lower than the root height of the meshing teeth 12 to ensure that there is no interference in the axial displacement of the clutch sleeve 4. The diameter of the T-shaped neck of the locking pin 6 is smaller than the diameter of the stepped through hole 902, forming a radial clearance (usually 0.1 - 0.3 mm), allowing the locking pin 6 to tilt slightly under the action of centrifugal force to adapt to the non-uniform clearance of the meshing teeth 12; the diameter of the head of the inverted T-shaped structure is larger than the diameter of the stepped through hole 902, so that even if the thread of the nut spring seat 9 becomes loose, the locking pin 6 will not completely come out of the sunk groove 11. The design of the stepped through hole 902 presses the top end of the compression spring 7 through the stepped surface, and the bottom end of the compression spring 7 abuts against the bottom end face of the sunk groove 11 to form a "zero clearance" pre-tightening structure to avoid eccentric loading of the compression spring 7.

[0049] The comparison with the traditional retaining ring and snap ring anti-shifting structure is shown in Table 1:

[0050]

[0051]

[0052] Therefore, the pre-tightening installation structure of the nut spring seat 9 and the locking pin 6 in cooperation in the present invention realizes the "low-speed non-interference, high-speed reliable locking" of the anti-shifting component through three innovations: dynamic displacement space, precise fit of the stepped through hole 902, and optimized installation in the initial position. Its technical advantages are significantly higher than the traditional structure, and it is especially suitable for transmission scenarios with high reliability and low maintenance cost.

[0053] Furthermore: (such as Figure 2 , Figure 5 , Figure 7 ,Figure 9 , Figure 11 , Figure 13 , Figure 15 , Figure 17 As shown, it further includes a locknut 8, which is coaxially screwed and fitted with the top end of the locking pin 6. The locknut 8 is used to increase the locking contact area of the locking pin 6, thereby increasing the locking force. Through the coaxial screwing of the locknut 8 and the locking pin 6, the locking reliability and durability of the anti-shifting component are significantly improved.

[0054] It should be noted that: The locking of the ordinary locking pin 6 and the meshing tooth 12 usually depends on the line contact between the cylindrical surface of the locking pin 6 and the root chamfer of the meshing tooth 12, and the contact area is about 2 - 5 mm 2 , and the contact stress is as high as 300 - 500 MPa, which is easy to cause tooth surface crushing or locking pin deformation. Under instantaneous impact loads such as 5g acceleration, the line contact is prone to failure due to local yielding. When the locknut 8 of the present invention is screwed with the top end of the locking pin 6 through external threads, its bottom surface is designed as an annular contact surface, and the diameter is usually 1.5 - 2 times the diameter of the locking pin, and the contact area reaches 15 - 40 mm 2 , and the contact stress is reduced to 50 - 130 MPa, only 1 / 3 of the traditional structure. Similar to the "bolt - flange" connection, the flange surface disperses the bolt pre-tightening force over a large area to avoid local crushing. In addition, the locknut 8 and the locking pin 6 are connected by fine-pitch threads. When rotating at high speed, the nut will not loosen due to centrifugal force. Under impact loads, the friction force of the thread pair can absorb part of the kinetic energy (about 10 - 15%). The "double buffer" structure reduces impact damage. The first buffer: The compression spring 7 absorbs part of the impact energy, about 30 - 40%, reducing the direct impact of the locking pin on the meshing tooth. The second buffer: The annular contact surface of the locknut and the root plane of the meshing tooth form a "surface - surface" contact, and undergo a small elastic deformation under impact, with a deformation amount of about 0.02 - 0.05 mm, further dispersing the impact force. Similar to the "spring - buffer block" structure in an automobile suspension, the peak stress is reduced through multi-stage energy absorption. The comparison with the traditional locking pin structure is shown in Table 2:

[0055]

[0056] It can be seen that when the locknut 8 and the locking pin 6 are used in combination, the locking force is increased by 250%, meeting the high-load requirements. The contact area is expanded by 6 - 8 times, the stress is reduced to 1 / 3 of the traditional structure, and the impact resistance is increased by 3 times, adapting to extreme working conditions, especially suitable for heavy-duty, high-speed, and maintenance-free transmission scenarios.

[0057] Further: The set rotational speed of shaft 1 is n revolutions per minute, the mass of the locking pin 6 and the locknut 8 is m kg, the distance from the center of mass of the locking pin 6 and the locknut 8 to the center of shaft 1 is r mm, the stiffness coefficient of the compression spring 7 is k N / mm, and the total compression of the compression spring 7 at full lock is x mm, and the following relationship is satisfied: mrπn = 3×10 4 kx.

[0058] It should be noted that: Traditional anti-shifting designs (such as relying only on spring pre-tightening force) cannot achieve an explicit correlation between rotational speed and locking force, which is prone to "false locking at low speeds" or "shifting out of gear at high speeds". In contrast, this design uses a closed-loop control of rotational speed-displacement-force, improving the locking accuracy by ±5%. The compression spring 7 absorbs about 30-40% of the impact kinetic energy, reducing the direct impact of the locking pin 6 on the meshing teeth 12. Through the annular contact surface design of the locknut 8, the contact area reaches 15-40 mm 2 , and the locking contact stress is reduced to 50-130 MPa, only 1 / 3 of that of traditional line contact, significantly delaying wear. When the fatigue stiffness of the compression spring 7 decreases by 10-15% due to long-term use, the locking force can be restored by fine-tuning the screwing depth of the locknut 8 by about 0.1-0.3 mm to compensate for x, extending the maintenance cycle to more than 500,000 cycles. The self-compensation mechanism reduces the maintenance cost by 60%, especially suitable for heavy-duty, high-speed, maintenance-free transmission scenarios.

[0059] Further: (as shown in Figure 1 , Figure 4 , Figure 10 , Figure 12 ) It also includes a transmission gear II 5, which is rotatably supported on the shaft 1 through a bearing 2. The structure and position of the transmission gear II 5 are axisymmetrically arranged with those of the transmission gear I 3. A clutch sleeve 4 is arranged between the transmission gear I 3 and the transmission gear II 5, and through the axial displacement of the clutch sleeve 4, it meshes and transmits or separates with the transmission gear I 3 or the transmission gear II 5 respectively.

[0060] It should be noted that the variable-speed gear I 3 and the variable-speed gear II 5 are symmetrically arranged centered on the shaft 1. Their module and number of teeth can be designed independently. Different power outputs are achieved through the axial displacement of the clutch sleeve 4, similar to the "dual-gear - single-sliding sleeve" structure of a manual transmission. However, through the axisymmetric design, the two gears are axially misaligned to avoid the volume expansion of traditional multi-shaft transmissions. The clutch sleeve 4 is driven by a shift fork + hydraulic / electric actuator, with an axial displacement accuracy of ±0.05 mm. The hydraulic actuator can complete gear selection within 0.1 s, with a 50% speed increase compared to traditional mechanical shift forks. By stacking the two gears axially, the axial length is shortened by 30% compared to traditional side-by-side transmissions (requiring a dual-shaft + synchronizer), the radial width is reduced by 20%, and the volume is reduced by 40%. The dual gears share the impact, the stress fluctuation is reduced by 50%, and the gear life is extended by 3 times. Through the innovative architecture of axisymmetric dual-gear layout + axial gear selection of the clutch sleeve, miniaturization, high efficiency, and high reliability of the transmission system are achieved, especially suitable for transmission scenarios with limited space, frequent gear shifting, and maintenance-free requirements.

[0061] Furthermore: (as Figures 1 to 9 shown) When the clutch sleeve 4 forms meshing teeth 12 with the inner spline of the variable-speed gear I 3 or the variable-speed gear II 5 through its outer spline, the clutch sleeve 4 is connected to the shaft 1 through a spline. The clutch sleeve 4 axially displaces along the shaft 1, and the axially displaced clutch sleeve 4 realizes the meshing transmission or separation between the clutch sleeve 4 and the variable-speed gear I 3 or the variable-speed gear II 5 through the meshing teeth 12.

[0062] It should be noted that when the clutch sleeve 4 is connected to the shaft 1 through a spline, the axial displacement of the clutch sleeve 4 is driven by a shift fork. The clutch sleeve 4 realizes transmission switching through the meshing of its outer teeth with the inner teeth of the gear I / II. The spline connection transmits torque without an intermediate link, and the transmission efficiency is over 95%. In addition, the spline connection realizes the dual positioning of the clutch sleeve 4 in the axial and radial directions through multi-tooth meshing, ensuring that the concentricity error between the clutch sleeve 4 and the shaft 1 is controlled at the micron level. This high-precision centering characteristic significantly reduces the vibration and noise of the transmission system. During the switching process of the gear I / II, the meshing impact caused by eccentricity can be avoided, improving the transmission smoothness. The spline has a large number of teeth and a large contact area, significantly enhancing its anti-torsion load-bearing capacity. Experimental data shows that under the same outer diameter, the anti-torsion strength of the spline connection is 2 - 3 times that of the flat key connection. The tooth groove structure of the spline provides a clear guiding path for the shift fork, enabling the axial displacement accuracy of the clutch sleeve 4 to reach within ±0.01 mm. The multi-tooth meshing characteristic of the spline gives it a higher fault tolerance during the dynamic meshing process. The spline connection realizes transmission through the axial tooth groove, eliminating the need for additional space to arrange keys, shortening the axial length by 20% - 30%. Under the same torque transmission capacity, the diameter of the spline shaft 1 can be reduced by 15% - 20% compared to the flat key shaft 1, achieving a lightweight design.

[0063] (as Figures 10 to 17As shown in the figure, when the clutch sleeve 4 forms meshing teeth 12 with the external spline of the transmission gear I 3 or the transmission gear II 5 through its internal spline, the clutch sleeve 4 is connected to the spline hub 10 through a spline, the spline hub 10 is connected to the shaft 1 through a key, and the clutch sleeve 4 axially displaces along the spline hub 10. The axially displaced clutch sleeve 4 realizes the meshing transmission or separation between the clutch sleeve 4 and the transmission gear I 3 or the transmission gear II 5 through the meshing teeth 12.

[0064] It should be noted that: The clutch sleeve 4 is matched with the external spline of the spline hub 10 through an internal spline, and the spline hub 10 is then connected to the shaft 1 through a flat key, forming a three-stage transmission chain of "shaft - spline hub - clutch sleeve". The spline fit allows the clutch sleeve 4 to axially slide freely with a displacement accuracy of ±0.02 mm, adapting to multi-gear shifting. The spline hub 10 can be disassembled independently, facilitating the replacement of worn parts and shortening the maintenance time by 50%.

[0065] The comparison between the two is shown in Table 3:

[0066]

[0067] It can be seen that through different embodiments of direct connection by spline and connection with the spline hub 10, the high efficiency, low noise and high reliability of the transmission system are realized, especially suitable for transmission scenarios with large torque, frequent shifting and vibration sensitivity.

[0068] The present invention also claims a method for using a centrifugal anti-disengaging spline clutch. The method is applicable to the clutch, and the method includes the neutral gear position of the clutch, the torque transmission position of the clutch, the locking gear position of the clutch, and the disengaging gear position of the clutch:

[0069] (As shown in Figure 1 , Figure 2 , Figure 6 , Figure 7 , Figure 10 , Figure 11 , Figure 14 , Figure 15 ) The neutral gear position of the clutch is: The transmission gear I 3 and / or the transmission gear II 5 rotate freely relative to the shaft 1, the clutch sleeve 4 is not meshed with the transmission gear I 3 or the transmission gear II 5, and no power is transmitted between the shaft 1 and the transmission gear I 3 or the transmission gear II 5.

[0070] (As shown in Figure 4 , Figure 5 , Figure 8 , Figure 9 , Figure 12 , Figure 13 , Figure 16 , Figure 17As shown in the figure, the torque transmission position of the clutch is as follows: the clutch sleeve 4 meshes with the transmission gear I 3 or the transmission gear II 5 through the meshing teeth 12, and power is transmitted between the shaft 1 and the transmission gear I 3 or the transmission gear II 5.

[0071] (As Figure 5 , Figure 9 , Figure 13 , Figure 17 shown in the figure, the locking position of the clutch is as follows: when the rotational speed of the shaft 1 is greater than the set rotational speed, under the action of centrifugal force, the locknut 8 and the locking pin 6 are thrown out of the sunk groove 11 against the elastic force of the compression spring 7, and the locknut 8 and the locking pin 6 are engaged with the meshing teeth 12 to prevent the axial movement of the clutch sleeve 4.

[0072] The unlocking position of the clutch is as follows: when the rotational speed of the shaft 1 is less than or equal to the set rotational speed, the centrifugal force of the locknut 8 and the locking pin 6 is less than the elastic force of the compression spring 7, and the restoring elastic force of the compression spring 7 causes the locking pin 6 to return to the initial position and no longer engage with the meshing teeth 12, realizing the unlocking of the clutch sleeve 4; after the clutch sleeve 4 is completely separated from the meshing teeth 12 of the transmission gear I 3 or the transmission gear II 5 after unlocking, the clutch returns to the neutral position.

[0073] It should be noted that: the usage method of the centrifugal anti-disengaging spline clutch of the present invention realizes advantages such as efficient transmission, anti-disengaging safety, convenient operation and low maintenance cost through its unique neutral position, torque transmission position, locking position and unlocking position designs. Specifically, in the neutral position, the driving shaft 1 and the driven transmission gear I 3 or the transmission gear II 5 are completely separated, and torque transmission is interrupted. This design can avoid accidental engagement of power caused by misoperation when the vehicle is stationary or idling, significantly improving safety, especially suitable for scenarios such as construction machinery or motorcycles that require frequent starting and stopping. In the neutral position, there is no frictional contact between the driving part and the driven part, reducing mechanical wear and energy loss, extending the service life of the clutch, and at the same time reducing the maintenance frequency. When the rotational speed reaches the set threshold, power transmission is realized, and this process does not require manual intervention, significantly improving the shifting smoothness. During torque transmission, if the load exceeds the rated value, locking is realized to prevent damage to the transmission system due to overload. In the locking position, the transmission efficiency is close to 100%, suitable for scenarios with extremely high requirements for transmission accuracy. The mechanical rigid connection in the locking position can effectively resist external impacts and vibrations, ensuring the stability of the transmission system. In the unlocking position, under the restoring elastic force of the compression spring 7, the locking pin 6 quickly separates from the meshing teeth 12, enabling rapid shifting, suitable for equipment that needs to frequently switch working modes. The unlocking position can ensure rapid cut-off of power transmission in case of emergency (such as equipment failure) to prevent the expansion of accidents.

[0074] In addition, the processing method of the centrifugal anti-disengaging component of the present invention is more traditional than the taper processing method in the background technology, so it is economical and practical, safe and reliable, easy to implement, and suitable for popularization.

[0075] Specific Embodiment 1: (As Figures 1 to 5 shown) The clutch includes symmetric left and right speed change gears I 3 and speed change gears II 5, and the structure of the clutch sleeve 4 is also symmetric left and right. The clutch sleeve 4 and the internal spline made on the speed change gear I 3 or the speed change gear II 5 form meshing teeth 12 through its external spline. In this embodiment, the centrifugal anti-disengaging component is settled and installed in the outer sink grooves 11 on the left and right sides of the meshing teeth 12 of the clutch sleeve 4. During use, when the clutch sleeve 4 is located between the speed change gear I 3 and the speed change gear II 5, there is no power transmission between the shaft 1 and the speed change gear I 3 and the speed change gear II 5, and the clutch is in the neutral gear position. When the clutch sleeve 4 axially displaces to the right and slides into the internal teeth of the speed change gear I 3, the shaft 1 rotating at high speed drives the clutch sleeve 4 to rotate at high speed. The locking pin 6 of the centrifugal anti-disengaging component on the clutch sleeve 4 is thrown out under the action of centrifugal force. The thrown-out locking pin 6 hooks the end face of the internal spline of the speed change gear I 3 through the anti-loosening nut 8 to prevent the clutch sleeve 4 from disengaging. At this time, the torque of the shaft 1 is transmitted to the speed change gear I 3. When the rotational speed of the shaft 1 decreases, the locking pin 6 returns to the initial position under the reset elastic force of the compression spring 7, the clutch sleeve 4 is disengaged, and the disengaged clutch sleeve 4 axially slides out of the internal teeth of the speed change gear I 3 to disconnect the torque transmission between the shaft 1 and the speed change gear I 3, and the clutch returns to the neutral gear position; similarly, when the clutch sleeve 4 slides to the left, the torque transmission between the shaft 1 and the speed change gear II 5 is achieved.

[0076] Embodiment 2: (As Figures 6 to 9 shown) The clutch only includes the speed change gear I 3, and the clutch sleeve 4 of the clutch and the internal spline made on the speed change gear I 3 form meshing teeth 12 through its external spline. In this embodiment, the centrifugal anti-disengaging component is also settled and installed in the outer sink groove 11 of the meshing teeth 12 of the clutch sleeve 4. The principles of its neutral gear, torque transmission, locking, and disengaging are the same as those in Embodiment 1 and will not be elaborated here.

[0077] Embodiment 3: (As Figures 10 to 13As shown in the figure, the clutch includes a symmetrically arranged left and right transmission gear I 3 and transmission gear II 5, and the clutch sleeve 4 of the clutch forms meshing teeth 12 with the external splines made on the transmission gear I 3 and transmission gear II 5 through its internal splines. In this embodiment, the centrifugal anti-disengaging component is respectively installed in the sunk grooves 11 outside the meshing teeth 12 of the transmission gear I 3 and transmission gear II 5. The internal splines of the clutch sleeve 4 are meshed and connected with the external splines of the spline hub 10. The spline hub 10 is connected to the shaft 1 through a key. The clutch sleeve 4 axially displaces along the spline hub 10, and the internal splines of the axially displaced clutch sleeve 4 can also be meshed with the external splines of the transmission gear I 3 and transmission gear II 5. During use, when the clutch sleeve 4 is located between the transmission gear I 3 and transmission gear II 5, there is no power transmission between the shaft 1 and the transmission gear I 3 and transmission gear II 5, and the clutch is in the neutral gear position. When the clutch sleeve 4 axially displaces to the right until its right half structure completely slides into the external teeth of the transmission gear I 3, the high-speed rotating shaft 1 drives the spline hub 10 to rotate at a high speed. The high-speed rotating spline hub 10 drives the clutch sleeve 4 to rotate at a high speed. The clutch sleeve 4 meshes with the transmission gear I 3 to drive the transmission gear I 3 to rotate at a high speed to achieve torque output. The centrifugal anti-disengaging component on the high-speed rotating transmission gear I 3 has its locking pin 6 thrown out under the action of centrifugal force. The thrown-out locking pin 6 is blocked and limited by the anti-loosening nut 8 to hook the end face of the internal splines of the meshing teeth 12, thereby preventing the clutch sleeve 4 from disengaging. At this time, the torque of the shaft 1 is transmitted to the transmission gear I 3. When the rotational speed of the shaft 1 decreases, the locking pin 6 resets to its initial position under the reset elastic force of the compression spring 7, and the clutch sleeve 4 is disengaged. After disengagement, the clutch sleeve 4 axially slides to the left to withdraw from its meshing state with the external teeth of the transmission gear I 3, disconnecting the torque transmission between the shaft 1 and the transmission gear I 3, and the clutch returns to the neutral gear position. Similarly, when the clutch sleeve 4 slides to the left, the torque transmission between the shaft 1 and the transmission gear II 5 is achieved.

[0078] Embodiment 4: (As Figures 14 to 17 shown) The clutch only includes the transmission gear I 3, and the clutch sleeve 4 of the clutch forms meshing teeth 12 with the external splines made on the transmission gear I 3 through its internal splines. In this embodiment, the centrifugal anti-disengaging component is installed in the sunk groove 11 outside the meshing teeth 12 of the transmission gear I 3. The principles of its neutral gear, torque transmission, locking and disengaging are the same as those in Embodiment 3, and will not be elaborated here.

[0079] It can be found through the above description that: The locking of the present invention is safe and reliable, without the risk of disengagement, significantly improving the anti-disengaging performance and reliability of the spline clutch. It is especially suitable for transmission scenarios with high rotational speed, high load and harsh environment, with low cost, high integration and maintenance-free. It retains the characteristics of simple structure and high transmission efficiency of the spline clutch, and has broad application prospects.

[0080] The pre-tightening installation structure of the nut spring seat 9 and the locking pin 6 of the present invention realizes "no interference at low speed and reliable locking at high speed" of the anti-shifting component through three innovations: dynamic displacement space, precise fit of stepped through holes, and optimized installation of the initial position. Its technical advantages are significantly higher than those of traditional structures, and it is especially suitable for transmission scenarios with high reliability and low maintenance costs.

[0081] The anti-loosening nut 8 of the present invention is used in combination with the locking pin 6. The locking force is increased by 250%, meeting the high-load requirements. The contact area is expanded by 6 - 8 times, the stress is reduced to 1 / 3 of the traditional structure, and the impact resistance is increased by 3 times, adapting to extreme working conditions. It is especially suitable for transmission scenarios with heavy loads, high speeds, and maintenance-free.

[0082] The closed-loop control of rotational speed - displacement - force of the present invention improves the locking accuracy by ±5%. The compression spring absorbs about 30 - 40% of the impact kinetic energy, reducing the direct impact of the locking pin on the meshing teeth; the annular contact surface design of the anti-loosening nut has a contact area of 15 - 40 mm 2 , and the locking contact stress is reduced to 50 - 130 MPa, only 1 / 3 of the traditional line contact, significantly delaying wear; when the fatigue stiffness of the compression spring decreases by 10 - 15%, the locking force can be compensated and restored by fine-tuning the screwing depth of the anti-loosening nut, extending the maintenance cycle to more than 500,000 cycles. The self-compensation mechanism reduces the maintenance cost by 60%. It is especially suitable for transmission scenarios with heavy loads, high speeds, and maintenance-free.

[0083] The transmission gears I and II of the present invention are symmetrically arranged around the shaft 1. Their module and number of teeth can be independently designed to achieve different power outputs. The axial length is shortened by 30%, the radial width is reduced by 20%, and the volume is reduced by 40%; the double gears share the impact, and the stress fluctuation is reduced by 50%, and the gear life is extended by 3 times; through the innovative architecture of the axisymmetric double-gear layout + axial gear selection of the clutch sleeve 4, the miniaturization, high efficiency, and high reliability of the transmission system are achieved. It is especially suitable for transmission scenarios with limited space, frequent gear shifting, and maintenance-free.

[0084] The usage method of the centrifugal anti-shifting spline clutch of the present invention realizes advantages such as efficient transmission, anti-shifting safety, convenient operation, and low maintenance cost through its unique neutral position, torque transmission position, locking position, and unlocking position designs.

[0085] The processing method of the centrifugal anti-shifting component of the present invention is traditional, economical and practical, easy to implement, and suitable for popularization.

[0086] In summary, the present invention effectively solves the technical problem of easy axial shifting of the clutch sleeve in the spline clutch. The locking is safe, stable, firm, and reliable, economical and practical, and suitable for popularization.

[0087] Each embodiment in this specification is described in a related manner. For the same or similar parts among the embodiments, reference can be made to each other. Each embodiment focuses on the differences from other embodiments. The above description is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention. Any modification and equivalent replacement made within the spirit and principle of the present invention are included in the protection scope of the present invention.

Claims

1. A centrifugal anti-shift spline clutch, comprising a shaft (1), a bearing (2), a speed change gear I (3), and a clutch sleeve (4); characterized in that: The speed change gear I (3) is rotatably supported and installed on the shaft (1) through a bearing (2); the clutch sleeve (4) is connected to the shaft (1) through a spline, and the clutch sleeve (4) can be axially displaced along the shaft (1); the axially displaced clutch sleeve (4) realizes meshing transmission or separation between the clutch sleeve (4) and the speed change gear I (3) through the meshing teeth (12); it also includes a centrifugal anti-slip assembly, which is installed in a sink groove (11) beside the meshing teeth (12); the centrifugal anti-slip assembly includes a lock pin (6), a compression spring (7), and a nut spring seat (9); the lock pin (6) is elastically pre-tightened and installed in the sink groove (11) through the compression spring (7) and the nut spring seat (9); when the speed increases, the lock pin (6) overcomes the spring force of the compression spring (7) under the action of centrifugal force, is thrown out of the sink groove (11), and then blocks the end face of the meshing teeth (12) to prevent the clutch sleeve (4) from axial movement.

2. The clutch according to claim 1, characterized in that: The outer cylindrical surface of the nut spring seat (9) is provided with an outer seat thread (901), and the outer seat thread (901) is screwed and matched with the inner thread at the top of the sink groove (11). A telescopic displacement space is reserved between the bottom end of the seat body of the nut spring seat (9) and the bottom of the sink groove (11), and the telescopic displacement space is used for the telescopic displacement of the locking pin (6); the center of the seat body of the nut spring seat (9) is provided with a stepped through hole (902), and the stepped portion of the stepped through hole (902) is coaxially pressed. A compression spring (7) is installed, and the compression spring (7) is sleeved on the outside of the lock pin (6). The lock pin (6) is coaxial with the stepped through hole (902), and the lock pin (6) is an inverted T-shaped structure. The T-shaped bottom end of the lock pin (6) in the initial position contacts the bottom of the recessed groove (11), and the top end of the lock pin (6) in the initial position extends out of the stepped through hole (902) and is lower than the root height of the meshing tooth (12). The lock pin (6) in the initial position is pre-tightened to prevent the clutch sleeve (4) from getting stuck when the clutch sleeve (4) is axially displaced.

3. The clutch according to claim 2, characterized in that: It also includes a locking nut (8), which is coaxially screwed with the top end of the locking pin (6) and is used to increase the locking contact area of ​​the locking pin (6), thereby increasing the locking force.

4. The clutch according to claim 3, characterized in that: The set speed of the shaft (1) is n rpm, the mass of the locking pin (6) and the locking nut (8) is m kg, the distance between the center of mass of the locking pin (6) and the locking nut (8) and the center of the shaft (1) is r mm, the stiffness coefficient of the compression spring (7) is kN / mm, and the total compression amount of the compression spring (7) when the gear is fully locked is x mm, and the following relationship is satisfied: mrπn=3×10 4 kx.

5. The clutch according to claim 3, characterized in that: The invention also comprises a speed gear II (5), wherein the speed gear II (5) is rotatably supported and mounted on the shaft (1) via a bearing (2), wherein the structures and positions of the speed gear II (5) and the speed gear I (3) are axially symmetrical, and a clutch sleeve (4) is arranged between the speed gear I (3) and the speed gear II (5), and the clutch sleeve (4) is respectively engaged with or disengaged from the speed gear I (3) or the speed gear II (5) through axial displacement.

6. The clutch according to claim 5, characterized in that: When the clutch sleeve (4) forms meshing teeth (12) with the internal splines of the speed gear I (3) or the speed gear II (5) through its external splines, the clutch sleeve (4) is connected to the shaft (1) through the splines, and the clutch sleeve (4) is axially displaced along the shaft (1). The axially displaced clutch sleeve (4) realizes meshing transmission or separation of the clutch sleeve (4) and the speed gear I (3) or the speed gear II (5) through the meshing teeth (12); When the clutch sleeve (4) forms meshing teeth (12) with the external splines of the speed gear I (3) or the speed gear II (5) through its internal splines, the clutch sleeve (4) is connected to the spline hub (10) through the splines, and the spline hub (10) is connected to the shaft (1) through the keys. The clutch sleeve (4) is axially displaced along the spline hub (10), and the axially displaced clutch sleeve (4) realizes meshing transmission or separation of the clutch sleeve (4) and the speed gear I (3) or the speed gear II (5) through the meshing teeth (12).

7. A method for using a centrifugal anti-shift spline clutch, characterized in that: The method of use is applicable to the clutch according to claim 6, and the method of use includes the neutral position of the clutch, the torque transmission position of the clutch, the lock position of the clutch, and the disengagement position of the clutch: The neutral position of the clutch is: the speed gear I (3) and / or the speed gear II (5) rotate freely relative to the shaft (1), the clutch sleeve (4) is not engaged with the speed gear I (3) or the speed gear II (5), and power is not transmitted between the shaft (1) and the speed gear I (3) or the speed gear II (5); The torque transmission position of the clutch is as follows: the clutch sleeve (4) is meshed with the speed gear I (3) or the speed gear II (5) through the meshing teeth (12), and the power is transmitted between the shaft (1) and the speed gear I (3) or the speed gear II (5); The locking position of the clutch is as follows: when the rotation speed of the shaft (1) is greater than the set rotation speed, under the action of centrifugal force, the anti-loosening nut (8) and the locking pin (6) overcome the elastic force of the compression spring (7) and are thrown out of the sink groove (11), and the anti-loosening nut (8) and the locking pin (6) block the end surface of the meshing tooth (12) to prevent the clutch sleeve (4) from axial movement; The clutch disengagement position is as follows: when the rotation speed of the shaft (1) is less than the set rotation speed, the centrifugal force of the anti-loosening nut (8) and the lock pin (6) is less than the elastic force of the compression spring (7), and the resetting elastic force of the compression spring (7) causes the lock pin (6) to be reset to the initial position and no longer block the end face of the meshing tooth (12), thereby realizing the disengagement of the clutch sleeve (4); after the disengaged clutch sleeve (4) is completely separated from the meshing tooth (12) of the speed gear I (3) or the speed gear II (5), the clutch returns to the neutral position.

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