Torque transmission device capable of compensating axial displacement

Abstract

The invention relates to the technical field of well drilling, in particular to a torque transmission device capable of compensating axial displacement. Comprising a variable-speed transmission shaft, an axial adjusting assembly and a coupler, the coupler is provided with a fixed coupler front end and a coupler rear end capable of moving in the axial direction, the coupler rear end is connected with the input end of the variable-speed transmission shaft, and the coupler front end is connected with the output end of a driving motor of the tractor. The variable-speed transmission shaft can be driven by the axial adjusting assembly to move axially. Axial displacement and displacement compensation of the variable-speed transmission shaft are achieved through the coupling capable of being in axial sliding fit with the variable-speed transmission shaft and the axial adjusting assembly, so that torque transmission of the driving motor is achieved, the variable-speed transmission device can be applied to a speed reducer to achieve different speed reduction gears, and automatic speed change of the tractor is achieved.

Description

Technical Field

[0001] This invention relates to the field of drilling technology, and more specifically to a torque transmission device capable of compensating for axial displacement. Background Technology

[0002] In downhole operations, the resistance encountered by the traction device often changes due to the complexity and variability of the environment. Traditional traction device designs are usually based on fixed speed and traction force, which is not flexible enough to cope with the ever-changing downhole environment and cannot be adjusted according to real-time conditions.

[0003] To overcome this challenge, introducing downhole speed regulation has become an effective solution. With speed regulation, the tractor can automatically or manually adjust its operating speed and traction force according to the resistance encountered. This adjustment not only allows the tractor to increase traction force to overcome resistance when facing obstacles, but also allows it to increase speed when encountering sections of the well with less resistance, thereby reducing equipment wear and energy consumption.

[0004] Implementing downhole speed-changing functionality requires a series of technical improvements to the traction device. These improvements enable the traction device to better adapt to the complex and ever-changing downhole working environment, significantly improve construction efficiency, reduce operator intervention frequency, and thus lower labor intensity and safety risks.

[0005] In conclusion, downhole speed change function is of great significance for improving the working performance and production efficiency of traction devices in complex environments, and is an important direction for the development of downhole operation technology.

[0006] To achieve more efficient traction operations, it would be beneficial to develop downhole speed change functionality, enabling the traction device to adjust the reduction ratio based on the resistance level, thereby controlling the speed and traction force.

[0007] The paper "Research Progress of Downhole Traction Devices" studies and introduces existing traction devices, but it does not provide feasible technologies on how to achieve speed change of the traction device.

[0008] Chinese patent application number CN201210190229.7 discloses a mechanical transmission two-speed winch applied to casing drilling rigs. The winch achieves gear switching by setting up a high-speed reduction mechanism and a low-speed reduction mechanism. Both reduction mechanisms adopt chain drive mechanism. This structure requires setting up multiple reduction mechanisms, which is complex and the chain drive mechanism has poor stability.

[0009] Chinese patent application CN200520079245.4 discloses a winch shifting mechanism, comprising a friction housing, friction plates, an air bladder, an air bladder frame, pneumatic components, and an intermediate shaft. The intermediate shaft is fixedly connected to the winch housing, the air bladder is fixedly connected to the intermediate shaft, the friction plates are connected to the air bladder, the air bladder is connected to the pneumatic components, and the friction housing is connected to the intermediate shaft, with the friction housing and friction plates corresponding in position. It enables safe and reliable shifting of drilling rig winches, has a simple structure, and offers flexible control. However, this shifting mechanism requires various accessories to function, resulting in a complex structure and poor stability.

[0010] To achieve automatic speed change of the traction device downhole, a new shifting mechanism has been introduced to adjust the reduction ratio of the traction device as needed, becoming a new research direction. This can not only significantly shorten the single-well construction time, but also ensure that the traction device can achieve maximum working efficiency under various resistance conditions. However, the existing shifting mechanisms have very complex motion trajectories, low reliability, and all require the use of friction plates and other structures, making them very complex. Summary of the Invention

[0011] The purpose of this invention is to address the shortcomings of existing technologies by providing a torque transmission device that can compensate for axial displacement. This device achieves axial displacement and displacement compensation of the transmission shaft through an axially sliding coupling and an axial adjustment component, thereby realizing torque transmission of the drive motor. Furthermore, it can be applied to reducers to achieve different reduction gears, thus enabling automatic speed change of the traction device.

[0012] The present invention discloses a torque transmission device capable of compensating for axial displacement, comprising a variable speed drive shaft, an axial adjustment assembly, and a coupling. The coupling has a fixed front end and an axially displaceable rear end. The rear end of the coupling is connected to the input end of the variable speed drive shaft, and the front end of the coupling is connected to the output end of the drive motor of a traction device. The variable speed drive shaft can be axially displaced under the drive of the axial adjustment assembly.

[0013] More preferably, it also includes an axially movable sleeve that is axially limited and cooperates with the transmission shaft. The axially movable sleeve can be axially displaced under the drive of the axial adjustment component. The transmission shaft is provided with a circumferential groove, and an annular flange is embedded in the groove. The annular flange is axially limited and cooperates with the axially movable sleeve.

[0014] Preferably, the axial movement sleeve includes a first axial movement sleeve semicircle and a second axial movement sleeve semicircle that are combined to form an annular movement sleeve, and a first bearing and a second bearing embedded in the annular movement sleeve. The first bearing and the second bearing are fitted with the outer wall of the transmission shaft. The annular movement sleeve has a limiting annular groove between the first bearing and the second bearing. The annular flange is embedded in the limiting annular groove and is axially limited by the limiting annular groove.

[0015] Preferably, the axial adjustment assembly further includes an actuating motor and a lead screw, wherein the output shaft of the actuating motor is coaxially connected to one end of the lead screw, and the lead screw is threadedly connected to the axial motion sleeve.

[0016] Preferably, one end of the front end of the coupling is connected to the output end of the drive motor, and the other end is provided with an axial displacement compensation groove inside. The axial displacement compensation groove includes a central groove and keyways radially distributed outside the central groove. One end of the rear end of the coupling is provided with a spline on the outer edge of the shaft body, and the other end is connected to the input end of the transmission shaft. The rear end of the coupling is slidably disposed in the axial displacement compensation groove, and the spline and the axial keyway are radially limited.

[0017] Preferably, the spline comprises a plurality of key bodies evenly distributed radially, the key body comprising a front key body and a rear key body, the radial height of the front key body being greater than the radial height of the rear key body, and the radial depth of the keyway being consistent with the radial height of the front key body.

[0018] Preferably, the front key body is an arched key body with a radial height in the middle that is higher than that at both ends, and the shaft at the rear end of the coupling used to set the arched key body is a spherical shaft with a diameter in the middle that is larger than that at both ends, and the spherical shaft is the same length as the arched key body.

[0019] Preferably, the radial cross-section of the key body and the keyway is a fan-shaped surface with a suitable shape.

[0020] Preferably, the rear end of the coupling is provided with a rear section shaft for connecting the transmission shaft, and the rear section key body is transitionally connected to the rear section shaft body through a tapered surface with a gradually decreasing diameter.

[0021] Preferably, the axial depth of the axial displacement compensation groove is greater than one-eighth of the axial displacement distance that the coupling needs to compensate.

[0022] Preferably, one end of the front end of the coupling is connected to the output end of the drive motor, and the other end is provided with an axial displacement compensation groove inside. The axial displacement compensation groove includes a central groove and a keyway radially through the front end of the coupling. The keyway is radially distributed outside the central groove and communicates with the central groove. One end of the rear end of the coupling is provided with a spline on the outer edge of the shaft body, and the other end is connected to the input end of the transmission shaft. The rear end of the coupling is slidably disposed in the axial displacement compensation groove, and the spline and the axial keyway are radially engaged.

[0023] Preferably, the spline includes a plurality of key bodies evenly distributed radially, the key bodies including a front key body and a rear key body distributed in a stepped manner, the radial height of the front key body being greater than the radial height of the rear key body, and the radial depth of the keyway being consistent with the radial height of the front key body.

[0024] Preferably, both the front key body and the rear key body are fan-shaped key bodies, the fan radius of the front key body is larger than that of the rear key body, the central groove is a circular groove, and the keyway is a fan-shaped keyway adapted to the shape of the fan-shaped key body.

[0025] Preferably, the axially moving sleeve is provided with a through hole and a threaded hole for engaging with the lead screw thread, and a radial limiting rod is provided axially through the through hole, and the radial limiting rod engages with the axially moving sleeve in a radial limiting engagement.

[0026] More preferably, it also includes an automatic transmission control system, the automatic transmission control system including...

[0027] The sampling module is used to collect the cable head voltage and / or power supply current of the traction device and send the collected voltage and / or current data to the control module;

[0028] The control module is used to output a low-speed control signal when the received voltage or current data exceeds a first preset value, and to output a high-speed control signal when the received voltage or current data is lower than a second preset value.

[0029] The low-speed control signal is used to control the motor to rotate in one direction, and the high-speed control signal is used to control the motor to rotate in another direction.

[0030] The torque transmission device for compensating for axial displacement provided in this application embodiment, by setting up a transmission shaft, an axial adjustment component, and a coupling, utilizes the axial adjustment component to realize the axial displacement of the transmission shaft, thereby achieving coupling between the transmission shaft and different parts of the reducer, and thus realizing speed change. While realizing torque transmission to the drive motor, it uses a coupling component that can slide relative to the axial direction to compensate for the axial displacement of the transmission shaft. Furthermore, when this device is combined with an automatic speed control system and applied to a traction device, it can achieve automatic speed change of the traction device by accurately monitoring the cable head voltage and supply current. This allows the traction device to operate in an optimal state, greatly improving its working efficiency, significantly reducing the labor intensity of operators, and bringing great convenience to engineering practice. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a side view of the torque transmission device of the present invention that can compensate for axial displacement;

[0033] Figure 2 for Figure 1 Sectional view along axis AA;

[0034] Figure 3 for Figure 1 BB-direction sectional view;

[0035] Figure 4 This is a three-dimensional structural schematic diagram of the transmission shaft of the present invention;

[0036] Figure 5 This is an exploded structural diagram of the transmission shaft of the present invention;

[0037] Figure 6 This is an exploded structural diagram of the axial moving sleeve of the present invention;

[0038] Figure 7 This is an axial cross-sectional view of the axial moving sleeve of the present invention;

[0039] Figure 8 This is a three-dimensional structural diagram of an embodiment of the coupling of the present invention in an extended state;

[0040] Figure 9 for Figure 8 The main view;

[0041] Figure 10 for Figure 8 Side view;

[0042] Figure 11 for Figure 10 Sectional view along axis AA;

[0043] Figure 12 This is a three-dimensional structural diagram of an embodiment of the coupling of the present invention in the contracted state;

[0044] Figure 13 for Figure 12 The main view;

[0045] Figure 14 for Figure 12 Side view;

[0046] Figure 15 for Figure 14 Sectional view along axis AA;

[0047] Figure 16 This is a three-dimensional structural diagram of one embodiment of the coupling front end of the present invention;

[0048] Figure 17 This is a three-dimensional structural diagram of one embodiment of the coupling front end of the present invention;

[0049] Figure 18 This is a front view of one embodiment of the rear end of the coupling of the present invention;

[0050] Figure 19 This is a side view of one embodiment of the rear end of the coupling of the present invention;

[0051] Figure 20 for Figure 19 Sectional view along axis AA;

[0052] Figure 21 This is a front view of another embodiment of the coupling of the present invention;

[0053] Figure 22 for Figure 21 Side view;

[0054] Figure 23 for Figure 22 Sectional view along axis AA;

[0055] Figure 24 This is a three-dimensional structural diagram of another embodiment of the coupling front end of the present invention;

[0056] Figure 25 This is a three-dimensional structural diagram of another embodiment of the coupling rear end of the present invention;

[0057] Figure 26 This is a schematic diagram of the limit rod assembly;

[0058] Figure 27 This is a schematic diagram illustrating the working principle of an automatic transmission control system. Detailed Implementation

[0059] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0060] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0061] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0062] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0063] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0064] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0065] References to "one embodiment" or "some embodiments" in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized. "A plurality" means "two or more."

[0066] like Figures 1-3As shown, the torque transmission device that can compensate for axial displacement provided in this embodiment includes a speed transmission shaft 2, an axial adjustment component, and a coupling 4. The coupling 4 has a fixed coupling front end 41 and a coupling rear end 42 that can move axially. The coupling rear end 42 is connected to the input end of the speed transmission shaft 2, and the coupling front end 41 is connected to the output end of the drive motor of the traction device. The speed transmission shaft 2 can move axially under the drive of the axial adjustment component.

[0067] In one embodiment, it further includes an axial movement sleeve 3 that is axially limited to the transmission shaft 2, and the axial movement sleeve 3 can be axially displaced under the drive of the axial adjustment component.

[0068] This embodiment proposes a preferred implementation of the variable speed drive shaft 2, the structure of which is as follows: Figure 4 , 5 As shown. A flange is required for assembly with axially moving components. To facilitate assembly with bearings, the flange cannot be integrated with the shaft body. Therefore, a groove is designed on the shaft body of the transmission shaft 2 for mounting the flange. In this embodiment, the transmission shaft 2 has an annular groove 25 in the middle of the shaft body. This groove 25 is used to mount the annular flange 21 and axially limit its movement to prevent axial slippage. The annular flange 21 is mounted at a point where the groove diameter is equal to the inner diameter of the two semicircles. The annular flange 21 is fixedly connected by two semicircular rings using bolts 24. The transmission shaft 2 has a flat key 23 at the input end. The output end 22 of the transmission shaft 2 is used to cooperate with the reducer to achieve gear shifting. The output end 22 can be designed and processed into various transmission shaft connection forms according to system requirements, such as keyed connection or spline connection.

[0069] This embodiment proposes a preferred implementation of an axially moving sleeve 3, the structure of which is as follows: Figure 6 , 7 As shown. The axial movement sleeve 3 includes a first axial movement sleeve semicircle 311 and a second axial movement sleeve semicircle 312 that are combined to form an annular movement sleeve 31, and a first bearing 32 and a second bearing 33 embedded in the annular movement sleeve 31. The first bearing 32 and the second bearing 33 are fitted to the outer wall of the transmission shaft 2. The annular movement sleeve 31 has a limiting annular groove 34 between the first bearing 32 and the second bearing 33. The annular flange 21 is embedded in the limiting annular groove 34 and is axially limited by the limiting annular groove 34. The two bearings are used for axial friction reduction support. To facilitate bearing assembly, both the first axial movement sleeve semicircle 311 and the second axial movement sleeve semicircle 312 are semicircular structures. When the axial movement sleeve 3 is axially displaced, the transmission shaft 2 can reach different axial positions as the axial movement sleeve 3 is axially displaced, due to the axial limiting relationship formed between the axial movement sleeve 3 and the transmission shaft 2.

[0070] To prevent the axially moving sleeve 3 from rotating, this embodiment provides a specific structure for the limiting component 7, such as... Figure 26 As shown. The limiting assembly 7 includes a radial limiting rod 71 and a limiting rod support 72. Two through holes 36 and a threaded hole 35 for threaded engagement with the lead screw 6 are axially provided on the axial moving sleeve 3. A radial limiting rod 71 is axially provided in each of the through holes 36, and the radial limiting rod 71 engages with the axial moving sleeve 3 in a radial limiting engagement. Both ends of the radial limiting rod 71 are fixed by the limiting rod support 72.

[0071] In one embodiment, to compensate for the axial displacement of the transmission shaft 2, such as Figures 8-20 One embodiment of coupling 4 is presented. Coupling 4 is a mechanical component used to securely connect the driving shaft and driven shaft in different mechanisms to rotate together and transmit motion and torque. This coupling is designed primarily to compensate for displacement caused by relative axial movement at both ends. It has a simple structure, consisting of only two parts, occupying little space, with low maintenance costs and easy replacement. It is suitable for applications where two drive shafts need axial movement, the structure is compact, the transmitted torque is large, and the components are assembled tightly and securely, such as the connection between the motor and reducer inside a traction device. This coupling is designed as a split structure consisting of a front end and a rear end, both of which can transmit torque even during normal operation with relative axial displacement.

[0072] The coupling 4 in this embodiment includes a front end 41 (axially fixed) and a rear end 42 (axially displaceable). One end of the front end 41 is connected to the output end of the drive motor 8, and the other end has an axial displacement compensation groove 411 inside. The axial displacement compensation groove 411 includes a central groove 412 and keyways 413 radially distributed outside the central groove 412. One end of the rear end 42 has a spline on the outer edge of the shaft body, and the other end is connected to the input end of the transmission shaft 2. The rear end 42 is slidably disposed in the axial displacement compensation groove 411, and the spline and the axial keyway 413 are radially limited. The transmission shaft 2 is driven axially by the torque output by the motor through the lead screw 6 and the axial movement sleeve 3, thereby driving the axial movement of the coupling reducer end (rear end), maintaining power transmission while axially moving. Meanwhile, threaded holes are designed at the front end 41 and rear end of the coupling where it is assembled with the drive shaft, for mounting fastening screws to limit the axial displacement between the coupling and the drive rod it is connected to; a key connection is adopted at the assembly point with the drive shaft.

[0073] A spline comprises several key bodies evenly distributed radially, the specific number of which can be determined according to actual needs. Each key body includes a front key body 421 and a rear key body 422. The radial height of the front key body 421 is greater than that of the rear key body 422, and the radial depth of the keyway 413 is consistent with the radial height of the front key body 421. The front key body 421 is an arched key body with a central radial height higher than both ends. The shaft section at the rear end 42 of the coupling used to house the arched key body is a spherical shaft 423 with a central diameter larger than both ends, and the spherical shaft 423 is the same length as the arched key body.

[0074] The area of ​​the transmission contact portion at the rear end 42 of the coupling is minimized through a special design using stepped and cylindrical sectional contact surfaces. This reduces resistance during axial movement and ensures key strength. The cylindrical sectional contact design, in addition to reducing the contact area, allows the coupling to maintain smooth transmission even with deflections of less than 1° between the front and rear couplings. This design ensures that transmission is not affected by deflections between the input and output shafts due to external or internal factors, resulting in stronger vibration resistance and improved adaptability and reliability of the coupling.

[0075] The radial cross-section of the key and keyway 413 is a fitted sector surface. The rear end 42 of the coupling is provided with a rear shaft 424 for connecting the transmission shaft 2. The rear key 422 is transitionally connected to the rear shaft 424 via a tapered surface 425 with a gradually decreasing diameter. The front end face of the tapered surface 425 is a plane perpendicular to the central axis of the shaft, forming a flange on the shaft. The spline and flange form a T-shape. This design further ensures the reliability of the spline strength.

[0076] The axial depth of the axial displacement compensation groove 411 is greater than one-eighth of the axial displacement distance that the coupling 4 needs to compensate for. This is to compensate for the axial displacement generated between the front end 41 and the rear end of the coupling and to ensure the stability of the coupling transmission.

[0077] In one embodiment, to compensate for the axial displacement of the transmission shaft 2, such as Figures 21-25 Another embodiment of the coupling 4 is also proposed. One end of the front end 41 of the coupling is connected to the output end of the drive motor, and the other end is provided with an axial displacement compensation groove 411 inside. The axial displacement compensation groove 411 includes a central groove 412 and a keyway 413 radially through the front end 41 of the coupling. The keyway 413 is radially distributed outside the central groove 412 and communicates with the central groove 412. One end of the rear end 42 of the coupling is provided with a spline on the outer edge of the shaft body, and the other end is connected to the input end of the transmission shaft 2. The rear end 42 of the coupling is slidably disposed in the axial displacement compensation groove 411, and the spline and the axial keyway 413 are radially engaged.

[0078] The coupling rear end 42 shaft 423 is cylindrical, and the spline provided on it includes several keys evenly distributed radially. The keys include a front key 421 and a rear key 422 distributed in a stepped manner. The radial height of the front key 421 is greater than the radial height of the rear key 422, and the radial depth of the keyway 413 is the same as the radial height of the front key 421.

[0079] Both the front key body 421 and the rear key body 422 are fan-shaped keys. The fan radius of the front key body 421 is larger than that of the rear key body 422. The central groove 412 is a circular groove, and the keyway 413 is a fan-shaped keyway that is adapted to the shape of the fan-shaped key body.

[0080] The axial motion sleeve 3 has an axially penetrating through-hole 36 and a threaded hole 35 for threaded engagement with the lead screw 6. A radial limiting rod 71 is axially penetrating through the through-hole 36, and the radial limiting rod 71 engages with the axial motion sleeve 3 in a radial limiting fit. The limiting rod assembly 7 consists of the radial limiting rod 71 and the limiting rod support assembly 72, which is used to limit the degrees of freedom of the axial motion sleeve and the transmission shaft other than axial displacement, acting similarly to a guide rail, making the system more stable and improving its vibration resistance. The radial limiting rod 71 is a very simple, smooth cylindrical shaft. Both ends of the shaft are fitted with the holes in the limiting rod support 71, and the shaft-hole fit is an interference fit. The surface of the shaft is fitted with the holes designed on the axial motion sleeve, and the shaft-hole fit is a transition fit. The limiting rod support has a threaded hole for fixing to the traction device structure with screws.

[0081] The couplings provided in the two embodiments described above can be more easily adapted to compact machine layouts, reducing their impact on the overall size of the equipment. Its design, consisting of only two parts, means a relatively simple manufacturing and assembly process, which not only reduces manufacturing costs but also improves assembly efficiency. The simple structure also means fewer potential points of failure, thus improving the reliability of the coupling. Due to its simple structure, this coupling requires relatively low maintenance. It may not require frequent lubrication or adjustment, thus reducing maintenance costs and time. When the coupling needs to be replaced, its simple structure makes the process quicker and easier. This reduces equipment downtime and improves production efficiency. Because it can compensate for axial displacement, this coupling is ideal for applications where there may be relative movement between shafts. At the same time, its compact design makes it ideal for environments with limited space. This coupling can handle high torque loads and is suitable for applications requiring high power transmission. Furthermore, the compact assembly and robust structure ensure the stability and reliability of the coupling under high loads and high-speed operation.

[0082] In summary, this coupling design is well-suited for applications with limited structural space, requiring compensation for axial displacement, transmission of high torque, and demands for low maintenance costs and easy replacement. For example, it may be ideal for use in certain industrial machinery, transmission systems, pumps, and compressors. However, the specific application scenario needs to be determined based on the actual needs and conditions of the equipment.

[0083] In one embodiment, an automatic transmission control system 200 may also be provided. The structure and working principle of the automatic transmission control system 200 are as follows: Figure 27 As shown. The automatic transmission control system 200 includes a sampling module 201 and a control module 202. The sampling module 201 is used to collect the cable head voltage and / or supply current of the traction device, and send the collected voltage and / or current data to the control module 202.

[0084] The control module 202 outputs a low-speed control signal when the received voltage or current data exceeds a first preset value, and outputs a high-speed control signal when the received voltage or current data is lower than a second preset value. When the received voltage or current data is between the first and second preset values, the current speed is maintained. Specifically, the low-speed control signal controls the motor 5 to rotate in one direction, and the high-speed control signal controls the motor 5 to rotate in the other direction.

[0085] The sampling module 201 can be implemented by using a sensor in conjunction with a current and voltage sampling circuit. Existing current and voltage sampling circuits in this field can be directly applied to this solution.

[0086] The control module 202 can be implemented by a control chip, a hardware circuit, or a combination of both. In this embodiment, the control module 202 consists of a hardware circuit (control circuit board) and a control chip (integrated with control software program).

[0087] The control circuit board plays a crucial role in the automatic transmission control system 200. It receives signals regarding cable head voltage and supply current, which directly reflect the operating status and workload of the traction device. Simultaneously, the control circuit board also receives control signals from the control software, which guide the board in precisely controlling the transmission system 100. Specifically, upon receiving a control signal, the board adjusts the state of the transmission system 100 according to the signal indication, ensuring the traction device operates in optimal condition.

[0088] The control program is crucial for the automated operation of the automatic transmission traction device. It determines the traction device's operating status and workload based on the magnitude and changes in cable head voltage and supply current. When the detected cable head voltage and supply current exceed or fall below specific thresholds, the control program decides whether to trigger the transmission system 100. When the detected voltage and current values ​​exceed a certain threshold, the control program sends a control signal to the control circuit board, instructing it to adjust the state of the transmission system 100, triggering its operation, causing the motor to rotate forward, thus completing the shift from high speed to low speed.

[0089] When the working environment changes, such as a decrease in resistance to the traction device, the cable head voltage and supply current may decrease to a certain value. At this time, the control program will trigger the transmission system 100 again, controlling the motor to reverse and completing the transition from low speed to high speed. This dynamic adjustment mechanism ensures that the traction device maintains optimal working condition under various working environments.

[0090] It's worth noting that after the gear shift is completed, the cable head voltage and supply current may change abruptly due to the change in the reduction ratio. However, the control program is highly intelligent and can ignore this sudden change because the power of the traction device remains constant. Over time, the cable head voltage and supply current will gradually return to the values ​​when the traction device is operating normally. The gear shift system will maintain the gear at the time of the completed action, preventing the voltage and current changes that inevitably occur during the action from causing the gear shift system to malfunction.

[0091] The torque transmission device for compensating for axial displacement provided by this invention, by setting up a transmission shaft 2, an axial adjustment component, and a coupling 4, utilizes the axial adjustment component to achieve axial displacement of the transmission shaft 2, thereby enabling coupling between the transmission shaft 2 and different parts of the reducer, and thus achieving speed change. While transmitting torque to the drive motor, it compensates for the axial displacement of the transmission shaft using a coupling component that can slide relative to it axially. When this device is combined with an automatic speed control system 200 and applied to a traction device, it can achieve automatic speed change of the traction device by accurately monitoring the cable head voltage and supply current. This allows the traction device to operate in its optimal state, greatly improving its working efficiency, significantly reducing the labor intensity of operators, and bringing great convenience to engineering practice.

[0092] In the above detailed description, various features are combined together in a single embodiment to simplify this disclosure. This approach to disclosure should not be construed as reflecting an intention that embodiments of the claimed subject matter require more features than are explicitly stated in each claim. Rather, as reflected in the appended claims, the invention is presented with fewer features than all of the features of the single disclosed embodiment. Therefore, the appended claims are hereby explicitly incorporated into the detailed description, wherein each claim stands alone as a preferred embodiment of the invention.

[0093] The disclosed embodiments have been described above to enable any person skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be applied to other embodiments without departing from the spirit and scope of this disclosure. Therefore, this disclosure is not limited to the embodiments given herein, but is consistent with the broadest scope of the principles and novel features disclosed in this application.

[0094] The foregoing description includes examples of one or more embodiments. It is certainly impossible to describe all possible combinations of components or methods in order to describe the above embodiments, but those skilled in the art will recognize that further combinations and arrangements of the various embodiments are possible. Therefore, the embodiments described herein are intended to cover all such changes, modifications, and variations that fall within the scope of the appended claims. Furthermore, the term "comprising" as used in the specification or claims is interpreted in a manner similar to the term "including," as it is used as a conjunction in the claims. Additionally, the use of any term "or" in the specification of the claims is intended to mean "non-exclusive or."

[0095] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A torque transmission device capable of compensating for axial displacement, characterized in that: The device includes a transmission shaft (2), an axial adjustment assembly, and a coupling (4). The coupling (4) has a fixed coupling front end (41) and an axially displaceable coupling rear end (42). The coupling rear end (42) is connected to the input end of the transmission shaft (2), and the coupling front end (41) is connected to the output end of the drive motor of the traction device. The transmission shaft (2) can be axially displaced under the drive of the axial adjustment assembly.

2. The torque transmission device capable of compensating for axial displacement according to claim 1, characterized in that: It also includes an axial movement sleeve (3) that is axially limited to the transmission shaft (2). The axial movement sleeve (3) can be axially displaced under the drive of the axial adjustment component. The transmission shaft (2) is provided with a circumferential groove (25). An annular flange (21) is embedded in the groove (25). The annular flange (21) is axially limited to the axial movement sleeve (3).

3. The torque transmission device capable of compensating for axial displacement according to claim 2, characterized in that: The axial movement sleeve (3) includes a first axial movement sleeve semicircle (311) and a second axial movement sleeve semicircle (312) that are combined to form an annular movement sleeve (31), and a first bearing (32) and a second bearing (33) embedded in the annular movement sleeve (31). The first bearing (32) and the second bearing (33) are configured to cooperate with the outer wall of the transmission shaft (2). The annular movement sleeve (31) has a limiting annular groove (34) between the first bearing (32) and the second bearing (33). The annular flange (21) is embedded in the limiting annular groove (34) and is axially limited by the limiting annular groove (34).

4. The torque transmission device capable of compensating for axial displacement according to claim 2, characterized in that: The axial adjustment assembly also includes an actuating motor and a lead screw (6). The output shaft of the actuating motor (5) is coaxially connected to one end of the lead screw (6), and the lead screw (6) is threadedly connected to the axial movement sleeve (3).

5. The torque transmission device capable of compensating for axial displacement according to claim 1, characterized in that: One end of the front end (41) of the coupling is connected to the output end of the drive motor, and the other end is provided with an axial displacement compensation groove (411) inside. The axial displacement compensation groove (411) includes a central groove (412) and a keyway (413) radially distributed outside the central groove (412). One end of the rear end (42) of the coupling is provided with a spline on the outer edge of the shaft body, and the other end is connected to the input end of the transmission shaft (2). The rear end (42) of the coupling is slidably disposed in the axial displacement compensation groove (411), and the spline is radially engaged with the axial keyway (413).

6. The torque transmission device capable of compensating for axial displacement according to claim 5, characterized in that: The spline includes a plurality of key bodies evenly distributed radially. The key body includes a front key body (421) and a rear key body (422). The radial height of the front key body (421) is greater than the radial height of the rear key body (422). The radial depth of the keyway (413) is consistent with the radial height of the front key body (421).

7. The torque transmission device capable of compensating for axial displacement according to claim 6, characterized in that: The front key body (421) is an arched key body with a radial height in the middle that is higher than that at both ends. The shaft body at the rear end (42) of the coupling, which is used to set the arched key body, is a spherical shaft body (423) with a diameter in the middle that is larger than that at both ends. The spherical shaft body (423) is the same length as the arched key body.

8. The torque transmission device capable of compensating for axial displacement according to claim 6, characterized in that: The radial cross-section of the key body and the keyway (413) is a fan-shaped surface with a shape fit.

9. The torque transmission device capable of compensating for axial displacement according to claim 5, characterized in that: The rear end (42) of the coupling is provided with a rear shaft body (424) for connecting the transmission shaft (2). The rear key body (422) is transitionally connected to the rear shaft body (424) through a tapered surface (425) with a gradually decreasing diameter.

10. The torque transmission device capable of compensating for axial displacement according to claim 5, characterized in that: The axial depth of the axial displacement compensation groove (411) is greater than one-eighth of the axial displacement distance that the coupling (4) needs to compensate.

11. The torque transmission device capable of compensating for axial displacement according to claim 1, characterized in that: One end of the front end (41) of the coupling is connected to the output end of the drive motor, and the other end is provided with an axial displacement compensation groove (411) inside. The axial displacement compensation groove (411) includes a central groove (412) and a keyway (413) radially through the front end (41) of the coupling. The keyway (413) is radially distributed outside the central groove (412) and communicates with the central groove (412). One end of the rear end (42) of the coupling is provided with a spline on the outer edge of the shaft body, and the other end is connected to the input end of the transmission shaft (2). The rear end (42) of the coupling is slidably disposed in the axial displacement compensation groove (411), and the spline and the axial keyway (413) are radially limited.

12. The torque transmission device capable of compensating for axial displacement according to claim 11, characterized in that: The spline includes a plurality of key bodies evenly distributed radially. The key bodies include a front key body (421) and a rear key body (422) distributed in a stepped manner. The radial height of the front key body (421) is greater than the radial height of the rear key body (422). The radial depth of the keyway (413) is consistent with the radial height of the front key body (421).

13. The torque transmission device capable of compensating for axial displacement according to claim 12, characterized in that: Both the front key body (421) and the rear key body (422) are fan-shaped key bodies. The fan radius of the front key body (421) is larger than that of the rear key body (422). The central groove (412) is a circular groove. The keyway (413) is a fan-shaped keyway that is adapted to the shape of the fan-shaped key body.

14. The torque transmission device capable of compensating for axial displacement according to claim 41, characterized in that: The axial moving sleeve (3) is provided with an axial through hole (36) and a threaded hole (35) for threaded engagement with the lead screw (6). A radial limiting rod (71) is provided axially through the through hole (36), and the radial limiting rod (71) engages with the axial moving sleeve (3) in a radial limiting engagement.

15. The torque transmission device capable of compensating for axial displacement according to claim 4, characterized in that: It also includes an automatic transmission control system (200), the automatic transmission control system (200) including... The sampling module (201) is used to collect the cable head voltage and / or power supply current of the traction device and send the collected voltage and / or current data to the control module (202); The control module (202) is used to output a low-speed control signal when the received voltage or current data exceeds a first preset value, and to output a high-speed control signal when the received voltage or current data is lower than a second preset value. The low-speed control signal is used to control the motor (5) to rotate in one direction, and the high-speed control signal is used to control the motor (5) to rotate in another direction.

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