Crowned tooth coupling convenient to disconnect transmission

Abstract

The invention discloses a crowned tooth coupling convenient for disconnecting transmission. A driving end assembly is connected with a driven end assembly through a connecting fastener; a lining in the driving end assembly is fixedly connected with a driving shaft, a driving shaft inner gear sleeve is connected with the driving shaft through a key, and a driving shaft outer gear sleeve is connected with the driving shaft inner gear sleeve in a meshed mode. The clamp is of a symmetrical split type structure, the clamp and the lining are connected in a matched mode through an annular right-angle groove structure, the clamp and the lining are locked and fixed through a bolt, a spring gasket and a nut, and the clamp is fixed outside the lining through a set screw. According to the drum-shaped tooth coupling, the split type half-sleeve structure that the hoop locks the outer tooth sleeve is additionally arranged, the excellent centering compensation performance of a standard drum-shaped tooth coupling is reserved, meanwhile, the rapid and axial-displacement-free connection and disconnection functions are achieved, and the maintainability and the overhauling efficiency of equipment are greatly improved. The main shaft of the device does not need to move in the whole dismounting process, misoperation is prevented, and when the hoop is not locked, the coupler can still transmit torque.

Description

Technical Field

[0001] This invention relates to the field of mechanical transmission connection device technology, specifically to a drum-shaped gear coupling, and more particularly to a flexible coupling structure that achieves multi-directional displacement compensation through the meshing of a drum-shaped outer gear sleeve and an inner gear ring. Background Technology

[0002] Currently, in mechanical transmission systems, drum-shaped gear couplings, due to their unique drum-shaped tooth meshing design, can effectively compensate for angular, radial, and axial displacements between shafts, while also possessing high torque density and wear resistance. They are widely used in heavy-duty applications such as mining machinery, metallurgical rolling mills, and marine propulsion. However, traditional drum-shaped gear couplings have the following significant drawbacks: 1) Difficult disassembly and maintenance: Its inner and outer gear rings adopt an integral sleeve structure, which requires a large axial distance to move the driving / driven device (such as a motor or gearbox) to disengage the mesh. Especially for large equipment or narrow installation space, this process often requires the assistance of hoisting tools, which is time-consuming and labor-intensive, and there is a risk of equipment repositioning.

[0003] 2) Low maintenance efficiency: During routine equipment maintenance (such as bearing replacement and seal overhaul), traditional structures require complete disconnection of the mechanical connection between the main and driven shafts, which significantly prolongs equipment downtime and affects the efficiency of continuous production lines.

[0004] In existing patented technologies, such as patent document (CN117628077A) which proposes "a drum-shaped gear coupling and assembly system with high stability that is easy to disassemble and assemble," the loosening problem is solved by the cooperation of collar, pin and nut. However, there are still key shortcomings: the half-coupling sleeves a / b are connected to the bolts by the diaphragm. To disconnect the transmission, the bolts and nuts must be removed first. The half-coupling sleeves still need to be moved axially to disengage the internal and external gears, which does not solve the core pain point of "axially moving the equipment". The tooth surface lubrication guide structure is not mentioned. Long-term operation is prone to tooth surface wear due to uneven lubrication. The weight matching and dynamic balance requirements of the fasteners are not considered. The vibration is large when rotating at high speed and the stability is insufficient. The patent document (CN222254774U) proposes a "quick-release drum-shaped gear coupling," which enhances the clamping force through high-strength bolts and tapered sleeves. However, the following problems still exist: the outer gear sleeves at the ends of the two gear rollers are fixed by round nuts and safety pins. When disconnecting, the safety pins and round nuts must be removed first, and then the outer gear sleeves and drive end components must be axially separated, which does not get rid of the limitation of "relying on axial movement"; there is no anti-misoperation design, and if the clamp is not locked, it can easily lead to transmission interruption; the core component is made of HT250 gray cast iron, with a tensile strength of only 250MPa, which is prone to tooth surface peeling or sleeve deformation under heavy load; the centerline runout detection and dynamic balancing requirements are not mentioned, resulting in large transmission deviations; there is no dedicated lubrication guiding structure, the tooth surface lubrication coverage is low, and the service life is shortened.

[0005] In summary, existing technologies cannot simultaneously address the four core requirements of "disconnecting the transmission without axial movement," "preventing misoperation," "high-speed stability," and "heavy-load wear resistance." There is an urgent need for a drum-shaped gear coupling that balances efficient maintenance and stable operation. Summary of the Invention

[0006] The purpose of this invention is to provide a drum-shaped gear coupling that facilitates disengagement of the transmission, in order to solve the problem mentioned in the background art of how to solve the problem of axial movement required by traditional couplings.

[0007] To achieve the above objectives, the present invention provides the following technical solution: a drum-shaped gear coupling with convenient disconnection of transmission, comprising a drive end assembly, a driven end assembly, and connecting fasteners. The drive end assembly is connected to the driven end assembly via the connecting fasteners. The drive end assembly includes a drive shaft, a bushing, a clamp, a set screw, an outer gear sleeve of the drive shaft, an inner gear sleeve of the drive shaft, a lock nut of the drive shaft, a lock screw, a retaining ring, and a second key. The bushing is fixedly connected to the drive shaft. The inner gear sleeve of the drive shaft is connected to the drive shaft via the second key. The outer gear sleeve of the drive shaft meshes with the inner gear sleeve of the drive shaft. The clamp has a symmetrical split structure. The clamp and the bushing are connected by an annular right-angle groove structure. The clamp is locked and fixed to the bushing by bolts, spring washers, and a second nut. The clamp is also fixed to the outside of the bushing by the set screw to constrain the axial relative position of the outer gear sleeve of the drive shaft.

[0008] Furthermore, the bushing and the drive shaft are installed using an interference fit, and the bushing is heated during installation.

[0009] Furthermore, the outer surface of the bushing is provided with an annular right-angle groove; the inner surface of the clamp is provided with a protrusion that matches the annular right-angle groove. The clamp can move up and down during the installation of the bushing. By moving the clamp up and down, the meshing area between the outer gear sleeve of the drive shaft and the inner gear sleeve of the drive shaft can be adjusted, thereby realizing the function of maintaining transmission and disconnecting transmission.

[0010] Furthermore, a gap is reserved at the top of the clamp for oil spraying and lubrication.

[0011] Furthermore, the retaining ring is sleeved on one side of the inner gear sleeve of the drive shaft and axially fixed by the drive shaft locking nut, which is fixed by a locking screw; the upper surface of the retaining ring is provided with grooves to facilitate the flow of lubricating oil from the drive end to the driven end under the action of gravity.

[0012] Furthermore, the contact teeth of the outer gear sleeve and the inner gear sleeve of the drive shaft shall not be less than 75%, and the contact area of ​​each tooth shall not be less than 50% along the tooth height and not less than 65% along the length.

[0013] Furthermore, the driven end assembly consists of a driven shaft outer gear sleeve, a cover, screws, a driven shaft inner gear sleeve, a key, a driven shaft lock nut, and a locking washer. The driven shaft outer gear sleeve is fixedly connected to the driving shaft outer gear sleeve by connecting fasteners. The inner teeth of the driven shaft outer gear sleeve mesh with the driven shaft inner gear sleeve. The driven shaft inner gear sleeve is connected to the driven shaft by a key. The driven shaft lock nut is prevented from loosening by the locking washer. The cover is fixed to the outside of the driven shaft inner gear sleeve by screws.

[0014] Furthermore, the connecting fastener consists of a reamed bolt, a washer, and a nut 1, used for detachably connecting the external gear sleeve of the drive shaft and the external gear sleeve of the driven shaft.

[0015] Furthermore, the drive shaft outer gear sleeve and the driven shaft outer gear sleeve are connected by reamed hole bolts to prevent the drive shaft outer gear sleeve and the driven shaft outer gear sleeve from loosening during transmission and damaging the gears.

[0016] Furthermore, the tooth profile of the drum-shaped gear coupling is a spherical profile to increase the axial and radial compensation capabilities during transmission.

[0017] Compared with the prior art, the beneficial effects of the present invention are: The easily disengaged drum-shaped gear coupling of this invention, through a split half-set structure with an added clamp locking the outer gear sleeve, achieves rapid, axial displacement-free connection and disconnection while retaining the excellent alignment compensation performance of the standard drum-shaped gear coupling, greatly improving the maintainability and maintenance efficiency of the equipment. The main shaft of the equipment does not need to move during the entire assembly and disassembly process, and it has anti-misoperation features, meaning that the coupling can still transmit torque even when the clamp is not locked. Attached Figure Description

[0018] Figure 1 This is a schematic diagram illustrating the application of the drum-shaped gear coupling of the present invention; Figure 2 This is a front view of the drum-shaped gear coupling structure of the present invention; Figure 3 This is a cross-sectional view (AA) of the drum-shaped gear coupling structure of the present invention; In the diagram: 1. Drive shaft; 2. Bushing; 3. Clamp; 4. Set screw; 5. Reamed bolt; 6. Drive shaft outer gear sleeve; 7. Washer; 8. Nut 1; 9. Driven shaft outer gear sleeve; 10. Cover; 11. Screw; 12. Driven shaft inner gear sleeve; 13. Driven shaft; 14. Key 1; 15. Driven shaft lock nut; 16. Driven shaft stop washer; 17. Drive shaft lock nut; 18. Locking screw; 19. Retaining ring; 20. Key 2; 21. Drive shaft inner gear sleeve; 22. Bolt; 23. Spring washer; 24. Nut 2; 100. Drive end assembly; 200. Driven end assembly; 300. Connecting fastener. Detailed Implementation

[0019] To enable those skilled in the art to better understand the technical solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. This description is merely illustrative and explanatory, and should not be construed as limiting the scope of protection of the present invention in any way.

[0020] like Figures 1 to 3 As shown in the figure, the present invention provides a drum-shaped gear coupling that facilitates disconnection of the transmission, comprising three parts: a drive end assembly 100, a driven end assembly 200, and a connecting fastener 300.

[0021] The drive end assembly 100 consists of a bushing 2, a clamp 3, a set screw 4, an outer gear sleeve of the drive shaft 6, a lock nut 17 of the drive shaft 17, a lock screw 18, a retaining ring 19, a key 20, an inner gear sleeve of the drive shaft 21, a bolt 22, a spring washer 23, and a nut 24. The bushing 2 and the drive shaft 1 are interference-fitted. The outer surface of the bushing 2 is provided with an annular right-angle groove. The clamp 3 is a symmetrical split structure. Its inner surface is provided with a protrusion that matches the annular right-angle groove. The clamp 3 is locked and fixed to the bushing 2 by bolts 22, spring washers 23 and nuts 24. The clamp 3 is fixed to the outside of the bushing 2 by set screws 4 to constrain the axial relative position of the drive shaft outer gear sleeve 6. The upper part of the clamp 3 is reserved for oil spraying lubrication. The drive shaft inner gear sleeve 21 transmits torque to the drive shaft 1 through key 20. The drive shaft outer gear sleeve 6 is meshed with the drive shaft inner gear sleeve 21. The retaining ring 19 is sleeved on one side of the drive shaft inner gear sleeve 21 and is axially fixed by the drive shaft locking nut 17. The drive shaft locking nut 17 is fixed by locking screws 18.

[0022] The driven end assembly 200 consists of a driven shaft outer gear sleeve 9, a cover 10, a screw 11, a driven shaft inner gear sleeve 12, a key 14, a driven shaft locking nut 15, and a stop washer 16. The driven shaft outer gear sleeve 9 is fixedly connected to the driving shaft outer gear sleeve 6 by connecting fasteners. The inner teeth of the driven shaft outer gear sleeve 9 mesh with the driven shaft inner gear sleeve 12. The driven shaft inner gear sleeve 12 is connected to the driven shaft 13 by the key 14. The driven shaft locking nut 15 is prevented from loosening by the stop washer 16. The cover 10 is fixed to the outside of the driven shaft inner gear sleeve 12 by the screw 11.

[0023] The fastener 300 consists of a reamed bolt 5, a washer 7, and a nut 18, and is used to detachably connect the drive shaft outer gear sleeve 6 and the driven shaft outer gear sleeve 9.

[0024] Preferably, the contact teeth of the outer gear sleeve 6 and the inner gear sleeve 21 of the drive shaft are not less than 75%, and the contact area of ​​each tooth is not less than 50% along the tooth height and not less than 65% along the length.

[0025] Preferably, the neutral bushing 2 and the drive shaft 1 of the drive end assembly must be installed with an interference fit, and the heating bushing 2 is used during installation.

[0026] Preferably, the tooth ratio can be selected based on the results of dynamic simulation analysis to ensure that the strength of the coupling meets the transmission requirements.

[0027] Preferably, the clamp 3 is symmetrically distributed in structure, and its upper part cannot completely cover the drive end, leaving a gap for gear meshing and oil lubrication.

[0028] Preferably, the upper surface of the retaining ring 19 should be designed with grooves to facilitate the flow of lubricating oil from the drive end to the driven end under the action of gravity.

[0029] Preferably, the bushing 2 and the drive shaft 1 are interference fit to prevent the bushing 2 from axial movement during operation, which would affect the safety of the equipment.

[0030] Preferably, the outer circle of the bushing 2 and the inner circle of the clamp 3 in the drive end assembly are machined with equidistant annular right-angle grooves. The clamp 3 can move up and down during installation with the bushing 2, adjusting the axial installation position according to the actual situation. By moving the installation position of the clamp 3 up and down, the meshing area between the outer gear sleeve 6 and the inner gear sleeve 21 of the drive shaft can be adjusted, thereby realizing the functions of maintaining transmission and disconnecting transmission.

[0031] Preferably, the drive shaft outer gear sleeve 6 at the driving end and the driven shaft outer gear sleeve 12 at the driven end are connected by a reamed bolt 5 to prevent the drive shaft outer gear sleeve 6 and the driven shaft outer gear sleeve 12 from loosening during transmission and damaging the gears.

[0032] Preferably, the inner gear sleeve 21 of the drive shaft is interference-fitted with the drive shaft 1, the inner gear sleeve 11 of the driven shaft and the driven shaft 12, and is connected by key 119 and key 13 respectively to prevent the inner gear sleeve from slipping during operation.

[0033] Preferably, the tooth profile of the drum-shaped tooth is a spherical profile to increase the axial and radial compensation capability during transmission.

[0034] Preferably, the set screw 4 connects the clamp 3 and the drive shaft outer gear sleeve 21. When the transmission between the driving end and the driven end is disconnected, the set screw 4 mainly bears the shear stress generated by the rotation of the drive shaft outer gear sleeve 21.

[0035] Preferably, the locking nut 17 of the drive shaft 1 uses a locking screw 18 to prevent axial displacement of the bushing 2 and the inner gear sleeve 21 of the drive shaft. The locking nut 15 of the driven shaft 13 uses a retaining washer 16 to prevent axial displacement of the inner gear sleeve 12 of the driven shaft.

[0036] Furthermore, each set of reamed bolts 5, washers 7, and nuts 18 should be weighed, with a weight difference of no more than 0.2g between them. Excess mass should be removed from the head end face of the reamed bolt 5. Numerical serial numbers should be printed on the ends of each set, corresponding one-to-one with the bolt mounting hole positions of the external gear sleeve.

[0037] Furthermore, the drive shaft inner gear sleeve 6, retaining ring 19, drive shaft locking nut 17, and locking screw 18 are dynamically balanced after assembly with the drive-end rotor. The driven shaft inner gear sleeve 12, driven shaft locking nut 15, and stop washer 16 are dynamically balanced with the driven-end rotor. During weight reduction, the outer diameter of both ends of the inner gear sleeve is ground, with a grinding depth not exceeding 4mm.

[0038] Furthermore, after installation, the runout of the center line should be measured. The runout of the end face of the drive shaft outer gear sleeve 6 and the end face of the cover 10 relative to the shaft center line should not exceed 0.02mm, and the runout of the outer circle of the drive shaft outer gear sleeve 6 and the driven shaft outer gear sleeve 9 relative to the shaft center line should not exceed 0.02mm.

[0039] The key innovation of this disengageable design lies in the addition of two independent, split-type clamps to the traditional integral external gear sleeve structure. By tightening the connecting bolts on the clamps, the two halves can be securely locked together, forming a rigid integral with the drive shaft's external gear sleeve. When it is necessary to disconnect the transmission between the drive and driven shafts, simply loosen the clamp bolts; after the clamps have loosened, adjust their relative position upwards, and then tighten the connecting bolts again. The transmission function of the coupling can be restored by adjusting the vertical position of the clamps. A significant advantage of this design is that during equipment maintenance, replacement, or repair, there is no need to axially move the motor or equipment spindle (which is usually necessary when disconnecting traditional couplings). Simply loosening the clamp bolts, opening the clamps, and moving their position disengages the transmission connection; the operation is extremely simple and quick, saving time and maintenance costs.

[0040] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A cogged disc coupling for facilitating breakaway transmission, characterized by: The application relates to a driving end assembly, a driven end assembly and a connecting fastener, wherein the driving end assembly is connected with the driven end assembly through the connecting fastener; the driving end assembly comprises a driving shaft, a bush, a clamp, a locking screw, a driving shaft outer tooth sleeve, a driving shaft inner tooth sleeve, a driving shaft locking nut, a locking screw, a stop ring and a key II; the bush is fixedly connected with the driving shaft; the driving shaft inner tooth sleeve is connected with the driving shaft through the key II; and the driving shaft outer tooth sleeve is in meshing connection with the driving shaft inner tooth sleeve; the clamp is a symmetrical split structure; the clamp and the bush are connected through an annular right-angle groove structure; the clamp is locked and fixed with the bush through a bolt, a spring washer and a nut II; and the clamp is fixed outside the bush through the locking screw and is used for restricting the axial relative position of the driving shaft outer tooth sleeve.

2. The easy disconnecting transmission of the gear ring coupling according to claim 1, characterized in that: The bush and the driving shaft are installed in an interference fit mode; and the bush is heated during installation.

3. The snap-toe drive coupler of claim 1 wherein: An annular right-angle groove is formed in the outer surface of the bush; a protrusion matched with the annular right-angle groove is arranged on the inner surface of the clamp; the clamp can move up and down during cooperation with the bush; the meshing area of the driving shaft outer tooth sleeve and the driving shaft inner tooth sleeve is adjusted by moving up and down the installation position of the clamp, so that the functions of keeping transmission and disconnecting transmission are realized.

4. The snap-toe drive coupler of claim 1 wherein: A gap is reserved on the upper part of the clamp for oil lubrication.

5. The snap-toe drive coupler of claim 1 wherein: The stop ring sleeve is arranged on one side of the driving shaft inner tooth sleeve and is axially fixed by the driving shaft locking nut; the driving shaft locking nut is fixed by the locking screw; and a groove is arranged on the upper surface of the stop ring, so that the lubricating oil of the driving end can flow to the driven end under the action of gravity.

6. The snap-toe drive coupler of claim 1 wherein: The contact teeth of the driving shaft outer tooth sleeve and the driving shaft inner tooth sleeve are not less than 75%; and the contact area of each tooth is not less than 50% along the tooth height and not less than 65% along the length.

7. The snap-toe drive coupler of claim 1 wherein: The driven end assembly is composed of a driven shaft outer tooth sleeve, a cover, a screw, a driven shaft inner tooth sleeve, a key I, a driven shaft locking nut and a stop washer. The driven shaft outer tooth sleeve is fixedly connected with the driving shaft outer tooth sleeve through a connecting fastener; the inner tooth of the driven shaft outer tooth sleeve is in meshing connection with the driven shaft inner tooth sleeve; the driven shaft inner tooth sleeve is connected with the driven shaft through the key I; the driven shaft locking nut is prevented from loosening through the stop washer; and the cover is fixed outside the driven shaft inner tooth sleeve through the screw.

8. The snap-toe drive coupler of claim 7, wherein: The connecting fastener is composed of a hinge hole bolt, a washer and a nut I and is used for detachably connecting the driving shaft outer tooth sleeve and the driven shaft outer tooth sleeve.

9. The snap-toe drive coupler of claim 8, wherein: The driving shaft outer tooth sleeve and the driven shaft outer tooth sleeve are connected through the hinge hole bolt, so that the driving shaft outer tooth sleeve and the driven shaft outer tooth sleeve are prevented from loosening and damaging the gear during transmission.

10. The jaw coupling for easy breakaway of the driving according to any of claims 1-9, characterized in that: The tooth profile of the drum gear coupling is a spherical profile, so that the axial and radial compensation capacity during transmission is increased.

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