Electric clutch release mechanism for a water truck

Abstract

The present application relates to the technical field of water pipe car, in particular to a kind of electric clutch disengaging mechanism of water pipe car, including driving device and water pipe disc, the driving device includes motor, transmission sleeve, clutch sleeve and clutch gear, transmission sleeve is fixed to motor output shaft first end, clutch gear rotatably installed on motor output shaft second end, clutch gear and water pipe disc are clamped and are connected;The clutch sleeve is slidably arranged on the motor output shaft between transmission sleeve and clutch gear, and the clutch sleeve is driven to slide between the first position and the second position by transmission sleeve and is switched;When clutch sleeve is located at the first position, clutch sleeve and clutch gear are in transmission connection form;When clutch sleeve is located at the second position, clutch sleeve and clutch gear are in separation form.When clutch sleeve is located at the second position, clutch sleeve and clutch gear are in separation form, now for pipe pulling mode, when water pipe on water pipe disc is pulled out, there is no motor gear resistance, water pipe can be pulled out easily, save time and effort.

Description

Technical Field

[0001] This invention relates to the field of water pipe truck technology, and specifically to an electric clutch disengagement mechanism for a water pipe truck. Background Technology

[0002] In current agricultural irrigation practices, electric hose reels are key equipment, primarily used for the automatic retraction and storage of hoses. Their typical structure employs a direct engagement design between the motor assembly and the hose reel, with the motor output shaft driving the reel's rotation to automatically reel in the hose. However, this fixed engagement mechanism reveals significant drawbacks in practical applications: when the user needs to manually pull out the hose for irrigation, the mechanical connection between the motor and the hose reel remains, forcing the user to apply considerable force to overcome the electromagnetic resistance and gear meshing resistance within the motor. This resistance not only makes the hose-pulling process extremely strenuous, especially in complex terrain or under prolonged operating conditions, easily leading to user fatigue, but may also accelerate the wear of the hose reel bearings and motor components due to continuous reverse stress, thus shortening the overall lifespan of the equipment. Taking the published patent CN204634580U as an example, although this agricultural irrigation hose reel can effectively achieve automatic hose reeling, the rigid connection structure between its reeling motor and the reeling roller cannot be dynamically separated during the hose pulling stage. Users need to forcibly drag the hose to break through the engagement point, which not only reduces operating efficiency but also increases equipment maintenance costs. Existing technology fails to provide a reliable and automated disengagement mechanism to immediately release the transmission relationship between the motor and the hose reel when hose pulling is required, thereby optimizing the user experience and improving equipment adaptability.

[0003] To address the aforementioned issues, existing technologies urgently need improvement. Summary of the Invention

[0004] The purpose of this invention is to provide an electric clutch disengagement mechanism for a water pipe cart, which can automatically separate the motor from the water pipe coil, thereby reducing resistance when manually pulling the pipe, reducing user fatigue, and extending the service life of the equipment.

[0005] To achieve the above objectives, the applicable technical solution of this invention is as follows: The device includes a drive unit and a water pipe coil. The drive unit includes a motor, a transmission sleeve, a clutch sleeve, and a clutch gear. The transmission sleeve is fixed to the first end of the motor output shaft, and the clutch gear is rotatably mounted to the second end of the motor output shaft. The clutch gear and the water pipe coil are interlocked. The clutch sleeve is slidably disposed on the motor output shaft between the transmission sleeve and the clutch gear. The clutch sleeve is driven by the transmission sleeve to slide and switch between a first position and a second position. When the clutch sleeve is in the first position, the clutch sleeve and the clutch gear are in a transmission connection state. When the clutch sleeve is in the second position, the clutch sleeve and the clutch gear are in a disengaged state.

[0006] Furthermore, the present invention also proposes that the transmission sleeve is provided with a locking protrusion on the side near the clutch sleeve, and the clutch sleeve is provided with a locking groove on the side near the transmission sleeve, and the locking protrusion and the locking groove are connected in a transmission manner; the locking groove is provided with a low locking platform and a high locking platform; when the clutch sleeve is in the first position, the locking protrusion rotates to be located at the high locking platform; when the clutch sleeve is in the second position, the locking protrusion rotates to be located at the low locking platform.

[0007] Furthermore, the present invention also proposes that a guide slope portion that can be slidably configured with the card protrusion is provided between the lower card platform portion and the higher card platform portion.

[0008] Furthermore, the present invention also proposes that a spring plate mounting seat is fixed on the motor, and a clutch spring plate is installed on the spring plate mounting seat, with the clutch spring plate and clutch sleeve being limited; when the clutch sleeve is in the first position, the clutch spring plate is in a compressed energy storage state; when the clutch sleeve is in the second position, the clutch spring plate is in a springback reset state.

[0009] Furthermore, the present invention also proposes that the clutch sleeve slides within the spring plate mounting seat, and the outer wall of the clutch sleeve is provided with a spring plate limiting part that is limited by the clutch spring plate.

[0010] Furthermore, the present invention also proposes that the clutch sleeve is provided with a second locking protrusion on the side near the clutch gear, and the clutch gear is provided with a second locking groove on the side near the clutch sleeve; when the clutch sleeve is in the first position, the second locking protrusion and the second locking groove are in a meshing transmission connection; when the clutch sleeve is in the second position, the second locking protrusion and the second locking groove are in a separated state.

[0011] Furthermore, the present invention also proposes that the clutch gear is provided with a locking protrusion three on the side near the water pipe disc, and the water pipe disc is provided with a locking groove three on the side near the clutch gear, with the locking protrusion three and the locking groove three being locked together.

[0012] Furthermore, the present invention also proposes that the transmission sleeve be fixed to the first end of the motor output shaft by a fixing pin, and that a washer be provided on the side of the clutch gear near the clutch sleeve, and a washer be provided on the side of the clutch gear near the water pipe disc.

[0013] Furthermore, the present invention also includes a first bracket and a second bracket, with the water pipe coil rotatably installed between the first bracket and the second bracket, and the first bracket and the second bracket being connected by multiple support rods and multiple support columns.

[0014] Furthermore, the present invention also proposes that a pipe laying device be provided between the first bracket and the second bracket, the pipe laying device being connected by a synchronous belt and a water pipe disc; the first bracket is provided with a battery pack for providing power support to the motor.

[0015] As can be seen from the above, the electric clutch disengagement mechanism of the water pipe cart provided by the present invention realizes the transmission connection or separation of the motor and the clutch gear through the sliding switching mechanism of the clutch sleeve between the first position and the second position. It can realize the automatic separation of the motor and the water pipe coil, thereby reducing resistance when manually pulling the pipe, reducing user fatigue, and extending the service life of the equipment. Attached Figure Description

[0016] Figure 1 This is a three-dimensional view of the overall structure of the present invention; Figure 2 This is an exploded view of the overall structure of the present invention; Figure 3 yes Figure 2 Schematic diagram of one side of the greywater pipe coil; Figure 4 yes Figure 2 Exploded view of the drive unit; Figure 5 yes Figure 4 Schematic diagram of one side of the clutch sleeve; Figure 6 This is a cross-sectional view of the clutch sleeve of the present invention in the first position; Figure 7 yes Figure 6 Enlarged view of position A in the middle; Figure 8 This is a cross-sectional view of the clutch sleeve of the present invention in the second position; Figure 9 yes Figure 8 Enlarged view of position B in the middle.

[0017] In the picture: 1. Battery pack; 3. Bracket 1; 5. Drive unit; 6. Water pipe coil; 7. Support rod; 8. Support column; 9. Pipe manifold; 10. Synchronous belt; 11. Bracket 2; 51. Motor; 52. Transmission sleeve; 53. Fixing pin; 54. Clutch sleeve; 56. Washer 1; 57. Clutch gear; 58. Washer 2; 59. Clutch spring; 510. Spring mounting seat; 521. Snap-on protrusion 1; 541. Snap-on protrusion 2; 542. Snap-on slot 1; 543. Low-position snap-on platform; 544. High-position snap-on platform; 545. Guide slope; 546. Spring limiting part; 571. Snap-on protrusion 3; 572. Snap-on slot 2; 61. Snap-on slot 3. Detailed Implementation

[0018] The technical solutions of this invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are merely some, not all, of the embodiments of this invention. The components of this invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without inventive effort are within the scope of protection of this invention.

[0019] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this invention, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0020] Traditional electric hose reels typically use a motor assembly that meshes with the hose reel to automatically retract it, driving the reel to rotate. However, during hose pulling, the reel remains engaged with the motor output shaft, significantly increasing pulling resistance and wasting time and effort.

[0021] To address this issue, the present invention proposes an electric clutch disengagement mechanism for a water pipe trolley. This mechanism includes a drive unit 5 and a water pipe coil 6. The drive unit 5 comprises a motor 51, a transmission sleeve 52, a clutch sleeve 54, and a clutch gear 57. The transmission sleeve 52 is fixed to the first end of the output shaft of the motor 51, and the clutch gear 57 is rotatably mounted to the second end of the output shaft of the motor 51 and engages with the water pipe coil 6. The clutch sleeve 54 is slidably disposed on the output shaft of the motor 51 between the transmission sleeve 52 and the clutch gear 57, and slides between a first position and a second position driven by the transmission sleeve 52. When the clutch sleeve 54 is in the first position, it is in a transmission connection with the clutch gear 57; when the clutch sleeve 54 is in the second position, it is in a disengaged state. This effectively solves the problem of high resistance caused by the water pipe coil engaging with the motor during pipe pulling.

[0022] like Figures 1 to 9 As shown, specifically, the components of the electric clutch disengagement mechanism of the present invention can be implemented in the following ways: The drive unit 5 and the water pipe coil 6 constitute the core deployment and retraction system of the water pipe cart. The water pipe coil 6 can be designed as a disc structure with a central axis for winding the water pipe. The drive unit 5 can be installed on the side or rear of the water pipe coil 6, and the water pipe coil 6 is driven through a mechanical connection. For example, the drive unit 5 can be fixed to a support structure, and the water pipe coil 6 is rotatably mounted on the support structure via bearings.

[0023] The internal components of the drive device 5 include a motor 51, a transmission sleeve 52, a clutch sleeve 54, and a clutch gear 57. The motor 51 can be a DC motor or an AC motor, and its output shaft provides rotational power. The transmission sleeve 52, the clutch sleeve 54, and the clutch gear 57 can be coaxially mounted on the output shaft of the motor 51 to form a compact transmission chain.

[0024] The transmission sleeve 52 is fixed to the first end of the output shaft of the motor 51. This fixing method can adopt a variety of mechanical connection means. For example, the inner hole of the transmission sleeve 52 can be firmly fixed to the first end of the output shaft of the motor 51 through interference fit, key connection, spline connection or threaded connection, etc., to ensure that the rotational power of the motor 51 can be transmitted to the transmission sleeve 52 without loss.

[0025] The clutch gear 57 is rotatably mounted on the second end of the output shaft of the motor 51. This means that the clutch gear 57 can rotate freely on the output shaft of the motor 51 without being directly driven by the motor 51. For example, the center hole of the clutch gear 57 can be engaged with the output shaft of the motor 51 via a bearing or bushing, thereby allowing it to rotate independently.

[0026] A locking connection is established between the clutch gear 57 and the water pipe disc 6. This connection method is designed to ensure that the water pipe disc 6 can rotate when the clutch gear 57 is driven. For example, the outer side of the clutch gear 57 may have a protruding structure, while the inner side of the water pipe disc 6 has a corresponding groove structure, and the locking is achieved through the shape fit between the two. Alternatively, the two can be connected by mechanical fasteners such as pins and bolts, but separation is allowed under certain conditions.

[0027] The clutch sleeve 54 is slidably disposed on the output shaft of the motor 51 between the transmission sleeve 52 and the clutch gear 57. The inner hole of the clutch sleeve 54 can slide with the outer cylindrical surface of the motor 51 output shaft, allowing it to move freely along the axial direction. To guide the sliding of the clutch sleeve 54, a guide groove can be provided on the output shaft of the motor 51, or a guide key can be provided on the inner wall of the clutch sleeve 54.

[0028] The clutch sleeve 54, driven by the transmission sleeve 52, slides between a first position and a second position. When the clutch sleeve 54 is in the first position, it is in a transmission connection with the clutch gear 57. In this state, the power of the motor 51 is transmitted to the clutch sleeve 54 through the transmission sleeve 52, and then from the clutch sleeve 54 to the clutch gear 57, ultimately driving the water pipe disc 6 to rotate. For example, one end of the clutch sleeve 54 may have a toothed structure. When it slides to the first position, this toothed structure meshes with the corresponding toothed structure on the clutch gear 57, thereby achieving power transmission. When switching the clutch sleeve 54 to the second position, the transmission sleeve 52 is driven to rotate in the opposite direction. When the clutch sleeve 54 is in the second position, it is in a disengaged state from the clutch gear 57. In this state, the power transmission path between the clutch sleeve 54 and the clutch gear 57 is cut off, and the clutch gear 57 can rotate freely, no longer constrained by the motor 51. For example, when the clutch sleeve 54 slides to the second position, its tooth structure disengages from the tooth structure of the clutch gear 57, or a gap is left between the end face of the clutch sleeve 54 and the end face of the clutch gear 57, thereby achieving separation.

[0029] This invention, by setting a slidable switchable clutch sleeve 54, enables the water pipe coil 6 to be connected to the motor 51 for automatic pipe retraction during pipe winding; while during pipe pulling, the clutch sleeve 54 separates from the clutch gear 57, cutting off the power transmission between the water pipe coil 6 and the motor 51, thereby significantly reducing the rotational resistance of the water pipe coil 6 during pipe pulling, effectively solving the problem of time-consuming and laborious pipe pulling in the prior art, and improving the ease of use of the water pipe cart.

[0030] In some embodiments of the present invention described above, the clutch sleeve is driven by the transmission sleeve 54 to slide between a first position and a second position. However, in this process, the position switching of the clutch sleeve 54 may be unsmooth due to transmission instability or jamming, affecting the reliability of the transmission connection and the accuracy of the separation mode, thereby increasing the operating resistance and reducing efficiency.

[0031] In response, the present invention further proposes an improvement scheme, such as... Figure 4 and Figure 5 As shown, the transmission sleeve 52 has a locking protrusion 521 on the side near the clutch sleeve 54, and the clutch sleeve 54 has a locking groove 542 on the side near the transmission sleeve 52. The locking protrusion 521 and the locking groove 542 are connected in a transmission manner. The locking groove 542 has a low locking platform 543 and a high locking platform 544. When the clutch sleeve 54 is in the first position, the locking protrusion 521 rotates to the high locking platform 544. When the clutch sleeve 54 is in the second position, the locking protrusion 521 rotates to the low locking platform 543.

[0032] Specifically, the latching protrusion 521 is a protruding structure located on the outside of the transmission sleeve 52. Its main function is to cooperate with the latching groove 542 on the clutch sleeve 54 to achieve mechanical limiting, guiding, or transmission. The shape of the latching protrusion 521 can be designed in various forms according to actual needs. For example, it can be a rectangular protrusion with a certain height and width, or a protrusion with a semi-circular, trapezoidal, or wedge-shaped cross-section. Its material is usually a metal with good wear resistance and sufficient strength, such as alloy steel, or high-strength engineering plastics, to ensure that it is not easily worn or deformed during long-term use. The latching groove 542 is a groove structure located on the outside of the clutch sleeve 54. Its shape and size match the latching protrusion 521, and it is used to accommodate the latching protrusion 521 and guide its movement. The machining accuracy of the latching groove 542 is crucial to ensuring the smooth switching of the clutch sleeve 54 and the accuracy of positioning. The transmission connection between the latching protrusion 521 and the latching groove 542 means that the latching protrusion 521 and the latching groove 542 achieve power transmission and motion guidance through direct mechanical contact. When the transmission sleeve 52 rotates, the locking protrusion 521 on it drives the locking groove 542 on the clutch sleeve 54 to rotate together. The lower locking platform 543 is a specific area inside the locking groove 542, which is relatively low and provides a stable stopping point and support surface for the locking protrusion 521 when the clutch sleeve 54 is in the second position. When the locking protrusion 521 rotates and enters the lower locking platform 543, it can precisely lock the clutch sleeve 54 in the second position, ensuring that the clutch sleeve 54 and the clutch gear 57 are completely disengaged, avoiding accidental contact or interference. The lower locking platform 543 can be a flat bottom area or a slightly recessed positioning groove to enhance positioning stability. The higher locking platform 544 is another specific area inside the locking groove 542, which is relatively high and provides a stable stopping point and support surface for the locking protrusion 521 when the clutch sleeve 54 is in the first position. When the clutch protrusion 521 rotates and enters the high-position clutch platform 544, it can precisely lock the clutch sleeve 54 in the first position, ensuring a reliable transmission connection between the clutch sleeve 54 and the clutch gear 57. The high-position clutch platform 544 can be a raised platform or a limiting edge on the side wall of the clutch slot. Its design should be able to withstand the torque during transmission and provide sufficient support force.

[0033] Through the above technical solution, the locking protrusion 521 on the transmission sleeve 52 and the locking groove 542 on the clutch sleeve 54 form a stable transmission connection. When switching is required, it can also guide the clutch sleeve 54 to slide axially. The low-position locking platform 543 and the high-position locking platform 544 provided inside the locking groove 542 provide precise positioning and support for the clutch sleeve 54 in different working positions. Specifically, when the clutch sleeve 54 needs to be in the transmission connection state, the locking protrusion 521 rotates and stabilizes at the high-position locking platform 544, ensuring reliable meshing and power transmission between the clutch sleeve 54 and the clutch gear 57, and avoiding instability and slippage during transmission. When the clutch sleeve 54 needs to be in the disengagement state, the locking protrusion 521 rotates and stabilizes at the low-position locking platform 543, so that the clutch sleeve 54 and the clutch gear 57 are completely disengaged, effectively preventing additional resistance caused by component interference during pipe pulling. This design significantly improves the accuracy and stability of the clutch sleeve 54 position switching through mechanical engagement, effectively solving the jamming problem that may occur during clutch sleeve switching, thereby reducing operating resistance and improving the smoothness and efficiency of water pipe truck pipe laying and retraction operations.

[0034] In some embodiments of the present invention described above, a slot 542 is proposed to include a low-position slot 543 and a high-position slot 544 to realize the position switching of the clutch sleeve. However, during its implementation, the protrusion 521 may encounter resistance or jamming when sliding between the low-position slot 543 and the high-position slot 544, affecting the smoothness and reliability of the switching.

[0035] In this regard, the present invention further proposes that a guide slope portion 545 is provided between the low position card platform portion 543 and the high position card platform portion 544, which can be slidably disposed with the card protrusion 521.

[0036] The guide ramp 545 is a transition structure connecting the lower clutch platen 543 and the higher clutch platen 544. Its main function is to provide a smooth guide path for the movement of the clutch protrusion 521 between the lower clutch platen 543 and the higher clutch platen 544. The guide ramp 545 is designed to reduce friction and resistance of the clutch protrusion 521 during the switching process, thereby ensuring the smoothness and reliability of the clutch sleeve 54 position switching. Specifically, the guide ramp 545 can be designed as a gentle ramp with an optimized inclination angle to minimize the impact and wear of the clutch protrusion 521 during sliding. For example, the ramp can be linear, providing a constant slope so that the clutch protrusion 521 can stably transition from the lower clutch platen 543 to the higher clutch platen 544. In addition, the guide slope 545 can also be designed as an arc surface with a specific curvature, such as using a gradient curve or arc transition, to further optimize the sliding trajectory of the card protrusion 521, so that it maintains continuous and smooth movement throughout the switching process and avoids any sudden jamming or impact.

[0037] In some of the embodiments of the present invention described above, the clutch sleeve 54 is proposed to slide and switch positions on the output shaft of the motor 51 to achieve clutch disengagement. However, in the process of implementation, the position switching of the clutch sleeve 54 may not have an effective auxiliary mechanism, resulting in laborious and unsmooth operation.

[0038] To address this, the present invention further proposes that a spring plate mounting base 510 be fixed on the motor 51. This spring plate mounting base 510, as a structural component, is designed to provide a stable and precise mounting base for the clutch spring plate 59, ensuring that the clutch spring plate 59 can be correctly aligned and effectively act on the clutch sleeve 54. The spring plate mounting base 510 can be integrally formed with the motor 51 housing, or a separate bracket or plate can be fixed to the motor 51 housing by means of screws, rivets, or welding.

[0039] A clutch spring 59 is mounted on the spring mounting base 510. The clutch spring 59 is an elastic element that stores and releases mechanical energy, thereby assisting the movement of the clutch sleeve 54 between the first and second positions. The clutch spring 59 can be a helical compression spring, which stores energy through its compression; or it can be a leaf spring or an elastomer element, which provides elastic force through its deformation.

[0040] The clutch spring 59 and clutch sleeve 54 are mutually restrictive. This restriction is designed to constrain the relative movement between the clutch spring 59 and the clutch sleeve 54, ensuring that the force of the clutch spring 59 can effectively and stably act on the clutch sleeve 54, preventing misalignment or disengagement. For example, the outer wall of the clutch sleeve 54 may have a groove or flange, into which one end of the clutch spring 59 is correspondingly engaged or abutted, or the clutch sleeve 54 may have a spring seat or a limiting pin inside to fix the clutch spring 59.

[0041] When the clutch sleeve 54 is in the first position, the clutch spring 59 is in a compressed energy storage state. This means that when the clutch sleeve 54 is in a state of transmission connection with the clutch gear 57, the clutch spring 59 is compressed and stores elastic potential energy, accumulating energy for the subsequent disengagement operation.

[0042] When the clutch sleeve 54 is in the second position, the clutch spring 59 is in the spring-returning state. At this time, the clutch spring 59 releases its stored energy and generates a rebound force. This rebound force can assist the clutch sleeve 54 in moving to the second position (i.e., the state of being separated from the clutch gear 57), or after the clutch sleeve 54 reaches the second position, it can be held in that position by the rebound force of the spring, ensuring complete disengagement of the clutch.

[0043] Through the above technical solution, the present invention utilizes the energy storage and release mechanism of the clutch spring 59 to provide effective auxiliary power for the sliding switching of the clutch sleeve 54. When the clutch sleeve 54 switches from the first position to the second position, the compressed energy stored in the clutch spring 59 can be converted into a force that pushes the clutch sleeve 54 to move, thereby significantly reducing the external force required for operation and making the clutch disengagement process more effortless and smooth.

[0044] In some of the embodiments of the present invention described above, a limit setting for the clutch spring 59 and the clutch sleeve 54 is proposed to control the position switching of the clutch sleeve 54. However, in its implementation, the limit method lacks specific structural support, resulting in inaccurate or unstable limit setting, which may cause the clutch sleeve to deviate or the spring to fail, affecting the reliable switching of the clutch state.

[0045] In this regard, the present invention further proposes that the clutch sleeve 54 slides within the spring plate mounting seat 510, and the outer wall of the clutch sleeve 54 is provided with a spring plate limiting part 546 that is limited to the clutch spring plate 59.

[0046] Specifically, the clutch sleeve 54, as a key component for clutch engagement and disengagement, requires precise and stable axial sliding for reliable operation of the mechanism. By sliding the clutch sleeve 54 inside the spring plate mounting seat 510, the spring plate mounting seat 510 provides a clear sliding track and support for the clutch sleeve 54, effectively constraining its radial movement and preventing it from shifting, shaking, or jamming during sliding. For example, the inner wall of the spring plate mounting seat 510 can be designed as a cylindrical hole that matches the shape of the clutch sleeve 54, allowing the clutch sleeve 54 to slide axially within it in a tight fit. Alternatively, the inner wall of the spring plate mounting seat 510 can be provided with a guide groove, while the outer wall of the clutch sleeve 54 can be provided with a guide protrusion that mates with the guide groove, to achieve more precise linear guidance.

[0047] Meanwhile, the outer wall of the clutch sleeve 54 is provided with a spring plate limiting part 546 that limits the clutch spring plate 59. This spring plate limiting part 546 is a structure specifically designed on the outer wall of the clutch sleeve 54 for mechanical contact and positioning with the clutch spring plate 59. Its function is to provide a clear force point or engagement point for the clutch spring plate 59, ensuring that the clutch spring plate 59 can be accurately limited or have a preset elastic force applied when the clutch sleeve 54 is in different positions. For example, the spring plate limiting part 546 can be an annular groove into which the end of the clutch spring plate 59 can extend, thereby being stopped when the clutch sleeve 54 slides to a specific position. Alternatively, the spring plate limiting part 546 can be one or more bosses, into which the clutch spring plate 59 can abut against the sides or tops of these bosses to achieve axial limiting.

[0048] In some of the embodiments of the present invention described above, a sliding switching mechanism between the clutch sleeve 54 and the clutch gear 57 is proposed to realize transmission connection and separation. However, in the process of its implementation, the reliability of connection and separation may be insufficient. Specifically, the meshing structure is not clear enough, which may lead to slippage or wear during transmission and incomplete separation, resulting in residual resistance in the tube pulling operation and affecting the operating efficiency.

[0049] In this regard, the present invention further proposes that the clutch sleeve 54 has a second locking protrusion 541 on the side near the clutch gear 57, and the clutch gear 57 has a second locking groove 572 on the side near the clutch sleeve 54; when the clutch sleeve 54 is in the first position, the second locking protrusion 541 and the second locking groove 572 are in a meshing transmission connection; when the clutch sleeve 54 is in the second position, the second locking protrusion 541 and the second locking groove 572 are in a separated state.

[0050] Specifically, the second locking protrusion 541 serves as the active engagement component on the clutch sleeve 54. It can take various forms, such as a toothed protrusion, a square protrusion, or a wedge-shaped protrusion, and its design should ensure precise engagement with the second locking groove 572 during transmission. The second locking groove 572 serves as the passive engagement component on the clutch gear 57. Its shape corresponds to the second locking protrusion 541; for example, it can be a toothed groove, a square groove, or a wedge-shaped groove. It receives the second locking protrusion 541 and forms a mechanical interlock. When the clutch sleeve 54 moves to the first position under the action of the drive device 5, the second locking protrusion 541 and the second locking groove 572 achieve a meshing transmission connection. This meshing connection can be spur gear meshing, helical gear meshing, or other forms of interlocking structure. Its core is to ensure that the power of the motor 51 can be stably and reliably transmitted to the clutch gear 57, thereby driving the water pipe coil 6 to perform the pipe retraction operation. When the clutch sleeve 54 moves to the second position, the second locking protrusion 541 and the second locking groove 572 are in a disengaged state. At this point, the second protrusion 541 is completely disengaged from the second slot 572, and there is no mechanical contact between the two, thus completely cutting off the power transmission path.

[0051] In some of the above-mentioned solutions of the present invention, a clutch gear 57 and a water pipe disc 6 are connected in a locking manner to drive the water pipe disc 6 to rotate. However, in the process of its implementation, the locking connection structure may not be strong or precise enough, resulting in jamming, wear or increased disengagement resistance during transmission, which affects the efficiency and reliability of clutch disengagement.

[0052] In response, the present invention further proposes that the clutch gear 57 is provided with a locking protrusion 571 on the side near the water pipe plate 6, and the water pipe plate 6 is provided with a locking groove 61 on the side near the clutch gear 57, and the locking protrusion 571 and the locking groove 61 are connected in a locking manner.

[0053] Specifically, the clutch gear 57 has a locking protrusion 571 on the side near the water pipe disc 6. Its function is to act as the driving transmission component, reliably engaging with the locking groove 61 on the water pipe disc 6 when the clutch gear 57 rotates, thereby transmitting the rotational power of the clutch gear 57 to the water pipe disc 6. The locking protrusion 571 can be designed as a single or multiple protrusions evenly distributed along the circumference, for example, it can be a rectangular, trapezoidal, or semi-circular cross-section protrusion to adapt to different transmission requirements and space constraints. Furthermore, the edges of the locking protrusion 571 can be chamfered or rounded to facilitate smooth engagement and disengagement with the locking groove 61, reducing impact and wear. The water pipe disc 6 has a locking groove 61 on the side near the clutch gear 57. Its function is to act as the driven transmission component, forming a complementary mating structure with the locking protrusion 571 on the clutch gear 57, receiving the insertion of the locking protrusion 571, thereby realizing the locking connection between the water pipe disc 6 and the clutch gear 57. The slot 361 can be designed as a groove matching the number and shape of the protrusion 3571. For example, it can be a single or multiple grooves distributed circumferentially, with a cross-sectional shape corresponding to that of the protrusion 3571 to ensure a tight fit. The depth and width of the slot 361 should be sufficient to accommodate the protrusion 3571 and provide sufficient contact area to transmit torque, while allowing for smooth separation when needed. The locking connection between the protrusion 3571 and the slot 361 refers to the mechanical interlocking that fixes the clutch gear 57 and the water pipe disc 6 in a relatively fixed position in the axial or radial direction, thereby reliably transmitting torque. This connection method ensures that when the clutch gear 57 drives the water pipe disc 6 to rotate, there will be no relative slippage or disengagement between the two, guaranteeing the stability and efficiency of the transmission. The locking connection can be achieved by axially moving the clutch sleeve 54 to align and insert the protrusion 3571 with the slot 361, or by axially locking after rotational alignment. This connection method has the advantages of simple structure, reliable transmission, and ease of assembly and disassembly.

[0054] In some of the above-mentioned solutions of the present invention, an electric clutch disengagement mechanism is proposed to realize the clutch function. However, in the process of its implementation, the fixing method of the transmission sleeve 52 may not be firm, resulting in unstable operation of the mechanism. When the clutch gear 57 rotates, friction and wear may occur between the contact surface of the clutch sleeve 54 and the water pipe plate 6, affecting the life and reliability of the mechanism.

[0055] In this regard, the present invention further proposes that the transmission sleeve 52 is fixed to the first end of the output shaft of the motor 51 by the fixing pin 53, and the clutch gear 57 is provided with a first washer 56 on the side near the clutch sleeve 54, and a second washer 58 on the side of the clutch gear 57 near the water pipe plate 6.

[0056] The transmission sleeve 52 is fixed to the first end of the output shaft of the motor 51 by a fixing pin 53, aiming to provide a stable and reliable connection. The fixing pin 53 is a mechanical fastener, usually cylindrical or conical, which achieves a rigid connection between the transmission sleeve 52 and the first end of the output shaft of the motor 51 by interference fit or tight fit with mating holes, thereby preventing relative rotation and axial displacement. For example, the fixing pin 53 can be a cylindrical pin, which is fixed by pressing or hammering into a pre-drilled hole; or, the fixing pin 53 can be used in conjunction with a keyway. A keyway is machined on the first end of the output shaft of the motor 51, and a corresponding keyway is also machined in the inner hole of the transmission sleeve 52. Torque transmission is achieved through key connection, and the fixing pin 53 is used for axial positioning and further anti-loosening.

[0057] A washer 56 is provided on the side of the clutch gear 57 near the clutch sleeve 54. This washer 56 is an annular component placed between the clutch gear 57 and the clutch sleeve 54 to reduce friction and wear. For example, the washer 56 can be made of a material with a low coefficient of friction, such as bronze, nylon, or polytetrafluoroethylene (PTFE), as a thrust washer to withstand axial loads and reduce sliding friction; or, the washer 56 can also be a needle roller bearing washer or a ball bearing washer with integrated rolling elements to convert sliding friction into rolling friction, thereby significantly reducing frictional resistance.

[0058] A washer 58 is provided on the side of the clutch gear 57 near the water pipe disc 6. This washer 58 is also a ring-shaped component and is positioned between the clutch gear 57 and the water pipe disc 6 to further reduce friction and wear. For example, the washer 58 can be made of a material with good self-lubricating properties, such as oil-impregnated bearing material or composite material, to provide a low-friction interface between the clutch gear 57 and the water pipe disc 6; or, the washer 58 can be made of a material with a certain degree of elasticity, such as rubber or polyurethane, to provide cushioning between the clutch gear 57 and the water pipe disc 6, absorb shocks and vibrations, reduce noise, and improve the smoothness of the mechanism's operation.

[0059] The present invention further includes a first bracket 3 and a second bracket 11, with the water pipe coil 6 rotatably installed between the first bracket 3 and the second bracket 11. The first bracket 3 and the second bracket 11 are connected by a plurality of support rods 7 and a plurality of support columns 8.

[0060] When the bracket 1 3 and bracket 2 11 are supported on the ground, the water pipe coil 6 can be suspended in the air, thereby allowing the water pipe coil 6 to rotate, which facilitates pipe winding and pulling.

[0061] The present invention further proposes that a pipe laying device 9 is provided between the first bracket 3 and the second bracket 11, and the pipe laying device 9 is connected to the water pipe disc 6 via a synchronous belt 10; the first bracket 3 is provided with a battery pack 1 for providing power support for the motor 51.

[0062] Through the above technical solution, this invention effectively solves the problems of water pipe entanglement or uneven distribution due to the lack of an effective guiding mechanism during water pipe storage, and the inconvenience of fixed motor power supply, which limits the mobility and operational efficiency of the water pipe cart. Specifically, a pipe manifold 9 is set between bracket 1 (3) and bracket 2 (11) to provide effective guidance during the water pipe storage process, preventing the water pipe from entanglement or uneven distribution when the water pipe disc 6 rotates, thus ensuring that the water pipe can be stored neatly and efficiently. The pipe manifold 9 is connected to the water pipe disc 6 via a synchronous belt 10, achieving precise synchronization and coordination between the movement of the pipe manifold 9 and the water pipe disc 6. This not only avoids the need for manual intervention but also significantly improves the automation level and operational smoothness of the water pipe cart storage. At the same time, a battery pack 1 is set on bracket 1 (3) to provide integrated power support for the motor 51, eliminating the dependence on an external fixed power source and greatly enhancing the overall mobility and operational flexibility of the water pipe cart. The synergistic effect of these features optimizes the structural design of the water pipe truck, significantly improves the convenience of user operation and work efficiency, and makes the pipe collection operation of the water pipe truck more labor-saving, efficient and intelligent.

[0063] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other modifications under the guidance of the present invention without departing from the spirit and scope of the claims. All of these modifications are within the scope of protection of the present invention.

Claims

1. An electric clutch disengagement mechanism for a water pipe truck, characterized in that: The device includes a drive unit (5) and a water pipe coil (6). The drive unit (5) includes a motor (51), a transmission sleeve (52), a clutch sleeve (54), and a clutch gear (57). The transmission sleeve (52) is fixed to the first end of the output shaft of the motor (51), and the clutch gear (57) is rotatably mounted on the second end of the output shaft of the motor (51). The clutch gear (57) and the water pipe coil (6) are connected by a locking mechanism. The clutch sleeve (54) is slidably disposed on the output shaft of the motor (51) between the transmission sleeve (52) and the clutch gear (57). The clutch sleeve (54) is driven by the transmission sleeve (52) to slide between a first position and a second position. When the clutch sleeve (54) is in the first position, the clutch sleeve (54) and the clutch gear (57) are in a transmission connection state. When the clutch sleeve (54) is in the second position, the clutch sleeve (54) and the clutch gear (57) are in a disengaged state.

2. The electric clutch disengagement mechanism for a water pipe truck according to claim 1, characterized in that: The transmission sleeve (52) has a locking protrusion (521) on the side near the clutch sleeve (54), and the clutch sleeve (54) has a locking groove (542) on the side near the transmission sleeve (52). The locking protrusion (521) and the locking groove (542) are connected in a transmission manner. The locking groove (542) has a low locking platform (543) and a high locking platform (544). When the clutch sleeve (54) is in the first position, the locking protrusion (521) rotates to the high locking platform (544). When the clutch sleeve (54) is in the second position, the locking protrusion (521) rotates to the low locking platform (543).

3. The electric clutch disengagement mechanism for a water pipe truck according to claim 2, characterized in that: A guide slope portion (545) is provided between the low position card platform portion (543) and the high position card platform portion (544) and can be slidably disposed with the card protrusion (521).

4. The electric clutch disengagement mechanism for a water pipe truck according to claim 1, characterized in that: A spring plate mounting seat (510) is fixed on the motor (51), and a clutch spring plate (59) is installed on the spring plate mounting seat (510). The clutch spring plate (59) is limited to the clutch sleeve (54). When the clutch sleeve (54) is in the first position, the clutch spring plate (59) is in the compression and energy storage state. When the clutch sleeve (54) is in the second position, the clutch spring plate (59) is in the springback and reset state.

5. The electric clutch disengagement mechanism for a water pipe truck according to claim 4, characterized in that: The clutch sleeve (54) is slidably located inside the spring plate mounting seat (510), and the outer wall of the clutch sleeve (54) is provided with a spring plate limiting part (546) that is limited to the clutch spring plate (59).

6. The electric clutch disengagement mechanism for a water pipe truck according to claim 1, characterized in that: The clutch sleeve (54) has a second locking protrusion (541) on the side near the clutch gear (57), and the clutch gear (57) has a second locking groove (572) on the side near the clutch sleeve (54). When the clutch sleeve (54) is in the first position, the second locking protrusion (541) and the second locking groove (572) are engaged and connected. When the clutch sleeve (54) is in the second position, the second locking protrusion (541) and the second locking groove (572) are separated.

7. The electric clutch disengagement mechanism for a water pipe truck according to claim 1, characterized in that: The clutch gear (57) has a locking protrusion (571) on the side near the water pipe plate (6), and the water pipe plate (6) has a locking groove (61) on the side near the clutch gear (57). The locking protrusion (571) and the locking groove (61) are connected in a locking manner.

8. The electric clutch disengagement mechanism for a water pipe truck according to claim 1, characterized in that: The transmission sleeve (52) is fixed to the first end of the output shaft of the motor (51) by a fixing pin (53). The clutch gear (57) is provided with a washer one (56) on the side near the clutch sleeve (54), and the clutch gear (57) is provided with a washer two (58) on the side near the water pipe disc (6).

9. The electric clutch disengagement mechanism for a water pipe truck according to claim 1, characterized in that: It also includes bracket one (3) and bracket two (11), the water pipe coil (6) is rotatably installed between bracket one (3) and bracket two (11), and bracket one (3) and bracket two (11) are connected by multiple support rods (7) and multiple support columns (8).

10. The electric clutch disengagement mechanism for a water pipe truck according to claim 9, characterized in that: A pipe laying device (9) is provided between the first bracket (3) and the second bracket (11). The pipe laying device (9) is connected to the water pipe coil (6) via a synchronous belt (10). A battery pack (1) is provided on the first bracket (3) to provide power support for the motor (51).

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