A bidirectional automatic disengagement clutch

Abstract

This application relates to a bidirectional automatic disengagement clutch, specifically to the technical field of transmission mechanisms in high-voltage switchgear. The clutch includes an inner shaft, an intermediate sleeve rotatably fitted onto the outer side of the inner shaft, and an outer sleeve coaxially rotatably fitted onto the outer side of the intermediate sleeve. A connecting shaft is coaxially fixed to one end face of the outer sleeve, and a connecting groove is formed on the connecting shaft. A protruding shaft is fixed to the end face of the inner shaft, and a control groove is formed on the protruding shaft. Several first arc-shaped grooves are evenly formed on the outer circumference of the inner shaft, and second arc-shaped grooves are evenly formed on the inner wall of the outer sleeve. Clearance grooves are evenly formed on the outer circumference of the intermediate sleeve, and a cylinder with a through clearance groove is provided. In this application, when the motor drive shaft drives the inner shaft to rotate forward and backward, the inner shaft, intermediate sleeve, and outer sleeve form a rigid transmission assembly, achieving stable bidirectional electric power transmission. When the manual crank drives the outer sleeve to rotate forward and backward, the transmission link of the motor drive shaft is cut off, effectively improving equipment operating efficiency and safety.

Description

Technical Field

[0001] This application relates to the technical field of transmission mechanisms for high-voltage switchgear, and in particular to a bidirectional automatic disengagement clutch. Background Technology

[0002] Currently, high-voltage circuit breakers, grounding switches, and circuit breaker trolleys within high-voltage switchgear are all equipped with independent operating drive systems. To adapt to diverse on-site operation and maintenance conditions, all equipment is uniformly equipped with two independent drive execution functions: electric and manual opening and closing. Power operation and maintenance site conditions are complex, with both remote centralized electrical control operation requirements and emergency scenarios such as power outages and electrical control failures that require manual operation. The dual-drive mode ensures that the equipment's opening and closing actions always have a reliable execution path. Both types of drives share a single set of back-end transmission output components. To avoid interference between the electric and manual power sources, a clutch mechanism is commonly used in the industry to isolate and connect the power paths. The structure and switching logic of the clutch mechanism directly determine the ease of operation and reliability of the entire operating drive system, making it an indispensable core auxiliary structure in the transmission module of high-voltage switchgear.

[0003] In related technologies, a traditional shift fork clutch mechanism includes a complete set of components: a shift fork assembly, a gear positioning component, a meshing transmission gear sleeve, a guide limit rail, a manual operating handle, a reset elastic element, and a gear locking buckle. Before the equipment performs electric opening and closing operations, the operator must manually shift the shift fork assembly to switch the clutch gear, ensuring that the meshing transmission gear sleeve engages and locks with the electric power output end before starting the electric opening and closing drive program. Similarly, before performing manual opening and closing operations, the operator must manually shift the clutch gear in the opposite direction to disengage the meshing transmission gear sleeve from the electric power output end before performing manual opening and closing operations.

[0004] Among the aforementioned technologies, the traditional shift fork clutch mechanism relies on manual pre-switching of gears, which is entirely dependent on the operator's subjective operational standard. During high-frequency continuous operation, it is prone to two types of operational defects: missed gear switching and incomplete gear engagement. Abnormal gear switching can directly cause mutual interference between the transmission components of the entire operating transmission system. Mild faults manifest as jamming of the transmission mechanism and inability to smoothly complete the opening and closing actions, while severe faults can cause the power source to impact, directly damaging the core load-bearing components of the entire operating transmission system, such as the electric opening and closing motor and transmission gears. This significantly increases equipment maintenance costs and the risk of downtime, indicating room for improvement. Summary of the Invention

[0005] The purpose of this application is to provide a bidirectional automatic disengagement clutch to solve the problems of cumbersome manual clutch gear switching, easy operation errors, easy mechanical jamming, damage to core components, poor work efficiency and equipment safety in the above-mentioned related technologies.

[0006] The bidirectional automatic disengagement clutch provided in this application adopts the following technical solution: A bidirectional automatic disengagement clutch includes an inner shaft, an intermediate sleeve coaxially rotatably sleeved on the outer circumference of the inner shaft, and an outer sleeve coaxially rotatably sleeved on the outer circumference of the intermediate sleeve. A connecting shaft is coaxially fixed on one end face of the outer sleeve, and a connecting groove for inserting a manual crank handle is provided on the connecting shaft. A protruding shaft is fixed on the end face of the inner shaft away from the connecting shaft, and a control groove for inserting a motor drive shaft is provided on the protruding shaft. A plurality of first arc-shaped grooves are uniformly formed on the outer circumference of the inner shaft, and a number of second arc-shaped grooves, the same as the number of first arc-shaped grooves, are uniformly formed on the inner wall of the outer sleeve. The outer circumference of the intermediate sleeve is evenly provided with clearance slots of the same number as the first arc-shaped slots, and a cylinder is provided through the clearance slots. When the inner shaft is driven to rotate by the motor drive shaft, the cylinder moves radially outward. The part of the cylinder close to the outer sleeve passes through the clearance slot and is then inserted into the second arc-shaped slot. The part of the cylinder close to the inner shaft is in the first arc-shaped slot. When the outer sleeve is driven to rotate by the manual crank, the cylinder moves radially inward. At this time, the part of the cylinder close to the outer sleeve is completely dislodged from the second arc-shaped slot, and the part of the cylinder close to the inner shaft is inserted into the first arc-shaped slot.

[0007] By adopting the above technical solution, this structural design enables bidirectional automatic engagement and disengagement of the clutch. When the motor drive shaft drives the inner shaft in both forward and reverse rotation, the cylinder can move radially outward and engage with the first and second arc-shaped grooves respectively, forming a rigid transmission unit with the inner shaft, intermediate sleeve, and outer sleeve, thus achieving stable bidirectional electric power transmission. When the manual crank drives the outer sleeve in both forward and reverse rotation, the cylinder can move radially inward to disengage from the second arc-shaped groove and engage with the first arc-shaped groove, completely cutting off the motor drive shaft transmission link. This eliminates the need for manual clutch shifting, preventing mechanical interference, jamming, and component damage caused by human error, effectively improving equipment operating efficiency and safety.

[0008] Optionally, a limiting ring is fixed on the outer periphery of the end face of the inner shaft near the protruding shaft, and the outer periphery of the limiting ring abuts against the inner wall of the outer sleeve; the two end faces of the intermediate sleeve abut against the side of the limiting ring away from the protruding shaft and the inner wall of the outer sleeve near the connecting shaft, respectively.

[0009] By adopting the above technical solution, the mating structure of the limiting retaining ring, outer sleeve, and intermediate sleeve can achieve precise axial positioning of the intermediate sleeve. The outer circumferential surface of the limiting retaining ring abuts against the inner wall of the outer sleeve, and the two end faces of the intermediate sleeve respectively fit against the side of the limiting retaining ring away from the protruding shaft and the inner wall of the outer sleeve near the connecting shaft. This can strictly limit the axial movement and offset of the intermediate sleeve, ensuring that the intermediate sleeve, inner shaft, and outer sleeve always maintain a coaxial assembly state. It effectively avoids the cylindrical engagement offset and transmission jamming problems caused by the misalignment and shaking of the intermediate sleeve, greatly improves the overall transmission accuracy and structural operational stability of the clutch, and extends the service life of the equipment.

[0010] Optionally, the outer periphery of the intermediate sleeve is provided with a plurality of mounting ring grooves around its own axis, and an elastic sealing ring is embedded in the mounting ring groove.

[0011] By adopting the above technical solution, the mounting ring groove and embedded elastic sealing ring on the outer circumference of the intermediate sleeve can form a closed sealing structure at the assembly gap of the intermediate sleeve, inner shaft, and outer sleeve. This effectively prevents external dust, moisture, oil, and other impurities from entering the first arc-shaped groove, second arc-shaped groove, and clearance groove inside the clutch, avoiding malfunctions such as cylinder jamming, poor sliding, and engagement failure caused by impurity accumulation. At the same time, the elastic sealing ring can fill the assembly gap of the components, buffer the slight vibration during the operation of the components, reduce transmission noise, and ensure the long-term stable operation of the clutch.

[0012] Optionally, the outer sleeve is provided with a support frame, on which a first support plate and a second support plate are fixed side by side. A mounting gap for inserting the outer sleeve is preset between the first support plate and the second support plate. A first mounting hole for a connecting shaft to pass through and rotate is provided on the first support plate, and a second mounting hole for a protruding shaft to pass through and rotate is provided on the second support plate.

[0013] By adopting the above technical solution, the support frame, the first support plate, and the second support plate cooperate to form a stable installation and bearing structure. The installation gap reserved between the first and second support plates allows for precise positioning and assembly of the outer sleeve. The first mounting hole of the first support plate and the second mounting hole of the second support plate provide regular rotational support points for the connecting shaft and the protruding shaft, respectively. This structure can provide fixed support and limit positioning for the entire clutch, ensuring that the coaxiality of the connecting shaft and the protruding shaft meets the standards during rotation, avoiding shaft rotational deviation and shaking, improving the overall assembly stability and operational reliability of the clutch, and adapting to the fixed installation and long-term operation requirements of high-voltage switchgear.

[0014] Optionally, a first retaining ring is rotatably sleeved on the outer periphery of the connecting shaft, passing through the first mounting hole, and a second retaining ring is rotatably sleeved on the outer periphery of the protruding shaft, passing through the second mounting hole; a first limiting ring is fixed on the outer periphery of the end of the first retaining ring near the outer sleeve, abutting against the inner side of the first support plate, and a second limiting ring is fixed on the outer periphery of the end of the second retaining ring near the outer sleeve, abutting against the inner side of the second support plate.

[0015] By adopting the above technical solution, the first retaining ring and the second retaining ring form a rotation protection and axial limiting structure for the connecting shaft and the protruding shaft, respectively. The first limiting ring on the outer periphery of the first retaining ring abuts against the inner side of the first support plate, and the second limiting ring on the outer periphery of the second retaining ring abuts against the inner side of the second support plate. This can strictly limit the axial displacement of the connecting shaft and the protruding shaft during rotation and prevent the shaft from coming out of the first mounting hole and the second mounting hole.

[0016] Optionally, an abutment plate located on one side of the outer sleeve is provided between the first support plate and the second support plate. An arc-shaped notch is formed on the side of the abutment plate facing the outer sleeve, and an elastic pad is fixed to the inner wall of the arc-shaped notch. Two extension rods are vertically fixed on the side of the abutment plate away from the elastic pad, and a support hole is provided on the support frame for the extension rods to pass through. Four control rods with elastic elongation properties and two intermediate rods are provided on the outer surface of the support frame. Two control rods near the same support hole form a group, and the two ends of the intermediate rods are respectively fixedly connected to one end of the two control rods in the same group. The other ends of the two control rods in the same group pass through the same support hole and are connected to the same extension rod. The end face of the rod is rotatably connected, and the rotating surface of the control rod is parallel to the top surface of the support frame. When the clutch is transported and packaged separately, the two control rods in the same group first rotate in opposite directions to a side-by-side state. The middle rod is then slid under force to a locked state that abuts against the outer edge of the support hole, and the elastic pad is pressed against the outer side of the outer sleeve at this time. When the clutch is in normal use, the extension rod slides to a state that is flush with the outer opening of the support hole. At this time, the two control rods in the same group rotate in opposite directions to a coaxial state, and the middle rod rotates synchronously to a limited state that abuts against the outer side of the support frame. The side of the support frame facing the control rod is provided with a locking component that can be detachably fixed to the middle rod in the locked state and the limited state.

[0017] By adopting the above technical solution, the cooperative structure of the abutment plate, elastic pad, extension rod, control rod, and intermediate rod can achieve protection during the switching between the clutch's transport and operating states. When the clutch is transported and packaged separately, the elastic pad presses against the outer side of the outer sleeve, restricting the free rotation of the outer sleeve and preventing damage to components caused by bumps during transport. During normal clutch use, the structure resets and releases the pressure limit on the outer sleeve, without affecting the clutch's normal transmission operation. With the locking component, the intermediate rod can be detachably fixed in different states, effectively improving the clutch's transport safety and adaptability to operating conditions, balancing protective effect and ease of use.

[0018] Optionally, the support frame is provided with an adjusting component on the outer surface facing the middle rod, and two dovetail slide rails are slidably arranged side by side. The dovetail slide rails are perpendicular to the middle rod, and anti-loosening screws are provided at both ends of the dovetail slide rails. The locking component includes two locking rods located on the two middle rods respectively on the sides away from each other. The outer peripheral surfaces of the two ends of the locking rods are respectively slidably engaged with the two dovetail slide rails. Locking notches are provided on the sides of the two locking rods that are close to each other. The two locking rods can slide back and forth along the length of the dovetail slide rails and be fixed. When the middle rod is in the locked state, the two locking rods can slide towards each other to abut against each other and be fixed by the adjusting component. The two middle rods are locked into the corresponding locking notches. When the middle rod is in the limited state, the two locking rods slide away from each other and abut against the anti-loosening screws. At this time, the middle rod is locked into the corresponding locking notches.

[0019] By adopting the above technical solution, the dovetail slide rail and anti-loosening screw on the support frame, together with the locking rod, form a sliding locking structure. The dovetail slide rail ensures smooth reciprocating sliding of the locking rod, while the anti-loosening screw limits the maximum sliding stroke of the locking rod, preventing it from slipping out and failing. When the intermediate rod is in the locked state, the opposing sliding locking rods can lock and fix the intermediate rod, ensuring the stability of the transport protection structure. When the intermediate rod is in the limited state, the opposing sliding locking rods, together with the anti-loosening screw, can continuously lock the intermediate rod. The locking rod can be precisely fixed in its state through the adjusting component, significantly improving the structural stability of the clutch under both operating conditions.

[0020] Optionally, the adjusting component includes a connecting rod rotatably mounted on the side of the support frame away from the intermediate rod, with a protruding rod vertically fixed at the other end of the connecting rod, and an adjusting rod rotatably connected to the other end face of the protruding rod. The adjusting rod has an adjusting notch, and an arc-shaped locking block with a minor arc length is fixed on the inner wall of the adjusting notch. Locking protrusions are fixed on both ends of the locking rod, and a first groove is formed on the relatively far sides of the locking protrusions at the same end of the two locking rods, and a second groove is formed on the outer side of the extension rod. When the two locking rods are in the controlled state, the protruding rod rotates to a state of contact with the horizontal plane of the support frame, and the adjusting rod rotates towards the direction of the locking protrusions. The two locking protrusions are then engaged in the adjusting notch, and the arc-shaped locking block is engaged in the first groove. When the two locking rods are in the adjusting state, the protruding rod rotates to a state of contact with the horizontal plane of the extension rod, and the adjusting rod rotates towards the direction of the extension rod. The outer edge of the extension rod is engaged in the adjusting notch, and the arc-shaped locking block is engaged in the second groove.

[0021] By adopting the above technical solution, the adjusting component, consisting of a connecting rod, a protruding rod, and an adjusting rod, combined with a locking protrusion, a first groove, and a second groove, forms a double locking structure. In the clutch's transport packaging state, the arc-shaped locking block engages with the first groove to fix the locking rod, stabilizing the intermediate rod locking structure. In the clutch's normal operating state, the arc-shaped locking block engages with the second groove to fix the extension rod position, stabilizing the abutment plate's reset state. This structure can precisely lock the position of the core components under both operating conditions, preventing structural loosening and displacement, further improving the clutch's transport protection reliability and operational stability. The structure is precisely adjustable and securely locked.

[0022] Optionally, a protective plate is slidably provided on the side of the first and second support plates that are far apart from each other, an elastic pressing member is provided to drive the protective plate to slide away from the locking rod, and a traction rope is provided. The two ends of the traction rope are fixedly connected to the outer side of the protective plate and the locking rod, respectively. When the two locking rods are in the controlled state, they drive the protective plate to slide towards the middle rod. At this time, the protective plate on the side of the first support plate protects the outside of the connecting shaft, and the protective plate on the side of the second support plate protects the outside of the protruding shaft. When the two locking rods are in the adjusted state, the protective plate slides away from the middle rod. The protective plate on the side of the first support plate releases the protection of the outside of the connecting rod, and the protective plate on the side of the second support plate releases the protection of the outside of the protruding shaft.

[0023] By adopting the above technical solution, in the clutch's transport packaging state, the locking rod moves the protective plate inward via the traction rope, providing full coverage protection for the connecting shaft and protruding shaft, sealing the connecting groove and control groove, and preventing impurities from entering the groove. In the clutch's normal operating state, the elastic pressing component moves the protective plate outward, automatically releasing the shaft obstruction and freeing up space for component assembly and operation. This eliminates the need for manual disassembly and reassembly of the protective structure, balancing dust protection during transport with ease of equipment assembly and use.

[0024] Optionally, the elastic compression member includes a guide block fixed on the side of the first support plate and the second support plate that are far apart from each other, a protruding plate fixed on the outer surface of the first support plate and the second support plate, and a compression spring in a compressed state. The guide block has a guide notch for sliding and limiting the first support plate and the second support plate. The guide block is located on the side of the protruding plate facing the locking rod. The two ends of the compression spring are respectively fixedly connected to the side of the guide block and the protruding plate that are close to each other on the same side.

[0025] By adopting the above technical solution, the elastic compression component composed of the guide block, protruding plate, and compression spring can provide stable power support for the sliding of the protective plate. The guide notch of the guide block can precisely limit the sliding stroke of the protective plate, ensuring that the protective plate slides smoothly without deviation, effectively avoiding sliding jamming and misalignment problems. The normally compressed compression spring can continuously provide rebound driving force, ensuring that when the clutch is in normal application, the protective plate can automatically and completely reset, stably removing the shaft protection shield, ensuring the normal assembly and use of the motor drive shaft and manual crank, and improving the automation adaptability of the mechanism.

[0026] In summary, this application includes the following beneficial technical effects: This application enables bidirectional automatic clutch engagement / disengagement switching. When the motor drive shaft drives the inner shaft in both forward and reverse rotation, the cylinder can move radially outward and engage with the first and second arc-shaped grooves respectively, forming a rigid transmission assembly of the inner shaft, intermediate sleeve, and outer sleeve, thus achieving stable bidirectional electric power transmission. When the manual crank drives the outer sleeve in both forward and reverse rotation, the cylinder can move radially inward and disengage from the second arc-shaped groove and engage with the first arc-shaped groove, completely cutting off the motor drive shaft transmission link. This eliminates the need for manual clutch shifting, effectively improving equipment operating efficiency and safety. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1 of this application; Figure 2 This is an exploded structural diagram illustrating the installation distribution of the inner shaft and outer sleeve in Embodiment 1 of this application; Figure 3 This is a cross-sectional structural diagram illustrating the cylindrical mounting fit in Embodiment 1 of this application; Figure 4 This is a cross-sectional structural diagram illustrating the installation and fit of the intermediate sleeve in Embodiment 1 of this application; Figure 5 This is a cross-sectional structural diagram illustrating the installation and fit of the elastic sealing ring in Embodiment 1 of this application; Figure 6 This is a schematic diagram of the overall structure of Embodiment 2 of this application; Figure 7 This is a schematic diagram illustrating the installation and mating of the connecting parts in Embodiment 2 of this application; Figure 8 This is a partial structural diagram illustrating the installation and fit of the dovetail slide rail in Embodiment 2 of this application; Figure 9 This is a partial cross-sectional view of Embodiment 2 of this application, illustrating the installation and cooperation of the abutment plate and the extension rod. Figure 10 This is a partial cross-sectional view of Embodiment 2 of this application illustrating the installation and fit of the locking rod; Figure 11This is an exploded structural diagram illustrating the installation distribution of the connecting rod and the protruding rod in Embodiment 2 of this application; Figure 12 This is a partial structural diagram illustrating the installation and fit of the adjusting rod in Embodiment 2 of this application; Figure 13 This is a partial structural diagram illustrating the installation and assembly of the protective components in Embodiment 2 of this application.

[0028] In the diagram, 1. Inner shaft; 11. Protruding shaft; 111. Control groove; 12. First arc groove; 13. Limiting retaining ring; 2. Intermediate sleeve; 21. Clearance groove; 22. Cylindrical shaft; 23. Mounting ring groove; 24. Elastic sealing ring; 3. Outer sleeve; 31. Connecting shaft; 311. Connecting groove; 32. Second arc groove; 4. Support assembly; 41. Support frame; 411. Support hole; 42. First support plate; 421. First mounting hole; 43. Second support plate; 431. Second mounting hole; 44. First retaining ring; 441. First limiting ring; 45. Second retaining ring; 451. Second limiting ring; 46. Dovetail slide rail ; 461, Anti-loosening screw; 5, Abutting part; 51, Abutting plate; 511, Arc-shaped notch; 52, Elastic pad; 53, Extension rod; 531, Second groove; 54, Control rod; 55, Intermediate rod; 6, Locking part; 61, Locking rod; 611, Locking notch; 62, Locking protrusion; 621, First groove; 7, Adjusting part; 71, Connecting rod; 72, Protruding rod; 73, Adjusting rod; 731, Adjusting notch; 732, Arc-shaped locking block; 8, Protective component; 81, Protective plate; 82, Elastic pressing part; 821, Guide block; 822, Protruding plate; 823, Compression spring; 83, Traction rope. Detailed Implementation

[0029] The present application will be further described in detail below with reference to all the accompanying drawings.

[0030] Example 1:

[0031] Reference Figure 1 , Figure 2 , Figure 3 and Figure 4 A bidirectional automatic disengagement clutch includes an inner shaft 1, an intermediate sleeve 2 coaxially rotatably sleeved on the outer circumference of the inner shaft 1, and an outer sleeve 3 coaxially rotatably sleeved on the outer circumference of the intermediate sleeve 2. A coaxial connecting shaft 31 is integrally formed on one end face of the outer sleeve 3, and a connecting groove 311 is provided on the connecting shaft 31 for inserting a manual crank handle (see...). Figure 5 The inner shaft 1 has a protruding shaft 11 integrally formed on the end face away from the connecting shaft 31, and the protruding shaft 11 has a control groove 111 for inserting the motor drive shaft. The inner shaft 1 has a plurality of first arc-shaped grooves 12 evenly distributed on its outer periphery, and the outer sleeve 3 has a number of second arc-shaped grooves 32 evenly distributed on its inner wall, the same number as the first arc-shaped grooves 12. The middle sleeve 2 has a number of clearance grooves 21 evenly distributed on its outer periphery, the same number as the first arc-shaped grooves 12, and a cylinder 22 that passes through the clearance grooves 21. In this embodiment, the number of first arc-shaped grooves 12, second arc-shaped grooves 32, clearance grooves 21 and cylinders 22 is preferably four, but in other embodiments there can be multiple, and the number is not limited. When the motor drive shaft drives the inner shaft 1 to rotate forward or reverse (i.e., electric operation), the cylinder 22 moves radially outward. The part of the cylinder 22 close to the outer sleeve 3 passes through the clearance slot 21 and is locked into the second arc-shaped slot 32. The part of the cylinder 22 close to the inner shaft 1 is in the first arc-shaped slot 12. At this time, the motor drive shaft, cylinder 22, intermediate sleeve 2 and outer sleeve 3 form a rigid transmission whole. In this mode, the cylinder 22 can be stably locked regardless of whether the motor rotates forward or reverse, realizing bidirectional power transmission.

[0032] When the manual crank drives the outer sleeve 3 to rotate forward or reverse (i.e., manual operation), the cylinder 22 moves radially inward. The part of the cylinder 22 close to the outer sleeve 3 completely disengages from the second arc groove 32, and the part of the cylinder 22 close to the inner shaft 1 is inserted into the first arc groove 12. In this mode, the transmission link of the motor drive shaft is cut off, the clutch is completely disengaged, and manual operation only drives the outer sleeve 3 to rotate without linking the motor drive shaft and the corresponding reduction gearbox, which greatly reduces the operating resistance.

[0033] Reference Figure 5 A limiting retaining ring 13 is integrally formed on the outer periphery of the end face of the inner shaft 1 near the protruding shaft 11. The outer periphery of the limiting retaining ring 13 abuts against the inner wall of the outer sleeve 3. The two end faces of the intermediate sleeve 2 abut against the side of the limiting retaining ring 13 away from the protruding shaft 11 and the inner wall of the outer sleeve 3 near the connecting shaft 31, respectively. Two mounting ring grooves 23 are formed around the outer periphery of the intermediate sleeve 2 around its own axis. The mounting ring grooves 23 are embedded with rubber elastic sealing rings 24.

[0034] Reference Figure 5 and Figure 6 The outer sleeve 3 is provided with a support assembly 4. The support assembly 4 includes a support frame 41, and a first support plate 42 and a second support plate 43 are fixedly mounted side by side on the support frame 41. An installation gap for inserting the outer sleeve 3 is preset between the first support plate 42 and the second support plate 43. A first mounting hole 421 is opened on the first support plate 42 for the connecting shaft 31 to pass through and rotate. A second mounting hole 431 is opened on the second support plate 43 for the protruding shaft 11 to pass through and rotate. A first retaining ring 44 passing through the first mounting hole 421 is rotatably sleeved on the outer periphery of the connecting shaft 31. A second retaining ring 45 passing through the second mounting hole 431 is rotatably sleeved on the outer periphery of the protruding shaft 11. A first limiting ring 441 that abuts against the inner side of the first support plate 42 is fixed on the outer periphery of the first retaining ring 44 near the outer sleeve 3, and a second limiting ring 451 that abuts against the inner side of the second support plate 43 is fixed on the outer periphery of the second retaining ring 45 near the outer sleeve 3; when the clutch is installed and fixed, the top or bottom surface of the support frame 41 is fixed on the corresponding horizontal mounting surface by bolts.

[0035] The implementation principle of this application embodiment is as follows: When the motor is running, the inner shaft 1 is driven to rotate forward or backward, and the cylinder 22 moves radially outward. The inner side is engaged in the first arc groove 12 of the inner shaft 1, and the outer side passes through the clearance groove 21 on the intermediate sleeve 2 and is engaged in the second arc groove 32 on the outer sleeve 3, so that the components form a rigid transmission whole, which can transmit power stably in both directions.

[0036] When operated manually, the manual crank drives the outer sleeve 3 to rotate forward or reverse, causing the cylinder 22 to retract radially inward. The outer side completely disengages from the second arc-shaped groove 32, with only the inner side adhering to the first arc-shaped groove 12, thus completely cutting off the transmission link at the motor end and achieving clutch disengagement. At this time, manual operation only drives the outer sleeve 3 to rotate, without linking the motor and reduction gearbox, effectively reducing the resistance of manual operation.

[0037] Example 2:

[0038] Reference Figure 7 , Figure 8 and Figure 9 The difference between this embodiment and Embodiment 1 is that an abutment 5 located on one side of the outer sleeve 3 is provided between the first support plate 42 and the second support plate 43. The abutment 5 includes an abutment plate 51, and an arc-shaped notch 511 is provided on the side of the abutment plate 51 facing the outer sleeve 3. An elastic pad 52 made of rubber is fixed on the inner wall of the arc-shaped notch 511. Two extension rods 53 are vertically fixed on the side of the abutment plate 51 away from the elastic pad 52. A support hole 411 for the extension rods 53 to pass through is provided on the support frame 41. The outer surface of the support frame 41 is provided with four control rods 54 with elastic elongation properties and two intermediate rods 55. The two control rods 54 near the same support hole 411 are grouped together. The two ends of the intermediate rod 55 are fixedly connected to one end of the two control rods 54 in the same group respectively. The other ends of the two control rods 54 in the same group pass through the same support hole 411 and are rotatably connected to the end face of the same extension rod 53. The rotation surface of the control rod 54 is parallel to the top surface of the support frame 41. A locking element 6 is provided on the side of the support frame 41 facing the control rods 54. When the clutch is transported and packaged separately, the two control levers 54 in the same group first rotate back to back to side to side. The middle lever 55 is then slid under force to abut against the outer edge of the support hole 411 and locked in place by the locking member 6. At this time, the elastic pad 52 is pressed against the outer side of the outer sleeve 3. When the clutch is in normal use, the extension rod 53 slides to a state flush with the outer opening of the support hole 411. The two control levers 54 in the same group then rotate back to back to coaxial and are fixed by the locking member 6. At this time, the middle lever 55 rotates synchronously to a limit state abutting against the outer side of the support frame 41.

[0039] Refer to 9 and Figure 10 The support frame 41 has an adjusting component 7 on its outer surface facing the middle rod 55, and two dovetail slide rails 46 are slidably arranged side by side. The dovetail slide rails 46 are perpendicular to the middle rod 55, and anti-loosening screws 461 are provided at both ends of the dovetail slide rails 46. The locking component 6 includes two locking rods 61 located on the two middle rods 55 respectively on their opposite sides. The outer peripheral surfaces of the two ends of the locking rods 61 are respectively (through dovetail notches) slidably engaged with the two dovetail slide rails 46. Locking notches 611 are provided on the sides of the two locking rods 61 that are close to each other. The two locking rods 61 can slide back and forth along the length of the dovetail slide rails 46 and be fixed. When the intermediate rod 55 is in the locked state (i.e., the clutch is transported and packaged separately), the two locking rods 61 can slide towards each other to abut against each other and be fixed by the adjusting member 7, and the two intermediate rods 55 are engaged in the corresponding locking notches 611; when the intermediate rod 55 is in the limited state (i.e., the clutch is in normal use), the two locking rods 61 slide away from each other and abut against the anti-disengagement screw 461, and the intermediate rod 55 is engaged in the corresponding locking notches 611 under the elastic compression of the control rod 54.

[0040] Reference Figure 9 , Figure 11 and Figure 12 The adjusting component 7 includes a connecting rod 71 rotatably mounted on the side of the support frame 41 away from the intermediate rod 55. The other end of the connecting rod 71 is vertically fixed with a protruding rod 72. An adjusting rod 73 is rotatably connected to the other end face of the protruding rod 72. An adjusting notch 731 is provided on the adjusting rod 73. An arc-shaped locking block 732 with a minor arc length is fixed on the inner wall of the adjusting notch 731. Locking protrusions 62 are fixed on both ends of the locking rod 61. A first groove 621 is provided on the side of the locking protrusions 62 at the same end of the two locking rods 61 that are relatively far apart. A second groove 531 is provided on the outer side of the extension rod 53. When the two locking levers 61 are in the controlled state (that is, the clutch is transported and packaged separately), the protruding lever 72 rotates to the state of abutting against the horizontal plane of the support frame 41, and the adjusting lever 73 rotates towards the direction of the locking protrusion 62. The two locking protrusions 62 are then engaged in the adjusting notch 731, and the arc-shaped locking block 732 is engaged in the first groove 621. When the two locking levers 61 are in the adjustment state (that is, when the clutch is in normal use), the protruding lever 72 rotates to abut against the horizontal surface of the extension lever 53. At this time, the adjusting lever 73 rotates in the direction close to the extension lever 53, the outer edge of the extension lever 53 is inserted into the adjusting notch 731, and the arc-shaped locking block 732 is inserted into the second groove 531, which enhances the stability of the extension lever 53 and the abutment plate 51 in this state.

[0041] Reference Figure 13 The first support plate 42 and the second support plate 43 are provided with protective components 8 on their respective sides that are far apart from each other. The protective components 8 include a protective plate 81 that is slidably disposed on the respective sides of the first support plate 42 and the second support plate 43 that are far apart from each other. The respective sides of the first support plate 42 and the second support plate 43 are also provided with an elastic pressing member 82 that drives the protective plate 81 to slide in a direction away from the locking rod 61, and a traction rope 83. The two ends of the traction rope 83 are fixedly connected to the outer sides of the protective plate 81 and the locking rod 61, respectively. When the two locking rods 61 are in the controlled state, the protective plate 81 is slid towards the middle rod 55 by the traction rope 83. The protective plate 81 on the side of the first support plate 42 protects the external of the connecting shaft 31, and the protective plate 81 on the side of the second support plate 43 protects the external of the protruding shaft 11, reducing the possibility of external impurities entering the control groove 111 and the connecting groove 311 during transportation. With the two locking levers 61 in the adjustment state, the protective plate 81 is slid away from the middle lever 55 by the elastic pressing member 82. The protective plate 81 on the side of the first support plate 42 releases its external protection of the connecting rod 71, and the protective plate 81 on the side of the second support plate 43 releases its external protection of the protruding shaft 11, so that the electric drive shaft and the manual crank can be installed smoothly.

[0042] Reference Figure 13 The elastic compression member 82 includes a guide block 821 fixed on the side of the first support plate 42 and the second support plate 43 that are far apart from each other, a protruding plate 822 fixed on the outer side of the first support plate 42 and the second support plate 43, and a compression spring 823 in a compressed state. The guide block 821 has a guide notch for sliding and limiting the first support plate 42 and the second support plate 43. The guide block 821 is located on the side of the protruding plate 822 facing the locking rod 61. The two ends of the compression spring 823 are fixedly connected to the side of the guide block 821 and the protruding plate 822 that are close to each other on the same side.

[0043] The implementation principle of this application embodiment is as follows: In the transport packaging state, rotate the control lever 54 to the side-by-side position, push the middle lever 55 to slide and lock, so that the elastic pad 52 on the abutment plate 51 presses against the outer sleeve 3, preventing the outer sleeve 3 from being bumped or knocked during transportation due to the rotation of the road surface. Then, slide the two locking levers 61 to abut against each other, locking the middle lever 55. Then rotate the adjusting lever 73, so that the arc-shaped locking block 732 is engaged in the first groove 621 on the locking protrusion 62, completing the structural locking. At the same time, the locking lever 61 pulls the two protective plates 81 inward through the traction rope 83, covering the outside of the connecting shaft 31 and the protruding shaft 11 respectively, sealing the control groove 111 and the connecting groove 311 to prevent impurities from entering.

[0044] Under normal operating conditions, unlock the adjusting piece 7, then slide the locking rod 61 in the opposite direction until it abuts against the anti-loosening screw 461, releasing the lock on the intermediate rod 55. At this time, force is applied to drive the intermediate rod 55, causing the extension rod 53 and the intermediate rod 55 to return to their limit positions, and the abutment plate 51 to disengage from the outer sleeve 3. Simultaneously, the compressed compression spring 823 rebounds, pushing the protective plate 81 outward, removing the shaft protection shield, freeing up installation space, ensuring that the motor drive shaft and manual crank can be assembled and used normally, and ensuring the normal operation of the clutch bidirectional engagement and disengagement transmission function.

[0045] The embodiments described in this specific implementation are preferred embodiments of this application and are not intended to limit the scope of protection of this application. Identical components are represented by the same reference numerals. Therefore, all equivalent changes made to the structure, shape, and principle of this application should be covered within the scope of protection of this application.

Claims

1. A bidirectional automatic disengagement clutch, characterized in that, The device includes an inner shaft (1), an intermediate sleeve (2) coaxially rotatably sleeved on the outer circumference of the inner shaft (1), and an outer sleeve (3) coaxially rotatably sleeved on the outer circumference of the intermediate sleeve (2). A connecting shaft (31) is coaxially fixed on one end face of the outer sleeve (3). A connecting groove (311) for inserting a manual crank handle is provided on the connecting shaft (31). A protruding shaft (11) is fixed on the end face of the inner shaft (1) away from the connecting shaft (31). A control groove (111) for inserting a motor drive shaft is provided on the protruding shaft (11). Several first arc-shaped grooves (12) are evenly provided on the outer circumference of the inner shaft (1), and the same number of second arc-shaped grooves (32) as the first arc-shaped grooves (12) are evenly provided on the inner wall of the outer sleeve (3). The intermediate sleeve (2) has a number of clearance slots (21) evenly distributed on its outer periphery, the same number as the first arc-shaped slots (12), and a cylinder (22) that passes through the clearance slots (21). When the motor drive shaft drives the inner shaft (1) to rotate, the cylinder (22) moves radially outward. The part of the cylinder (22) close to the outer sleeve (3) passes through the clearance slots (21) and is then inserted into the second arc-shaped slot (32). The part of the cylinder (22) close to the inner shaft (1) is located in the first arc-shaped slot (12). When the manual crank drives the outer sleeve (3) to rotate, the cylinder (22) moves radially inward. At this time, the part of the cylinder (22) close to the outer sleeve (3) is completely dislodged from the second arc-shaped slot (32), and the part of the cylinder (22) close to the inner shaft (1) is inserted into the first arc-shaped slot (12).

2. The bidirectional automatic disengagement clutch according to claim 1, characterized in that, A limiting ring (13) is fixed on the outer periphery of the end face of the inner shaft (1) near the protruding shaft (11), and the outer periphery of the limiting ring (13) abuts against the inner wall of the outer sleeve (3); the two end faces of the intermediate sleeve (2) abut against the side of the limiting ring (13) away from the protruding shaft (11) and the inner wall of the outer sleeve (3) near the connecting shaft (31), respectively.

3. A bidirectional automatic disengagement clutch according to claim 1, characterized in that, The outer periphery of the intermediate sleeve (2) is provided with a plurality of mounting annular grooves (23) around its own axis, and an elastic sealing ring (24) is embedded in the mounting annular grooves (23).

4. A bidirectional automatic disengagement clutch according to claim 1, characterized in that, The outer sleeve (3) is provided with a support frame (41). A first support plate (42) and a second support plate (43) are fixedly mounted side by side on the support frame (41). An installation gap for inserting the outer sleeve (3) is preset between the first support plate (42) and the second support plate (43). A first mounting hole (421) is opened on the first support plate (42) for the connecting shaft (31) to pass through and rotate. A second mounting hole (431) is opened on the second support plate (43) for the protruding shaft (11) to pass through and rotate.

5. A bidirectional automatic disengagement clutch according to claim 4, characterized in that, A first retaining ring (44) that passes through the first mounting hole (421) is rotatably sleeved on the outer periphery of the connecting shaft (31), and a second retaining ring (45) that passes through the second mounting hole (431) is rotatably sleeved on the outer periphery of the protruding shaft (11). The first retaining ring (44) has a first limiting ring (441) fixed on the outer periphery of the end near the outer sleeve (3) that abuts against the inner side of the first support plate (42), and the second retaining ring (45) has a second limiting ring (451) fixed on the outer periphery of the end near the outer sleeve (3) that abuts against the inner side of the second support plate (43).

6. A bidirectional automatic disengagement clutch according to claim 4, characterized in that, A contact plate (51) located on one side of the outer sleeve (3) is provided between the first support plate (42) and the second support plate (43). An arc-shaped notch (511) is provided on the side of the contact plate (51) facing the outer sleeve (3), and an elastic pad (52) is fixed on the inner wall of the arc-shaped notch (511). Two extension rods (53) are vertically fixed on the side of the contact plate (51) away from the elastic pad (52), and a support hole (411) is provided on the support frame (41) for the extension rods (53) to pass through. (41) has four control rods (54) with elastic elongation properties and two intermediate rods (55) on its outer side. The two control rods (54) near the same support hole (411) are a group. The two ends of the intermediate rod (55) are fixedly connected to one end of the two control rods (54) in the same group respectively. The other end of the two control rods (54) in the same group passes through the same support hole (411) and is rotatably connected to the end face of the same extension rod (53). The rotating surface of the control rod (54) is parallel to the top surface of the support frame (41). When the clutch is transported and packaged separately, the two control rods (54) in the same group first rotate to a side-by-side state with opposite directions. The middle rod (55) is then slid under force to a locked state that abuts against the outer edge of the support hole (411). At this time, the elastic pad (52) is pressed against the outer side of the outer sleeve (3). When the clutch is in normal use, the extension rod (53) slides to a state that is flush with the outer opening of the support hole (411). At this time, the two control rods (54) in the same group rotate to a coaxial state with opposite directions. At this time, the middle rod (55) rotates synchronously to a limited state that abuts against the outer side of the support frame (41). The side of the support frame (41) facing the control rod (54) is provided with a locking member (6) that can be detachably fixed to the middle rod (55) in the locked state and the limited state.

7. A bidirectional automatic disengagement clutch according to claim 6, characterized in that, The support frame (41) is provided with an adjusting component (7) on the outer side of the middle rod (55) and two dovetail slide rails (46) are slidably arranged side by side. The dovetail slide rails (46) are arranged perpendicular to the middle rod (55), and anti-loosening screws (461) are provided at both ends of the dovetail slide rails (46). The locking component (6) includes two locking rods (61) located on the two middle rods (55) respectively away from each other. The outer peripheral surfaces of the two ends of the locking rods (61) are slidably engaged with the two dovetail slide rails (46). Locking notches (611) are provided on the sides of the two locking rods (61) that are close to each other. The two locking rods (61) can slide back and forth along the length of the dovetail slide rail (46) and be fixed. When the middle rod (55) is in the locked state, the two locking rods (61) can slide towards each other to abut against each other and be fixed by the adjusting member (7). The two middle rods (55) are inserted into the corresponding locking notches (611). When the middle rod (55) is in the limited state, the two locking rods (61) slide in opposite directions and abut against the anti-loosening screw (461). At this time, the middle rod (55) is inserted into the corresponding locking notches (611).

8. A bidirectional automatic disengagement clutch according to claim 7, characterized in that, The adjusting component (7) includes a connecting rod (71) rotatably mounted on the side of the support frame (41) away from the intermediate rod (55), a protruding rod (72) is vertically fixed at the other end of the connecting rod (71), an adjusting rod (73) is rotatably connected to the other end face of the protruding rod (72), an adjusting notch (731) is opened on the adjusting rod (73), and an arc-shaped locking block (732) with a minor arc length is fixed on the inner wall of the adjusting notch (731); a locking protrusion (62) is fixed on both ends of the locking rod (61), a first groove (621) is opened on the side of the locking protrusion (62) at the same end of the two locking rods (61) that are relatively far apart, and a second groove (531) is opened on the outer side of the extension rod (53); When the two locking rods (61) are in the control state, the protruding rod (72) rotates to a position that abuts against the horizontal plane of the support frame (41). At this time, the adjusting rod (73) rotates towards the direction of the locking protrusion (62), and the two locking protrusions (62) are engaged in the adjusting notch (731). The arc-shaped locking block (732) is engaged in the first groove (621). When the two locking rods (61) are in the adjustment state, the protruding rod (72) rotates to a position that abuts against the horizontal plane of the extension rod (53). At this time, the adjusting rod (73) rotates towards the direction of the extension rod (53), and the outer edge of the extension rod (53) is engaged in the adjusting notch (731). The arc-shaped locking block (732) is engaged in the second groove (531).

9. A bidirectional automatic disengagement clutch according to claim 7, characterized in that, A protective plate (81) is slidably provided on the side of the first support plate (42) and the second support plate (43) that are far apart from each other. An elastic extrusion member (82) is provided to drive the protective plate (81) to slide in a direction away from the locking rod (61). A traction rope (83) is provided, and the two ends of the traction rope (83) are fixedly connected to the outer side of the protective plate (81) and the locking rod (61) respectively. When the two locking levers (61) are in the control state, they drive the protective plate (81) to slide towards the middle lever (55). At this time, the protective plate (81) on the side of the first support plate (42) protects the external of the connecting shaft (31), and the protective plate (81) on the side of the second support plate (43) protects the external of the protruding shaft (11). When the two locking levers (61) are in the adjustment state, the protective plate (81) slides away from the middle lever (55). The protective plate (81) on the side of the first support plate (42) releases the external protection of the connecting rod (71), and the protective plate (81) on the side of the second support plate (43) releases the external protection of the protruding shaft (11).

10. A bidirectional automatic disengagement clutch according to claim 9, characterized in that, The elastic compression member (82) includes a guide block (821) fixed on the side of the first support plate (42) and the second support plate (43) away from each other, a protruding plate (822) fixed on the outer side of the first support plate (42) and the second support plate (43), and a compression spring (823) in a compressed state. The guide block (821) has a guide notch for sliding and limiting the first support plate (42) and the second support plate (43). The guide block (821) is located on the side of the protruding plate (822) facing the locking rod (61). The two ends of the compression spring (823) are fixedly connected to the side of the guide block (821) and the protruding plate (822) on the same side that are close to each other.

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