Conical disc friction safety coupling
Through the design of the conical disc friction safety coupling, combined with the coordination of the elastic adjustment component, screw sleeve and spring, the long-term and high-cost problems faced by the involute spline tooth design during the processing process, achieving efficient torque transmission and stability improvement.
Patent Information
- Application Number
- CN202421408985.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-20
- Publication Date
- 2025-03-07
- Estimated Expiration
- 2034-06-20
AI Technical Summary
The existing couplings with involute splined teeth design require special tooth processing equipment during the processing process, resulting in long processing cycles and high cost.
The friction safety coupling design of the conical disc is adopted. The frictional cooperation between the brake wheel and the conical disc is combined with the elastic adjustment component to achieve torque transmission, and the friction force is further improved through the cooperation of the screw sleeve and the spring.
No need to use special processing equipment, which reduces processing time and cost, while improving the stability of the coupling and resistance to torque loads.
Smart Images
Figure CN222577177U_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of couplings, and in particular to a cone-disk friction safety coupling. Background Art
[0002] Friction coupling is a type of torque limiting coupling, which is connected between the driving machine and the working machine to provide torque overload protection.
[0003] In the related technology, the torque limiting clutch transmits torque through internal splines, active friction plates and external splines, and is provided with a spring to apply pressure to the dynamic friction plate to adjust the maximum torque that the dynamic friction plate can provide. Among them, the internal splines, active friction plates and external splines are all designed as involute spline tooth shapes to form a firm engagement.
[0004] Regarding the above-mentioned related technologies, when the splines, active friction plates, external splines, etc., which are key transmission components, all use involute spline tooth shapes, special tooth processing equipment is required during processing. The processing cycle is long and the processing cost is high, and a new coupling needs to be designed as a replacement. Utility Model Content
[0005] In order to reduce the long processing cycle and special equipment processing cost caused by the involute spline tooth design of the coupling, the present application provides a cone-disk friction safety coupling.
[0006] The present application provides a cone-disk friction safety coupling adopting the following technical solution:
[0007] A cone-disk friction safety coupling, comprising:
[0008] A brake wheel, used to be connected and fixed to the shaft segment, and a friction groove is provided on one end surface of the brake wheel;
[0009] A cone disk is embedded in the friction groove, and a friction cone surface is formed on the outer wall of the circumference of the cone disk, and the friction cone surface forms a friction abutment with the inner wall of the friction groove;
[0010] The elastic force adjustment component is arranged on the side of the cone disc away from the brake wheel, is used to be connected with the shaft section, and has the tendency to drive the cone disc to be pressed tightly into the friction groove.
[0011] By adopting the above technical solution, when the cone disc and the brake wheel are frictionally braked, the friction pressure is increased by the elastic adjustment component, so that a certain torque can be carried between the cone disc and the brake wheel to achieve torque transmission. At the same time, compared with the design using involute spline teeth, no specific processing equipment is required and the processing time can be reduced.
[0012] Optionally, the elastic force adjustment component includes a sleeve and a spring. When the sleeve is connected and fixed to the shaft segment, it is located on the side of the cone disk away from the brake wheel. The sleeve is tightly pressed against one end of the spring, and the other end of the spring is tightly pressed against the cone disk.
[0013] By adopting the above technical solution, the screw sleeve and the spring cooperate with each other so that the spring can further increase the clamping force between the cone disk and the brake wheel, thereby increasing the upper friction line between the friction cone surface and the inner wall of the friction groove, so that the screw sleeve and the brake wheel can transmit more torque load to improve the stability of the coupling.
[0014] Optionally, it also includes a spring seat, which is arranged on the side of the nut close to the cone disk. A clamping bolt is provided on the spring seat, and the clamping bolt is threadedly connected to the cone disk. When the clamping bolt is gradually tightened, the spring is gradually compressed and pressed against the adjacent side wall surface of the cone disk.
[0015] By adopting the above technical solution, the clamping bolt adjusts the distance of the threaded connection so that the distance between the spring seat and the cone disc is continuously reduced or increased, so that the elastic force generated by the spring can be adjusted as needed, and the limit friction force between the cone disc and the brake wheel can be adjusted within a range, thereby adapting to the use requirements of transmitting different torque loads.
[0016] Optionally, a receiving groove is formed on the side wall of the conical disk facing the spring seat, the spring is embedded in the receiving groove, and the inner wall around the receiving groove abuts against the outer wall around the spring for limiting position.
[0017] By adopting the above technical solution, the storage groove is opened so that after the spring is inserted, the inner wall of the storage groove can abut and limit the outer wall of the spring, so that the spring is not easy to bend away from the axial direction during the contraction process, which helps to concentrate the direction of elastic force transmission and makes the spring less likely to bend away from the axis, thereby increasing the service life of the spring.
[0018] Optionally, the friction conical surface is fixedly provided with an extreme anti-skid convex strip, and the inner wall of the friction groove is provided with an abutment slide groove for the extreme anti-skid convex strip to be embedded in. When the brake wheel is subjected to torque overload, the extreme anti-skid convex strip slides out of the abutment slide groove.
[0019] By adopting the above technical solution, the extreme anti-skid convex strip and the abutting slide groove form a limit clamping connection, so that the extreme anti-skid convex strip and the abutting slide groove can be interference limited, so that sufficient anti-torsion torque can be generated between the cone disc and the brake wheel. At the same time, when the torque load is too large, the extreme anti-skid convex strip can slide out of the abutting slide groove, thereby forming a slipping rotational connection, which makes it difficult for the cone disc and the brake wheel to be directly damaged.
[0020] Optionally, a plurality of the extreme anti-skid convex strips are provided, and the plurality of the extreme anti-skid convex strips are evenly arranged along the circumferential direction of the axis of the cone disk, and the number of the abutting sliding grooves corresponds to the number of the extreme anti-skid convex strips.
[0021] By adopting the above technical solution, when multiple anti-skid convex strips are evenly arranged axially along the axis of the cone disc, the friction resistance between the cone disc and the brake wheel can be further increased, so that the torque load that can be transmitted between the cone disc and the brake wheel is greater, and it can adapt to the transmission requirements of stronger torque loads. When slipping occurs, the anti-skid convex strips can be embedded in the abutment grooves in sequence, thereby increasing.
[0022] Optionally, a guide groove is provided on the inner wall of the slot of the receiving slot, and the guide groove is concentrically arranged with the receiving slot, and the guide groove guides the facing end faces of the spring seat to be embedded and abut against the spring.
[0023] By adopting the above technical solution, the guide groove and the receiving groove cooperate with each other, so that the spring seat can accurately abut against the spring under the limitation and guidance of the guide groove, so that the spring seat and the spring can be stably abutted.
[0024] Optionally, the angle between the friction cone surface and the cone disk axis is 10° to 15°.
[0025] By adopting the above technical solution, when the angle between the friction cone surface and the cone disc axis is inclined, the friction contact area between the friction cone surface and the brake wheel can be further increased, which helps to increase the upper limit of the torque load between the cone disc and the brake wheel.
[0026] In summary, the present application includes at least one of the following beneficial technical effects:
[0027] 1. When the cone disc and the brake wheel are frictionally braked, the friction pressure is increased by the elastic adjustment component, so that the cone disc and the brake wheel can bear a certain torque to achieve torque transmission. At the same time, compared with the design using involute spline teeth, no specific processing equipment is required and the processing time can be reduced;
[0028] 2. The screw sleeve and the spring cooperate with each other so that the spring can further increase the clamping force between the cone disc and the brake wheel, thereby increasing the upper friction line between the friction cone surface and the inner wall of the friction groove, so that the screw sleeve and the brake wheel can transmit more torque load to improve the use stability of the coupling;
[0029] 3. The clamping bolt adjusts the distance of the threaded connection so that the distance between the spring seat and the cone disc is continuously reduced or increased, so that the elastic force generated by the spring can be adjusted as needed, and the limit friction force between the cone disc and the brake wheel can be adjusted within a range, so as to meet the use requirements of transmitting different torque loads. BRIEF DESCRIPTION OF THE DRAWINGS
[0030] Figure 1 It is a half-section view of the cone-disk friction safety coupling in the present application along the axial direction.
[0031] Figure 2 It is an exploded view of a half-section view of the brake wheel and the cone disc in the axial direction in the present application.
[0032] Explanation of the reference numerals in the accompanying drawings: 1. brake wheel; 11. friction groove; 111. abutment slide groove; 12. half coupling; 121. pin; 2. cone disk; 21. friction cone surface; 211. anti-slip convex strip; 22. storage groove; 221. guide groove; 3. elastic force adjustment component; 31. screw sleeve; 311. sleeve ring; 32. spring; 33. spring seat; 34. clamping bolt. DETAILED DESCRIPTION
[0033] The following is combined with Figure 1-2 This application is described in further detail.
[0034] The present application embodiment discloses a cone-disk friction safety coupling. Figure 1 and Figure 2 The cone-disc friction safety coupling comprises a brake wheel 1, a cone disk 2 and an elastic force adjustment component 3. The brake wheel 1 is provided with a friction groove 11. The cone disk 2 is embedded in the friction groove 11 and forms a friction abutment in the circumferential direction of the axis. The elastic force adjustment component 3 is arranged on the shaft segment, and is used to keep the cone disk 2 and the brake wheel 1 pressed tightly, so that the brake wheel 1 and the cone disk 2 connected to two different shaft segments can form a rotation limit in the circumferential direction of the axis to transmit the rotational torque to different shaft segments. Compared with the coupling using involute spline teeth, it does not require the use of special involute processing equipment, which can reduce processing time and cost.
[0035] Reference Figure 1 and Figure 2 A half coupling 12 is provided on the side wall of the brake wheel 1 away from the cone disk 2. The half coupling 12 and the brake wheel 1 are connected and fixed by a pin 121, so that the half coupling 12 and the brake wheel 1 maintain coaxial rotation. The half coupling 12 is used to connect and fix with the shaft segment. The use of the half coupling 12 is the prior art in the field, and the specific connection structure of the half coupling 12 is inconsistent with the main inventive concept of the present application. Therefore, the specific structure of the half coupling 12 is not further elaborated in this embodiment.
[0036] Reference Figure 1 and Figure 2A friction cone surface 21 is provided on the outer wall of the circumferential side of the cone disk 2. The friction cone surface 21 is inclined. The inclination angle between the friction cone surface 21 and the axis of the cone disk 2 is 10° to 15°. In this embodiment, an inclination angle of 15° between the friction cone surface 21 and the axis of the cone disk 2 is used as an example. Correspondingly, the inner wall of the circumferential side of the friction groove 11 and the friction cone surface 21 are arranged parallel to each other. When the friction cone surface 21 is inclined, the friction force between the cone disk 2 and the brake wheel 1 can be further increased, thereby increasing the ultimate torsional moment, which helps to adapt to greater torque requirements.
[0037] Among them, it needs to be further explained that the outer wall of the circumferential side of the friction cone surface 21 is fixedly provided with an extreme anti-skid ridge 211, and the number of the extreme anti-skid ridges 211 can be set to be single or multiple. In this embodiment, the number of extreme anti-skid ridges 211 is introduced as an example of multiple extreme anti-skid ridges 211. The multiple extreme anti-skid ridges 211 are evenly arranged along the axis of the cone disk 2, and the inner wall of the circumferential side of the friction groove 11 is provided with abutment grooves 111. The number of abutment grooves 111 corresponds to the number of extreme anti-skid ridges 211, and the shape of the abutment grooves 111 is adapted to the shape of the extreme anti-skid ridges 211, so that the upper limit of the torque resistance load between the cone disk 2 and the brake wheel 1 is further improved.
[0038] Reference Figure 1 and Figure 2 The elastic force adjustment component 3 includes a screw sleeve 31, a spring 32 and a spring seat 33. The screw sleeve 31 is provided with corresponding bolts for clamping the shaft section, so that the screw sleeve 31 and the shaft section are connected and fixed. In this embodiment, the screw sleeve and the spring seat 33 are both arranged in an annular cylindrical shape. The screw sleeve is extended toward the side wall of the cone disk 2 and is provided with a sleeve ring 311. The spring seat 33 is rotatably sleeved on the outer wall of the sleeve. A clamping bolt 34 is provided on the spring seat 33. The screw rod of the clamping bolt 34 passes through the spring seat 33 and is threadedly connected to the cone disk 2. The spring 32 is embedded in Between the spring seat 33 and the cone disk 2, by adjusting the thread depth of the clamping bolt 34 and the distance between the screw sleeve 31 and the cone disk 2, when the screw sleeve 31 is higher into the cone disk 2, the threaded connection distance of the clamping bolt 34 is deeper, so that the pressure exerted by the spring 32 on the cone disk 2 is greater, and the spring 32 applies elastic pressure, which can play a role in buffering and shock absorption. At the same time, the friction force between the cone disk 2 and the brake wheel 1 can be further converted into anti-torque load, so that the coupling as a whole can withstand more torque load, thereby improving the scope of application.
[0039] Reference Figure 1 and Figure 2In order to allow the spring 32 to stably expand and contract without being easily bent, the side wall of the cone 2 facing the spring seat 33 is provided with a receiving groove 22, which is provided in the shape of a hole. When the spring 32 is inserted into the receiving groove 22, the outer wall of the spring 32 and the inner wall of the receiving groove 22 are in contact with each other, so that the spring 32 and the receiving groove 22 are coaxially arranged, so that the spring 32 is not easily offset and bent on the axis when expanding and contracting. In addition, it should be further explained that during installation, one end of the spring 32 is pressed against the spring seat 33, and the other end of the spring 32 is inserted into and pressed against the bottom of the receiving groove 22.
[0040] In addition, a guide groove 221 is provided on the inner wall of the peripheral side of the receiving groove 22 near the notch. The guide groove 221 is arranged in an annular shape, and is adapted to the adjacent end surface of the spring seat 33. The guide groove 221 is provided for the adjacent end of the spring seat 33 to be embedded. Under the limitation and guidance of the inner wall of the guide groove 221, the spring seat 33 can accurately abut against the adjacent end of the spring 32, so that the spring 32 is stably compressed.
[0041] The implementation principle of a cone-disk friction safety coupling in an embodiment of the present application is as follows: by frictionally fitting the brake wheel 1 and the cone disk 2, the threaded sleeve and the half coupling 12 are connected and fixed to two different shaft sections so that the two different shaft sections can maintain coaxial rotation, and the anti-torque load is increased by the spring 32, so that the coupling as a whole has a better ultimate load resistance capacity and can adapt to the use requirements of a larger anti-torque load, so as to replace the coupling using the involute spline tooth method, and reduce the longer processing cycle and cost caused by the use of special processing equipment.
[0042] The above are all preferred embodiments of the present application, and the protection scope of the present application is not limited thereto. Therefore, any equivalent changes made according to the structure, shape, and principle of the present application should be included in the protection scope of the present application.
Claims
1. A cone-disk friction safety coupling, characterized in that: include: A brake wheel (1) is used to be connected and fixed to the shaft segment, and a friction groove (11) is formed on one end surface of the brake wheel (1); A cone disk (2) is embedded in the friction groove (11); a friction cone surface (21) is provided on the peripheral outer wall of the cone disk (2); and the friction cone surface (21) forms friction contact with the inner wall of the friction groove (11); The elastic force adjustment component (3) is arranged on the side of the cone disc (2) away from the brake wheel (1), is used to connect with the shaft section, and has a tendency to drive the cone disc (2) to be pressed tightly into the friction groove (11).
2. A cone-disk friction safety coupling according to claim 1, characterized in that: The elastic force adjustment component (3) comprises a screw sleeve (31) and a spring (32); when the screw sleeve (31) is connected and fixed to the shaft section, it is located on the side of the cone disk (2) away from the brake wheel (1); the screw sleeve (31) is tightly pressed against one end of the spring (32); and the other end of the spring (32) is tightly pressed against the cone disk (2).
3. A cone-disk friction safety coupling according to claim 2, characterized in that: The invention also comprises a spring seat (33), wherein the spring seat (33) is sleeved on a side of the screw sleeve (31) close to the cone disk (2), and a clamping bolt (34) is arranged on the spring seat (33), and the clamping bolt (34) is threadedly connected to the cone disk (2). When the clamping bolt (34) is gradually tightened, the spring (32) is gradually compressed and pressed against the adjacent side wall surface of the cone disk (2).
4. A conical disc friction safety coupling according to claim 3, characterized in that: The cone disk (2) is provided with a receiving groove (22) on the side wall facing the spring seat (33), the receiving groove (22) is for the spring (32) to be embedded, and the inner wall of the receiving groove (22) is in contact with the outer wall of the spring (32) to limit the position.
5. The cone-disk friction safety coupling according to claim 1, characterized in that: The friction cone surface (21) is fixedly provided with an extreme anti-skid convex strip (211), and the inner wall of the friction groove (11) is provided with an abutment slide groove (111), and the abutment slide groove (111) is used for the extreme anti-skid convex strip (211) to be embedded, and when the brake wheel (1) is subjected to torque overload, the extreme anti-skid convex strip (211) slides out of the abutment slide groove (111).
6. A conical disc friction safety coupling according to claim 5, characterized in that: The extreme anti-skid convex strips (211) are provided in plurality, and the plurality of extreme anti-skid convex strips (211) are evenly arranged along the circumference of the axis of the cone disk (2), and the number of the abutting sliding grooves (111) corresponds to the number of the extreme anti-skid convex strips (211).
7. A cone-disk friction safety coupling according to claim 4, characterized in that: A guide groove (221) is provided on the inner wall of the slot opening of the receiving slot (22). The guide groove (221) is arranged concentrically with the receiving slot (22). The guide groove (221) guides the facing end surface of the spring seat (33) to be embedded and abut against the spring (32).
8. The cone-disk friction safety coupling according to claim 1, characterized in that: The angle between the friction cone surface (21) and the axis of the cone disk (2) is 10° to 15°.