Anti-overloading transmission mechanism
Through the multi-plate friction clutch and output gear structure, the problem of damage of the driving element in overload is solved, the flexibility of load regulation and the compactness of the structure are achieved, and it is suitable for a variety of load scenarios to prevent jamming.
Patent Information
- Application Number
- CN202422671259.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-04
- Publication Date
- 2025-07-25
- Estimated Expiration
- 2034-11-04
AI Technical Summary
In the prior art, the rigid connection between the driving element and the gear is easily damaged under overload conditions, and the load adjustment is inflexible and cannot be adapted to a variety of load scenarios.
The multi-plate friction clutch and output gear structure are adopted to avoid damage during overload through the friction drive link, and the elastic force of the elastic element is adjusted by screwing and applying pressure to adapt to different loads. Combined with copper bushings, rolling bearings and other structures to improve stability and prevent jamming.
It effectively avoids damage to the input shaft, gear or drive components, expands the scope of application, is compact in structure and easy to adjust the load capacity, and prevents jamming.
Smart Images
Figure CN223152587U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical fields of clutches and transmission devices, and more specifically, to an overload-proof transmission mechanism. Background Art
[0002] In the mechanical field, between a driving element and a gear, such as between a motor and a first-stage gear, a rigid connection is usually adopted. For example, the output shaft of the motor and the central shaft of the first-stage gear are connected through a coupling, or connected through spline fitting or other means. Usually, this rigid connection has a simple structure, is convenient for assembly, and has a low cost. However, in some special cases, such as when overload is likely to occur, it may cause damage to gears, central shafts, motors, etc. In addition, when the motor is determined, the maximum load that the motor can drive the gear is also determined, and it cannot be adjusted from a mechanical perspective. Summary of the Invention
[0003] The utility model provides an overload-proof transmission mechanism to overcome the above-mentioned deficiencies in the prior art. The utility model realizes the above purposes through the following technical solutions.
[0004] An overload-proof transmission mechanism includes an input shaft, a multi-disc friction clutch, and an output gear. The multi-disc friction clutch includes a clutch inner core, a clutch outer shell, a first end cover plate, a second end cover plate, a plurality of inner tooth friction plates and outer tooth friction plates arranged coaxially. The first end cover plate and the second end cover plate are respectively coaxially connected to both ends of the clutch outer shell. The inner teeth of the inner tooth friction plates mesh with the outer teeth of the clutch inner core, and the outer teeth of the outer tooth friction plates mesh with the inner teeth of the clutch outer shell. The inner tooth friction plates and the outer tooth friction plates are arranged at intervals between the first end cover plate and the second end cover plate. The clutch inner core is coaxially sleeved on the input shaft. At least two pressing base blocks are evenly arranged around the axis of the first end cover plate on the first end cover plate. The pressing base blocks are provided with external threads and are threadedly engaged with the first end cover plate through the external threads. The positions of the pressing base blocks face the inner tooth friction plates and the outer tooth friction plates. A compression elastic element is clamped between the pressing base blocks and an inner tooth friction plate or an outer tooth friction plate at one end. A nut is threadedly engaged with the outer side of the pressing base block. The output gear and the clutch outer shell are coaxially arranged, and the output gear is connected to the clutch outer shell or connected to the second end cover plate.
[0005] The output gear in this solution is relative to the mechanism of this solution. If the mechanism of this solution is installed in a reduction box, the output gear in this solution can be a first-stage gear. The input shaft in this solution is usually connected to a driving element. The input shaft rotates driven by the driving element, then the input shaft drives the inner core of the clutch to rotate, and then the inner core of the clutch drives the inner tooth friction plate to rotate. Under the elastic force of the compression elastic element, several outer tooth friction plates and the inner tooth friction plate are closely attached together. Under the action of friction force, the inner tooth friction plate drives the outer tooth friction plate to rotate, and then the outer tooth friction plate drives the clutch housing and the second end cover plate to rotate, thereby driving the output gear to rotate.
[0006] Briefly speaking, a friction drive link is added between the input shaft and the output gear in this solution during the power transmission process. If an overload occurs, relative movement will occur between the outer tooth friction plate and the inner tooth friction plate, effectively avoiding damage to the input shaft, gear or driving element. In addition, the elastic force of the compression elastic element can be adjusted by screwing the pressure application base block. The elastic force of the compression elastic element is basically the normal pressure applied on the outer tooth friction plate and the inner tooth friction plate. The friction force between objects is positively correlated with the normal pressure. The maximum load that the output gear in this solution can drive mainly depends on the friction force between the outer tooth friction plate and the inner tooth friction plate. That is to say, the maximum load that the output gear can drive can be adjusted by screwing the pressure application base block, so that an appropriate elastic force can be set for different loads, thereby effectively protecting the components in this solution. On the other hand, this solution can be applied to a variety of load scenarios, that is, the applicable range of this solution is larger. This solution is also very convenient to adjust. After the pressure application base block is screwed in place, tighten the nut to lock the pressure application base block.
[0007] As a further improved structural form, the above-mentioned input shaft includes a coaxial first shaft section and a second shaft section starting from one end. The outer diameter of the second shaft section is larger than that of the first shaft section. A first shoulder is formed between the second shaft section and the first shaft section. The inner core of the clutch is sleeved on the first shaft section and is circumferentially positioned by key connection. One end of the inner core of the clutch abuts against the first shoulder. A pressure plate is connected to the end face of the first shaft section by bolts, and the pressure plate abuts against the other end of the inner core of the clutch. The output gear is sleeved on the outside of the second shaft section. In this structural form, a relatively loose clearance fit or a gap can be adopted between the output gear and the second shaft section, and lubricating oil can be used for lubrication to prevent jamming and reduce wear at the same time. In addition, the multi-plate friction clutch and the output gear are both located on one side of the end face of the first shaft section. Compared with the case where the multi-plate friction clutch and the output gear are respectively located on both sides of the end face of the first shaft section, this structural form saves more space axially and the structure is more compact.
[0008] As a further improved structural form, a copper bushing or a rolling bearing is sleeved outside the second shaft section described above, and the output gear is sleeved on the copper bushing or the rolling bearing. This structural form can improve the stability of the output gear, further prevent the jamming phenomenon between the output gear and the second shaft section, and also avoid the adhesion phenomenon between the output gear and the second shaft section.
[0009] As a further improved structural form, the input shaft described above includes a coaxial third shaft section, the third shaft section is connected to the second shaft section, the outer diameter of the third shaft section is larger than that of the second shaft section, a second shoulder is formed between the third shaft section and the second shaft section, and a copper washer is sandwiched between the output gear and the second shoulder. The copper washer plays a certain positioning role for the output gear and can prevent the jamming phenomenon between the output gear and the second shoulder at the same time.
[0010] As a further improved structural form, a copper spacer ring is sandwiched between the second end cover plate and the clutch inner core. The copper spacer ring can play an axial support role for the second end cover plate to prevent the deformation of the second end cover plate. At the same time, the copper spacer ring separates the second end cover plate and the clutch inner core to avoid interference.
[0011] As a further improved structural form, a pin shaft for positioning and transmitting torque is arranged between the output gear and the clutch housing or the second end cover plate.
[0012] As a further improved structural form, the compression elastic element is a compression spring or a plurality of disc springs.
[0013] Compared with the prior art, the utility model mainly has the following beneficial effects: A friction drive link is added between the input shaft and the output gear during the power transmission process. If an overload occurs, the outer tooth friction plate and the inner tooth friction plate will generate relative movement, effectively avoiding the damage of the input shaft, gear or drive element. By screwing the pressure base block, the maximum load that the output gear can drive can be adjusted, so that appropriate elastic force can be set for different loads, and thus the components in this solution can be effectively protected. On the other hand, the utility model can be applied to a variety of load scenarios, with a larger scope of application. The utility model saves more space axially and has a more compact structure. Copper bushings, rolling bearings, copper washers, copper spacer rings, etc. are arranged at key positions to play an isolation and support role, and at the same time, the jamming phenomenon can be avoided. BRIEF DESCRIPTION OF THE DRAWINGS
[0014] Figure 1 is a schematic cross-sectional structure diagram of an embodiment of the utility model.
[0015] Figure 2 is a schematic cross-sectional structure diagram of the multi-disc friction clutch in the embodiment of the utility model.
[0016] Figure 3 For Figure 2 The enlarged schematic view of the position M in
[0017] Figure 4 It is the structural schematic diagram of the input shaft in the embodiment of the present utility model. Embodiment
[0018] The present utility model will be further described below with reference to the accompanying drawings. The accompanying drawings are only for illustrative purposes and should not be construed as a limitation of this patent. To more concisely describe this embodiment, some components that are well known to those skilled in the art but not relevant to the main content of the present utility model in the drawings or the description will be omitted. In addition, for the convenience of expression, some components in the drawings will be omitted, enlarged or reduced, but they do not represent the size or all structures of the actual product.
[0019] Embodiment, such as Figure 1 And Figure 4 As shown, an anti-overload transmission mechanism includes an input shaft 1, a multi-disc friction clutch 2, and an output gear 3. The input shaft 1 in this embodiment includes coaxial first shaft section 11, second shaft section 12, and third shaft section 13 starting from one end. The outer diameter of the third shaft section 13 is greater than that of the second shaft section 12, and the outer diameter of the second shaft section 12 is greater than that of the first shaft section 11. A first shoulder 14 is formed between the second shaft section 12 and the first shaft section 11, and a second shoulder 15 is formed between the third shaft section 13 and the second shaft section 12. The third shaft section 13 is used to connect with a driving element, and the driving element in this embodiment adopts a motor 51.
[0020] Such as Figure 2 And Figure 3 As shown, the multi-disc friction clutch 2 in this embodiment includes a coaxially arranged clutch inner core 21, a cylindrical clutch outer shell 22, an annular first end cover plate 23, an annular second end cover plate 24, twelve inner-tooth friction plates 25, and thirteen outer-tooth friction plates. The outer-tooth friction plates are divided into two end friction plates 26a and eleven intermediate friction plates 26b. The common point of the end friction plates 26a and the intermediate friction plates 26b is that they are both provided with outer teeth at the outer edge. The difference between the end friction plates 26a and the intermediate friction plates 26b is that one axial side of the end friction plate 26a is provided with a friction pad, while both axial sides of the intermediate friction plate 26b are provided with friction pads.
[0021] The first end cover plate 23 and the second end cover plate 24 are coaxially connected to both ends of the clutch housing 22 by bolts respectively. The internal tooth friction plates 25 and the external tooth friction plates are arranged at intervals between the first end cover plate 23 and the second end cover plate 24. The arrangement is such that two end friction plates 26a are located at both axial ends, and the remaining intermediate friction plates 26b and the internal tooth friction plates 25 are all arranged between the two end friction plates 26a. The internal teeth of the internal tooth friction plates 25 are engaged with the external teeth of the clutch inner core 21, and the external teeth of the external tooth friction plates are engaged with the internal teeth of the clutch housing 22.
[0022] On the first end cover plate 23, two pressure application base blocks 27 are evenly arranged around the axis of the first end cover plate 23. The pressure application base blocks 27 are provided with external threads, and the pressure application base blocks 27 are threadedly connected to the first end cover plate 23 through the external threads. The positions of the pressure application base blocks 27 face the end friction plates 26a, and a compression elastic element is clamped between the pressure application base blocks 27 and the end friction plates 26a closest to them. The compression elastic element in this embodiment is a plurality of disc springs 28, and the plurality of disc springs 28 between each pressure application base block 27 and the end friction plate 26a are coaxially stacked. In other embodiments, the plurality of disc springs between each pressure application base block and the end friction plate can also be replaced with compression springs. A round nut 29 is threadedly connected to the outside of the pressure application base block 27, and the round nut 29 can be tightened after the pressure application base block 27 is screwed in place to lock the pressure application base block 27.
[0023] Again Figure 1 For example Figure 2 and Figure 4 As shown, the clutch inner core 21 is coaxially sleeved on the first shaft section 11 of the input shaft 1 and is circumferentially positioned by means of key connection. One end of the clutch inner core 21 abuts against the first shoulder 14, and a pressure plate 52 is bolted to the end face of the first shaft section 11, and the pressure plate 52 abuts against the other end of the clutch inner core 21. A self-lubricating copper bushing 53 is sleeved outside the second shaft section 12, and the output gear 3 is sleeved outside the copper bushing 53. In other embodiments, a rolling bearing can also be sleeved outside the second shaft section, and the output gear is sleeved on the rolling bearing. The output gear 3 and the clutch housing 22 are coaxially arranged and the output gear 3 is fixedly connected to the second end cover plate 24 by long bolts 54. In other embodiments, the output gear can also be connected to the clutch housing. Four pin shafts 55 for positioning and transmitting torque are evenly arranged around the axis of the output gear 3 between the output gear 3 and the second end cover plate 24. A part of the pin shafts 55 is inserted into the output gear 3 in a matching manner, and the other part of the pin shafts 55 is inserted into the second end cover plate 24 in a matching manner. The long bolts 54 pass through the output gear 3 and the pin shafts 55 and are locked to the second end cover plate 24, so as to realize the fixed connection between the output gear 3 and the second end cover plate 24. In this embodiment, a copper washer 56 is clamped between the output gear 3 and the second shoulder 15. In addition, a copper spacer ring 57 is clamped between the second end cover plate 24 and the clutch inner core 21 in this embodiment.
[0024] In this embodiment, the input shaft 1 rotates driven by the motor 51. Then, the input shaft 1 drives the inner core 21 of the clutch to rotate. Next, the inner core 21 of the clutch drives the inner tooth friction plate 25 to rotate. Under the elastic force of the disc spring 28, the outer tooth friction plate and the inner tooth friction plate 25 are pressed tightly together. Under the action of friction force, the inner tooth friction plate 25 drives the outer tooth friction plate to rotate. Then, the outer tooth friction plate drives the clutch housing 22 and the second end cover plate 24 to rotate, thereby driving the output gear 3 to rotate. Briefly speaking, a friction drive link is added between the input shaft 1 and the output gear 3 in the power transmission process of this embodiment. If an overload occurs, relative movement will occur between the outer tooth friction plate and the inner tooth friction plate 25, effectively preventing damage to the input shaft 1, gears or the motor 51, etc. In addition, in this embodiment, the elastic force of the disc spring 28 can be adjusted by screwing the pressure-applying base block 27. The elastic force of the disc spring 28 is basically the normal pressure applied to the outer tooth friction plate and the inner tooth friction plate 25. The friction force between objects is positively correlated with the normal pressure. The maximum load that the output gear 3 in this embodiment can drive mainly depends on the friction force between the outer tooth friction plate and the inner tooth friction plate 25. That is to say, by screwing the pressure-applying base block 27, the maximum load that the output gear 3 can drive can be adjusted, so that an appropriate elastic force can be set for different loads, thereby effectively protecting the components in this embodiment. On the other hand, this embodiment can be applied to a variety of load scenarios, that is, the applicable range of this embodiment is larger and it is also very convenient to adjust.
[0025] In this embodiment, the multi-disc friction clutch 2 and the output gear 3 are both located on one side of the end face of the first shaft section 11. Compared with the multi-disc friction clutch 2 and the output gear 3 being located on both sides of the end face of the first shaft section 11 respectively, this embodiment saves more space axially and has a more compact structure. A self-lubricating copper bushing 53 is provided between the output gear 3 and the second shaft section 12, which can improve the stability of the output gear 3, and can prevent jamming between the output gear 3 and the second shaft section 12 during overload. In addition, it can also prevent adhesion between the output gear 3 and the second shaft section 12. The copper washer 56 between the output gear 3 and the second shoulder 15 plays a certain positioning role for the output gear 3, and can also prevent jamming between the output gear 3 and the second shoulder 15. The copper spacer 57 between the second end cover plate 24 and the inner core 21 of the clutch can provide axial support for the second end cover plate 24 to prevent deformation of the second end cover plate 24. At the same time, the copper spacer 57 separates the second end cover plate 24 and the inner core 21 of the clutch to avoid interference.
[0026] The above is only a specific embodiment of the present utility model, but the design concept of the present utility model is not limited thereto. Any non-substantial modifications made to the present utility model by utilizing the design concept of the present utility model shall fall within the protection scope of the present utility model.
Claims
1. An overload prevention transmission mechanism, characterized in that, It includes an input shaft, a multi-disc friction clutch and an output gear. The multi-disc friction clutch includes a clutch inner core, a clutch outer shell, a first end cover plate, a second end cover plate, a plurality of inner tooth friction plates and outer tooth friction plates arranged coaxially. The first end cover plate and the second end cover plate are coaxially connected to both ends of the clutch outer shell respectively. The inner teeth of the inner tooth friction plates are meshed with the outer teeth of the clutch inner core, and the outer teeth of the outer tooth friction plates are meshed with the inner teeth of the clutch outer shell. The inner tooth friction plates and the outer tooth friction plates are arranged at intervals between the first end cover plate and the second end cover plate. The clutch inner core is coaxially sleeved on the input shaft. At least two pressing base blocks are evenly arranged around the axis of the first end cover plate on the first end cover plate. The pressing base blocks are provided with external threads and are threadedly connected to the first end cover plate through the external threads. The positions of the pressing base blocks face the inner tooth friction plates and the outer tooth friction plates. A compression elastic element is clamped between the pressing base block and the inner tooth friction plate or the outer tooth friction plate at one end. A nut is threadedly connected to the outside of the pressing base block. The output gear and the clutch outer shell are arranged coaxially and the output gear is connected to the clutch outer shell or connected to the second end cover plate.
2. The anti-overload transmission mechanism according to claim 1, characterized in that, The input shaft includes a first shaft section and a second shaft section coaxially arranged from one end. The outer diameter of the second shaft section is larger than that of the first shaft section. A first shoulder is formed between the second shaft section and the first shaft section. The clutch inner core is sleeved on the first shaft section and is circumferentially positioned by means of key connection. One end of the clutch inner core abuts against the first shoulder. A pressing plate is connected by bolts at the end face of the first shaft section, and the pressing plate abuts against the other end of the clutch inner core. The output gear is sleeved on the outside of the second shaft section.
3. The overload protection transmission mechanism according to claim 2, characterized in that A copper bushing or a rolling bearing is sleeved on the outside of the second shaft section, and the output gear is sleeved on the copper bushing or the rolling bearing.
4. The anti-overload transmission mechanism according to claim 2, characterized in that, The input shaft includes a third shaft section coaxially arranged. The third shaft section is connected to the second shaft section. The outer diameter of the third shaft section is larger than that of the second shaft section. A second shoulder is formed between the third shaft section and the second shaft section. A copper washer is clamped between the output gear and the second shoulder.
5. The anti-overload transmission mechanism according to claim 1, characterized in that, A copper spacer ring is clamped between the second end cover plate and the clutch inner core.
6. The anti-overload transmission mechanism according to claim 1, characterized in that, A pin shaft for positioning and transmitting torque is provided between the output gear and the clutch outer shell or the second end cover plate.
7. The anti-overload transmission mechanism according to claim 1, wherein, The compression elastic element is a compression spring or a plurality of disc springs.