Clutch structure and electric air valve actuator

Abstract

The utility model discloses a clutch structure and an electric air valve actuator, and the clutch structure comprises a first gear which can be engaged with or separated from other gears; the clutch button can be pressed by a user; the clutch device is characterized in that the clutch button is arranged right above the first gear, and when the clutch button is pressed, the clutch button can drive the first gear to be converted into a separation state from a meshing state. Compared with the prior art, the clutch button is arranged right above the first gear to be clutched, so that when the clutch button is pressed down, force does not need to be applied to the first gear through a lever type transmission piece, the stress of the first gear is more balanced, the first gear does not excessively deviate to a certain side, the conditions of incomplete pressing down and incomplete gear separation are avoided, and the service life of the clutch button is prolonged. And meanwhile, the situation that the service life of the gear is affected or the clutch function is unstable due to uneven abrasion of the gear caused by a transmission part can be improved.

Description

Technical Field

[0001] This utility model relates to a clutch structure and an electric air valve actuator using the clutch structure. Background Technology

[0002] An electric damper actuator is a device used to control and regulate the opening of a damper. It can control the degree of damper opening according to system requirements, thereby regulating airflow to achieve the desired air volume and temperature control targets. Users can manually adjust the actuator using a manual clutch button. This design allows users to adjust the damper opening even in special circumstances, such as power failure or control system malfunction, to ensure the normal operation of the ventilation system or to perform necessary maintenance. When manual adjustment is required, the user presses the manual clutch button, disengaging the internal gear mechanism of the actuator, allowing the user to manually rotate the damper shaft to adjust the damper opening.

[0003] The existing clutch structure can be referenced from the manual clutch button of an intelligent airflow actuator disclosed in Chinese Utility Model Patent Application No. 202420184032.0 (Authorization Announcement No. CN222026376U). This clutch button is designed on the side of the housing, which is its conventional position in the overall structural layout of the device. When this button is pressed, a lever connected to the button is activated. This lever applies pressure to the gear from one side, thereby disengaging the connection between the driven gear and the driving gear, achieving the clutch function.

[0004] However, this side-mounted design and the method of pressing the gear down from one side with a lever can lead to imprecise clutch operation. For example, incomplete pressing may occur, resulting in incomplete gear disengagement. Furthermore, over long-term use, the force applied from one side by the lever can cause uneven wear on the gears. The side-mounted cantilever design also tends to apply uneven force, resulting in uneven clutch engagement and disengagement, affecting gear lifespan or causing clutch instability. Additionally, from an operational convenience perspective, side-mounted buttons may be inconvenient to operate in certain installation environments or operating scenarios, making them difficult to reach in space-constrained situations.

[0005] Therefore, further improvements are needed to the clutch structure of the electric damper actuator. Utility Model Content

[0006] The technical problem to be solved by this utility model is to propose a clutch structure that provides more precise clutch operation and more uniform force on the gears, and an electric air valve actuator that uses the clutch structure, in response to the above-mentioned technical status.

[0007] The technical solution adopted by this utility model to solve the above-mentioned technical problem is: a clutch structure, comprising...

[0008] The first gear is ready to mesh or disengage with other gears;

[0009] The clutch button can be pressed by the user;

[0010] Its features are,

[0011] The clutch button is located directly above the first gear and can drive the first gear from the engaged state to the disengaged state when the clutch button is pressed.

[0012] Preferably, the clutch structure further includes a transmission component connected directly below the clutch button, which is used to transmit the action of the clutch button to the first gear.

[0013] Preferably, the transmission component has two contact feet, which respectively contact both sides of the shaft of the first gear. The contact feet can be designed as two or more, each contacting a different side of the shaft of the first gear, or a single contact foot can be designed with an annular cross-section, making the center of the total contact surface closer to the shaft of the first gear, taking into account both cost and functionality.

[0014] Specifically, the clutch button has a connecting post extending downward along the axis of the first gear on its back, and the upper part of the transmission component has a connecting part. The connecting post is connected to the connecting part. That is to say, the clutch button is located directly above the transmission component. Pressing the clutch button presses the transmission component. However, the existing technology requires converting the horizontal pressing of the button into the vertical movement of the lever, which makes the structure more complicated.

[0015] To facilitate the positioning of the clutch button during installation, preferably, the upper surface of the connecting part of the transmission component has a square groove, and the bottom of the connecting post of the clutch button is square and fits into the square groove, so that the connecting post can be partially embedded in the square groove without rotating.

[0016] To ensure a more secure connection between the clutch button and the transmission component, a mounting through hole is provided on the bottom surface of the square groove, and a corresponding mounting blind hole is provided on the bottom surface of the connecting post. The fixing member passes through the mounting through hole and then into the mounting blind hole, thereby installing and connecting the transmission component and the clutch button. The non-integrated structure of the button and the square groove connecting post prevents external liquid from entering through the upper button gap.

[0017] Furthermore, the clutch structure also includes a housing, a portion of which is bent into a button recess for embedding the clutch button. The transmission component is located below the housing, and a connecting through hole is formed on the bottom surface of the button recess. The connecting post portion of the clutch button passes through the connecting through hole and connects to the transmission component below the housing. The clutch button is fixedly connected to the transmission component. Except for the connecting post portion passing through the connecting through hole of the housing, the rest of the clutch button is above the housing. The housing's obstruction prevents the clutch button from being excessively pressed down, while the entire transmission component is confined below the housing. Therefore, the clutch button, fixedly connected to it, will not disengage from the button recess due to excessive rebound.

[0018] Preferably, the peripheral wall of the button recess has a guide groove extending along the axial direction of the first gear, and the clutch button has a corresponding guide slider, so that the clutch button can slide along the guide direction.

[0019] To ensure the clutch button returns to its original position, preferably, a button return spring is fitted on the connecting post to reset the clutch button from the pressed state. One end of the button return spring abuts against the back of the clutch button, and the other end abuts against the bottom surface of the button groove. The button return spring always tends to push the clutch button upward.

[0020] To enable the first gear to return to the engaged state, preferably, the clutch structure further includes a base with a rotating shaft on it. The first gear is rotatably mounted on the rotating shaft. A gear return spring is also mounted on the rotating shaft to return the first gear from the engaged state to the engaged state. One end of the gear return spring abuts against the first gear, and the other end abuts against the base. The gear return spring always has a tendency to push the first gear upward.

[0021] This utility model also discloses an electric air valve actuator, characterized in that it uses the above-mentioned clutch structure.

[0022] Preferably, the base also includes a motor for providing power and a main shaft for controlling the opening of the air valve. The motor and main shaft are located on opposite sides of the electric air valve actuator, and the clutch button is located in the middle of the electric air valve actuator, between the motor and the main shaft. This design allows the clutch button to be positioned directly above the first gear, simplifying the transmission structure. Furthermore, the centrally located button makes it easier for the user to operate, reducing the likelihood of difficulty in accessing the button due to space constraints.

[0023] Compared with the prior art, this utility model places the clutch button directly above the first gear to be engaged. Therefore, when the clutch button is pressed, there is no need to apply force to the first gear through the lever-type transmission component. The force on the first gear is more balanced and does not deviate excessively to one side, avoiding incomplete pressing and incomplete gear disengagement. At the same time, it can also improve the uneven wear of the gear caused by the transmission component, which would affect the service life of the gear or cause instability of the clutch function. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the structure of an embodiment of the present utility model;

[0025] Figure 2 This is a schematic diagram of the clutch button detaching from the housing according to an embodiment of the present invention;

[0026] Figure 3 This is a schematic diagram of the structure of this utility model with the clutch button hidden.

[0027] Figure 4 This is a schematic diagram of the structure of this utility model with the outer shell removed;

[0028] Figure 5 for Figure 4 A structural diagram with the middle layer plate and some screws hidden;

[0029] Figure 6 for Figure 4 Another angle view after the middle layer plate and some screws are hidden;

[0030] Figure 7 This is a schematic diagram of the clutch structure of this utility model embodiment with the outer shell removed;

[0031] Figure 8 This is an exploded view of the clutch structure of this utility model embodiment with the outer shell removed;

[0032] Figure 9 This is a schematic diagram of the transmission component according to an embodiment of the present utility model;

[0033] Figure 10 This is a schematic diagram of the clutch button according to an embodiment of the present invention;

[0034] Figure 11 This is a schematic diagram of the contact surface between the contact foot and the first gear in an embodiment of the present invention. Detailed Implementation

[0035] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0036] like Figures 1 to 11The figure shown is a preferred embodiment of the clutch structure and electric air valve actuator of this utility model.

[0037] Please refer to Figure 1 The electric damper actuator of this embodiment has a base 8, which is generally rectangular. On both sides along its length, there is a motor 3 for providing power and a main shaft 2 for controlling the opening of the damper. A housing 1 is installed on top of the base 8. The housing 1 is generally stepped, with a higher second step and a relatively lower first step. The motor 3 is covered below the second step of the housing 1, while the main shaft 2 partially passes through and is exposed outside the first step.

[0038] Please refer to Figure 4 Multiple gears are installed between the motor 3 and the main shaft 2. The power output shaft of the motor 3 is connected to the second gear 7, which is directly driven by the motor 3 and is the driving gear. The second gear 7 transmits power to the driven gears, such as the first gear 6, which ultimately drives the main shaft 2 to rotate.

[0039] In the middle of the electric damper actuator, specifically in a portion of the second-level step of the housing 1, a button recess 13 is formed, into which a clutch button 4 is embedded. This clutch button 4 is located directly above the first gear 6. When the user presses the clutch button 4, the first gear 6 disengages from the second gear 7, which acts as the driving gear. Figure 2 and Figure 3 As shown, the peripheral wall of the button groove 13 has a guide groove 12 extending axially along the first gear 6, and the clutch button 4 has a corresponding guide slider 42, so that the clutch button 4 can slide along the guide direction.

[0040] A transmission component 5 is connected below the clutch button 4. This transmission component 5 is used to transmit the action of the clutch button 4 to the first gear 6. In this embodiment, the first gear 6 is a double gear, such as... Figures 5-8 As shown. The transmission component 5 has two contact feet 51 for contacting the upper end face of the first gear 6 and transmitting downward pressure to the first gear 6. The number of contact feet 51 is not limited to two; it can be designed as three or more and distributed around the shaft 62 of the first gear 6, or it can be designed as a single contact foot 51 with a cross-section that is annular and surrounds the shaft 62 of the first gear 6. However, regardless of the design of the contact feet 51, the distance d between the center 63 of the contact surface 61 formed by all contact feet 51 contacting the upper end face of the first gear 6 and the shaft 62 of the first gear 6 must not exceed 1 / 3 of the radius r of the first gear 6. Figure 11 As shown.

[0041] In this embodiment, the two contact feet 51 of the transmission component 5 respectively contact both sides of the shaft 62 of the first gear 6, making the center 63 of the total contact surface 61 closer to the shaft 62 of the first gear 6. Therefore, when the clutch button 4 is pressed, the contact feet 51 of the transmission component 5 apply a more balanced force to the first gear 6, without excessive bias to one side, avoiding incomplete pressing and incomplete gear disengagement. This also improves the uneven wear caused by the transmission component 5 on the gear, preventing it from affecting the service life of the gear or causing instability in the clutch function. A shim 16 can also be provided between the first gear 6 and the contact feet 51 of the transmission component 5 to convert the direct contact between them into indirect contact, thereby reducing wear. (See reference...) Figure 8 .

[0042] Furthermore, existing technologies require converting the horizontal pressing of a button into the vertical movement of a lever, resulting in a more complex structure. This embodiment addresses this issue. For example... Figures 8-10 As shown, the back of the clutch button 4 has a connecting post 41 extending downward along the axis of the first gear 6, and the upper part of the transmission member 5 has a connecting part 52. The connecting post 41 is connected to the connecting part 52. That is to say, the clutch button 4 is located directly above the transmission member 5, and pressing the clutch button 4 is equivalent to pressing the transmission member 5.

[0043] Please continue to refer to this. Figures 8-10 To facilitate the positioning of the clutch button 4 during installation, a square groove 53 is formed on the upper surface of the connecting part 52 of the transmission component 5. The bottom of the connecting post 41 of the clutch button 4 is square and matches the square groove 53. The connecting post 41 can be partially embedded in the square groove 53 without rotating. A mounting through hole 54 is formed on the bottom surface of the square groove 53, and a corresponding mounting blind hole 43 is formed on the bottom surface of the connecting post 41. The fixing member 11 passes through the mounting through hole 54 and then into the mounting blind hole 43, thereby installing and connecting the transmission component 5 and the clutch button 4, making the connection between the clutch button 4 and the transmission component 5 more stable.

[0044] To ensure the clutch button 4 returns to its original position, a button return spring 9 is fitted onto the connecting post 41 to reset the clutch button 4 from its pressed state. One end of the button return spring 9 abuts against the back of the clutch button 4, and the other end abuts against the bottom surface of the button groove 13. The button return spring 9 always has a tendency to push the clutch button 4 upwards. Figure 5 and 6 As shown.

[0045] The transmission component 5 is located below the outer casing 1. A connecting through hole 14 is opened on the bottom surface of the button recess 13. The connecting post 41 of the clutch button 4 passes through the connecting through hole 14 and connects to the transmission component 5 below the outer casing 1. Figure 2 and 3As shown. The clutch button 4 is fixedly connected to the transmission component 5. Except for the part of the connecting post 41 that passes through the connecting through hole 14 of the housing 1, the rest of the clutch button 4 is above the housing 1. The obstruction of the housing 1 can prevent the clutch button 4 from being pressed down excessively. The transmission component 5 is completely restricted by the housing 1 below the housing 1. Therefore, the clutch button 4, which is fixedly connected to it, will not be dislodged from the button groove 13 due to excessive rebound.

[0046] The first gear 6 also has a similar springback structure, such as Figure 6 As shown, specifically, a rotating shaft 17 is provided on the base 8, and the first gear 6 is rotatably sleeved on the rotating shaft 17. A gear return spring 10 is also sleeved on the rotating shaft 17 to reset the first gear 6 from the disengaged state to the engaged state. One end of the gear return spring 10 abuts against the first gear 6, and the other end abuts against the base 8. The gear return spring 10 always has the tendency to push the first gear 6 upward.

[0047] like Figure 4 As shown, a middle plate 15 is also arranged parallel above the base 8, and the first gear 6 is located below the middle plate 15. The contact foot 51 of the transmission member 5 passes through the middle plate 15 and contacts the first gear 6 below the middle plate 15. The blocking effect of the middle plate 15 can prevent the transmission member 5 from being excessively pressed down, and can also prevent the first gear 6 from excessively rebounding.

[0048] The working principle of this embodiment:

[0049] When the gears of the electric damper actuator need to be manually engaged or disengaged, such as in the event of a power failure or control system malfunction, the user can press the clutch button 4. The downward action of the clutch button 4 is transmitted to the first gear 6 by the transmission component 5 through two contact feet 51. The center 63 of the total contact surface 61 of the two gears is close to the shaft 62 of the first gear 6. When the first gear 6 is pressed down, it is less likely to deflect laterally, allowing the first gear 6 to smoothly disengage from the second gear 7. The main shaft 2 is no longer locked by the second gear 7, which acts as the driving gear, and the user can manually rotate the main shaft 2 to adjust the opening of the damper. When the user releases the clutch button 4, the first gear 6 rebounds upward due to the elastic force of the gear return spring 10 and returns to the state of meshing with the second gear 7. The clutch button 4 also rebounds and resets due to the elastic force of the button return spring 9.

Claims

1. A clutch mechanism, comprising: The first gear (6) can mesh with or disengage from other gears; The clutch button (4) can be pressed by the user; Its features are, The clutch button (4) is located directly above the first gear (6) and can drive the first gear (6) from the engaged state to the disengaged state when the clutch button (4) is pressed. It also includes a transmission component (5), which is connected directly below the clutch button (4) and is used to transmit the action of the clutch button (4) to the first gear (6).

2. The clutch structure according to claim 1, characterized in that, The transmission component (5) has two contact feet (51), which respectively contact both sides of the shaft (62) of the first gear (6).

3. The clutch structure according to claim 1, characterized in that, The clutch button (4) has a connecting post (41) extending downward along the axis of the first gear (6) on its back side, and the transmission member (5) has a connecting part (52) on its upper part, and the connecting post (41) is connected to the connecting part (52).

4. The clutch structure according to claim 3, characterized in that, The upper surface of the connecting part (52) of the transmission component (5) has a square groove (53). The bottom of the connecting post (41) of the clutch button (4) is square and fits the square groove (53). The connecting post (41) can be partially embedded in the square groove (53). The bottom surface of the square groove (53) has a mounting through hole (54). The bottom surface of the connecting post (41) has a corresponding mounting blind hole (43). The fixing member (11) passes through the mounting through hole (54) and then enters the mounting blind hole (43) to install and connect the transmission component (5) and the clutch button (4).

5. The clutch structure according to claim 4, characterized in that, It also includes a housing (1), a portion of which is bent into a button groove (13) for embedding a clutch button (4). The transmission component (5) is located below the housing (1). A connecting through hole (14) is opened on the bottom surface of the button groove (13). The connecting post (41) of the clutch button (4) passes through the connecting through hole (14) and connects to the transmission component (5) below the housing (1).

6. The clutch structure according to claim 5, characterized in that, The peripheral wall of the button groove (13) has a guide groove (12) extending along the axial direction of the first gear (6), and the clutch button (4) has a corresponding guide slider (42) so that the clutch button (4) can slide along the guide direction.

7. The clutch structure according to claim 6, characterized in that, A button reset spring (9) is sleeved on the connecting post (41) for resetting the clutch button (4) from the pressed state. One end of the button reset spring (9) abuts against the back of the clutch button (4), and the other end abuts against the bottom surface of the button groove (13). The button reset spring (9) always has the tendency to push the clutch button (4) upward.

8. The clutch structure according to any one of claims 1 to 7, characterized in that, It also includes a base (8), on which a rotating shaft (17) is provided. The first gear (6) is rotatably sleeved on the rotating shaft (17). A gear return spring (10) for resetting the first gear (6) from the clutch state to the meshing state is also sleeved on the rotating shaft (17). One end of the gear return spring (10) abuts against the first gear (6), and the other end abuts against the base (8). The gear return spring (10) always has the tendency to push the first gear (6) upward.

9. An electric damper actuator, characterized in that, The application has the clutch structure as described in any one of claims 1 to 8.

10. The electric damper actuator according to claim 9, characterized in that, It also includes a base (8), on which a motor (3) that provides power and a main shaft (2) that controls the opening of the air valve are provided. The motor (3) and the main shaft (2) are located on both sides of the electric air valve actuator. The clutch button (4) is located in the middle of the electric air valve actuator, between the motor (3) and the main shaft (2).

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