Damping type clutch structure

Abstract

The utility model discloses a transmission assembly with a damping type clutch structure, which comprises a transmission shaft part, a rotary transmission part capable of rotating relative to the axial direction of the transmission shaft part is connected onto the transmission shaft part, and a clutch part positioned on one side of the rotary transmission part is further connected onto the transmission shaft part. The clutch part is connected to the transmission shaft part in a sliding mode in the axial direction and can rotate along with the transmission shaft part, so that the clutch part can be attached to or away from the rotary transmission part in the axial direction, and a pre-tightening force elastic element capable of providing pre-tightening force to push the clutch part to be attached to the rotary transmission part is further arranged between the transmission shaft part and the clutch part. A clutch structure is arranged between the rotary transmission part and the clutch part, when the torque of the rotary transmission part and the clutch part is smaller than a preset value, the rotary transmission part and the clutch part are in close transmission, and when the torque of the rotary transmission part and the clutch part is larger than the preset value, the clutch part is separated from the rotary transmission part. The transmission assembly with the damping type clutch structure is compact in structure and good in protection effect.

Description

Technical Field

[0001] This utility model specifically relates to a damped clutch structure. Background Technology

[0002] In existing technologies, small motors are widely used in various electric devices, and they typically have an internal transmission structure that transmits the rotational power generated by the rotor to the output shaft. This transmission structure generally includes one or more transmission gears to achieve the conversion and transmission of speed and torque. To reduce noise generated during operation and to lighten the overall weight, existing transmission gears are mostly made of plastic materials. However, due to the compact structure of small motors and the small size of the transmission gears, although plastic gears have good shock absorption and noise reduction performance, their strength is relatively low, and they are prone to deformation or even breakage when subjected to large torques. Especially when the output shaft is subjected to abnormal resistance or sudden load changes, the torque at the motor output end increases sharply, which can easily damage the transmission gears, thereby affecting the normal operation of the entire transmission system and even causing equipment failure.

[0003] Therefore, this invention has developed a miniature clutch component, which includes a transmission gear and a transmission shaft. A clutch structure is designed between the two to disconnect the transmission when the transmission shaft is subjected to large resistance, so as to avoid damage to the transmission components.

[0004] This utility model was developed precisely because of the aforementioned shortcomings. Utility Model Content

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide a damped clutch structure that can disconnect the transmission to protect the transmission components.

[0006] This utility model is achieved through the following technical solution:

[0007] This utility model provides a damping clutch structure, including a shaft. The shaft is provided with a first limiting part and a second limiting part. A rotating part and a clutch part are connected between the first limiting part and the second limiting part. The rotating part is circumferentially connected to the shaft, and the clutch part is axially slidably connected to the shaft and can rotate with the shaft. The rotating part and the clutch part are in contact with each other. The side of the rotating part facing the clutch part is provided with a tooth groove, and the side of the clutch part facing the rotating part is provided with a protruding tooth inserted into the tooth groove.

[0008] As described above, in the damping clutch structure, the shaft is sequentially connected to a rotating component, a clutch component, and an elastic element between the first limiting part and the second limiting part. One end of the elastic element abuts against the second limiting part, and the other end abuts against the clutch component. The elastic element is in a compressed state so that it can push the clutch component against the rotating component.

[0009] In the damping clutch structure described above, the elastic element is a trumpet shape that gradually expands from the second limiting part to the clutch member, or the elastic element is a spring, a spring pad, or a wave pad.

[0010] As described above, the damping clutch structure includes, in sequence, a first abutting part for abutting against the clutch element, an inclined part, and a second abutting part for abutting against the second limiting part.

[0011] As described above, the damping clutch structure has an elastic abutment extending toward the second abutment portion and having elasticity.

[0012] In the damping clutch structure described above, both the convex teeth and the tooth grooves extend radially and are evenly distributed circumferentially.

[0013] In the transmission assembly with damped clutch structure described above, the cross-section of the convex tooth is triangular or semi-circular, and the cross-sectional shape of the tooth groove matches the convex tooth.

[0014] In the damping clutch structure described above, the rotating component is a gear component, and its outer peripheral edge is provided with gear teeth for meshing and transmission with an external gear.

[0015] 1. In the damping clutch structure described above, the shaft (1) is an integral structure made of metal, and the rotating part (2) is an integral structure made of plastic, metal, or a plastic-metal composite.

[0016] As described above, in the damping clutch structure, the shaft is a one-piece structure made of metal, and the rotating part is a one-piece structure made of plastic, metal, or a plastic-metal composite.

[0017] Compared with the prior art, the present invention has the following advantages:

[0018] 1. Achieve overload protection and improve the reliability of the transmission system. By setting a clutch structure with a preset torque response between the rotating parts and the clutch, the transmission connection can be automatically disconnected when the output shaft is subjected to excessive resistance, effectively preventing damage to the transmission components caused by excessive torque, and significantly improving the operational stability and service life of the entire transmission system.

[0019] 2. Compact structure, adaptable to the application needs of small motors. This damping clutch structure adopts an axial sliding clutch combined with an elastic element structure design. The overall layout is reasonable and the size is small. It is especially suitable for the internal structure of small motors with limited space, and meets the needs of modern electronic products for miniaturized and lightweight transmission components.

[0020] 3. The clutch structure is highly responsive, with smooth and reliable disconnection and reset processes. The clutch structure achieves torque transmission and disconnection through the cooperation of the convex teeth and the tooth groove, resulting in a fast response speed. Furthermore, the elastic element adopts a trumpet-shaped or V-shaped cross-section structure, making the elastic force change more linear during compression and reset, thus improving the smoothness and repeatability of the transmission switching process. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the damping clutch structure according to Embodiment 1 of this utility model;

[0022] Figure 2 This is a cross-sectional schematic diagram of the damped clutch structure according to Embodiment 1 of this utility model;

[0023] Figure 3 This is an exploded view of the damping clutch structure of Embodiment 1 of this utility model. Figure 1 ;

[0024] Figure 4 This is an exploded view of the damping clutch structure of Embodiment 1 of this utility model. Figure 2 ;

[0025] Figure 5 This is a cross-sectional schematic diagram of the damped clutch structure of Embodiment 2 of this utility model;

[0026] Figure 6 This is a cross-sectional schematic diagram of the damping clutch structure of Embodiment 3 of this utility model;

[0027] Figure 7 This is a cross-sectional schematic diagram of the damping clutch structure of Embodiment 4 of this utility model. Detailed Implementation

[0028] The utility model will be further described below with reference to the accompanying drawings:

[0029] The orientations described in this utility model specification, such as "up," "down," "left," "right," "front," and "back," are based on the orientations in the accompanying drawings and are intended to facilitate the description of the relationships between the various components. They do not indicate the unique or absolute positional relationships between the various components, but are merely one embodiment of the utility model and are not a limitation on its implementation.

[0030] Example 1

[0031] This embodiment introduces a damped clutch structure, such as Figures 1 to 4As shown, this structure also includes a shaft 1, which has a first limiting part 11 and a second limiting part 12. A rotating part 2 and a clutch part 3 are connected between the first limiting part 11 and the second limiting part 12. The rotating part 2 is circumferentially connected to the shaft 1, and the clutch part 3 is axially slidably connected to the shaft 1 and can rotate with the shaft 1. The rotating part 2 and the clutch part 3 are in close contact with each other. The side of the rotating part 2 facing the clutch part 3 has a toothed groove 21, and the side of the clutch part 3 facing the rotating part 2 has a protruding tooth 31 that is inserted into the toothed groove 21. In order to make the rotating part 2 and the clutch part 3 fit tightly, the shaft 1 is sequentially connected between the first limiting part 11 and the second limiting part 12, with one end of the elastic element 4 abutting against the second limiting part 12 and the other end abutting against the clutch part 3. The elastic element 4 is in a compressed state so that it can push the clutch part 3 against the rotating part 2.

[0032] The cross-sectional shape of the protruding tooth 31 can be triangular or semi-circular, and the cross-sectional shape of the tooth groove 21 can match it. Of course, in other embodiments, the protruding tooth 31 and the tooth groove 21 can also adopt other adaptable shapes such as trapezoids or rounded rectangles.

[0033] In order to enable the clutch 3 to rotate with the shaft 1, a limiting structure 111 is provided on the shaft 1 to prevent the clutch 3 from rotating relative to the shaft 1, and the inner wall shape of the first assembly hole 30 matches the outer shape of the shaft 1, that is, the shaft 1 is provided with a cut, or the shaft 1 is designed with a non-circular cross section.

[0034] In actual use, when the rotating part 2 rotates, due to the action of the elastic element 4, the clutch 3 always stays in contact with the rotating part 2, so that the rotating part 2 can drive the clutch 3 to rotate, thereby driving the shaft 1 to rotate. When the shaft 1 is subjected to greater resistance, the torque between the rotating part 2 and the clutch 3 will exceed the preset value. At this time, the interaction between the convex tooth 31 and the tooth groove 21 will push the clutch 3 to disengage from the rotating part 2, and at the same time compress the elastic element 4, thereby cutting off the power transmission path between the rotating part 2 and the shaft 1, and playing an overload protection role for the rotating part 2.

[0035] The preset value is the minimum torque required for the rotating component 2 and the clutch component 3 to compress the elastic element 4. This preset value can be set by adjusting parameters such as the elastic coefficient and thickness of the elastic element 4, and should be reasonably designed according to the maximum torque that the rotating component 2 can withstand.

[0036] The rotating component 2 is a gear component, with gear teeth 22 on its outer periphery for meshing with external gears. Through meshing with other gears or gear sets, it ultimately achieves a power connection with the rotor. Of course, the rotating component 2 can also take other forms, such as pulleys, ratchet wheels, or swing arms.

[0037] Preferably, in this embodiment, such as Figures 2 to 4 As shown, the elastic element 4 is made of elastic plastic or rubber material. The elastic element 4 is a trumpet shape that gradually expands from the second limiting part 12 towards the clutch 3, giving it a more linear elastic force change characteristic when deformed under pressure, thereby improving the smoothness of the transmission process. Alternatively, the elastic element can also be a spring, a spring pad, or a wave pad. The shaft 1 is a one-piece structure made of metal material, while the rotating part 2 is made of plastic material. Of course, the rotating part 2 can also be made of metal material or a composite of plastic and metal to balance strength and lightweight requirements. Preferably, the protruding teeth 31 and the tooth grooves 21 extend radially and are evenly distributed circumferentially to ensure the stability and uniformity of torque transmission.

[0038] In this embodiment, the first limiting part 11 is composed of a shaft seal fixedly connected to the shaft 1.

[0039] Example 2

[0040] This embodiment introduces a damped clutch structure, which differs from Embodiment 1 in that it lacks the elastic element 4. In this embodiment, however, as shown in the previous one... Figure 5 As shown, the clutch element 3 is elastic in its entirety or partially elastic. For example, the clutch element 3 may be entirely made of elastic materials such as rubber, or partially made of elastic materials such as rubber. Thus, under the limiting action of the first limiting part 11 and the second limiting part 12, the clutch element 3 can provide a preload force to push it against the rotating part 2 through its own compression. Preferably, as... Figure 5 As shown, the clutch 3 may be provided with an elastic abutment 34 that extends toward the second abutment 33 and has elasticity.

[0041] Example 3

[0042] This embodiment introduces a damped clutch structure, which differs from Embodiment 1 in that, as Figure 6 As shown, the first limiting part 11 and the second limiting part 12 of this structure are both integrally formed with the shaft 1.

[0043] Example 4

[0044] This embodiment introduces a damped clutch structure. The difference from Embodiment 1 is that the elastic element 4 adopts a different structure than in Embodiment 1. In this embodiment, as shown... Figure 7 As shown, the elastic element 4 includes a first abutting part 35 for abutting against the clutch 3, an inclined part 32 for abutting against the second limiting part 12, which are connected in sequence, so that its cross section is V-shaped or Z-shaped. This structure provides a smoother pre-tightening force and can make the elastic force change more linear during its compression and reset.

[0045] The above descriptions are merely embodiments of this utility model, and common knowledge regarding specific structures and characteristics is not elaborated upon here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the structure of this utility model, and these should also be considered within the scope of protection of this utility model. These modifications will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application shall be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A damped clutch structure, characterized in that: It also includes a shaft (1), on which a first limiting part (11) and a second limiting part (12) are provided. A rotating part (2) and a clutch part (3) are connected between the first limiting part (11) and the second limiting part (12) of the shaft (1). The rotating part (2) is circumferentially connected to the shaft (1), and the clutch part (3) is axially slidably connected to the shaft (1) and can rotate with the shaft (1). The rotating part (2) and the clutch part (3) are close to each other. The rotating part (2) has a tooth groove (21) on one side facing the clutch part (3), and the clutch part (3) has a protruding tooth (31) inserted into the tooth groove (21) on one side facing the rotating part (2).

2. The damping clutch structure according to claim 1, characterized in that: The shaft (1) is connected in sequence between the first limiting part (11) and the second limiting part (12) with a rotating part (2), a clutch part (3) and an elastic element (4). One end of the elastic element (4) abuts against the second limiting part (12) and the other end abuts against the clutch part (3). The elastic element (4) is in a compressed state so that it can push the clutch part (3) to press against the rotating part (2).

3. The damping clutch structure according to claim 2, characterized in that: The elastic element (4) is a trumpet shape that gradually expands from the second limiting part (12) to the clutch (3), or the elastic element (4) is a spring, a spring pad or a wave pad.

4. The damping clutch structure according to claim 2, characterized in that: The elastic element (4) includes a first abutting part (35) for abutting against the clutch (3), an inclined part (32) for abutting against the second limiting part (12) connected in sequence.

5. The damping clutch structure according to claim 1, characterized in that: The clutch (3) is provided with an elastic abutment (34) that extends toward the second abutment (33) and has elasticity.

6. The damping clutch structure according to claim 1, characterized in that: The convex teeth (31) and the tooth grooves (21) are both radially extended and uniformly distributed circumferentially.

7. The damping clutch structure according to claim 1, characterized in that: The cross-section of the protruding tooth (31) is triangular or semi-circular, and the cross-sectional shape of the tooth groove (21) matches that of the protruding tooth (31).

8. The damping clutch structure according to claim 1, characterized in that: The rotating component (2) is a gear component, and its outer peripheral edge is provided with gear teeth (22) for meshing and transmission with an external gear.

9. The damping clutch structure according to any one of claims 2-4, characterized in that: The elastic element (4) is an integral structure made of elastic plastic or rubber.

10. The damping clutch structure according to any one of claims 1-8, characterized in that: The shaft (1) is an integral structure made of metal, and the rotating part (2) is an integral structure made of plastic, metal or plastic-metal composite.

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