Clutch and rotary actuator

Abstract

The utility model relates to actuator technical field, especially a kind of clutch and rotary actuator, including clutch shaft, rotation is installed on corresponding shell, clutch part, clutch part rotation is set on clutch shaft, its end is equipped with clutch gear, clutch cover, clutch cover is equipped in the outside of clutch part, its outside is formed with linkage gear ring, its inside is formed with cavity, baffle, be equipped on the end of clutch part away from clutch gear, elastic member, elastic key elasticity is loaded between clutch cover and baffle, to make normal state, clutch cover and clutch part between elastic pressing fit, torsion spring, torsion spring is located in cavity, one end of torsion spring is connected with clutch cover, it is configured as clutch cover normal rotation, torsion spring radial contraction to make clutch cover and clutch part hold tightly, further make clutch cover and clutch gear synchronous rotation, reverse rotation, torsion spring radial expansion to remove clutch cover and clutch gear synchronous rotation relationship, solved the existing clutch transmission clutch effect existence defect problem.

Description

Technical Field

[0001] This utility model relates to the field of actuator technology, and in particular to a clutch and a rotary actuator. Background Technology

[0002] Traditional friction clutches are widely used in various rotary actuators, such as clutches used in rotary actuators. For example, the existing technology announcement number "CN222576377U" is entitled "A Locking Actuator". Its clutch mainly relies on the axial friction pair between the clutch sleeve and the clutch part to transmit torque. When the motor drives the clutch sleeve to rotate in the forward direction, the elastic element presses the friction surface to generate friction force to achieve synchronous transmission. When the output end is forced to reverse by an external force, if the external torque exceeds the preset friction torque, the friction pair slips to protect the drive motor.

[0003] This mechanism relies on friction to engage and disengage the clutch sleeve and clutch part. The coefficient of friction is easily affected by lubrication conditions, temperature and humidity changes, and wear, which may result in a lower actual transmission torque. Increasing the pressure of the friction pair can improve the stability of forward transmission, but the simultaneously increased reverse slippage resistance affects the power separation of the clutch, which is a shortcoming. Utility Model Content

[0004] In order to solve the above-mentioned technical problems, the purpose of this utility model is to provide a clutch and a rotary actuator, which solves the problem of the defective clutch transmission and engagement effect of existing clutches.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows: a clutch, including a clutch shaft, which is rotatably mounted on a corresponding housing;

[0006] The clutch part is rotatably sleeved on the clutch shaft, and its end is provided with a clutch gear;

[0007] The clutch sleeve is located outside the clutch part, with a linkage gear ring formed on its outer side and a cavity formed on its inner side.

[0008] A baffle plate is located on the end of the clutch section away from the clutch gear.

[0009] The elastic element is elastically loaded between the clutch sleeve and the baffle plate so that, under normal conditions, the clutch sleeve and the clutch part are elastically and tightly fitted together.

[0010] A torsion spring is located inside the cavity. One end of the torsion spring is connected to the clutch sleeve. It is configured such that when the clutch sleeve rotates forward, the torsion spring contracts radially to make the clutch sleeve and the clutch part grip each other, thereby making the clutch sleeve and the clutch gear rotate synchronously. When rotating in the reverse direction, the torsion spring expands radially to release the synchronous rotation relationship between the clutch sleeve and the clutch gear.

[0011] Furthermore, one end of the torsion spring is bent to form a connecting end, and the clutch sleeve is provided with a corresponding torsion spring groove, with the connecting end of the torsion spring correspondingly embedded in the torsion spring groove.

[0012] By adopting the above technical solution, the bent connecting end and the torsion spring groove form a mechanical interlock, resisting the risk of torsion spring displacement caused by rotational centrifugal force. This design ensures that the torsion spring maintains a stable working position under continuous vibration environment and avoids transmission failure caused by loosening.

[0013] Furthermore, a first engagement surface is formed on the clutch part, and a second engagement surface with a shape adapted to the first engagement surface is provided inside the clutch sleeve.

[0014] By adopting the above technical solution, the shapes of the first engagement surface of the clutch part and the second engagement surface of the clutch sleeve are adapted to each other, which facilitates increasing the contact area between the two.

[0015] Furthermore, the two ends of the cavity are respectively formed on the inner wall of the clutch sleeve with a first step and a second step, one side of the torsion spring abuts against the first step, and the end of the elastic element away from the baffle abuts against the second step.

[0016] By adopting the above technical solution, the first step constrains the axial displacement of the torsion spring, and the second step positions the elastic element and guides its axial clamping force.

[0017] Furthermore, a retaining ring is provided between the clutch part and the clutch gear, and the other side of the torsion spring abuts against the retaining ring.

[0018] By adopting the above technical solution, the fixed ring abuts against the free end of the torsion spring, thus optimizing the dynamic balance of the torsion spring's working state.

[0019] An actuator includes a housing, a rotary actuator, a gear output mechanism, and the aforementioned clutch. The rotary actuator and the gear output mechanism are both disposed within the housing, and the clutch is used to transmit the rotary motion of the rotary actuator to the gear output mechanism.

[0020] By adopting the above technical solution, the clutch is integrated into the actuator system, which makes it easy for the rotary actuator to transmit its rotational power stably to the gear output mechanism when it rotates in the forward direction to drive the gear output mechanism to rotate. When the gear output mechanism is driven by external force to rotate the clutch gear in the reverse direction, the influence of the torsion spring can be reduced and ignored, thereby ensuring that the clutch can normally achieve the separation of power transmission.

[0021] Furthermore, the rotary actuator includes a motor and a worm gear driven to rotate by the motor, the worm gear engaging with a linkage gear ring.

[0022] Furthermore, the gear output mechanism includes an output shaft rotatably mounted on the housing and a gear set that forms a transmission engagement between the output shaft and the clutch gear. The gear set includes a first double gear, a second double gear, and an output gear rotatably mounted inside the housing. The output gear is mounted on the output shaft. The clutch gear is connected to the first double gear and the second double gear through transmission, and drives the output gear to rotate the output shaft through the second double gear.

[0023] By adopting the above technical solution, the transmission motor is decelerated through the combination of the first double gear, the second double gear and the output gear. The multi-stage reduction structure reduces the meshing nodes, reduces the cumulative transmission backlash and improves the position control accuracy compared with the traditional solution. At the same time, the load is distributed to multiple gear pairs, extending the service life of the gear system.

[0024] Furthermore, the first double gear includes two coaxially arranged first large gear and first small gear, and the second double gear includes two coaxially arranged second large gear and second small gear. The first large gear meshes with the clutch gear, the first small gear meshes with the second large gear, and the second small gear meshes with the output gear.

[0025] By adopting the above technical solutions, the stepped meshing design of the double gears achieves a balance between space utilization and load distribution. The large gear carries the high torque input section, while the small gear achieves a smooth transition in the high-speed section. The coaxial double structure completes efficient deceleration within a limited space, avoiding lateral expansion of the system.

[0026] Furthermore, a positioning groove is provided on the inner wall of the housing corresponding to the end of the worm gear away from the motor, and a positioning bearing is provided in the positioning groove. One end of the worm gear is rotatably positioned in the positioning groove through the positioning bearing.

[0027] By adopting the above technical solution, the installation structure of the worm end positioning bearing solves the system vibration caused by axial and circumferential movement. The positioning bearing is embedded in the positioning groove of the housing, forming radial and axial constraints on the end of the worm, suppressing the swaying and deflection when the worm rotates, and reducing gear meshing noise and abnormal wear risk.

[0028] Compared with the prior art, the advantages of this utility model are:

[0029] In this invention, a torsion spring is added between the clutch sleeve and the clutch part, and one end of the torsion spring is connected to the clutch sleeve. When the clutch sleeve is driven to rotate by an external gear, it can drive the torsion spring to contract radially and generate a mechanical clamping force, so that the clutch sleeve and the clutch part are rigidly connected, thereby ensuring the stable torque of the two. This mechanical locking force significantly exceeds the traditional pure friction force, fundamentally eliminating the defect of unstable power transmission of the friction pair. At the same time, it also has a reverse protection non-damage mechanism. When the external force forces the clutch gear to reverse, the torsion spring expands radially to release the clamping force. At this time, slippage is achieved only by relying on the original friction pair. The expansion action of the torsion spring does not generate additional resistance, significantly improving the stable operation of the clutch during actual clutch engagement and disengagement. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the actuator structure of this utility model.

[0031] Figure 2 This is a schematic diagram of the actuator structure of this utility model.

[0032] Figure 3 This is a schematic diagram of the actuator structure of this utility model (clutch and clutch engagement / disengagement state).

[0033] Figure 4 This is a schematic diagram of the clutch sleeve structure of this utility model.

[0034] Figure 5 This is a schematic diagram of the clutch sleeve structure of this utility model.

[0035] Figure 6 This is a schematic diagram of the external structure of the actuator of this utility model.

[0036] Figure 7 This is an exploded view of the casing of this utility model.

[0037] In the picture:

[0038] 1. Shell, 11. Faceplate, 111. Support rib, 12. Bottom shell, 121. Shaft groove, 122. Through hole.

[0039] 21 Motor, 22 Worm Gear, 23 Positioning Bearing.

[0040] 3 Clutch, 31 Clutch shaft, 32 Clutch part, 321 First engagement surface, 322 Retaining ring, 33 Baffle, 34 Elastic element, 35 Clutch gear, 36 Torsion spring, 361 Connecting end, 37 Clutch sleeve, 371 Torsion spring groove, 372 Clutch gear ring, 373 First step, 374 Second engagement surface, 375 Second step.

[0041] 4 gear sets, 41 first double gear, 411 first large gear, 412 first small gear, 42 second double gear, 421 second small gear, 422 second large gear, 43 output gear.

[0042] 5 output shafts, 51 keyways. Detailed Implementation

[0043] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0044] Reference Figure 1 , 2 3. A clutch 3 includes a clutch shaft 31 rotatably mounted on an actuator housing 1. A clutch portion 32 is provided outside the clutch shaft 31. A clutch gear 35 is provided at the end of the clutch portion 32, and the clutch gear 35 is also rotatably mounted on the clutch shaft 31. A clutch sleeve 37 is fitted outside the clutch portion 32. A linkage gear ring 372 is formed on the outer side of the clutch sleeve 37, and a cavity is formed on its inner side. A baffle 33 is provided at the end of the clutch portion 32 away from the clutch gear 35. An elastic element 34 is provided between the baffle 33 and the clutch sleeve 37. The elastic element 34 is elastically loaded between the clutch sleeve 37 and the baffle 33 to... Under the elastic force of the elastic element 34, the clutch sleeve 37 is continuously and elastically pressed against the clutch part 32. Inside the cavity of the clutch sleeve 37, there is a torsion spring 36. One end of the torsion spring 36 is connected to the clutch sleeve 37. When the clutch sleeve 37 rotates forward, the torsion spring 36 contracts radially to make the clutch sleeve 37 hug the clutch part 32, thereby making the clutch sleeve 37 and the clutch gear 35 rotate synchronously. When rotating in the opposite direction, the torsion spring 36 expands radially to release the synchronous rotation relationship between the clutch sleeve 37 and the clutch part 32, that is, to release the transmission relationship between the clutch sleeve 37 and the clutch gear 35 on the clutch part 32.

[0045] In this embodiment, a torsion spring 36 is added between the clutch sleeve 37 and the clutch part 32, and one end of the torsion spring 36 is connected to the clutch sleeve 37. When the clutch sleeve 37 is driven to rotate by an external gear, it can drive the torsion spring 36 to contract radially and generate a mechanical clamping force, so that the clutch sleeve 37 and the clutch part 32 are rigidly connected, thereby ensuring the stable torque of the two. This mechanical locking force significantly exceeds the traditional pure friction force, fundamentally eliminating the defect of unstable power transmission of the friction pair. At the same time, it also has a reverse protection non-damage mechanism. When the external force forces the clutch gear 35 to reverse, the torsion spring 36 expands radially to release the clamping force. At this time, slippage is achieved only by relying on the original friction pair. The expansion action of the torsion spring 36 does not generate additional resistance, significantly improving the stable operation of the clutch 3 during actual clutch action.

[0046] In this embodiment, the elastic element 34 can be a spring, a compression spring, or elastic rubber. As long as it can apply an elastic force to the clutch sleeve 37 to fit the clutch part 32, it can also be other structures or components, which will not be described in detail here.

[0047] In this embodiment, refer to Figure 3As a specific connection method between the torsion spring 36 and the clutch sleeve 37, a torsion spring groove 371 is provided on the clutch sleeve 37. The torsion spring groove 371 is located at one end of the linkage gear ring 372, and one end of the torsion spring 36 is bent to form a connecting end 361. The corresponding connecting end 361 is embedded in the torsion spring groove 371, thereby realizing the connection between the torsion spring 36 and the clutch sleeve 37.

[0048] In this embodiment, refer to Figure 3 and 4 A first engagement surface 321 is formed on the clutch part 32, and a second engagement surface 374 is formed on the inner wall of the clutch sleeve 37. The two are adapted to each other. Under the elastic force of the elastic member 34, the clutch sleeve 37 makes the first engagement surface 321 and the second engagement surface 374 fit tightly together. Preferably, the two engagement surfaces are frustum-shaped annular surfaces, and the inclined engagement surfaces increase the contact surface between the clutch sleeve 37 and the clutch part 32.

[0049] Preferred, refer to Figure 4 and 5 The clutch sleeve 37 has a first step 373 and a second step 375 formed at both ends of its cavity. The second mating surface 374 is located between the first step 373 and the second step 375. One side of the torsion spring 36 abuts against the first step 373. The clutch part 32 is provided with a fixing ring 322 at one end near the clutch gear 35. The other side of the torsion spring 36 abuts against the fixing ring 322. One end of the elastic member 34 abuts against the baffle 33 and the other end abuts against the second step 375. In this way, the stability of the elastic member 34 and the torsion spring 36 on the corresponding components can be improved by passing through the first step 373 and the second step 375 respectively.

[0050] Based on the above embodiments, referring to Figure 1 , 6 7. An actuator is provided, which includes a housing 1, a rotary actuator, a gear output mechanism and the aforementioned clutch 3. Specifically, the rotary actuator transmits kinetic energy to the gear output mechanism through the clutch 3, so as to drive the corresponding product component to move through the gear output mechanism. For example, when the actuator is applied to a car fuel tank cap, the gear output mechanism acts on the fuel tank cap, thereby driving the fuel tank cap to open electrically.

[0051] Specifically, the housing 1 includes a front shell 11 and a bottom shell 12, which can be fixed by screws or by snap-fit. The rotary actuator, clutch 3 and gear output mechanism are respectively located in the cavity formed by the two shells.

[0052] Specifically, refer to Figure 3The clutch 3 is located between the rotary actuator and the gear output mechanism. The rotary actuator includes a motor 21 and a worm 22 driven by the motor 21. The worm 22 forms a transmission mesh with the linkage gear ring 372. The gear output mechanism includes an output shaft 5 rotatably mounted on the housing 1 and a gear set 4 that drives the output shaft 5 to rotate. The gear set 4 includes a first double gear 41, a second double gear 42, and an output gear 43 rotatably mounted inside the housing 1. The output gear 43 is mounted on the output shaft 5. The clutch gear 35 is connected to the second double gear 42 through the first double gear 41 and drives the output gear 43 to rotate the output shaft 5 through the second double gear 42.

[0053] Specifically, refer to Figure 1 , 2 The first double gear 41 includes two coaxially arranged large first gear 411 and small first gear 412. The second double gear 42 includes two coaxially arranged large second gear 422 and small second gear 421. The large first gear 411 meshes with the clutch gear 35, the small first gear 412 meshes with the large second gear 422, and the small second gear 421 meshes with the output gear 43. The working principle is as follows: When the motor 21 drives the worm 22 to rotate, the worm 22 meshes with the linkage gear ring 372, which in turn drives the clutch sleeve 37 to rotate. When the clutch sleeve 37 rotates forward, it drives the torsion spring 36 to clamp the clutch part 32, thereby causing the clutch sleeve 37 and the clutch part 32 to rotate synchronously around the clutch shaft 31. (During this process, the clutch sleeve 37 and the clutch part 32 rotate synchronously.) In addition to the clamping force of the torsion spring 36, there is also the elastic clamping friction force between the clutch sleeve 37 and the clutch part 32 by the traditional elastic element 34. That is, the combined force of the friction between the torsion spring 36, the first mating surface 321 and the second mating surface 374 realizes the synchronous rotation between the clutch sleeve 37 and the clutch part 32. When the clutch part 32 rotates, it drives the clutch gear 35 at its end to rotate. The rotation of the clutch gear 35 drives the first large gear 411 to rotate. The rotation of the first large gear 411 drives the first small gear 412 to rotate. The first small gear 412 meshes with the second large gear 422 to rotate. The second large gear 422 then drives the second small gear 421 to rotate. The second small gear 421 meshes with the output gear 43 to rotate, thereby realizing the rotation output of the output shaft 5.

[0054] In this embodiment, through holes 122 are provided on the front shell 11, the bottom shell 12, or both the front shell 11 and the bottom shell 12 at positions corresponding to the output shaft 5, so that external product components (such as the oil tank cover) can be installed on the output shaft 5 through the through holes 122 to realize the assembly between the actuator and the corresponding component. A keyway 51 can be provided at the end of the output shaft 5, so that the keyway 51 can be used to realize the key connection between the output shaft 5 and the oil tank cover.

[0055] In this embodiment, both the front shell 11 and the bottom shell 12 are provided with through holes 122 corresponding to the output shaft 5, which makes it easy for the actuator to be used when installed on the front or the back. This effectively improves the applicability of the actuator in different usage environments and optimizes the diversity of product installation.

[0056] In this embodiment, refer to Figure 7 To make the worm gear 22 run more smoothly under the drive of the motor 21, a support rib 111 is provided on the bottom shell 12, and a shaft groove 121 is provided on the corresponding top shell 11. The end of the support rib 111 is semi-circular. After the bottom shell 12 and the top shell 11 are closed, the support rib 111 and the shaft groove 121 form a positioning groove that surrounds one end of the worm gear 22. A positioning bearing 23 is provided in the positioning groove. The end of the worm gear 22 away from the motor 21 is installed in the positioning groove through the positioning bearing 23. Thus, through the above structural settings, the system vibration caused by the axial and circumferential movement of the worm gear 22 can be reduced. The positioning bearing 23 is embedded in the positioning groove in the shell 1, forming radial and axial constraints on the end of the worm gear 22, suppressing the swing and deflection of the worm gear 22 during rotation, and reducing gear meshing noise and the risk of abnormal wear.

[0057] Although the preferred embodiments of the present invention have been described in detail above, it should be clearly understood that various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A clutch, characterized in that, include: The clutch shaft is rotatably mounted on the corresponding housing. The clutch part is rotatably sleeved on the clutch shaft, and its end is provided with a clutch gear; A clutch sleeve is provided outside the clutch part, with a linkage tooth ring formed on its outer side and a cavity formed on its inner side; A baffle is provided on the end of the clutch portion away from the clutch gear; An elastic element is elastically loaded between the clutch sleeve and the baffle, so that under normal conditions, the clutch sleeve and the clutch part are elastically and tightly fitted together. A torsion spring is disposed in the cavity, and one end of the torsion spring is connected to the clutch sleeve. When the clutch sleeve rotates forward, the torsion spring contracts radially to make the clutch sleeve and the clutch part grip tightly, thereby making the clutch sleeve and the clutch gear rotate synchronously. When rotating in the reverse direction, the torsion spring expands radially to release the synchronous rotation relationship between the clutch sleeve and the clutch gear.

2. A clutch according to claim 1, characterized in that, One end of the torsion spring is bent to form a connecting end, and the clutch sleeve is provided with a corresponding torsion spring groove, and the connecting end of the torsion spring is correspondingly embedded in the torsion spring groove.

3. A clutch according to claim 1, characterized in that, The clutch portion has a first engagement surface, and the clutch sleeve has a second engagement surface inside that matches the shape of the first engagement surface.

4. A clutch according to claim 1, characterized in that, The two ends of the cavity are respectively formed with a first step and a second step on the inner wall of the clutch sleeve. One side of the torsion spring abuts against the first step, and the end of the elastic element away from the baffle abuts against the second step.

5. A clutch according to claim 4, characterized in that, A retaining ring is provided between the clutch part and the clutch gear, and the other side of the torsion spring abuts against the retaining ring.

6. A rotary actuator, characterized in that, The device includes a housing, a rotary actuator, a gear output mechanism, and a clutch as described in any one of claims 1-5, wherein the rotary actuator and the gear output mechanism are both disposed within the housing, and the clutch is used to transmit the rotational motion of the rotary actuator to the gear output mechanism.

7. A rotary actuator according to claim 6, characterized in that, The rotary actuator includes a motor and a worm gear driven to rotate by the motor, the worm gear engaging with a linkage gear ring.

8. A rotary actuator according to claim 6, characterized in that, The gear output mechanism includes an output shaft rotatably mounted on the housing and a gear set that forms a transmission engagement between the output shaft and a clutch gear. The gear set includes a first double gear, a second double gear, and an output gear rotatably mounted inside the housing. The output gear is mounted on the output shaft. The clutch gear is connected to the first double gear and the second double gear through transmission, and drives the output gear to rotate the output shaft through the second double gear.

9. A rotary actuator according to claim 8, characterized in that, The first double gear includes two coaxially arranged first large gear and first small gear, and the second double gear includes two coaxially arranged second large gear and second small gear. The first large gear meshes with the clutch gear, the first small gear meshes with the second large gear, and the second small gear meshes with the output gear.

10. A rotary actuator according to claim 7, characterized in that, The inner wall of the housing is provided with a positioning groove corresponding to the end of the worm gear away from the motor. A positioning bearing is provided in the positioning groove, and one end of the worm gear is rotatably positioned in the positioning groove through the positioning bearing.

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