A combined sprocket

Abstract

The utility model discloses a combined chain wheel belongs to transmission component technical field, including sprocket seat and the gear ring of setting on sprocket seat, be provided with transmission shaft in sprocket seat, and the transmission shaft is connected with sprocket seat through the key and realizes axial fixed and transmission axial force, sprocket seat includes sleeve portion and flange portion, the opening is set up to the sleeve portion on sleeve portion along sleeve portion's axial direction, the opening is along sleeve portion radial through to the inner chamber of sleeve portion, and the sleeve portion of opening position is provided with the first fastener for adjusting the opening width, and the cooperation of first fastener and opening forms the clamping structure of transmission shaft and key, the utility model discloses separating the gear ring of easy wearing and tear and the chain wheel seat of bearing, greatly saved the spare part cost, reduced material waste, and shortened the replacement work hour, enhanced the cooperation degree between transmission shaft, key and keyway, effectively prevented the keyway damage and damage axle head in traditional structure because of the cooperation loose.

Description

Technical Field

[0001] This utility model belongs to the technical field of transmission components, and in particular relates to a combined sprocket. Background Technology

[0002] Chain drives are widely used in various mechanical equipment due to their simple structure, high transmission efficiency, and strong adaptability. However, chain drives are meshing drives. When the chain and sprocket operate under harsh conditions such as long-term high speed, heavy load, or dust and humidity, sprocket tooth surface wear is inevitable. This wear reduces transmission accuracy, generates noise, and may even lead to tooth skipping or chain derailment. Therefore, severely worn sprockets must be monitored and replaced promptly. In addition, the connection between the sprocket and the shaft end usually uses a key fit. When the fit between the sprocket and its mating shaft end and the key becomes loose or is improperly installed, the key may roll or shear deform during torque transmission. This failure mode can severely damage the key itself and its keyway on the shaft and sprocket. Once the keyway is damaged, it may cause slippage between the sprocket and shaft, resulting in loss of transmission function, or even damage to the shaft end, or even render the shaft unusable.

[0003] In summary, traditional sprocket design suffers from the following significant drawbacks: 1. Integrated structure, high wear costs: Most sprockets are integrally cast or machined. The disadvantage of this design is that when unavoidable wear occurs on the sprocket teeth due to long-term meshing (such as tooth grinding or tooth surface concavity), even if other parts like the hub remain intact, the entire sprocket must be replaced. This not only wastes materials but also significantly increases spare parts procurement and replacement labor costs; 2. High risk of keyed connection failure and high repair costs: Sprockets and drive shafts generally rely on keyed connections to transmit torque. However, if this connection becomes loose, experiences overload impact, or installation errors leading to rolling, shearing deformation, or keyway extrusion, the damage often extends beyond the key itself. More seriously, the keyways on the shaft and sprocket can be damaged simultaneously. This damage is extremely difficult to repair on-site, typically requiring complex repair processes on the shaft or even replacement of the entire drive shaft. Such failures not only directly lead to the loss of equipment transmission function but also cause unplanned downtime. Summary of the Invention

[0004] To address the problems existing in the prior art, this utility model provides a combined sprocket that can separate the easily worn gear ring from the load-bearing sprocket seat, greatly saving spare parts costs, reducing material waste, and shortening replacement time; it also enhances the fit between the drive shaft, key, and keyway, effectively preventing keyway damage and shaft head damage caused by loose fit in traditional structures.

[0005] This utility model is implemented as follows: a combined sprocket includes a sprocket seat and a toothed ring disposed on the sprocket seat. A drive shaft is disposed inside the sprocket seat, and the drive shaft and the sprocket seat are connected by a key to achieve axial fixation and transmission of axial force. The sprocket seat includes a sleeve portion and a flange portion. An opening is provided on the sleeve portion along the axial direction of the sleeve portion. The opening extends radially through the inner cavity of the sleeve portion. A first fastener for adjusting the width of the opening is provided on the sleeve portion at the opening position. The cooperation between the first fastener and the opening forms a clamping structure for the drive shaft and the key.

[0006] Furthermore, a groove for embedding the head of the first fastener is provided on the sleeve portion at the installation position of the first fastener. By recessing the head of the first fastener into the surface of the sleeve portion, so that it does not protrude or only slightly protrudes from the outer contour of the sleeve, it is easy for it to interfere or collide with adjacent components in a space-constrained transmission system. The groove structure completely eliminates this interference risk, making the structural layout more compact and flexible; it also reduces the risk of the fastener head being damaged, deformed, or even broken. In chain drive environments where oil and debris are common, the groove design greatly reduces scratches on the first fastener, enhances its protection, and prevents accidental loosening and damage.

[0007] Furthermore, a semi-circular groove is provided on the inner wall of the sleeve portion along the axial direction of the sleeve portion, and the semi-circular groove is positioned opposite to the opening. The semi-circular groove can reduce stress and improve clamping capacity.

[0008] Furthermore, the sleeve portion is provided with a mounting hole for installing a first fastener, the mounting hole being located in an open position and penetrating the sleeve portion.

[0009] Furthermore, the drilling direction of the mounting hole is perpendicular to the depth direction of the opening. This ensures that the first fastener can effectively adjust the opening.

[0010] Furthermore, the sleeve portion and the flange portion are arranged sequentially along the axial direction of the drive shaft, and a through hole for drive shaft installation is formed in the sleeve portion and the flange portion. A keyway for key connection is provided on the inner surface of the sleeve portion.

[0011] Furthermore, the gear ring is mounted on the outer end face of the flange by a second fastener.

[0012] Furthermore, the root circle diameter of the gear ring is greater than or equal to 95 mm.

[0013] The advantages and technical effects of this utility model are as follows: By adopting the above-mentioned technical solution, a combined structural design is formed, separating the easily worn gear ring from the load-bearing sprocket seat. When the gear ring needs to be replaced due to wear, it is not necessary to replace the entire sprocket, greatly saving spare parts costs, reducing material waste, and shortening replacement time. The radial clamping force formed by the opening of the sleeve and the first fastener achieves circumferential fastening of the sleeve and radial contraction of the sleeve cavity by tightening the opening. The annular structure of the sleeve applies pressure evenly to the drive shaft and connecting key. By adjusting the first fastener to compensate for gaps and apply the required preload, the fit between the drive shaft, key, and keyway is significantly enhanced, effectively preventing keyway damage and shaft head damage caused by loose fit in traditional structures. Attached Figure Description

[0014] Figure 1 This is a front view of the overall structure provided in an embodiment of this utility model; Figure 2 This is a left view of the overall structure provided in this embodiment of the utility model; Figure 3 This is a front view of the sprocket seat provided in an embodiment of this utility model; Figure 4 This is a left view of the sprocket seat provided in an embodiment of this utility model.

[0015] In the diagram: 1. Sprocket seat; 1-1. Sleeve part; 1-2. Flange part; 1-3. Opening; 1-4. Groove; 1-5. Semi-circular groove; 1-6. Mounting hole; 2. Gear ring; 3. Drive shaft; 4. First fastener; 5. Second fastener; 6. Connecting key. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of this utility model clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this utility model.

[0017] It should be noted that the terms "upper", "lower", "left", "right", "top", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0018] like Figures 1 to 4 As shown, this application provides a combined sprocket, including a sprocket seat 1 and a toothed ring 2 disposed on the sprocket seat 1. A drive shaft 3 is disposed inside the sprocket seat 1, and the drive shaft 3 and the sprocket seat 1 are connected by a key to achieve axial fixation and transmission of axial force.

[0019] The sprocket seat 1 includes a sleeve portion 1-1 and a flange portion 1-2, which are sequentially arranged along the axial direction of the drive shaft 3. Through holes for mounting the drive shaft 3 are formed within the sleeve portion 1-1 and the flange portion 1-2. A keyway for keyed connection is provided on the inner surface of the sleeve portion 1-1. The gear ring 2 is mounted on the outer end face of the flange portion 1-2 by a second fastener 5. Specifically, the second fastener 5 can be an internal hex bolt.

[0020] An opening 1-3 is provided on the sleeve portion 1-1 along its axial direction. The opening 1-3 extends radially into the inner cavity of the sleeve portion 1-1. A first fastener 4 is provided on the sleeve portion 1-1 at the position of the opening 1-3 for adjusting the width of the opening 1-3. The cooperation between the first fastener 4 and the opening 1-3 forms a clamping structure for the drive shaft 3 and the key. Specifically, the first fastener 4 can be an internal hex bolt.

[0021] The sleeve portion 1-1 is provided with a mounting hole 1-6 for installing the first fastener 4. The mounting hole 1-6 is located at the opening 1-3 and penetrates the sleeve portion 1-1. A hole is drilled on one side of the mounting hole 1-6, and a hole is drilled and tapped on the other side. The drilling direction of the mounting hole 1-6 is perpendicular to the depth direction of the opening 1-3. This ensures that the first fastener 4 can effectively adjust the opening 1-3.

[0022] Preferably, a groove 1-4 for embedding the head of the first fastener 4 is provided on the sleeve portion 1-1 at the mounting position of the first fastener 4. By recessing the head of the first fastener 4 into the surface of the sleeve portion 1-1, so that it does not protrude or only slightly protrudes from the outer contour of the sleeve, interference or collision with adjacent components is easily possible in a space-constrained transmission system. The groove 1-4 structure completely eliminates this interference risk, making the structural layout more compact and flexible; it also reduces the risk of the fastener head being damaged, deformed, or even broken. In chain drive environments, there is often oil and debris; the design of embedding the groove 1-4 greatly reduces scratching of the first fastener 4, enhances the protection of the first fastener 4, and prevents accidental loosening and damage.

[0023] Preferably, a semi-circular groove 1-5 is provided on the inner wall of the sleeve portion 1-1 along the axial direction of the sleeve portion 1-1, and the semi-circular groove 1-5 is arranged opposite to the opening 1-3. The semi-circular groove 1-5 can reduce stress and improve clamping capacity.

[0024] Preferably, the root circle diameter of the gear ring 2 is greater than or equal to 95 mm.

[0025] By adopting the above technical solution, a combined structural design is formed, separating the easily worn gear ring 2 from the load-bearing sprocket seat 1. When the gear ring 2 needs to be replaced due to wear, it is not necessary to replace the entire sprocket, which greatly saves spare parts costs, reduces material waste, and shortens replacement time. The radial clamping force formed by the opening 1-3 of the sleeve part 1-1 and the first fastener 4 achieves circumferential fastening of the sleeve part 1-1 and radial contraction of the sleeve cavity by tightening the opening 1-3. The annular structure of the sleeve part 1-1 applies pressure evenly to the drive shaft 3 and the connecting key 6. The gap is compensated and the required preload is applied by adjusting the first fastener 4, which significantly enhances the fit between the drive shaft 3, the key and the keyway, and effectively prevents keyway damage and shaft head damage caused by loose fit in traditional structures.

[0026] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A combined sprocket, characterized in that, It includes a sprocket seat and a toothed ring disposed on the sprocket seat. A drive shaft is disposed inside the sprocket seat. The drive shaft and the sprocket seat are connected by a key to achieve axial fixation and transmission of axial force. The sprocket seat includes a sleeve portion and a flange portion. An opening is provided on the sleeve portion along the axial direction of the sleeve portion. The opening extends radially through the inner cavity of the sleeve portion. A first fastener for adjusting the width of the opening is provided on the sleeve portion at the opening position. The cooperation between the first fastener and the opening forms a clamping structure for the drive shaft and the key.

2. The combined sprocket according to claim 1, characterized in that, The sleeve portion located at the first fastener mounting position is provided with a groove for the head of the first fastener to be inserted.

3. The combined sprocket according to claim 1 or 2, characterized in that, A semi-circular groove is provided on the inner wall of the sleeve along the axial direction of the sleeve, and the semi-circular groove is positioned opposite to the opening.

4. The combined sprocket according to claim 1, characterized in that, The sleeve portion is provided with a mounting hole for installing a first fastener, the mounting hole being located in an open position and penetrating the sleeve portion.

5. The combined sprocket according to claim 4, characterized in that, The drilling direction of the mounting hole is perpendicular to the depth direction of the opening.

6. The combined sprocket according to claim 1, characterized in that, The sleeve portion and the flange portion are arranged sequentially along the axial direction of the drive shaft. The sleeve portion and the flange portion have through holes for mounting the drive shaft. The inner surface of the sleeve portion is provided with a keyway for key connection.

7. The combined sprocket according to claim 1, characterized in that, The gear ring is mounted on the outer end face of the flange by a second fastener.

8. The combined sprocket according to claim 1, characterized in that, The root circle diameter of the gear ring is greater than or equal to 95 mm.

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