Clutch device, aviation transmission system and aircraft

Abstract

This application provides a clutch, an aviation transmission system, and an aircraft. The clutch device includes: a first transmission member and a second transmission member coaxially arranged and rotatable relative to each other; and a wedge assembly disposed between the first and second transmission members; wherein the wedge assembly includes: a first row of wedges and a second row of wedges arranged axially side by side, and a first elastic member and a second elastic member, the first and second elastic members being used to provide different magnitudes of biasing forces to the first row of wedges and the second row of wedges, respectively. This application effectively reduces the impact load formed from the instantaneous contact of the wedges, reduces damage to weak components in the mechanical system, and improves service life and operational safety.

Description

Technical Field

[0001] This application relates to the field of aviation component technology, and in particular to a clutch device, an aviation transmission system, and an aircraft. Background Technology

[0002] In fields such as aerospace transmission systems, the demand for high-speed engine transmission systems with multiple inputs and outputs is increasing significantly, and clutches play a crucial role as coordinating components. Existing clutches that rely on a wedge structure to achieve wedging and overrunning states experience a sudden change in the rotational speed of the outer transmission component during the transition from overrunning to wedging, resulting in impact loads on the clutch shaft end and peripheral transmission components. The impact load generated by the instantaneous contact of the wedges is substantial, easily damaging weak components in the mechanical system, shortening its service life, and even jeopardizing operational safety. Summary of the Invention

[0003] This application provides a clutch device, an aviation transmission system, and an aircraft, aiming to improve the technical problem that the impact load formed by the instantaneous contact of the wedge is large, which easily damages weak components in the mechanical system, shortens the service life, and even endangers the safety of use.

[0004] An embodiment of the first aspect of this application provides a clutch device, comprising: A first and a second transmission component that are coaxially arranged and can rotate relative to each other; A wedge assembly is disposed between the first transmission member and the second transmission member; wherein the wedge assembly includes: a first row of wedges and a second row of wedges arranged axially side by side, and a first elastic member and a second elastic member, the first elastic member and the second elastic member being used to provide different magnitudes of biasing force to the first row of wedges and the second row of wedges respectively.

[0005] In some embodiments, the wedge assembly further includes a support isolation member having two rows of pockets, which respectively accommodate the first row of wedges and the second row of wedges.

[0006] In some embodiments, each row of wedges is provided with a radial limiting structure, and the first elastic member and the second elastic member respectively provide biasing forces to the first row of wedges and the second row of wedges through the corresponding radial limiting structures.

[0007] In some embodiments, the radial limiting structure includes a groove formed on the wall surface of the wedge near the pocket, the working section of the first elastic member is received in the groove of the first row of wedges; the working section of the second elastic member is received in the groove of the second row of wedges; The wedge block forms a reset surface on the side near the groove. The conjugate segment of the first elastic element abuts against the reset surface of the first row of wedge blocks, and the conjugate segment of the second elastic element abuts against the reset surface of the second row of wedge blocks.

[0008] In some embodiments, the first transmission member is an outer ring, the inner circumferential surface of which forms a first raceway, the second transmission member is an inner ring, the outer circumferential surface of which forms a second raceway, and the wedge block contacts the first raceway and the second raceway.

[0009] In some embodiments, the preload torque of the first elastic element is different from that of the second elastic element.

[0010] In some embodiments, the wedge includes an upper cam surface that contacts the first transmission member and a lower cam surface that contacts the second transmission member; along the line connecting the contact point between the upper cam surface and the first transmission member and the contact point between the lower cam surface and the second transmission member, the wedge is divided into an overshoot side and a wedging side, and the centroid of the wedge is located on the overshoot side.

[0011] In some embodiments, the lower cam surface is a double-arc curved surface, and the centers of the two arcs are different.

[0012] An embodiment of the second aspect of this application provides an aircraft transmission system including a clutch device configured as described above.

[0013] An embodiment of the third aspect of this application provides an aircraft including an aircraft transmission system or a clutch device, the clutch device being configured as described above, and the aircraft transmission system being configured as described above.

[0014] In the clutch device, aviation transmission system, and aircraft provided in the embodiments of this application, a wedge assembly is provided, which is disposed between a first transmission member and a second transmission member that are rotatable relative to each other and coaxially arranged. The wedge assembly includes a first row of wedges and a second row of wedges arranged axially side-by-side, as well as a first elastic member and a second elastic member. The first and second elastic members respectively provide different magnitudes of biasing forces to the first and second rows of wedges. This arrangement of the first and second rows of wedges enhances the uniformity of the force distribution on the clutch device, helping to improve its load-bearing capacity. Because the first and second elastic members apply different biasing forces to the two rows of wedges, the time it takes for different wedges to meet the wedging conditions during the use of the clutch device is different. This time difference enables the clutch device to achieve a smooth engagement function, effectively reducing the impact load formed from the instantaneous contact of the wedges, reducing damage to weak components in the mechanical system, and improving service life and operational safety. Attached Figure Description

[0015] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings, wherein the same or similar reference numerals denote the same or similar features.

[0016] Figure 1A schematic diagram of the overall structure of the clutch device provided by this utility model; Figure 2 A three-dimensional structural diagram of the wedge block assembly in the clutch device provided by this utility model; Figure 3 A side view of the supporting isolation member in the clutch device provided by this utility model; Figure 4 A cross-sectional view of the wedge block assembly in the clutch device provided by this utility model; Figure 5 A cross-sectional view of the clutch device provided by this utility model.

[0017] Explanation of reference numerals in the attached figures: 1. First transmission component; 2. Supporting isolation components; 3. First column of wedges; 4. Second row of wedges; 5. Second transmission component; 6. Elastic element; 61. First elastic element; 62. Second elastic element; 7. Pocket hole; 8. Groove; 9. Reset surface; X, axial direction; Y, circumferential direction. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0019] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0020] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. It should be noted that, unless otherwise specified, different features in the embodiments of this application can be combined with each other.

[0021] When using terms such as "above," "above," "below," "below," or "relative" to define the positional relationship between two elements, this includes not only the state where the two elements are directly connected, but also the state where the two elements are separated by gaps or other elements. Furthermore, the terms "first," "second," and "third," etc., are used only for distinguishing descriptions and should not be interpreted as indicating or implying relative importance.

[0022] Please see Figure 1 , Figure 2 and Figure 5 This application provides a clutch device, which can be a clutch that relies on a wedge structure to achieve wedge engagement and overrunning working states, such as a bracing clutch. The clutch device includes a first transmission member 1, a second transmission member 5, and a wedge assembly.

[0023] The first transmission component 1 and the second transmission component 5 are coaxially arranged and can rotate relative to each other. The first transmission component 1 and the second transmission component 5 can be ring-shaped structures, and the transmission components can be made of wear-resistant metal materials such as high-strength wear-resistant alloy steel.

[0024] The aforementioned wedge assembly is positioned between the first transmission member 1 and the second transmission member 5. By changing the position of the wedge assembly relative to the two transmission members, the clutch device can achieve two working states: overtaking and wedging. Specifically, when the wedge assembly is adjusted so that the rotational speeds of the first transmission member 1 and the second transmission member 5 are the same, the clutch device engages, i.e., the wedging function is achieved. Alternatively, adjusting the state of the wedge assembly can also allow the first transmission member 1 and the second transmission member 5 to operate independently, without transmitting torque between them, thus achieving the overtaking function of the clutch device.

[0025] The aforementioned wedge assembly may include a first row of wedges 3 and a second row of wedges 4, as well as a first elastic element 61 and a second elastic element 62. The wedges are roller wedges, enabling the switching of different states of the clutch device through their movement. The first row of wedges 3 and the second row of wedges 4 are arranged axially side-by-side to form a double-row wedge configuration. This configuration increases the contact area between the wedges and the two transmission components. Compared to the single-row wedge structure used in traditional clutch devices, the overall force distribution is more uniform, allowing it to bear a larger load and effectively improving the clutch device's load-bearing capacity, stability, and reliability. Simultaneously, it allows the clutch device to better balance centrifugal force and torque during operation, reducing wedge sway. That is, under high-speed operation of the clutch device, the double-row wedges can better cope with the influence of centrifugal force, reducing wedge disengagement and overturning, ensuring that the clutch device can achieve timely and stable engagement and overtaking functions. Furthermore, because the force distribution of the double-row wedges is more uniform, the pressure on a single wedge is relatively smaller, reducing wear and extending the service life of the clutch device.

[0026] To improve the manufacturing precision and assembly consistency of the clutch, key components underwent targeted adaptation and process route optimization in the process design. The wedge can be made of high-strength alloy steel and manufactured through one-time powder metallurgy forming or five-axis CNC precision milling to ensure that the cam surface profile accuracy meets the μm-level requirements, avoiding problems such as rotational jamming or wedge engagement delay after assembly.

[0027] In some embodiments, the first transmission member 1 can be an outer ring, with a first raceway formed on the inner circumferential surface of the outer ring. The second transmission member 5 can be an inner ring, with a second raceway formed on the outer circumferential surface of the inner ring. The wedge block contacts the first raceway and the second raceway. The contact between the first raceway, the second raceway, and the wedge block provides support for the wedge block. The outer ring, as an external transmission element of the clutch device, has an inner circumferential surface that is an arc-shaped working surface of the clutch device. The first raceway formed by the arc surface can partially contact the wedge block.

[0028] The inner circumferential surface of the outer ring is precision-machined and ground to ensure roundness and surface roughness, improving wedge engagement stability and service life. The outer ring can be fixedly connected to an external input or output shaft for power transmission. The inner ring is located inside the outer ring and is coaxially assembled with it. The outer circumferential surface of the inner ring forms a second raceway, serving as another arc-shaped working surface for the clutch mechanism, allowing it to partially contact the wedge. The inner ring is typically connected to the output shaft at the other end using a key or interference fit to ensure rotational synchronization.

[0029] When the clutch mechanism needs to transmit torque, the wedge will use its own contour to wedge between the first and second raceways. Then, through the huge friction force generated by the wedge engagement, the torque can be transmitted from one side of the transmission component to the other side, such as transmitting the torque of the outer ring to the inner ring, thus realizing the wedge engagement function.

[0030] Please refer to the following: Figure 4 , Figure 1 and Figure 2 The first elastic element 61 and the second elastic element 62 mentioned above can be springs, such as support springs, which can be diaphragm springs, coil torsion springs, wave springs, etc. To further optimize the performance of the clutch, the first elastic element 61 can apply a first biasing force to the first row of wedges 3, and the second elastic element 62 can apply a second biasing force to the second row of wedges 4. The first biasing force and the second biasing force are different. For example, the biasing force applied by the first elastic element 61 to the first row of wedges 3 is greater than the biasing force applied by the second elastic element 62 to the second row of wedges 4.

[0031] In some embodiments, when setting the elastic element 6, different torques can be set for the two elastic elements 6, that is, the preload torque of the first elastic element 61 is different from the preload torque of the second elastic element 62, thereby providing different biasing forces for the two rows of wedges.

[0032] In this embodiment, by using two types of elastic elements 6, such as two elastic elements 6 with unequal preload torque, different forces are applied to the two rows of wedges. Under high-speed conditions, the second row of wedges 4, subjected to a small preload torque, will temporarily disengage due to centrifugal force, while the first row of wedges 3, subjected to a large preload torque, will not disengage. When the clutch device switches from a high-speed overrunning state to a high-speed wedging state, the first row of wedges 3, subjected to a large preload torque, quickly meets the wedging condition. The second row of wedges 4, subjected to a small preload torque, is temporarily not met due to centrifugal force "lifting" from the second raceway, causing the speed of the first transmission component 1 and the outer ring to further decrease. As the speed of the first transmission component 1 decreases, the centrifugal torque of the second row of wedges 4, subjected to a small torque, decreases, gradually "falls back" and resumes contact with the second raceway, ultimately meeting the wedging condition. This achieves the clutch's soft engagement function, effectively reducing engagement impact and mitigating the technical problem of large impact loads from instantaneous wedge contact, which can easily damage weak components in the mechanical system, shorten service life, and even endanger operational safety.

[0033] In practical applications, the torque of the elastic element 6 and the centrifugal force on the wedge block together determine the state of the clutch device. By setting two sets of elastic elements 6 with different torques, the double-row wedge blocks can complete the wedge engagement action under different centrifugal force thresholds, thereby achieving phased buffering engagement and avoiding the impact load caused by instantaneous wedge engagement.

[0034] This embodiment of the application incorporates a wedge assembly positioned between a first transmission member 1 and a second transmission member 5, which are rotatable and coaxially arranged, specifically, the first transmission member 1 and the second transmission member 5 are arranged axially (X). The wedge assembly includes a first row of wedges 3 and a second row of wedges 4 arranged side-by-side axially (X), as well as a first elastic member 61 and a second elastic member 62. The wedges in the first row of wedges 3 and the wedges in the second row of wedges 4 can be distributed circumferentially (Y). The first elastic member 61 and the second elastic member 62 provide different magnitudes of biasing forces to the first row of wedges 3 and the second row of wedges 4, thereby enhancing the uniformity of the force distribution on the clutch mechanism and improving its load-bearing capacity. Because the first elastic element 61 and the second elastic element 62 apply different biasing forces to the two rows of wedges, the time it takes for different wedges to meet the wedging conditions differs during the use of the clutch device. This time difference setting enables the clutch device to achieve a smooth engagement function, effectively reducing the impact load formed by the instantaneous contact of the wedges, reducing damage to weak components in the mechanical system, and improving service life and operational safety. This structural design can address the problems of excessive dynamic engagement impact, uncontrollable contact state between the wedges and transmission components, and shaft end impact in existing clutch devices under high-speed operation and complex working conditions.

[0035] Reference Figure 2 and Figure 3 Please refer to the following as well. Figure 1 and Figure 5 In some embodiments, the wedge assembly further includes a support and isolation member 2, which supports the rotation of the two rows of wedges to achieve wedging and overtaking between the first transmission member 1 and the second transmission member 5, while also isolating the two rows of wedges to prevent interference with the independent movement of each row. The support and isolation member 2 has two rows of circumferentially Y-shaped pockets 7, which respectively accommodate the first row of wedges 3 and the second row of wedges 4. Along the axial direction X, the two rows of pockets are arranged side-by-side, with the length of each pocket 7 greater than the length of the wedge. The pockets 7 are designed to accommodate and limit the installation and rotation of the wedges. Each pocket 7 is shaped to match the outline of the wedge.

[0036] The length of the pocket 7 is designed to be slightly greater than the length of the wedge body, forming a free clearance in the circumferential direction. This clearance allows the wedge to rotate to a limited extent during clutch operation according to changes in force, enabling it to respond to torque changes and promptly enter the wedging or overrunning state. At the same time, this structure also limits the maximum rotation amplitude of the wedge, preventing it from jamming or becoming unstable due to overtravel.

[0037] The aforementioned support and isolation member 2 can be a cage, which can be an irregularly shaped circular ring structure. Multiple pockets 7 are distributed circumferentially (Y) on the cage. Correspondingly, each set of wedges is also evenly arranged circumferentially (Y) on the cage, forming a ring distribution on the same circumferential plane of the cage. The cage can be integrally cast with two rows of pockets 7, or the aforementioned support and isolation member 2 can be a double-row cage. By providing a cage between the first transmission member 1 and the second transmission member 5, the force distribution of the clutch device when transmitting torque is more uniform, effectively improving the clutch's load-bearing capacity.

[0038] Please refer to Figure 3 Please refer to the following as well. Figure 2 and Figure 4 The aforementioned support and isolation component 2 or retainer can be made of integral aluminum alloy or high-strength stainless steel ring, and the pocket 7 and the groove 8 structure are formed by wire cutting and multi-axis milling. The edge of the groove 8 is chamfered to facilitate the smooth installation of the elastic element 6 and avoid stress concentration.

[0039] In some embodiments, each row of wedges is provided with a radial limiting structure. The first elastic element 61 and the second elastic element 62 respectively provide biasing forces to the first row of wedges 3 and the second row of wedges 4 through the corresponding radial limiting structures. The radial limiting structure can limit the first elastic element 61 and the second elastic element 62, and at the same time provide a precise and reliable force support point for the elastic element 6, so that the elastic force of the elastic element 6 can be effectively converted into a radial deflection force acting on the corresponding row of wedges, and can control the movement and posture of each row of wedges in the radial direction.

[0040] When the clutch is in overrunning mode, centrifugal force throws each row of wedges outward. The elastic element 6, through the radial limiting structure, provides a fulcrum, generating a reverse, inward pulling force that pulls the wedges back. In the wedge-engaged state, the elastic element 6, through the radial limiting structure, can stably press each row of wedges against the raceway, ensuring reliable contact.

[0041] In some embodiments, the radial limiting structure includes a groove 8 formed on the wall surface of the wedge near the pocket 7. The working section of the first elastic member 61 is accommodated in the groove 8 of the first row of wedges 3; the working section of the second elastic member 62 is accommodated in the groove 8 of the second row of wedges 4. A reset surface 9 is formed on the side of the wedge near the groove 8. The conjugate section of the first elastic member 61 abuts against the reset surface 9 of the first row of wedges 3, and the conjugate section of the second elastic member 62 abuts against the reset surface 9 of the second row of wedges 4.

[0042] In some examples, both ends of the first row of wedges 3 and the second row of wedges 4 facing the wall of the pocket 7 have grooves 8. Alternatively, one of the first row of wedges 3 and the second row of wedges 4 has grooves 8 at both ends facing the wall of the pocket 7, while the other has a groove 8 at only one end. Or, both the first row of wedges 3 and the second row of wedges 4 have grooves 8 at only one end facing the wall of the pocket 7.

[0043] A positioning groove can also be formed on the end face sidewall of the pocket 7, corresponding to the groove 8 at the end of the wedge. One side of a conjugate segment of the elastic member 6 is embedded in the groove 8 formed by the wedge, and the other side is embedded in the positioning groove formed by the end face sidewall of the pocket 7. The elastic member 6 is held between the two grooves by its own elastic deformation. This structure maintains the function of the elastic member 6 in applying torque to the wedge while also providing a flexible limiting function in the radial direction, effectively preventing the wedge from falling out of the pocket 7 under centrifugal force or impact load.

[0044] To achieve elastic control of the wedges, the first elastic element 61 and the second elastic element 62 corresponding to each set of wedges can be in a closed loop. For example, the first elastic element 61 and the second elastic element 62 can be a ring torsion spring structure. Unlike traditional linear helical springs or diaphragm springs, this spring is in a closed loop shape and is formed by continuously winding or bending elastic metal wire, forming multiple conjugate segments along its circumference. Each conjugate segment matches the grooves 8 at both ends of the wedge facing the wall of the pocket 7, enabling stable engagement with adjacent wedges. The working section of this type of ring torsion spring engages with the first row of wedges 3 or the second row of wedges 4, and in the installed state, the whole is in a pre-bent, pre-stressed deformation state, with a continuous tendency to rotate and recover. During operation, the first elastic element 61 and the second elastic element 62 apply a directional torque to the wedge block they engage with through their own elastic rotational potential energy, pushing the wedge block to maintain or restore the wedge engagement angle. Simultaneously, the continuous structure of the first elastic element 61 and the second elastic element 62 allows them to simultaneously apply force to multiple wedge blocks in adjacent rows, offering advantages such as simple structure, good control consistency, and convenient manufacturing and assembly. Compared to common helical springs or independent small springs, ring springs have the following technical advantages: First, their structural integrity is strong, avoiding the accumulation of assembly errors caused by multiple small springs; second, their continuous action characteristic can improve the synchronization of the wedge block response and enhance the wedge engagement stability of the clutch; third, their torsional stiffness and preload torque can be flexibly customized by adjusting parameters such as the material, diameter, and pre-bending angle of the metal wire to adapt to the wedge engagement requirements under different speeds and load conditions.

[0045] The conjugate segments of the first elastic element 61 and the second elastic element 62 abut against the reset surface 9 of the wedge, forming a pre-bent structure that keeps the wedge in an elastic deformation state after installation, thus providing a constant rotational torque to the wedge and facilitating its reset. The spring's own rebound tendency is opposite to the wedge's rotational tendency, thus continuously applying rotational driving force to the wedge during operation, pushing it to maintain or restore its wedge-like posture. This structure enables synchronous control of all wedges in adjacent rows by the elastic element 6, avoiding the consistency error problem caused by assembling multiple small springs one by one, while also reducing the number of parts and improving structural compactness and installation efficiency. Customized designs with different pre-tightening torque characteristics can be achieved by adjusting the pre-bending angle, wire diameter, and material elastic modulus of the annular elastic element 6 to adapt to the wedge response requirements under different speeds and loads.

[0046] In one embodiment, in the direction near the wall surface of the pocket 7, grooves 8 are formed on both walls of each row of wedges. The corresponding first elastic element 61 and second elastic element 62 may each include two springs, which are located in the grooves 8 at both ends of the wedge. The springs are made of high-elasticity stainless steel wire, and the conjugate section is shaped by a special spring winding device. After processing, vacuum heat treatment is performed to release residual stress, and surface passivation or nitriding is implemented to enhance fatigue resistance.

[0047] To achieve a stable fit, each end face of the wedge has a groove 8 for accommodating the conjugate segment of the spring. During installation, the conjugate segment of the spring is inserted into the corresponding groove 8 on the end face of two adjacent wedges, forming a straddle-type interlocking connection. In this way, each spring not only applies torque to one wedge but also establishes a fit with two wedges through its two ends, thereby achieving coordinated control of multiple wedges.

[0048] The dual-spring structure enhances the stability of torque application on the wedge and provides flexible restraint and lateral support for the wedge body, suppressing abnormal axial and radial displacements while maintaining the wedge's rotational freedom. Furthermore, the dual springs, symmetrically distributed around the cage, form an elastic closed constraint, contributing to improved synchronous response consistency across the entire wedge assembly.

[0049] In one embodiment, the two rows of wedges are arranged in the same number and correspond one-to-one along the axial direction Y. That is, each first row of wedges 3 is aligned with the second row of wedges 4 on the circumference of the cage. This symmetrical arrangement allows the two rows of wedges to provide balanced support during movement, reducing torque fluctuations caused by eccentric wedging. Simultaneously, the consistent position facilitates differentiated spring settings. By changing the preload torque parameters of the springs corresponding to the two rows of wedges, time-sharing engagement and buffer control at different speeds can be achieved, improving the stability and durability of the system at high speeds.

[0050] In one embodiment, to facilitate accurate positioning and smooth insertion of the elastic element 6 / spring during installation, a notch is provided near the inner side of the cage in the groove 8 formed by each wedge. This notch is an open structure that connects the inside of the pocket 7 with the inner side of the cage, allowing the spring to be assembled radially from the cage axial direction Y, avoiding assembly difficulties or damage to the spring due to space constraints.

[0051] The guide notch structurally transitions seamlessly with the positioning groove and is slightly larger than the spring wire diameter, ensuring the spring can smoothly penetrate the groove 8 and embed itself in the target position. Simultaneously, after insertion, the groove 8 wall provides a containment constraint, preventing the spring from easily dislodging during operation. This notch also features a guiding angle, guiding the spring along the correct path into the groove 8 during insertion, improving assembly efficiency. By incorporating the guide notch, the installation process of the dual-spring structure is simplified, the risk of assembly deviations due to human error is reduced, and product consistency and structural reliability are enhanced.

[0052] Specialized guide tools are used during spring installation to match the guide notch structure of the cage, ensuring axial Y-alignment and radial locking during installation, effectively preventing spring misalignment or damage. Through the above-mentioned optimized manufacturing and assembly design, the overall dimensional consistency, dynamic stability, and long-life operating performance of the clutch can be significantly improved.

[0053] In some embodiments, the wedge includes an upper cam surface that contacts the first transmission member 1 and a lower cam surface that contacts the second transmission member 5; along the line connecting the contact point between the upper cam surface and the first transmission member 1 and the contact point between the lower cam surface and the second transmission member 5, the wedge is divided into an overshoot side and a wedging side, and the centroid of the wedge is located on the overshoot side.

[0054] The aforementioned wedge has an overall arc-shaped boss structure, including an upper cam and a lower cam for contacting the outer ring and inner ring, respectively. The upper cam contacts the inner circumferential surface / first raceway of the outer ring, while the lower cam is located on the side of the wedge closer to the second transmission member 5, and can contact the outer circumferential surface / second raceway of the inner ring. The contact points between the upper cam and the outer ring / first transmission member 1, and between the lower cam and the inner ring / second transmission member 5, are connected by a virtual line to form a wedge engagement analysis reference plane, which divides the wedge into a wedge engagement side and an overrunning side. The center of mass of the wedge is offset relative to this line in the overrunning side region of the upper cam. During clutch operation, when the outer ring / first transmission member 1 rotates at a high speed, the position of the center of mass determines that the wedge tends to flip outward under the action of centrifugal force, causing the lower cam to disengage from the inner ring / second transmission member 5 and enter the overrunning state. When the rotational speed of the outer ring / first transmission member 1 decreases to below a certain critical value, the centrifugal force weakens, and the restoring torque generated by the elastic member 6 causes the wedge to rotate back, restoring the lower cam to contact the inner ring / second transmission member 5, thereby re-entering the wedge engagement state. By designing the center of mass to be offset on the overrunning side, the wedge can be automatically lifted under high-speed conditions, improving the sensitivity and smoothness of the wedge state switching and avoiding the impact caused by sudden wedge engagement.

[0055] In one embodiment, the lower cam employs a double-arc structure, consisting of two continuously connected arcs with different curvatures, and the centers of the two arcs do not coincide. The arc with smaller curvature is located at the front and is responsible for initial contact introduction, while the arc with larger curvature is used to ultimately bear the contact pressure. This structure provides a buffered guide path for the wedge block when entering the wedge engagement state, preventing rigid impact between the lower cam and the inner ring / second transmission component 5, thus improving the flexibility and stability of the wedge engagement process. Simultaneously, the different centers create a non-centrally symmetrical shape, which can control the wedge block's attitude evolution within a certain angle range, optimizing the clutch's response process under speed variations. This cam structure, combined with the center-of-gravity offset design, significantly improves the clutch's high-speed operating adaptability, state switching smoothness, and overall durability.

[0056] The implementation principle of this embodiment will be explained below with reference to all the accompanying drawings: By setting two sets of wedges with different torque characteristics, a phased transition between the wedging state and the overrunning state is achieved, thereby reducing the impact load during sudden changes in speed or direction switching. One row of wedges is driven by a high-torque elastic element 6, while the other row is driven by a low-torque elastic element 6. The two types of elastic elements 6 apply different magnitudes of restoring torque to the first row of wedges 3 and the second row of wedges 4, respectively, generating different magnitudes of biasing forces. These different forces determine the different critical conditions for the wedges to disengage or engage under centrifugal force.

[0057] During the operation of the clutch system, as the rotational speed increases, the wedge, due to its own center of gravity offset and centrifugal force, tends to tilt and disengage from the second transmission component 5. Because the wedge corresponding to the small-torque elastic element 6 experiences a smaller restoring torque and a smaller biasing force, its critical speed for disengaging from the inner ring / second transmission component 5 is lower. Therefore, under high-speed conditions, it first enters the overrunning state, that is, loses contact with the inner ring / second transmission component 5 and no longer transmits torque. Meanwhile, the wedge corresponding to the large-torque elastic element 6, due to stronger restoring torque suppression and a larger biasing force, can maintain contact with the second transmission component 5 and remain in the wedging state. This ensures that even at high speeds, some wedges remain effectively engaged, guaranteeing minimum transmission stability.

[0058] As the system speed begins to decrease and the centrifugal force gradually weakens, the wedges engaged by the high-torque elastic element 6, which are always in a wedge-engaged state due to the force, will achieve stable wedge engagement first. At this time, the wedges corresponding to the column of low-torque elastic elements 6 are still in a suspended state, lifted by the centrifugal force. As the outer ring / first transmission component 1 further decelerates, its centrifugal force becomes lower than the restoring force of the low-torque spring / elastic element 6, and the wedges gradually fall back to re-contact with the inner ring / second transmission component 5, entering a wedge-engaged state. This process realizes a staged engagement mechanism in which the wedges corresponding to the column of high-torque elastic elements 6 engage first, followed by the wedges corresponding to the column of low-torque elastic elements 6.

[0059] The aforementioned control strategy prevents the impact peak caused by the instantaneous wedging of all wedges when the clutch transitions from an overrunning state to a wedging state. By allowing a portion of the wedges to engage first, providing initial contact buffer, and then gradually adding the remaining wedges, a continuous and smooth wedging transition is formed. This effectively reduces engagement impact, protects the system gear surfaces and bearings, and improves clutch lifespan and transmission smoothness.

[0060] This embodiment also discloses an aerospace transmission system that utilizes the aforementioned double-row wedge clutch to achieve controllable torque transmission and automatic disengagement in turbine drive components, auxiliary power systems, fan transmission mechanisms, or power generation components. Such systems have stringent requirements for weight, response speed, smooth engagement, and high-speed operational stability; traditional friction plates or single-wedge structures struggle to simultaneously achieve both high efficiency and durability. This clutch device, through its double-row wedge structure and graded elastic element torque design, enables staged engagement at different speed ranges, effectively mitigating impact loads during high-speed transitions, protecting downstream components from peak impact erosion, and extending the overall transmission system lifespan.

[0061] This embodiment also discloses an aviation device, including the aviation transmission system or clutch device of the above embodiments, and therefore also has all the beneficial effects of the aviation transmission system or clutch device of the above embodiments.

[0062] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0063] The above embodiments only illustrate several implementation methods of this utility model, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

[0064] Although this application has been described with reference to preferred embodiments, various modifications can be made thereto and components can be replaced with equivalents without departing from the scope of this application. In particular, the technical features mentioned in the various embodiments can be combined in any manner, provided there is no structural conflict. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A clutch device, characterized in that, include: A first and a second transmission component that are coaxially arranged and can rotate relative to each other; A wedge assembly is disposed between the first transmission member and the second transmission member; wherein the wedge assembly includes: a first row of wedges and a second row of wedges arranged axially side by side, and a first elastic member and a second elastic member, wherein the preload torque of the first elastic member is different from the preload torque of the second elastic member, so as to provide different magnitudes of biasing force to the first row of wedges and the second row of wedges respectively.

2. The clutch device according to claim 1, characterized in that, The wedge assembly also includes a support and isolation member, which has two rows of pockets that respectively accommodate the first row of wedges and the second row of wedges.

3. The clutch device according to claim 2, characterized in that, Each column of wedges is provided with a radial limiting structure, and the first elastic element and the second elastic element respectively provide biasing force to the first column of wedges and the second column of wedges through the corresponding radial limiting structure.

4. The clutch device according to claim 3, characterized in that, The radial limiting structure includes a groove formed on the wall surface of the wedge near the pocket, the working section of the first elastic member is accommodated in the groove of the first row of wedges; the working section of the second elastic member is accommodated in the groove of the second row of wedges; The wedge has a reset surface on the side near the groove, the conjugate segment of the first elastic member abuts against the reset surface of the first row of wedges, and the conjugate segment of the second elastic member abuts against the reset surface of the second row of wedges.

5. The clutch device according to claim 1, characterized in that, The first transmission component is an outer ring, and the inner circumferential surface of the outer ring forms a first raceway. The second transmission component is an inner ring, and the outer circumferential surface of the inner ring forms a second raceway. The wedge block contacts the first raceway and the second raceway.

6. The clutch device according to any one of claims 1 to 5, characterized in that, The wedge includes an upper cam surface that contacts the first transmission member and a lower cam surface that contacts the second transmission member; along the line connecting the contact point between the upper cam surface and the first transmission member and the contact point between the lower cam surface and the second transmission member, the wedge is divided into an overshoot side and a wedging side, and the center of mass of the wedge is located on the overshoot side.

7. The clutch device according to claim 6, characterized in that, The lower cam surface is a double-arc curved surface, and the centers of the double arcs are different.

8. An aircraft transmission system, characterized in that, The aircraft transmission system includes a clutch device configured as described in any one of claims 1 to 7.

9. An aircraft, characterized in that, The aircraft includes an aircraft transmission system or a clutch device, the clutch device being configured as the clutch device according to any one of claims 1 to 7, and the aircraft transmission system being configured as the aircraft transmission system according to claim 8.

Images