A shaft reset structure with friction compensation

Abstract

This utility model belongs to the field of mechanical structure technology, and in particular relates to a shaft reset structure with friction compensation. It includes a transmission shaft and a bushing. One end of the transmission shaft is rotatably engaged with the bushing, and the other end extends out of the bushing and is provided with a limiting part. A torsion spring seat is provided on the transmission shaft at a position corresponding to the bushing and the limiting part. The torsion spring seat has an assembly hole that mates with the transmission shaft. A friction ring and a torsion spring element are sequentially provided on the end of the torsion spring seat facing the bushing. Both the friction ring and the torsion spring element are sleeved on the transmission shaft. One end of the torsion spring element is connected to the torsion spring seat, and the other end is connected to the bushing. This shaft reset structure with friction compensation has the advantages of simple structure and stable reliability. It can be used to overcome the friction between internal components of a transmission shaft system, thereby avoiding failure states such as reset delay, jamming, creeping, and sliding caused by this friction.

Description

Technical Field

[0001] This utility model belongs to the field of mechanical structure technology, and in particular relates to a shaft reset structure with friction compensation. Background Technology

[0002] Mechanical mechanisms often have transmission shafts at the input or output ends of the system. Transmission shafts have a wide range of applications. For example, positioning functions can be achieved by changing the position of the transmission shaft, such as in automobile gear shifting mechanisms and clutch switching mechanisms. However, these mechanisms are often limited by the friction between internal components. After the external input force is removed, the transmission shaft will exhibit a self-locking phenomenon. Existing technology lacks a mechanical structure that can overcome the friction between the internal components of the transmission shaft system. It is impossible to avoid the failure states of the entire mechanism caused by this friction, such as reset delay, jamming, crawling, and sliding. Utility Model Content

[0003] In view of this, the present invention aims to propose a shaft reset structure with friction compensation to solve the problem in the prior art that the internal friction of the transmission shaft system cannot be overcome, resulting in failure states such as reset delay, jamming, crawling, and sliding of the entire mechanism.

[0004] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0005] A friction-compensated shaft reset structure includes a drive shaft and a bushing. One end of the drive shaft is rotatably engaged with the bushing, and the other end extends out of the bushing and is provided with a limiting part. A torsion spring seat is provided on the drive shaft at a position corresponding to the position between the bushing and the limiting part. The torsion spring seat has an assembly hole that mates with the drive shaft. A friction ring and a torsion spring are sequentially provided on the end of the torsion spring seat facing the bushing. Both the friction ring and the torsion spring are sleeved on the drive shaft. One end of the torsion spring is connected to the torsion spring seat, and the other end is connected to the bushing. The frictional force between the friction ring and the drive shaft is greater than the frictional force between the drive shaft and the bushing, and between the drive shaft and the torsion spring seat.

[0006] Furthermore, the torsion spring seat is provided with an assembly groove that mates with the friction ring. The assembly groove communicates with the assembly hole, and the inner diameter of the assembly groove is larger than the diameter of the assembly hole.

[0007] Furthermore, the torsion spring seat is also provided with a receiving groove that mates with the torsion spring component. The receiving groove is connected to the assembly groove, and the inner diameter of the receiving groove is larger than the inner diameter of the assembly groove. One side of the torsion spring seat is provided with an extension opening that facilitates the extension of the end of the torsion spring component. The extension opening is connected to the receiving groove.

[0008] Furthermore, the friction ring is an O-ring.

[0009] Furthermore, the friction ring is made of wear-resistant rubber.

[0010] Furthermore, the bushing is provided with a groove that engages with the end of the torsion spring.

[0011] Furthermore, there is a fitting clearance between the limiting part and the torsion spring seat to facilitate the rotation of the torsion spring seat.

[0012] Compared with the prior art, the friction-compensated shaft reset structure of this utility model has the following advantages:

[0013] The friction-compensated shaft reset structure described in this utility model has the advantages of simple structure and stable reliability. It can be used to overcome the friction between internal components of the transmission shaft system, thereby avoiding failure states such as reset delay, jamming, creeping, and sliding caused by such friction. It is beneficial to improve the stability and reliability of the transmission shaft system. Attached Figure Description

[0014] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0015] Figure 1 This is a schematic diagram of a rotating shaft resetting structure with friction compensation according to an embodiment of the present invention;

[0016] Figure 2 This is a schematic diagram of the structure of the friction-compensated shaft reset structure used in a clutch according to an embodiment of the present invention.

[0017] Explanation of reference numerals in the attached figures:

[0018] 1. Drive shaft; 2. Bushing; 3. Torsion spring seat; 4. Torsion spring component; 5. Friction ring; 6. Slot; 7. Limiting part; 8. Assembly slot; 9. Receiving slot; 10. Protrusion; 11. Manual large bevel gear; 12. Clutch; 13. Electric input gear. Detailed Implementation

[0019] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0020] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, 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, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0021] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0022] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0023] A shaft reset structure with friction compensation, such as Figure 1 and Figure 2 As shown, the device includes a transmission shaft 1 and a bushing 2. One end of the transmission shaft 1 is rotatably engaged with the bushing 2, and the other end extends out of the bushing 2 and is provided with a limiting part 7. A torsion spring seat 3 is provided on the transmission shaft 1 at a position corresponding to the bushing 2 and the limiting part 7. The torsion spring seat 3 is provided with an assembly hole that mates with the transmission shaft 1. A friction ring 5 and a torsion spring element 4 are sequentially provided on the end of the torsion spring seat 3 facing the bushing 2. Both the friction ring 5 and the torsion spring element 4 are sleeved on the transmission shaft 1. One end of the torsion spring element 4 is connected to the torsion spring seat 3, and the other end is connected to the bushing 2. The frictional force between the friction ring 5 and the transmission shaft 1 is greater than the frictional force between the transmission shaft 1 and the bushing 2, and between the transmission shaft 1 and the torsion spring seat 3.

[0024] In practical applications, the bushing 2 does not rotate relative to the transmission shaft 1; the bushing 2 only serves as a rotation limit for the transmission shaft 1. During operation, an external torque M1 is applied to the transmission shaft 1. Part of M1 is used to perform external work, and the other part is used to overcome the resistance of M2 inside the transmission shaft 1. The frictional force between the friction ring 5 and the transmission shaft 1, and the torsion spring seat 3, must be much greater than the frictional force between the transmission shaft 1 and the bushing 2, and the torsion spring seat 3. As the transmission shaft 1 rotates, the friction ring 5 will drive the torsion spring seat 3 to rotate with the transmission shaft 1, while the bushing 2 remains relatively stationary. A relative angle change will occur between the torsion spring seat 3 and the bushing 2, causing the torsion spring 4 to deform. When the deformation force of the torsion spring 4 can counteract the frictional force between the friction ring 5 and the transmission shaft 1, the torsion spring 4 stops deforming. At this time, the transmission shaft 1 can continue to rotate, while the friction ring 5 and the torsion spring seat 3 will slip, and both will remain relatively stationary with respect to the bushing 2.

[0025] When the operation stops, the deformation force of the torsion spring 4 is released, causing the transmission shaft 1 to rotate slightly in the opposite direction. The internal friction and residual stress of the transmission shaft 1 will not affect the subsequent reset operation. Alternatively, the torsion spring 4 can be kept in an energy storage state, and the transmission shaft 1 can still be in contact with the next transmission component, providing auxiliary force for the subsequent reset operation to overcome the internal friction and residual stress.

[0026] Preferably, the torsion spring seat 3 is provided with an assembly groove 8 that mates with the friction ring 5. The assembly groove 8 communicates with the assembly hole, and the inner diameter of the assembly groove 8 is larger than the diameter of the assembly hole. For example, the frictional force between the friction ring 5 and the inner wall of the assembly groove 8 must be greater than the frictional force between the transmission shaft 1 and the bushing 2, and between the transmission shaft 1 and the inner wall of the assembly hole, and can be equal to the frictional force between the friction ring 5 and the transmission shaft 1.

[0027] In practical applications, by setting the inner diameter of the assembly groove 8 to be larger than the diameter of the assembly hole, it is convenient to assemble the friction ring 5 and ensure that the friction ring 5 can always stably frictionally engage with the drive shaft.

[0028] In an optional embodiment, an annular recess that mates with the friction ring 5 can also be provided on the inner wall of the assembly groove 8. The annular recess communicates with the assembly groove 8. By using the annular recess to mate with the friction ring 5, the friction ring 5 can be effectively limited, ensuring that the friction ring 5 can be stably assembled in the assembly groove 8 of the torsion spring seat 3, which is beneficial to improving the stability of the fit between the friction ring 5 and the transmission shaft 1.

[0029] In another optional embodiment, an annular recess can also be provided on the transmission shaft 1, which can also improve the stability of the fit between the friction ring 5 and the transmission shaft 1. In addition, by providing the above-mentioned annular recess, it is also beneficial to increase the contact area between the friction ring 5 and the transmission shaft 1 or the torsion spring seat 3, and to improve the friction between the friction ring 5 and the transmission shaft 1 or the torsion spring seat 3.

[0030] Preferably, the torsion spring seat 3 is further provided with a receiving groove 9 that cooperates with the torsion spring 4. The receiving groove 9 is connected to the assembly groove 8. The inner diameter of the receiving groove 9 is larger than the inner diameter of the assembly groove 8. The torsion spring seat 3 is provided with an extension opening 10 on one side to facilitate the extension of the end of the torsion spring 4. The extension opening 10 is connected to the receiving groove 9.

[0031] For example, the torsion spring 4 can be an existing torsion spring, and the end of the torsion spring 4 can be fixed to the torsion spring seat 3 by conventional methods such as welding. Those skilled in the art can also choose other methods to install the torsion spring 4 according to actual needs, so that the end of the torsion spring 4 is stably connected to the torsion spring seat 3, which will not be elaborated here.

[0032] In practical applications, by placing the torsion spring 4 in the receiving groove 9, the torsion spring seat 3 can not only provide good protection for the torsion spring 4 and prevent damage to the torsion spring 4, but the receiving groove 9 can also provide good limiting for the torsion spring 4, ensuring that the torsion spring 4 is stably torsional and deformed to provide a restoring elastic force.

[0033] Preferably, the friction ring 5 is an O-ring. Specifically, the inner diameter of the O-ring can be smaller than the outer diameter of the transmission shaft 1 to achieve an interference fit between the two and ensure that there is a large frictional force between the O-ring and the transmission shaft 1.

[0034] In practical applications, the friction ring 5 is made of wear-resistant rubber, which helps to improve the service life and reliability of the friction ring 5.

[0035] Optionally, anti-slip textures can be provided on the outer side of the friction ring 5 to further increase the friction between the friction ring 5 and the torsion spring seat 3, ensuring that the friction ring 5 only grinds against the transmission shaft 1, which helps to ensure that the friction ring 5 and the torsion spring seat 3 remain stationary relative to the bushing 2.

[0036] Preferably, the bushing 2 is provided with a groove 6 that engages with the end of the torsion spring 4. By inserting the end of the torsion spring 4 into the groove 6 and engaging with it, the stability of the connection between the torsion spring 4 and the bushing 2 can be ensured.

[0037] Preferably, there is a fitting clearance between the limiting part 7 and the torsion spring seat 3 to facilitate the rotation of the torsion spring seat 3. By setting the fitting clearance, friction between the limiting part 7 and the torsion spring seat 3 can be avoided, so that there is only friction at the mounting hole between the torsion spring seat 3 and the transmission shaft 1, which helps to reduce the friction between the torsion spring seat 3 and the transmission shaft 1.

[0038] The following description uses the shaft reset structure described in this embodiment to solve the problem of the clutch 12 not being able to automatically reset during the clutch 12 switching process. A fixed bevel gear is installed on the limiting part 7 to achieve cooperation with the manual large bevel gear 11 on the clutch 12.

[0039] The normal procedure is as follows: (Refer to) Figure 1 When M1 is deactivated, the transmission shaft 1 stops rotating, M2 disappears and will not reappear. The electric input gear 13 rotates, causing the switching device of the clutch 12 to change state. After the clutch 12 rotates in the opposite direction by a certain angle, it resets and moves downward. The jaws at the lower end of the clutch 12 engage with the jaws of the electric input gear 13, and finally drive the output shaft to rotate through the clutch 12, realizing the function of automatically switching from manual mode to electric mode.

[0040] The original operating procedure (without the shaft reset structure described in this embodiment) is as follows: the transmission shaft 1 stops rotating, and the force provided by the switching clutch 12 is insufficient to overcome the friction and residual stress between the manual large bevel gear 11 and the transmission shaft 1, and between the transmission shaft 1 and the bushing 2, so it cannot be reset.

[0041] When the shaft reset structure described in this embodiment is used, after the transmission shaft 1 stops rotating, the transmission shaft 1 tends to rotate in the opposite direction due to the deformation force of the torsion spring 4. This causes the clutch 12 jaws and the manual large bevel gear 11 jaws to no longer fit tightly (reducing the friction and residual stress inside the system), solving the problem of clutch 12 self-locking, or reducing the locking force on clutch 12, and enabling the switching function.

[0042] The friction-compensated shaft reset structure described in this embodiment has the advantages of simple structure and stable reliability. It can be used to overcome the friction between internal components of the transmission shaft system, thereby avoiding failure states such as reset delay, jamming, creeping, and sliding caused by this friction. It is beneficial to improve the stability and reliability of the transmission shaft system.

[0043] 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, improvements, etc., 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 shaft reset structure with friction compensation, characterized in that: The device includes a drive shaft (1) and a bushing (2). One end of the drive shaft (1) is rotatably engaged with the bushing (2), and the other end extends out of the bushing (2) and is provided with a limiting part (7). A torsion spring seat (3) is provided on the drive shaft (1) at a position corresponding to the bushing (2) and the limiting part (7). The torsion spring seat (3) is provided with an assembly hole that engages with the drive shaft (1). A friction ring (5) and a torsion spring element (4) are sequentially provided on one end of the torsion spring seat (3) facing the bushing (2). Both the friction ring (5) and the torsion spring element (4) are sleeved on the drive shaft (1). One end of the torsion spring element (4) is connected to the torsion spring seat (3), and the other end is connected to the bushing (2). The friction between the friction ring (5) and the drive shaft (1) is greater than the friction between the drive shaft (1) and the bushing (2) and between the drive shaft (1) and the torsion spring seat (3).

2. The shaft reset structure with friction compensation according to claim 1, characterized in that: The torsion spring seat (3) is provided with an assembly groove (8) that cooperates with the friction ring (5). The assembly groove (8) is connected to the assembly hole, and the inner diameter of the assembly groove (8) is larger than the diameter of the assembly hole.

3. The shaft reset structure with friction compensation according to claim 2, characterized in that: The torsion spring seat (3) is also provided with a receiving groove (9) that cooperates with the torsion spring (4). The receiving groove (9) is connected to the assembly groove (8). The inner diameter of the receiving groove (9) is larger than the inner diameter of the assembly groove (8). The torsion spring seat (3) is provided with an extension opening (10) on one side to facilitate the extension of the end of the torsion spring (4). The extension opening (10) is connected to the receiving groove (9).

4. The shaft reset structure with friction compensation according to claim 1, characterized in that: The friction ring (5) is an O-ring.

5. A shaft reset structure with friction compensation according to claim 1 or 4, characterized in that: The friction ring (5) is made of wear-resistant rubber.

6. The shaft reset structure with friction compensation according to claim 1, characterized in that: The bushing (2) is provided with a groove (6) that engages with the end of the torsion spring (4).

7. The shaft reset structure with friction compensation according to claim 1, characterized in that: There is a fitting clearance between the limiting part (7) and the torsion spring seat (3) to facilitate the rotation of the torsion spring seat (3).

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