Anti-overload coupling with brake wheel

Abstract

The utility model relates to a kind of brake wheel anti-overload shaft coupling in the field of shaft coupling, comprising: connecting shaft, with first end and second end;First connection part, its inner end portion is rotatably sleeved in the first end of the connecting shaft, and the first connection part with the connecting shaft between being equipped with anti-overload structure, for when transmitting torque overload make the first connection part with the connecting shaft relative rotation;Second connection part, its inner end portion is axially movably sleeved in the second end of the connecting shaft;Brake wheel, coaxially sleeve is set to the outside of the first connection part or second connection part.The utility model integrates anti-overload function, brake function and axial compensation function, by setting specific anti-overload structure between first connection part and connecting shaft, power transmission can be rapidly cut off when transmission system torque overload, effectively prevent driving motor and subsequent transmission component from being damaged due to overload, greatly improve the safety and reliability of equipment operation.

Description

Technical Field

[0001] This utility model relates to the field of coupling technology, and in particular to a coupling with a brake wheel to prevent overload. Background Technology

[0002] Couplings are essential components in mechanical transmission systems used to connect two shafts (driving shaft and driven shaft) and transmit torque. In various industrial equipment, transmission systems often experience abnormal overloads due to material jamming, sudden impacts, or improper operation. If the coupling lacks overload protection, the enormous overload torque will be directly transmitted to the drive motor or precision transmission components, potentially leading to serious malfunctions such as motor burnout, gear tooth breakage, or shaft breakage, causing production interruptions and significant economic losses.

[0003] To address the aforementioned issues, various forms of safety couplings or torque-limiting couplings have emerged in the existing technology. One common form transmits torque through the clamping force between friction plates, which slip under overload. However, this type of friction-based safety coupling suffers from unstable friction coefficients, susceptibility to oil contamination, and the need for periodic adjustments to compensate for friction plate wear, thus its long-term reliability needs improvement. Another form employs a pin-type structure, where the shear pin is sheared off under overload. While this structure is simple, the shearing force precision of the shear pin is not high, and the pin must be replaced after each overload, failing to achieve automatic reset and affecting the continuity and efficiency of equipment operation.

[0004] On the other hand, many transmission systems also require independent brakes for rapid stopping or position holding. The common practice is to mount the brake wheel as a separate component between the coupling and the motor or reducer. This split layout increases the axial dimension of the entire transmission chain, making the structure less compact and thus increasing installation space and manufacturing costs.

[0005] To address this, we designed an overload protection coupling with a brake wheel. Utility Model Content

[0006] In order to overcome the shortcomings of the prior art, this utility model discloses an overload protection coupling with a brake wheel.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] An overload protection coupling with a brake wheel, comprising:

[0009] A connecting shaft having a first end and a second end;

[0010] The first connecting part has its inner end rotatably sleeved on the first end of the connecting shaft, and an overload protection structure is provided between the first connecting part and the connecting shaft to allow the first connecting part and the connecting shaft to rotate relative to each other when the transmitted torque is overloaded.

[0011] The second connecting part has its inner end axially movable and sleeved on the second end of the connecting shaft;

[0012] A brake wheel is coaxially sleeved on the outside of the first or second connecting part;

[0013] The inner ends of both the first and second connecting parts are provided with necks.

[0014] Furthermore, the first connecting part includes a first half-connector and a connecting sleeve coaxially connected; a rotating sleeve is coaxially sleeved on the first end of the connecting shaft, and the rotating sleeve is rotatably connected to the inner side of the connecting sleeve;

[0015] The overload protection structure is disposed between the outer ring surface of the rotating sleeve and the inner ring surface of the connecting sleeve, or between the outer end surface of the rotating sleeve and the inner end surface of the first half-connector.

[0016] Furthermore, the overload protection structure includes a plurality of sliding holes evenly spaced around the outer ring surface of the rotating sleeve. Each sliding hole is provided with a first elastic compression member and a floating locking tooth in sequence from the inside to the outside. The inner ring surface of the connecting sleeve is provided with a plurality of locking grooves that engage with the floating locking teeth evenly spaced around its circumference.

[0017] Furthermore, the overload protection structure includes a plurality of steel balls evenly spaced along the circumferential direction of the outer end face of the rotating sleeve, and the inner end face of the first half-connector is provided with a locking ball hole for the steel balls to be inserted.

[0018] Furthermore, the second connecting part includes a second half-connector and an inner toothed sleeve coaxially connected; the second end of the connecting shaft is coaxially fitted with an outer toothed sleeve, the outer toothed sleeve meshes with the inner toothed sleeve, and the tooth length of the outer toothed sleeve is less than the tooth length of the inner toothed sleeve.

[0019] Furthermore, the inner cavity of the inner toothed sleeve is provided with a second elastic compression member, which is used to compress the connecting axis to move in the direction of the first connecting part.

[0020] Furthermore, the inner cavity of the inner toothed sleeve is also provided with an adjustable end plate for adjusting the compression amount of the second elastic compression member.

[0021] Furthermore, the inner cavity of the inner toothed sleeve includes an inner section and an outer section. The inner section is provided with teeth, and the outer section is provided with a threaded portion that engages with the threaded portion of the adjustable end plate.

[0022] Furthermore, the teeth of the inner toothed sleeve are drum-shaped.

[0023] Furthermore, a sealing ring is provided between the inner annular surface of the inner end constriction neck of the first and second connecting parts and the shaft body of the connecting shaft.

[0024] Compared with the prior art, the beneficial effects of this utility model are:

[0025] 1. The overload protection function, braking function and axial compensation function are integrated into one unit. By setting a specific overload protection structure between the first connecting part and the connecting shaft, the power transmission can be quickly cut off when the torque of the transmission system is overloaded, effectively preventing the drive motor and subsequent transmission components from being damaged due to overload, and greatly improving the safety and reliability of the equipment operation.

[0026] 2. By designing the second connecting part to be axially movable and using the meshing pair of the outer and inner gear sleeves for transmission, not only can torque be effectively transmitted, but also axial displacement, radial offset and angular deviation caused by manufacturing, installation errors or thermal deformation during operation can be compensated, ensuring the stable operation of the coupling under adverse working conditions and extending its service life.

[0027] 3. By setting a second elastic compression element and an adjustable end plate that cooperates with it in the inner cavity of the inner gear sleeve, the axial preload inside the coupling can be easily adjusted, so that it can adapt to different axial load requirements and installation space, thereby enhancing the versatility and applicability of the product.

[0028] 4. Sealing rings are installed at the necks of both the first and second connecting parts to effectively prevent external dust, moisture and other contaminants from entering the coupling, especially protecting the precision overload protection structure and gear surface, and ensuring the long-term stability of the core functions. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the structure of this utility model;

[0030] Figure 2 This is a cross-sectional view of the first structure of this utility model;

[0031] Figure 3 This is a cross-sectional view of the second structure of this utility model;

[0032] Figure 4 This is a cross-sectional view of the third structure of this utility model.

[0033] In the diagram: 1. Connecting shaft; 11. Rotating sleeve; 111. Sliding hole; 12. First elastic compression member; 13. Floating retaining tooth; 14. Steel ball; 15. Outer toothed sleeve; 2. First connecting part; 21. First half-connector; 211. Engaging ball hole; 22. Connecting sleeve; 221. Recess; 3. Second connecting part; 31. Second half-connector; 32. Inner toothed sleeve; 33. Second elastic compression member; 34. Adjustable end plate; 4. Brake wheel; 5. Sealing ring. Detailed Implementation

[0034] The present invention can be explained in detail through the following embodiments. The purpose of disclosing the present invention is to protect all technical improvements within the scope of the present invention. In the description of the present invention, it should be understood that if terms such as "upper", "lower", "front", "rear", "left", "right" indicate orientation or positional relationship, they are only corresponding to the drawings of this application for the convenience of describing the present invention. It should be understood that if terms such as "end", "side", "end portion", "side part", "lateral", "longitudinal", etc. indicate orientation or positional relationship, they are only corresponding to the length and width of the corresponding component. That is, "end" indicates the head and tail area in the length direction of the corresponding component, and "side part" indicates the head and tail area in the width direction of the corresponding component. They are for the convenience of describing the present invention and do not indicate or imply that the device or element referred to must have a specific orientation.

[0035] Please refer to the instruction manual appendix. Figure 1-4 The present invention provides the following technical solution:

[0036] Example 1: An overload protection coupling with a brake wheel includes a connecting shaft 1, a first connecting part 2, a second connecting part 3, a brake wheel 4, and a sealing ring 5.

[0037] The connecting shaft 1, as the core transmission component of the entire coupling, has a first end and a second end.

[0038] The inner end of the first connecting part 2 is rotatably sleeved on the first end of the connecting shaft 1. Specifically, the first connecting part 2 includes a first half-connector 21 and a connecting sleeve 22 that are coaxially fixedly connected. A rotating sleeve 11 is coaxially fixedly sleeved on the first end of the connecting shaft 1, and the rotating sleeve 11 is at least partially rotatably accommodated inside the connecting sleeve 22.

[0039] The first connecting part 2 and the connecting shaft 1 are provided with an overload protection structure via a rotating sleeve 11. Within the normal torque range, the torque can be reliably transmitted through the overload protection structure. When the transmitted torque exceeds the preset value, the overload protection structure allows relative rotation between the first connecting part 2 and the connecting shaft 1, thereby cutting off the power transmission and protecting the subsequent transmission components from damage.

[0040] like Figure 2As shown, the overload protection structure includes a plurality of steel balls 14 evenly spaced along the circumferential direction of the outer end face of the rotating sleeve 11. Correspondingly, a locking ball hole 211 for the steel balls 14 to be inserted is provided on the inner end face of the first half-handle 21. During normal operation, the steel balls 14 are locked in the locking ball hole 211 under the action of preload to transmit torque. During overload, the steel balls 14 are forcibly squeezed out of the locking ball hole 211, causing slippage.

[0041] The inner end of the second connecting part 3 is axially movable and sleeved onto the second end of the connecting shaft 1. Specifically, the second connecting part 3 includes a second half-joint 31 and an inner toothed sleeve 32 coaxially fixedly connected. An outer toothed sleeve 15 is coaxially fixedly sleeved onto the second end of the connecting shaft 1. The teeth of the outer toothed sleeve 15 mesh with the teeth of the inner toothed sleeve 32 to form a spline connection. In order to achieve the function of adjustable axial length, the tooth length of the outer toothed sleeve 15 is designed to be smaller than the tooth length of the inner toothed sleeve 32, thereby providing space for the axial movement of the second connecting part 3 relative to the connecting shaft 1.

[0042] Preferably, the teeth of the inner tooth sleeve 32 are drum-shaped, which helps to improve the tooth surface contact conditions and enhance the ability to compensate for small angular displacements.

[0043] To ensure the coupling remains axially compact and has a certain buffering capacity, a second elastic compression member 33 is provided in the inner cavity of the inner gear sleeve 32. One end of the second elastic compression member 33 acts on the end face of the second half-joint 31, and the other end acts on the connecting shaft 1 or the outer gear sleeve 15. Its elastic force always tends to push the second connecting part 3 away from the first connecting part 2, or in other words, to compress the connecting shaft 1 towards the first connecting part 2.

[0044] To facilitate adjustment of the preload, a threaded portion is provided on the outer section of the inner cavity of the inner toothed sleeve 32, and an adjustable end plate 34 is threadedly engaged with the threaded portion. Rotating the adjustable end plate 34 changes its position within the cavity, thereby adjusting the initial compression of the second elastic compression member 33 to adapt to different working conditions.

[0045] The brake wheel 4 is coaxially sleeved on the outside of the second connecting part 3 and fixedly connected to it.

[0046] In other embodiments, the brake wheel 4 may also be selectively fitted and fixed to the outside of the first connecting part 2.

[0047] Furthermore, sealing rings 5 ​​are provided between the inner annular surfaces of the inner necks of the first connecting part 2 and the second connecting part 3 and the shaft body of the connecting shaft 1. This design effectively prevents external dust, moisture and other contaminants from entering the coupling, especially protecting the overload protection structure and the gear sleeve meshing parts, and extending service life.

[0048] Brief description of working principle: Power can be input from either the first connecting part 2 or the second connecting part 3. Taking the input from the first connecting part 2 as an example, the power passes sequentially through the overload protection structure, the rotating sleeve 11, the connecting shaft 1, the meshing pair of the outer gear sleeve 15 and the inner gear sleeve 32, and is finally output from the second connecting part 3. Once an overload occurs, the overload protection structure (floating retaining tooth 13 or steel ball 14) immediately activates to cut off the power. The brake wheel 4 can receive a braking signal when needed to brake the rotating parts.

[0049] In this embodiment, as Figure 3-4 As shown, multiple radial sliding holes 111 are evenly spaced along the circumference of the outer ring surface of the rotating sleeve 11. Each sliding hole 111 contains, from the inside out, a first elastic compression member 12 and a floating locking tooth 13. Correspondingly, multiple slots 221, adapted to the floating locking teeth 13, are evenly spaced along the circumference of the inner ring surface of the connecting sleeve 22. Under normal operating conditions, the elastic force of the first elastic compression member 12 pushes the floating locking teeth 13 outwards, causing them to engage in the slots 221 of the connecting sleeve 22, thereby achieving torque transmission. When an overload occurs, the tangential force acting on the tooth surface of the floating locking teeth 13 overcomes the elastic force of the first elastic compression member 12, forcing the floating locking teeth 13 to retract into the sliding holes 111, causing the rotating sleeve 11 and the connecting sleeve 22 to slide relative to each other, thus achieving overload protection.

[0050] Depending on the requirements, the first elastic compression member 12 can be a spring.

[0051] The remaining parts of the structure are the same as in Embodiment 1, and will not be described again here.

[0052] The parts of this utility model not described in detail are prior art. It is obvious to those skilled in the art that this utility model is not limited to the details of the above exemplary embodiments, and that this utility model can be implemented in other specific forms without departing from the spirit or basic characteristics of this utility model. Therefore, the above embodiments should be regarded as exemplary and non-limiting in all respects. The scope of this utility model is defined by the appended claims rather than the foregoing description. Therefore, it is intended to include all changes that fall within the meaning and scope of the equivalents of the claims within this utility model.

Claims

1. An overloading prevention coupling with a brake wheel, characterized by, The utility model relates to a connecting shaft (1) with a first end and a second end, a first adapter (2) rotatably sleeved on the first end of the connecting shaft (1), an overload-preventing structure between the first adapter (2) and the connecting shaft (1) for allowing the first adapter (2) to rotate relative to the connecting shaft (1) when transmitting torque overload, a second adapter (3) axially movably sleeved on the second end of the connecting shaft (1), and a brake wheel (4) coaxially sleeved on the outside of the first adapter (2) or the second adapter (3). The inner end of the first adapter (2) and the inner end of the second adapter (3) are provided with necked portions. The first adapter (2) comprises a first half handle (21) and a connecting sleeve (22) coaxially connected, the first end of the connecting shaft (1) is coaxially sleeved with a rotating sleeve (11), and the rotating sleeve (11) is rotatably connected to the inside of the connecting sleeve (22). The overload-preventing structure is arranged between the outer ring surface of the rotating sleeve (11) and the inner ring surface of the connecting sleeve (22) or between the outer end surface of the rotating sleeve (11) and the inner end surface of the first half handle (21). The overload-preventing structure comprises a plurality of sliding holes (111) evenly and circumferentially spaced and arranged on the outer ring surface of the rotating sleeve (11), each of the sliding holes (111) is sequentially provided with a first elastic compression member (12) and a floating clamping tooth (13) from inside to outside, and the inner ring surface of the connecting sleeve (22) is evenly and circumferentially spaced and arranged with a plurality of clamping grooves (221) clamped with the floating clamping tooth (13). The overload-preventing structure comprises a plurality of steel balls (14) evenly and circumferentially embedded on the outer end surface of the rotating sleeve (11), and the inner end surface of the first half handle (21) is provided with clamping ball holes (211) for clamping the steel balls (14).

2. The overloading prevention coupling with brake wheel according to claim 1, characterized in that: The second adapter (3) comprises a second half handle (31) and an inner tooth sleeve (32) coaxially connected, the second end of the connecting shaft (1) is coaxially sleeved with an outer tooth sleeve (15), the outer tooth sleeve (15) is engaged with the inner tooth sleeve (32), and the length of the tooth portion of the outer tooth sleeve (15) is smaller than the length of the tooth portion of the inner tooth sleeve (32). The inner cavity of the inner tooth sleeve (32) is provided with a second elastic compression member (33) for extruding the connecting shaft (1) to move in the direction of the first adapter (2).

3. The overloading prevention coupling with brake wheel according to claim 2, characterized in that: The inner cavity of the inner tooth sleeve (32) is further provided with an adjustable end plate (34) for adjusting the compression amount of the second elastic compression member (33).

4. The over-load prevention coupling with brake wheel as claimed in claim 2 wherein: The inner cavity of the inner tooth sleeve (32) comprises an inner section and an outer section, the inner section is provided with a tooth portion, and the outer section is provided with a threaded portion threadedly matched with the adjustable end plate (34).

5. The over-load prevention coupling with brake wheel as claimed in claim 1 wherein: The tooth portion of the inner tooth sleeve (32) is a drum-shaped tooth portion.

6. An over load protection coupling with brake wheel as claimed in claim 5 wherein: The inner ring surface of the necked portion of the inner end of the first adapter (2) and the inner end of the second adapter (3) is provided with a sealing ring (5) between the shaft body of the connecting shaft (1).

7. An over load protection coupling with brake wheel as claimed in claim 6 wherein: ​ 8. The over-load prevention coupling with brake wheel as claimed in claim 7 wherein: ​ 9. The over-load prevention coupling with brake wheel as claimed in claim 5 wherein: ​ 10. The over-load prevention coupling with brake wheel as claimed in claim 1 wherein: ​

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