A two-way clutch gear transmission

Abstract

The utility model relates to a kind of two-way clutch gear transmission, including first clutch gear, second clutch gear, damping sleeve, clasp spring and one-way bearing;The first clutch gear has coaxially arranged first shaft part and second shaft part, the one-way bearing is sleeved in the first shaft part, the damping sleeve is simultaneously sleeved in the second shaft part and the one-way bearing, and the damping sleeve is fixedly connected with the second clutch gear, the clasp spring is sleeved in the outer periphery of the damping sleeve;The inner periphery of the damping sleeve is equipped with first friction surface and second friction surface respectively with the outer periphery of the second shaft part and the one-way bearing contact.The utility model is compact in structure, convenient to adjust, and can realize stable and differentiating clutch torque in positive and negative two rotation directions.

Description

Technical Field

[0001] This utility model relates to the field of transmission devices, and more specifically, to a bidirectional clutch gear transmission device. Background Technology

[0002] Gear transmission mechanisms are key components for power transmission and motion switching, and are widely used in various precision actuators. To meet usage requirements, these devices often need to have a clutch function. Traditional clutch structures typically employ a symmetrical design, providing the same clutch torque in both forward and reverse rotation. To achieve differences in clutch torque during forward and reverse rotation, existing methods generally require two independent clutch units, resulting in complex structures and inconvenient adjustments. Utility Model Content

[0003] The purpose of this invention is to provide a bidirectional clutch gear transmission device, which has a compact structure, is easy to adjust, and can achieve stable and differentiated clutch torque in both the forward and reverse rotation directions.

[0004] A two-way clutch gear transmission device includes a first clutch gear, a second clutch gear, a damping sleeve, a snap ring, and a one-way bearing; The first clutch gear has a first shaft portion and a second shaft portion arranged coaxially. The one-way bearing is sleeved on the first shaft portion. The damping sleeve is sleeved on both the second shaft portion and the one-way bearing. The damping sleeve is fixedly connected to the second clutch gear. The snap ring is sleeved on the outer periphery of the damping sleeve. The inner circumferential surface of the damping sleeve is provided with a first friction surface and a second friction surface that respectively contact the second shaft portion and the outer circumference of the one-way bearing; When the first clutch gear rotates in the first direction, the first shaft and the one-way bearing rotate relative to each other. If the applied torque is greater than the first overload torque, the second shaft and the first friction surface will generate sliding friction. When the first clutch gear rotates in the second direction, the one-way bearing is locked, and the first shaft rotates synchronously with the one-way bearing. If the applied torque is greater than the second overload torque, the second shaft and the first friction surface, as well as the one-way bearing and the second friction surface, will simultaneously generate sliding friction.

[0005] In the above technical solution, by coaxially arranging a first shaft and a second shaft on the first clutch gear, with a one-way bearing sleeved on the first shaft and a damping sleeve simultaneously sleeved on the outer circumference of both the second shaft and the one-way bearing, the effect of different clutch forces in two rotational directions is achieved. When the first clutch gear rotates in the first direction and the applied torque is greater than the first overload torque, the one-way bearing is in an unlocked state, allowing the first shaft to rotate relative to the one-way bearing. At this time, only the second shaft and the first friction surface of the damping sleeve experience sliding friction, achieving low-torque clutch. When the first clutch gear rotates in the second direction and the applied torque is greater than the second overload torque, the one-way bearing enters a locked state, causing the first shaft to rotate synchronously with the one-way bearing. At this time, not only does the second shaft continue to rub against the first friction surface, but the outer circumference of the one-way bearing also experiences sliding friction against the second friction surface of the damping sleeve. The two frictional forces work together to achieve high-torque clutch. This structure achieves differentiated clutch torque during forward and reverse rotation through the combination of a single one-way bearing and dual friction surfaces. The overall structure is compact and meets the differentiated working requirements of the transmission mechanism for "low torque drive in the forward direction and high torque protection in the reverse direction", thereby improving the safety and stability of the transmission mechanism.

[0006] Furthermore, the outer peripheral surface of the damping sleeve is provided with a plurality of protrusions, the protrusions extending along the axial direction of the damping sleeve, and the inner peripheral surface of the second clutch gear is provided with a plurality of slots, each of the protrusions being engaged in the corresponding slot.

[0007] In the above technical solution, an axially extending protrusion is provided on the outer periphery of the damping sleeve, and a corresponding groove is provided on the inner periphery of the second clutch gear, so that the protrusion is engaged in the groove, thereby realizing the fixed connection between the damping sleeve and the second clutch gear, ensuring that the second clutch gear can drive the damping sleeve to rotate stably, and the matching form of the protrusion and the groove is simple to process and easy to assemble.

[0008] Furthermore, the damping sleeve has multiple openings extending axially at one end corresponding to the one-way bearing.

[0009] In the above technical solution, by setting an open slot in the damping sleeve and fitting a retaining ring on its outer circumference, the radial contraction force of the retaining ring can cause the damping sleeve to press against the one-way bearing, thereby generating a damping force. The magnitude of the damping can be adjusted by increasing or decreasing the number of retaining rings or adjusting their positions, making it flexible and convenient to use, and enabling a large adjustable damping range within a limited space.

[0010] Furthermore, the opening grooves are evenly distributed along the circumference of the damping sleeve.

[0011] In the above technical solution, multiple open slots are evenly distributed along the circumference of the damping sleeve, so that the radial pressure applied by the snap ring can be evenly applied to the damping sleeve, ensuring that the contact pressure distribution between the inner wall of the damping sleeve and the second shaft and the outer periphery of the one-way bearing is uniform, avoiding local stress concentration, thereby ensuring the stability and consistency of the clutch structure.

[0012] Furthermore, there are multiple retaining rings, which are stacked and sleeved on the outer periphery of the damping sleeve.

[0013] In the above technical solution, multiple stacked snap rings are sleeved on the outer periphery of the damping sleeve. The damping force can be adjusted by increasing or decreasing the number of snap rings. The structure is simple and the adjustment is flexible. Damping adjustment can be completed without disassembling the main transmission components, which improves the practicality and ease of maintenance of the device.

[0014] Furthermore, the end of the damping sleeve is provided with a limiting protrusion for limiting the snap ring, and the limiting protrusion is evenly distributed along the circumference of the damping sleeve.

[0015] In the above technical solution, the damping sleeve end is provided with circumferentially evenly distributed limiting protrusions, which can effectively prevent the snap ring from falling off during axial displacement or vibration.

[0016] Furthermore, the diameter of the one-way bearing is larger than the diameter of the second shaft portion.

[0017] In the above technical solution, the diameter of the one-way bearing is larger than the diameter of the second shaft, which makes the frictional contact area between the one-way bearing and the damping sleeve larger, thereby improving the difference in clutch torque in the forward and reverse directions.

[0018] Furthermore, the retaining ring is formed as an open ring.

[0019] In the above technical solution, an open ring snap ring is used. Utilizing its inherent elasticity, it can be conveniently fitted onto the outside of the damping sleeve and can continuously provide a stable radial preload. The structure is simple and reliable.

[0020] Compared with the prior art, the beneficial effects of this utility model are as follows: By coaxially arranging a first shaft and a second shaft on the first clutch gear, with a one-way bearing sleeved on the first shaft and a damping sleeve simultaneously sleeved on the outer circumference of the second shaft and the one-way bearing, the effect of different clutch forces in the two rotational directions is achieved. When the first clutch gear rotates in the first direction and the applied torque is greater than the first overload torque, the one-way bearing is in an unlocked state, allowing the first shaft to rotate relative to the one-way bearing. At this time, only the second shaft and the first friction surface of the damping sleeve experience sliding friction, achieving low-torque clutch. When the first clutch gear rotates in the second direction and the applied torque is greater than the second overload torque, the one-way bearing enters a locked state, causing the first shaft and the one-way bearing to rotate synchronously. At this time, not only does the second shaft continue to rub against the first friction surface, but the outer circumference of the one-way bearing also experiences sliding friction against the second friction surface of the damping sleeve. The two frictional forces work together to achieve high-torque clutch. This structure achieves differentiated clutch torque during forward and reverse rotation through the combination of a single one-way bearing and dual friction surfaces. The overall structure is compact and meets the differentiated working requirements of the transmission mechanism for "low torque drive in the forward direction and high torque protection in the reverse direction", thereby improving the safety and stability of the transmission mechanism. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the clutch assembly according to an embodiment of the present invention.

[0022] Figure 2 This is a cross-sectional structural diagram of the clutch assembly according to an embodiment of the present invention.

[0023] Figure 3 This is an exploded structural diagram of the clutch assembly according to an embodiment of the present invention.

[0024] Figure 4 This is a schematic diagram of the structure of the damping sleeve according to an embodiment of the present invention.

[0025] Explanation of icon numbers: First clutch gear 1, first shaft 11, second shaft 12, second clutch gear 2, damping sleeve 3, protrusion 31, opening groove 32, first friction surface 33, second friction surface 34, limiting protrusion 35, one-way bearing 4, snap ring 5. Detailed Implementation

[0026] 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.

[0027] 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.

[0028] Please refer to Figures 1 to 4 In a preferred embodiment, the bidirectional clutch gear transmission device of this utility model mainly includes a first clutch gear 1, a second clutch gear 2, a damping sleeve 3, a retaining ring 5, and a one-way bearing 4. The first clutch gear 1 has a first shaft portion 11 and a second shaft portion 12 arranged coaxially. The one-way bearing 4 is sleeved on the first shaft portion 11. The damping sleeve 3 is sleeved on both the second shaft portion 12 and the one-way bearing 4, and the damping sleeve 3 is fixedly connected to the second clutch gear 2. The retaining ring 5 is sleeved on the outer periphery of the damping sleeve 3. The inner circumferential surface of the damping sleeve 3 is provided with a first friction surface 33 and a second friction surface 34 that respectively contact the outer periphery of the second shaft portion 12 and the one-way bearing 4.

[0029] When the first clutch gear 1 rotates in the first direction, the first shaft 11 and the one-way bearing 4 rotate relative to each other. If the applied torque is greater than the first overload torque, the second shaft 12 and the first friction surface 33 will generate sliding friction. When the first clutch gear 1 rotates in the second direction, the one-way bearing 4 is locked, and the first shaft 11 and the one-way bearing 4 rotate synchronously. If the applied torque is greater than the second overload torque, the second shaft 12 and the first friction surface 33, as well as the one-way bearing 4 and the second friction surface 34, will generate sliding friction simultaneously.

[0030] For example, the one-way bearing 4 can be an existing needle roller one-way bearing 4, which includes an inner ring, an outer ring, needle rollers, and a wedge groove. When rotating in the second direction, the needle rollers are engaged in the wedge groove by centrifugal force and friction, achieving a rigid connection between the inner and outer rings; when rotating in the first direction, the needle rollers disengage from the wedge groove, and the inner and outer rings can slide relative to each other.

[0031] By coaxially arranging a first shaft portion 11 and a second shaft portion 12 on the first clutch gear 1, with a one-way bearing 4 sleeved on the first shaft portion 11 and a damping sleeve 3 simultaneously sleeved on the outer periphery of both the second shaft portion 12 and the one-way bearing 4, the effect of different clutch forces in the two rotational directions is achieved. When the first clutch gear 1 rotates in the first direction and the applied torque is greater than the first overload torque, the one-way bearing 4 is in an unlocked state, allowing the first shaft portion 11 to rotate relative to the one-way bearing 4. At this time, only sliding friction occurs between the second shaft portion 12 and the first friction surface 33 of the damping sleeve 3, achieving low-torque clutch. When the first clutch gear 1 rotates in the second direction and the applied torque is greater than the second overload torque, the one-way bearing 4 enters a locked state, causing the first shaft portion 11 and the one-way bearing 4 to rotate synchronously. At this time, not only does the second shaft portion 12 continue to rub against the first friction surface 33, but the outer peripheral surface of the one-way bearing 4 also experiences sliding friction against the second friction surface 34 of the damping sleeve 3. The two frictional forces work together to achieve high-torque clutch. This structure achieves differentiated clutch torque during forward and reverse rotation through the cooperation of a single one-way bearing 4 and double friction surfaces. The overall structure is compact and meets the differentiated working requirements of the transmission mechanism for "low torque drive in the forward direction and high torque protection in the reverse direction", thereby improving the safety and stability of the transmission mechanism.

[0032] Please refer to Figure 4 The outer circumferential surface of the damping sleeve 3 is provided with multiple protrusions 31, which extend axially along the damping sleeve 3. The inner circumferential surface of the second clutch gear 2 is provided with multiple slots, and each protrusion 31 is engaged in a corresponding slot. By providing axially extending protrusions 31 on the outer circumference of the damping sleeve 3 and corresponding slots on the inner circumference of the second clutch gear 2, the protrusions 31 are engaged in the slots, thus achieving a fixed connection between the damping sleeve 3 and the second clutch gear 2. This ensures that the second clutch gear 2 can drive the damping sleeve 3 to rotate stably, and the fit between the protrusions 31 and the slots is simple to process and easy to assemble.

[0033] The damping sleeve 3 has multiple axially extending slots 32 at one end corresponding to the one-way bearing 4. By providing slots 32 in the damping sleeve 3 and fitting retaining rings 5 ​​around its outer periphery, the radial contraction force of the retaining rings 5 ​​can press the damping sleeve 3 against the one-way bearing 4, thereby generating a damping force. The damping magnitude can be adjusted by increasing or decreasing the number of retaining rings 5 ​​or adjusting their position, making it flexible and convenient to use, and enabling a large adjustable damping range within a limited space.

[0034] For example, the retaining ring 5 is adapted to the protrusion 31 of the damping sleeve 3. Multiple retaining rings 5 ​​can be fitted to the protrusion 31 on the outer peripheral surface of the damping sleeve 3. Each additional retaining ring 5 increases the frictional contact area between the damping sleeve 3 and the outer wall of the one-way bearing 4 and the first shaft portion 11, and the damping force is correspondingly increased. The retaining ring 5 can slide along the axial direction of the damping sleeve 3, thereby adjusting the position of the retaining ring 5 on the outer peripheral surface of the damping sleeve 3. The closer the retaining ring 5 is to the one-way bearing 4, the stronger the frictional force between the damping sleeve 3 and the outer wall of the one-way bearing 4 and the first shaft portion 11, and the greater the damping force.

[0035] In this embodiment, the opening grooves 32 are evenly distributed along the circumference of the damping sleeve 3. The even distribution of multiple opening grooves 32 along the circumference of the damping sleeve 3 ensures that the radial pressure applied by the retaining spring 5 is uniformly applied to the damping sleeve 3. This guarantees a uniform distribution of contact pressure between the inner wall of the damping sleeve 3 and the second shaft portion 12 and the outer periphery of the one-way bearing 4, avoiding localized stress concentration and thus ensuring the stability and consistency of the clutch structure.

[0036] In this embodiment, multiple retaining rings 5 ​​are stacked and sleeved on the outer periphery of the damping sleeve 3. By using multiple stacked retaining rings 5 ​​on the outer periphery of the damping sleeve 3, the damping force can be adjusted by increasing or decreasing the number of retaining rings 5. The structure is simple and the adjustment is flexible. Damping adjustment can be completed without disassembling the main transmission components, which improves the practicality and ease of maintenance of the device.

[0037] In this embodiment, the end of the damping sleeve 3 is provided with a limiting protrusion 35 for limiting the snap ring 5, and the limiting protrusion 35 is evenly distributed along the circumference of the damping sleeve 3. The circumferentially evenly distributed limiting protrusion 35 at the end of the damping sleeve 3 can effectively prevent the snap ring 5 from falling off during axial displacement or vibration.

[0038] In this embodiment, the diameter of the one-way bearing 4 is larger than the diameter of the second shaft portion 12. This larger diameter results in a larger frictional contact area between the one-way bearing 4 and the damping sleeve 3, thereby increasing the difference in clutch torque between the forward and reverse directions.

[0039] In this embodiment, the retaining ring 5 is formed as an open ring. By using an open ring retaining ring 5, its inherent elasticity allows it to be easily fitted onto the outside of the damping sleeve 3, while continuously providing a stable radial preload, resulting in a simple and reliable structure.

[0040] In the description of this utility model, it should be understood that terms such as "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" 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.

[0041] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0042] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A bidirectional clutch gear transmission device, characterized in that, It includes a first clutch gear, a second clutch gear, a damping sleeve, a snap ring, and a one-way bearing; The first clutch gear has a first shaft portion and a second shaft portion arranged coaxially. The one-way bearing is sleeved on the first shaft portion. The damping sleeve is sleeved on both the second shaft portion and the one-way bearing. The damping sleeve is fixedly connected to the second clutch gear. The snap ring is sleeved on the outer periphery of the damping sleeve. The inner circumferential surface of the damping sleeve is provided with a first friction surface and a second friction surface that respectively contact the second shaft portion and the outer circumference of the one-way bearing; When the first clutch gear rotates in the first direction, the first shaft and the one-way bearing rotate relative to each other. If the applied torque is greater than the first overload torque, the second shaft and the first friction surface will generate sliding friction. When the first clutch gear rotates in the second direction, the one-way bearing is locked, and the first shaft rotates synchronously with the one-way bearing. If the applied torque is greater than the second overload torque, the second shaft and the first friction surface, as well as the one-way bearing and the second friction surface, will simultaneously generate sliding friction.

2. The bidirectional clutch gear transmission device according to claim 1, characterized in that, The outer circumferential surface of the damping sleeve is provided with multiple protrusions, which extend along the axial direction of the damping sleeve. The inner circumferential surface of the second clutch gear is provided with multiple slots, and each of the protrusions is respectively engaged in the corresponding slot.

3. The bidirectional clutch gear transmission device according to claim 2, characterized in that, The damping sleeve has multiple openings extending axially at one end corresponding to the one-way bearing.

4. The bidirectional clutch gear transmission device according to claim 3, characterized in that, The opening grooves are evenly distributed along the circumference of the damping sleeve.

5. The bidirectional clutch gear transmission device according to claim 1, characterized in that, There are multiple retaining rings, which are stacked and sleeved on the outer periphery of the damping sleeve.

6. The bidirectional clutch gear transmission device according to claim 1, characterized in that, The end of the damping sleeve is provided with a limiting protrusion for limiting the snap ring, and the limiting protrusion is evenly distributed along the circumference of the damping sleeve.

7. The bidirectional clutch gear transmission device according to claim 1, characterized in that, The diameter of the one-way bearing is larger than the diameter of the second shaft portion.

8. The bidirectional clutch gear transmission device according to claim 1, characterized in that, The retaining ring is formed as a ring with an opening.

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